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A Special Wish for All the Best This Holiday Season
I
a
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
DECEMBER 1979
SIU Mans 3 More LNGs for El Paso
As Company Replaces
Norwegian
Crews
Page 3
A Tribute to
George Meany
Pages 11-13
4 Percent COLA
Increase tor
Deep Sea
-7 ;V I
wV '
i
.r'Ar._ •
i",', • .
" •' .v''""- ' ^ - v.• 4-;^:;^:-:" A'. '•
Membership
Pages 15-16
HLS Upgrading
Schedule for
1980
Pages 20-21
HLS Opens New
Education
Center in
Memory of
Paul Drozak
Pages 6-7
�SfU Supports Carter on Handling of Iran Crisis
With a sense of outrage and
frustration, the American people
continue to wait out the forced
detention of their countrymen by
the Iranian "students" and the
man who spurs them on, the
Ayatollah Khomeini.
As the Log goes to press, the
holding of the American hostages
at the American Embassy in
Teheran had entered its sixth
week. They are pawns in a
primitive game that totally ig
nores the modern-day precepts of
international law. And no one is
particularly optimistic that they
will be home for Christmas,
either.
The question on eve^rybody's
mind is: what can we do about it?
Are we doing enough to affect the
release of the hostages while, at
the Same time guaranteeing their
safety?
The SIU joins with other labor
organizations across the country
—and with the vast majorit3)f>df
the American people—in sup
porting President Carter's han
dling of the Iranian situation. As
much as we would like to have
seen the hostages released long
ago, like everyone else, we realize
things just don't happen that
way. We agree that restraint is the
order of the day.
This is not to say that steps
aren't being taken to affect the
release of the hostages—on the
contrary. So far. President Car
ter has attempted to resolve the
crisis through recognized world
diplomatic and judicial channels,
while at the same time putting
very real pressure on Iran
through other means. In the
process. Carter has won the
P5.
D
J1
0X0.
Paul Hall
A Union of Believers
T
HE holidays have traditionally been a tough time for sea
men. It's not much fun spending this time of year in the
middle of the ocean or in some port thousands of miles away
from home and family.
No matter what anyone says, you never get used to
separation. It's one of the drawbacks of this business.
But brothers, no matter where you are this holiday season—
whether it be on a ship or a tug or if you are lucky enough to be
home—SIU members have something to celebrate.
I say this because as we enter the new decade of the '80s, we
as an organization and as a class of workers have a solid,
secure future to look forward to.
The same thing could not have been said when this decade
began ten years ago. At that time, shipping was tough and
getting tougher all the time. Our domestic shipbuilding base
was at one of its all time lows.
There were a lot of people in maritime back then who really
believed there was no future for the American merchant
marine. And you know something, for those people, there
really was no future. Because in this business, when you stop
believing—when you stop fighting the good fight—and when
you start savoring the 'good old days' instead of planning for
the future, it's time to close up shop.
I am extremely proud to say that the SIU is an organization
of believers, an organization of fighters.
When times were tough, we never hid our faces hoping our
problems would all go away.
Instead, we took the offensive. We launched new programs.
And we did our damndest to create something good and turn
things around.
We were faced with an extremely tough situation in 1970.
respect and support of the world
community.
The SIU supports the eco
nomic sanctions already being
brought to bear against Iran, and
those the President proposes for
the future. And we join him in
voicing our strong displeasure
with some of our "allies" who
continue to do business, as usual,
with Iran.
At home, longshoremen and
others are doing what they can to
impede the flow of goods to Iran.
We support them 100 percent in
their efforts.
We are convinced the use of
physical force is the wrong tactic
under the present circumstances,
and that our purposes can best be
achieved by more subtle means.
Certainly, the use of physical
force to affect the release of the
hostages would have to be a tactic
of last resort since, in all proba
bility, it would doom at least
some of the hostages we seek to
free.
The screw is tightening on
Khomeini. Their assets have been
frozen, their diplomats have been
booted out of the U.S., and world
opinion is solidly against their
illegal actions. There are definite
signs that their determination- to
hold the hostages is weakening.
We are convinced our govern
ment is handling the situation in.a
clear-headed and effective man
ner, and that we will ultimately
win the freedom of all the
hostages.
jf any good could be said to
have come from the Iranian
crisis, it is the manner in which it
has drawn the American people
together.
.i
-HAV
But in the ten years that have passed since then, we have truly
turned things around.
We started out the decade by devoting a total effort in
Washington. Less than 11 months later, the Merchant Marine
Act of 1970 was signed into law.
The 1970 Act gave the industry hope. But it did more than
that. It provided our industry with the tools to make a fresh
start.
At the same time,, we put our training and upgrading
programs in Piney Point into high gear. This enabled us to
keep on top of the technological cfi^ges that were and
continue to sweep our industry. As importantly,' our
educational programs gave us the inside track on nailing down
contracts with new companies with dynamic new ideas—like
the LNGs.
In addition, we made two extremely important organiza
tional moves involving mergers.
In 1976, we in the SIU-AGLIWD and the former Inland
Boatmen's Union completed a merger. Just about two years
later, we and the former Marine Codks and Stewards Union
merged. Both mergers have been extremely successful and
beneficial for everyone ddncerned.
But our Union is an organization of individuals—people
with needs and goals. And as the decade of the '70s progressed,
it is important to-^ememher that we as seamen made
tremendous improvertients in our standard of living.
Through hard work and careful planning, we have made
monumental gains in our wages and vacation benefits as well
as in our Welfare and Pension Plans.
It's not enough to simply have employment. The jobs we fill
must also provide all the things necessary to make our lives
secure. I sincerely believe we have achieved this level of
security in our Union.
So as we close out what in many ways has been a trying
decade in our history, we can all feel a great deal of
satisfaction. Because the gains we have made and the truly
important things we have accomplished were achieved
through a collective effort.
Our Union was built on the qualities of brotherhood, unity
and cooperation. We have progressed through hard work and
determination. We will survive by continuing to do the things
that have made us what we are today—the best damn seamen's
union in the world.
Change of address cards on Form 3579 should be sent to Seafarers International Union. Atlantic. Gulf. Lakes and Inland Waters District
11232. Published monthly. Second Class postage paid at Brooklyn. N.Y. Vol. 41, No. 12, December 1979. (ISSN #0160-2047)
Mrcuiu, b/b hourth Ave., brooKiyn, IN.T.
2 / LOG / December 1979
�SlU Crews 3 More LNG's for El Paso
Company Replaces Norwegian Crews With SIU
O
Members on Sonatrach,Consoiidated,Paul Kayser
N Nov. 28, Seafarers
crewed the El Paso
LNG carrier Sonatrach in
Savannah, Ga. Even though
she's the 11th LNG carrier to
sail under the SIU banner,
her crewing was a first for
the Union and for U.S.
maritime.
Until recently, the LNG
carrier Sonatrach was op
erated by a Norwegian crew.
Two other El Paso LNG
vessels, the Consolidated
and the Paul Kayser were
also crewed by Norwegian
seamen. SIU crews are
scheduled to fly out to
Dunkirk, France, where the
Consolidated Sind Paul Kay
ser are undergoing repairs,
to fill the unlicensed jobs on
those two ships early next
year.
By opting for a top-tobottom crew of American
seamen (MEBA-District 1
will fill the licensed jobs on
the three vessels) El Paso has
shot holes in the myth that
Western European seamen
are more capable than their
American counterparts.
That myth goes that Nor
wegian mariners are the best
INDEX
Legislative News
SIU Supports Carter
Page 2
on Iran
SIU in Wasfiington . . Pages 9-10
Page 3
3 More LNGs
Union News
Memorial to
, Pages 6-7
Paul Drozak
President's Report ... ....Page 2
Headquarters Notes . ... Page 5
Letters to Editor .... ...Page 18
Brottiertiood in Action ..Page 37
Page 17
At Sea-Astiore
Back Page
SPAD Ctieckoff
State of LNG Industry ....Page 5
Great Lakes Picture . ...Page 24
Page 25
Inland Lines
General News
Stiip's Digest
Dispatctier's Reports;
...Page 32
Great Lakes
...Page
26
Inland Waters
...Page
22
Deep Sea
Training-Upgrading
"A" Seniority Upgrading Page 38
Upgrading Sctiedule Pages 20-21
Membership News
Page 32
New Pensioners
Final Departures .... Page 36
Deep Sea COLA .... Pages 15-16
Special Features
Tribute to
George Meany — Pages 11-13
Some of the SIU crew and the ship's committee pose in the galley of the LNG carrier El Paso Sonatrach shortly after she was
crewed last month. They are, l-r; Harry Huston, chief steward/secretary-reporter; Ed Kilford, chief cook; Tom Spangler,
quartermaster; Ballard Browning, bosun/ship's chairman; Sam Beattie, electrician/educational director; Nick Marrone, Piney
Point PorfAgent; Albert Campbell, cook & baker/Steward delegate; John Wells, AB; Robert Mahone, AB/deck delegate.
in the world. But El Paso company, "the safety of (a Because an SIU member
wanted the world's best to ship's) operation ultimately doesn't ship on an LNG
carrier unless he's gone
man their LNG ships and depends on the crew."
they chose the crews of the
Operation of the three through the Union's own
SlU-manned El Paso LNG LNG training program at
SIU.
El Paso had a sound basis vessels, the El Paso South HLS.
Seafarers have done their
for the decision to go with ern, Arzew and Howard
Continued on Page 23
SIU crews over Norwegian Boyd, has been top-notch.
crews. They've employed
both; they know the differ
ence.
, The company began their
"Algeria I" LNG transporta
tion project in 1978 with
three Norwegian and three
American-crewed vessels.
All six ships were 948 feet in
length and had a beam of
135 feet. And they all made
essentially the same run
between a liquiflcation facil
ity in Arzew, Algeria and
the U.S. East Coast.
The El Paso Sonatrach, built in 1976, is the first of three El Paso LNG carriers to
The difference was that turn-over from Norwegian to SIU crews. She'll be making a regular run between
the three Norwegian-crewed Algeria and the U.S. East Coast.
vessels spent a lot of time in
the shipyard, undergoing More photos of El Paso Sonatrach page 13
repairs. The delays were
frequent and costly. But the
three ships crewed by Amer
ican seamen ran sure and
steady; they were on sched
ule and accident free.
El Paso felt the Norwe
gian crews just couldn't
handle the super technologi
cal LNG vessels safely and
ably.
The vessels were designed
and built with a maximum
number of safety features
such as double hulls and
carriers have a maximum number of safety features. Mere, a^
collision avoidance systems. from the bridge of the Sonatrach shows the two tanks, (right) which contain the
But, in the words of the liquid nitrogen used in void spaces on the vessel to prevent combustion.
�Life Is Just Beginning for Pensioner Tony Gentile
A
T 58, life is just beginning for
L Howard "Tony" Gentile.
Within the next year or so, he
plans to run in a marathon, go to
school, paint some pictures, play
the ponies at his favorite Balti
more tracks and do as much
traveling as possible with his
wife, Anita.
Tony is going to be able to do
all these things and more because
he recently earned something he
"never dreamed of when he
started working tugs in Baltimore
harbor in 1942.
What Tony earned is an SIU
Early Normal Pension, one of the
most important benefits avail
able under the Seafarers Pension
Plan.
An eligible member can retire
under the Early Normal Pension
Program at the age of 55 with 20
years (7,300 days) employment
time.
Tony is one of the first few SIU
Boatmen to achieve the Early
Normal Pension. The SIU suc
ceeded in establishing this benefit
for East Coast Boatmen in the
last contract negotiations with
our East Coast towing and
shipdocking companies. The
Union is now in the process of
trying to establish this important
benefit for the entire inland
membership.
Deep sea members have been
/
covered under the Early Normal
I
Pension program since 1971.
SIU Boatman Howard "Tony" Gentile, left, accepts his first Early Normal Pension
To Tony Gentile, his Early check from SIU Baltimore Agent George Costango. Brother Gentile has been
Normal Pension is a godsend. working in the port of Baltimore since 1942, and has been a captain and docking
"I've been docking ships pretty master in the port since 1952.
In addition to his pension,
much all my life," says Tony, "and I want to enjoy life and do
the things I want to do before it's Tony says he feels very secure in
regard to medical coverage. He
too late."
Tony worked for Baker- points out that the Seafarers
Whitely towing from 1945 to Welfare Plan continues to cover
1977 and for Curtis Bay until he pensioners and their dependents
retired this month. He has been just as if they were still working.
working as a tug captain and He says, "you can't buy insurance
docking master since 1952. His like that."
father, Anthony, was also a
The port of Baltimore will miss
docking master in Baltimore.
a man of Tony Gentile's experi
Cove Leader Committee
On Nov. 23, the Ship's Committee of the ST Cove Leader (Cove Shipping)
gathered for a payoff at the foot of Steinway St., Astoria, Oueens, N.Y. They were
(I. to r.) Chief Steward/Baker Terry J. Smith, secretary-reporter; Asst. Cook Alfred
W. Williams, steward delegate; Chief Pumpman Ted Jones, educational director
and Bosun Bob Williams, ship's chairman.
He'll be the first to tell you that
working tugs is a good job, but a
job "that dominates your life
especially in the port of Balti
more."
Tony says, "it is really a shame
when someone works all his life
and is not able to enjoy retire
ment. The SIU has given me the
chance to enjoy mine and I'm
going to take advantage of it."
ence and abilities. And no doubt,
Tony will miss his friends on the
boats and the electricity of
working in one of the busiest
ports in the nation.
But Tony Gentile is not the
kind of person to look back. He's
looking forward to an active,
happy, secure retirement—with
no strings attached.
We wish him well.
Sea-Land Christens 2nd of 12 Diesel Containerships
Sea-Land has announced the
christening of a new dieselpowered, D-9 class containership, the Sea-Land Defender.
The new vessel is under construc
tion at the Mitsui Engineering
and Shipbuilding Co. in Tamano, Japan.
The christening of the SeaLand Defender is the second of
12 such ceremonies that will take
place in various Japanese and
Korean shipyards by the middle
of next year. The first D-9 in the
series, iht Sea-Land Patriot, was
launched at the Mitsubishi Ship
yard in Kobe, Japan last July.
The D-9's measure 745 feet in
length, and can haul as many as
839 35- and 40-foot containers.
Their service speed is rated at 22
knots. Perhaps their most note
worthy characteristic, however,
is the fact that they are dieselpowered.
Sea-Land Industries Chief
4 / LOG / December 1979
Executive Officer Charles I.
Hiltzheimer, at christening cere
monies last month, said the new
D-9's "will provide an improved
service capability for Asia and
United States shippers that will
be unmatched in the Pacific
trade."
The construction of the SeaLand D-9's is just one example of
the major transition to diesel
power, brought on by continually
rising oil prices, that is now
sweeping the maritime industry
worldwide.
«i
'Fuel economy will necessarily
remain a high priority for ocean
carriers in future years," said
Hiltzheimer.
All of the new Sea-Land D-9's
will be in operation by the latter
h^lf of 1980—meaning hundreds
of additional jobs, and added job
security, for Seafarers.
Don't Get Trapped in the Electronics Jungle
EVERY SIU ship has electronic gear that QMED's
need to know how to handle Now you can learn howl
Take the new 'Electronics for QMED's' course at
HLS.
In this 6-week course you'll get the skills you need
to work on:
• electronic systems in the Engine Room
• winch controls
• anchor windlass controls
• cargo control boards
Sign Up Now!
Course Starts February 18.
Contact the Harry Lundeberg School or use the application in this issue of the Log.
�State of LNG Industry is
Healthy, Growing, Safe
Headq uar
L
ONG before any LNG ships this 6 TCP the U.S. imported
/were under U.S. flag, the only .4 TCP, or seven percent.
SIU began preparing for their Japan imported 3 TCP, or 50
arrival. The Union set up a course percent, and Europe imported
at the Lundeberg School to train 2.6 TCP, or 43 percent.
Seafarers to crew these high
Looking to the future, the
technology carriers.
remaining proven world reserves
The Union's foresight has paid of natural gas are estimated at
off. Today SIU members man 2,250 TCP. This is equal to 450
over a quarter of the 40 LNG billion barrels of oil. It also
vessels running on a regular basis represents one-and-a-half times
worldwide.
the tar and sand oil reserves and
Seafarers have crewed ten three times the shale oil reserves.
LNG ships since their launching.
The remaining reserves break
And recently, three LNG carriers down as follows:
owned by El Paso Company, and
OPEC Countries
formerly crewed by Norwegians,
(Algeria/Iran)
39%
came under the SIU banner. (See
Eastern Europe/Asia 38%
story on page 3).
U.S.A.
8%
There are many little publi
Western Europe
6%
cized facts about liquid natural
Others
9%
The U.S. is the biggest user of
gas. Some of this information
was made available at a recent marketed natural gas. America
international LNG conference uses 39 percent of the world
market gas right now, or 20 TCP.
held in Houston, Tex.
For instance, the development This gas, unliquified, travels
of the first large-scale LNG through pipelines. But, as shown
export project occurred in 1964. above, the U.S. has only eight
Since then, 6 TCP (trillion cubic percent of world proven reserves.
This is one reason why the U.S.
feet) of LNG has been moved in
must look ahead and prepare to
international trade.
Significant for Seafarers is that import natural gas in liquified
since 1964 over 4,000 cargoes of form. Right now most LNG
LNG have been shipped interna import projects have been greatly
tionally without a single serious delayed or totally destroyed by
U.S. government agencies or
incident recorded.
Of the 6 TCP that has been unstable international circum
exported, the percentage from stances.
The SIU believes that America
the producing countries breaks
must strive to become more
down as follows:
energy independent. But, realis
Algeria
62%
tically, we should face the fact
Brunei
30%
that the U.S. will have to rely on
Libya
18%
foreign energy imports for years
Alaska
10%
to come. In that case, the U.S.
Indonesia
8%
should diversify its imports and
Abu Dhabi 2%
not rely totally on crude oil. LNG
It's interesting to note that of is one of the best alternatives.
Cove SpiriPs Crewmen
On Dec. 5, after offloading crude at the Bayonne (N.J.) Industries Dock are
crewmen of the ST Cove Spirit (Cove Tankers) waiting to see the Big Apple. They
are (I. to r.) Chief Pumpman Robert Kirton, educational director; AB Jose Gomez,
CS A. Mat. AB Pete Wilisch, deck delegate and AB Daniel von Derhaff.
by SIU Execiilive Vice President
Frank Drozak
^HE month of November saw Seafarers going aboard yet
another liquified natural gas (LNG) ship—our 11th since
1976.
But that particular event came about with a new and highly
significant twist to it. The ship in question—the Sonatrach—
though American-owned, is under foreign registry and, until
recently, has been crewed by Norwegian seamen.
This may sound like a strange turn of events, but I see it as a
positive and important development that bodes well—and speaks
well—for the American merchant marine, and especially for the
SIU.
If I had to tell you, in a word, how it all came about, I could do it
without too much trouble: training.
That's the truth of the matter, brothers. In the final analysis,
training is what did it, along with the reputation that comes from
being the best trained seamen in the world. This development with
the Sonatrach is significant because, among other things, it tells the
whole world what we've been saying for years: American seamen
are the best, because they're the best trained.
El Paso Marine operates three American-flag LNG carriers—all
manned by members of the SIU. They also operate three LNG ships
that fly a foreign flag. The Sonatrach is one of them. This splitregistry situation has, at least, given El Paso a solid framework for
comparison—foreign flag versus American.
And believe me, brothers. El Paso has been doing some
comparing lately. The proof is in the pudding. They've decided that
their foreign-flag operation doesn't measure up; that their foreignmanned LNG ships are not being maintained and operated on a par
with the three manned by SIU crews.
After concluding that all three of their foreign-flag gas ships—
the Sonatrach, the Consolidated, and the Paul Kayser 'were
accumulating too much "down time," El Paso made the decision to
re-crew these ships, giving the nod to the group with the proven
better record: the American seamen of the SIU.
El Paso is convinced the cause of its foreign-flag problems lies in
the lack of proper training among the Norwegian crews. This
situation tends to dampen the myth that European seamen are as
good as their American counterparts.
I would have to agree with El Paso's conclusion that the fault lies
in the training. Lack of proper training, something that shows up as
a cause of major maritime accidents each year, is a common
affliction among the "cutrate" foreign crews of the world.
The SIU has led the U.S. maritime industry for years with its
training facilities and programs. And we saw, years ago, that
LNG was an up-and-coming thing that would require its own
specialized training courses. When LNG carriers came along, we
were ready. Our seamen were ready to go on the first LNG ships—
to operate them safely and efficiently
Being trained, being qualified—being ready—has put Seafarers
on top of the LNG transportation surge.
Most importantly, there are more LNG ships coming. Besides
these three newly acquired El Paso ships I mentioned, (bringing the
total number of SlU-crewed LNG to 13), Seafarers will also go
aboard the new LNG Libra (Energy Transportation). El Paso also
plans to launch three more U.S.-flag LNG ships in the coming year,
which will make a total of 17 LNG ships crewed by Seafarers by
year's end.
El Paso Marine's decision to go all the way with the SIU is an
affirmation of something we've always believed in, and invested in
heavily: the principle that good training, especially given the
technology of today, is essential.
As long as the individual members of the SIU continue to take
advantage of the Union's training facilities and programs, it looks
good for the future, brothers; real good.
T
December 1979 / LOG / 5
�»*»
n«
(Left). The inscription on the front of the Paul
Drozak Building. (Below). Students receive in
dividual help from the reading teachers in the
Learning Center.
111 n 11Uij''— J
DED CAT£D N^HONOR OF A
lN&Trsmi>N'D'.Vfl±Oi^^^
WranMfOTSIEKIl
D _ LMOL
!"ovsmrQr'EDLr(:/¥ioN iOOT
New Vocational
Education Building Opens
(Above). The lobby of
the Drozak Building
provides a pleasant
place for students to
chat between classes.
(Right). Conference
style tables provide
ample room for chartwork in the towboat
operator classroom.
(Below). The First
Aid/CPR class is for
trainees and upgraders. Closed circuit
televisions are install
ed in each classroom.
The Paul Drozak Bullcling
houses the Deck Department of
fices and classrooms, the In
dustrial Relations classrooms, the
First Aid/CPR classroom, the
Counseling Services Office, the
Learning Center and the Public
Relations Office.
The Deck Department instruc
tors have office areas where they
can meet with students in between
classes or plan lessons. All of the
classrooms reflect their specific
use and are furnished to meet the
students' needs. The pilot and
towboat operator classrooms have
tables so that students can easily
plot courses on large charts. Cloud
charts and aids to navigation are
on display around the rooms for
easy reference. Publications con
taining Coast Guard regulations
for motor vessels are also available
to the students. In the pilot class, a
geochrome is used for determining
time zones and for teaching
celestial navigation. From this
lighted board of the world,
students can figure the times for
sunrise and sunset.
The Able Seaman and Quarter
master classes are also specially
equipped to meet the needs of SID
members. Boom ship models, knot
boards, wire splicing boards and
aids to navigation are on display.
All of the classrooms have
closed circuit television and
receive programs from the Audio
Visual area on the Zimmerman.
All of the students in the basic
vocational program and several in
upgrading courses take the First
Aid/CPR course.The classroom is
located in the Drozak Building. The
course is 20 hours in length and is
incorporated into the students'
regular curriculum.
The Industrial Relations Depart
ment also has a classroom area in
the newest vocational building.
Trainees and upgraders attend
class sessions to learn about their
union benefits, contract and
responsibilities.
An annex to the Reading Lab,
the Learning Center, is available to
students who need help with their
reading skills.
Counseling services are
available to all students and staff
at HLS. Counselors Rick Reisman
and Doug Elliott are in their offices
daily. A large meeting room is
available for group sessions.
The Public Relations office is
also located in the Paul Drozak
Building. The staff prepares the
Skipjack, publications for the
school, and materials for the
departments at HLS.
The Paul Drozak Building
houses a variety of activities, all of
which are essential to the training
of Boatmen and Seafarers. These
activities reflect the efforts of Paul
and of the Harry Lundeberg School
to help all SIU members.
Terry Bader tells HLS trainees about their union responsibiiities in the industriai Reiations oiassroom.
6 / LOG / December 1979
�A Tribute to a Life
of Helping Others
The Harry Lgndeberg School
recently expanded Its facilities and
opened a second vocational educa
tion building. The facility is named
after Paul Drozak, the late VicePresident of the SlU. It is dedicated
to Paul in honor of his efforts to
help the Boatmen of this nation.
The necessity for a new
building at MLS developed, in large
part, from the growth of upgrading
courses for the Boatmen Paul so
ably represented. Most of the area
in the building houses Deck De
partment offices and classrooms.
Paul was born in Coy,
Alabama in 1927 and his family
resides in Magnolia, Texas. Paul
had been involved with the SlU
since 1945. From 1945 to 1951,
Paul worked aboard ships as an
SlU member. At this time, Paul
went to Seattle as an organizer for
the SlU. Even though he shipped a
few more times, Paul had found
the work he loved—working to bet
ter the lives of his fellow SlU
brothers.
In 1954, Paul served two years
in the U. S. Army and then returned
to work as an SlU patrolman in the
port of New York. In 1961, he
became the agent in the port of
Houston. He held this position for
11 years.
In 1972, Paul was elected SlU
Vice President in charge of the
Lakes and Inland Waters. He held
this post until his death. Paul held
many posts and responsibilities in
addition to Vice President of the
SlU. He was Gulf Coast Area Direc
tor of the SlU-affiliated United In
dustrial Workers Union, he served
as Port Commissioner in Houston,
The memory of the late Paul Drozak, Vice President of Lakes
and iniand Waters, has been honored at the Harry Lundeberg
School by the dedication of a new buiiding.
The Paul Drozak Building Is the newest
vocational education area at HLS.
the second largest port in the na
tion. Paul was Executive Vice
President of the Harris County
Central Labor Council and
Secretary-Treasurer of the West
Gulf Port Council of the AFL-CIO
Maritime Trades Department. He
was also the Vice President of the
AFL-CIO Texas State Labor Federa
tion.
Paul Drozak was a most
capable leader of the SlU and a
friend of every SlU member. He
nurtured the old SlU-affiliated IBU
from its birth in 1961 to a position
years later when it became the
largest trade union representing
American Boatmen.
He was also a firm believer in
the goals and values of the Harry
Lundeberg School and was in
strumental in securing advice and
input from industry as the school's
programs developed.
The inscription on the front of
the Paul Drozak Building sum
marizes the feelings of staff and
students at HLS about Paul:
"Dedicated in honor of a man who
devoted his life to the welfare and
progress of boatmen and their in
dustry and whose efforts in foster
ing cooperation between manage
ment and labor contributed, greatly
to the growth of education at HLS."
-rC;
•
if.
(Above). Each Deck Department Instructor has
his own area In the Drozak Building for
meeting with students and co-workers.
(Right). Student Council members visit the
Public Relations office to discuss Items for
the weekly newspaper, the Lundeberg Log.
(Far Right). Doug Elliott talks with a student In
the Counseling Services office.
December 1979 / LOG / 7
�>
<
»
^
^
^
5-. V
B
National Defense Deftionds Beefed Up Merchant Fleet
The ability of the U.S. mer
chant marine to serve as a
logistical defense backup in times
of national emergency has been
called into question by several
prominent witnesses appearing
before the Senate Subcommittee
on Merchant Marine and Tour
ism.
Herb Brand, president of the
Transportation Institute, a non
profit organization devoted to
maritime research and education,
expressed grave reservation
about the state of military pre
paredness of the American Mer
chant Marine, as did Samuel B.
Nemirow, Assistant Secretary of
Commerce for Maritime Affairs,
and retired Rear .Admiral George
Miller.
According to Mr. Brand, part
of the problem can be traced to
the refusal of the Navy to consult
with representatives of the mari
time industry on matters of
policy. "Until there are regular,
substantive policy discussions,"
he asserted, "you will continue to
see the disarray that presently
prevails in the area of logistical
support."
Mr. Brand expressed his views
during a hearing held to deter
mine the strengths and weak
nesses of three bills (S. 1460, S.
1462, S. 1463) pending before the
Subcommittee on Merchant
Marine and Tourism.
Tlie Transportation Institute
believes that all three bills would
help alleviate the logistical back
up problems besetting our na
tional defense system.
None of the bills specifically
addresses itself to the problems of
military preparedness. But each
one does attempt to create a
climate in this country more
favorable to the building and
operating of new ships.
The inability of the private
sector to replace aging U.S. flag
vessels with newer ones has been
an important factor behind the
Marad Looking at Development
of A//-Purpose Cargo Vessels
While the rest of us are gearing
ourselves for a new decade, the
maritime industry is already prepar
ing for the upcoming century.
A report released by the Maritime
Administration carefully projected
the development of a standardized
general cargo ship to help meet the
needs of the U.S. merchant marine
through the year 2000. It did so by
forecasting general cargo move
ments and service requirements on
selected worldwide trade routes
served by seven American flag
operators.
The seven American flag opera
tors included the following: Parrel
Lines, American Export Lines,
Lykes Bros. Steamship Co., Matson
Navigation Co., Moore McCormack Lines, Puerto Rico Maritime
Shipping Authority, and United
States Lines.
According to the study it is
"technically feasible to develop a
standard liner design" adaptable
enough to suit the needs of numer
ous operators. Such a development
could make the American shipbuild
ing industry more competitive by
lowering ship costs, providing for
more rapid ship delivery, plus
enhancing vessel safety and per
formance.
deterioration of the American
merchant marine.
S. 1462 would authorize car
riers to enter into bilateral
shipping agreements, and in the
process increase the amount of
cargo carried on U.S. flag vessels.
S. 1463 would broaden and
strengthen the authority of the
Federal Maritime Commission
to administer and enforce the
1916 Shipping Act. It would also
enable ocean carriers to conduct
their operations in a more effi
cient manner.
S. 1460 would provide more
flexibility in the contract system
and facilitate the implementation
of agreements in international
line shipping by clarifying the
anti-trust immunity of such
agreements.
US. Jobless Rate Dips to 5.8%
WASHINGTON, D. C.—The
country's unemployment rate dip
ped to 5.8 percent in November from
October's 6 percent as employment
rose slightly and despite layoffs in
the auto and steel industries, the
U.S. Labor Department reported.
The employment rise was among
service and construction industries
workers, blacks, teenagers and adult
females. Total employment rose by
353,000 workers to 97.6 million
persons working, according to the
Labor Department's Bureau of
Labor Statistics (BLS).
The number of persons losingjobs
last month was 143,000 for a total of
6-million jobless nationwide.
Although, BLS Commissioner
Dr. Janet L. Norwood declared "We
are not in a recession," she added
that the labor market data indicated
that the economy had slowed but
not yet entered the recession that
many economists predicted.
The unemployment rate for adult
women fell to 5.5 percent from 5.8
percent in October. For black
workers, it dropped to 10.8 percent
from 11.7 percent. Teenagers had
their rate decline to 15.9 percent
from 16.6 percent. Black teenager
workers had their rate go down to
33.1 percent from 35.7 percent!
Adult males jobless rate held steady
at 4.3 percent and the rate for all
whites was unchanged at 5.2 per
cent.
Overall, the unemployment rate
has hovered in the range of 5.5
percent to 6 percent since August
1978. But the rate of growth in
employment has slowed substantial
ly since last winter.
More importantly, it would lead
to the availability of vessels "wellsuited" to national defense pur
poses.
The Marad study is just one small
example of the rapid technological
advances which are changing the
whole structure of the maritime
industry. It is up to us seamen to
keep up with those changes the best
way we can.
Golden ilAonarch Committee
Recertified Bosun Theodores Gailas (left) ship's chairman of the ST Golden Mon
arch (Westchester Marine) leads the Ship's Committee on Nov. 19 of (I. to r.) AB
Rich Shellenbach, deck delegate; Chief Steward Edward Dale, secretary-re
porter; QMED Charles A. Martinez, engine delegate and Steward Delegate Angel
M. Velez. The tanker paid off in the port of New York.
8 / LOG / December 1979
If you know how to keep things cold, you'll always be need
ed aboard ships that carry refrigerated containers. So take
the Maintenance of Shipboard Refrigerated Systems
course at HLS. It starts February 18.
When you finish you get a certificate of completion from
HLS •• your ticket into the booming job market aboard U.
S.-flag ships for seafarers with reefer maintenance skills.
To enroll, fill out the application in this issue of the Log or
contact HLS.
�Seafarers Intcrnacioiial Union of Nortli America. AFL-CIC)
On the Agenda in
Congress...
Congress is expected to stay in session
right up to Christmas week, with adjourn
ment not expected until Dec. 23. A number
of issues of national and international
importance are keeping both the House and
Senate in late sessions. Meanwhile, several
legislative items of concern to the maritime
industry are still in the legislative hopper
awaiting action by Congress.
Here is an up-date on what's happening to
various maritime bills, which are in
committee:
•OMNIBUS MARITIME BILL
On November 26, in testimony before the
Subcommittee on Merchant Marine of the
House Merchant Marine and Fisheries
Committee, W. J. Amoss Jr., chairman of
the National Maritime Council, recom
mended various legislative alternatives to
Title III of the Omnibus Maritime bill.
The Council's testimony dealt in detail
with the issues of cost parity, operating
flexibility and market initiatives for U.S.flag operators.
According to Mr. Amoss, the cost parity
concept "is the only viable way to sustain
healthy vessel operating and shipbuilding
industries at a level capable of meeting the
needs of national defense and economic
security."
The NMC also proposed greater flexibil
ity in fleet operations by allowing the
operators, rather than the government, to
make judgments as to the level of sailings on
given routes as well as the types of vessels
best suited to these routes.
On the issue of market initiatives, the
Council's testimony included proposals for
bilateral agreements, government impelled
cargoes and tax incentives to foster the
bjjilding of stronger, more versatile liner and
bulk U.S.-flag fleets.
December 1979
Legislative. Administrative and Regulatory Happenings
(1) S. 1460 would facilitate the implemen
tation of agreements in international
liner shipping;
(2) S. 1462 would authorize carriers to
enter into bilateral shipping agree
ments; and
(3) S. 1463 would broaden and strengthen
the authority of the Federal Maritime
Commission to administer and en
force the 1916 Shipping Act and
would enable ocean carriers to con
duct their operations in a more
efficient manner.
•DRY BULK SHIPPING
On November 28, the Merchant Marine
Subcommittee of the House Merchant
Marine and Fisheries Committee held a
hearing on various proposals designed to
develop the U.S.-flag bulk fleet.
Congresswoman Lindy Boggs (D-LA),
sponsor of H.R. 5113, the Maritime Bulk
Trade Act of 1979, said the bill would
"encourage the carriage of U.S. bulk
commodities in ships registered under the
United States flag and flags of United States
trading partners."
Congresswoman Boggs explained,
"Through the negotiation of cargo sharing
agreements with U.S. bulk trading partners,
at least 40 percent of the bilateral bulk trade
would be reserved for the vessels of each
nation."
Congressman Paul Trible (R-VA), spon
sor of H.R. 5145, the companion measure to
the Boggs bill, said that his bill would
"eliminate the either/or dilemma facing
vessel operators forced to choose between
unsubsidized construction and operation of
a vessel for domestic trade, or the sub
sidized construction and operation in
foreign commerce."
Samuel B. Nemirow, head of the Mari
time Administration, testified in support of
H.R. 4945, noting that the Administration's
proposal would make the Merchant Marine
Act of 1936 more responsive to the
requirements of bulk operators. Mr.
Nemirow addressed H.R. 5113, stating that
"it has been United States policy to refrain
from cargo sharing agreements as a general
matter, but would be prepared...to protect
where necessary the competitive rights of
U.S. carriers."
Meanwhile, hearings are continuing on a
number of bills of interest to the maritime
industry:
•WATER PROJECT AUTHORIZATION
—MARKUP
The Water Resources Subcommittee of
the Senate Environment and Public Works
Committee will continue to markup S. 703,
water policy and project proposals authori
zation. Senator Mike Gravel (D-AK) will
chair the markup.
•WAR RISK INSURANCE
The Merchant Marine Subcommittee of
the Senate Commerce, Science and Trans
portation Committee will hold a hearing this
month on S. 1452, legislation to extend on a
permanent basis, the war risk insurance
program of Title XII of the 1936 Merchant
Marine Act. Senator Daniel Inouye (D' HI) will chair the hearing.
•U.S. DEFENSE SEALIFT
CAPABILITY
The Merchant Marine and Fisheries
Committee will hold hearings this month on
the national defense implications of the
Omnibus Maritime bill and issues associated
with the "Nifty Nugget" military exercise.
Congressman John Murphy (D-NY) will
chair the hearings.
Stewards Come To Washington To See Political Action
•SHIPPING ACT AMENDMENTS
On November 21, the Merchant Marine
and Tourism Subcommittee of the Senate
Committee on Commerce, Science and
Transportation held a hearing on S. 1460, S.
1462 and S. 1463. This is the legislation
sponsored by Senator Daniel Inouye (D-H I)
to amend the Shipping Act of 1916.
Herbert Brand, president of the Trans
portation Institute, noted thatthedebilitated
state of the merchant marine and the lack of
coordination between military and civilian
sectors was illustrated by the devastating
reports of last year's "N ifty Nugget" military
exercise.
Brand endorsed the three bills and
emphasized that their passage "would begin
to create a climate in which the private
sector would begin to build new ships, and to
have those ships ready for a national
emergency and as a peacetime deterrant."
According to Mr. Brand,
Twelve SiU Stewards came to Washington last
month for a first-hand look at their union's political
and legislation programs—and they were impressed
by what they saw. During their day-long visit, the
Stewards—who are attending a recertification
program at the SIU Harry Lundeberg School in Piney
Point. MD—visited the Transportation Institute and
the AFL-CIO Maritime Trades Department.
At both places, the Seafarers heard from staff
members about the many legislative fights that the
SIU is presently involved in. Among the Senior
representatives they met were T.I. President Herb
Brand ana MTD Executive Secretary Jean Ingrao.
The SIU Stewards also had an opportunity to meet
and talk with two members of Congress: Rep. Glenn
Anderson (D-CA) and Rep. Mike Lowry (D-WA).
During the afternoon, they visited the Capitol
where these photos were taken. Pictured in the photo
at left are Charlie Shirah, Michael Haukland, Don
Collins, Henry Jones, Sherman Jarman, and
Theodore Goodman. With them is Harry Lundeberg
School Instructor Mike Mannion,
In the photo at right are Stewards Stig Ehrlund,
Bobbie W. Stearns Jr., Howard F. Clark, Hernell E.
Edwards. Marvin E. Garrison, ahd'F^pk S. Paylor.
December 1979 / LOG / 9
�Industfy
News
(£1)0 91U in
HLS PresidentPresents Views to Congress on Maritime Education,
These committees should consist of mari
A proposed bill which would expand
Training
Programs
time educators, as well as union, manage
maritime education and training programs to
state academies throughout the nation was
variously applauded and attacked in two
days of hearings before a select subcom
mittee of the House Merchant Marine and
Fisheries Committee. The subcommittee is
headed by Rep. Les AuCoin (D-Oregon).
The proposed bill—the Maritime Educa
tion and Training Act of 1979—is a
complete remake of laws affecting maritime
training and education, and brings together
various laws which have been enacted over
the years into one single act.
The proposal was enthusiastically en
dorsed by the U.S. Maritime Administra
tion and the Coast Guard. However, several
industry spokesmen, as well as representa
tives from the U.S. Maritime Academy at
Kings Pojnt voiced reservations about the
bill.
The main objections centered on a lack of
coordination among existing training
programs, and the fear the proliferation of
training facilities would only exacerbate the
problem.
One area of special concern to the
Congressional committee was the high cost
of education for maritime officers at the
federal academy, and the "relatively low rate
of retention" of seagoing officers from the
academy.
Hazel Brown, president of the Harry
Lundeberg School at Piney Point was a
witness during the Congressional hearings.
She stressed that "maritime education
institutions must be a part of the industry" if
their training programs are to be relevant.
Graduates of maritime schools should be
prepared for "real Jobs with adequate skills
to handle their assignments." She said:
"Active advisory committees are essential.
ment and government representatives."
Ms. Brown said that the advisor
ly
committees should not only regularl1
examine curricula to determine its rele
vancy, but should also "help to establish
goals and objectives so that the manpower
needs of the maritime industry are met."
Court Lifts Restrictions on Rebuilding Lock #26
The United States District Court in
Washington has given the green light for
reconstruction of Lock and Dam #26 at
Alton, 111. Rebuilding of this crucial
waterways project had been delayed by
several suits filed by environmentalists and
railroad interests.
As a result of the court decision, the U.S.
TT Brooklyn Gets OK
for Alaska Oil Trade
The U.S. Maritime Administration this
month approved an application to permit
the TT Brooklyn to make at least two
voyages in the Alaska oil trade. The
applications were filed by American
Petrofina Inc.
The 225,280 deadweight ton tanker is
expected to make two consecutive trips from
Valdez to the U.S. Gulf by way of Cape
Horn. In its application to the Maritime
Administration, Petrofina said an excessive
inventory problem at its Port Arthur, Texas
terminal made it necessary to ship about 1.4
million barrels of crude oil from its storage
facilities at Valdez before the end of 1979.
The SlU-contracted Brooklyn was built in
1973 by Seatrain Shipyard in Brooklyn,
N.Y. as the first in a series of 225,000 dwt
tankers. The vessels were all built with
construction differential subsidies.
SPAD is (he Sill's political fund and our political arm in
Washinfton, !>.('. The SUI asks (or and accepts roluntars
contributions only. The I'nion uses the money donated to
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the Sill to work effectively on the vital
maritime issues in the Congress. These are issues that have
a direct impact on the jobs and job security of all SIC mem
bers. deep-sea, inland, and l.akes.
The Sill urges its members to continue their fine record
of support for SPAD. \ memher can contribute to the
SPAD fund as he or she sees fit. or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the FEC
in Washington, D.C.
10 / LOG / December 1979
Corps of Engineers has already begun bank
stabilization work at the site in preparation
for building a totally new lock and dam
facility.
It is now expected that a contract will be
awarded early in 1980 for construction of the
lock and dam. Construction will take several
years.
•
tr sr*
SIU Seniority Upgraders
View Union's
Political Activities
Six more Seafarers in the SlU's "A" Seniority
Upgrading Program visited Washington last month to
meet and tal(< with their union's legislative and
political action representatives. The six—who were
undergoing an intensive upgrading schedule at the
Harry Lundeberg School at the time ot their visithad an opportunity to meet and talk with otticials ot
the AFL-CIO IVIaritime Trades Department and the
Transportation Institute.
While they were in Washington, the Seafarers also
visited Congress where they met with Congressional
staff aides. They also toured the Capitol where they
had their picture snapped.
Seen here on the steps ot the Senate side ot the
Capitol are Upgraders Charles Gallagher, Stanley
Sporna, Joseph Gomez, Wenscslaw Calderon, John
Rizzo and Charles Clausen. With them are Betty
Rocker. SIU Legislative Representative: Darrell
Sanders. SIU Representative and Joe Wall. Harry
Lundeberg School Director ot Industrial Relations.
Hazel Brown, President of the Harry Lunde
berg School in Piney Point, MD, testified at a
hearing of the Select House Subcommittee on
Maritime Education and Training earlier this
month, and urged that all maritime schools and
academies upgrade their educational pro
grams and teaching techniques to meet the
demanding changes in the maritime industry.
US Merchant Fleet
Hits 23 Million Tons
The privately owned ocean-going fleet of
the U.S. Merchant Marine climbed to a new
record tonnage last month, according to a
report from the U.S. Maritime Administra
tion. The U.S. fleet has set or equalled new
tonnage records in 16 of the past 17 months,
according to MARAD.
On Nov. 30, the deep-draft fleet totaled
737 merchant vessels of all types with a
eombined tonnage of 22.9 million dead
weight tons.
Compared to one year ago, the number of
ships in the U.S. merchant fleet dropped by
nine vessels, but its overall capacity
increased by 1.4 million tons. The large gain
in capacity reflects the larger sizes of the new
fleet additions during the past 12 months,
and the comparatively smaller sizes of the
older ships scrapped or sold foreign during
that period.
According to the MARAD report, the
active U.S. merchant fleet stood at 686
vessels on Nov. 30, with an overall tonnage
of 21.6 minion deadweight tons.
Under Construction
As of Nov. 30, 51 merchant ships totaling
nearly 2.5 million deadweight tons were
under construction or on order in privatelyowned U.S. shipyards.
The ships under construction or on order
consisted of ten tankers, eight liquefied
natural gas (LNG) carriers, 12 intermodal
vessels, 11 dry-bulk ships, three eargo breakbulk ships, and seven special-type vessels.
�I
N 1973, AFL-CIO President
George Meany was the guest
of honor at an awards dinner
hosted by the Congressional
Medal of Honor Society. They
presented him with their annual
"Patriots Award."
In his acceptance speech,
Meany's sentiments were clear.
"... labor organizations," he said,
"are the indispensable instrument
for free workers to improve their
standard of living."
"Democracy," he continued,
"is not the icing on our cake. It is
our bread-and-butter. And a man
can work up some pretty strong
feelings over his bread and
butter."
George Meany's passionate
commitment to freedom has been
the driving pulse of his life and of
the American labor movement he
led for so many years.
Meany fought against the
abridgement of freedom in every
form. He battled racketeering
and corruption in labor's house,
and facism, nazism, communism
in the world beyond.
He fought for the right of every
man and woman to work at any
job regardless of their race,
religion or sex; the right of every
worker to pm a decent living
wage and the right of every
American to join a union.
High School Dropout
George Meany's roots in the
labor movement go deep. Born in
the Bronx, in 1895, his father
Michael was a union plumber
and president of Local 2 of the
United Association of Journey
men & Apprentices of the Plumb
ing & Pipefitting Industry of the
U.S. and Canada.
George Meany dropped out of
high school to help support his
family and at the age of 22 he'd
completed the five years of
training necessary to become a
journeyman plumber, earning
$7.50 per week. On Sundays he
earned extra cash as a catcher for
a semi-pro ball team.
Due largely to his father's good
name, George Meany started his
climb in the "organ-eye-zation."
At the age of 25, Meany was
elected business representative
for his plumber's local. And that
was the last time he worked as a
plumber.
That same year, 1919, Meany
married Eugenia McMahon who
was a New York City garment
worker and a member of the
ILGWU. The Meany's had three
daughters, 14 grandchildren and
a marriage that lasted almost 60
years.
Meany rose quickly through
the ranks of organized labor. In
1923 he was elected secretary of
the Building & Construction
Trades Council. During that year
he traveled to the capital of N.Y.
in Albany. "The idea of just going
to Albany was a big deal," he
reminisced. "The world was a
little place for me in those days;
the West was Hoboken."
By 1934, when he was elected
president of the N.Y. State
Federation of Labor the world
(or at least Albany) was a little
more familiar.
As the Federation's chief
lobbyist, Meany earned a repu
tation as labor's most pble
advocate. In 1935 alone, 62 pieces
of labor-backed legislation were
passed and became law, thanks
largely to Meany.
1935 was a red-letter year for
labor. Mine Workers President
John L. Lewis, along with some
other union presidents, expressed
their feelings that the American
Federation of Labor should shift
focus and reorganize along in
dustrial rather than craft lines.
Eight industrial unions formed
the Committee on Industrial
Organizations within the AF of
L. In 1938, the 3.7 million AF of
L members who had joined the
Committee were expelled from
the AF of L and the Congress of
Industrial Organizations was
born. The two powerful federa
tions warred for the next 17
years.
But a lot of world history—and
labor history—took place in the
interim. In 1940, Meany became
Secretary-Treasurer of the AF of
L. Among his responsibilities was
to sit as the AF of L's representa
tive on the War Labor Board.
Meany's now-familiar reputa
tion as strong willed, sharptongued and sarcastic seems to
have solidified during those
Continued on Page 12
/
December 1979 / LOG / 11
�• - >
eorge Meany was a frequent speaker at SlU conventions over the years. At left
IS SlU President Paul Hall. This photo was taken at the SlU's 1971 convention.
Continued from Page 11
years. At least, there are plenty of
stories about Meany and the War
Labor Board.
During one War Board meet
ing, Meany reportedly had an
argument with Robert Black, a
management member of the
Board. "Bob," Meany said, cigar
clenched between his teeth, "you
are talking through your hat."
"Even if I am talking through
my hat," Black replied, "I think I
have a right to talk."
"All right," Meany shot back,
"continue to talk through your
hat."
Unions Need Freedom
The 1940s was a time of
national and international turm
oil. But out of that turmoil,
Meany's course crystalized. He
had come to realize that the fight
for labor and the fight for
freedom were one and the same.
Looking at Hitler's Germany
and Mussolini's Italy, Meany
said: "The first thing a dictator
does is destroy the unions. He
can't have his dictatorship if
labor is free. And the first thing a
union needs is freedom; other
wise it can't do its work as a
union."
Nazism and fascism weren't
the only threats to world free
dom. Meany fought equally hard
against communism. In 1945 he
spoke out against the newlyformed World Federation of
Trade Unions, protesting Soviet
domination within the interna
tional labor organization.
Meany proved to the unions of
the free world, including the CIO,
that the FTU was communistrun. And in 1949, he was a
"<,
founder of the International
Confederation of Free Trade
Unions.
Knowing that freedom de
pended on the ability of educated
individuals to exercise it, Meany
was one of the prime movers
behind the creation in 1947 of
Labor's League for Political
Education.
Meany "put real life and
sinew," said his protege and
successor as Federation Presi
dent Lane Kirkland, "into Sam
uel Gompers formula for partici
pation in politics: to reward our
friends and elect them, and to
punish our enemies and defeat
them."
^:C.;, S?v . >- _
---
This photo, nearly 30 years old, shows George Meany, left, then secretarytreasurer of the AF of L with William Green, Meany's predecessor as AF of L
president and Senator Robert LaFollette, right.
Meany was well-versed in
Gompers' philosophy. He'd read
every one of the thousands of
speeches Gompers, founder of
the AF of L ever made. And in
1952, when William Green died,
Meany became AF of L, presi
dent himself.
One of the hallmarks of the AF
of L under Meany (and later of
the AFL-CIO) was, as Meany
once said, "that the AF of L had
Meany
George Meany helped raise millions of dollars for the
Jerry Lewis Muscular Distrophy Telethons. In this
photo Lewis presents Meany with an award for his
efforts.
12 / LOG / December 1979
.. .;-
its own foreign policy.
That policy, Meany freely
admitted, "may or may not agree
with the policy of the U.S.
government."
The AF of L for example,
strongly opposed aid to Franco's
Spain and was far more severe
towards France's policies in
North Africa than the U.S.
government was.
Meany conducted "foreign
policy" the same way he ran
everything else: bluntly and
without mincing words.
One story has it that during the
height of French repression in
North Africa, Meany attended a
dinner at the French embassy.
Meany is a great supporter of all humanitarian efforts
and causes including the March of Dimes. Photo was
taken in 1966.
They served up a beautiful meal,
poured vintage wines and at
tempted to convince Meany that
France's colonial policy was
sound.
After the meal, the diplomats
asked Meany if he had any
questions. "Only one," he ans
wered. "When are you going to
stop kicking the Algerians
around?"
When Meany became AF of L
President one of the first things
he did was reactivate a 9-man
committee made up of AF of L
and CIO representatives to talk
about bringing the two organiza
tions back under one roof.
Merger talks were long and
difficult. During one round,
Meany bluntly spelled out the
two options facing the merger
committee "We can go after unity
the long way or the short way," he
said.
"The short way is to merge into
one trade union center which will
protect the integrity of all affil
iates.' The long way," Meany
went on, "is to solve all of our
problems before merging. Which
will it be?"
It was the short way. In 1955,
AF of L President George Meany
and CIO President Walter
Reuther sealed the tough nego-
Here's a classic photo of a younger George Meany
taken-by the famous portrait photographer Fabian
Bachrach.
�.
Meany was a confidant and critic of many a U.S. President including tfie
incumbent, Jimmy Carter.
tiations with a handshake and the
AFL-CIO was bom. Meany was
elected the Federation's first
president by unanimous accla
mation.
But merger wasn't an end in
itself. It was an important tool
through which Meany, and the
rest of organized labor, could
more strongly pursue the goal of
bettering the lives of American
workers.
In his keynote address at the
first Constitutional Convention
of the AFL-CIO held in New
York on Dec. 5, 1955, Meany
vowed to make the AFL-CIO a
powerful voice for American
, workers.
"This is not going to be any
milktoast movement," he said.
Labor will make "our full contri
bution to the welfare of our
neighbors, to the communities in
which we live and to the nation as
a whole."
During the 1960s the AFLCIO played an active role in
working for key pieces of social
legislation.
Social Reforms
The first hourly minimum
wage law went into effect in 1961,
Social Security benefits were
extended, Medicare adopted and
aid to cities, public education and
jobs were pushed through with
the backing of the Federation.
In 1964, the long-awaited Civil
Rights Act became law. Meany
had worked tirelessly for it,
believing that "the fight against
discrimination goes to the very
heart of the trade union philos-
Former President Jotinson gives George fvleany ttie rundown on some piece of
labor-backed legislation in this 1960's photo.
struggle to translate the rights
confirmed by Congress into
living reality."
Throughout the '70's the Fed
eration's political impact broad
ened. Through the Committee on
Political Education, (COPE), the
AFL-ClO's political arm which
coordinates labor's manpower on
local levels, the Federation's
ability to reward political friends
and punish enemies grew. And
the Federation continued speak
ing out against repression
abroad.
Meany
ophy. You can't have a good
trade union movement," Meany
said, "unless you create the
environment of freedom."
But Meany knew that passage
of the Civil Rights Act did not
mean the job was done. A
statement issued by the AFLCIO said the Act's passage
"marked the beginning of a new
But as far afield from Meany's
Washington, D.C. office as the
Federation's voice and influence
reached there was never any
question about who ran the
show.
Three years ago. Lane Kirkland and three Federation de
partment heads had reportedly
worked long and hard forging the
AFL-CIO's position on a Con
gressional bill. When the work
was done, Kirkland and the
others went to Meany for his
okay. Meany decided to reverse
the position they had arrived at.
"Well fellows," Kirkland said
to the department heads, "now
we're unanimous."
Leaves Healthy Movement
One of George Meany's most important achievements for the labor movement is
. the merger of the AF of L and the CIO in 1955. After the merger was endorsed by
the 1955 Convention, George Meany, left, and the late Walter Reuther join hands
and raise the gavel for the first time as the AFL-CIO's top officers.
*
After more than half a century
dedicated to the trade union
movement and the pursuit of
freedom, George Meany has
called it a day.
At the 13th Biennial Conven
tion of the AFL-CIO held last
month in Washington, Meany
assured the delegates that the
labor movement would continue
to move ahead without his hand
on the wheel. "This federation is
the house of labor," Meany said.
"It is well-built—ready to stand
and to shelter workers long
beyond the lifetime of everyone
in this hall."
Though no one doubted the
wisdom of his words, everyone
found it hard to say goodbye.
Speaker after speaker praised
Meany's many accomplishments
and his lifelong dedication to
human rights. Time after time
delegates rose in cheering ova
tions.
George Meany changed the
lives of millions upon millions of
working people. He helped to
build a labor movement "whose
only objective," said Sol Chaikin
of the ILG WU, "is to bespeak the
best aspiratipns of working men
and women; whose only aspira
tions are to maintain a polfticai
democracy where we can worship
as we please, speak as we please,
without censorship or prior
restraint; where we can change
our form of government from
time to time without force or
violence, where we can hope not
only for ourselves but for our
children and grandchildren as
well that better life, that freer life
to which all human beings
aspire."
The stunning record of George
Meany's life speaks for itself.
"Words," Lane Kirkland said,
"cannot match in eloquence the
record of George Meany's
achievements and contributions
to the enhancement of human
values.
"The life work of this one
valiant man," Kirkland con
tinued, "would do honor to a
dozen men, if divided among
their histories. He is living proof
of how much difference one
person, armed with his qualities,
can really make in the course of
human events."
When George Meany left the
dais for the last time as AFL-CIO
president the delegates stood and
cheered for a long time. It was
hard to say goodbye.
December 1979 / LOG / 13
�Carter to MuN Northern Tier Pipeline for 60 Days
WASHINGTON, D.C.—Presi
dent Carter late last month an
nounced that he is delaying his
decision on construction of the
Northern Tier Pipeline route.
The President told Congress that
he is postponing for 60 days his
choice of a pipeline route to bring
Alaska crude oil to inland states.
The SIU, the Maritime Trades
Departmen^^d - the AFX-CIO
strongly support the Northern Tier
route. This pipeline, which would
begin at Port Angeles, Wash., would
stretch across the states of Washing
ton, Idaho, Montana, and North
Dakota to end at Clearwater,
Minn. It would cover 1, 557 miles
and would have a design capacity of
up to 993,000 barrels per day.
The line would connect with
existing lines along the way to serve
refineries in the Rocky Mountain
and mid-central states.
American-flag ships would carry
the oil down from Alaska to Port
Angeles.
Former Secretary of Energy
James Schlesinger had recom
mended approval of the line. Also,
the Secretary of the Interior Cecil D.
Andrus has given his support to the
project. However, he qualified that
support. In a letter to the President,
he advised Carter to "revoke ap
proval" of the line within a year if
enough private financial support
isn't forthcoming by then.
In that case, Andrus said, appro
val should be shifted to the Cana
dian Trans-Mountain Oil Pipeline.
In its support of the Northern Tier
Pipeline route, the MTD pointed
out that this line would be located
wholly within the U.S. This, the
MTD noted, would provide Amer
ica with complete control over the
oil going through it. This line would
also give maximum employment
opportunities to American workers,
the Department said.
During the building of this
pipeline, an average of 4,260 con
struction personnel will be em
ployed over an eight to twelve
month period. Approximately $130million will be paid out in construcr
tion wages, the MTD stated.
The manufacture of the material
and equipment for the system will
generate additional employment
opportunities.
For the manufacture of the pipe
and the steel for the tanks, it's
estimated that about 4,250 jobs will
be created for one year.
During the actual operation of the
pipeline, approximately 130 person
nel will be employed with annual
wages in excess of $2 million.
Seatrain Head; Friend of Maritime Joseph Kahn Dies
Seatrain. Line^ a^d Shipbuilding
Corp. chairman of the board Joseph
"Joe'' Kahn, 63, died after a brief
illness at University Hospital, New
York City on Dec. 3.
Kahn—a leading advocate of a
strongi and competitive U.S. mer
chant marine -with his longtime
partner Seatrain president Howard
M. Pack, was a pioneer in introduc
ing new ideas into the break bulk
cargo shipping and supertanker
shipbuilding industries.
In 1930, he left his native Russia at
16 to join the family fur firm, Kahn
Brothers & Pinto here. Twenty years
later, with Pack, he went into
shipping founding Transeastern
Associates with a single World War
II Liberty ship. By 1960, they had a
fleet of 36 ocean bulk cargo carriers!
Five years later they bought the
SlU-manned six containership
Seatrain Lines, a struggling coast
wise run carrying cargo and railroad
cars.
In 1976, innovative Seatrain
reactivated the old Brooklyn (N.Y.)
Navy Yard building three 225,000
dwt supertankers and employing
2,000 SlU-affiliated UIW shipbuild
ers until the Yard had to shut down
in 1978.
"No matter what the problem,"
said UIW East Coast Area Director
Ralph Quinnonez, "Kahn sat down
and listened. And we were always
able lo work it out. Even at the end,"
he added, "when the Yard was
closing."
Kahn pioneered the construction
of the 115,000 dwt supertanker
icebreaker TT Manhattan for the
U.S., "landbridge" shipping opera
tions in 1972 and use of the high
speed, gas turbine containership.
Seatrain also developed new logistic
support "unitization" techniques
Joseph Kahn
during the Vietnam War and op
erated tankers for the MSC.
As chairman of the board of
trustees of the Transportation
Institute; president of the American
Maritime Assn. and a member of the
Board of M&nagers of the American
Bureau of Shipping, "Joe" Kahn
was a sharp critic of the U.S.
Government's neglect of maritime.
"1 honestly believe," he said last
year.. ."that the U.S. is too big, too
strong, too powerful not to have her
own capability both in the construc
tion and manning of ships."
"The public believes and perhaps
the Navy mistakenly believes, that
it has the world fleets to call on in
case of emergency. I personally
don't believe it, because I don't
know, in the event of an emergency
where the loyalty of an Americanowned Greek or French ship or so
on is going to be..."
Kahn in 1941 volunteered as a
World War II U.S. Army private
being mustered out in 1946 as a first
lieutenant.
Surviving are his widow, Susan of
New York City; two brothers,
Leonard also of New York City and
Samuel of Lawrence, L.L, N.Y. and
a sister, Tanya of Roslyn, L.L, N.Y.
Bragg! Bill Would Overhaul ^Seamen's Documentation' Laws
Rep. Mario Biaggi (D-N.Y.) has
introduced legislation which would
totally revamp the process of
"seamen's documentation," which at
one time was the only thing seamen
had for protection from abuses by
the shipowner.
Essentially, Biaggi's bill would
abolish ail the U.S. statutes govern
ing the form of the shipping agree
ment. Some of these statutes are
over 100 years old. These statutes
outline the formula for sign-ons,
sign-offs, working conditions,
length of voyage, etc.
Biaggi introduced the bill, he said,
because the present laws are out-ofdate in light of the collective
bargaining gains made by the
maritime unions in providing for the
protection of their members.
If Biaggi's bill is passed into law;
the job of issuing regulations and
setting forth the form of the shipping
agreement would fall to the Coast
Guard.
Biaggi's bill would also perma
nently do away with the shipping
commissioner. The Coast Guard has
already halted the use of shipping
14 / LOG / December 1979
commissioners because Congress
struck appropriations from the
Coast Guard's budget this year for
this expenditure.
The SIU believes that some of the
statutes are archaic and need
revising. But at the present time, we
are studying Biaggi's legislation very
thoroughly to make sure that the
bill, if passed, will not hurt the
individual seaman in any way.
The Log will keep the member
ship informed on the latest concern
ing this important bill in upcoming
issues.
Coast Guard Abolishes Shipping Commissioners
The United States Coast Guard,
in response to legislation passed by
Congress earlier this year, has
officially abolished the position of
Shipping Commissioner. According
to a rule announced in the Federal
Register, all duties performed by
persons holding that title will be
transferred to individual ship
masters.
The action taken by the Coast
Guard was made inevitable after
Congress passed the Transportation
Appropriations Act for Fiscal Year
1980. The act prohibited the Coast
Guard, or any federal agency, from
using public funds to pay wages or
administrative costs for duties nor
mally performed by the Shipping
Commissioner.
The position of the Shipping
Commissioner was established in
the late nineteenth century to pro
tect seamen from a host of abusive
shipping practices, the most glaring
being the tendency of certain
shipmasters to involuntarily detain
onboard ship the. seamen who
worked for them. Under the terms of
the Shipping Commissioner Act of
1872, shipping commissioners were
required to check all vessels destined
for foreign ports and were deemed
responsible for the protection of
seamen's rights.
The change in the relationship be
tween the shipmaster and crew, as
well as the growth of strong and
effective maritime unions, rendered
the position of Shipping Commis
sioner obsolete. It had become
nothing more than an unnecessary
federal expense.
Crescent Expands to Mobile
Crescent Towing and Salvaging
Company, an SIU contracted busi
ness based in New Orleans, has
announced plans to expand its
operations by establishing an Ala
bama Division which would even
tually provide complete harbor
towing service for the Port of
Mobile.
Crescent will commence its Mo
bile operations by assigning two of
its newest tugs there. Officials at the
company express confidence that
the two tugs, the 2,400 h.p. Marion
Smith and the 1,800 h.p. Elizabeth
Smith, will be followed by many
more.
Crescent presently operates New
Orleans' largest tugboat fleet—20
tugs which range in power and size
from 1,500 h.p. to 4,000 h.p. and
from 300 to 400 tons displacement.
�'I
Deep Sea Members Get 4%
Cost-of-Living Hike
The SlU is pleased to announce that under the terms of our
Standard Frelghtship and Standard Tanker Agreements, SlU
members will be receiving a 4% cost-of-living increase in all
wage related areas. In other words, the 4% cost-of-living
increase is applied to base wages, overtime, the premium rate
and the penalty rate.
SPECIAL NOTE: The 4% cost-of-living incroose olso applies to
the Deep Sea Vacation benefit.
The new wage rates become effective Dec. 16, 1979.
STANDARD TANKER AGREEMENT
WAGES, PREMIUM & OVERTIME RATES
AS OF DECEMBER 16, 1979
DECK DEPARTMENT
Boatswain (on vessels constructed since 1970)
Boatswain (25,500 DWT or over)
Boatswain (under 25,500 DWT)
A.B. Deck Maintenance
Able Seaman
O.S. Deck Maintenance
Ordinary Seaman
Base Wages
Monthly Rate
$1,496.63
1,356.67
1,305.80
1,113.52
979.95
899.76
777.07
Premium Rate
Sat., Sun, & Holidays
$12.99
12.49
11.39
9.71
8.56
7.87
6.80
Overtime Rate
Excess of 8 Hrs.
Mon.-Fri.
$7.09
7.09
7.09
5.43
5.43
4.31
4.31
ENGINE DEPARTMENT
Q.M.E.D
Chief Pumpman
Second Pumpman/Engine Mtce.
Ship's Welder Mtce
Engine Utility
Oiler Mtce. Utility
Oiler
Fireman/Watertender
General Utility/Deck Engine
Wiper
1,496.63
1,369.09
1,369.09
1,212.04
1,102.34
1,129.40
979.95
979.95
899.76
899.76
12.99
11.92
11.92
10.44
9.80
9.81
8.56
8.56
7.87
7.87
7.09
7.09
7.09
7.09
7.09
5.43
5.43
5.43
4.31
4.31
STEWARD DEPARTMENT
Chief Steward (on vessels constructed since 1970)
Steward/Cook
Steward/Baker
Chief Steward (25,000 DWT or over)
Chief SteW'-id (under 25,500 DWT)
Chief Cook
Ccok and Baker
Tiiird Cook
Assistant Cook
Messman
;
Utilityman
1,496.63
1,496.63
1,493.63
1,362.08
1,311.22
1,176.98
1,149.22
1,019.36
1,019.36
751.19
751.19
12.99
12.99
12.99
11.87
11.42
10.26
9.71
8.37
8.37
6.59
6.59
7.09
7.09
7.09
7.09
7.09
7.09
7.09
5.43
5.43
4.31
4.31
PENALTY RATES
Off Watch, Monday through Friday
Group 1 $7.90
Group 11 6.34
Group 111 5.64
FREIGHTSHIP/PASSENGER AGREEMENT
WAGES, PREMIUM AND OVERTIME RATES
AS OF DECEMBER 16, 1979
Overtime Rate
DECK DEPARTIV^ENT
Boatswain (SL7s, SLlS's Lash, Mariner & Passenger) ...
Boatswain
Carpenter
Carpenter Maintenance
A.B. Maintenance
Quartermaster
Able Seaman
Fire Patrolman
O.S. Maintenance
Ordinary Seaman
Base Wages
Monthly Rate
$1,438.38
1,272.19
1,170.47
1,170.47
1,081.65
1,020.19
968.57
968.57
809.37
757.10
Premium Rate
Sat., Sun. & Holidays
$12.38
11.08
10.20
10.20
9.42
8.90
8.46
8.46
6.61
6.61
Excess of 8 Hrs.
Mon.-Fri.
$7.09
7.09
7.09
7.09
5.43
5.43
5.43
5.43
4.31
4.31
continued on following page
December 1979 / LOG / 15
�continued from previous page
FREIGHTSHIP/PASSENGER AGREEMENT
WAGES, PREMIUM AND OVERTIME RATES
AS OF DECEMBER 16, 1979
ENGINE DEPARTMENT
Chief Electrician (SL7's, SLiS's, Lash, Mariner &
Passenger)
Chief Electrician (Delta)
Chief Electrician
Crane Mtce./Electrician
Electrician Reefer Mtce
Second Electrician
Engine Utility Reefer Mtce
Refrigeration Engineer (when one is carried)
Refrigeration Engineer (when three are carried)
Chief
First Assistant
Second Assistant
Q.M.E.D
Plumber Machinist
Unlicensed Junior Engineer (Day)
Unlicensed Junior Engineer (Watch)
Deck Engineer
Engine Utility/FOWT (Delta)
Engine Utility
Evaporator/ Mtce
Oiler
Oiler (Diesel)
Watertender
Fireman/Watertender
Fireman
Wiper
Ship's Welder Mtce
Oiler/Maintenance Utility
General Utility/Deck Engine
STEWARD DEPARTMENT
Chief Steward (SL7s, SL18's, Lash & Mariner) ..,
Steward Cook
Steward/Baker
Chief Steward
Chief Cook
Cook & Baker
Second Cook
Third Cook
Assistant Cook
Messman
Utilityman
Passenger Vessels
Chief Steward
Chef
Chief Cook
Head Waiter/Wine Steward
Chief Baker
2nd Steward/Head Waiter
3rd Steward/Storekeeper
Chief Pantryman
Butcher
2nd Cook
2nd Cook/Larder
Cook and Baker
Asst. Head Waiter
2nd Baker
3rd Night Cook
Bartender
Bartender/Club Steward
Messman Utility
Utilityman
Galley Utility
Pantryman
Passenger Waiter
Officer Bedroom Steward
Passenger Bedroom Steward
Night Steward
Stewardess
Deck Steward
Deck/Smoking Room Steward
Janitor/Utilityman
Day Porter/Utilityman
Chief Utility
Crew Messman
Crew Pantryman
Crew Bedroom Steward
Beautician-Barber
Base Wages
Monthly Rate
$7.90
16 / LOG / December 1979
Group 11
6.34
Group 111
Overtime Rate
Excess of 8 Hrs.
Mon.-Fri.
1,538.87
1,536.29
1,496.63
1,496.63
1,496.63
1,399.07
1,399.07
1,399.07
13.50
12.99
12.99
12.99
12.99
12.19
12.19
12.19
7.09
7.09
7.09
7.09
7.09
7.09
7.09
7.09
1,435.06
1,275.22
1,189.60
1,438.38
1,282.86
1,224.08
1,102.18
1,187.04
1,198.34
1,118.01
1,025.45
968.57
1,042.31
968.57
968.57
968.57
899.71
1,201.56
1,118.01
899.71
11.18
10.67
10.35
12.38
11.18
10.67
9.62
10.35
10.35
9.76
8.96
8.46
9.10
8.46
8.46
8.46
7.87
10.35
9.10
7.87
7.09
7.09
7.09
7.09
7.09
7.09
7.09
7.09
7.09
7.09
7.09
5.43
5.43
5.43
5.43
5.43
4.31
7.09
5.43
4.31
$1,438.38
1,438.38
1,438.38
1,272.19
1,130.76
1,102.17
968.57
955.49
955.49
751.20
751.20
$12.38
12.38
12.38
11.08
9.87
9.62
8.37
8.37
8.37
6.59
6.59
$7.09
7.09
7.09
7.09
7.09
7.09
5.43
5.43
5.43
4.31
4.31
1,678.76
1,272.19
1,130.76
1,130.76
1,130.76
1,129.56
1,128.55
1,127.34
1,121.33
1,112.79
1,112.79
1,102.17
1,102.17
1,099.77
1,094.77
955.49
955.49
751.20
751.20
751.20
751.20
751.20
751.20
751.20
751.20
751.20
751.20
751.20
751.20
751.20
751.20
751.20
751.20
751.20
1,072.93
14.54
11.08
9.87
9.87
9.87
9.78
9.78
9.76
9.70
9.63
9.63
9.62
9.62
9.52
9.48
8.37
8.37
6.59
6.59
6.59
6.59
6.59
6.59
6.59
6.59
6.59
6.59
6.59
6.59
6.59
6.59
6.59
6.59
6.59
None
7.09
7.09
7.09
7.09
7.09
7.09
5.43
5.43
5.43
5.43
5.43
7.09
7.09
5.43
5.43
5.43
5.43
4.31
4.31
4.31
4.31
4.31
4.31
4.31
4.31
4.31
4.31
4.31
4.31
4.31
4.31
4.31
•4.31
4.31
None
PENALTY RATES
Off Watch, Monday through Friday
Group 1
Premium Rate
Sat., Sun. & Holidays
5.64
�At Sea 'if Ashore
SS Alex Stephens
From Dec. 26 to Jan. 31 from the port of Tampa, the SSAlex Stephens
(Waterman) will carry a cargo of 10,000 metric tons of bulk phosphate to
the port of Chittagong, Pakistan.
Mafson Navigation Co.
STU steward department members aboard the SS Maunalei, SS
Californian. SS Lurline, SS Maunawili and the SS Hawaiian Citizen (all
Matson Line) had sweet-smellin' fragrant, voyages early this month.
Their ships carried a record number of 234,000 Pacific Northwest
Douglas fir and spruce Christmas trees in 275 refrigerated containers to
Honolulu, Hawaii from the port of Seattle. The largest shipment on a
single vessel was 91 containers.
SS Columbia
From Jan. 10-20 from a Gulf port, the SS Columbia (Ogden Marine)
will haul a cargo of 22, 500 metric tons of bulk wheat to the ports of Port
Said or Alexandria, Egypt.
77 Brooklyn
Asst. Sec. of Commerce for Maritime Affairs Samuel B. Nemirow has
given the green light to the 225,000 dwt supertanker TT Brooklyn
(General Electric) to make two consecutive voyages to load on oil at
Valdez, Alaska first on Dec. 25. The tanker will then sail around Cape
Horn, South America to offload her 1.4 million barrels at the Gulf.
Waterman Steamship Corp.
Bombay-Calcutta, India
U.S. Hag ships will carry 50 percent of the $179-million cargo of three
Boeing 747 Jumbo jets plus spare parts sold to Air India. A MAR AD
waiver allows India vessels to carry the other half of the cargo.
Montreal, Quebec
SIU Canadian Seafarers will man two Norwegian 14,000 dwt petro
chemical tankers with 24-member crews, bought by the Hall Corp., here
around July 1980.
The first tanker will be delivered in Rotterdam, the Netherlands. She
will be rechristened theSTCoastal Transport 'm an eastern Canadian port.
In season, they will sail on the Great Lakes and on the St. Lawrence
Seaway. In winter, they will sail around the world to Europe and South
America.
Sam Baugh
"Six Pack" Sam Baugh—Need Infor
mation for Chapter 2. Call Jake T.
Karaczynski at home.
Bruce Williamson
Please contact your father, it is
important. Call collect—Tel. Day —
(716) 722-2020 — Night - (716) 5894868. You can write to P.O. Box 2797,
Rochester, New York 14626.
Anthony Denddo
Please contact Walter H. Stovall,
4635 Oakley Avenue, Cleveland, Ohio
44102.
Charles R. Murphy
Please contact your mother, 3864
Taliluna Avenue, Knoxville, Tenn.
37919.
SIU steward department personnel sailing on the 22,208 dwt SS
President Wilson (American President Lines) recently were on the first
breakbulk ship to dock in Mainland China in 30 years. They also brought
to the port of Seattle the first fully containerized cargo (93 boxes) shipped
from Red China directly to the U.S.A. APL started the China run in 1965.
The boxes held flannel shirts, textiles, baskets, craftwork and drums of
honey. Offloaded in China were 10,000 bales of cotton.
Washington, D.C.
Six SIU companies' 86 ships have been "adopted" by U.S. elementary
school classrooms in the Propeller Club of the U.S. 40-year-old Adopt-aShip Plan.
APL and Delta Line had 23 ships each adopted. Maritime Overseas 16,
American Steamship 14, Waterman six and Sea-Land four.
Schoolkids write the vessels' masters over the year after they've asked
their teachers questions about the ship, crew, cargoes and ports of call.
Captains and officers supply data on ships, trade routes, climate,
weather, geography, history and origins and use of cargoes carried to and
fro.
Captains visit the classes and the kids visit the ships.
San Juan, P.R.
Puerto Rico Marine has bought 400 new refrigerated trailers worth
$8.5 million. It also rented 700 trailers for its R/O R/O ships on the East
Coast-Florida runs. And has ordered 50 lift-on reefers for its New
Orleans to San Juan run.
Bangkok, Thailand
Now Sea-Land is the only U.S. dry and refrigerated container carrier
on regularly scheduled weekly runs from the West Coast to Bangkok via
Hong Kong.
Portsmouth, Va.
MAR AD has also okayed Waterman's bid to buy 140 LASH
reconditioned lighters worth $7,679,523. The five-year-old lighters
measure 61'A feet by 31 feet by 13 feet and weigh 360 tons each.
Personals
Hsinkang Harbor, China
In the "final planning stage" is a mammoth offshore from here floating
oil tanker superport and pipeline (linked to a future refinery on shore)
capable of supplying all East Coast refineries.
The $1 billion project, 50 to75 miles east of the Virginia Capes could
handle a third of the nation's crude imports—2-million tons daily. And
would be the biggest in the country and first on the East Coast able to
dock 150,000-ton tankers. Oil imports are now at 6.4 miUion barrels a
day.
On Dec. 10, the Secretary of the Army okayed construction of a $600
million 175,000 barrels daily refinery here.
State planners are considering a new agency to issue tax-exempt
revenue bonds to fund the plan.
M/y Indiana Harbor
The new 1,000-foot MjV Indiana Harbor (American Steamship)
broke the Great Lakes cargo tonnage record last month carrying 70,171
net tons of iron ore pellets in two consecutive runs from Two Harbors,
Minn, to Indiana Harbor, Ind. The old record was 68,912 tons.
Don't Forget...
... That new LNG ships are under
construction now and that you can he
aboard one soon—IF you've got the
skills and know-how.
DON'T FORGET the LNG course
begins at HLS on February 4.
DON'T FORGET to enroll...
To enroll contact HLS or fill out the application
in this issue of the Log
17
�t^LETTEBS
TO THE EDITOB
A Faithful Log Reader
I have been reading the Log since 1950 and always found it to be
good reading and very interesting expecially following everything
the membership did to make the SIU what it is today, the best in the
world bar none.
As I am in my senior years, most of the SI U members who I knew
and passed the Log on to me after my husband died are no longer
around. So I would like to thank the Union for putting me on the
mailing list for the Log.
My husband is a departed seaman. Most of our friends were also
seamen. I hdve followed the stories of the sea and will never get tired
of them and the good work the members and officials have done
down through the years to make the SIU the great Union it is today.
Sincerely,
Florence Ryan
West New York, N.J.
Red Cross Appreciated Helping Hand
It is with great pleasure that I write this note of thanks to such a
fine Union, the SIU,for all the help and assistance given during the
two floods that hit the Texas Gulf area in July and September.
A special thanks to those who put together the crews to do the
much needed survey of the damaged area. I had the pleasure of
working with four fine SIU membt -^s during the survey in the Alvin
area oh Sept. 22.'lrhey worked hard, long hours to get the survey
completed so the flood victims could receive assistance.
Again, thanks to the SIU for a job well done.
Sincerely and Fraternally,
Dwight E. Patrick
National Field Office
American National Red Cross
SIU Member Romancing
Thru Law School
I've started my second year at Northwestern School of Law here
in Portland. The first year was a bitch! So much work was assigned
that some people in my class literally had nervous breakdowns.
College studies seem like a vacation in retrospect. I think law
schools have an unwritten policy of assigning more work than can
be completed. But I haven't figured out why.
Spent most of this summer aboard the SS Del Oro, running
down the West Coast to South America and back. What a romance
run! Unfortunately there was no overtime to earn back all the
money spent romancing.
I wish I could say it felt good to be back in school. But sitting
down and reading all the time doesn't feel as good as manual labor.
There is actually more work the second and third years than in the
first. But its not as bad because the psychological impact is over.
My studies include Constitutional Law, an advanced course in
Criminal Law, Evidence, and Ethics (a required course since
Watergate). My most interesting course is Admiralty (maritime)
Law. Admiralty is the oldest branch of law in our legal system.
Some of the court decisions cite as far back as the Phoenicians and
to the Middle Ages for precedent.
I've finally figured out why injured sailors always have lawyers
hovering around them. Seamen have so much protection in law
18 / LOG / December 1979
that we are almost wards of the court! In addition, two days a week
I teach a course called Street Law in one of Portland's rougher hi^
schools, for credit, not pay.
Many of my classmates are forced to hold down jobs part-time to
make ends meet. I feel sorry for them. Their studies suffer and they
always look tired. Thanks to the SIU $10,000 Scholarship, which is
enough to almost completely cover the exorbitant cost of tuition, I
am able to use my summer savings to eat on. So far I have been able
to avoid the time-pinch that a job would represent. I may yet have
to jump on one of Sea-Land's Alaiska ships of the line over
Christmas vacation, but I'll face that prospect when it comes.
Given the high cost of college tuition these days, especially in
private schools, I for one would not have been able to go to law
school without the benefit of the Union scholarship. Yet, when I
applied for the $10,000 scholarship for 1978, only five other sailors
had sent in applications! In 1975 (1976?) not a single sailor applied
for the scholarship! The scholarship benefit is there, the terms are
liberal, and it doesn't cost a dime to apply. I urge every SIU sailor
that can spare time off from making a living to apply for the
scholarships offered by our union.
To all my shipmates I extend a greeting. And to all my union
brothers, whether past or future shipmates, I say thank you. The
welfare benefits paid by the companies based day-for-day and jobfor-job on your work have made this scholarship possible.
Fraternally,
John Merriman M-2273
Portland, Ore.
First Class Service
May I take this opportunity to express my sincere appreciation
for the manner in which the Seafarers Welfare Plan handled the
hospital and medical expenses of my wife's recent operation.
The Welfare Plan's prompt attention to this matter indeed saved
me much worry and anxiety.
i
We of the SIU membership can be justly proud of our Union and
the people who help tnake it function so smoothly.
Fraternally,
George Rosholt, R-1130
Holly Hill, Fla.
Came Thru in the Clutch
I wish to express my thanks and appreciation for a fine union like
the Seafarers International Union.
Last Nov. 15 thru Dec. 15, 1978, I was confined to Gulf Coast
Community Hospital due to a freak accident that occurred when I
had my own car run over my left arm.
My hospital bill was $8,000 and the Seafarers Welfare Plan paid
the entire bill as well as 80 percent of my doctor bills. Without such
wonderful coverage, I don't know what we would have done.
My husband, Harvey Hood (Bk. H-406) and I would like to
express our thanks and appreciation once again for everything the
Union has done for us.
Sincerely,
Elizabeth Hood
Waveland, Miss.
Pensioner Offers Holiday Wishes
I wish to send my best wishes for a Happy Holiday Season to our
president, Paul Hall, and all the officials of the SIU, and of course,
to all my fellow brother Seafarers on land or sea and in foreign
ports around the world.
My thoughts are all the time with them. Hoping that all my
brothers enjoy themselves this Holiday Season, here's for a
prosperous and happy 1980 as well.
Fraternally,
Paul Capo, Retired
Metaire, La.
�Name of the Game for the '80s Is—Energy
T
HERE is no one who is not
affected by the energy crisis.
Whether it's for heating and
cooling our homes, cooking our
food, driving our cars, or taking
public transportation, energy
plays an integral part in our daily
lives.
But for the Seafarer, the energy
crunch has an even greater
impact. Like everyone else, the
Seafarer counts on different
forms of energy to help him get
through each day. But unlike
many people, the Seafarer is also
involved in the vital business of
transporting energy.
A large part of the SIUcontracted fleet consists of tank
ers involved in the carriage of
domestic and foreign oil. The
Union also has under contract 13
ships that are carrying liquid
natural gas (LNG).
The results, then, of U.S.
energy policy, affect the Seafarer
both at home and at work.
That's why the SIU has been
pushing for a strong, sound
energy policy that will make
America more independent.
For years the Union has fought
to get a greater percentage of
imported oil on U.S.-flag ships.
Right now, American-flag vessels
carry less than five percent of
U.S. oil imports.
It's true that America must
strive to cut down on her oil
imports. But, realistically, we
must face the fact that for years to
come, America will be importing
oil. Therefore, if we have to rely
on the instability of foreign
imports, we at least do not have
to compound the shaky situation
by putting that oil on foreign-flag
ships.
There are a number of other
measures that the U.S. govern-
ment and the American people
can start to implement right now
to make us energy strong. At
their recent conventions, the
AFL-CIO and the Maritime
Trades Department outlined
some of these measures. The SIU
supports these measures.
First of all; Americans must
learn to conserve energy and use
it rationally. The MTD suggested
LOG
Official Publication of tfie Seoforers International Union of
North Americo, Atlontic, Gulf, Lakes and Inland Woters District,
AFL-CIO
December, 1979
Vol. 41, No. 12
Executive Board
Paul Hall
President
Frank Drozak
Joe DiGiorgio
Executive Vice President
Secretary- Treasurer
389
James Gannon
Cal Tanner
Vice President
Editor
Edra Ziesk
Ray Bourdiu.s
,
Assistant Editor
Assistant Editor
Marietta Homayonpour
Don Rotan
West Coast Associate Editor
Assistant Editor
Mike Gillen
Assistant Editor
Max Siegel Hail
Assistant Editor
Frank Cianciotti
Writer! Photographer
Dennis Lundy
Marie Kosciusko
Adniinistrative Assistant
George Vana
Production! Art Director
Photography
Published monthly by Seafarers International Union, Atlantic, Gulf. Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y. HSSN #0160-2047)
such moves as gasoline rationing;
controls on heating, lighting, and
cooling; initiation of utility rates
which promote savings, and the
establishment of stricter fuel
efficiency standards.
Secondly, the U.S. must devel
op alternate energy sources to oil.
The MTD suggests that the
government "make a strong
commitment to advancing solar,
gasohol and geothermal technol
ogy." The Department also
stated that greater use must be
made of available energy sources,
such as, coal, nuclear power, and
LNG.
Though much of the LNG
would be imported, it would at
least give us another alternative
to the large imports of crude oil.
Thirdly, in order to best utilize
our domestic sources of energy,
we must fully use and update the
means of transporting that en
ergy. As the MTD stated, "Both
pipelines and ships play a vital
role in the distribution of petro
leum to all regions of the country
and both the national oil pipeline
network and domestic tanker
fleet must be strengthened."
Also, other sources of domes
tic energy, such as coal, can be
efficiently and inexpensively
transported by ship and boat.
Besides the measures outlined
above, both the MTD and AFLCIO supported President Car
ter's plans for an Energy Mobi
lization Board, an Energy Secu
rity Fund, and a windfall profits
tax on oil companies. They also
support the creation of a gov
ernment agency to determine (1)
how much oil should be im
ported, (2) its price, and (3) its
equitable allocation to all regions
of the country.
Most of these measures would
have been unheard of ten years
ago. Unfortunately, perhaps, we
came to rely heavily on—what
was then—cheap sources of
foreign energy. Today the energy
crisis presents a large challenge to
all of us. How we meet it as
Americans and as Seafarers will
help determine the shape of our
lives and our jobs for years to
come.
979 / LOG / 19
�1980 Upgrading Course Schedule, Harry Lundeberg School of Seamanship,
Piney Point, Md.
Course Name
Starting Dates
January 7
February 4
March 31
April 28
May 26
June 23
July 21
August 18
September 15
November 10
QMED
January 3
May 22
September 25
FOWT
January 17
March 13
April 10
May 8
July 3
July 31
September 25
October 23
November 20
Marine Electrical Maintenance
January 7
May 12
August 18
Marine Electronics
February 18
June 23
September 29
Refrigeration Systems maintenance
& Operations
Pumproom Maintenance & Operation
Diesel Engineer (Regular)
Diesel Engineer (License)
Course Name
Here Is the tentative schedule of upgrad
ing courses to be held at the Lundeberg
School in 1980. As you can see, the School
is offering a wide range of programs for all
ratings, both for deep sea and inland
members.
SlU members are reminded that this
schedule is tentative. In other words,
courses may be changed or cancelled de
pending on response from the member
ship. So think about upgrading this year.
And get your applications in early to
assure yourself a seat in the class of your
choice.
Course Name
February 18
June 23
September 29
March 31
August 4
November 10
January 7
March 31
May 12
July 7
September 15
October 27
Starting Dates
Towboat Operator Scholarship Program
January 7
April 7
July 7
September 29
Celestial Navigation
March 17
August 4
1st Class Pilot
October 6
Quartermaster
March 3
.May 26
October 13
Able Seaman
January 3
January 31
March 27
April 24
May 22
June 19
July 17
August 14
September 11
November 6
Steward Recertification Program
January 7
March 10
May 12
July 14
September 8
October 13
March 3
July 7
October 27
Welding
Conveyor
Engine Room Automation
Towboat Operator
starting Dates
Bosun Recertification Program
February 11
April 7
August 11
A Seniority Upgrading Program
January 7
February 4
March 10
April 7
May 5
June 9
July 7
August 11
September 8
October 6
November 10
December 8
January 3
January 17
January 31
February 14
February 28
March 13
March 27
April 10
April 24
May 8
May 22
June 5
June 19
July 3
July 17
July 31
August 14
August 28
September 11
September 25
October 9
October 23
November 6
November 20
December 4
December 18
These courses
will be
scheduled as
needed to
accomodate
applicants.
\<S'
'IK-
December 1979 / LOG / 21
�SIU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENT
Cal Tanner
HEADQUARTFRS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
Dispatchers Report lor Deep Sea
ALPENA, Mich
^
NOV. 1-29,1979
•TOTAL REGISTERED
All Groups
Class A Class B Class C
6
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
9
31
7
9
22
97
41
46
21
36
21
74
6
2
556
3
30
8
5
7
6
6
18
10
7
8
11
0
17
1
1
138
2
16
0
0
10
4
0
12
5
5
7
13
2
11
0
0
87
2
98
13
,
. ,,
,
7
12
16
66
23
28
17
26
3
35
4
0
367
3
44
5
10
2
4
10
22
10
14
5
11
5
19
3
0
167
0
7
1
1
2
2
0
0
5
2
3
5
0
4
0
0
32
Port
Totals All Departments
8
76
14
7
8
7
8
41
9
18
10
31
7
26
16
2
288
3
17
1
4
6
4
1
10
2
3
9
33
4
10
0
0
107
8
170
17
37
18
10
25
139
62
87
61
61
22
117
0
2
811
4
40
8
10
8
4
5
23
17
9
12
12
0
28
0
0
182
1
13
1
1
10
5
0
11
6
6
15
15
0
12
0
0
96
DULUTH, Minn. •. • _ 705 Medical Arts
Building 55802
(218) RA 2-4110
FRANKFORT, Mich.
HOUS l ON, Tex
2
85
11
18
9
1
18
47
17
20
7
28
12
49
4
0
328
3
52
7
6
6
3
8
33
8
9
6
9
16
27
12
0
205
0
4
1
1
0
2
0
1
1
1
5
2
4
5
0
0
27
3
157
13
28
18
16
23
105
37
52
16
31
6
65
0
0
570
3
71
4
14
2
4
12
34
17
17
9
8
0
21
0
1
217
0
13
2
1
3
1
0
5
9
5
3
9
2
8
0
0
61
1
55
1
8
7
5
38
17
19
11
14
5
34
0
0
235
0
19
3
2
3
0
3
6
3
5
0
4
6
4
3
0
61
0
5
0
0
1
0
0
3
0
2
8
10
1
3
0
0
33
,
3
32
0
7
4
9
20
0
0
151
7
149
17
22
24
9
8
65
39
30
13
23
23
45
62
0
536
0
73
4
9
16
5
2
16
9
6
45
21
7
26
0
0
239
1,309
902
391
3
30
8
22
2
2
56
5
8
8
5
14
36
23
25
3
15
12
39
0
0
251
5
72
9
6
10
2
6
25
16
11
2
6
11
32
41
0
254
0
0
4
2
4
1
2
5
0
4
19
3
3
2
0
0
55
1
65
5
10
11
7
27
54
21
34
15
22
8
50
0
1
331
0
23
1
6
4
0
3
5
5
6
3
3
3
6
0
1
69
0
10
0
0
4
0
0
3
0
4
9
12
1
0
0
46
11
211
31
41
29
17
11
62
55
32
33
39
21
81
0
0
674
4
173
11
22
29
6
3
33
27
22
110
58
13
70
0
0
581
1,142
784
3
ENTRY DEPARTMENT
0
1,057^
0
0
3
36
7
20
7
4
10
39
11
25
5
11
8
21
0
0
207
747
189
1,919
P.O. Box D
415 Main St. 49635
(616) 352-4441
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N.J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Juncos,
Stop 20 00909
(809) 725-6960
SEATTLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravols Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
STEWARD DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore.
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
7
105
5
23
14
12
21
60
29
36
9
43
18
90
6
0
478
ENGINE DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore.
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
800 N. 2 Ave. 49707
(517) EL 4-3616
408 Avalon Blvd. 90744
YOKOHAMA, Japan .
Yokohama Port P.O.
(213) 549-4000
P.O. Box 429
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
West Coast Stewards Halls
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
(808) 537-5714
1
Shipping in the month of iNovemher was good to excellent in all A&G deep sea ports, as it has been for the last
several years. Over 2,000 jobs were shipped last month to SlU-contracted deep sea vessels. Of these, only 1,057, or
slightly more than half, were taken by '^A" seniority members. The rest were filled by "B*" and **€** seniority people.
Shipping is expected to remain good to excellent for the foreseeable future.
22 / LOG / December 1979
(503) 227-7993
VMI.MINGTON, Ca. .. 408 Avalon Blvd. 90744
' (213) 549-4000
SAN FRANCISCO, Ca. 350 Fremont Si. 94105
::(415) 543-5855
iJ.I
�AB George Breuer is a member of the
first SlU crew to tpoard the El Paso
Sonatrach in Savannah, Ga., last
month.
Like her five El Paso sister ships, the Sonatrach measures 948 feet long, has a
beam of 135 feet, a draft of 36 feet and weighs in at 58,800 gross tons when fully
loaded.
Jim Dernbach,sailingQMED,is an LNG
veteran, like most of the Seafarers
crewing the Sonatrach.
SlU Crews Prove Best: 3 More LNGs the Reward
El Paso's Move Proves Top Notch Quality of Seafarers on High Technology Ships of
Today and Tomorrow
Continued from Page 3
homework. They've taken
the LNG courses at Piney
Point. And they've come out
the most highly trained,
capable crewmen in the
world.
The payoff is obvious.
With the crewing of the
Sonatrach, the Consoli
dated and the Paul Kayser,
SIU members will be aboard
six out of six El Paso LNG
ships. Seafarers will also
man three more LNG car
riers currently under con
struction for the company.
And we're crewing all eight
vessels in Energy Transport
Co.'s LNG fleet.
By 1981, SIU members
will be crewing 17 ships, the
largest LNG fleet in the
world.
But that's just the begin
ning. LNG is still a largely
untapped energy alternative
for the U.S. In the years
ahead, LNG will be playing
an increasingly important
role in filling the nation's
fuel needs. And the SIU will
continue playing a key role
in LNG transportation.
Ready for his first trip on an LNG vessel
is Jim Fletcher, shipping ordinary on
the El Paso Sonatrach.
Cook & Baker Albert Campbell Is ready
for 'em in the galley of the El Paso
Sonatrach.
The Sonatrach's complicated engine
room control board is a familiar sight to
wiper Nick Farinaccio. Brother Farinaccio has also sailed on the El Paso
Southern and the LNG Aquarius.
LNG veterans all are (l-r) Harry Huston, chief steward: R. Wood, quartermaster,
and Dominick Orsini, Qf\/IFD. Nick Marrone, Piney Point port agent, looks on.
Like all SIU members who ship on LNG
vessels, AB Dave Drinan came through
the LNG course at HLS. Drinan,
relaxing in the Sonatrach crew's
lounge, got first-hand LNG experience
by shipping on the LNG carrier Aries.
December 1979 / LOG / 23
�The
Lakes
Picture
Aigoiiae
Winter is well on her way in all Great Lakes ports with Erie, Pa., and
Buffalo, N.Y. reporting record, 30-inch-plus, snowfalls by the first week
in Dec. With the frost comes the end of the shipping season on the Great
Lakes and the 73-year-old J.B. Ford (Huron Cement) was tlie first SIUcontracted laker to lay up. The cement carrier arrived at her winter berth
in Sturgeon Bay, Wise., on Dec. 1. Following on the 7.5. Forr/5 heels will
be the entire Erie Sand Steamship Co. fleet. About three-quarters of the
SI U-contracted American Steamship Co. fleet is also scheduled for layup by mid-month. Eight of the company's ore carriers are tentatively set
for winter runs, hauling coal from Duluth to power plants on the lower
Lakes.
The SlU-contracted fleet of Kinsman Line grain carriers are all on their
final runs of the 1979 season. They will all lay up by mid-December, when
the winter weather on Lake Superior will force these old-timers to call it a
day. The Kinsman fleet usually lays-up by Thanksgiving but they're
running later this year to help move a backlog of grain out of the port of
Duluth.
Negotiations for improved fringe benefits and a vacation plan on
behalf of SIU members who crew Bob Lo Co's two passenger ferries have
been wrapped up.
The SlU-contracted John J.
American Steamship) went into a
shipyard at Ashtabula, Ohio for repair work on her port bow. The Boland
hit the breakwater at Ashtabula in Oct., when she was bound for Green
Bay, Wise, with a load of coal. There were no injuries reported but the
bulk carrier was too badly damaged to continue the run and her cargo had
to be off-loaded. When repairs were completed the Boland vQ-\osided and
resumed her run.
Frankfort
Long-awaited renovation and repair work on the carferry Arthur K.
Atkinson has finally gotten underway. The car ferry, operated by
Michigan Interstate Railway Co., shou'cl be ship-shape in another 16
weeks. Right now, her eiigine is bein^ removed. It will be sent to a
shipyard in Pennsylvania for rebuilding. After the engine is re-installed,
the AKA will be sent to the shipyard for further repair work.
The City of Milwaukee is now in the shipyard for her annual
inspection. She's expected to be back in service by mid-month. When the
City of Milwaukee is running again the carferry Viking will go into the
shipyard for repairs on her bow-thruster.
The newly redecorated Frankfort Union hall is meeting with
enthusiastic approval from SIU members. Great Lakes Seafarers say the
Frankfort hall is now a lot more comfortable and homey.
Fhifago
Chicago port officials finally reached agreement with two companies
which will jointly operate the new Iroquois Landing Lakefront Terminus,
a container-handling facility. The terminal is partially completed.
Construction of a new warehouse facility is expected by June, 1980.
for key pieces of Congressional legislation. At the MTD's convention,
held in Washington, D.C., Nov. 12 and 13, delegates passed a series of
resolutions which chart the MTD's course for the future. Among the
many maritime and labor-related resolutions were three which impact
directly on Great Lakes seamen. Following is a brief summary of those
three resolutions:
• The MTD called for construction of bigger icebreakers so that the
navigation season on the Great Lakes and the St. Lawrence Seaway could
be extended.
• The Department urged the Coast Guard to beef up shipboard safety
on Great Lakes vessels by rescinding their 1969, 1971 and 1973 load-line
amendments for bulkers and requiring watertight bulkheads on all new
vessels.
• The MTD opposed any additional toll increases on the St. Lawrence
Seaway.
Duiuth-Superior
The U.S. Corps of Engineers will be taking a new look at a harbordeepening project for the upper harbor in Duluth-Superior. The project
was originally planned two years ago but the Corps shelved it when state
and local agencies in M innesota and Wisconsin began battling over where
the dredged material would be dumped. That issue has now been resolved
and the project is expected to get underway shortly.
Winter Navigation
There will be no official winter navigation on the Great Lakes this year.
Congress never acted on re-funding the experimental winter navigation
program on the Lakes and the St. Lawrence Seaway and the project died
by default. Observers say it's too costly and risky to undertake winter
shipping without federal money and protection.
Some Great Lakes vessel operators had planned to run their ships late
in any case but they've found they have to contend with problems other
than the weather this year.
There's less of a demand for ore shipments from Lakes vessel operators'
regular customers than in years past. Ore users have stockpiled against
the winter and don't need much more ore. In addition, automobile
production in the area is way off, down by as much as 25 percent,
according to some estimates. Several auto manufacturing plants have
closed and more shut downs could follow. That means Lakes ore carriers
can't get the cargoes necessary to justify late winter runs.
GRm LAKBS SeRfARBRS!
Advance Your Career Now
Learn to be a CmMAN or CONVCyORMAN
Sign up today for the
Conveyor Deportment Course
at HLS. This special course is just for Great Lakes
Seafarers. It covers.- Welding
^ Belt Repair
^ Load Procedures
^ Electrical Troubleshooting
^ Conveyor Drives
^ Health and Environmental
Protection Equipment
Contact the Harry Lundeberg
School or use the
Conveyor Depart
application in
ment jobs are
the Log.
available NOW.
You can look
forward to a
good career
and great
job security.
Resolutions
The Maritime Trades Dept. of the AFL-CIO is made up of 42 national
and international unions with a combined membership of close to eight
million workers. Led by SIU President Paul Hall, the MTD works
towards improving the picture for the U.S. maritime industry by pushing
24 / LOG / December 1979
The Conveyor Department Course is
your opportunity to get ahead. It starts
February 11, and it's four weeks long.
�Great Lakes
New Orleans
The sternwheelers Delta Queen and the Mississippi Queen
are going into winter layup for repairs and facelifting here in this port.
The Delta Queen will be laid up on Jan. 25 for eight weeks and the
Mississippi Queen will be laid up on Feb. 1 for four weeks.
The Mississippi Queen's calliope's big sound was featured recently in an
article headlined "Big Noise on the Mississippi" in Ford Times Magazine.
Calliopes were first used on the Hudson River and came to the Upper
Mississippi on the stemwheeler Excelsior.
A 180 foot by 40 foot supply boat, the San Mateo, is being built for
GATX.
Next spring work on the new span, the Arrowhead Bridge, will be
started to link the ports of Duluth, Minn, and Superior, Wise.
This port's Great Lakes Dredge and Dock Co. got a $2-million contract
from the U.S. Corps of Engineers for maintenance dredging of the 15foot, 125-foot wide Freshwater Bayou in Vermilion Parish, La.
The 20-mile dredging will be from the bayou lock to the Gulf
Intracoastal Waterway near the Vermilion River.
Port Agent John Fay spent the middle part of this month in London,
England attending meetings of the International Maritime Consultative
Organization (IMCO).
Canal Barge is having built new Towboat Hull No. 138, 140 feet by 34
feet and II feet with delivery expected in April 1980.
lOT Mariner's fleet will have the coastwise 135 foot by 38 foot tug
Freedom delivered shortly and the tug, Hull No. 346, delivered next year
from the Main Iron Works, Houma, La.
Houston
St. Louis
G & H Towing crewed its new tug Deniaon Dec. 8 and she is now doing
shipdocking operations in this port and in the port of Galveston.
Contract negotiations at Ozark Marine and Orgulf are expected to
begin soon.
Moran Towing of Texas is having two 'tankbarges built in the
Todd Shipyards here. The first, a 130,000 barrel 400 foot by 78 feet by 32
feet (Hull 626) will be delivered in April 1980. The second, of like
dimensions and carrying capacity (Hull 627) will be delivered in
September 1980.
Port Sutton, Tampa
V
A $4-million dredging contract has been let to the Great Lakes Dredge
arid Dock Co. here by the Army Corps of Erigineers to dredge the
Cuyahoga arid Old Rivers in Cleveland Harbor. Restoration of channel
depths began in the Cuyahoga River and will continue through the fall.
The job will be completed in the spring.
In August 1980, the abuilding split hull dredge, the Dodge Island
(Great Lakes Dredge and Dock) will be delivered from the Southern
Shipbuilding Corp., Slidell, La. The dredge will be 281 feet by 52 feet by
21 feet.
The tug Vigilant (Dixie Carriers), according to cook Duncan "Pat"
V. Patterson, had a great Thanksgiving dinner on their run. Beside Tom
Turkey, they devoured stuffing, sweet and mashed potatoes, beans,
blackeyed peas, cranberry sauce, mincemeat and pumpkin pies, Waldorf
salad, cranapple juice, cider and "just about everything else."
The cook says "one of our able-bodied deckhands" traveled up to "the
cold country" British Columbia, Canada to visit his dad for Christmas.
Another went with his girlfriend to Montana to hunt and fish. Another
brought back several antelope and deer from Colorado.
Carter Sends Xmas Greetings
To America's Merchant Seamen
TO THE MEN AND WOMEN OF THE
UNITED STATES MERCHANT MARINE
A
S the Christmas spirit of fellowship and goodwill embraces
our land, it is fitting that we who are at home remember those
American seafarers who will be at sea during this festive holiday.
Seafaring demands long separations from loved ones and
friends—separations which are especially painful during Yuletide
celebrations. Yet, the continuous flow of our Nation's waterborne
commerce must be maintained at all times. Your dedicated service,
which contributes so much to our economic vitality, is appreciated
by all Americans.
Rosalynn and I extend to each of you and your families our
warmest greetings and best wishes for good health and happiness in
the New Year.
President Jimmy Carter
Philadelphia
*
Renovation of the Union Hall here will be finished in the next few
weeks, according to Port Agent Don Anderson.
Early last month, the new 5,600hp towboat National Energy
Marine) was launched at the Dravo Shipyard, Neville Is., Pa. She's 142
feet by 42 feet and she'll be manned by a crew of 11 for diesel sailing on the
Lower Mississippi after trials and outfitting.
Also last month. National Marine got the new towboat National
Know-How from the Albert Ortis Boat Builders, Krotz Springs, La. She
measures 65 by 26 feet and has l,200hp diesels.
National Marine also has on order 22 tank barges from Nashville
Bridge Co., Hillman Barge & Construction Co. and Jeffboat. Four will be
191Vi feet by 54 feet and the rest 195 by 35 feet.
For the company, a new 3,200-ton capacity drydock, its fifth and
biggest, was towed up the Mississippi by the towboat National Gateway
to its vessel and engine repair facility at Hartford, 111. The drydock is 200
by 70 feet with 58 feet between the wingwalls. Delta Shipyard, Houma,
La. built it.
Monthly
Membership
Meetings
Port
' Date
Deep Sea
Lakes, Inland Waters
I'lW
New York
Jan. 7
2:30p.m
7:00 p.m.
Philadeiphia
Baltimore
Norfolk
Jacksonville
Algonac
Houston
NewOrleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
SanJuan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Jan. 8
Jan. 9
Jan. 10
Jan. 10
Jan. II
Jan. 14
Jan. 15
Jan. 16
Jan. 17
Jan. 21
Jan. 18
Jan. 12
Jan. 10
Jan. 19
Jan. 15
Jan. 15
Jan. 16
Jan. 18
Jan. 17
2:30p.m
2:30p.m
9:30a.m
2:00p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
10:30a.m
2:30p.m
7:00p.m.
7:00p.m.
7:00 p.m.
7:(X)p.m.
7:00p.m.
,
1:00p.m.
2:30p.m
2:30p.m
December 1979 / LOG / 25
�Tug Ocean Service Visits Big Apple
Legal Aid
In the event that any SIU members
have leyal problems in the various
ports, a list of attorneys whom they can
consult is beitift published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
NEW YORK, N.Y.
Schulman & Abarbanel
350 Fifth Avenue
New York, N.Y. 10001
Tele. #(212) 279-9200
BALTIMORE, MD.
Kaplan, Heyman, Greenberg,
Engelman & Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301) 539-6967
HOUSTON, TEX.
Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713) 659-4455
TAMPA, FLA.
Hamilton & Douglas, P.A.
2620 W. Kennedy Blvd.
Tampa, Florida 33609
Tele. #(813) 879-9482
SAN FRANCISCO, CALIF.
John Paul Jennings, Henning
and Wash
100 Bush Street, Suite 1403
San Francisco, California 94104
Tele. #(415) 981-4400
Here's the crew of the Tug Ocean Service (lOT) recently on a work visit to the port of New York at Pt.Tremley, Linden, N.J. They
are (I. to r.) Mate Charley Pugh, OS Bob fvlazzella, AB Robert Burns, Cook Ralph Wilson, Capt. Jeff Eldredge and AB Darcy
Etheridge.
Dispatchers Report for Inland Waters
NOV. 1-29,1979
•TOTAL REGISTERED
All Groups
Class A Class 8 Class C
ST. LOUIS, MO.
Gruenberg & Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314) 231-7440
NEW ORLEANS, LA.
Barker, Boudreaux, Lamy,
Gardner & Foley
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
LOS ANGELES, CALIF.
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, California 90036
Tele. #(213) 937-6250
MOBILE, ALA.
Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904
DETROIT, MICH.
Victor G. Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220
BOSTON, MASS.
Joseph M. Orlando
95 Commercial Wharf
Boston, Massachusetts 02110
Tele. #(617) 523-1000
SEATTLE, WASH.
Vance, Davies, Roberts,
Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.
Katz & Friedman
7 South Dearborn Street
Chicago, Illinois 60603
Tele. #(312) 263-6330
26 / LOG / December 1979
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
0
0
0
7
0
1
8
10
0
0
0
0
0
1
11
0
7
0
22
67
0
0
0
7
0
2
1
7
0
0
3
0
0
3
4
0
0
23
7
57
0
0
0
2
0
1
1
12
0
0
9
0
0
2
18
0
25
0
38
108
0
0
0
0
0
1
0
1
0
0
0
0
0
2
0
0
0
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
Totals All Departments
0
0
0
0
0
0
12
0
0
0
0
0
0
0
12
0
2
0
1
27
0
0
0
0
0
1
0
0
0
0
0
0
0
1
4
0
0
23
6
35
0
0
0
0
0
1
1
1
0
0
0
0
^0
1
10
0
1
0
0
15
0
0
0
10
0
3
7
12
2
0
6
0
0
5
10
0
21
0
25
101
0
0
0
17
0
4
1
8
2
0
8
0
0
13
4
0
13
1
27
98
0
0
0
3
0
4
0
17
1
0
16
0
2
11
24
0
38
0
167
283
0
0
0
0
0
1
0
1
0
0
0
0
0
4
0
0
0
0
0
6
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
1
0
1
0
0
0
0
0
1
0
0
2
0
0
1
0
0
0
0
1
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
0
1
0
1
0
0
1
0
0
0
0
0
2
0
2
7
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
2
5
0
0
0
0
0
1
0
2
1
0
1
0
0
0
0
0
1
0
16
22
16
114
104
311
ENGINE DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
••REGISTERED ON 8EACH
All Groups
aassA Class 8 Class C
DECK DEPARTMENT
Port
Philip Weltin, Esq.
Weltin & Van Dam
No. 1 Ecker Bld^
San Francisco, Calif. 94105
Tele.#(415) 777-4500
TOTAL SHIPPED
All Groups
Class A Class 8 Class C
0
0
0
0
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
0
0
0
0
0
0
0 .
0
0 /
0
0
1
0
0
0
1
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
STEWARD DEPARTMENT
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
1
3
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
1
0
2
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
0
0
0
7
9
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
0
0
4
74
60
118
34
0
0
0 '
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
38
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
�VERYTHING
E
is
pretty
IVs Quiet Now, But What an
August for Delta Queen
much back to normal on the
[SlU-contracted paddlewheel
[steamboat Delta Queen. But
those who worked the boat last
summer will always remember
one week in August that was far
from normal.
It was the week President
Carter came on board, along with
his wife Rosalynn, his daughter
Amy, plus dozens of aides. Secret
Service men, and 50 members of
the press.
The LOG caught up with the
Delta Queen in Louisville, Ky.
last month. We caught the first
heaving line when she came in,
and cast off the last hauser when
she departed southbound down
the Ohio River. In between, we
talked with one member of the
crew who was on board "the week
the President came to call."
Purser Greg Abbott, 21, of
Falmouth, Mass. has worked on
English Channel car ferries, on
The 53-year-old Delta Queen, as she looked coming into Louisville last month.
the New York "Dayliner," and on
the Block Island Ferry. But he visit. Abbott, explainingjust how pro and con. In the little towns it where the engines were built),
readily admits they can't com tight the room situation was that was different; you didn't see any was quick to point out, however,
pare to his experience on the week, said that "we even had signs. The people, no matter how that the President wasn't the only
Delta Queen last summer. As a three Coast Guard commanders they might've felt politically, one the crowds turned out to see.
"The people love this old
purser, he had to work doubly sleeping on cots in the gift shop." were just glad to see the President
boat," he said, "and I think it was
The President's daughter. for the novelty of it."
hard during that week in August.
Greg Abbott, a devoted fan of important that the President rode
"It was crazy," confided Ab Amy, being no more—or less—
bott. "For one thing, we had to mischievous than most other the vintage paddlewheeler (he's on the Delta Queen. The boat has
make arrangements for 50 new youngsters, also contributed to even been to the town in Scotland a real following too."
press people each day." Finding altering the "normal" atmo
room for everybody—the sphere on the Delta Queen: "She
^purser's job—was just one of liked to hang around the purser's
many new challenges put on the office," said Abbott with a grin.
entire crew by the President's "We have a bell in there that she
rang all the time." Well, what can
you do when it's the President's
daughter!
"And she ran that poor Secret
Service guy ragged," chuckled
Abbott. "She hid from him once
in the ladies room, and another
time in the life preserver box on
the bow. All in all, she was just
having some fun, like little girls
will—it was fun for all of us."
The atmosphere changed in
other ways too. Explained Ab
bott: "In the lounges you'd hear Delta Queen deckhand Jim Lewis throws the first heaving line (it was caught by
nothing but the patter of type the Log photographer).
writers going. That lasted all
week long, until the press cleared
out."
With the President on board
the Delta Queen, there was
another drastic change from the
norm. The crowds assembled
along the shore were bigger
than any the crewmembers had
seen before. And they were
gathered at all hours of the day
and night at towns all the way
from St. Paul to St. Louis.
Abbott noted, however, a
difference between the crowds
assembled in the big cities and the
small towns. "The only place you
Purser Gregg Abbott was on the Delta saw any political signs were in the
Queen the week the President was
Deckhand Karl Preston hauls a Delta Queen hawser to the pin.
bigger cities... and you saw both
aboard.
December 1979 / LOG / 27
�HOWARD BOYD (El Paso Marine),
October 28—Chairman, Recertified
Bosun D. La France; Secretary R.
Boyd; Educational Director O. Ses
sions; Deck Delegate D. Bradley;
Engine Delegate Emmet Neathery;
Steward Delegate Vincent Chervez. No
disputed OT. Chairman noted that all
crewmembers must be properly relieved
of duty before leaving the ship. The
master thanks the crew for doing a good
job and making this a good voyage.
The crew would like to thank Head
quarters for the fast replies we have been
receiving on problems on the LNG
ships. It is a great help. A vote of thanks
to the steward department for a job well
• done.
SEATTLE (Sea-Land Services),
October 18—Chairman P. M. Clarke;
Secretary R. Clarke; Educational
Director J. Owens; Deck Delegate T.
Faulkner; Engine Delegate S. Orr;
Steward Delegate L. Rinaldi. No
disputed OT. Chairman reported that
this has been a good trip. A vote of
thanks to the steward department for a
job well done. Observed one minute of
silence in memory of our departed
brothers. Next port Elizabeth, N.J.
LNG TAURUS (Energy Transport),
October 21—Chairman, Rt?certified
Bosun T. Brooks; Secretaiy F. Costango; Educational Director G. Bernous; Deck Delegate Clarence Burgo;
Engine Delegate Mark Freeman; Stew
ard Delegate Pat Geary. No disputed
OT. Secretary reported that Frank
Boyne, Yokohama Port Agent, was
pleased with the crew and enjoyed the
meeting with all members when he
visited the vessel in Nagoya last trip.
Softball team is going to practice before
next scheduled game with the Bontang
All Stars. The recreational tournaments
are progressing well. A vote of thanks to
the steward department for a job
well done. Next port Bontang, Indo
nesia.
NEWARK (Sea-Land Service), Oc
tober 7—Chairman, Recertifled Bosun
C. E. Owens; Secretary C. M. Modellas;
Educational Director R. G. Nickalaskey; Engine Delegate Arthur G. Ander
sen; Steward Delegate James A. Wiight.
No disputed OT. Chairman urgec' all
members to act now in participating in
the upgrading course that is held in
Piney Point in order to have their job
security. Discussed the advantage for
those members who upgrade themselves
and the disadvantages for those who do
not. Also reminded the crew to always
read the Log so they will know all the
changes and news that is going on in our
Union. Discussed the importance of
donating to SPAD. Advised members
to report immediately all hazardous
conditions while working aboard the
ship. Observed one minute of silence in
memory of our departed brothers. Next
port Seattle, Wash.
28 / LOG / December 1979
SEA-LAND MARKET (Sea-Land
Service), October 21—Chairman, Re
certified Bosun William R. Kleimola;
Secretary T. R. Goodman; Educational
Director T. Wiatrowski; Deck Delegate
Bernard Saberon; Engine Delegate E.
Liwag; Steward Delegate Thomas
Maley. No disputed OT. Chairman
complimented Saloon Mess, Diana
Morges and noted that she was a nice
addition to the Sea-Land Market crew
and the SlU. Also discussed the
importance of donating to SPAD. The
steward thanked his department for
their fine cooperation.
DELTA SUD (Delta Steamship),
October 9—Chairman, Recertified
Bosun Ramon Ferrera; Secretary E.
Vieira; Educational Director J. C.
Dial; Engine Delegate E, Welch. No
disputed OT. Chairman noted that
there were Logs brought on board by
the patrolman while in New Orleans.
Requested members to bring them back
to the lounge after reading so that
others can get a chance to look at them.
Up until now everything has been going
well with no real beefs or accidents.
Let's hope it continues throughout the
trip. Suggested that those members who
plan on going to upgrading school
should get their applications in as soon
as possible. A vote of thanks to the
steward department.
MARYLAND (Interocean Mgt.),
October 7—Chairman, Recertified
Bosun B. Mijgnano; Secretary R. F.
Frazier; Educational Director G.
Dickens; Engine Delegate B. L. Harris;
Deck Delegate Larry Thompson. $28.84
in ship's fund. No disputed OT.
Chairman discussed the importance of
donating to SPAD. Secretary suggested
that all who are eligible should register
for upgrading at Piney Point for better
jobs and security. Engine Delegate B. L.
Harris asked if it would not be possible
for all departments, especially the
engine and steward departments, to
know how to operate the monitors and
other firefighting equipment on board.
Observed one minute of silence in
memory of our departed brothers. Next
port in Panama.
SEA-LAND GALLOWAY (SeaLand Service), October 14—Chairman,
Recertified Bosun C. Engelund; Secre
tary J. Keno; Educational Director B.
Harris; Deck Delegate C. Nealis;
Steward Delegate Richard Williams.
Some disputed OT in deck and engine
departments. Chairman reported that at
the last safety meeting the Captain
mentioned that you must wear your
shoes at all times. No one is to wear
clogs or sneakers and anyone caught
without their shoes on except in their
own room will be logged. A vote of
thanks to the steward department for a
job well done. Observed one minute of
silence in memory of our departed
brothers.
TAMARA GUILDEN (Transport
Commercial), October 28—Chairman
William Eckles; Secretary N. Hatgimisios; Educational Director Frank
Rizzo; Deck Delegate James McLinden; Engine Delegate Victoria D'lndia;
Steward Delegate Patrick Devine. No
disputed OT. Chairman advised that all
men who qualified should go to Piney
Point to upgrade themselves. There was
a minute of silence in memory of John
Hoggie who passed away at home and
for Edward Wagner. Both men will be
missed in the SlU. Discussed the
importance of donating to SPAD. A
vote of thanks to the steward depart
ment for a job well done.
SEA-LAND RESOURCE (SeaLand Service), October 7—Chairman,
Recertified Bosun Peter Drewes; Secre
tary J. Gibbons; Educational Director
William Thomas; Engine Delegate John
Duda; Steward Delegate Joseph Rob
erts; Deck Delegate Peter Lypen.
Chairman discussed the importance of
donating to SPAD. Also requested that
more members should attend the safety
meeting as they are most important.
Thanked the crew for their cooperation
in running a good ship. A vote of thanks
to the steward department for a job well
done. Next port New York.
OVERSEAS NATALIE (Maritime
Overseas), October 21—Chairman,
Recertified Bosun F. H. Johnson;
Secretary C. A. Guerra; Educational
Director Talmadge L. Moss; Deck
Delegate Lawrence Duette; Engine
Delegate Elkin Kent; Steward Delegate
Prince Baker. $232 in ship's fund. No
disputed OT. Educational Director
urged all those who qualify to go to
Piney Point to upgrade themselves. A
vote of thanks to the steward depart
ment for a job well done. Observed one
minute of silence in memory of our
departed brothers and sisters. Next stop
in Panama. .
PANAMA (Sea-Land Service), Oc
tober 7—Chairman, Recertified Bosun
M. Kerngood; Secretary N. Evans;
Deck Delegate David J. Kiernan;
Engine Delegate E. Cuenca; Steward
Delegate M. F. Bluitt. No disputed OT.
Chairman held a safety meeting and the
crew was told not to dog down the
watertight doors leading to the main
deck as this is a fire hazard. It was noted
that the problem with the air condition
ing would be taken care of in Rotter
dam. Requested all men getting off the
ship to clean their room for new men
coming on. A vote of thanks to the
steward department for a job well done.
Next port Naples, Italy.
OVERSEAS VIVIAN (Maritime
Overseas), October 21—Chairman J. L.
Bass; Secretary H. W. Roberts; Educa
tional Director C. Coelio; Deck Dele
gate J. Westphal; Engine Delegate
Dean Dobbins; Steward Delegate
Walter Cutter. No disputed OT. Educa
tional Director reported that Piney
Point is still the best thing for anyone
who wants to better themselves. You
can upgrade yourselves and become
better educated about the new systems
of today. Everyone who qualifies should
take advantage of this opportunity. A
note of thanks to the steward depart
ment for a job well done.
POINT MARGO (Point Shippirtg),
October 7—Chairman, Recertified
Bosun H. Rains; Secretary B. Fletcher;
Educational Director C. Allen; Steward
Delegate E. J. Mathews. $11.50 in ship's
fund. No disputed OT. Chairman urged
all entry rating such as wiper, messman,
O.S. to go to Piney Point after six
months to upgrade to A.B., FOWT and
Cooks. More seamen are needed
aboard these ships with key rating. Also
discussed the importance of safety and
to try to practice harmony and coopera
tion with our fellow shipmates.
Official ship's minutes were also
received from the following vessels
SANTA MARIANA
COUNCIL GROVE
WESTWARD VENTURE
MONTICELLO VICTORY
OVERSEAS ANCHORAGE
PISCES
THOMPSON PASS
MERRIMAC
COVE RANGER
GREAT LAND
SEA-LAND COMMERCE
DELTA PANAMA
ULTRAMAR
DELTA MAR
OVERSEAS HARRIETTE
DEL RIO
SAN PEDRO
OVERSEAS ARCTIC
DELTA NORTE
THOMAS LYNCH
JOHN B. WATERMAN
JOHN TYLER
MARYLAND
OVERSEAS ALEUTIAN
POTOMAC
COVE NAVIGATOR
ZAPATA COURIER
OGDEN CHALLENGER
OVERSEAS ALASKA
GOLDEN MONARCH
JEFF DAVIS
MAYAGUEZ
BRADFORD ISLAND
SEA-LAND VENTURE
OGDEN CHARGER
DELTA NORTE
SEA-LAND MC LEAN
OVERSEAS VALDEZ
BROOKLYN
DELTA CARIBE
COVE LEADER
ARIES
DELTA MEXICO
TAMPA
AGUADILLA
SANTA MERCEDES
SEA-LAND CONSUMER
SAM HOUSTON
GOLDEN ENDEAVOR
TRANSCOLORADO
PORTLAND
SEA-LAND EXCHANGE
BANNER
OVERSEAS WASHINGTON
OGDEN CHAMPION
SEA-LAND TRADE
OVERSEAS JOYCE
PHILADELPHIA
MANHATTAN
HOUSTON
DELTA BRAZIL
OGDEN LEADER
DELTA COLUMBIA
BAYAMON
DELTA BOLIVIA
SEA-LAND ECONOMY
SEA-LAND FINANCE
CAGUAS
OGDEN TRAVELER
�^-4
Michael Rosenthal
steers the towboat
Susan Collins in
the waterways
around HLS. All
of the students
handle the workboats for practical
training.
Rene Mayer plots
a course during his
classroom sessions
of the scholarship
program.
More Qualified Boatmen
Compiete Scholarship
Program
The Transportation Institute Towboat Operator Scholarship Program is con
tinuing to be a success for SlU Boatmen.
In December, fourteen more Boatmen completed the 12-week course and
will be testing for their Towboat Operator Licenses soon. To date, over 120 peo
ple have participated in this program.
The Boatmen who have taken the scholarship program have been en
thusiastic. They receive the instruction they need to take the licensing exam
and the practical know-how to back up that license.
The Transportation Institute Towboat Operator Scholarship program is on
ly offered at the Harry Lundeberg School. There is no other program iike it to be
found. While enrolled in the program, students get their room, board, books,
and tuition free. All of the students in the scholarship program also get a weekly
stipend of 125 dollars.
The course Is divided into classroom instruction and on-the-job training. The
classsroom work prepares the students for the licensing examination. They
learn aids to navigation, chart plotting, and navigation problems.
The time the students spend in on-the-job training is Coast Guard approved
as wheelhouse time. In these sessions, the students actually handle the
towboat Susan Collins and the tugboat CL-2 in the waterways around the Piney
Point area. They make up tows with the school's barges and In the process help
HLS trainees learn basic skills. Thus, they gain practice in managing a crew
while at the wheel of the HLS vessels.
The Transportation Institute, the SlU, and the Harry Lundeberg School ex
tend congratulations to the following Boatmen who completed the 12-week
Towboat Operator Scholarship Program: Arthur Butterworth, Joe Bausch, Under the direction of Captain irvin Gros,
Charles Marett, Larry Levinson, Carl Moor, Craig Doty, Rene Mayer, Norman Mark Naumann approaches the HLS dock
Finger, Glenn Zientak, Curtis Hintze, Michael Rosenthal, Henry Fromal, Thomas with one of the school's workboats during
on-the-job training.
Casey, and Mark Naumann.
It's your Industry And it needs you
Move to the top. Apply now for a Transporta
tion Institute Towboat Operator Scholarship.
It's the best deal in the country for Boatmen
who want to get ahead:
special curriculum offered only
at the Harry Lundeberg School
-k room, board, and books free
• tuition free
k weekly stipend of $125
time spent in on-the-job
training is Coast Guard
approved as the equivalent of
wheelhouse time
Classroom instruction gives the students
the theoretical knowledge they need. Here,
Chuck Dwyer helps Carl Moor with aids to
navigation.
day-for-day work time credit for
HLS entry graduates
See your SIU Representative to apply
December 1979 / LOG / 29
m
m
�4
SIU Bosun George Birch gets the heavy lift ready to unload giant piping into the
waiting supply boat.
On board the Delta Mexico (Delta Line) in Soyo, Angola, Seafarers in the deck
department prepare jumbo boom for heavy lift operation.
Off Delta Mexico Ifs Seafarin' and Longshore Work
O
N the ocean, the Seafarers
of the SS Delta Mexico
(Delta Line) are expected to be
good at their jobs. And they are.
But they've also proven their
worth in a long and tough job
while the ship was docked.
Chief Steward Paul L. Hunt
wrote to the Log about a recent
voyage to .Soyo, Angola to
deliver drilling machinery and
pipe for an oil company. "The
thing that made this an unusual
voyage," wrote Hunt, "is that the
crew had to do all of the long
shore work under the most
difficult conditions."
Hunt described how the Delta
Mexico anchored offshore in the
mouth of the Congo River. The
current, he said, runs at seven
knots and the ship was rolling
with the swells.
A work boat was secured to the
side of the ship. Local workers
hooked up in the holds while the
deck department handled the
topside unloading.
This work was carried on
around the clock for five days. As
The piping, which was approximately 85 feet long. Is loaded onto the supply boat.
Hunt said, it "left some pretty
tired men."
He noted that this was the first
time any of the ABs had ever
unloaded heavy equipment and
other types of cargo.
"But under the able direction
of our bosun George Birch,"
Hunt wrote, "it did not take the
men long to get the hang of it.
They operated like veteran long
shoremen before they finished
the first shift."
He noted that some of the
young ABs had just completed
the able seaman course at the
Lundeberg School.
Hunt also praised the work
done by the Seafarers in his
steward department. Besides
feeding the regular meals to the
crew, they had to prepare three
meals a day for the oil company,
personnel as well as night meals
for the crew and the oil workers.
All around, it was a job well
done. And as Brother Hunt put
it, "This is positive proof that the
SIU still turns out the best
seamen in the world."
Some of the members of the steward department stop working tor a minute to
have their photo taken. From left are: Floyd Peavy, chief cook; Hubert O'Brien
baker, and Ambroslo Fachlnl, third cook.
A MESSAGE FROM YOUR UNION
/ CM
mvoic /ri
~\
NARCOTia
ARE FOR
LOWERS
a
IF CAU6Hr
you I.OSE
yOUHMPEFS
FOP upe/
o
THINK
ABOUT/T/
30 / LOG / December 1979
�A Seafaring Santa
BYJOESCUTERI
Twas The Night Before Christmas
On The Converted T-2
The Crew Was All Sleeping
There Was Nothing To Do
*
St. Nick Was A Strange One
Not Like Pictures I'd Seen
With Tattoos And An Earring
Now What Could This Mean
*
Our Stockings Were Hung
Round The Boiler With Care
Not For No Special Reason
Cept They Dry Better There
*
I'm The Seafaring Santa!
He Said With A Grin
Then Tossed Me A Gallon
- Of Beefeaters Gin
*
I Was Lying Half Dozing
All Snug In My Rack
The Porthole Was Open
A Breeze On My Back
He Yelled "Call All Hands"
We've Got Partying To Do
I've Still Got One Ship
Off The Coast Of Peru
•
When All Of A Sudden
Much To My Surprise
I Heard Sleigh Bells Ringing
Somewhere In The Skys
«
•
*
•* *
*
*
*
And Up In The Heavens
Just A Speck To My Eye
The SailboatWas Sailing
Off Into The Sky
Christmas Morning Was Quiet
. Aboard Our Lost Ship
the Crew Wasn't Talking
They Were All Very Sick
*
*
I Jumped To The Porthole
Not Believing My Eyes
A 40 Foot Sailboat
Was Filling The Sky
*
Well When I Came Too
The Ship Was A Wreck,
With Quart Jugs,And Seamen
Sprawled Ail Over The Deck
*
On Cindy, On Lois
On Gertrude, On Mae
That Don't Sound Like No Reindeer
I Thought With Dismay
*
*
•
"On Bonnie, On Rubbie
On Suzy, On Jean
On Roxie, On Trixie
On Sweet Genevieve
*
So I Ran Down Below
Calling All Who Could Hear,
Someone Threw A Boot,
Caught Me Right On The Ear
*
I'm Cracking, I Thought
Or Dreaming, Or Both
But As I Lay Thinking
A Hearty Voice Spoke,
-k
*
And No One But Me
Could Remember That Night
Except That They Partyed
And Had A Big Fight
*
*
*
There Might Have Been Girls
It Was Decked Real Fancy
But Their Memory Was Hazy
With Pine Trees And Bright ^ight
And They Finally Decided
And 11 Cute Ladies
I Was Most Likely Crazy...
Dressed In Red And In White
W
*
And Out On The Bow
Just As Fat As Could Be
Stood St. Nick And An Elf
They Were Checking Our Lee
*
*
And Once They Decided
With The Wink Of An Eye
They Dropped To The Ocean
Right Out Of The Sky
*
*
I Ran Up The Stairwell
And Right Out On Deck
They Were Having Some Trouble
Making Fast To Our Wreck
*
*
*
And Now I Will Leave You
My Story Is Through
But Before I Get Going
Let Me Say This To You
4r
*
If You're Out On The Ocean
On That Night Of The Year
And Your Being Forgotten
Is Your One Biggest Fear
*
*
Just Remember Who's Coming
And You Will See I Was Right
Now Merry Christmas My Brother
And To All A Good Night.
*
So I Dropped Them A Laddder
And I Lowered A Line
And Pulled Up 4 Seabags
And 9 Cases Of Wine
December 1979 / LOG / 31
�•n
John Joseph Ciesielski, 63, joined
the Union in the port of Baltimore in
1956 sailing as an engineer and
-deckhand for the Charles H. Harper
Associates from 1968 to 1977.
Brother Ciesielski was a former
member of Engineer Local 25. He
was born in Baltimore and is a
resident of Talcott, W. Va.
Clifton Earl Phillips, 52, joined the
Union in the port of Norfolk in 1959
sailing as a barge captain for the
Chesapeake & Ohio Railroad from
1947 to 1979. Brother Phillips was a
former member of the Masters,
Mates and Pilots Union. He is a
veteran of the U.S. Navy in World
War 11. Boatman Phillips was born in
Newport News, Va. and is a resident
there.
Frank Hansen, 63, joined the
Union in the port of Philadelphia in
1961 sailing as a captain and pilotfor
McAllister Brothers in 1955 and for
the P.P. Martin Co. from 1956 to
1979. Brother Hansen was a former
member of the Masters, Mates and
Pilots Union and the NMU. He was
born in Philadelphia and is a resident
of Manahawkin, N.J.
Jeffrey J. Dekerlegand, 62, joined
the Union in the port of New Orleans
in 1977 sailing as a deckhand for
Radcliff Materials from 1969 to
1979. Brother Dekerlegand was born
in Arnaudville, La. and is a resident
there.
Carlos Maunel Luna, 62, joined
the SIU in 1947 in the port of
Baltimore sailing as a chief cook.
Brother Luna sailed 39 years. He was
born in Puerto Rico and is a resident
of Kenner, La.
Wilson Earl Dirlam, 66, joined the
Union in the port of Detroit in 1960
sailing as a fireman-watertender.
Brother Dirlam sailed 33 years. He
was born in Newark, N.J. and is a
resident of Jacksonville, Tex.
Ange-Michel Theodore Panagopoulos, 48, joined the SIU in the port
of New York in 1960 sailing as a chief
steward. Brother Panagopoulos
at one time "sailed under seven flags
in 26 years." He sailed 29 years.
Seafarer Panagopoulos attended the
Cooks and Stewards School, The
Netherlands and the Ecole des
Cuisinier and Hotelier, Lausanne,
Switzerland. He also graduated from
the Union's Chief Steward Recertification Program in 1963. In 1972, he
attended a Piney Point Educational
Conference and in 1971 he attended
HLS Workshop No. 2. A native of
Alexandria, Egypt, he is a natura
lized U.S. citizen and a resident of
East Marion, L.I., N.Y.
Peter Sibayan Mencias, 67, joined
the SIU in the port of San Francisco
in 1968 sailing as a chief cook.
Brother Mencias is a veteran of the
U.S. Military Sealift Transport
Service during World War II. He was
born in Pangasina, P.I. and is a
naturalized U.S. citizen. Seafarer
Mencias is a resident of San
Francisco.
Toivo Elmer Hoffren, 65, joined
the Union in the port of Buffalo, N.Y.
in 1959 sailing as a fireman-watertender. Brother Hoffren was born in
Wisconsin and is a resident of Maple,
Wise.
Dispitdm Renrl for Greit lakes
NOV. 1-29,1979
Algonac (Hdqs.)
32 / LOG / December 1979
Thomas Albert Jackson, 64, joined
the SIU in 1939 in the port of
Baltimore sailing as a chief steward.
Brother Jackson was born in Green
ville, S.C. and is a resident of
Baltimore.
Hugh Avery Williamson, 63,
joined the Union in the port of
Norfolk in 1961 sailing as an AB for
the M. Lee Hudgins Oil Co. from
1961 to 1972 and for the Curtis Bay
Towing Co. from 1972 to 1979.
Brother Williamson was born in
Hobucken, N.C. and is a resident of
Portsmouth, Va.
Anthony Howard Gentile, 58,
joined the Union in the port of
Baltimore in 1957 sailing as a captain
for Baker and Whiteley Co. from
1945 to 1977 and as a mate for the
Curtis Bay Towing Co. from 1977 to
1979. Brother Gentile is a former
member of the ILA. He attended the
1978 SIU Atlantic Coast Educational
Conference at the HLS in Piney
Point, Md. Born in Baltimore, he is a
resident there.
Irving Beecher Brown, 65, joined
the SIU in the port of San Francisco
in 1953 sailing as a fireman-watertender, AB and quartermaster.
Brother Brown is also a cable splicer.
He is a Piney Point upgrader and
attended the 1970 HLS Educational
Conference. Seafarer Brown is a
veteran of the U.S. Army during the
Korean War. Born in Paia Maui,
Hawaii, he is a resident of Seattle.
Rene Hidalgo, 66, joined the SIU
in the port of New Orleans in 1962
sailing as a chief cook. Brother
Hidalgo sailed 25 years. He was bom
in Youngsville, La. and is a resident
of Oberlin, La.
Henry Rosco Rice, 63, joined the
Union in the port of Philadelphia in
1957 sailing as an AB, mate, 200-mile
tugboat operator and 1st Class Pilot
for the C. G. Willis Towing Co. from
1956 to 1961 and for lOT from 1961
to 1979. Brother Rice sailed 42 years.
He was a former member of the ISU.
Boatman Rice was born in Lowland,
N.C. and is a resident there.
Laurie G. "Red" Lewis, 64, joined
the Union in the port of Norfolk
sailing as an engineer for the Carteret
Towing Co. from 1956 to 1979.
Brother Lewis is a veteran of the U.S.
Coast Guard in World War II. He
was born in North Carolina and is a
resident of Newport, N.C.
William Joseph Benish, 65, joined
the SIU in 1948 in the port of New
York sailing as a chief steward and
bartender. Brother Benish was born
in Spokane, Wash, and is a resident
of Seattle.
Jose Juan Antonio "Joe" Vigo, 65,
joined the SIU in the port of Tampa
in 1954 sailing as an OS and steward
utility. Brother Vigo was born in
Tampa and is a resident of Gretna,
La.
>
Anthony John Raymond, 56,
joined the Union in the port of
Baltimore in 1951 sailing as a
deckhand for the Baker-Whiteley
Towing Co. from 1954 to 1979.
Brother Raymond was a former
member of the NMU. He was born in
Baltimore and is a resident there.
Charlie Freeman Haywood, Sr.,
63, joined the Union in the port of
Norfolk in 1961 sailing as an engineer
for the McAllister Brothers from
1952 to 1979. Brother Haywood was
a former member of the United Mine
Workers Union from 1953 to 1961.
He was born in North Carolina and is
a resident of Virginia Beach, Va.
•'5^.
Alex R. Vasquez, 55, joined the
SIU in the port of Houston in 1955
sailing as a 3rd cook. Brother
Vasquez sailed 32 years. He is a
veteran of the U.S. Army in World
War H. A Texas native, he is a
resident of Houston.
*TOTAL REGISTERED
All Groups
Class A Class B Class C
34
9
3
TOTAL SHIPPED
All Groups
Class A Class B Class C
DECK DEPARTMENT
49
80
**REGISTERED ONBEACH
All Groups
Class A Class B Class C
2
22
12
7
0
24
20
12
0
10
2
4
0
2
18
74
69
103
46
69
ENGINE DEPARTMENT
Algonac (Hdqs.)
10
14
0
23
37
STEWARD DEPARTMENT
Algonac (Hdqs.)
1
5
3
12
29
ENTRY DEPARTMENT
Algonac (Hdqs.)
Totals All Departmente
16
61
90
US
9
15
0
84
0
146
•"Total Registered" means the number of men who actually registered for shipping at the port last month,
••"Registered on the Beach" means the total number of men registered at the port at the end of last mor^, *
�He's No James Bond, But This AB is Still A Hero
What seaman hasn't dreamed
of , being a hero? To do brave
deeds without getting your hair
messed up, to save a beautiful
woman from the clutches of the
villain, to fly faster than a
speeding bullet. It all seems so
much larger than life.
James Bond to the contrary,
heroic deeds are often the result
of ordinary, every-day behavior.
Sometimes doing one's job prop
erly can accomplish more than a
thousand grand gestures.
Just ask Anthony Aronica, value of doing one's job. So on
able seaman. On Christmas Day that lonely Christmas Day he
of 1978 he found himself standing forced himself to stand watch.
watch on the SIU manned Ponce, And while on duty he spotted
somewhere at sea off the Ba what appeared to be seaweed and
hamas. Christmas: not exactly a floating timber a half mile from
day that one relishes working. the ship.
Some people would just as soon
Closer inspection of the area
skip watch and quietly toast revealed that the floating timber
Santa Claus and his merry band was all that remained of a shrimp
of elves.
trawler which had been over
Aronica, however, is what turned. The crew was adrift
most oldtimers would call "good nearby in a small aluminum
people." He understands the skiff which was filled with water
and devoid of provisions. It is
unlikely that the three men in the
skiff could have lasted another
day.
A rescue operation was
launched and it was successful.
The entire crew was involved,
from the deckhands who
launched the lifeboat which
picked the men up, to the steward
department who fed the survivors
once they came onboard.
•
AB Tony Aronica (center) now on the dredge Sugar Island shows his Admiral of
the Ocean Sea Award (AGIOS) Mariner's Plaque for "outstanding seamanship in
rescue operations at sea." Tony was lookout on the SS Ponce (PRM) on
Christmas Day 1978 when he spotted marooned fishermen in a skiff from a
sunken fishing boat off the coast of Florida.
KNOW YOUR RIGHTS
'V
FINANCIAL REPORTS. The constitution of the SIU
AtVahtic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the menlbership by
tlie Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
idir
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively 'uy the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
But as Frank Drozak, Execu
tive Vice-President of the SIU,
noted in a letter of commenda
tion, the "initial cause of the
rescue" had been Aronica's keen
eye. Had the A.B. not done his
job properly, the three men
would never have been rescued.
Nearly a year has elapsed since
KNOW YOUR RIGHTS
iiiiiHiinuiniiiiiiiHiiiiiiiiiiiiiiiiiiiiiuiiiiiiuiiiiiiiiiiiiHiiiiiiiiiuiiiiiiiiiiiiii^
patrolman or other Union official, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
oflicer or member, it has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, I960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any oflicial capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
the incident. Recently, however,
Aronica was given an award by
the Admiral of the Ocean Seas
Committee. The award fs given to
those people whose heroism and
outstanding seamanship exem
plify the best the maritime
industry has to offer.
James Bond he's not. A hero,
he is.
Monies Due
The following Seafarers have
money due them from Sea Land for
subsistence. The checks can be
picked up at the Union hall in
Brooklyn. Ask for John Dwyer at
the counter.
D. SANTANA—SS# 068-48-7992
R. STOKES—SS# 227-20-4523
W. RAMIREZ—SS# 581-56-9799
A. ORITZ—SS# 095-18-6193
R. SUY—SS# 120-54-1098
P. T. HANSEN—SS# 116-48-5715
R. KAPLAN—SS# 131-38-4181
A. DRAGAZIS—SS# 099-44-3145
J. S. OCOT—SS# 153-62-2137
H. DAHBALI—SS# 126-46-2467
R. BRIGHT—SS# 225-36-1606
R. BRiADFORD—
SS# 212-40-7640
J. P. LASKY—SS# 094-20-3296
R. LYNCH—SS# 122-48-2213
L. PETRIK—SS# 556-84-4227
H. ALEIDAROOS
SS# 119-40-7818
KNOW YOUR RIGHTS
CONSTITUnONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights arc clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seaf arers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a
^er feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y. 11232.
December 1979 / LOG / 33
�'JV,:'/' 5
Pr^v/
The tug Howard H sits dockside In Long Beach awaiting a shipdocking call.
SlU Wilmington Port Agent Luigi lovino (seated right) discusses events aboard the
San Joaquin with the tug's Captain David Farris (left) and Engineer Tim Horger.
Shipdocking, Bunkering,
The Los Angeles Harbor area,
long a mainstay for deep-sea SIU
members, has recently become a
A couple of happy barge hands are tankerman Marshall Oatman (left) and lead
tankerman Jim Wilson....
This is Crowley's tug Catano which formerly saw
service in San Juan Harbor.
34 / LOG / December 1979
land of opportunity for SIU
Boatmen as well. The major
reason for this is the activities of
SlU-contracted Crowley Mari
time in this sunny Southern Cali
fornia port.
Crowley also has a booming
....and here is where they work, Crowley Towing's Barge #203. The barge is
loaded with 13,000 plus gallons of bunkers which will be used to fuel some thirsty
L.A. bound ship.
On board the Howard H w\lh SIU Port Agent Luigi lovino (left) are crewmembers (I. to r.) P.D. Bridgeforth cookBill Privette, A.B.; Henry P. Dobbs, engineer and Kenny Hunt, captain.
�An uncommon sight to most SiU tugboatmen is a vessel such as the San Joaquin, which is not a tug at all but a
pushboat. These vessels are everyday fare for SIU members who ply their trade on the inland waterways and
western rivers.
Joyd LaBeach, utilityman on the San Joaquin, has
3een with Crowley ever since graduating from the
tLSS in October of 1978. Here he's seen brushing up
)n politics.
Lig/ifering in Sunny LA.
I towing business between Flor
ida's eastern coast and Puerto
Rico. The company, has one of
the fastest growing inland fleets
I under the SIU banner.
Overall, Crowley's activities
have opened up 200 jobs for SIU
Boatmen in the company's tug
and barge fleet in Los Angeles.
Crowley's boats do shindocking
work, as well as bunkering ships
and lightering tankers offshore.
r
f^ate Nick Domangue (left) and Captain Beau Kelly guide the Sea Wolf as she
leaves port.
In the galley of the tug Catano are (I. to r.) Cook Chester Sodowski, Captain Joe
Tucker and Engineer Carl Voremkamp.
11 ' V •
n Iu
;s I ]
Piney Point grads Dan Schultz (left) and Ronnie Elmas, both tankermen, set the wheels in motion on Barge ff 76.
..
Capt. Beau Kelly checks his clearance as the Sea
Wolf gets ready to move away from Barge #76.
December 1979 / LOG / 35
�Pensioner Carl
os Casanova Mor
ales, 74, suc
cumbed in the
Hospital Ravia,
San Juan, P. R. on
Aug. 1. Brother
Morales joined
the SlU in 1939 in
the port of New York sailing as a bosun.
He sailed 55 years. Seafarer Morales
walked the picketlines in the 1961
Greater N. Y. Harbor strike and the 1962
Robin Line beef. A native of Humacao.
P.R., he was a resident of the Bronx,
N.Y. and Bayamon, P.R. Surviving are
a daughter, Mrs. Miriam Velarde of
Walkersville, Md. and a stepdaughter,
Mrs. Marta Bonefont of Bayamon,
Pensioner Har
ris Edwards Phil
lips, Sr., 63, died
of heart disease in
the University of
Southern
Ala
bama
Medical
Center, Mobile on
Oct, 17. Brother
Phillips joined the SlU in 1939 in the
port of Mobile sailing in the deck
department. He was born in Greens
boro, Ala. and was a resident of
Satsuma, Ala. Interment was in Mobile
Memorial Gardens Cemetery. Surviv
ing are his widow, Sarah; a son, Harris
Jr. and a daughter. Donna Jean.
Pensioner
Thomas Snow, 61,
died in Chula Vis
ta, Calif. On Sept.
13. Brother Snow
joined the SlU in
1947 in the port of
Boston sailing as
an AB and deck
delegate. He sailed 32 years. Seafarer
Snow was a veteran of the U.S. Marine
Corps in World War 11. Born in Boston,
he was a resident of Chula Vista and
Neponset, Mass. Cremation took place
in the La Vista Crematory, National
City, Calif, Surviving are his mother,
Kalherine of Neponset; a sister, Eleanor
of Dorchester, Mass, and a stepbrother,
John F, Ryan of Chula Vista.
Pensioner
James Mayo Tay
lor, 68, died of
cancer in the
Beaufort County
(N.C.) Hospital
on July 3. Brother
Taylor joined the
Union in the port
of Norfolk in 1960 sailing as a deckhand
for Southern Materials Co. from 1952
to 1956 and for GATCO from 1958 to
1971, He was a member of UMA from
1956 to 1960. Brother Taylor was born
in Bath, B.C. and was a resident there.
Burial was in Pamlico Memorial
Gardens Cemetery, Washington, D.C.
Surviving are his widow, Retha; two
sons, Carl and James; a daughter,
Dianna and three grandchildren.
36 / LOG / December 1979
Manuel Taitano
Taguacta, 50, suc
cumbed to bron
chopneumonia in
the San Francisco
USPHS Hospital
on Nov. 7, 1978.
Brother Taguacta
joined the SlU in
the port of Yokohama, Japan in 1969
sailing as a fireman-watertender. He
sailed 12 years. Seafarer Taguacta also
worked on the Sea-Land Shoregang in
Oakland, Calif. He was a veteran of the
U.S. Navy during the Korean War. A
native of Agana, Guam, he was a
resident there. Cremation took place in
the Rahia Crematory, Novato, Calif.
Surviving are three daughters. Sun Lee,
Jane Lee and June L.ee; his parents, Mr,
and Mrs, Jesus Taguacta of Guam and
two brothers, Jose of Agana and
Vincente of San Diego, Calif,
Edward Alfred
Wagner, 52, died
of natural causes
at sea aboard the
SS Tamara Guilden (Transport
Commercial) on
July 12 enroute to
the port of Phila
delphia. Brother Wagner joined the SIU
in that port in 1955 sailing as a bosun.
He was a graduate of the Union's
Maritime Advancement Program in
1965. Seafarer Wagner was a PFC
veteran of the U.S. Army during World
War H. A native of Philadelphia, he was
a resident there. Burial was at sea.
Surviving are his mother, Margaret; a
brother, William and a sister, Mrs.
Margaret Lattanzio, all of Phildelphia.
Emil C. Sivrldis,
43, died of heartlung failure in the
San Francisco VA
Medical Center on
Sept. 10. Brother
Sivridis joined the
Union in the port
of San Francisco
in 1968 sailing as a waiter for the Delta
Steamship Co. He graduated from the
Marine Cooks & Stewards Union
Training School, Pacific District, San
Francisco in 1968. Sivridis was born in
Varna, Bulgaria, was a naturalized U.S.
citizen and a resident of San Francisco.
Burial was in the Olivet Memorial Park
Cemetery, Colma, Calif. Surviving are a
stepson, Terrance K, West of Ft.
Clayton, Panama Canal Zone; a sister,
Mrs. Zafi Marinova and a niece, Violita
Marinova, both of Varna,
Leo Watts, 59, died on Apr. 10.
Brother Watts joined the SIU in the port
of New Orleans in 1951, sailing on the
Delta Line in 1965. He was a resident of
Livingston, La. Surviving are his
widow. Bertha; a daughter, Susan and
his parents, Mr. and Mrs. Fred M. and
Gertrude Watts of Livingston.
John Tulp Sr., 79, passed away on
July 12. Brother Tulp worked as a miller
for Galveston (Tex.) Wharves from
1950 to 1962. He was born in Chicago,
111. and was a resident of Texas City,
Tex. Surviving are a son, Michael and a
daughter, Mrs. Hazel Thomas, both of
Texas City.
Pensioner Wil
liam Vasillios
Kouzounas, 73,
passed away from
lung failure in Biddeford. Me. on
Aug. 21. Brother
' Kouzounas joined
the SIU in the port
of New York in 1962 sailing as a chief
steward. He sailed since 1952 and during
the Vietnam War. Seafarer Kouzounas
was born in Greece, was a naturalized
U.S. citizen and was a resident of Saco,
Me. Burial was in St. Demetrios
Cemetery, Saco. Surviving are his
widow, Venetia and a daughter, Venus.
Pensioner John
P. Stewart, 83,
succumbed to a
stroke in the Kenmore Mercy Hos
pital, Tonawanda,
N.Y. on Aug. 19.
Brother Stewart
joined the Union
in 1939 in the port of Buffalo, N.Y. sail
ing as a wheelsman for the Erie Sand
and Navigation Steamship Co. in 1959.
He sailed 37 years. Born in Scotland,
he was a resident of Kenmore, N.Y.
Interment was in the Mt. Olivet
Cemetery, Tonawanda. Surviving is a
daughter, Mary Ann.
Pensioner Hohert Brooks, 73, died of
a liver ailment in San Francisco on June
24. Brother Brooks joined the Union in
1946 in the port of San Francisco sailing
as a steward utility for the Pacific Far
East Line. He was born in Kentucky and
was a resident of San Francisco. Burial
was in the Woodlawn Memorial Park
Cemetery, Colma, Calif. Surviving are
two sisters, Mrs. Mary Bell of Dayton,
Ohio and Mrs. Wridder (Rita) Lewis of
Cincinnati, Ohio.
Pensioner Charles Chinn Jeong, 64,
died of heart failure in the San
Francisco USPHS Hospital on Sept. 27.
Brother Jeong joined the Union in 1935
in the port of San Francisco sailing as a
storeroom porter for the Matson Line.
He was born in Montana and was a
resident of Berkeley, Calif. Cremation
took place in the Mt. View Crematory,
Oakland, Calif, and his ashes were
scattered on the sea. Surviving are his
widow, Jane and a sister, Mrs. May Lee
of San Francisco.
Pensioner Joseph Kreis Meyers, 67,
succumbed to cancer in the Central
Gardens Convalescent Hospital, San
Francisco on June 30. Brother Meyers
joined the Union in 1934 in the port of
San Francisco sailing as a steward for
the American President Line in 1937.
He was a resident of San Francisco.
Cremation took place in the Reilly
Mortuary, San Francisco and burial
was in the Olivet Memorial Park
Cemetery, Colma, Calif.
Pensioner Michael Karl Burhart, 67,
died on Oct. 2. Brother Burhart joined
tlie Union in the port of New York in
1960 sailing as a deckhand for the
Baltimore & Ohio Railroad from 1929
to 1974. He was a union member since
1941. Boatman Burhart was a veteran of
the U.S. Army in World War 11. Born in
Adams, Mass., he was a resident of
Staten Island, N. Y. Surviving are his
widow, Gertrude and two sons, Michael
Jr. of Staten Island and John.
Pensioner Daw-,
son Calvin Lyj
nam, 65, died of a
hemorrhage in
Doctors Hospital,
Mobile on Oct. I0.|
Brother Lynan^
[ joined the SIU inj
1947 in the port o^
New York sailing as a chief cook. H^
sailed 40 years and attended the HLS in
Piney Point, Md. Seafarer Lynam was a'
veteran of the U.S. Coast Guard in
World War 11. Born in Monroe County,
Ala., he was a resident of Frisco City.
Ala. Interment was in the Union
Cemetery, Frisco City. Surviving is a
sister, Mrs. Maureen L. Baggett of
Monroeville, Ala.
Pensioner
Charles
Everett
Richley, 73, died
in the Paul Oliver
Memorial Hospi
tal, Frankfurt,
Mich, on Aug. 7.
Brother Richley
joined the Union
in the port of Frankfort in 1960 sailing
as an oiler. He sailed 44 years. Laker
Richley was a veteran of the U.S. Army
in World War 11. A native of Arcadia,
Mich., he was a resident of Lynn Haven,
Fla. and Elberta, Mich. Interment was
in the Gilmore Township Cemetery,
Benzie County, Mich. Surviving are his
widow, Delia of Pensacola, Fla. and a
brother, Frank of Elberta.
Pensioner Robert Bruce "Bob" Hunt,
67, died of heart-lung failure in the
Woodruff Community Hospital, Lakewood, Calif, on May 25. Brother Hunt
joined the SIU in 1947 in the port of
Galveston sailing as a chief steward. He
sailed 39 years. Seafarer Hunt received a
Union Personal Safety Award in I960
for sailing aboard an accident-free ship,
the SS Young America. Born in
Oklahoma, he was a resident of Long
Beach, Calif. Burial was in Forest Lawn
Memorial Park Cemetery, Cypress,
Calif. Surviving are two sisters, Mrs.
Lillian Mae Henry of Muskogee, Okla.
and Mrs. Alta Newman of Cypress.
Pensioner Michael Roche,69, suc
cumbed to cancer on Aug. 1. Brother
Roche joined the Union in the port of
New York in 1963 sailing as a mate on
the Tug Utica (Erie-Lackawanna Rail
road) from 1928 to 1975. He was a
former member of the Teamsters Union,
Local 518. Boatman Roche was born in
Ireland and was a naturalized U.S.
citizen. He was a resident of Union City,
N.J. Surviving are his widow, Anna; a
son, John and two daughters, Mary and
Anna.
William Harold Faison, 54, died at
the Sacred Heart Hospital, Pensacola,
Fla. on Apr. 20. Brother Faison Joined
the Union in the port of Mobile in 1972
sailing as an engineer for Radcliff
Materials from 1971 to 1979. In 1971, he
sailed on the company's Mj V Gobbler.
Boatman Faison was born in Andalusia,
Ala. and was a resident of Saraland,
Ala. Interment was in Mobile.
Surviving are two sons, Thomas of
University, Miss, and Richard of
Mobile; his parents, Mr. and Mrs.
Chester and Lula Faison of Mobile and
a sister, Mildred of Pensacoloa.
�Help
A
Friend
Deal
With
Alcoholism
Alcoholics don't have friends. Because a friend
wouldn't let another man blindly travel a course that has
to lead to the destruction of his health, his job and his
family. And that's where an alcoholic is headed.
Helping a fellow Seafarer who has a drinking problem
is just as easy-^and just as important—as steering a blind
man across a street. All you have to do is take that
Seafarer by the arm and guide him to the Union's
Alcoholic Rehabilitation Center in Valley Lee, Md.
Once he's there, an alcoholic SIU member will receive
the care and counseling he needs. And he'll get the
support of brother SIU members who are fighting the
same tough battle he is back to a healthy, productive
alcohol-free life.
The road back to sobriety is a long one for an alcoholic.
But because of ARC, an alcoholic SIU member doesn't
have to travel the distance alone. And by guiding a
brother Seafarer in the direction of the Rehab Center,
you'll be showing him that the first step back to recovery
is only an arm's length away.
Alcoholic Rehabilitation Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and counseling
records will be kept .strictly confidential, and that they will not be kept
anywhere except at The Center.
Name
Book No.
Address
(Street or RFD)
(City)
(State)
(Zip)
Telephone No. . . . ,
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, (301) 994-00JO
December 1979 / LOG / 37
�Charles Clausen
Stanley Sporna
Seafarer
Stanley Sporna,
25, graduated
from the HLS
Entry Trainee
Program in
1976. Brother
Sporna upgrad
ed to FOWT
there in 1978. He
has the CPR, firefighting and life
boat tickets. He lives in Mobile and
ships out of the port of New
Orleans.
Jose A. Gomez
Seafarer Jose
A. Gomez, 46,
sails as an AB
which he got in
the port of New
York. He has
the firefighting,
lifebqat (1974)
and C^fPR tick
ets. Brother
Gomez was born in Puerto Rico,
lives in Brooklyn, N.Y. and ships out
of the port of New York.
Wenscslaw Calderon
Seafarer
Wenscslaw
Calderon, 26, is
a graduate of the
Piney Point 3rd
Cook Program.
He upgraded to
FOWT there last
year. Brother
Calderon has the
firefighting, lifeboat and CPR en
dorsements. Born in New York City,
he ships out of the port of New York.
Seafarer
Charles Claus
en, 33, started
sailing with the
SIU in 1974. He
now sails on
LNG tankers.
Brother Clausen
earned
his
QMED, LNG
and welding endorsements at the
Harry Lundeberg School, Piney
Point, Md. He also has his cardio
pulmonary resuscitation (CPR)
training and his lifeboat and
firefighting tickets. Born in Rockville Center, L.I., N.Y., he lives in
Suffolk, Va. and ships out of theport
of New York.
Charles J. Gallagher
Seafarer
Charles J. Gal
lagher, 52, began
sailing with the
SIU in March
1967 as an elec
trician from the
port of New
lYork. Brother
I Gallagher served
in the U.S. Navy from 1945 to 1965.
He upgraded to FOWT and reefer
engineer in the port of New York.
And got his LNG and Marine Elec
trical Maintenance training at the
HLS. He has his firefighting, life
boat, first aid and CPR training. He
lives in Dumont, N.J. and ships out
of the port of New York.
John T. Rizzo
Seafarer John
Rizzo, 22, grad
uated from the
HLS in January
1978. He upgraded to
FOWT there in
April 1 978.
Brother Rizzo
I has the lifeboat,
firefighting and CPR endor<!cments.
A native of Bay Ridge, Brooklyn,
N. Y., he lives in and ships out of the
port of New York.
Bill Livanos Didn't Fiddle,
With His $10,000 Grant
Like lots of people, Vassilios
"Biir Livanos, son of Seafarer
John V. Livanos, has always
liked "fiddling around with
machinery."
"Since high school, I've always
liked taking things apart," Bill
says. "I liked tinkering around
with record players and I was
always fixing cars."
Bill Livanos is still fiddling
around with machinery. Only
today, he's a well-paid mechan
ical engineer.
A winner of the SIU's fouryear, $10,000 college scholarship
in 1973, Livanos attended Stev
ens Institute of Technology in
Hoboken, NJ.
If it hadn't been for the Union's
scholarship, Bill says his life
might now be very different. "The
scholarship came at a very good
time for me. It kind of helped me
make the decision to go to school
out-of-state," said Livanos,
who's from Brooklyn, New York.
In addition, because of the
$10,000 college grant, Bill was
able to pick one of the country's
top schools in his field.
Bill graduated from Stevens in
1977 and began a well-engineered
climb up the career ladder.
His first job was as a plant
engineer for Dupont Corp., in
Newark, N.J. "Basically," Liv
anos explains, "the job dealt with
troubleshooting—checking out
the design and insulation of
equipment used in manufactur
ing."
A year and a half later. Bill
took a plant engineer's job at
Union Carbide. And job number
three began just a few months ago
when Bill became a divisional
engineer with Matheson Gas
Products.
"I'm still doing basically the
same work," he said, "but I'm
Bill Livanos
doing it on a company-wide
instead of a plant-wide basis."
In his free time Livanos plays
tennis and racquet ball and he's
an amateur photographer as well.
"My photo interests are rather
broad," he says. "I do a lot of
scenery as well as portraits and
other things." Livanos also does
his own developing and printing
in the darkroom he shares with a
fellow shutterbug.
Along with everything else, Bill
is going to graduate school now,
studying for a Masters degree in
mechanical engineering at
Stevens.
Bill's father. Seafarer Johfi
Livanos, joined the SIU in the;
port of New York in 1947,
shipping in the deck department
Brother Livanos was born i^
Greece and he's been a seamati
since 1930.
Seafarer Livanos was "very
pleased" when Bill won the
Union's scholarship, according
to his son. And Brother Livanos
is surely proud of his son today;
Bill took advantage of the oppor
tunities that the SIU scholarship
program offers. And he parlayed
that opportunity into a top-notch
career.
(tot ^tautt
Notice to Members On Shippii^ Proceihire
^'heii throwing in for work dur
ing a job call at any SIU Hiring
Hall, nienibers must produce the
following:
• ineinbersbip certificate
• registration card
• clinic card
• seaman^s papers
• valid, up-to-date passport
In addition, when assigning a
job tbe dispatcher will comply
with tbe following Section 5, Sub
section 7 of tbe SIU Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
38 / LOG / December 1979
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
Come to HLS.
Upgrade to AB.
Course starts January 31
To enroll contact HLS or fill out the
application in this issue of the Log.
�Why Not Apply for an HLS Upgrading Course Now
HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION
(Piease Print)
Name.
Date of Birth,
(Last)
(First)
Mo./Day/Year
(Middle)
Address
(Street)
Telephone.
(City)
(State)
Deepsea Member •
Inland Waters Member •
'' Book Number
Upgrading Program: From
Port Presently
Registered ln_
Port Issued
Endorsement(s) or
License Now Held
Social Security #.
Entry Program: From.
Lakes Member •
Seniority.
Date Book
Was Issued.
Piney Point Graduate: • Yes
(Area Code)
(Zip Code)
No • (if yes. fill in below)
to
(dates attended)
Endorsement(s) or
License Received .
to.
(dates attended)
Do you hold a letter of completion for Lifeboat: • Yes
No Q
Firefighting: • Yes
No •
Dates Available for Training
1 /nill MII.C;iC701.C7U III UIO rUIIK^WIII^ V^UUI9C7\a/_
l_J Tankerman
• AB 12 Months
1_J AB Unlimited
n A3 Tugs & Tows
n AB Great Lakes
i I Quartermaster
• Towboat Operator
Western Rivers
• Towboat Operator Inland
• Towboat Operator Not
More than 200 Miles
• Towboat Operator (Over
200 Miles)
• Master
• Mate
U. Pilot
*
ENGINE
DECK
•
•
•
•
•
•
•
•
•
•
•
STEWARD
-
Q Assistant Cook
FWT
• Oiler
QMED - Any Rating
Others
Marine Electrical Maintenance
Pumproom Maintenance and
Operation
Automation
Maintenance of Shipboard
Refrigeration Systems
Diesel Engines
Assistant Engineer (Uninspected
Motor Vessel)
Chief Engineer (Uninspected
Motor Vessel)
n Cook & Baker
• Chief Cook
• Steward
• Towboat Inland Cook
ALL DEPARTMENTS
U LNG
n
•
Q
•
LNG Safety
Welding
Lifeboatman
Fire Fighting
...
RECORD OF EMPLOYMENT TIME —(Show only amount needed to upgrade in rating noted above or attach letter of service,
whichever is applicable.)
VESSEL
SIGNATURE
RATING HELD
DATE SHIPPED
DATE OF DISCHARGE
DATE
RETURN COMPLETED APPLICATION TO:
LUNDEBERG UPGRADING CENTER.
PINEY POINT. MD. 20674
December 1979 / LOG / 39
�LOG
9
NEW YEAR
RESOLUTION
Ilii<5 C!^
OffjcijI Publicition of Ihe Sejfarers Intcrrutional Union • Atlantic. Gulf, Lakes and Inland Waters District • AFL-CIO
DECEMBER 1979
WE NEED A SPACE IN WASHINGTON
300 A DAY IS ALL IT TAKES
Sign the SPAD check-off today.
'Il I II lull I I
�
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Seafarers Log Issues 1970-1979
Description
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Volumes XXXII-XLI of the Seafarers Log
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Paul Hall Maritime Library Microfilm 1939-1993
Publisher
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Seafarers International Union of North America
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December 1979
Description
An account of the resource
HEADLINES
SIU CREWS 3 MORE LNG’S FOR EL PASO
COMPANY REPLACES NORWEGIAN CREWS WITH SIU MEMBERS ON SONATRACH, CONSOLIDATED, PAUL KAYSER
SIU CREWS 3 MORE LNG’S FOR EL PASO
COMPANY REPLACES NORWEGIAN CREWS WITH SIU MEMBERS ON SONATRACH, CONSOLIDATED, PAUL KAYSER
LIFE IS JUST BEGINNING FOR PENSIONER TONY GENTILE
SEA-LAND CHRISTENS 2ND OF 12 DIESEL CONTAINERSHIPS
STATE OF LNG INDUSTRY IS HEALTHY, GROWING, SAFE
NEW VOCATIONAL EDUCATIONAL BUILDING OPENS
A TRIBUTE TO A LIFE OF HELPING OTHERS
NATIONAL DEFENSE DEMANDS BEEFED UP MERCHANT FLEET
MARAD LOOKING AT DEVELOPMENT OF ALL-PURPOSE CARGO VESSELS
HLS PRESIDENT PRESENTS VIEWS TO CONGRESS ON MARITIME EDUCATION TRAINING PROGRAMS
COURT LIFTS RESTRICTIONS ON REBUILDING LOCK #26
TT BROOKLYN GETS OK FOR ALASKA OIL TRADE
US MERCHANT FLEET HITS 23 MILLION TONS
MEANY
CARTER TO MULL NORTHERN TIER PIPELINE FOR 60 DAYS
SEATRAIN HEAD; FRIEND OF MARITIME JOSEPH KAHN DIES
BIAGGI BILL WOULD OVERHAUL ‘SEAMEN’S DOCUMENTATION’ LAWS
COAST GUARD ABOLISHES SHIPPING COMMISSIONERS
CRESCENT EXPANDS TO MOBILE
NAME OF THE GAME FOR 80’S IS -ENERGY
SIU CREWS PROVE BEST: 3 MORE LNGS THE REWARD
IT’S QUIET NOW, BUT WHAT AN AUGUST FOR DELTA QUEEN
ON DELTA MEXICO IT’S SEAFARIN’ AND LONGSHORE WORK
HE’S NO JAMES BOND, BUT THIS AB IS STILL A HERO
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
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12/1/1979
Format
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Newsprint
Type
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Text
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Vol. 41, No. 12
1979
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/efb0ff16f4094bdbc59167261ff63066.PDF
59cea6129443b5c6413549cca9650d48
PDF Text
Text
M
Trustees Make Use of USPHS Optional
Official Publication of the Seafarers international Union • Atlantic, Gulf. Lakes and Inland Waters District • AFL-CIO
iV
page 3
NOVEMBER 1979
Meany Passes the Gavel to Kirkiand
Page 5
AFr'Z>>(.CIO!
MTD
Biennial
Convention
special supplement
pages 17-24
Passenger
Ship Bill
Becomes Law
page 7
Carter Signs Maritime
Authorizations Bill
page 2
Liberian Flaggers Collide,
Burn off Galveston
page 8
�Carter Inks Maritime Appropriations Bill
A
Congressional bill that is
vital to the survival of the
U.S. merchant marine has been
signed into law by President
Carter.
The legislation, which Rep.
Paul McCloskey (R-Calif.) had
tried to sabotage is the Maritime
Appropriations Authorization
Act for Fiscal Year 1980.
In early November the House
and Senate passed the conference
committee report on the bill. In
the conference committee meet
ing, held in mid October, two
damaging McCloskey amend
ments had been defeated.
The first would have required
that manning scales on ships built
with subsidy be within 50 percent
of the minimum levels demanded
by the Coast Guard. However,
the Coast Guard does not recog
nize the steward department's
role in the safe operation of the
ship.
The "lobbying" amendment
would not allow subsidized
operators to consider as part of
[i:
their costs the monies given to
contractually established mari
time research organizations.
Both these damaging amend
ments had been passed when the
full bill was voted on in the House
of Representatives at the end of
July. They were not part of the
Senate version of the bill which
had been passed in late May.
Because of these amendments
and other differences in the
House and Senate bills, a con
ference committee met to resolve
the variations.
Happily, the maritime experi
ence of two legislators prevailed
in the conference committee and
the amendments were defeated.
The two. Rep. John Murphy,
(D-N.Y.) and Senator Daniel
Inouye (D-Hawaii), are long time
supporters of a strong U.S.
merchant marine.
The maritime appropriations
bill, which must be voted upon
every year, authorizes money for
the maritime industry as part of
the Merchant Marine Act.
ru
[p[fSii3lE)
0X0,
u
Paul Hall
LJ
Must Take Our Best Shot
^HE worst thing you can do in this business of ours is to
sit around and watch the world go by. The maritime busi
ness is too hard, too tough, too competitive for idleness.
Hesitant people and complacent organizations in our
world get pushed around and finally shuffled out the door.
It has always been my belief that to be successful in mari
time you have to look aggressively at the future. And most
importantly, you have to gamble.
When I say gamble, I don't mean pulling to an inside
straight. You take each issue as it comes, look at it intelligently
and then take your best shot.
We've done a lot of this kind of smart gambling in the
history of our Union. And although we've probably lost as
many as we've won, the victories we have pulled out have built
us a strong, sound, secure organization.
Most importantly, the ones we lost have not hurt us. Quite
the opposite. We are a better organization for these losses
because we have learned from them. And we are a prouder
organization because win, lose, or draw, we tried.
The most concrete example of a gamble that has paid off for
us recently is our LNG fleet.
SIU members are presently manning ten LNG vessels.
These ten ships represent the entire American-flag LNG fleet.
No one should be naive enough to think that we were lucky
to get these ships.
T
The appropriations for 1980
include the following:
• $101 million for the con
struction differential subsidy
(CDS) program;
• $256 million for the opera
tional differential subsidy (ODS)
program;
• $16 million for maritime
research and development;
• $31 million for maritime
education and training.
On the House floor, McClos
key had introduced an amend
ment that would have cut the
CDS appropriation by $69 mil
lion. His amendment was de
feated.
McCloskey was also defeated
on an amendment that would
have allowed foreign-built vessels
to receive ODS funds and prefer
ence cargoes now reserved ex
clusively for U.S.-built vessels.
Lakes Seafarers Get COLA Hike
Great Lakes SIU members
working under contracts with the
Great Lakes Assn. of Marine
Operators (GLAMO) and Kinsman
Lines received a 23 cents per hour
cost of living increase effective Nov.
1, 1979. This is the fourth and final
COLA for 1979.
Coupled with the previous wage
adjustments of 13 cents in March, 21
cents in May and 25 cents in August,
COLAs for Great Lakes Seafarers
totalled 82 cents per hour for the
1979 calendar year.
Under the terms of the SIU's
collective bargaining agreements
with GLAMO and Kinsman, as of
Jan. 1, 1980, the 82 cent add-on will
be rolled in and included in wage
rates effective at the New Year.
COLAs are based on increases in
the Consumer Price Index, which is
published quarterly. For each .3
point rise in the Index, Great Lakes
Seafarers receive a one cent per hour
add-on. The CPI for September rose
to 223.7. The next adjustment date
will be Jan. 1, 1980.
The fact is that years before any American company had
firmed up a program to build LNG ships, we were preparing
ourselves for the era of LNG—if it came to pass.
We invested a good deal of time, effort and money into
developing an educational program in Piney Point to turn out
qualified manpower for LNG ships. We had this program
ready and operational several years before the keel of an LNG
ship was laid in an American yard.
It was a calculated risk on our part. But it paid off for us in a
big way. We're already aboard 10 LNG's today. By 1990, we
may be aboard 40, 50 or even 60 of these vessels.
The LNG's were a tremendous breakthrough for us. But in
many other areas, the fights go on. For instance, we've
invested a lot of time and effort to win a fair oil cargo
preference bill for the U.S. merchant marine.
We've been fighting for this for 20 years. In 1974, we got the
bill as far as the President's desk. But v^'e were turned back by a
veto. In another round on oil cargo preference in 1977, the bill
was defeated in the House of Representatives. You can be sure
of one thing, we won't stop fighting until we have finally
brought it home.
The important thing to remember is that our setbacks on
cargo preference haven't hurt us as an organization. In fact,
they have helped us because they have made us more
determined than ever in our efforts in the area of political
action. This determination has helped us win many other
legislative battles we might otherwise have lost.
My point simply is that we have fought a lot of fights and
taken a lot of gambles. As an organization, we have never lost
a fight that we couldn't afford to lose.
At the same time, our victories have made us a strong
progressive Union—a Union with a real future, a Union that
the SIU membership can rely on and depend on.
It really all comes down to the willingness to work hard and
to commit your resources to viable, achievable goals.
We have always done this in the SIU. We've won some
fights and we've lost some too. But the bottom line is that we
wouldn't have achieved a thing unless we had tried.
Change of address cards on Form 3579 should be sent to Seafarers International Union. Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO 675 Fourth Ave
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No. 11, November 1979. (ISSN #0160-2047)
2 / LOG / November 1979
Brooklvn N Y
orooKiyn, IN.T.
�Major Breakthrough in Medical Benefits
T
HE Board of Trustees of
the Seafarers Welfare
Plan has voted a rule change
that establishes one of the
most important new benefits
ever implemented for Sea
farers and Boatmen repre
sented by the SIU.
The Board ruled that as of
Dec. 1, 1979, Seafarers and
Boatmen will have the op
tion of using either a USPHS
hospital or a private facility
for medical care.
The Trustees issued this
ruling at a meeting in New
York on Nov. 7, 1979.
Top quality health care
for those we represent has
always been a number one
priority of the SIU.
The Union has consis
tently monitored the quality
of care and availability of
services of USPHS hospi
tals.
As a result of these regylar
surveys, the Union found
that more and more Sea
farers and Boatmen lived in
areas removed from USPHS
facilities.
A number of months ago,
the Union embarked on a
complete and detailed study
of the situation.
INDEX
Legislative News
Carter Signs Marad
•
Authorizations Bill. ....Page 2
SIU in Washington ... Pages 9-10
Page 7
Passenger Ship Bill ..
Union News^.
Kirkland New AFL-CIO
Page 5
Head
President's Report ...
Headquarters Notes.. .. ..Page 7
Letters to Editor
Brotherhood in Action ...Page 36
...Page 16
At Sea-Ashore
Back Page
SPAD Checkoff
AFL-CIO Vows Action
Page 6
on Maritime
...Page
27
Great Lakes Picture ..
Inland Lines
Sea/orers, Boafmen Can Now Use Either
a USPHS Hospital Or a Private Hospital
Rule Change Goes Into Effect Dec. 1, 1979
When Using a Private Hospital Members
Will Receive Same Coverage as Their
Dependents Now Get Under
Seafarers Welfare Plan
This study showed conclu
sively that USPHS hospitals
alone are not adequate to
provide readily available
health care to our people.
The Union therefore rec
ommended to the Trustees
that the individual have a
choice to use either a
USPHS hospital or a private
hospital of their own choos
ing.
At their Nov. 7 meeting,
the Trustees concurred with
the Union's recommenda
tion.
The complete care Sea
farers and Boatmen now are
eligible for at every USPHS
hospital and clinic remains
the same.
If, however, you choose to
use a private facility instead
of USPHS, you will be
entitled to exactly the same
coverage your dependents
now receive under the Sea
farers Welfare Plan.
Any charges the Seafarers
Welfare Plan does not cover
are out-of-pocket expenses
which the individual who
uses a private hospital is
responsible for.
Because of the Trustees
ruling, you can now use a
private hospital of your
choice closer to your home,
if you want to.
If you do decide to use a
nearby private hospital you
receive exactly the same
coverage your dependents
now receive under the Sea
farers Welfare Plan. Any
charges above the maximum
allowable benefit, that is,
charges higher than the
amount paid by the Plan,
must he paid by you.
The Seafarers Welfare
Plan provides excellent, and
wideranging coverage. How
ever there will be some
instances when the Plan
does not cover all costs.
So, when using a private
hospital or clinic instead of a
USPHS facility, all members
are advised to check the
A Memorial to Seamen at USPHS
General News
Ship's Digest
Dispatcher's Reports;
,, Page 28
Great Lakes
Page 31
Inland Waters
Deep Sea
Training-Upgrading
"A" Seniority Upgrading .Page 26
Piney Point Grads — ...Page 38
Upgrading Schedule.. ...Page 12
Membership News
Page 32
New Pensioners
Page 37
Final Departures
Steward Recertification..Page 13
Bulk Fleet Shrinking .....Page 15
Special Features
MTD 1979
Convention
Pages 17-24
SIU Rep Johnny Dwyer (front left) is in back of a memorial dedicated to departed
American seamen on a visit to the Staten Island (N.Y.) USPHS Hospital with part of
a recent graduating Recertified Bosuns Program class. They are (front I. to r.) Ruel
Lawrence, Gary L Hoover and Freddie Goethe. Standing (I. to r.) are Vic Ardowski.
Jose A. Martinez. Richard Daly. William Davis. Dutch Keeffer and Doyle Ellette.
The memorial was dedicated recently as a tribute to America's merchant seamen
and boatmen. -
Seafarers Welfare Plan
booklet under Dependent's
Coverage to determine the
maximum allowable benefit.
In their ruling, the Board
of Trustees noted that the
greatly extended medical
coverage will be a major cost
item for the Seafarers Wel
fare Plan.
Therefore, as each new
SIU contract comes up, the
Union will be negotiating
with the employer for an
increased contribution rate
to the Seafarers Welfare
Plan. The increased em
ployer contributions to the
Welfare plan will fund the
broadened medical benefits.
By giving Seafarers and
Boatmen the option of using
either a USPHS facility or a
private facility, the Union is
making sure that those it
represents can get the medi
cal care they need no matter
where they live.
But the SIU encourages
all Seafarers and Boatmen
to continue using USPHS
hospitals and clinics when
ever possible. As they have
in the psist, the USPHS
network of health care
facilities will continue
tp provide eligible em
ployees with good medical
care, as well as complete
and total health coverage.
A New Dental Clinic
In San Francisco Is
Open for Seafarers
A new USPHS Hospital dental
clinic for seamen was opened last
month in San Francisco at the SIU
Medical Center, 40 Lansing St. close
to the Embarcadero and the former
MC&S hall at 350 Fremont St.
The improved dental services
would aid seafarers sailing on
today's fast turnaround ships get
quicker dental treatment than has
been possible in the past.
The clinic is staffed by a fulltime
USPHS Hospital dentist and dental
assistant from the facility's dental
department at 15th Avenue and
Lake Street.
It came about through recom
mendations of the year-old Seafar
ers Health Improvement Program
(SHIP) started by the USPHS'
Bureau of Medical Services and
participation of maritime unions,
employers and others responsible
for the health of Seafarers.
November 1979 / LOG / 3
�AFL-CIO Vows Action to Bolster US. Maritime
WASHINGTON, D.C.—At
its 13th Constitutional Conven
tion this month, the AFL-CIO
acted on more than 300 resolu
tions. Included were resolutions
supporting a strong U.S. mer
chant marine.
The main maritime resolution
passed by the delegates was
submitted by the AFL-CIO
Maritime Trades Department.
Noting that "the American
merchant marine is vital to our
nation's economic and military
security," the resolution pointed
out that "the maritime industry
stands today in the greatest
danger."
It noted that American-flag
vessels carry only five percent of
U.S. imports and exports. Also,
U.S. ships "carry less than two
percent of our critical bulk
trade."
Furthermore, the resolution
pointed out the plight of Ameri
can shipyards. Unless some
action is taken, it is likely that
America's "26 shipyards will be tional energy and minerals policy would be a case where the U.S.
that would include the U.S. has a treaty obligation.
decimated in the next five years
and will number only eight or merchant marine as an essential
The energy resolution also
component.
nine by 1984."
called for "greater shipment of
• A reaffirmation and imple domestic and foreign oil in U.S.The resolution stated that the
MTD "believes that the Admin mentation of the maritime pro flag tankers, which have a proven
istration's appointment of the gram outlined by President safety record," and "would
U.S. Maritime Administration as Carter in 1976. This would minimize losses due to accidents."
the chief spokesman for maritime include a national cargo policy to
The Executive Council's reso
affairs will have a significant assure the U.S.-flag merchant
impact on efforts to fully enforce marine a fair share of all types of lution on transportation further
called for American-flag vessels
existing laws aimed at supporting cargo.
• Revitalization of U.S.-flag to be the sole carriers of oil from
our maritime industry."
offshore transshippment vessels
It noted, however, that new passenger vessel service.
Other resolutions passed by to the U.S. mainland.
initiatives are necessary for the
revitalization of the U.S. mer the delegates contained sections
It also pointed out that U.S.
chant marine. Among them are: on the maritime industry. These shipping is not receiving the
• Promotion of bilateral ship sections included many of the proper protection provided to
ping agreements with America's points mentioned above. They other industries under the Trade
also included some other pro Act of 1974. "The anti-dumping
trading partners.
• Maintenance of a strong visions.
protection afforded to goodsFor instance, the AFL-CIO producers must be extended to
U.S. shipbuilding industry.
Executive Council's resolution the maritime industry," the
• Elimination of the Virgin
Island's loophole in the Jones on energy calls for opposition to resolution stated.
any sale of Alaskan oil to foreign
Act.
Further, the resolution said
• Initiation of incentives to nations. It also opposes any
rebuild the U.S.-flag dry-bulk barter agreements to exchange that merchant seamen should be
Alaskan oil for oil from a third covered by trade adjustment
fleet.
• Implementation of a na country. The only exception assistance.
Carter to AFL-CIO: Iran Will Be Held Responsible
WASHINGTON, D.C.—Pres
ident Jimmy Carter addressed
the AFL-CIO Convention on
Nov. 15 and the Iran crisis was
the main thing on his mind.
In his first major public speech
on the crisis. President Carter
said "the Iranian government and
its headquarters are fully respon
sible for the safety and well-being
of our representatives in Iran and
Tehran and they will be held
aecountable for that responsi
bility."
Carter also diseussed the
energy crunch and outlined past
achievements of his administra
tion as well as future goals.
Moreover, President Carter
paid tribute to George Meany
who, at 85, retired as president of
the AFL-CIO.
Talking about the man who
has headed the labor federation
since 1955, President Carter said,
"No American has fought harder
for economic justice for union
members and also for millions
who have never carried a union
card than your leader, George
Meany."
During Mr. Carter's tribute to
Meany and at the end, the
delegates rose for standing ova
tions.
When he spoke about the crisis
in Iran where Americans were
being held hostage. President
Carter's speech was frequently
interrupted by applause.
At the end of Carter's speech.
President Meany said, "I want to
say to you, Mr. President, every
4 / LOG / November 1979
President Carter addresses the delegates on the first day of the AFL-CIO Convention.
step you have 'taken on this
matter [Iran] to date deserves the
full approval of the American
people, and I am sure from the
response you got here this after
noon, without question your
actions on this matter have the
full approval of the American
trade union movement as repre
sented in this hall "
Talking about energy. Presi
dent Carter said that the crisis in
Iran points out how dangerous
"excessive dependence"^on for
eign oil can be. He said "as a
nation we have become depen
dent on the undependable and
addicted to the unaffordable."
The President said that be
cause of this danger he wants
phased decontrol of oil prices. In
this way he hop^s "to make
conservation pay, and to stimu
late domestic energy sources."
Carter pointed out that some
of the billions of dollars that pay
for foreign oil could be used in
the U.S. "to promote American
energy that Americans own and
control." He noted that this could
involve "hundreds of thousands
of jobs."
When President Carter entered
the Convention hall he was given
a standing ovation. He addressed
the delegates as "men and women .
of the greatest labor movement in
the world."
In outlining some of the
accomplishments of his admin
istration, Carter pointed out,
among other things, "a dramatic
breakthrough in minimum wage
law legislation." He also noted
that "we now have the greatest
number of our citizens employed
and the greatest percentage of
our labor force employed than
ever before in the history of the
United States."
Carter further pointed out that
there are things he still wants to
accomplish for workers, such as
labor law reform.
�George Meany Passes the Gavel to Kirkiand
Retiring AFL-CIO President George Meany raises his arms as the delegates give him a standing ovation at the Federation's Convention.
A
MID a deeply emo
tional ovation, George
Meany passed the gavel he
has wielded as AFL-CIO
president for the past quar
ter century to the new
president of the Federation,
Lane Kirkiand.
Delegates to the I3th
Biennial AFL-CIO Conven
tion rose to their feet in a
boisterous tribute as Meany
took the chair for the last
time on the morning of Nov.
19 and placed Kirkland's
name in nomination for
AFL-CIO president.
"Lane has a tremendous
wealth of experience in the
trade union movement,"
Meany said, noting that
Kirkiand had served in the
"top structure of the AFLCIO for the last 19 years.
"He is thoroughly dedi
cated to labor," Meany
continued, "he is a man of
great integrity. He has the
motivation and he has the
dedication. It is with great
personal pride that I place
him in nomination for
The Log will carry a
spec/a/ tribute to
George Meany in
our December issue.
President of the AFL-CIO."
Kirkiand, who had been
the AFL-CIO's SecretaryTreasurer since 1969, was
unanimously elected to the
Federation presidency. He
will serve a two-year term, as
will the newly-elected
Secretary - Treasurer
Thomas R. Donahue and
the 33 AFL-CIO vice
presidents who make up the
Federation's Executive
Council.
Following his election,
Kirkiand paid an eloquent
tribute to his predecessor.
"I cannot promise to
match, or even approxi
mate the record of achieve
ment of George Meany,"
Kirkiand told the delegates.
"But I am reassured by the
certain knowledge that
neither could anyone else
in our time."
'H can promise," he
pledged in a strong, clear
voice, "that I will give you
and the cause we share all
that I've got."
Kirkiand, whose nomina
tion was seconded by Teddy
Gleason, president of the
International Longshore
men's Assn., and by Robert
Lowen, president of Kirk
land's union, the Masters,
Mates & Pilots, said that his
abilities had been "enriched
by close association with...
many great figures of the
labor movement."
iand opened the Convention
floor to nominations for the
AFL-CIO's number two
spot, the Secretary-Trea
Singles Out Paul Hall
surer's job.
In addition to George Meany,
Thomas Reilly Donahue,
"one person in particular George Meany's executive
that I want to single out assistant since 1973, was
for special thanks is Paul unanimously elected to the
Hall, our senior Vice Pres
ident," Kirkiand said.
In brief remarks, Kirkiand
spelled out his personal
philosophy and clearly
indicated the direction he
planned to travel as head of
the 13.6 million member
Federation.
"All sinners belong in the
.church," he said. "All citizens
owe fealty to their country;
all workers belong in the
unions of their trade or
industry; and all true unions
belong in the AFL-CIO.
"It is a high privilege," he
added simply, "to be one of
this band of brothers and
sisters and to take over the
watch in your service."
Kirkiand wrapped up his
election acceptance speech
by charting the future course
of the AFL-CIO. *'Full
ahead," he said, borrowing
the lingo from his early
seafaring days. "Steady as
she goes."
In his first action as
Federation President Kirk
post.
Donahue, 51, was nomi
nated by George Hardy,
president of the Service
Employees International
Union and his nomination
was seconded by Harry Van
Arsdale of the New York
Central Labor Council.
For most of his 30 years in
the labor movement Dona
hue has worked in various
capacities in the Service
Employees union, first in
Local 32B, later as executive
secretary and first vice presi
dent of the International
union.
In 1967, Donahue served
a two-year term as U.S.
Assistant Secretary of Labor
for Labor Management Re
lations appointed by Presi
dent Lyndon B. Johnson.
Born in George Meany's
old stomping grounds of the
Bronx, N.Y., Donahue lives
in Washington, D.C., with
his wife Rachelle. He has a
son and a daughter from a
previous marriage.
November 1979 / LOG / 5
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Labor's New Top Man Started as a Seaman
L
ane Kirkland, who became
the second AFL-CIO presi
dent in the Federation's history
this month, has spent most of his
working life in organized labor.
George Meany's right-hand
man for the last 20 years and
AFL-CIO Secretary-Treasurer
for the past ten, Kirkland will
follow the course of his prede
cessor.
In fact, when asked recently by
a reporter what changes he would
make as AFL-CIO president,
Kirkland said bluntly: "I'm no
stranger coming into this house.
I've been here for quite awhile
and I've been a part of the policy
making structure."
"It would come with very little
grace from me," Kirkland con
tinued, "to suggest that I'm going
to have some ideas of throwing
over vast areas of policy or
programs that I was partly
responsible for."
Kirkland, who's 57, is well
acquainted with the problems
confronting organized labor
today, noting that they are
"reflections of problems of
society."
He pinpoints energy, full
employment and national health
as among the issues of key
concern to American working
people. He adds to the list the
growing trends of imported
foreign goods to the U.S. and
exported American jobs.
While Kirkland's battle plan to
combat those problems is closely
akirL-to Meany's, their styles are
their own. Meany has always
been the rough and tumble Bronx
plumber, Kirkland the eventempered Southern gentleman.
Joseph Lane Kirkland was
born on March 12, 1922 in
Camden, S.C., into a family of
cotton growers whose roots date
back to the American Revolu
tion.
Shipped During War
In 1942, he graduated with the
first class of the U.S. Merchant
Marine Academy at Kings Point
and began sailing as a member of
the Masters, Mates & Pilots on
ships carrying ammunition and
tanks to all major battle zones.
At the end of World War H,
Kirkland got his Masters license
but he never shipped as a captain,
deciding to go to college instead.
He is still a dues paying MM&P
member.
He attended Georgetown
University, training for a diplo
matic career. But when he
graduated in 1948 he accepted a
job as a researcher with the AF
of L and has been working in
organized labor ever since.
He served a stint as Director of
Research & Education for the
International Union of Operat
ing Engineers, leaving in 1960
when Meany named him as his
Executive Assistant. Kirkland
was elected AFL-CIO SecretaryTreasurer nine years later.
Living in a Washington, D.C.
suburb with his second wife,
Irena, Kirkland is the father of
five daughters from an earlier
marriage.
Kirkland, whose FDR-style
cigarette holder is as much a
trademark as Meany's everpresent cigar, commands respect
both inside and outside organ
ized labor. He is considered one
of the best speeehwriters in the
Federation, a view which was
shared by Adlai Stevenson who
Lane
Kirkland
Profile
drafted Kirkland as a speechwriter for both'his Presidential
campaigns.
Kirkland's skills as an able
negotiator are also well known.
During recent talks with the
Carter Administration he with
held organized labor's support
for the Administration's pay
restraint policy until he received
assurances that beefed up jobs
programs for American workers
would be forthcoming.
Like Meany, Kirkland's funda
mental commitment is to better
the lives of American working
people. He believes profoundly
that the AFL-CIO "represents
the best aspirations of the
working people of America."
"We are blessed," Kirkland
said, "and strengthened by one
piece of sure and certain knowl
edge: that there are no lost causes
for us; that the fight is never over;
that as long as we stand together
and the blood is in us, there can
be no final defeat on any
battleground."
The battleground for AFLCIO President Lane Kirkland is
different than the one on which
George Meany fought when he
became AFL-CIO President in
1954.
"Things are changing," said
SIU President Paul Hall, "and
they're going to change even
more. From the standpoint of
organized labor, we're going to
need all the intelligence and
common .sense we can get."
Senate's Windfall Profits Tax a Windfall for Big Oil
WINDFALL profits tax con
taining a number of highly
controversial loopholes has been re
ported out of the Senate Finance
Committee. If enacted, the bill
would further confuse this country's
already muddled national energy
policy. It would also enable the
major oil companies to reduce their
projected tax load by as much as
$375 billion over the next ten years.
The Senate action comes in the
aftermath of a decision by the
Administration to press for the
decontrol of oil. The Administration
had come to believe that decontrol
was essential if any progress was to
be made towards decreasing Ameri
can dependence on foreign sources
of energy.
The Administration's position on
oil decontrol has been opposed by a
number of labor and consumer
groups, including the AFL-CIO, on
the grounds that the average Ameri
can worker would be unfairly
burdened by the all but certain price
increase that would accompany such
a move.
The Administration had hoped to
A
6 / LOG / November 1979
pacify its critics by coupling decon
trol with the passage of an equitable
windfall profits tax. The bill that
was reported out of the Finance
Committee puts that strategy in
question.
Under the provisions of the
Senate bill, the oil companies would
pay only $138 billion in taxes as
compared to the $277 billion they
would pay if a recently passed House
windfall profits tax bill is adopted.
That represents a 50 percent savings
for the oil companies at a time when
they stand to reap as much as one
trillion dollars as a result of deregu
lation.
Not surprisingly, the Senate
action has been widely denounced,
especially by President Carter, who
has described it as amounting to a
"give-away" of public funds.
The Senate action represents a
major victory for the oil companies.
That victory can be traced to just
one thing: the extensive presence
that the oil industry maintains in
Washington.
A total of 350 companies of
varying sizes have created the
American Petroleum Institute, a
mammoth trade organization which
represents the interests of big,
medium and small oil on Capitol
Hill. The API has an annual budget
of $32 million which enables it to
employ over 400 people in the
Washington area alone. The organi
zation is just the tip of the iceberg.
Individual oil companies maintain
their own private legislative depart
ments which augment the political
activities of API.
Given the API budget, it is no
wonder that oil lobbyists are a
highly visible part of Washington
life, like the Washington Monu
ment. The Institute employs more
than ten full-time lobbyists who
constantly canvass the House and
Senate. They are backed by an army
of analysts and researchers who
draw up highly convincing, if biased
and self-serving, position papers
which somehow manage to capture
the fancy of Senators enamored with
the political activity fund that the oil
industry has at its disposal.
While the windfall profits bill is
not specifically a maritime issue, it
does merit attention, if only because
it serves as such a good example of
how the legislative process works.
Nothing is more important for a
Union or an industry than maintain
ing an effective political presence on
Capitol Hill. There is only one
reason why the windfall profits tax
bill was reported out of the Senate
Finance Committee. And that was
because the oil companies had the
wherewithall to make the Senators
on the Committee take notice of
their wishes.
For too many years we seamen
have relied on some vague belief that
justice inevitably triumphs. That is
true only on Sunday afternoons
when local t.v. stations rerun thirty
year old Westerns. Unfortunately,
justice has nothing to do with how
things get done on Capitol Hill. If it
were otherwise, the windfall profits
tax would never have been reported
out of the Senate Finance Commit
tee; if it were otherwise, this
country's merchant marine would
not have been allowed to deteriorate
so badly over the past thirty years.
�Hoadq uar1
4
by SIU Executive \ ice President
Frank Drozak
I ''HE ever-developing energy crisis seems to be getting uglier
X as time goes on. And the game-playing by some of the
world's oil suppliers has dangerous implications, both for the U.S.
and the entire world as well.
At the very least, rapidly escalating oil and energy costs, and the
uncertainty of future availability of energy supplies, has put new
demands on our nation.
The U.S. maritime industry feels the crunch as much as anyone
else, and is presently undergoing a major transformation as a result.
Seamen, forever the unsung heroes on the front lines, cannot
escape the new demands put on them—especially the demand to
learn new skills.
Consider, for example, the increased demand for liquified
natural gas (LNG) and LNG carriers. Just three years ago there
were no U.S.-flag LNG carriers in operation. Now there are ten
U.S.-flag LNG carriers. And that number will continue to grow.
For Seafarers, this sudden emergence of the LNG carrier has
special meaning: all of these ships are crewed by members of the
SIU.
With additional LNG ships planned, and no end in sight to the
- ultimate number of these ships that will fly the American flag, this
makes the time for LNG training and upgrading now.
But the demand for seamen with LNG training (that is, those
who have taken the course at the Harry Lundeberg School), is only
part of the great transformation taking place in our merchant
marine.
Of probably greater impact, as far as numbers of ships is
concerned, is the switch to diesel power. This is one very real way
for the shipping companies to combat the rising cost of fuel. And
the comp '.nies are wasting no time doing it, either.
In fact, one well-known line of fast cargo ships is already being
referred to as outdated, not for their speed or hauling capacity, but
for the simple fact that they are not diesel powered.
Call it a transformation, a revolution, or whatever you want. The
reality of the situation is that seamen with diesel training are much
in demand these days. And will be for some time to come.
So, too, are seamen with the skills to handle the new VLCC's and
ULCC's, and other types of modern vessels, in demand. Seafarers
will go abroad the new 390,000 dwt. ULCC UST Pacific next
month. And only those who have training and experience in
automation and pumproom maintenance and operation will get the
cargo handling jobs on the ship. Such was the case, as well, on the
previously launched VST Atlantic, and many other ships.
As the outmoded ships disappear from the seas, more and more
seamen with upgrading courses under their belts will be getting the
nod to go aboard the ships that take their place. And, by the same
token, those who do not upgrade and keep upgrading—will find
it more and more difficult to get beyond the end of the pier. .
The Harry Lundeberg School in Piney Point, Md. is already
drawing up the upgrading course schedule for next year. All the
courses you will need to get for jobs on the new ships will be offered.
So remember, brothers: the time to get in line for those LNG,
diesel, automation and other specialized upgrading courses, isA76>H'.
Bill Clears Way for Passenger Ship Revival
It's all over but the shouting.
The Senate, by voice vote,
adopted the House version of a
bill that would permit five
passenger ships to return to
active U.S. flag service by clarify
ing and waiving certain provi
sions in the Merchant Marine
Acts of 1920 and 1936.
The legislation now goes to the
desk of President Carter, who is
expected to sign it into law.
The vote follows several
months of intense work in
Washington by nearly every
segment of the maritimeindustry.
The Professional Touch
That's what graduates of the Marine Electrical
Maintenance Course have—the professional skills
to maintain electrical systems aboard ship. These
are the skills that mean more money and more
job security. They're the skills you get when you
take the Marine Electrical Maintenance Course.
So sign up no\v] Fill in the Application in this issue of
the Log or contact:
Harry Lundeberg School
Piney Point, Maryland 20674
(301) 994-0010
Course starts January 7
Few bills have enjoyed such a
broad range of support as this
one. Not one Senator or
Congressman voted against the
legislation in its final form.
The five ships affected by the
legislation are the Santa Rosa,
the Independence, the United
States, the Mariposa, and the
Monterey.
The original Senate version of
the bill failed to make mention of
either the Mariposa or the
Monterey. Apparently, however,
the Senate re-evaluated its
position after the House of
Representatives voted 405-0 on
\eg\s\ation whvcVv iticVuded iHosc
two ships.
The legislation is expected to
provide badly needed jobs for
American workers employed in
the various segments of the
maritime industry: at sea, in the
shipyards, and in allied and
supportive industries. Moreover,
it will hopefully lead to the
revival of a grand old American
tradition, the pleasure cruise
industry, which had fallen on
hard times.
Notice to Members On Shipping Procedure
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
November 1979 / LOG / 7
<•3
�Liberian Freighter Rams Liberian Tanker off Texas
More than 30 seamen were
believed dead and 120 miles of
Texas coastline was scarred by oil
which drifted shoreward after a
Liberian-registered freighter col
lided with a Liberian tanker in
the pre-dawn hours of Nov, 1.
The Burmah Agate, laden with
16.8 million gallons of light crude
was rammed in her midsection by
the freighter Mimosa as the
tanker lay at anchor four miles
outside the entrance to the Bay of
Galveston. All but four of the
tanker's crew were missing and
presumed dead. The 27 man crew
of the Mimosa was helicoptered
to safety.
The Burmah Agate burst into
flames on impact and a score of
Coast Guard and commercial
fireboats were unable to control
the blaze which was visible in
Houston, 50 miles away.
Ten days after the accident the
tanker was still burning and
still spewing oil into the Gulf threatening offshore oil rigs. J
When the Mimosa i'lmWy
of Mexico. A series of explosions
and the intensity of the fire stopped after her screws got
hampered efforts to extinguish tangled up in a line, the Coast
the blaze as well as the search for Guard was able to land a heli
copter on her deck and extin
the missing crewmen.
Firefighters said they planned guish the fire on her bridge.
Despite heavy seas on the
to let the blaze burn itself out, a
process which could take until morning of Nov. I, the National
Weather Center in Galveston
mid-December.
The collision is being called the reported clear weather and the
worst tanker accident since 83 Coast Guard was unable to
pinpoint a reason for the acci
were lost when a Liberian tanker
dent. Since the collision occurred
and a British cargo ship collided
off Buenos Aries in 1972. But as outside the three-mile territorial
bad as it was, the Burmah limit of the U.S., the agency has
no authority to investigate the
Agate I Mimosa accident could
collision.
have been worse.
But the incident is another
After the two vessels collided,
the Mimosa's Taiwanese crew . tragic reminder of the threat to
abandoned the freighter, which life and the environment posed
by unsafe, unreliable "flag-ofwas outbound from Houston,
and she ran out of control for 24 convenience" vessels manned by
hours. The vessel careened in a
circle around a Gulf of Mexico
oilfield at full right rudder.
improperly trained crews.
In addition to the loss of life
the collision made a major clean
up operation on Texas beaches
necessary and threatened off
shore marine life in the area.
The incident also fueled the
fears of many Galveston-area
residents over a proposal to build
a deepwater oil terminal on
nearby Pelican Island.
A spokesman for a group
called "Stop Terminal on Pelican"
(STOP) which has been lobbying
against construction of the multimillion dollar superport said "the
explosion of a supertanker would
pose an infinitely worse disaster,"
than the Burmah Agate had
caused.
Galveston residents will decide
whether to green-light the project
in an upcoming referendum.
it Ain't the Same Old Job
"I he Liberian \anke^ Burmah Agata smolders after her collision with the Liberian
freighter Mimosa five miles outside of Galveston Bay.
So the
Same Old Skills
Won't do
Get the skills to get ahead in today's merchant marine.
Get your AB Ticket at HLS.
Contact HLS or fill out the application in this issue of the Log.
Course starts January 3
8 / LOG / November 1979
SlU Opposed to Cool Slurry Pipeline Bill
Legislation authorizing construc
tion of coal slurry pipelines has been
passed by the Interior Committee of
the House of Representatives.
Called the Coal Pipeline Act, the
bill has been numbered H.R. 4370.
As with the Coal Slurry Pipeline
bill that was defeated in the last
Congress a year ago, the SIU is
opposed to this current legislation.
The Union feels that existing
modes of transportation, particu
larly towboats and barges, are the
best way to move the coal.
There are provisions in the
present bill, however, that concern
competing modes of transportation.
These provisions would supposedly
protect other means of transporta
tion from the adverse effects of
pipeline competition.
The bill was passed by the Interior
Committee by a vote of 24 to 14. It
must now go to the House Public
Works Committee.
�ttl ni
Sc;ifarcrs International Union of North America. AFL-CIO
November 1979
i^'gislative. Atlministrative and Regiilatorv Happenings
MARAD Authorization; Passenger Ship Bills Signed by President
Two important maritime bills were signed
this month by President Carter after being
passed by both houses of Congress.
Passenger Ships (PL 96-111)
The Senate by a voice vote on November 1
agreed to the House amendments to S. 1281
which provides for the operation of five
U.S.-flag ships in the domestic cruise and
passenger service of the United States. The
five ships are: S.S. United States; S.S.
Oceanic Independence; S.S. Santa Rosa;
S.S. Monterey; and S.S. Mariposa.
The House had passed the passenger ship
legislation on October 30 by a vote of 405-0.
President Carter put his signature to the
bill on November 15, and thereby opened
the way for what is hoped will be the
revitalization of the U.S.-flag passenger
.service throughout the world.
Maritime Appropriations (PL 96-112)
On November 16, President Carter signed
the Maritime Appropriations Authorization
Act for 1980. It was a long struggle to get this
important enabling legislation through the
House. A number of potentially crippling
amendments which were sponsored by
opponents of a strong U.S.-flag merchant
fleet had to be beaten down before an
Russia Expected
To Buy A Record
U.S. Grain Import
The U.S. Department of Agriculture has
authorized the purchase by the Soviet Union
of up to 25 million tons of grain this year.
The Soviets, facing an extremely poor
harvest, are expected to purchase between
20 and 22 million tons.
Last year, during a bumper grain harvest,
the Soviets imported more than 15 million
tons of grain from the United States. The
Agriculture Department in announcing this
new supply level has stated that the 25
million tons take into account current U.S.
supplies and export availabilities.
Under the terms of the bilateral trade
agreement negotiated with the Soviets four
years ago, one-third of the grain cargo is
reserved for carriage aboard U.S.-flag ships.
This year is the fourth of a five-year
bilateral agreement. The Soviets must
purchase a minimum of six millions tons—
half wheat, half corn - of grain annually.
In October, the United States and the
Soviet Union agreed to a new freight rate
formula for U.S.-flag vessels carrying grain
to the Soviet Union. Under the new formula,
the U.S.-flag charter rate will be determined
by applying an agreed upon index ratio to
the monthly average charter rate for the U.S.
Gulf to Holland—Belgium grain
trade
published in the Daily Freight Register, a
British publication.
The United States and the Soviet Union
also agreed to set minimum charter rates for
U.S.-flag vessels at $25 per ton. Tbis formula
will be in effect during calendar year 1980.
acceptable authorization bill could be
adopted.
The House finally, on November 2, agreed
to the compromise which had been reached
in conference with the Senate Merchant
Marine Committee. The Senate also
approved the conference report on Novem
ber 5.
During the House/Senate conference,
this is what took place in part:
1. House conference voted to strike from
the bill an amendment which would
have prohibited construction differen
tial subsidy funds for vessels having a
subsidized manning level 50 percent
greater than that deemed necessary by
the Coast Guard for the safe operation
of the vessel.
2. House conference agreed to strike
from the bill an amendment which
would have prohibited the payment of
operating differential subsidy funds to
an operator for costs associated with
contributions to organizations en
gaged in legislative activities.
3. Senate conferees agreed to an amend
ment which would allow an operator to
utilize its own foreign-built U.S.-flag
vessels to transport merchandise in
containers between points within the
coastwise laws as part of a foreign trade
movement.
As agreed to by the conferees, the
legislation authorizes: $101 million for the
construction differential subsidy program;
$256.2 million for the operating differential
subsidy program; $16.3 million for research
and development; $25.6 million for mari
time education and training expen.ses and
$35.5 million for Maritime Administration
operating expenses.
Alaska Lands Bill Wins Committee Approval
On October 30, the Senate Energy and
Natural Resources Committee moved the
Alaska lands bill closer to enactment with
the approval of compromise language more
favorable to land development. Earlier this
year, the House of Representatives by a vote
of 268 to 157 approved a bill setting aside 67
million acres of land as wilderness which
would be closed to development.
The Senate bill would change the
boundaries of the protected area in the
Misty Fiords to permit the mining of a large
molybdenum deposit. The issue is important
to mining interests in the State of Alaska as
it would represent the first case of the lands
bill forbidding a mining operation.
The Senate bill also would permit a fiveyear study period to determine whether
there are large oil and gas deposits in the
Arctic Wildlife Range. After the study, the
Congress would then make the final decision
on whether to go ahead with development.
The Senate bill must now be considered
on the Senate floor.
SIU Bosuns Come
to Washington
For Maritime Legislation
View
The SIU Bosun is a key man aboard ship in more
ways than one In addition to being tho most
expcrioncod sealaror, ho is also tho Union's chief
roprosontativo at sea For this reason, it is imperative
that he be as woll-informod on all matters affecting
tho membership as is possible
As a part of the vSIU's on-going educational
progiaiTis. groups of SIU bosuns come to Washing
ton for briefings on their Union'o legislative and
political action programs. By coming to where the
action IS, and meeting with the SIU representalives
who deal with Congress and tho Federal agencies on
a daily basis, our Union members get a first-hand
look at their Union at work in Washington.
Earlier this month. 14 more SIU bosuns came to
Washington where they met with officials of the
Transportation Institute, tho AFL-CIO fvlaritime
Trades Department, and tho SIU Legislative and
Political Action Department, They also toured the
Capitol whore they fiad their photos taken. With them
on their tour were Betty Rocker, SIU Washington
representative, and Joe Wall. Lundeberg School
Industrial Relations Department instructor.
Seen here on the steps of the Capitol are James
Todd. Frank Bona. Gerald Corelli. Aden Ezell Jr..
James Camp. William J Smith. Romolo DeVirgileo.
Orlando Hernandez, B R. Kitchens, John P,
Chermesino. Patrick tvl. Hawker. Marvin McDuffie.
Richard Gibbons and Joe Morrison, along with Ms.
Rocker and Joe Wall.
November 1979 / LOG / 9
�Maritime Industry
News
(El)c 5U\ in Uinsljimiton
J
Ocean Mining Bill
Stalled in House
Legislation which would promote a new
and economically valuable industry is
stalled in Congress because of the narrow
view of the U.S. State Department. The
bill which would provide the incentives
necessary for American industry to invest in
ocean mining ventures- has already been
endorsed by a number of committees in both
the House and Senate.
Earlier this month. Si UNA Vice Presi
dent John Yarmola testified before the
House Foreign Affairs Committee to urge
affirmative action on the Deep Seabed Hard
Mineral Resources Act. The legislation had
already been given approval by the House
Merchant Marine & Fisheries Committee,
the House Interior and Insular Affairs
Committee, and the House Ways and Means
Committee.
As it now stands, the bill would require
that:
• Ocean mining and processing vessels be
documented under the laws of the
United States and
• At least one ore transport vessel per
mining site be documented under the
laws of the United Slates.
On the Agenda in
Congress...
The countdown toward the end of this
first session of the 96th Congress continues
while a number of maritime-related bills are
still unresolved. Here is a rundown on what
is still in the legislative hopper up on Capitol
hill.
• Omnibus Maritime Bill. The Merchant
Marine committee in the House is continu
ing hearings on H.R. 4769, the so-called
Om.nibus Maritime Bill. This legislation was
introduced some months back as a joint
effort by the Committee Chairman, Rep.
John Murphy (D-NY), and the Committee
Minority Leader, Rep. Paul McCloskey(RCA), to rewrite and update U.S. laws
regulating the maritime industry. Earlier this
month, hearings were held in New York.
Other hearings have taken place in San
Francisco. It is expected that hearings on
this legislation will continue well into 1980
before consensus among the many and
varied economic interests is reached, and a
final language is framed to include the needs
of these varied interests.
• Railroad Deregulation. This legislation
has slowed down. A hearing was held earlier
this month before the Senate Commerce
Science and Transportation Committee.
The maritime industry is opposing any
unrestricted deregulation of the railroads
because of their history of misusing their
economic leverage to the detriment of the
inland waterways industry.
SlUNA Vice President John Yarmola testifies at hearings on ocean mining legislation,
According to Yarmola. these U.S.-flag
provisions would:
Permit U.S. enforcement of environ
mental and safety standards during
exploration and reco\ery operations.
Reduce U.S. dependence on foreignHag vessels for the transportation of
strategic materials essential to the
nation's industrial growth and defense
requirements.
Stimulate the growth (d" U.S.-flag dry
Committee is continuing hearings on two
bills proposing construction of coal slurry
pipelines. The two bills are H.R. 4370 and
H.R. 4632.
• Maritime Education. The Merchant
Marine & Fisheries Committee set up an Ad
Hoc Committee on Maritime Education and
Training last year to take an overall look at
the strengths and weaknesses of various
training programs for the men and women in
the U.S. merchant marine. In addition to the
U.S. Maritime Academy at Kings Point, and
the several state-run maritime academies,
the House Committee is also examining the
programs of the various maritime unions.
Two more hearings by this committee are
now scheduled for Dec. 6 and 11. Hazel
Brown, president of the Harry Lundeberg
School in Piney Point will testify at the
hearing on Dec. 11.
• Refinery Development.
The Energy
bulk fleet.
In his concluding remarks, Yarmola
noted that theSenateCommittees on Energy
and Natural Resources, Commerce, Science
and Transportation, Foreign Relations,
Environment and Public Works, and
Finance, which reported ocean mining
legislation favorably, "all demonstrated
strong support of U.S. documentation
provisions, concluding that such require
ments are clearlv in the national interest."
Regulation Subcommittee of the Senate
Natural Resources Committee is continuing
hearings on S. 1684, the Domestic Refinery
Development and Improvement Act. Sen. J.
Bennett Johnston (D-LA) is chairman of the
committee.
•"'1
• Shipping Act Amendments. The
Merchant Marine and Tourism Subcom
mittee of the Senate Commerce, Science and
Transportation Committee will continue
hearings on legislation which would
amend the Shipping Act. Three bills are
being considered by the Senate committee:
S. 1460 which would establish a cooperative
shippers' council; S. 1462 which would
regulate certain shippers' agreements as they
relate to U.S. foreign commerce; and S. 1463
which would extend anti-trust exemption to
include intermediate transport agreements.
The hearings are being conducted by Sen.
Daniel K. Inouye (D-Hawaii).
SPAD is the SIU's political fund and our political arm in
Washington, D.C. The SIU asks for and acccpta voluntary
contributions only. The Union uses the money donated to
SFAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress. T hese are issues that have
a direct impact on the jobs and job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The SIU urges its members to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
all w ithout fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purcha.se from the EEC
in Washington, D.C.
• Coal Slurry Pipelines. The Surface
Transportation Subcommittee of the House
Public Works and Transportation
10 / LOG / November 1979
•
�Theodore R. Goodmen
Bobbie W. Stearns, Jr.
Frank S. Paylor
Marvin E. Garrison
Baker's Dozen (-1) in
Steward Recert Class
T
.
Howard F. Clark
f1
0'' liVf-'"
HE SIU realizes the utmost
importance of the steward
department. That's why the
Union initiated the Steward
Recertification Program. That's
also why we are preparing and
will soon be announcing a new
program for the entire depart
ment.
The SIU wants to encourage
more Seafarers to make their
careers in the steward depart
ment. There are more and more
shipping opportunities opening
up in the Union. But not enough
Seafarers are filling the steward
department slots.
Henry Jones, Jr.
Twelve Seafarers who are
taking advantage of expanded
opportunities are currently at the
Harry Lundeberg School in
Piney Point, Md. They are
participating in the second class
of the Steward Recertification
Program. This two-month Pro
gram was started on Sept. 3 and
the first class graduated at the
November membership meeting
in New York. The Program
consists of six weeks at HLS and
two weeks at Union Head
quarters.
During 1980 there will be a
minimum of six classes and there
may be as many as eight.
While at HLS the stewards
learn to sharpen their consider
able skills. They receive training
in such things as typing and
planning balanced menus. They
also receive first aid training. At
Headquarters they learn about
the various departments, such as,
contract, welfare, and pension.
This knowledge will help them
in today's maritime world. It will
help them deal with the tech
nology aboard our modern ships
and it will give them a better
understanding of their Union and
their benefit plans. This type of
knowledge can be passed on to
other Union brothers.
.Any eligible steward who has
not already done so, should apply
for this Program as soon as
possible.
X
Hernelf E. Edwards
Sherman L. Jarman
f.v •
Michael Haukland
Stig Ehrnlund
Don Collins
t "
Charlie Shirah
November 1979 / LOG / 11
�N,Y. Port Council Opposes Bill
Reducing Crew
Standards in Offshore Work
The Maritime Port Council of
Greater New York and Vicinity
voted unanimously to pass a resolu
tion opposing the provisions of HR
5164 that would "reduce the compe
tence and experience required on
U.S. flag tugs and offshore supply
boats."
The New York Port Council, one
of 29 such councils under the
umbrella of the AFL-CIO Maritime
Trades Department, took this
action on Oct. 26, 1979.
Frank Drozak, Vice President of
SlU Exec. Vice President Frank Drozak
serves as vice president of the Greater now
York Port Council of the AFL-CIO Maritime
Trades Department,
the New York Port Council and
executive vice president of the SIU
along with SIU New York Port
Agent Jack Caffey introduced the
resolution on H.R. 5164. If passed,
the bill would have a detrimental
effect on the safe operation of tugs
and other small vessels.
The proposed manning require
ments in H.R. 5164 stem from the
greed of the offshore oil and gas
industry based in the Gulf of
Mexico. This industry is already
operating under Coast Guard in
spection and manning requirements
that are substandard to the rest of
the U.S. maritime industry.
Poor working conditions, inade
quate compensation and lack of
advancement opportunities have
created a manpower shortage in the
offshore field in the Gulf. Represen
tatives of the industry have pro
posed reductions in service require
ments for crew ratings and the
elimination of some skilled members
of the crew.
The New York Port Council, in
condemning these proposals,
charged H.R. 5164 as "special in
terest legislation that would wipe
out effective manning requirements
for the offshore oil and gas industry.
It would reduce the level of profes
sionalism on all small U.S. vessels
and raise the dangers of accidents
and injuries" in all U.S. ports.
Jobless Rate Climbs to 6%
In Weakening Economy
WASHINGTON, D.C.—The na
tion's unemployment rate last
month rose to 6 percent from Sep
tember's 5.8 percent reflecting a
decline in the number of Jobs
available. Job losses among indus
trial workers, particularly black
workers and adult women workers
produced the increase in the job
less rate.
U.S. Commerce Department
economist William Cox said en
trants into the country's labor force
have had good luck finding service
sector jobs in the wholesale and
retail trades in the last six months.
The transportation industry also
posted job gains. However, two
indicators of future job market
trends, factory hours and overtime,
remained unchanged.
Overall, as the job market sent out
mixed signals in October, BrooJcings
Insth'''"on economist Arthur M.
Okun said that the latest employ
ment and unemployment figures
suggest that the economy was still
not in the expected recession.
The U.S. Labor Department's
Bureau of Labor Statistics (BLS)
Commissioner Janet 1.. Norwood
told the Joint Economics Commit
tee Congress that while the jobless
12 / LOG / November 1979
rate has held at between 5.6 percent
to 6 percent for the past 14 months,
the data on unemployment "reflect a
clear slowdown in the rate of
employment growth."
BLS reported that total employ
ment slipped down by 220,000 last
month to 97.3 million employed out
of a workforce of 103.5 million.
Those unemployed rose by 197,000
to 6.2 million not working in
October.
AFL-CIO Research Director
Rudy Oswald also suggested that the
unemployment conditions would
get steadily worse. He said that
different BLS employment figures
from two surveys indicated that
many more workers were holding
down a second job to cope with
inflation and the zooming cost of
living.
Most of the jump in joblessness
occurred among persons who had
lost their jobs rather than those
newly entering the labor market.
Black joblessness rose sharply last
month to 11.7 percent from Septem
ber's 10.6 percent.
Women's jobless rate went up to
5.8 percent from 5.5 percent. Adult
men's unemployment went up to 4.3
percent from 4.2 percent.
ADING
It builds your future
It builds your security
LNG—January 7
QMED—January 3
FOWT-January 17
Marine Electrical Maintenance—January 7
Diesel Engines—January 7
Towboat Operator—January 21
AB—January 3
Lifeboatman—January 3, 17, 31
Tankerman—January 3, 17, 31
T! Tovvbcat Operator Scholarship—January 7
Assistant Cook—throughout January
Cook and Baker—throughout January
Chief Cook—throughout January
Steward—throughout January
To enroll, contact:
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301)994-0010
(An upgrading application is in this issue of the Log.
Fill it out and mail it today!)
UPGRADING
It pnys
Do It Now!
�HISS Launches Correspondence Course for Math
Attention Seafarers and Boat
The study materials and work
If you are interested in im
Academic Education
men; The* staff at HLS has
sheets make fractions and deci proving your skills in the area of
Department
developed a new program just for
mals very simple. You can im fractions and decimals, write to
Attention: Math Department
you. The course is set up so that
prove your skills and learn how the following address and tell
Harry Lundeberg School
you can work on the materials
to put fractions and decimals to them what program you want to
Piney Point, Maryland 20674
while you are aboard a vessel.
your best everyday use.
take. Fractions or Decimals.
The clas^ is a correspondence
course. You can write to the
Lundeberg School and get all the ^
Cleveland Port Agent George deep sea voyages on two tankers, the
items you need to begin. You can
Telegadas, 47, retired from the SIU SS Titan and the SS Mount
work at your own speed and do as
recently due to poor health.
Whitney.
much as you want at any one
Brother Telegadas joined the
Telegadas is a veteran of the U.S.
time.
Union in 1960 in the port of Detroit Coast Guard from 1952 to 1956. He
sailing
as a deckhand for the Boland was born in Detroit, where he was as;
The topics of the correspon
and Cornelius Steamship Co. from grocery clerk and bank teller, and is
dence courses that have been
1960 to 1964. He first shipped out as a resident of Medina, Ohio, with his
made are Fractions and Deci
a cook in 1960 aboard the tug Jesse wife, Anita and two children,
mals. These are math functions
James. He became Cleveland port Francis and Marlene. Out of three
that each of us use every day. As
agent in 1976. In 1964, he worked as grownup offspring out on their own,
an example, the steward mea
the port of Detroit dispatcher and Pamela, Vicki and Nicholas, two are
sures fractions of a cup for
handled the Welfare Plan work married.
ingredients in a recipe. The
there until 1972.
Since retiring, George has been
engine department members are
Agent Telegadas last shipped on "relaxing." He said he "wants to do
the Lakes as a deckhand on the bulk some traveling." He's looking
using fractions and decimals to
carrier Alpena, a self-unloader forward to moving to Florida when
measure fuel consumption and
which hauled stone. He did four his children are out of school.
general engine performance. The
George Telegadas
deck department would use
fractions and decimals to plot the Seafarer's Walking Habit Saves Sailor in Wafer Over 38 Hours
course. And of course, all of us
Wherever he is today, we'll bet no
For it was the walking-on-deck
the USS Virginia near the port of
use decimals when we are work one can convince a U.S. Navy sailor habit of Seafarer Lester Sigler on
Norfolk.
rescued from the briny deep that Friday the 13th of July on the 13th
ing with money.
"Bdng in the right spot at the right
"Friday the 13th is a bad luck day!" voyage of the MV Overseas Har- time," writes the ship's Chief
Or that 13 is an unlucky number!
riette (Maritime Overseas) which
Steward Floyd Mitchell Jr., "Lester
CS Long Lines Set To Or that walking on a ship's deck is "saved the life of an American was
(walking) on deck and heard a
bad exercise!
Navy man" overboard 38 hours off
faint cry (out in the ocean) of
Lay Guam-Taiwan,
someone: 'Help me, please.'"
Transatlantic Cables
At this time, the steward added,
the "Overseas Harriette was some
The
Long Unes (AT&T) will
hours out (from) Norfolk enroute
Start laying an underwater commun
from Rotterdam.
ications cable between the Pacific
"Even though Lester didn't see the
islands of Guam and Taiwan in
man (in the water) he came inside
August 1981 with completion set for
and gave the man overboard alarm
the end of the latter part of 1982.
to
someone in the recreation room
The Long Lines will also lay a
who carried the message to the
seventh transatlantic cable to be
bridge where immediate action was
finished by mid-1983. It will cost
put in force by those in command.
about $200 million and provide
"Meanwhile, Lester returned out
4,200 two-way voice-grade circuits
side trying to see if he was hearing
between Tuckerton, N.J. and Land's
things. After a while, lo and behold,
End, England. About 80 percent of
there was this sailor surviving in the
the cable's capacity is expected to be
water."
in use by 1985.
Giving "credit where credit is
Beside AT&T, in the project are On Oct. 18, the Ship's ComnnittGe and crew of the SS Thomas Jefferson
IT&T, RCA, Western Union, the (Waterman) paid off at Pier 7, Brooklyn, N.Y, They are (I. to r.) Bosun Raoul Lopez, due," Ship's Reporter Mitchell
French Telegraph Cable Co. and ship's chairman; AB Ken Howland, deck delegate; OS James Redgaje, wrote, "so others can share it":
"Thanks again, Lester for your
Educational Director Clyde Luse and AB A. Danilok.
TRT Telecommunications Corp.
alertness. It saved a man's life."
Cleveland Port Agent G. Telegadas Retires
Thomas Jefferson Committee
Personals
Dispilckers Repirt for Greit Liliis
Glen D. Burke
Please contact, Gail, Tel. 301862-2483, as soon as possible.
James Larkin Sanders
Please contact, Jerri Lee (your
daughter), at 2942 Constitution Rd.,
Camden, N.J. 08104, Tel. 609-962-8579
or Carol Reed, Tel. 609-456-6585.
Max Lund Whitney
Please contact, your sister, Nancy
Lillian Whitney Scharman, 2061 Wil
mington Ave., Salt Lake City, Utah,
84109.
Ross A. Hardy
Please contact, service counter at
headquarters regarding a check.
OCT. 1-31, 1979
nOTAL REGISTERED
TOTALSHIPPED
All Groups
Class A Class B Class C
All Groups
Class A Class B Class C
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Algonac (Hdqs.)
46
30
5
61
116
3
19
18
9
ENGINE DEPARTMENT'
Algonac (Hdqs.)
Algonac (Hdqs.) —
30
27
5
42
55
2
STEWARD DEPARTMENT
27
19
12
7
4
3
28
24
2
ENTRY DEPARTMENT
11
2
1
«
0
25
64
Totals All Departments
110
170
31
131
195
7
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
82
103
Algonac (Hdqs.)
27
109
18
0
0
64
86
November 1979 / LOG / 13
�SlU Crew Showed True Colors
SlU's Support of J.P. Stevens
Boycott Helped
On behalf of the J.P. Stevens workers and the officers and
staff at ACTWU, we want to thank the SIU for its tremendous
support of the "Mile-Long Human Billboard For Justice" on
October 11th. (Story page 6 Oct. Log.)
The demonstration was highly successful in alerting large
segments of the New York public to the relationship between J.P.
Stevens and The Seamen's Bank for Savings.
Consequently, the action increased the pressure on Virgil
Conway in his dual role as a chief policymaker and defender of J. P.
Stevens and Chairman and President of the Seamen's Bank for
Savings. We plan to keep the heat on Mr. Conway until the Stevens
workers gain the protection of a union contract or Mr. Conway
resigns from one board or the other.
The demonstration also served as a continued warning to the
corporate and financial community that anyone heavily tied in with
Stevens' interests will be held accountable by growing segments of
the labor movement and the public for the unlawful anti-union,
anti-human rights policies and actions of that company.
Again, on behalf of the Amalgamated Clothing and Textile
Workers Union and thousands of J.P. Stevens workers, we thank
the SIU for its continued help.
Fraternally,
Edward R. Allen
Associate Director
J.P. Stevens Boycott Committee
On Sept. 27, 1979, the SS Sea-Land Finance under the command
of Capt. Robert J. Sutter, effected the rescue of 23 South Korean
seamen under "extremely adverse weather conditions. A story on
page 13 of the Oct. Log recaps the rescue.
The excellent seamanship of Korean nationals in launching and
handling their lifeboat, and the professionalism of the SIU crew in
preparing for and retrieving the survivors, allowed for the rescue of
the entire crew of the Af/ V Genciano without a single injury or
mishap.
The deck gangundertheableleadershipof Bosun James Pulliam
Jr. rigged for and retrieved the crew with skill and expediency. The
entire steward department, organized by Chief Steward Gus
Skendelas did a great job of quartering and feeding the extra men as
the vessel rolled heavily. Chief Electrician Sam Hacker and the
black gang helped prepare storm oil dispersal and assisted in the
critical manuevering alongside the stricken log ship.
The entire crew takes pride in this ship. It is the cleanest and best
run ship I've had the pleasure of working on. But the SIU crew
showed their true colors when it came time to help fellow seafarers
in need. It is a pleasure to be associated with such a fine crew.
Sincerely,
Donald S. Moir
Chief Officer
Sea-Land Finance
J.
Pension
Fishin'
^fir/fig Back U.S. Flag
Passenger Ships'
As 1 received my copy of the August Log today 1 suppose any
comment of mine now on the return of the American Flag to the
passenger service would be, "old hat," but don't blame me for
trying.
^
As a boy of ten, 1 earned my first money smashing baggage off
the passenger ships arriving in the Port of Duluth. This was before I
went out as a messman when 1 was 14, in 1923. My first ship, the
Laugell Boys, was a small lumber-hooker, of which there were
many plying the "Lakes" then.
For 15 years, through a^column 1 maintain in the local paper, 1
have warned senior citizens like myself (70), to stay off the "monkey
flag" passenger vessels sailing out of Miami. In doing so, 1 have
incurred the enmity of all the tour bookers in the area. As you are
well aware from statistics on fire, breakdowns etc. my warnings are
well justified.
As an SIU member 1 sailed on this run aboard the S.S. Florida,
Miami to Havana, in 1952. And as old as the Florida was then, we
had no incidents similar to what we read almost weekly concerning
the foreigners.
As the senior citizen age group is increasing yearly, and as many
are reluctant to travel by air, I can think of no time better, to revive
the American passenger ship service to accommodate them.
Whether by federal subsidy or private enterprise we need to put
the American flag afloat again on some crack passenger vessels.
Fraternally yours,
Bud Knuckey
Knuckey Road
Brooksville, Fl.
33512
14 / LOG / November 1979
Happy on
Here's a recent pix of SIU Pensioner Reino
Pelaso with his catch of the day. three
salmon.
Hello to all my old shipmates. I
want everyone to know that
fishing is real good outside the
Golden Gate Bridge. I just caught
three beautiful salmon recently,
21 lbs., 12 lbs. and 6 lbs. Time
goes by fast on pension when
you're a fisherman. Again, 1 miss
my old shipmates but it's good
being on pension.
Fraternally,
Reino Pelaso
117 Sonora Pass Rd.
Vallejo, Calif. 94590
Appreciates Union's Testimony
As Chairman of the Subcommittee on Coast Guard and Naviga
tion of the House Merchant Marine, 1 would like to express my
sincere appreciation for the SIU's suggestions and thoughtful
testimony at the hearings on the inspection and manning of small
commercial vessels (H.R. 5164).
To have an effective legislative process it is imperative that every
segment of our society be provided a forum to express their views
and to have their impact felt. Testimony such as yours has proven
invaluable to the Subcommittee in understanding and addressing
all the issues in this important legislation. Without comments from
the federal, state and local levels of government, from private
industry, private individuals, and public interest groups, the scope
of our legislation would be myopic.
Thanks to the Union for testifying at the hearing on Tuesday,
September 18, 1979. I can assure you that the SIU's recommenda
tions will receive the deliberate attention of this Subcommittee.
Sincerely,
Rep. Mario Biaggi, Chairman
Subcommittee on Coast Guard
and Navigation
�American Dry Bulk Fleet Shrinking Almost out of Sight
T
HE United States is both the
largest exporting and the
largest importing nation in the
world.
Our fields and orchards keep
millions of people throughout the
world from going hungry.
Our manufactured goods and
our technology supply markets
and power industry worldwide.
On the other side of the coin,
U.S. industry would not survive
without imported raw materials.
Our country yields only scant
traces of more than 40 natural
resources which are vital for our
manufacturing and national
defense needs.
As a result of the over
abundance of our farmlands and
the poverty of our mineral de
posits, U.S. foreign trade totals
are hefty. In 1976, American
imports and exports totalled
$244.6 billion—between two and
three times as much as any other
major trading nation.
Food, minerals and manu
factured goods are dry bulk
cargoes and they account for 40
percent of all incoming and
outgoing American trade. Yet the
United States has a dry bulk fleet
that could fit in a bathtub.
Since 1973, the U.S. bulk fleet
has dipped from 32 vessels to the
19 that make up our fleet today.
And 13 of those 19 ships are over
25 years old.
Running parallel to the decline attention to restoring the U.S.in the size of the dry bulk fleet is flag dry bulk fleet to a position of
the decline in the percentage of strength.
Part of the reason for our
cargo we carry: 20 percent of our
own bulk trade in 1950, com efforts is, of course, because the
pared to less than two percent Jobs and job security of Seafarers
today. The rest is carried by is at stake.
But the issue of a revitalized
foreign flag vessels.
The SIU has been fighting for U.S.-flag dry bulk fleet is by no
years to turn the government's means solely a maritime issue.
LOG
OlHcial Publication of the Seaforori Inlefiiatjonol Union u'
North Americo. Atlantic. Gulf. Lokes end Inland Waters District,
AFl-CIO
November, 1979
Vol 41, No. I 1
Executive Board
Paul Hall
President
Frank Drozak
Executive Vice President
Cal Tanner
Joe DiGiorgio
Vice President
Secretary- Treasurer
lulM NESj
389
James Gannon
Editor
Assistant Editor
Assistant Editor
Mike Gillen
Assistant Editor
Don Rotan
Marietta Homayonpour
Max Siegel Hall
Ray Bourdius
West Coast Associate Editor
iidra Ziesk
Assistant Editor
Frank Cianciotti
Assistant Editor
Dennis Lundy
Writer! Photographer
Photography
Marie Kosciusko
George Vana
Adtninistrative Assistant
Production! Art Director
Published monthlv by Seafarers international Union, Atlantic, Gulf, Lakes and Inland Waters
DSIS AFGCIO, hi Fourth Ave Brooklyn, N Y 11232 Tel. 4^^^
Second class postage
paid at Brooklyn, N.Y. (ISSN #0160-204/;
It's a critical national issue.
Because if the decline of that fleet
is not reversed, the consequences
for the nation could be severe.
It isn't only Seafarers who
make their living through the
nation's dry bulk fleet. Thou
sands upon thousands of Ameri
cans are employed in U.S.
shipyards and related shoreside
industries. And millions earn
their paychecks, directly or
indirectly, through the U.S. twoway dry bulk trade.
In addition, the more de
pendent the U.S. becomes on
foreign flag ships for carriage of
our dry bulk trade, the more
vulnerable we are to economic
disruptions and political threats.
We have no choice but to rely
on foreign suppliers for the
resources we need. But we do
have a choice of whether tc rely
on foreign-flag ships—with
foreign crews—to move those
resources. And the SIU thinks
the U.S. government had better
take a good look at that choice.
Legislation has been intro
duced into both houses of
Congress which opts for the
national and economic security
of a beefed-up \J,S. fleet over
the risks of over-dependence on
foreign-flag vessels.
Included are a pair of bills cosponsored by Reps. Lindy Boggs
(D-LA) and Paul Trible (D-VA).
The Maritime Bulk Trade Act
and the Merchant Marine Act
Bulk Shipping Amendments
would go hand-in-hand towards
strengthening the dry bulk fleet
by spurring dry bulk ship
building and increasing the
percentage of cargo carried.
"This will be accomplished,"
Congresswoman Boggs ex
plained, "through the negotiation
of international maritime
agreements with our bulk trading
partners which will reserve at
least 40 percent of the bilateral
bulk trade to the vessels of each
nation."
These two House bills, as well
„as dry bulk legislation which has
been introduced in the Senate,
are far from home free.
But they are important because
they represent a first step towards
revitalizing the U.S. dry bulk
fleet. And that's a first step
towards a strong U.S. maritime
policy, a strong national econ
omy and a strong America.
November 1979 / LOG / 15
�Washington, D.C.
At Sea if Ashore
SS Delta Mexico
On the Gulf from Dec. I to 10, the ,^5" Delta Mexico (Delta Line) will
carry 5.250 metric tons of bagged rice for eventual delivery to Matadi,
Zaire, formerly the Belgian Congo.
Mobile
The keels for the first of two Waterman Steamship Co. 890 foot
LASH container ships, were laid. She will be the .S'.S' Deiijanun Harrison
with a delivery date of June 1980. The SS Edward RutiedgeyNxW follow in
August.
Ocean and river cruises on U.S. vessels are the prizes for American high
school winners and cash for college winners in this year's 45th annual
National Maritime Essay Contests of the Propeller Club of the U.S.
High schoolers can win ocean voyages to the Med, South Africa,
Europe, the Orient, Caribbean and South America and coastal and river
crui.ses on the Atlantic, Gulf, Pacific, Great Lakes, Mississippi and Ohio.
College students can win prizes of $500, $400, $300 and $200
The theme of the high school contest is "Our Merchant Marine, Ocean,
Great Lakes and Rivers Vessels—for Energy and Trade." Collegians may
pick a theme based on merchant marine or maritime topics outlined by
the club. Contest deadlines are Mar. 1, 1980.
Winners will be announced on National Maritime Day, May 22, 1980.
For details, write you local Propeller Club or 1730 M St., N.W.,
Washington, D.C. 20036.
Last year 19 high school students won trips, two won cash and two
honorable mentions. Four collegians won cash and six won honorable
mentions.
SS Tex
West Coast
From a North Pacific port on Dec. I to 10, the bulk carrier SS Tex
(Alton Steamship) will haul 20,500 metric tons of bulk wheat to a port in
Indonesia.
SlU stewards will be sailing on the Matson Line's new containership
the SS Kauai next March. She was christened Nov. 12 in ceremonies at
the Sun Shipyard, Chester, Pa.
The $70 milion ship will be able to carry 1,200 24-foot containers to
Hawaii. She's the sistership of the SS Maui (1978), Manukai and
Manulani (both 1970).
Indonesia
More American ships will carry this year half of the $50.27 million
worth of U.S. wheat and rice sold recently to Indonesia under U.S. Public
Law 480.
Our ships will carry 52,000 metric tons of wheat and 120,000 metric
tons of rice worth $40.8 million to Indonesia.
ST Point Judy
From Dec. 15 to 25 from the port of Albany, N.Y., the ST Point Judy
(Birch Steamship) will sail to the ports of Alexandria or Port Said, Egypt
with a cargo of 19,500 metric tons of bulk wheat.
M/V Lionheart
The Coast Guard has extended the use of the SlU-manned M/V
Lionheart (Coordinated Caribbean Transport) as a temporary U.S. flag
vessel on voyages to Ecuador until Sept. 30, 1980 or until a replacement
vessel can be built.
The ex-Norwegian dagger, engaged in 50-50 bilateral trade with Ecuatloi will be replaced by a R/O R/O ship under eonstruction in West
Germany with delivery on Sept. 1, 1980.
American President Lines SlU stewards will have larger ships to sail on
in the future as the company has placed orders for three new 860-foot
containerships worth $165 million at Avondale Shipyards, New Orleans.
They'll have a serviee speed of 25 knots and displacement of 49,360
tons.
Lebanon
Lebanon late last month assigned two of her four naval vessels to battle
widespread piracy and smuggling along her coast.
Pirates seized Saudi Arabian and Iraqui cargoes in the last two months
and more than 50 ships have vanished or had their cargoes stolen in the
eastern Med since 1977.
Saudi Arabia has banned goods passing through Lebanese ports.The
ban was in retaliation for the highjacking in September of a freighter
carrying Saudi goods.
Lebannon took the matter recently to the UN's IMCO meeting in
London.
m
Q
Newark Committee
Recertified Bosun Clarence Owens (seated center) ship's chairman of the SS
Newark (Sea-Land) leads the Ship's Committee and a crewmember at a payoff in
the port of Seattle last month. They are (standing I. to r.) Chief Steward C.
IVIodellus, secretary-reporter: Chief Cook Sammy Kinanahan, Steward Delegate
Jake Arshon and Engine Delegate Andy Anderson.
16 / LOG / November 1979
... Accept the challenge!
The new American LNG tankers ... they're the
best. That's why they're manned by the SIU.
Were the best — the best trained seafarers in the
world. Accept the challenge ol being the best.
Train now to serve aboard the finest, safest ships
built. An LNG Gourse is beginning at the Lundeberg School on January 7.
Sign up today! Write or Gall:
Harry Lundeberg School
Vocational Education Department
Piney Point, Maryland 20674
Phone: (301) 994-0010
You're one of the best... Accept the challenge!
�m
an organization on the move
1979 Convention of the AFL-CiO Maritime Trades Department
T
HE AFL-CIO Maritime
Trades Department is
an organization on the
move. It is an organization
that has a profound impact
on the U.S. maritime
industry and on the lives and
, security of every individual
SIU member.
Under the leadership of
Paul Hall for nearly a
quarter of a century, the
Maritime Trades Depart
ment has grown in size and
in influence on the all
important political scene in
Washington, D.C.
Every piece of beneficial
maritime legislation passed
in the last 20 years has the
MTD stamp of support on
it. And in so many cases, the
MTD's hardnosed support
of an important bill has
made the difference between
success and failure.
At the present time, the
MTD is made up of 42
national and international
unions with a combined
membership of nearly eight
million American workers.
The SIU is a charter
member union of the Mari
time Trades Department.
SIU President Paul Hall
has been president of the
MTD for nearly 25 years.
To complement the
MTD's active role on the
national political scene in
Washington, the MTD has a
supporting cast of 29 Port
Maritime Councils. These
councils are located in major
port cities throughout the
United States, Canada and
Puerto Rico.
These Councils, made up
of hundreds of local affil
iated unions, provides the
MTD with the grass roots, at
home, political support it
needs to win the really
tough fights.
A politically active organ
ization needs this kind of
grass roots support. And the
MTD places a tremendous
amount of importance on
the activities of its 29 Port
Councils. SIU members
should be proud that our
Unibn participates fully in
each and every MTD Port
Council from coast to coast.
Earlier this month, the
Maritime Trades Depart
ment wrapped up its 1979
Biennial Convention in the
nation's capital.
As in the past, the
Convention delegates from
the MTD's 42 affiliates and
29 Port Maritime Councils ,
established an aggressive
platform of political action
over the next two years. (An
outline of this program can
be found on pages 22-23.)
The Convention also
elected its top officers for the
next two years. SIU Presi
dent Paul Hall was unani
mously reelected as presi
dent of the MTD. Steve
Leslie of the Operating
Engineers was elected MTD
Vice President, and Mrs.
Jean Ingrao of the Office
and Professional Employ
ees, was elected MTD
Executive Secretary Trea
surer. (More on the elections
of MTD officers on page
24.)
The two-day Convention
was highlighted with ad
dresses by five of the nation's
best known personalities.
Retiring AFL-CIO Presi
dent George Meany deliv
ered an emotional keynote
address. Lane Kirkland, new
president of the AFL-CIO,
also spoke at the Conven
tion.
The other speakers were:
Sen. Daniel Inouye (DHawaii); Rep. John Murphy
(D-N.Y.), and Secretary of
Labor Ray Marshall. (A
rundown on the speakers'
remarks can be found on
pages 18-19.)
Protecting the interests of
America's maritim.e work
ers, while at the same time
trying to improve the overall
picture of the U.S. maritime
industry is a tough, never
ending job. The Maritime
Trades Department does
more than its share toward
achieving these goals.
November 1979 / LOG / 17
�speakers**.
at the mtd convention
...senator daniel inouye, a believer in a strong merchant marine
NE of the most decorated regi percent; Norway and Spain, 37
ments in World War II was the percent; England, 34 percent; West
famous 442 Infantry, made up solely Germany and France, 30 percent.
of patriotic Japanese-Americans.
The Senator said that America's
Sen. Daniel Inouye (D-Hawaii) merchant fleet has plummeted from
was a part of that regiment and he first to tenth in world merchant
lost an arm in battle.
tonnage since World War II. At the
His experiences in World War II same time,he said, the Russians have
imprinted in him the absolute climbed from virtually nowhere to
necessity of a strong national third and still moving.
defense. And because of this. Sen.
He stated that "most Americans
Inouye has emerged as the most don't realize that in many cases
vocal supporter of a strong Ameri Russian ships are carrying more
can-flag merchant marine in the American cargo than American
United States Senate.
ships."
But as he told the 1979 Biennial
Inouye emphasized the danger of
Convention of the Maritime Trades an inadequate merchant marine by
Department on Nov. 12, the U.S. bringing up a little publicized event
merchant fleet falls far below even during the '73-74 Yom Kippur War
the bare minimum requirements of between Egypt and Israel.
what could be called an adequate
He recalled that Israel was not
merchant marine.
prepared for the sudden onslaught
Inouye noted that American and "frantically called upon the
ships now carry a pitiful 4 percent of United States for a replenishment of
the nation's foreign commerce. war materials."
Compare this, he said, to Russia,
Unfortunately, all U.S. flag ships
which carries 50 percent of their were either on the high seas or being
country's commerce; Japan, 40 loaded. The government called upon
O
the so-called "effective control" fleet.
That is, ships owned by American
citizens or American companies, but
registered in Liberia, Panama and
other developing nations and
manned by foreign crews.
Inouye said that to the shock and
dismay of the American govern
ment, "not one of these ships re
sponded to our call."
The Senator from Hawaii then
brought it home. He said, "if that
could have happened in the Yom
Kippur War, imagine some day
when we are number 16 among
maritime powers and the Soviets are
number one. Most experts feel that
in three years, they are going to be
number one."
He predicted that if this comes to
pass, the Russians could very easily
cripple the American economy with
a very effective shipping embargo.
He warned, "if you think the '74 oil
embargo, with the gas lines and
resulting shortages was bad, just
imagine what a total shipping
embargo would be like."
Sen. Daniel inouye (D-Hawaii), knows
the meaning of national defense.
Inouye insisted that he was "not
waving the flag. I am just concerned
about our economy, our jobs, our
future."
In closing. Sen. Inouye said that
the American people must know and
realize how important a strong
merchant marine is to the nation's
security. And he called on the AFLCIO Maritime Trades Department
to continue to assist him in getting
this job done.
ray marshall, secretary of labor: we want input from workers...
u
inflation is brought
under control—very soon—
the United States will sink into
another recession. That's the way
Secretary of Labor Ray Marshall
sees it. And hetold the 1979 Biennial
Convention of the AFL-CIO Mari
time Trades Department that the
Carter Administration needs the
support of the labor movement to
ward off economic catastrophe.
Marshall said* that the first big
step toward beating inflation had
been taken with the development of
the so-called "national accord"
between the AFL-CIO and the
Carter Administration.
This "national accord," signed in
late September, is designed to give
the labor movement a strong voice
in the development of all the nation's
economic policies.
Marshall cautioned that inflation
is going to be a tough nui to crack.
But he said that the cooperation of
labor, within the framework of the
"national accord," would provide
indispensable help in getting the job
done.
Labor Secretary Marshall also
took the opportunity of the MTD
forum to highlight the Carter
Administration's record on jobs and
labor-backed legislation.
He said that this Administration
has created "nine million new jobs in
the American labor market." But he
said "we still need more and better
jobs and the Administration will be
working to implement the terms of
the Humphrey-Hawkins Full Em
ployment bill."
Another accomplishment of the
Carter Administration, said Marsh
all, was passage of "the best mini
mum wage law in history." The
Sec. of Labor Ray Marshall warned of a
national recession.
minimum wage bill, spearheaded
through Congress by the labor
movement, establishes regular in
creases in the minimum wage.
Marshall also said that the Carter
Administration had strengthened
the Occupational Safety and Health
Act, while at the same time improv
ing its administration.
Marshall noted however, none of
these things could have been ac
complished without the help of the
AFL-CIO and the Maritime Trades
Department.
The big announcement concern
ing labor oriented legislation con
cerned Labor Law Reform. This bill
is aimed at reforming the National
Labor Relations Act. It was success
fully killed by an anti-labor fili
buster in the Senate at the end of
1978.
However, Marshall pledged that
the Carter Administration is ready
to renew the fight for Labor Law
Reform as soon as the AFL-CIO
regroups its political forces for the
Congress^^onal battle. It appears at
this time that the next round in the
fight for Labor Law Reform will
come in 1980.
congressman john murphy: ^^guaranteed cargo for our ships"
R
Rep. John Murphy (D-N.Y.) want? a
guarantee of 40 percent of U.S. foreign
commerce for U.S. ships.
18 / LOG / November 1979
EP. John M. Murphy
(D-N.Y.), chairman of the
House Merchant Marine & Fish,eries Committee, spoke before the
1979 Biennial Convention of the
Maritime Trades Department on
Nov.' 13. He talked about the
problems faced by the U.S. maritime
industry and offered some alterna
tives for the future.
Rep. Murphy's remarks stressed
the need for a "viable shipbuilding
program" in the United States. He
pointed to America's nearly nonexistant dry bulk fleet. He noted
that; "At this time, there are only 19
bulk vessels in the U.S. flag fleet,
capable of carrying only two percent
of the nation's bulk cargo and these
vessels average nearly 25 years of
age."
Murphy also spoke about .the
Merchant Marine Act of 1970,
calling the bill a step in the right
direction. But, as he explained, the
act represented "only half a bill."
"Although the 1970 act "provided for
the building of 30 ships a year for ten
years," Murphy stated, "only about
100 ships have been constructed."
The problem was that the bill
provided subsidies for ship con
struction, but made no guarantee
there would be any cargo to carry on
those ships.
Murphy then^ called for a guaran
teed percentage of U.S. cargo for
U.S. ships.
"No shipper is going to invest his
money in shipbuilding without
cargo to transport," he explained.
Murphy's goal is "to have an
American-flag merchant marine
large enough and diversified enough
to carry not less than 40% of the
nation's foreign commerce."
Right now only four to five
percent of this cargo is carried in
U.S. bottoms. In addition we carry
only two percent of all our strategic
oil and only one percent of all our
strategic ores such as copper and
magnesium. -
�speakers...
at the mtd convention
GEORGE MEANY:
"we have to take care of the people who work for wages"
G
EORGE Meany was never
known to be an emotional
man. The media always painted him
a gruff, tough, cigar chomping
battler. And they were right.
But when George Meany made his
first public appearance in months at
the opening session of the 1979
Biennial Convention of the A'FLCIO Maritime Trades Department,
he couldn't hold back. Tears began
welling in his eyes as his "old friends
from the maritime trades" stood and
applauded and applauded labor's
living legend.
Then Meany showed how he
earned his reputation as a dogfighter. He bit into the problems of
Keynote Address
America's workers, saying, "I'm not
going to spend a lot of time going
over past memories, because that
doesn't get you anywhere. I'm
looking at today, and today the
trade union movement has got its
work cut out for it."
He said that inflation was cutting
the heart out of workers' buying
power. And he declared that labor
was willing to do its share to control
inflation, "but not more than our
share."
Meany charged that the Admini
stration "is still shying away from
the only fair way to control infla
tion, and that's to control everything
...controls on dividends, controls
George Meany delivered keynote address to the MDT Convention.
on interest rates, controls on profits,
controls on everything that is an
expense in our society and controls
on wages too."
He further charged that workers
were bearing the brunt of inflation
and making all the sacrifices. But, he
said, "I don't see any sign of the big
corporations suffering. I don't see
any sign of the oil companies
suffering. I don't see any sign of the
banks suffering."
Meany reiterated his belief in
controlling everything to control
inflation, and stated that "the idea
that they're going to control this
inflation by controlling a little bit of
it here and a little bit of it there is
complete nonsense."
Meany then turned to the inter
national scene, where he blasted the
actions of Iran in holding American
embassy workers hostage in Tehran
as ransom for the return of the
Shah, who is in a hospital in New
York.
He said he supported President
Carter's actions in dealing with the
crisis. He also said that "the Shah
robbed his people blind and de
stroyed all their individual liberties."
But he stated that what the Shah is
or was is not relevant. "We have
certain standards in this country,
standards of freedom that we live up
to," he said. "And under those
standards the Shah has a right to
stay in the U.S. for medical treat
ment."
George Meany, though, has never
forgotten who he is, nor has he ever
mixed up his priorities. So as he
wrapped up his keynote address to
the MTD Convention, he came back
to the problems of workers.
Meany told the Convention
delegates that "we've got a jobtodo.
And that job is to protect the
destiny, the welfare of those who
work for wages to get a fair share of
the wealth we produce, for the fellow
who produces it at the work bench as
well as the fellow who produces up
in the board room of the large
corporations."
George Meany's messagewas well
received by his "old friends from the
maritime trades."
The delegates stood and ap
plauded and applauded again.
Emotion once again filled Meany's
eyes. There wasn't a dry eye in the
house.
lane kirkland:
maritime is bleeding from corporate greed, gov't neglect
A
N ex-seafarer, new AFL-CIO
President Joseph Lane Kirk
land, who took over the helm this
month from U.S. labor's patriarch,
George Meany, declared to the
hundreds of 1979 Maritime Trades
Convention delegates that, "...the
anemic state of the maritime in
dustry... makes the construction
industry, which is collapsing before
your eyes under the pressure of 15
percent plus interest rates, seem like
boom times by comparison."
Kirkland said, the maritime
industry "has been bleeding to death
for 30 years because of two things;
corporate greed and Government
neglect."
Kirkland added "...we have been
watching American shippers and
shipowners running away from
America, building ships in foreign
yards, manning them with foreign
crews, running up foreign flags... to
escape American wages, prices and
taxes and American working condi
tions, safety regulations and training
standards."
Their goal, he said, is to cut
overhead and increase profit. "Cost
efficiency is their only guide, with no
thought of the loss to U.S. seamen,
shipbuilders, taxpayers, the econ
omy and defense, the ocean environ
ment and the safety of the crews," he
continued.
"America's maritime policy is just
about that suicidal," Kirkland
averred.
Citing the fiery collision 5 miles
off Galveston Roads on Nov. 1 of
the Liberian tanker ST Burmah
Agate and the Liberian freighter 5'5'
Mimosa in open water and clear
(daylight) weather which killed 32,
he said was a product of the "costaccountant."
He then pointed out that it was
"poor management" to put an
investment in the hands of crews
who abandon ship (the Mimosa)
without shutting down engines to let
the vessel steam out of control,
endangering others. It's "uneco
nomical," he said, to cut corners on
operating costs to "send your
Lane Kirkland, new AFL-CIO President,
addresses the Convention^
investment to the bottom of the sea."
Kirkland didn't blame the "unseamanlike"crews. They worked
"cheap." He blames the companies
and the country which "prostituted"
her flag. The shippers and insurance
underwriters are also to blame, he
added. Use of foreign flags in a crisis
is "not worth considering," said he.
He said the U.S. Government "is a
party to this" for "dismantling" our
//
merchant marine and letting our
sealift capacity "fall into irrespon
sible hands."
Congress has "abdicated their
responsibility" for the general
defense and general welfare, he
charged.
The so-called cost of maintaining
the U.S. fleet is small, Kirkland
maintained, when American seamen
and shipowners spend their wages
and profits and pay taxes here to
help ease the balance of payments.
Cargo preference would lead to
national security, he said. Money
spent on foreign-flags and "forced
tribute to the oil shieks" is lost
forever, the labor leader added. He
termed the present maritime debacle
"absolute madness."
Kirkland said the oil lobby has
been able to "lull Congress back to
sleep." But that the AFL-CIO will
persuade the Congress that the
"national interest should outweigh
the balance sheets of the oil com
panies." They have "more than
enough profits," he said.
November 1979 / LOG / 19
�A ship's wheel for a job well done is presented to retiring MTD Vice President Jack
McDonald (r.) by MTD Executive Secretary-Treasurer Jean Ingrao and Frank Drozak.
Executive Vice President of the SlU
Top officers of theMarineEngineers Beneficial Association smile forthe camera.On
the left is Jesse M. Calhoon. president of National MEBA and on the right is Ray
McKay, president of District 2 of the MEBA.
From the Pacific Coast District of the SlUNA are. from the left: Morris Weisberger. who is
. theWesternAreaExecutiveBoardmemberoftheMTDiPaulDempster. presidentofthe
The new vice president of the MTD. Steve Leslie (I.) talks with J. C. Turner, president Sailors Union of the Pacific: Flenry "Whitey" Disley. president of the Marine Firemen's
of the International Union of Operating Engineers.
Union, and Jim Dooley. port agent in Portland Ore for the SUP
Biennial Convention, AFL-CiO Maritime Trades Department, Nov. 12-13,1979,Washington,D.C.
MTD General Counsel Floward Schulman
The report of the Committee on Shipbuilding
was given by Pago Groton. assistant to the
international president of the Boilermakers
Union.
20 / LCG / November 1979
MTD Executive Board member Wayne Glenn,
president of the United Paperworkers Inter
national Union.
George Poulin of the International Association
of Machinists and Aerospace Workers.
SlU Executive Vice President Frank Drozak.
The MTD's Eastern Area Executive Board
member is Roman Gralewicz. head of theSIU of
Canada.
of the United Association of Journeymen and
Apprentices of the Plumbing and Pipe Fitting
Industrv.
Giving the report of the Trustees Committee is
Juel Drake of the International Association of
Ironworkers.
Frank Martino. president of the International
Chemical Workers Union, gives the report of the
Constitution Committee.
Charles Fl. Pillard. president of the International
Brotherhood of Electrical Workers^ speaks out
in support of a resolution on nuclear power.
Leon Schacter. MTD Executive Board member.
is vice president of the United Food and
Commercial Workers International Union.
Reading the report of the Resolutions Committee is Dominic Carnevale of the Plumbers
union.
Giving the report of the Committee on Rules and
Order of Business
Crder
Businesj is John J. McNamara.
president of the International
Brotherhood of
Inl
Firemen and Cilers.
Peter Bommarito. president of the United
Rubber. Cork. Linoleum and Plastic Workers,
delivers the Statement of the Committee on
Executive Cfficers' Report.
November 1979 / LOG / 21
�MTD Charts Aggressive Plan of Action In
The Maritime Trades Department is in the vanguard of
the fight to strengthen and revitalize all segments of the
U.S. maritime industry.
Legislation to beef up the American-flag merchant
fleet, to boost U. S. shipbuilding and to protect the job
security of American workers in shipboard andshoreside
maritime jobs is the focus of the MTD's energies.
Delegates to the MTD Convention, held in Washing
ton, D.C. on Nov. 12 and 13, mapped out the
Department's plan of action for the years ahead by
passing a series of resolutions.
Following is a summary of the key resolutions passed
by the MTD:
U.S. Maritime Industry
The delegates called for:
• bilateral shipping agreements with America's trading
partners which means more jobs for seafarers.
• maintaining a strong U.S. shipbuilding industry
• utilizing the U.S. merchant marine as a military
auxiliary fleet
• eliminating the Virgin Islands loophole in the Jones
Act
• initiating incentives to rebuild the U.S. dry bulk fleet
• implementation of a national energy and seabed
mining policy to cut dependence on foreign flags and
revitalize the U.S. merchant marine and the
American shipbuilding industry
International Trade Policies
The MTD recommended imposition of import quotas
when Americans lose jobs to imports. The delegates also
supported improving Trade Adjustment Assistance for
workers who lose their jobs due to imports.
On U.S.-China trade: treaties should defend American
economic growth and a bilateral shipping agreement be
negotiated.
On U.S.-Great Lakes trade: encourage new U.S. flags
to enter Great Lakes overseas trade and Seaway bulk
cargo trade and negotiate a treaty to share all cargoes
equally.
Energy
On energy, the delegates asked that Congress roll back
energy prices by reimposing price controls on crude oil.
The MTD wants the Federal Government to retain
ceilings on gasoline retail prices, promote conservation,
develop other energy sources (such as LNG) build more
refineries and pipelines and establish an American Energy
Corp. to find, produce and distribute energy sources
found on U.S. lands.
Social Security at 60
The delegates urged Congress to reduce the retirement
age of working men and women to 60 years for Social
Security benefits.
Nuclear Power Plants and Nuclear Energy
The majority of the delegates supported designs to
streamline the licensing for construction of nuclear power
plants. They also urged the further development of
nuclear power by building of more nuclear power plants.
However, they insisted that the Government insure the
safety of nuclear power and provide for adequate nuclear
waste disposal.
About seven delegates dissented on the measure.
George Poulin of the Machinists Union was one of them.
He called for more study on radiation and nuclear waste
disposal, he remarked, "3-Mile Island gave us a second
look."
Speaking for the measure President Charles H. Pillard
of the Electrical Workers said nuclear power's safety
record "was good" and that the opposition arguments
were "irrational."
President Martin J. Ward of the Plumbers Union
backed the safety record of nuclear power also and said
nuclear electricity saved frozen Chicago last year from a
catastrophe.
United Rubber Workers chief Peter Bommarito also
supported the issue.
President Jesse M. Calhoon of MEBA's District 2
supporting nuclear power, said since the 1973 oil embargo
economic warfare "we have lost every battle with (Big)
oil." From today's $27 for a barrel of oil, he sees a $100
price for a barrel of crude by 198.5. He added that we had
no new coal or LNG plants in sight. A "do nothing"
economic policy, he noted.
Ports, Harbors and Navigable Waters
The delegates urged the Congress to enforce Federal
policy to assume full responsibility for the proper
operation and maintenance of our ports, harbors and
navigable waterways. They also urged Congress to reject
the cost recovery and cost sharing concepts as inimical to
our economic well being. The MTD requested Congress'
Public Works Committees to insure that the Corps of
Engineers promptly comply with the law which requires it
to decrease the size of its dredge fleet, thus decreasing
competition with the private sector.
22 / LOG / November 1979
•eapoi,:.
�Support of Maritime, Pro-Labor Legislation
Labor Law Reform
The delegates went on record favoring enactment of
Labor Law Reform so workers' rights to self-organize are
protected. And they urged support of this by the
Congress.
U.S. Ship Construction
The MTD urged the Government to stop the dumping
of ships here built by foreign shipyards. Also the goals of
the Merchant Marine Act of 1970 must be pursued by
Congress. Plus the Jones Act should be strictly enforced
and all Government agencies should use American
vessels. They also asked the Government to develop and
implement a national maritime policy including a ship
construction program.
Shipyard Safety
The MTD urged the Secretary of Labor to reestablish a
Maritime Operating Division in his department to insure
marine work safety. Congress should also be asked for
support on this.
National Deep Sea Fleets
Since foreign flags have been a problem since the early
1930's, we urge Government agencies to adopt the
UNCTAD agreement of 40-40-20 bilateral trade
agreements to develop national deep sea fleets.
Support of the Cross-Florida Barge Canal
The Cross-Florida Barge Canal should be completed as
coal from the St. John's River mines is needed to fuel
electric generating plants in North Florida.
Virgin Islands Tax Haven
Congress is urged to pass legislatiom which would end
the Jones Act exemption for the Virgin Islands.
Fuel Allocation
A National Contingency Plan is needed for the
distribution of fuel to the transportation industry in tight
supply times. The U.S. Department of energy should see
to it that waterborne transportation get 100 percent of
their required supply.
National Health Insurance Program
As the U.S. is the only industrialized nation that
doesn't provide comprehensive health care to its citizens,
we urge the Congress to pass a National Health Care
Program in its next session.
Hospital Cost Containment
The MTD backs President Carter's Hospital Cost
Containment Bill as it protects non-supervisory hospital
workers whose low wages don't contribute to hospitals'
high costs and it holds down hospital costs. Congress
should institute mandatory cost controls on hospitals.
Extended Navigational Season on the Great Lakes
iBigger icebreakers should be built and used to extend
the winter navigational season on all the Great Lakes and
on the St. Lawrence Seaway. Monitoring of this action
should be done to measure its environmental effects.
Great Lakes Shipboard Safety
The Great Lakes shipping industry and the U.S. Coast
Guard don't give proper non-economic consideration to
shipboard safety and survival in the design and operation
of its vessels. The Coast Guard should rescind the 1969,
1971 and 1973 load-line amendments for bulk carriers.
Also watertight bulkheads should be installed on all new
Great Lakes vessel construction and such bulkheads
should be installed, if possible, on existing vessels.
Seaway Toll and User Fees
The MTD opposed additional Seaway toll increases
and the planned imposition of user charges on Seaway
vessels.
Union Busting
The MTD will concentrate on political activity in the
1980 national election campaign to elect an Administra
tion and Congress committed to a revision of U.S. labor
laws under the provisions of the Labor Law Reform Bill
of 1977—which failed due to a Senate filibuster. Afso beef
up the AFL-CIO National Organizing Coordinating
Committee so it can more effectively collect, store and
disseminate information about union-busting "con
sultants", their backers and tactics.
The MTD will immediately prepare materials, develop
programs and exchange information among the MTD
affiliates to more effectively train our staff and organizers
to cope with the methods of such "consultants."
"Right-to-Work (for Less)'
The MTD will use its resources and energy to remove
from the books "right-to-work" laws and defeat such laws
in any state to be proposed now or in the future.
Common Situs Picketing
Legislation should be passed which gives equal
treatment to craft and industrial workers and building
trades unions in the right to peacefully picket at their
employment site. Legislative, educational or political
support will be given to candidates for office who back
such legislation.
Davis-Bacon Act
Oppose any repeal or crippling amendments to the
Davis-Bacon Act at the Federal or State level. The Act
provides Federal prevailing wage rates for construction
workers on projects using more than $2,000 of U.S.
monies. Entry-level women and minorities' building
workers on smaller jobs are covered. Reorganization
Plan No. 14 should be repealed as it gives Davis-Bacon
enforcement authority to various Government agencies.
All enforcement should be handled by the U.S. Labor
Department.
Filibuster
Obstructionist and delaying tactics of a minority of the
U.S. Senate has resulted in minority rule there holding
up legislation through the use of the filibuster. Legislation
should prohibit the use of it.
November 1979 / LOG / 23
�Hall,Leslie, Ingrao Elected toMTD'sTop Posts
P
AUL Hall, Steve Leslie and
Jean Ingrao were unani
mously elected to serve the next
two years as the ALL-CIO
Maritime Trades Department's
highest ranking officers. They
were honored by an enthusiastic
crowd at the occasion of the
M I D'S ITcnnial Convention in
Washington, D.C., Nov. 12-13,
1979.
i\iul Hall's name was placed in
nomination for president of the
MHO by Morris Weisberger of
the M I D'S Western Area Lxecutive Board. In placing Hall's
name before the convention
Weisberger, who retired last
vcar as president of the Sailors
Union of the Pacific, said, "...
this is not the first time and I
don't expect it will be the last time
I will have the pleasure of
nominating my friend Paul Hall."
SIU President Hall has been
the M TD's President for nearly a
quarter of a century. He is also
senior vice president of the AFLCIO.
Another who has served long
and well for the Maritime Trades
Department is retiring Vice
President Jack McDonald.
McDonald, a former vice
president of the International
Union of Operating Engineers,
stepped down after 27 years of
dedicated leadership with the
MTD.
Before leaving the position
however, McDonald honored a
brother Operating Engineer by
nominating lUOE Vice President
Steve Leslie to be his successor.
Jack McDonald's last official
act as MTD Vice President was a
popular one as Leslie was unani
mously accepted by the Conven
tion delegates to succeed him.
Steve Leslie, of course, is no
stranger to the MTD. He, along
with McDonald and MTD Presi
dent Hall, was one of the original
members of the Department's
Steve Leslie of the Operating Engi
neers was elected by the Convention to
be MTD Vice President, replacing
retiring vice president Jack McDonald.
Mrs. Jean Ingrao was elected to serve
as Executive Secretary-Treasurer of
the MTD. She is the highest ranking
woman in the AFL-CIO.
Executive Board. Leslie is also
Mrs. Ingrao admits to being a
President of Local 25 of the "workaholic" and has labored
Operating Engineers. And for the diligently in service to the MTD
past three years, he has been for the past 18 years. She came to
President of the North Eastern the MTD in 1961, working as
States Conference of Operating administrative assistant to then
Engineers, which represents Secretary Treasurer Peter
80,000 members from 31 affili McGavin until his death in 1975.
ated local unions.
Prior to that, Mrs. Ingrao
In accepting his new role as worked on the staff of George
Vice-President of the Maritime Meany when he became AF of L
Trades Department, Steve Leslie president in 1952.
reminded the delegates that he
Before the official vote took
and Paul Hail "... once sailed on place at the Convention, Jean
several ships together." Both men Ingrao had been elected* Execu
began their maritime careers tive Secretary-Treasurer by the
while sailing in the blackgang on
MTD's Executive Board back in
U.S. ships back in the 1930's.
February of this year. At that
Now, Leslie was happy to time MTD President Paul Hall
conclude, "Paul is the Captain said of her; "Jean is hard work
and I'm proud to be his first ing, knowledgeable and coopera
mate... on the good ship MTD." tive. These qualities have enabled
The next order of business on
her to gain the confidence of all
the Convention's agenda was to the affiliates of the MTD. She is
elect an Executive Secretary- going to do an outstanding job."
Treasurer.
Mrs. Ingrao acknowledged the
Page Groton, assistant to the delegates for "the confidence
International President of the you've all had in me" and showed
International Brotherhood of she has a great deal of confidence
Boilermakers, placed the name of in herself when she added: "I
Jean Ingrao in nomination. know I'm going to do a good
Groton was quite accurate in his job."
description of Mrs. Ingrao when
The new MTD exeeutive secre
he described the 27 year veteran tary-treasurer closed her warm
of the American labor movement hearted acceptance address by
as "a trade unioaist through and
reminding the gathered affiliates
through."
that they' could call on her
"anytime and for any reason...
even if it's just to find a hotel
room," and she "would be glad to
help." By the sound of the
delegates ovation it was obvious
they knew Jean Ingrao was not
kidding.
SIU Prcsidonl Paul I lall was roeloctod
president of tho Maritime Trades
Departrn(;nl He has held this important
post for nearly 25 years.
MTD Has 42 Affiliates, 8 Million Workers
• American Guild of Variety Artists.
• The Journeymen Barbers. Hair
dressers. and Cosmetologists' International
Union ot America
• international Chemical Workers Union.
• International Brotherhood ot Boiler
makers. Iron Ship Builders. Blacksmiths.
Forgers and Helpers.
• International Union ot Bricklayers and
Allied Craftsmen.
• United Brotherhood ot Carpenters and
Joiners of America
• United Cement. Lime and Cypsum
Workers International Union.
• Communications Workers ot America.
• Distillery. Wine and Allied Workers
International Union.
• International Union ot Allied Novelty
and Production Workers.
• International Brotherhood ot Electrical
Workers.
24 / LOG / November 1979
• International Union ot Elevator Con
structors
• International Union ot Operating
Engineers.
• International Association ot Eire
Eighters.
• International Brotherhood ot Firemen
and Oilers.
• Class Bottle Blowers' Association ot
the United States and Canada.
• American Federation ot Grain IVIillers.
• Graphic Arts International Unfon.
• Hotel and Restaurant Employees and
Bartenders International Union.
• International Association ot Bridge.
Structuraland Ornamental Iron Workers.
• Laborers International Union of North
America.
• AEL-CIO Laundry and Dry Cleaning
International Union.
• International Leather Goods. Plastics
and Novelty Workers Union.
• International Association ot Machin
ists and Aerospace Workers.
• Industrial Union ot Marine and Ship
building Workers ot Amenca.
• National Marine Enoincers Beneficial
Association.
• United Eood,& Commercial Workers
International Union
• Office and Professional Employees
International Union.
• Oil. Chemical and Atomic Workers
International Union.
• International Brotherhood of Painters
and Allied Trades.
• Upited Paperworkers International
Union.
• Operative Plasterers' and Cement
Masons' International Association ot the
United States and Canada.
• United Association ot Journeymen and
Apprentices ot the Plumbing and Pipe
, Pitting Industry ot the United States and
Canada.
• International Brotherhood of Pottery
and Allied Workers.
• Brotherhood ot Railway. Airline and
Steamship Clerks. Ereight Handlers. Ex
press and Station Employees.
• Retail. Wholesale and Department
Store Union.
• United Rubber. Cork. Linoleum and
Plastic Workers ot America.
• Seafarers International Union ot North
America.
• Sheet Metal Workers International
Association.
• American Eederation ot State. County,
and Municipal Employees.
• United Telegraph Workers.
• United Textile Workers ot America.
�SIU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENT
Cal Tanner
OCT. 1-31, 1979
*TOTAL REGISTERED
TOTAL SHIPPED
All Groups
Class A Class B Class C
Port
Boston
6
107
15
22
17
14
17
82
46
67
21
40
13
96
4
0
567
4
36
7
8
4
4
6
22
11
12
15
11
2
27
0
1
170
2
13
2
5
8
3
0
3
1
3
6
9
0
14
0
0
69
Port
2
120
6
21
14
5
19
53
26
44
6
31
9
54
8
0
418
0
47
4
7
3
3
8
18
12
12
6
3
2
15
0
0
140
0
8
1
1
2
0
0
4
3
1
1
3
2
6
0
0
32
Port
Totals
Totals
Totals All Departments
11
3
48
9
3
10
6
12
38
16
33
16
36
12
37
15
0
302
5
2
2
7
3
0
6
2
13
1
23
3
11
0
0
86
8
146
17
33
21
11
25
105
55
79
27
51
14
121
0
1
714
3
41
7
11
7
4
4
22
16
11
16
10
1
34
0
1
188
5
17
18
0
10
0
0
103
3
70
4
13
5
4
10
31
15
14
10
8
2
18
0
1
208
0
17
2
1
4
1
1
5
5
4
3
7
3
10
0
0
63
1
61
6
13
10
7
23
47
20
32
15
24
11
55
0
0
325
3
32
1
6
3
1
3
2
5
9
4
5
2
5
0
. 1
82
0
9
0
0
3
0
0
3.
0
5
10
14
1
1
0
0
46
5
30
21
6
2
13
35
14
23
11
14
12
21
0
0
216
15
202
34
37
21
12
15
46
49
27
38
32
22
86
0
0
636
5
157
11
28
26
7
4
37
24
22
114
52
12
67
0
.0
566
1,823
1,114
778
3
15
1
7
9
6
0
8
1
4
85
6
10
13
5
20
47
22
47
6
26
11
51
9
0
362
4
54
5
6
9
9
7
25
5
19
5
8
6
26
8
0
196
0
2
1
0
1
1
0
0
1
6
0
2
0
0
0
0
14
2
159
11
28
20
6
22
93
34
50
17
39
10
77
0
0
568
STEWARD DEPARTMENT
—
0
57
3
9
8
5
12
24
16
19
4
16
7
27
4
0
211
4
23
2
5
0
1
0
3
5
5
3
3
2
2
2
1
61
0
6
0
0
2
0
0
2
0
9
3
6
1
1
0
0
30
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
9
103
9
20
17
9
26
76 .
31
70
23
66
14
47
5
1
526
ENGINE DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
^^REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
.1
All Groups
Class A Class B Class C
1
59
1
17
8
2
6
32
13
21
7
16
12
28
6
0
229
3
62
4
5
9
1
3
23
14
10
1
10
6
17
47
0
215
1
4
0
0
5
2
0
3
1
15
6
3
0
4
0
0
44
ENTRY DEPARTMENT
1
28
3
16
6
1
7
26
12
20
6
14
13
11
3
0
9
137
19
17
13
13
12
52
33
23
17
26
16
63
67
0
3
66
4
12
9
4
4
18
17
29
45
39
3
36
0
0
167
517
289
1,363
888
420
Q
1,117
713
144
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
HKADQl'ARTKRS
675 4 Ave., Bklvn. 11232
(212) HY 9-6600
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOS I ON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHlCAtJO. ILL. 9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND. Ohio
1290 Old River Rd.44113
(216) MA 1-5450
DULUTIl, Minn
2014 W. 3 St. 58806
Medical Arts Building
324 W. Superior St. 55802
(218) RA 2-4110
I RANKEORT, Mich
HOUS rON, l ex
.lACKSONVlLLE, I la.
3315 Liberty St. 32206
(904) 353-0987
.lERSEY CITY, N J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARIHUR, lex. . . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Jimcos,
Stop 20 00909
(809) 725-6960
SEATTLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W, Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMING TON, Calif.
408 Avalon Blvd. 90744
YOKOHAMA, Japan
Yokohama Port P.O.
(213) 549-4000
P.O. Box 429
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
West Coast Stewards Halls
HONOLl'LU. Hawaii ... 707 Alakea St. 96813
(808) 537-5714
PORTLAND, Or
The month of October was an excellent one for deep sea shipping. During this month, a total of 1,974 deep sea
jobs were shipped through the SIU's network of hiring halls. A demonstration of how good shipping really is can be
seen by the fact that of the total 1,974 jobs shipped, only 1,117 were taken by "A" seniority members. The remaining
857 jobs were filled by either "B" or "C" seniority people.
P.O. Box D
415 Main St. 49635
(616) 352-4441
1221 Pierce St. 77002
(713) 659-5152
421 S.W. 5th Ave. 97204
(503) 227-7993
WILMINGTON, Ca. .. 408 Avalon Blvd. 90744
(213) 549-40UU
SAN FRANC ISCO, Ca. 350 Fremont St. 94105
(415) 543-5855
November 1979 / LOG / 25
�Andres Suarez
James Powell
Jerry Jones
Seafarer
Andres Suarez,
38, began sailing
with the SIU in
1969. Last year
he upgraded to
assistant cook at
the Point. Bro
ther Suarez has
his lifeboat,
firefighting and CPR tickets. He was
born in Puerto Rico and lives and
ships from the port of New York.
Seafarer
James Powell,
22, is a 1977
graduate of the
HLS Entry
Trainee Pro
gram. In 1978, he
upgraded to AB
there. Brother
Powell received
the joint 1979 Mariners Rosette
Award as a crewmember of the SS
LNG Aries (Energy Transport) for
the rescue at sea of the crew of a
Panamanian freighter. He has the
LNG safety, lifeboat, firefighting
and CPR tickets. Born in Pitts
burgh, Pa., he lives there and ships
out of the port of New York.
Seafarer Jerry
Jones, 26, grad
uated from the
Harry Lundeberg School
(HLS) Entry
Trainee Pro
gram, Piney
Point, Md. in
1974. He up
graded to AB there in September.
Brother Jones plans to take the
LNG course at the HLS next year
and attend college. He has his
firefighting, lifeboat and cardio
pulmonary resuscitation (CPR)
endorsements. Born and raised in
the port of Mobile, he lives and ships
out of that port city.
Luis Morales
David Manson
S e a 1" a r e r
David Manson,
40, started sail
ing with the SIU
in 1968. from the
port of New
York. Actually,
Brother Manson
began sailing in
1959, steadily
Irom 1962 to 1964 when he was
drafted into the U.S. Army for two
years. Now he has his AB ticket and
the lifeboat, firefighting and CI'R
endorsements. Born in Winthrop,
Me., he lives and ships from the port
of New York.
Jose A. Torres
Seafarer Jose
A. Torres, 40,
started sailing
with the SIU in
1963 as a saloon
messman from
the port of New
York. I.ast year
he upgraded to
cook and baker
at the Point. This year he earned his
CPR, firefighting and lifeboat
tickets. Brother Torres is a native of
Puerto Rico. He lives in Luquillo,
P.R. with his wife, Juanita and
daughter, Ines and ships from the
port of New York.
John "Ace" Kgan
Seafarer John
"Ace" Fgan, 22,
graduated from
the HPS in 1976
where he "was
considered an
outstanding stu
dent." In 1979,
he upgraded to
FOWr there.
Brother Egan has his firefighting,
lifeboat and CPR tickets. He is
studying to become a marine chem
ist. Born in the port of Philadelphia,
he lives in Upper Darby, Pa. and
ships from the port of New York.
Deposit in the SIU
^Blood Bank—
It's Your Life
26 / LOG / November 1979
Seafarer Luis
Morales, 21,
graduated from
Piney Point in
1975. He up
graded to AB
there in 1977.
Brother Morales
has his fire
fighting, life
boat and CPR endorsements. A
native and resident of Brooklyn,
N. Y., he ships from the port of New
York.
Michael Ingram
Seafarer
Michael Ingram,
24, is a 1973
graduate of the
HLS Trainee
Program. Bro
ther Ingram
upgraded to AB
there this year.
He has the fire
fighting, lifeboat and CPR endorse
ments. Born in the port of Seattle, he
lives there and ships out from that
port.
Daniel M. Penrose
Seafarer Dan
iel M. "Two
Dogs" Penrose,
26, graduated
from the HLS in
1977. He up
graded to AB
there in 1979.
Brother Penrose
is returning to
the Point this month to get married.
He has the lifeboat, CPR and
firefighting endorsements. A nativc
of Caiskill, N.Y.. he lives in Plant
City, Fla. and ships out from the
port of famna.
Roy T. Delay
Seafarer Roy
T. Delay, 33,
graduated in
1969 from the
HLS Entry Pro
gram. In 1971, he
upgraded to AB
in the port of
New York. He
has the CPR,
firefighting and lifeboat tickets.
Brother Delay studied geology in
college and has boatbuilding and
welding training. A native of the
port of Boston, he lives in Bellingham. Wash, and ships out of the port
of Seattle.
It's The Annual
Super Big
Onlg-Time-This-Year ^
Pick Your License
Towboat Operator Conrse!
Check the Schedule:
Western Rivers, Inland Waters,
Oceans Less than 200 miles.
Oceans over 200 miles
These courses start January 21
So Pick Your License and Enroll Now!
Contact HLS or fill out the application in this issue
of the Log.
Anchorage Committee
Making out a dues receipt on Nov. 15 for Chief Steward Joe Speller (standing
right) secretary-reporter for the SS Anchorage (Sea-Land) is N.Y. Patrolman
Teddy Babkowski (seated right). Standing (I. to r.) is the rest of the Ship's
Committee of AB Osman Malip, deck delegate: Recertified Bosun George Burke,
ship's chairman and Engine Delegate Raymond Collazo. The ship paid off at Port
Elizabeth, N.J.
�The
Lakes
Picture
Cleveland
President Carter signed an energy and water projects appropriations
bill last month which tags over $13 million in federal funds for Cleveland
for harbor improvements. The appropriation will be used to finance
modernization and maintenance of harbor facilities in 1980 and to fund
studies fof future work such as deepening the harbor's east basin to
accommodate 1,000 foot vessels.
Tonnage Figures
The Lakes Carriers Assn. released the most recent figures on Great
Lakes bulk commodity shipments. Shipment totals for iron ore for this
year to Sept. 1 were the best since 1973 and the volume of coal moved was
the highest since 1971. Grain carriage was off somewhat over last year's
record cargoes. Total volume of bulk commodity shipments for the year
up to Sept. 1, 1979 were the best reported since 1973.
Seamen^s Library
Great Lakes seamen may not know about it but there's a branch of the
American Merchant Marine Library Assn. right in their backyard. The
library, located in Sault Ste. Marie, Mich., is one of six in the U.S. and the
only one on the Great Lakes. It was first established in 1915 and it's been
providing services to seamen ever since.
The Sault Ste. Marie building, which has a TV lounge as well as
plenty of reading material, is open 24 hours a day, seven days a week.
Cartons of books are provided to many Great Lakes vessels and they're
periodically swapped for different volumes. On thousand footers, the two
cartons of books brought aboard are divided between the forward and
after ends of the ship.
The library is run by Nancyann Sillers and three assistants. And
providing books is only part of the program. "We have helped boys finish
high school and we have a program for alcoholics," Mrs. Sillers said.
Algonac
A winter shipping season on the Great Lakes is still up in the air this
year for several reasons. First, Congress hasn't acted yet on whether or
not to approve money to fund the season extension. If the necessary
funding dosen't come through. Great Lakes vessels will probably be
laying up earlier than usual. A second factor is that several Great Lakes
operators usually run their vessels in the winter months to complete ore
deliveries. In years past, strikes and early frosts have slowed ore
shipments. But this year most of the ore is already in.
The general economic downturn may also have an impact on the
number of Great Lakes ships running this winter. SlU-contracted Huron
Cement Co., which runs a fleet of cement carriers, has informed the
Union it plans to run only one ship this winter, instead of three it used last
year. Observers speculate that the ailing construction industry may need
less cement this year than previously and Huron expects one cement
carrier to be able to accommodate the demand.
In addition to the cement vessel. Union reps have received notification
that only one other SlU-manned Laker will be making a winter run. She's
the thousand-foot ore carrier Presque Isle (Litton Great Lakes
Corp.)
St. Lawrence Seaway
The St. Lawrence Seaway shipping season has been extended for three
days, from Dec. 15 to Dec. 18. Announcement of the extension was made
jointly by the U.S. and Canadian agencies that administer the Seaway.
U.S. operators had been pressing for a 10-day extension to allow time to
clear the backlog of grain awaiting shipment from Duluth. But they will
now have to clear their vessels from the Montreal/Lake Ontario section
of the waterway by midnight Dec. 18 or face stiff penalties.
Duluth
Though the grain millers strike is over, the port of Duluth is still backed
up. Grain is being trucked into Duluth daily but the grain elevators are
already so full, there's no place to store the new shipments. There is
reportedly four days worth of grain waiting to be unloaded. Bad weather
and the fact that this year's crop of sunflower seeds is also being trucked
into the port has added to the backlog.
Frankfort
The carferry C/7y of Milwaukee (Michigan Interstate Railway Co.) is
scheduled to enter the shipyard for her annual inspection in midNovember.
The Arthur K. Atkinson may enter the shipyard for her renovation
work next month, pending okay of a funding revision. The restoration of
the Atkinson is being jointly funded by the states of Michigan and
Wisconsin and both states have to approve cost items. Michigan has
approved the revised funding request and while Wisconsin hasn't yet
taken action, their approval is also expected. This delay has pushed back
the date when the Atkinson is expected to return to service in February or
March of 1980.
While the Atkinson is undergoing repairs the company may lease the
carferry Spartan as a temporary replacement. The Spartan, owned by the
C&O Railroad, will be crewed by SIU members.
Toledo
The U.S. Maritime Administration and the Toledo-Lucas County Port
Authority have reached agreement on the provisions of a lease for a
Toledo site which will be used as a marine firefighting facility. The school
will be located next to the Toledo Express Airport and is expected to be
fully operational by the summer of 1980. Renovation of existing
structures and installation of firefighting simulation modules necessary
to make the facility operational will cost about $400,000. The marine
firefighting school is a cooperative effort by Marad and the joint Great
Lakes labor-industry firefighting committee.
A MESSAGE FROM YOUR UNION
NASCOT ICS
WILL
EAT
YOU UP
AND
YOU'LL LOIE
YOUR
PAPERS
FOR
LIFE.'
November 1979 / LOG / 27
�«t
Summary Report for Stewards Training and Recreation Inc
This is a summary of the annual report of Stewards Training and Recreation,
Incorporated, 94-1344426, for July 1, 1978 to March 31, 1979. The annual report
has been filed with the Internal Revenue Service, as required under the Employee
Retirement Income Security Act of 1974 (ERISA).
Basic Financial Statement
The value of plan assets, after subtracting liabilities of the plan, was $1,558,569
as of March 31, 1979, compared to $1,804,97! as of July I, 1979. During the plan
Sea-Land Galloway Committee
Recertified Bosun Clayton L. Engelund (standing center) ship's chairman of the
SS Sea-LandGalloway is with the Ship's Committee on Oct. 17 at a payoff at Port
Elizabeth, N.J. At (left) is Chief Steward James Keno, secretary-reporter and
(right) AB C. Nealis, deck delegate. In front, (I. to r.) are Steward Delegate Richard
Williams and Educational Director Bob Harris.
Personals
Eugene Vargas
Your brother, Rafael Vargas, would
like you to get in touch with him as soon
as possible, Te. (212)-335-6323.
John F. Bradley
Contact Mr. Larive of Zapata Tankships, Inc., Zapata Tower, P.O. Box
4240, Houston, Texas 77001, relative to
unclaimed wages.
year the plan experienced a decrease in its net assets of $246,402. This included
unrealized appreciation and depreciation in the value of plan assets; that is, the
difference between the value of the plan's assets at the end of the year and the
value of the assets at the beginning of the year or the cost of assets acquired.
during the year. During the plan year, the plan had total inconie of 5333,743
including employer contributions of $1,388 and earnings from investments of
$43,499.
Plan expenses were $504,379. These expenses included $129,897 in
administrative expenses and $374,482 in other expenses.
Your Rights to Additional Information
You have the right to receive a copy of the full annual report, or any part
thereof, on request. The items listed below are included in that report:
1. An accountant's report
2. Assets held for investment
To obtain a copy of the full annual report, or any part thereof, write or call the
office of Mr. A1 Jensen, 675 Fojurth Avenue, Brooklyn, New York 11232. The
charge to cover copying costs w^ll be $1.00 for the full annual report, or $.10 per
page for any part thereof.
You also have the right to receive from the plan administrator, on request and
at no charge, a statement of the assets and liabilities of the plan and
accompanying notes, or a statement of income and expenses of the plan and
accompanying notes, or both. If you request a copy of the full annual report from
the plan administrator, these two statements and accompanying notes will be
included as part of that report. The charge to cover copying costs given above
does not include a charge for the copying of these portions of the report
because these portions are furnished without charge.
You also "have the right to examine the annual report at the
main office of the plan, 675 Fourth Avenue, Brooklyn, New York 11232, and at
the U.S. department of Labor in Washington, D.C., or to obtain'a copy from the
U.S. Department of l.abor upon payment of copying costs. Requests to the
Department should be addressed to Public Disclosure Room, N4677, Pension
and Welfare Benefit Programs, U.S. Department of Labor, 200 Constitution
Avenue, N.W., Washington, D.C. 20216.
No Licensing Course For Boatmen In
The Country Stacks Up To
The Transportation Institute
Towboat Operator Scholarship Program
"Little Joe" Destacomento
Please call Sonny and Tony at (212)245-4685.
Re: S/S DIXIE
Any survivors of the Labor Day
hurricane in 1935 are requested to
contact: Mr. Michael Boland, 283 Caryl
Drive, Lawrence, N.Y. 11559.
Candelano Ramos
Please contact your son at: 403 fc^ast
5th Street, Apartment 205, Los Angeles,
Calif. 90013.
Special curriculum offered only at HLS
Room, board and books free
Tuition Free
Weekly stipend of $125
Time spent in on-the-job training counts as the equiv
alent of wheelhouse time
Day-for-day work time credit for HLS entry graduates
Stewart Lofton
Please contact your father, Archie
Lofton. Tel. (713^734-4308.
George P. Sires
Please contact, Don Roman, Roman
Packing Co., P.O. Box 702, Norfolk,
Nebraska 68701.
To apply, contact the Harry Lundeberg School.
Hubert H. Johnson
Ex Chief Electrician
SS Thomas Nelson
Please contact, Mrs. R.P. Christian,
Thomas Berry's mother, 2021-lOth
Avenue, South, Apt. 116, Birmingham,
Ala.
28 / LOG / November 1979
Program starts January 7
�QMED to J.D. Thanks to $10,000 Scholarship
T
HE call of the sea reached
Danny Lee McDonald in land
locked Cedar Rapids, Iowa. And
since 1966, the year he first started
shipping with the SIU, Seafarer
McDonald has set foot in just about
every port in the world.
He's a qualified pumpman, an
electrician and a reefer engineer.
Right now, he's shipping as a
fireman aboard the SlU-contracted
Alex Stephens (Waterman), bound
for Sri Lanka.
When he's in port McDonald
practices his "number one hobby,"
photographing interesting out-ofthe-way sights. But when he's got
free time aboard ship, he buckles
down with his books. Because
Seafarer McDonald has one more
year of Law School to complete
before he earns his Juris Doctor
degree from the University of Iowa.
The trip from the engine room to a
court of law may seem like an
unusual one. But McDonald, who
won the SIU's four year, $10,000
college scholarship in 1975, says it's
not all that uncommon.
"A lot of people like me come out
of the foc'sle and they want to be
lawyers," he said adding, "their
experiences as seamen make them
choose law."
McDonald decided to go to law
school in 1974. But first, he had to go
to college. "I did finally get accepted
to college," MeDonald said. "But it
took a lot of doing sinee I hadn't
graduated from high school."
Brother McDonald took a battery
of tests which qualified him for
college entry. "I also did an enor
mous amount of reading aboard
ship," he said, adding "that prepared
me pretty well for college."
Best Thing Ever
After being accepted to the
University of Iowa, SIU member
McDonald applied for and received
the Union's $10,000 college scholar
ship. "That was the best thing that
ever happened to me," he said with
enthusiasm. "And 1 think there area
lot of Union members who should
apply if they have the inclination to
go to college. There are many
personal rewards," he said, "it can
make your life richer in many ways."
Once he'd been accepted, Dan
worked hard, finishing the Uni
versity's pre-Law program in three
years, instead of four, and earning
University honors along the way.
His top-notch grades got him into
Seafarer Danny McDonald
the University's Law School and he
used the last of his SIU college
scholarship money to begin the law
program.
Brother McDonald's shipping out
this year to finance his last year in
Law School. Next year he plans to
start job hunting in "port cities like
Notke to Members On Job Call l^ocedure
When throwing in for work dur
ing a job call at any SIU Hiring
Hail, members must produce the
following:
• membership certificate
• registration card
KNOW YOUR RIGHTS
clinic card
seaman's papers
INLAND
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity arc protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is;
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
Duluth, Mobile or San Francisco
for an opening at a maritime law
firm."
Brother McDonald chose mari
time or Admiralty law becau.se he's
interested in helping "seamen who
get hurt aboard ship or who need
legal advice."
But Admiralty law isn't a wideopen field these days and McDonald
says "there aren't that many jobs
available." So he's thinking about
hospital administration and two
more years of school -as an al
ternative.
"More and more people are going
into Public Health after law school."
McDonald explained. "Many hos
pitals prefer someone trained in law
and able to deal with federal, state
and local agency regulation."
Whatever he chooses, Danny
McDonald's sure to succeed. Be
cause he knows the formula for
success is hard work plus taking
advantage of the opportunities
available to you.
Dan took advantage of the SIU's
upgrading programs so he could
move ahead in the Engine Dept.
And he took advantage of the
Union's college scholarship pro
gram when he was ready to change
his career focus.
Winning the Union's scholarship
"was like a miracle," McDonald
said. But making the "miracle" pay
off was up to McDonald himself.
KNOW YOUR RIGHTS
CONSTITUTIONAL RHJHTS AND OBITGATIONS. Copies of the SIU eonstilulion are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or oflicer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
EQUAL RKilUS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights arc clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Con.sequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
patrolman or other Union ofiicial, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt; or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
SEAFARERS POLITICAL AC TIVITY DONATION
—SPAD. SPAD is a .separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for .seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notif y the Seaf arers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of acce.ss to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 • 4th Avenue, Brooklyn,
N.Y. 11232.
November 1979 / LOG / 29
�Mobile
Crescent Towing Co. started harbor shipdocking operations here on
Nov. 15 with the 2,400 diesel hp tug Marion Smith and the 2,050 diesel hp
tug Elizabeth Smith, the former tug Harrisburg.
The company's new operation in this port is expected to expand her
inland fleet in this port soon.
Norfolk
The strike at the Stone Towing Co. of Wilmington, N.C. has been
settled. And contract negotiations at the Allied Inland and Coastal Co.
have begun.
Houston
The Cost of Living Adjustment (COLA) clause in the contract with the
Higman Towing Co. here has been okayed.
built about two miles below the old facility on the Mississippi at
Alton, 111. It's scheduled for completion in 1987 at a cost of $500 million.
The judge said that the U.S. Army Corps of Engineers had adequately
complied with Federal law in judging the environmental consequences of
building the project. Although he did say that the Corps should have
held a public hearing on the project after it was approved by the U.S.
Congress last year.
Twenty-one Midwest railroads and three environmental groups had
blocked construction of the lock and dam for five years through court
suits and appeals to their elected representatives in the Congress.
On Nov. 8, the Corps let bids worth $ 10 million for the construction of
the first of three cofferdams to provide a dry riverbed for the work. On
Oct. 25, a $7.3 million contract was let for bank protection work on the
Illinois side of the river below Alton.
St. Louis
Boatmen aboard the towboat National Hero (National Marine) early
last month rescued the crew of the blazing towboat Alana M. Burns off
her disconnected loaded barge which was towed to safety three miles
east of Freeport, Tex. in the Gulf Intercoastal Waterway.
Jeffersonville, Ind.
New Orleans
Whiteman Towing has sold their diesel tug A. W. Whiteman to
Crescent Towing. Curtis Bay Towing owned her first as the 285-ton steam
tug Lucidington Patton. Later she was the tug Bouker No. 6 hauling rock
on New York's Hudson River. Before working in this port, she saw service
in the Panama Canal with the U.S. Army Corps of Engineers.
Crescent Towing has recently improved their inland fleet through the
conversion of several N.Y. Harbor tugs, one purchased from the ErieLackawanna Railroad. Their tug Horned was renamed the tug Sandra
Smith. The U.S.E.D. tug San Luis is now the tug Terence Smith and the
former Meckling Barge Line tug Margaret C. has the new name of the tug
Ja.son Smith replacing one of the same name sold to the Sun Oil Co.
A temporary Union Hall was set up here earlier this month to further
.service Boatmen working on the Ohio River.
Louisville, Ky.
On Aug. 22, Kentucky Gov. Julian Carroll broke ground here for a $12
million, 1,623 acre, 7-mile long Ohio River bargeport, duty-free storage
warehouse complex and industrial park.
This is the first such complex to be built in the Ohio River Valley.
Completion is set for next April.
It will engender 8,400 new jobs with a payroll of$90 million and gener
ate $255 million in new taxes.
New Orleans
Port Agent .Jerry Brown received a Certificate of Merit from Ala
bama's State Labor Federation for his achievements while agent for the
port of Mobile.
Lock and Dam 26
U.S. District Court Judge Charles R. Richey ruled in Washington,
D.C. late last month that the new 1,200 foot Lock and Dam 26 could be
Dixie Carriers has the new 150-foot ocean-going tug Vigilant, with
Chief Cook Duncan "Pat" Patterson aboard, and the new tug Reliance
on the rejuvenated run from Davant, La. across the Gulf to the Florida
Electric Power Co. plant in Crystal River. Then they head down to the
port of Tampa for a load of phosphate for the return voyage to Davant.
lOT's Mariner fleet is awaiting two big coastwise tugs abuilding at the
Main Iron Works, Houma, La.
You Have to Be Sharp to Handle River Tows; Jesse Green Is
Boatman Jesse Green handles
tows of up to 15 barges. Each barge
weighs 1400 tons. It takes a mile to a
mile-and-a-half to stop that kind of
tow.
In his job as steersman. Green has
to be competent. And part of his
expertise was gained through the
Transportation Institute (T. 1.)
Towboat Operator Scholarship
Program.
Green was a deckhand for Amer
ican Commercial Barge Lines
(ACBL) when he entered the third
Monthly Membership
Meetings
Port
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Algonac
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Date
Dec. 3
Dec. 4
Dec. 5
Dec. 6
Dec. 6
Dec. 7
Dec. 10
Dec. 11
Dec. 12
Dec. 13
Dec. 13
Dec. 21
Dec. 8
Dec. 6 ...;
Dec. 15
Dec. II
Dec. 11
Dec. 12
Dec. 14
Dec. 13
Deep Sea
Lakes, Inland Waters
UIW
2:30 p.m
2:30 p.m
2:30 p.m
7:00 p.m.
7:00 p.m.
7:00 p.m.
9:.30a.m
2:00 p.m
7:00p.m.
—
2:.30p.m
2:30 p.m
2:30 p.m
2:30p.m
2:30p.m
2:30p.m
2:30 p.m
I0:30a.m
2:30 p.m
—
—
2:30 p.m
2:30 p.m
—
class of the Scholarship Program.
Now he's a steersman aboard the
company's boat D. Ray Miller
which works on the Ohio River, the
Upper Mississippi, and the Illinois
River.
"Each river is different and you
have to know your stuff," says
Green. And helping him to know
these rivers a little better is Captain
Robert L. Shelton. Says Brother
Green, "he's tops in my book."
7:00p.m.
7:00 p.m.
—
—
—
—
—
1:00p.m.
—
—
—
Boatman Jesse Green
30 / LOG / November 1979
Brother Green went on to talk
about the Harry Lundeberg School
in Piney Point, Md. where the
Scholarship Program is held. "The
instructors are the best and the
courses are excellent. 1 don't think
they could be better."
He added that, without the
School, "1 probably wouldn't have
gotten my license."
T.l. began the Scholarship Pro
gram a year-and-a-half ago to
provide sufficient qualified mates
and pilots for the equipment of
member companies. It offers the
scholarship in cooperation with the
SlU and the Lundeberg School.
T.L is a WashingLOii, D.C.-based
educational and research organiza
tion for the maritime industry. It
consists of 174 companies involved
in harbor, inland, and deep sea
operations.
The Scholarship Program that
the Institute offers provides a $125
weekly stipend to each winner, as
well as free tuition, room and board,
and books.
If you are interested, contact
your nearest SlU rep or write to;
Towboat Operator Scholarship
Committee
Harry Lundeberg School
Piney Point, Md. 20674
�Legal Aid
In the event that any SIU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
NEW YORK, N.Y.
Schulman & Abarbanel
350 Fifth Avenue
New York, N.Y. 10001
Tele. #(212) 279-9200
BALTIMORE, MD.
Kaplan, Heyman, Greenberg,
Engelman & Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301) 539-6967
HOUSTON, TEX.
Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713) 659-4455
TAMPA, FLA.
Hamilton & Douglas, P.A.
2620 W. Kennedy Blvd.
Tampa, Florida 33609
Tele. #(813) 879-9482
SAN FRANCISCO, CALIF.
John Paul Jennings, Henning
and Wash
100 Bush Street, Suite 1403
San Francisco, California 94104
Tele. #(415) 981-4400
Court OIC's Construction of New Lock & Dam 26
Boatmen who have waited for
hours, often days, at Lock and Dam
26 at Alton, 111. on the Mississippi,
will be happy about a court decision
handed down late last month.
After five years of litigation, a
U.S. District Court Judge has
okayed construction of a replace
ment for Lock and Dam 26. The suit
against construction had been
brought by three environmental
groups and 18 western railroads.
The ruling by Judge Charles
Richey came exactly one year after
President Carter signed H.R. 5833
which became Public Law 95-502.
This law authorized $430 million for
the construction of a new lock and
dam. It also imposed a user charge
on the inland waterways for the first
time in the nation's history.
The court battle over Lock and
Dam 26 has been going on since
1974 when environmentalists and
western railroads filed suit against
construction.
Over the years, they have claimed
that an environmental impact study
done by the U.S. Army Corps of
Engineers is insufficient. The Army
Corps of Engineers will be handling
the construction.
However, Judge Richey ruled that
the Corps "gave sufficient weight" to
environmental values.
This ruling, though, does not
mean that a new Lock and Dam 26
will be in operation soon.
First of all, the groups who
oppose construction may appeal in
the courts.
Second, the Corps may still hold a
public hearing. In his decision.
Judge Richey said the Corps did
violate its own regulations in not
holding a public meeting on the
construction. The Corps had held
public hearings when it was plan
ing to build double locks. But that
type of construction was barred by
the courts in 1974. The law signed by
the President last year allows the
construction of one 1,200-foot lock
at a new facility two miles below the
ST. LOUIS, MO.
Gruenberg & Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314) 231-7440
NEW ORLEANS, LA.
Barker, Boudreaux, Lamy,
Gardner & Foley
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
LOS ANGELES, CALIF.
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, California 90036
Tele. #(213) 937-6250
MOBILE, ALA.
Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904
DETROIT, MICH.
Victor G. Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220
BOSTON, MASS.
Joseph M. Orlando
95 Commercial Wharf
Boston, Massachusetts 02110
Tele. #(617) 523-1000
SEATTLE, WASH.
Vance, Davies, Roberts,
Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.
Katz & Friedman
7 South Dearborn Street
Chicago, Illinois 60603
Tele. #(312) 263-6330
Send Pix to Log
Do you have a photo of your new
born child, or any other human
interest shots? Then send them to the
Log.
The Log welcomes photos of
Seafarers and Boatmen and their
families. Black and white photos
reproduce better than color photos
in the Log. And, of course, the
pictures should be as sharp and clear
as possible.
Dispatchers Report for Inland Waters
OCT. 1-31,1979
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Philip Weltin, Esq.
Weltin & Van Dam
No. 1 Ecker Bid.
San Francisco, Calif. 94105
Tele.#(415) 777-4500
current one at Alton.
Third, the approaching winter
could significantly delay construc
tion.
Moreover, once construction
begins, it's estimated that eight years
will be needed for completion.
0
0
0
5
0
2
11
1
2
0
3
0
0
6
9
0
24
1
7
71
0
0
0
3
0
1
0
1
1
0
2
0
0
6
4
0
9
42
6
75
0
0
0
0
0
2
0
5
1
0
5
0
4
9
20
0
7
5
45
103
Port
Totals All Departments
0
0
0
0
0
1
0
0
0
0
1
0
0
3
9
0
7
1
4
26
0
0
0
0
0
1
0
0
1
0
1
0
0
2
3
0
5
47
4
64
0
0
0
0
0
4
1
4
0
0
5
0
2
5
21
0
1
0
1
44
0
0
0
9
0
3
16
4
4
0
7
0
0
4
5
0
26
0
7
85
0
0
0
17
0
3
1
2
3
0
7
0
0
12
1
0
24
0
18
88
0
0
0
0
4
0
12
2
0
8
0
4
13
14
0
21
0
141
222
0
0
0
1
0
0
0
0
0
0
0
0
0
2
0
0
0
0
2
6
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
2
0
0
4
0
1
0
0
0
0
0
1
0
0
3
0
0
1
0
0
0
0
1
7
3
ENGINE DEPARTMENT
J"
0
0
0
1
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
4
0
6
0
1
0
0
0
0
0
1
2
0
0
0
0
0
0
0
0
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
1
4
0
8
0
0
0
0
0
0
0
0
3
0
0
0
0
0
0
0
0
0
0
3
STEWARD DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
TOTAL SHIPPED
All Groups
Class A Class 8 Class C
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
2
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
1
0
3
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
1
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
4
7
0
0
0
0
0
0
0
2
1
0
1
0
0
1
0
0
1
0
13
19
75
83
112
30
75
47
94
99
248
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
November 1979 / LOG / 31
�iiiiiii
A
/
Stephen N. Carey Jr., 65, joined
the SIU in the port of San Francisco
in 1967 sailing as a chief cook.
Brother Carey sailed 22 years and on
the CIS Long Lines (AT&T). He is a
veteran of the U.S. Navy in World
War II. Seafarer Carey was born in
Olympia, Wash, and is a resident of
San Francisco.
Roger S. Cowperthwaite, 56,
joined the SIU in 1943 in the port of
Baltimore sailing as a FOWT.
Brother Cowperthwaite was born in
Dry Branch, W. Va. and is a resident
of Seattle.
Frederick John Dunn, 66, joined
the SIU in 1943 in the port of Boston
sailing as a chief electrician. Brother
Dunn sailed 43 years. He was on the
Sea-Land Shoregang from 1967 to
1979. Seafarer Dunn hit the bricks in
the 1965 District Council 37 beef and
the 1962 Robin Line strike. Born in
St. John's, Newfoundland, Canada,
he is a naturalized U.S. citizen and a
resident of Lakewood, N.J.
Stanley Gelak, 65, joined the SIU
in 1941 in the port of Philadelphia
sailing in the steward department for
38 years. Brother Gelak was born in
New York and is a resident of San
Francisco.
Roy Ferdinand f.umberg, 65,
joined the Union in the port of
Dulutli in 1960 sailing as a firemanwatertender. He is a veteran of the
U.S. Marine Corps in World War 11.
Brother Lumberg was born in
Barksdale, Wise, and is a resident of
Ashland, Wise.
Arvo Oliver Lintula, 65, Joined the
Union in the port of Frankfort,
Mich, in 1956 .sailing as an oiler.
Brother Lintula is a wounded veteran
of the U.S. Navy serving in the
Pacific Theater during World War 11.
He was born in Wi.sconsin and is a
resident of Kaleva, Mich.
Edward Holt, 62, joined the Union
in the port of St. Louis in 1968 sailing
as a deckhand for Inland Tugs from
1965 to 1969; the Alton Transporta
tion Co. from 1969 to 1979; on the
Mj V Robert N. Stout (OrgulO from
1976 to 1977 and for the Eagle
Marine Co., St. Louis. Brother Holt
was born in Tennessee and is a
resident of Granite City, 111.
William Howard "Scotty Bill"
IVIiller, 67. joined the Union in the
port of Toledo. Ohio in 1960 sailing
as an assistant conveyorman. tunnelman and 3rd mate for the American
and Reiss Steamship Cos. Brother
Miller sailed 22 years. He helped in
organizing in the port of Duluth.
Minn, in 1959. Laker Millerwas born
in North Carolina and is a resident of
Marshall. N.C.
TTrain Rosario, 54, joined the SIU
in the port of New Orleans in 1962
sailing as a chief cook. Brother
Rosario sailed 24 years. He helped to
organize the General Marine Corp.
in the Tideland organizing drive in
1955-6 for New Orleans offshore
drilling rigs. Born in Puerto Rico, he
is a resident of New Orleans.
32 / LOG / November 1979
George Camille Hoffman, 62,
joined the SIU in 1941 in the port of
New Orleans sailing as a deck
maintenance. Brother Hoffman is a
veteran of the U.S. Marine Corps
before World War 11. He was born in
New Orleans and is a resident there.
Guadalupe Molina joined the SIU
in the port of Houston in 1962sailing
as a steward utility. Brother Molina
sailed 27 years. He is also a musician.
Seafarer Molina was born in Sinton,
Tex. and is a resident of^Galveston.
James Reuben Prestwood, 62,
joined the SIU in 1945 in the port of
Mobile .sailing as a chief steward (33
years) and ship's chairman. Brother
Prestwood .sailed 38 years. He was
the port of New Orleans delegate to
the Workshop No. 4 Conference in
1971 at the Harry Lundeberg School
(TILS) Piney Point. Md. Seafarer
Prestwood was born in Alabama and
is a resident of Mobile.
Jack Earl Wheelcs, 57. joined the
SIU in the port of Savannah in 1952
sailing as a chief cook. Brother
Wheeles upgraded to cook and baker
in 1976 at the HLS. He is also a
carpenter. Seafarer Wheeles was
born in Osierfield, Ga. and is a
resident of Savannah.
Joseph Andrew Yanik, 66, joined
the SIU in 1947 in the port of New
York sailing as a FOWT. Brother
Yanik walked the picketline in the
1961 Greater N.Y. Harbor beef. He is
a veteran of the U.S. Army in World
War 11. Seafarer Yanik was born in
Coplay, Pa. and is a resident of
Northampton, Pa.
Vernon Lee Hopkins, 65. joined
the SIU in the port of San Francisco
in 1956 sailing as a bosun. Brother
Hopkins sailed 46 years. Seafarer
Hopkins is a veteran of the U.S.
Coast Guard in World War 11. He
was born in South Creek. N.C. and is
a resident of Chesapeake. Va.
Henry Martin Murranka, 62.
joined the SIU in 1944 in the port of
Galveston sailing as a bosun. Brother
Murranka sailed 39 years. He was a
bosun on the famed research ship
RjV Anton Bniun. .A native of
Trenton. N.J.. he is a resident of
Eugene. Ore.
Juan Sanchez, 63. joined the SIU
in 1944 in the port of New York
sailing as a chief cook. Brother
Sanchez won a Union Personal
Safety Award in 1960 for sailing
aboard an accident-free ship, the SS
Frances. He was born in Puerto Rico
and is a resident of Carolina. P.R.
Fred Frixo Vrocher, 62, joined the
Union in the port of Mobile in 1956
sailing as a chief engineer for the
Mobile Towing Co. from 1946 to
1979. Brother Vrocher is a former
member of MEBA. He was born in
New Orleans and is a resident of
Theodore, Ala.
Walter Hammond Sibley, 65,
joined the SIU in 1946 in the port of
New York sailing as a quartermaster
and bosun. Brother Sibley is a
veteran of the U.S. Navy before
World War H. He was born in
Alabama and is a resident of San
Francisco.
Jack William Arellanes, 52, joined
the SIU in 1947 in the port of
Baltimore sailing as a bosun. Brother
Arellanes sailed 35 years. He is a
wounded veteran of the U.S. Navy
during World War 11. And he is also a
radio technician. Seafarer Arellanes
was born in San Francisco and is a
resident of Sonoma, Calif.
Joseph Badyk, 67, joined the SIU
in the port of New York in 1959
sailing as an AB. Brother Badyk
sailed 28 years. He hit the bricks in
the 1961 N.Y. Harbor beef. Seafarer
Badyk was born in Poland and is a
naturalized U.S. citizen. He resides in
Union City, N.J.
Frank John Hall, 62, joined the
SIU in 1944 in the port of Norfolk
sailing as a chief steward. Brother
Hall sailed 41 years and during
World War II and the Vietnam War.
He has also studied accounting.
Seafarer Hall was born in Ohio and is
a resident of San Francisco.
Recertified Bosun Irwin Sydney
Moen, 56, joined the SIU in 1945 in
the port of Baltimore. Brother Moen
graduated form the 18th class of the
Recertified Bosuns Program in
November 1974. He is also a wood
patternmaker. Seafarer Moen was
born in St. Paul, Minn, and is a
I resident of Delta, Pa.
William Lee "Bill" Warenton, 53,
joined the Union in the port of
Ashtabula, Ohio in 1954. Brother
Warenton sailed as an AB. He is a
veteran of the U.S. Marine Corps in
World War 11. Born in Alabama, he
is a resident of Ethelsville. Ala.
Marvin Frank Kramer, 56, joined
the SIU in the port of New York in
1955 sailing as a bosun and deck
delegate. Brother Kramer sailed 29
years and during the Vietnam War.
He also organized the Atlantic Coast
for the Union. Seafarer Kramer is a
veteran of the U.S. Navy in World
War 11. Born in Watkins. Minn., heis
a resident there.
Woodrow Wilson Parrish, 62,
joined the Union in the port of St.
Louis in 1962 sailing as a deckhand
, for Inland Tugs. Brother Parrish is a
I ?' former member of the NMU. He is a
veteran of the U.S. Navy in World
War H. Boatman Parrish was born in
Farrenburg. Mo. and is a resident of
New Madrid, Mo.
Alcohol! m IS a
dise
It can he
treated.
�^Ugly Duckling' Jeremiah O'Brien to Be a Museum
The Jeremiah O'Brien was moved to her new berth with the able seamanship ot
numerous people Including some of the SlU's own. Three of them were (I. to r.):
Brian Trujillo, able seaman; Ed Turner, (who is SlU senior West Coast
representative) sailing bosun, and SlU representative George IVlcCartney, who
did the honors as oiler.
t
At 11:15 AM, on Saturday, Oct.
6,1979, more than 500 friends of the
maritime industry were thrilled at
the announcement over a public
address system, "The SS Jeremiah
O'Bften is underway, under her own
power, for the first time in 33 years."
The crowd had gathered aboard
the rusted old Liberty ship for a
festive ride from the government
layup anchorage in Suisun Bay,
Calif., to the Bethlehem shipyard in
San Francisco, 40 miles away.
The O'Brien is the last of 2,750
such ships, the "Ugly Ducklings" of
World War II, that was never
converted to any special use. The
ship the happy crowd boarded that
day was exactly as it looked when it
went on its maiden voyage in late
June, 1943. It was, however, con
siderably worse for the wear and
ravages of time.
Now, it is in the shipyard, where it
is undergoing a thorough beauty
treatment, restoring her to first class
condition. Next May, some 37 years
after her keel was laid in Portland,
Me., the O'Brien will steam to Ft.
Mason, in San Francisco, in time for
National Maritime Day. There she
will become a floating maritime
Jim Shorten takes a turn at the wheel
of the Jeremiah O'Brien.
museum, a tribute tothe nation's
seafarers.
The people who made the sixhour voyage included representa
tives of all the maritime unions,
government agencies and various
steamship companies. Also among
the throng, were about 100 present
and former seamen who sailed on
Liberty ships during the war.
Included among them were sev
eral men who had actually sailed on
the O'Brien between 1943 and 1946,
Delta Brasii Committee
Here's the Ship's Committee of theS.S De//aeras/7(Delta Line) at a payoff recently
at the 39th St. Pier. Brooklyn, N.Y. they were (I. to r.) OMU Joe Logan, engine
delegate; Cook and .Baker Pedro Laboy, steward delegate; Recertified Bosun
Robert F. r\/lackert, ship's chairman; Chief Steward Juan Oquendo, secretaryreporter and AB Victor De Jesus, deck delegate.
The SS Jeremiah O'Brien lies at anchor in the government reserve fleet at Suisun
Bay, California, where she has been for 33 years.
when she joined the mothball fleet.
And most of them brought along
members of their families to become
part of the historic occasion.
The coming restoration of the
O'Brien is a particular tribute to
Thomas Patterson, Western Region
Director of the U.S. Maritime
Administration. Patterson spear
headed the drive to have the ship
placed on the National Register as a
historical object and declared a
national monument. He has been
aided by Thomas B. Crowley,
chairman of the National Liberty
Ship Memorial Committee.
$436,000 grant from U.S. Depart
ment of the Interior's Heritage
Conservation and Recreation Serv
ice Historic Preservation Fund, and
the National Trust for Historic
Preservation.
Last summer, the first of scores of
volunteers from the various mari
time unions and ship repair services
began working on the ship, prepar
ing her for the trip. Every one of the
maritime unions contributed to the
effort, with SlU members in the
deck, engine and steward depart
ments all giving a helping hand as
needed.
Contributions came from all
segments of the maritime industry,
including the labor unions, as well as
thousands of individuals. Over half
a million dollars were raised for the
project, and then matched by a
Among SlU officials who rode the
ship on her memorable trip were
George McCartney (Honorary
Oiler), EdTurner(Honorary Bosun)
and Don Rotan, (Honorary Chief
Steward).
Getting to the top
doesn't have to be a
long haul.
We'll help
you get
there
fast—
Move up in the Engine Department. Take the FOWT Course
at HLS. it's your first step up the career ladder. It starts
January 17. To enroll, contact the Harry Lundeberg School
or mail the application in this issue of the Log.
November 1979 / LOG / 33
�OGDEN CHALLENGER (Ogden
^ Marine), September 16—Chairman,
Recertified Bosun P. Burnette; Secre
tary R. De Boissiere; Educational
Director R. Bizeeden; Engine Delegate
A. Amat; Steward Delegate Emanuel
Lowe. No disputed OT. Chairman
reports that this has been a smooth trip
and we are heading to Houston, Texas
for payoff. Also noted that it is
important for all shot cards to be
brought up to date and those who don't
have passports to get them. Told the
crew that it was the best he had ever
sailed with. A special vote of thanks to
all department delegates for a job well
done in helping to make this a good trip.
Report to the L(\^: "Ogden Challenger
was the first ship through the Panama
Canal with a Panama pilot aboard on
. September 16, 1979, Sunday. Japanese
television recorded the voyage through
out the entire passage. This SHJ crew is
the finest in the world." Observed one
minute of silence in memory of our
departed brothers. Next port Houston,
Texas.
LNG LEO (Energy Transportation),
September 9 -Chairman, Recertified
Bosun C. F. Boyies; Secretary A.
Dechamp; Educational Director R. W.
Nurmi; Engine Delegate Patrick Dono
van; Steward Delegate Lawrence ConIon. Chairman reported that GSU John
Dziuban was .seriously injured in an
accident while ashore in Bontang,
Indonesia. Blood was needed and six of
his shipmates from the SS LNG Leo
quickly volunteered and donated blood
at 2:00 A.M. that morning. Special
thanks to Chief Mate, G. Tarver, 3rd
A/E, M. Kellner, Radio Officer, J.
. Warren and Pat Donovan, QM ED. The
two other men who went forward but
their blood was not the right type were
3rd Mate, M. Falitz and Steward,
Baker, A. Dechamp. SHJ representative
Frank Boyne has been aboard ship.
OVERSEAS VIVIAN (Maritime
Overseas), September 23 —Chairman,
Jorge Castillo; Secretary Henry W.
Roberts; Educational Director Carlos 1.
Coello; Deck Delegate Robert E. Allen;
Steward Delegate A. Z. Deheza. No
disputed OT. Educational Director
advised all crewmembers to attend some
upgrading classes at Piney Point if they
have not already done so. It is there for
everyone to better themselves and to
' make the Union stronger. A vote of
thanks to the steward department for a
job well done. Next port Panama Canal
Zone.
AMERICAN HERITAGE (Apex
Marine), September 24—Chairman,
Recertified Bosun Leo Paradise; Secre
tary M. Detoatch; Educational Director
E. Sholar; Steward Delegate Teddy E.
Aldridge. $35 in ship's fund. No
disputed OT. Chairman held a discus
sion on the importance of young men
upgrading themselves at Piney Point
that everyone who is eligible should take
advantage of it. Also more members
should apply for the LNG course as it
offers a better opportunity for more jobs
and better pay. The crew agreed that this
is the best feeding ship that they have
ever sailed. The Steward Marvin
Deloatch puts out the best menus, and
when the plates are served by the Chief
Cook Teddy Aldridge they are always
garnished nice and very appetizing. The
crew extended special thanks to Captain
Nooman and Chief Engineer Arnoldo
for buying lobsters for the crew. Next
port Riverhead.
34 / LOG / November 1979
EL PASO ARZEW (El Paso Ma
rine), September 23—Chairman. Re
certified Bosun E. Anderson. No
disputed OT. Chairman spoke to
captain about transportation and
lodging and was informed that it would
be taken care of at payoff. Everything is
running smooth in each department.
Report to the Log: "My first trip on the
Anew in the steward department was a
good learning experience and a very
worthwhile trip. I hope that -more
women can share this opportunity in the
future.—Debbie Phillips." Next port
Savannah.
COUNCIL GROVE (Interocean
Mgt.), September 12—Chairman L.
Rich; E. A. Kirchharr; Deck Delegate
Robert Myer. $100 in ship's furfd. No
disputed OT. Chairman reports that
burial services were held on fantail for
3rd Mate William Vance at 1830 hours
on September 10, 1979 by Captain and
Chief Mate and crew. A wreath was
thrown overboard at the spot of the
accident. A vote of thanks to the
steward department for a job well done.
Observed one minute of silence in
memory of our departed brothers. Next
port Charleston.
©DP ©l}iiB[p)©° [M©©SBinii© J
i
-a, -f*
JL
MARYLAND (Interocean Trans
port), September 30—Chairman, Re
certified Bosun Ben Mignano; Secretary
R. F. Frazier; Educational Director G.
Dickens; Engine Delegate Barry Harris;
Deck Delegate Larry Thompson. Chair
man held a discussion on the import
ance of donating to SPAD and gave a
vote of thanks to Executive Vice
President, Frank Drozak, for his quick
reply to a recent beef. Secretary
reported that everyone with enough
time accumulated in their respective
departments should upgrade at Piney
Point for more money and job security.
$28.84 in ship's fund. No disputed OT.
Observed one minute of silence in
memory of our departed brothers. Next
port Panama.
I
DELTA AFRICA (Delta Steam
ship), September 27—Chairman, Re
certified Bosun Peter Loik; Secretary
W. Wroten; Educational Director D.
Papegeorgiou; Deck Delegate Jack
Taylor; Engine Delegate Hector Duarte; Steward Delegate James Miller.
No disputed OT. Message received from
the Welfare Department concerning
changes in Welfare Plan were read and
discussed. Educational Director urged
all members who qualify to upgrade at
Piney Point at the first opportunity. A.
vote of thanks to the steward depart
ment and a special vote of praise for 3rd
Cook, Carolyn Pendergrass, for excel
lent sandwiches, cold plate and vege
table preparation. Next port Baltimore.
DELTA MEXICO (Delta Line)
September 2—Chairman, Recerified
Bosun George A. Burch; Secretary
Paul U. Hunt; Educational Director B.
E. Cooley; Deck Delegate Joseph D.
Blanchard; Engine Delegate Paul
Thomas. $55 in ship's fund. Nodisputed
OT. Chairman thanked the crew for
everyone getting along so well and
cooperating to make this a Smooth trip.
A special vote of thanks to the steward
department for a job well done. Next
port Houston.
MERRIMAC (Ogden Marine), Sep
tember 2—Chairman H. MenicdU;
Secretary John C. Reed; Deck Delejate
R. Rodriguez. Some disputed OT in
deck and steward departments. Chair
man thanked the crew and the delegates
of each department for their coopera
tion. The Logs were received and passed
out for all to read. Next port Corpus
Christi, Tex.
OVERSEAS ALASKA (Maritime
Overseas), September 21—Chairman,
Recertified Bosun W. L. Osborne;
Secretary George L. Vourloumis;
Educational Director Emerson Ness;
Deck Delegate Edward Lindberg;
Engine Delegate Robert Kwiatkowski;
Steward Delegate Sam Morris. $3 in
ship's fund. Some disputed OT in
steward department. Educational di
rector advised all members to take
advantage of upgrading facilities at
Piney Point. A vote of thanks to the
steward department for a job well done.
EL PASO HOWARD BOYD (El
Paso Tanker), September 16—Chair
man, Recertified Bosun David LaFrance; Secretary R. M. Boyd; Deck
Delegate Arthur Mallory; Engine
Delegate Charles Clausen; Steward
Delegate Games Morgan. No disputed
OT. Communications that were re
ceived were posted. Received a reply
from Executive Vice President Frank
Drozak on the pay raise and wish to
thank him for keeping the members well
informed. Crewmembers are requested
to keep the fire screens closed at all times
and to wear shirts at all times while
working on deck. The steward thanked
the crew for helping to keep the messhall
clean at all times. The swimming pool
will be filled and music tapes will be
available when we arrive back at Cove
Point.
COVE RANGER (Cove Shipping),
September 9—Chairman F.R. Schwarz;
Secretary F. Paylor; Educational
Director H. Smith, Jr. No disputed OT.
Chairman discussed the idea of upgrad
ing and the advantages of same.
Educational director advised all those
who haven't had a high school educa
tion can take the. GED Course at
Piney Point and get their diplomas. A
vote of thanks to the steward depart
ment for a job well done.
GUAYAMA (Puerto Rico Marine),
September 9—Chairman, Recertified
Bosun S. Kadziola; Secretary R. A.
Cobb; Educational Director R. F.
Dearie. No disputed OT. Chairman
gave a brief lecture on the importance of
donating to SPAD and pointed out
safety habits aboard ship. Also talked
about helping those who want to go to
Pine^ Point and the importance of
upgrading. Encouraged all crewmem
bers to be back on board one hour
before sailing time. A vote of thanks to
the steward department. Observed one
minute of silence in memory of our
departed brothers. Next port Elizabeth.
Official ship's minutes were also received from the following vessels:
WESTWARD VENTURE
BROOKLYN
STONEWALL JACKSON
OVERSEAS NATALIE
EL PASO SOUTHERN
MAYAGUEZ
DELTA BRASIL
OVERSEAS ALEUTIAN
JEFF DAVIS
INTREPID
LONG BEACH
SEA-LAND PRODUCER
SEA-LAND FINANCE
SEA-LAND MC LEAN
TAURUS
OAKLAND
SAMUEL CHASE
DELTA PARAGUAY
CAPRICORN
ZAPATA ROVER
DELTA NORTE
BRADFORD ISLAND
DELTA MAR
HUMACAO
COVE EXPLORER
TRANSCOLUMBIA
HOUSTON
SEA-LAND GALLOWAY
DELTA ARGENTINA
SEATTLE
GREAT
LAND
ALEUTIAN DEVELOPER
JOHN PENN
JACKSONVILLE
OVERSEAS ARCTIC
LNG ARIES
SEA-LAND CONSUMER
DELTA URUGUAY
BALTIMORE
OVERSEAS NATALIE
GALVESTON
CAROLINA
WORTH
GOLDEN DOLPHIN
GEORGE WALTON
TAMPA
DEL
RIO
OVERSEAS HARRIETTE
ARECIBO
GOLDEN MONARCH
DELTA ECUADOR
SEA-LAND COMMERCE
DELTA COLUMBIA
DELTA SUD (Delta Steaniship),
September 23—Chairman, Recertified
Bosun R. Lambert; Secretary E. Vieira;
Educational Director J. C. Dial; Engine
Delegate E. M. Welch. Nodisputed OT.
Chairman reported that we are sched
uled to pull into Maracaibo. However, if
we bypass that port we could be in New
Orleans at about 6:00 A.M. Monday
morning or Monday night and payoff
sometime Tuesday. This has been a very
good trip with all things considered
going along pretty well. We also have
had another accident free trip. Be sure to
keep in touch with the office as to the
sailing time of the vessel. As you know
from experience the sailing time is
subject to change from one hour to
another. Observed one minute of silence
in memory of our departed brothers.
VIRGO (Apex Marine), September
10—Chairman, Recertified Bosun W.
Robinson; Secretary Fred R. Hicks;
Educational Director Jerry L. Boyee;
Deck Delegate Charles Connell; Engine
Delegate Frank Overstreet; Steward
Delegate Sovandus Sessoms. Some
disputed OT in deek and engine
departments. Report to Log: "The erew
was sorry to see the Baker, Jerry E.
Wood, have to leave the ship due to a
freak hand injury and we wish him a
speedy reeovery. The vessel is running
the U.S. East Coast ports and thence to
St. Croix, V.l. Most of our brothers
have been spending many memorable
hours there in some of the fabulous
plaees to relax in. Several brothers
passed birthdays on board and spent
their happy hours in St. Croix celebrat
ing them." Next port New York.
�Apply for SiU College
I
PS not too early to start applying for the yearly SIU six month period immediately preceding date of application
college scholarships offered to members and their and 125 days employment in the previous calendar year.
dependents.
Dependents of pensioners or deceased members who had
Entitled the "Charlie Logan Scholarship Program,
met these seatime requirements before death or retirement
seven college scholarships, worth $60,000, are offered are also eligible for the scholarships.
through the Seafarers Welfare Plan annually.
All scholarships are awarded on the basis of high school
Five of the scholarships are four-year $10,000 awards. grades and scores achieved on either the College Entrance
One of these goes to an active member while four go to Examination Boards (SAT only) or the American College
dependents of members.
Tests (ACT).
Two of the scholarships are two-year grants worth $5,000
Upcoming test dates for the SATs are: Nov. 3; Dec. 1, and
each. These are exclusively for active members.
For an active member to be eligible for a scholarship, he Jan. 26. For more information on the SATs, write the
must have at least two years (730 days) employment time College Entrance Examination Board at either Box 592,
with SIU contracted companies. In addition, he must have Princeton, N.J. 08540, or Box 1025, Berkeley, Calif. 94701.
one day of employment in the six month period (Write to the office located closest to your mailing address.)
Upcoming test dates for the ACTs are: Dec. 8, and Feb.
immediately preceding date of application, as well as 125
16. Information and applications for these exams may be
days employment in the previous calendar year.
Members' dependents applying for the scholarships must received by writing to ACT Registration Unit, P.O. Box
be unmarried and under 19 years of age. [However, 414, Iowa City, Iowa 52240.
SIU members can pick up Scholarship award applica
unmarried children who are eligible for benefits under Plan
#I Major Medical can apply for a dependent's scholarship tions for themselves or their dependents at any SIU Hall or
by writing the SIU Welfare Plan, 275 20th St., Brooklyn,
up to the age of 25.]
An applicant must be the dependent of a member with N.Y. 11215.
Scholarship winners will be announced in May 1980.
three years (1,095 days) employment time with SIU
contracted companies, as well as one day employment in the Applications should be in no later than Apr. 15, 1980.
99
November 1979 / LOG / 35
�Help
A
Friend
Deal
With
Alcoholism
Alcoholics don't have friends. Because a friend
wouldn't let another man blindly travel a course that has
to lead to the destruction of his health, his job and his
family. And that's where an alcoholic is headed.
Helping a fellow Seafarer who has a drinking problem
is Just as easy—and just as important—as steering a blind
man across a street. All you have to do is take that
Seafarer by the arm and guide him to the Union's
Alcoholic Rehabilitation Center in Valley Lee, Md.
Once he's there, an alcoholic SIU member will receive
the care and counseling he needs. And he'll get the
support of brother SIU members who are fighting the
same tough battle he is back to a healthy, productive
alcohol-free life.
The road back to sobriety is a long one for an alcoholic.
But because of ARC, an alcoholic SIU member doesn't
have to travel the distance alone. And by guiding a
brother Seafarer in the direction of the Rehab Center,
you'll be showing him that the first step back to recovery
is only an arm's length away.
36 / LOG / November 1979
Alcoholic Rehabilitation Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and counseling
records will be kept strictly confidential, and that they will not be kept
anywhere except at The Center.
Name
Book No.
Address
(Street or RFD)
(City)
(State)
Telephone No. . . . ,
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, (301) 994-0010
(Zip)
�Pensioner Ah Sang Ling, 75, died of a
heart attack in the St. Francis Hospital,
San Francisco on June 25. Brother Ling
joined the Union on the West Coast
sailing as a cook. He sailed 25 years.
Seafarer Ling was bom in China and
was a resident of San Francisco.
Interment was in the Olivet Cemetery,
Colma, Calif. Surviving is a cousin,
James Ling of San Francisco.
Pensioner Edward "Eddie" Reyna
Maul Jr., 66, died of injuries sustained
in a fall on Aug. 4 at the Harborview
Medical Center, Seattle. Brother Maul
joined the Union on the West Coast
sailing as a chief cook and chief butcher
from 1946 to 1975. He sailed 19 years on
the President Cleveland (APL). Sea
farer Maul graduated from the Marine
Cooks & Stewards Union Training and
Recreation School, San Francisco in
1961 and the Training School, Santa
Rosa, Calif, in 1970. Hewasa woundedin-action master-sergeant veteran of
2nd U.S. Marine Corps Division,
Wellington, New Zealand in World War
II. And he was born in Santa Clara-San
Jose, Calif, and was a resident of Valley
Springs, Calif. Interment was in the
Peoples Cemetery, San Andreas, Calif.
Surviving are his widow, Amanda; a
son, Richard of Oroville, Ga. and a
daughter, Mrs. Pamela Ann Rutherford
of Valley Springs.
Samuel James Davis, 55, died of
cancer in the U.S. Navy Medical Center,
Portsmouth, Va. on July 14. Brother
Davis joined the Union in the port of
Norfolk in 1975 sailing as a cook on the
Tug Falcon (Allied Towing) from 1973
to 1977. He was a veteran of the U.S.
Navy in World War II. Boatman Davis
was born in Rolland, N.C. and was a
resident of Moyock, N.C. Burial was in
Westlawn Memorial Park Cemetery,
Elizabeth City, N.C. Surviving are his
widow, Jonnie; his parents, Mr. and
Mrs. James and Rose Davis and a sister
Mrs. Lilly Taylor.
Pensioner Joseph Lawrence Molica,
72, passed away from lung failure in the
San Francisco USPHS Hospital on
June 24. Brother Molica joined the
Union on the West Coast sailing as a
waiter and room steward. He sailed 43
years. From 1958 to 1968, he sailed on
the SS President Cleveland (A PL).
From 1939 to 1946, he sailed on the SS
Lurline (Matson). Seafarer Moliea was
born in California and was a resident of
San Francisco. Cremation took place
in the Woodlav-n Memorial Cemetery,
Colma, Calif. His ashes were buried at
sea. Surviving are a brother, Anthony of
Freernont, Calif.; a sister. Rose of San
Jose, Calif.; a nephew , Samuel Molica
of Freemont; a greatnephew, Anthony
Molica and a greatniece, Christine L.
Molica, both of San Jose.
Pensioner Stanley August Bauers, 78,
died of a heart attack on arrival at the
Community Memorial Hospital, Cheboygen, Mich, on Aug. 23. Brother
Bauers joined the Union in the port of
Detroit in 1961 sailing as an AB and
wheelsman on the hakcs'CarFerry Chief
Wawatam (Straits Co.). He was born in
Missouri and was a resident of Mack
inaw City, Mich. Burial was in
Lakevicw Cemetery, Mackinaw City.
Surviving are his widow. Rose; a son,
Raymond of Stanford, Mich.; a
daughter, Jerilu and a sister. Aria of
Emmet, Mich.
John Ryland
Shannon, 62, died
of heart-lung fail
ure in the Pennsyl|i vania Hospital,
Philadelphia on
June 22. Brother
Shannon joined
the Union in the
port of Philadelphia in 1969 sailing as an
AB, oiler and coal barge captain for
Taylor and Anderson. He sailed deep
sea with the SIU in 1947 and 1951 out of
the port of New York.-Bom in Brownwood, Tex., he was a resident of
Philadelphia. Surviving are his widow,
Lillian; two sons, Bruce and Michael
and a daughter, Bonnie.
Pensioner
Charles "Chick"
Malley, 73, died of
lung disease in
Holy Name Hos
pital, Teaneck,
^ N.J. on July 7.
Brother Malley
Joined the Union
in the port of New York in 1960 sailing
as a bridge operator for the N. Y. Central
Railroad, West Shore Division, Weehawken, N.J. from 1927 to 1967. He was
a union member since 1949. Boatman
Malley was a veteran of the U.S. Army
in World War II. Born in Union City,
N.J., he was a resident of Ridgefield
Park, N.J. Burial was in St. Joseph's
Cemetery, Hackensack, N.J. Surviving
is his widow, Johanna.
William John
Otis, 63, died of
heart failure in the
John Sealy Hospi
tal, Galveston on
Feb. 27. Brother
Otis joined the
Union in the port
of Houston sailing
as a chief engineer for Brown and Root
from 1952 to 1964 and for the G & H
Towing Co. from 1964 to 1979. He was a
former member of MEBA. And he was
born in Antigua, B.W.I, and he was a
resident of Blessing and Galveston, Tex.
Interment was in Calvary Cemetery,
Galveston. Surviving is his widow.
Beryl.
Pensioner James Lewis, 72, passed
away from emphysema in the San
Francisco USPHS Hospital on Aug. 2.
Brother Lewis joined the Union on the
West Coast sailing as a room steward.
He sailed for 46 years. Seafarer Lewis
sailed during World War 11 and on the
SS President Pierce (APL). He was
born in Hawaii and was a resident of
San Francisco. Burial was in the Holy
Cross Cemetery, Colma, Calif. Surviv
ing are his widow, Madonna; a nephew,
Alexander Barboza of Long Beach,
Calif, and a niece, Jacqueline Desormeaux of San Francisco.
Pensioner Herman Carl Helm, 72,
succumbed to a heart attack in the San
Francisco USPHS Hospital on Sept. 4.
Brother Helm joined the Union on the
West Coast sailing as a chief steward.
He sailed for 40 years. Seafarer Helm
was born in North Carolina and was a
resident of San Francisco. Burial was in
the Woodlawn Memorial Park Cem
etery, Colma, Calif. Surviving are a
stepson, James L. Kelper of San
Francisco; a sister, Beatrice and a niece,
Mrs. Peggy Hawley, both of Salem,
N.C.
Pensioner Kenyon Floyd "Ken"
Parks, 73, died of
heart disease in
San Joaquin Hospital, French
Camp, Calif, on
Aug. 30. Brother
Parks joined the
SIU in the port of New Orleans sailing
as a waiter-steward and passenger BR
on the SS Delta Mar, Del Mundo, Del
Norte and Del Sud (Delta Line) for 14
years. He was born in Wadina, Minn,
and was a resident of Stockton, Calif.
Burial was in Farmington (Calif.)
Memorial Cemetery. Surviving are his
widow, Maria of Stockton; two daugh
ters, Renee of Stockton and Mrs.
(Katherine) R. Ellis Gardiner of Lathrop, Calif.; his mother, Mrs. Gertrude
H.T. Donaldson of Stockton and two
sisters, Mrs. Grace Jones of Stockton,
and Mrs. Margaret Shugart.
Pensioner Gaudenicio Torrefiel
Tiflis, 77, passed
away at home in
Manila, P.l. on
Aug. 16. Brother
Tiflis joined the
SIU in the port of
Baltimore in 1951
sailing as a fireman-watertender. He
sailed 36 years. Seafarer Tiflis was born
in the Philippines. Surviving are his
widow, Tiburcia of Manila and a son,
Benjamin of Baltimore.
Pensioner Lennot Wilfert Sr., 68,
died of lung fail
ure in the Savoy
Memorial Hospi
tal, Mamou, La.
on June 30. Broth
er Wilfert joined
the SIU in the port
of Lake Charles,
La. in 1957. He sailed as a pumpman for
25 years. Seafarer Wilfert was a veteran
of the U.S. Army in World Warll. Born
in Eunice, La., he was a resident there.
Burial was in St. Paul's Cemetery,
Eunice. Surviving is his widow, Zora.
Carl Johnsson,
65, passed away in
1972. Brother
Johnsson sailed in
the engine depart
ment with the
Union from 1951
to 1967. He was a
graduate of the
SlU-MEBA District 2 School of Marine
Engineering, Brooklyn, N.Y. in 1967.
From f967 ta 1972, he sailed with
MEBA. Seafarer Johnsson was a
resident of Brooklyn. Surviving are his
widow, Elizabeth and a brother-in-law.
Eugene Edward
Hill, 54, died of a
heart attack on a
I * ship in Lake Mich
igan off Gary, Ind.
on Aug. 28. Broth
er Hill joined the
Union in the port
of Duluth, Minn,
in 1973 sailing as a fireman-watcrtender
for Kinsman Marine. He was born in
Minnesota and was a resident of
Duluth. Burial was in Bassett Cemetery,
Duluth. Surviving are his daughter,
Mrs. Barbara Anderson of Duluth and
his father, Eno.
Pensioner Er
nest C. Baker, 82,
passed away from
heart disease in
the Lower Bucks
County Hospital,
Falsington Twsp.,
Pa. on Aug. 2.
Brother Baker
joined the Union in the port of Phil
adelphia in 1960 sailing as a pilot and
mate for Independent Towing and lOT.
A native of Maryland, he was a resident
of Philadelphia. Burial was in the Holy
Sepulchre Cemetery, Cheltenham
Twsp., Montgomery County, Pa.
Surviving are his widow, Margaret and
a daughter, Eileen.
Pensioner
James Brown, 80,
succumbed to can
cer in the West
Jersey Hospital,
Burlington Coun
ty, N.J. on Aug.
18. Brother Brown
joined the Union
in the port of New York in 1960 sailing
as a 1st deckhand for the N.Y. Central
Railroad Marine Division from 1928 to
1963. He was a former member of the
Associated Maritime Workers Union
(AFL) and Local 1 of the International
Organization of Masters, Mates and
Pilots. Boatman Brown was born in
New York and was a resident of
Marlton, N..L Interment was in Flush
ing Cemetery, Queens, N.Y.C. Surviv
ing is his widow Emma.
Pensioner
James Mayo Tay
lor, 68, died of a
heart attack in
Beaufort County
(N.C.) Hospital
on July 3. Brother
Taylor joined the
Union in the port
of Norfolk in 1960 sailing as a deckhand
for Southern Materials Co. from, 1952
to 1956 and for GATCO from 1958 to
1972. He was a member of UMA from
1956 to 1960. Brother Taylor was born
in Bath, B.C. and was a resident there.
Burial was in Pamlico Mcniorial
Gardens Cemetery, Washington, D.C.
Surviving are his widow, Retha; two
sons, Carl and James and a daughter,
Dianna.
Pensioner Vernon Robert "Buzz"
Lee, 76, passed away from pneumonia
in the Kaiser Foundation Hospital, San
Rafael, Calif, on Aug. 12. Brother Lee
joined the Union on the West Coast
sailing as a bartender and smoking
room steward. He sailed for 26 years.
From 1957 to 1963, he sailed on the
President Johnson and Wilson (APL).
Seaferer Lee was born in South Dakota
and was a resident of Sonona and Santa
Clara, Calif. Interment was in the
Mission City Memorial Park Cemetery,
Santa Clara. Surviving are his widow,
Mabel of Cloverdale, Calif, and two
daughters, Mrs. Eugene (Sally) Pelle
grini of Santa Clara and Mrs. Charmaine O'Leyar of Moundview, Minn.
November 1979 / LOG / 37
�AB Course Instructor H. Coylo (standing left) is with graduates in (silling) first rowof (I. to r.) G. Savard. J. Gallant. P. Alma, G. Cino. W. C, trfall, R. D. Wiley. R. Neveau.
C. Hunt. J. Schamanski. T. Ross. J. Watson! D. Miller and D. Barnay. In the second row sitting are (I. to r.) H. Dennis. S. Ramsey. J. Gardner. J. Smilari. D. McKee.
A. Laird. S. Barron. J. Kirsch. F. Goodin and A. Chekov. Standing in the first rowil. to r.) are J. Gomez. 8 Hudson. S.^eiler. R. Pence. P. Tracy. E. J. Parker, L. Hensley.F. Coyle. J. Ellias. M. Vanderhorst. R. Casloire. A. Johnson. J. "Eyeball" Landry and R. Smith. Way in the back row standing (I. to r.) are M. Bailey. J, Byrne. M. Ingram,
T. Keenan. T. Sacco, T. Schultz, J. Jones. J. Brown. W. HausenbauerandD L. Hutch.
LNGers AH Ready to Sail
Man Those Oars Men
1
Here's a recent graduating class of the LNG Course at the Point. In front (I. to r.)
are K. Quinn. A. Caulder. K. Park and J. Dernbach. The middle row (I. to r.) has F.
Pehler. K. Maclnnes. M. Pereira and A. Derosier. Bringing up the rear (I. to r.) are
R. Schwonder. Mike Delaney. L. Garcia. J. Haight and L. Cook.
In front of Pier 45 at Piney Point are graduates of a Lifeboat Course, They include
(front I. to r.) J. Gallant. P. Alma. J. Watson. W, C. Hall. C. Hunt and A. F. Johnson. In
the back are (I. to r.) Instructor H. Coyle. J. Hughes. D. Barney. J. "Eyeball" Landry,
E. J. Parker. T. Simmons. W. Hausenbauer. H. Dennis. J. Gardner and S. Parrish.
All Kinds of Cooks
Cook Congrats Cook
Displaying their diplomas are new additions to the SlU Steward Department (I. to
r.) Chief Cook Tom McQuay. Cooks and Bakers Robert Fitzgibbon and Earl Feltus
and Towboat Cook Charles Di Meglio.
Newly graduated HLS Cook and Baker Eric Parker (ri^ht) gets handshake and
diploma from Instructor L. Tucker.
38 / LOG / November 1979
�Why Not Apply for an HLS Upgrading Course Nowlj
HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION
(Please Print)
Name.
Date of Birth _
(Last)
(First)
Mo./Day'Yeer
(Middle)
Address.
(Street)
Telephone.
(City)
(State)
(Zip Code)
Deepsea Member •
inland Waters Member •
Book Number
Port Presently
Registered ln_
Port Issued
Endorsement(s) or
License Now Held
Social Security #.
Entry Program: From,
Lakes Member •
, Seniority.
Date Book
Was Issued.
Piney Point Graduate: • Yes
(Area Code'i
No • (if yes, fill in below)
to
(dates attended)
Upgrading Program: From
Endorsement(s) or
License Received .
to.
(dates attended)
Do you hold a letter of completion for Lifeboat:
Yes
No Q
Firefighting:
Yes
No
Dates Available for Training
Am Interested in the Following Course(s).
DECK
• Tankerman
1 1
AB 12 Months
AB Unlimited
1 1 AB Tugs & Tows
• AB Great Lakes
Quartermaster
Towboat Operator
Western Rivers
Towboat Operator Inland
Towboat Operator Not
More than 200 Miles
Towboat Operator (Over
200 Miles)
• Mate
• Master
Pilot
•
u
u
n
n
u
n
ENGINE
U FWT
• Oiler
QMED - Any Rating
• Others
• Marine Electrical Maintenance
n Pumproom Maintenance and
Q
Operation
• Automation
Maintenance of Shipboard
Refrigeration Systems
• Diesel Engines
• Assistant Engineer (Uninspected
Motor Vessel)
• Chief Engineer (Uninspected
Motor Vessel)
STLWARD
•
1 1
•
•
•
Assistant Cook
Cook & Baker
Chief Cook
Steward
Towboat Inland Cook
ALL DEPARTMENTS
•
1 1
1_J
•
•
LNG
LNG Safety
Welding
Lifeboatman
Fire Fighting
RECORD OF EMPLOYMENT TIME — (Show only amount needed to upgrade in rating noted above or attach letter of service,
whichever is applicable.)
VESSEL
SIGNATURE
RATING HELD
DATE SHIPPED
DATE OF DISCHARGE
DATE
RETURN COMPLETED APPLICATION TO:
LUNDEBERG UPGRADING CENTER,
PINEY POINT, MD. 20674
November 1979 / LOG / 39
�r
WASHINGTON
30<D A DAY
IS ALL IT TAKES
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
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Paul Hall Maritime Library Microfilm 1939-1993
Publisher
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Seafarers International Union of North America
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
November 1979
Description
An account of the resource
HEADLINES
CARTER INKS MARITIME APPROPRIATIONS BILL
LAKES SEAFARERS GET COLA HIKE
MAJOR BREAKTHROUGH IN MEDICAL BENEFITS
SEAFARERS, BOATMEN CAN NOW USE EITHER A USPHS HOSPITAL OR A PRIVATE HOSPITAL
AFL-CIO VOWS ACTION TO BOLSTER U.S. MARITIME
CARTER TO AFL-CIO: IRAN WILL BE HELD RESPONSIBLE
GEORGE MEANY PASSES THE GAVEL TO KIRKLAND
LABOR’S NEW TOP MAN STARTED AS A SEAMAN
SENATE’S WINDFALL PROFITS TAX A WINDFALL FOR BIG OIL
BILL CLEAR WAY FOR PASSENGER SHIP REVIVAL
LIBERIAN FREIGHTER RAMS LIBERIAN TANKER OFF TEXAS
MARAD AUTHORIZATION; PASSENGER SHIP BILLS SIGNED BY PRESIDENT
RUSSIA EXPECTED TO BUY A RECORD U.S. GRAIN IMPORT
ALASKA LANDS BILL WINS COMMITTEE APPROVAL
SIU BOSUNS COME TO WASHINGTON FOR MARITIME LEGISLATION VIEW
OCEAN MINING BILL STALLED IN HOUSE
N.Y. PORT COUNCIL OPPOSES BILL REDUCING CREW STANDARDS IN OFFSHORE WORK
HLSS LAUNCHES CORRESPONDENCE COURSE FOR MATH
CLEVELAND PORT AGENT G. TELEGADOS RETIRES
SEAFARER’S WALKING HAVIT SAVES SAILOR IN WATER OVER 38 HOURS
CS LONG LINES SET TO LAY GUAM-TAIWAN, TRANSATLANTIC CABLES
AMERICAN DRY BULK FLEET SHRINKING ALMOST OUT OF SIGHT
MTD AN ORGANIZATION ON THE MOVE
1979 CONVENTIONOF THE AFL-CIO MARITIME TRADES DEPARTMENT
SPEAKERS… AT THE MTD CONVENTION
… SENATOR DANIEL INOUYE, A BELIEVER IN A STRONG MERCHANT MARINE
RAY MARSHALL, SECRETARY OF LABOR: WE WANT INPUT FROM WORKERS
CONGRESSMAN JOHN MURPHY: “GUARENTEED CARGO FOR OUR SHIPS”
GEORGE MEANY: “WE HAVE TO TAKE CARE OF THE PEOPLE WHO WORK FOR WAGES”
LANE KIRKLAND: “MARITIME IS BLEEDING FROM CORPORATE GREED, GOV’T NEGLECT”
MTD CHARTS AGGRESSIVE PLAN OF ACTION IN SUPPORT OF MARITIME, PRO-LABOR LEGISLATION
HALL, LESLIE, INGRAO ELECTED TO MTD’S TOP POSTS
COURT OK’S CONSTRUCTION OF NEW LOCK & DAM 26
‘UGLY DUCKLING’ JEREMIAH O’BRIEND TO BE A MUSEUM
Creator
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Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
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11/1/1979
Format
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Newsprint
Type
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Text
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Vol. 41, No. 11
1979
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/19a502c79360e951f5925bc92a85edb9.PDF
2db066156fb8c0da1cec0e4c1dde2327
PDF Text
Text
tiZ9C?
Official Publicati
nw
iM 0 d
A JM d
OCTOBER 1979
Gulf, Lakes and Inland Waters District • AFL-CIO
^ C 1M
V6h6
' h*
.
AdVvufii"' :HI
-
as New Tug,
Kewed
..
George Meany to Retire
SlU
Page 5
Members
fs..
Join
in
J.P. Stevens
Protest
Page 6
Alaska Oil Will Not Be
Bxporfed
Special Supplement Pages 19-22
AFL-CIO, Carter Form Pact on
Economy
Page 3
�Feds Give OK to Build LNG Terminal in Cal.
T
HE Federal government has
given the go-ahead for the
construction of a liquid natural
gas terminal at Little Cojo Bay,
near Point Conception, Calif.
However, this does not mean
that construction will necessarily
begin soon. Groups, such as the
environmentalists, may try to
block construction through the
courts.
The approval of the site, which
is located in Santa Barbara
County, came late last month
from the Federal Energy
Regulatory Commission (FERQ.
The permission was granted to
the two California utilities that
have been trying to build a
terminal in California for the past
five years. They are Pacific Gas
and Electric Co. and Pacific
Lighting Corp.
The utilities want to bring in
both Alaskan and Indonesian
liquid natural gas.
FERC must still rule on the
rates for the Alaskan imports. A
spokesman for the Commission
said that the ruling on those rates
should be made shortly.
The SIU applauds the decision
LNG can give the U.S. a much LNG vessels. In order to keep
of FERC in approving construc
tion. Red tape has contributed to
more varied energy base, thereby that edge, quicker and bigger
the lengthy delay of this LNG
making America less dependent development of liquid natural gas
project and others. And these
on oil. For instance, the LNG as a source of energy here in
project near Point Conception America is necessary.
delays jeopardize America's
chances to develop LNG as
will bring in nine hundred mil
lion cubic feet of liquid natural
another energy source besides oil.
Reliability Mark
gas a day. Four hundred million
The Federal government has
Of SIU Crews
the power to approve or reject
will come from Alaska and five
hundred million from Indonesia.
any LNG project. And because of
Reliability is one of the keys to the
uncertain U.S. policy and
This combined total represents smooth and efficient operation of
regulatory delays, American
20 percent of the daily natural gas any business.
It is especially important aboard
companies have already lost
consumption for southern
contracts from foreign countries
California. The state of Cali ship. For U.S. ship operators to he
successful against foreign compe
willing to sell the U.S. their liquid
fornia is dependent on gas for
tition they must have reliable crews.
natural gas.
nearly half of its energy supplies.
The SIU has always been known
Also, private groups can
Secondly, and most impor for its competent and responsible
further delay or totally stop LNG
tantly, LNG development will members. They know how essential
projects. For instance, actual
create jobs. Workers will be it is to remain aboard ship for the
construction of the terminal near
needed to build terminals, duration of the articles.
Point Conception is not expected
regasification plants, and vessels.
This is especially true for key
to begin before mid 1981. The
LNG development will also mean ratings, such as, chief steward,
utilities feel it will take that long
more jobs for American seamen
bosun, chief pumpman and elec
before anticipated court cases
who will man the ships under trician.
against the project are finished.
Seafarers in these and other key
U.S. flag. In the Point Concep
Environmentalists have said
tion LNG project alone, nine ratings are very involved in the
they will try to stop construction
proper running of the vessel. Their
vessels will be needed. And most
through the courts.
of those will be U.S.-built and determination to stick with a job sets
the good example for all the ratings.
The SIU supports the develop will be under U.S.-flag.
And it helps give the SIU the good
ment of LNG as an energy
U.S. shipbuilding right now reputation it has for well trained,
source. The Union feels that such has a technological edge on other reliable, and responsible men and
development has many benefits.
countries in the construction of
women.
}r
Paul Hall
Progress for Our Kind of People
Not too many years ago, one of our old time members- -a guy
who had fought in many of the fights that built this Union- froze
to death in a doorway near the hall in Brooklyn.
It wasn't a freak accident. He was an alcoholic.Hehad no money.
He had nowhere to go. But what was worse, he had no hope.
This tragic event was no one person's fault. Alcoholism is
rampant in America. Nearly 10 percent of all adult Americans are
alcoholics.
Alcoholics are lawyers, doctors, airplane pilots, teachers,
carpenters, seamen, and workers in every profession in the nation.
In other words, alcoholism shows no favoritism. Anyone who
drinks, has the potential of becoming an alcoholic.
Beyond all the statistics, alcoholism destroys people physically.
Very few alcoholics freeze to death in doorways. But alcoholics die
before their time of heart disease, liver ailments and many other
problems related to alcohol abuse.
Alcoholism also destroys people psychologically. It's a major
cause of broken homes and broken marriages. And more people in
this country lose their jobs, their livelihoods and their futures due to
alcoholism than any other one contributing outside factor.
The bottom line is that alcoholism is a very serious problem. It's a
problem for America. It's a problem for the SIU. I'm proud to say
that we in the SIU are doing our best to overcome this problem.
As most of you know, we established the Seafarers Alcoholic
Rehabilitation Center in Valley Lee, Md. some few years ago.
The reason I mention the Program here is that our
Rehabilitation Center has hit an important milestone. Earlier this
month, the Center reported that the 300th SIU member had
entered the Program to try and beat alcoholism.
More important than the numbers, though, is that a very high
percentage of those SIU members who have gone through the
program have remained sober after they left.
Our Program has one of the highest success rates of any such
program in the country.
One of the big reasons for the success of the Program is that it is
specifically designed for seamen. Many of the counselors are SIU
members who are themselves ex-alcoholics. They know the special
problems a seaman has, relating to his job, his family and his
personal life. And as seamen, the counselors know how to relate to
other seamen, who in large part share similar experiences.
However, the most important reason why our Rehabilitation
Program is achieving results is that individual SIU members are
becoming involved in it.
Instead of ignoring the alcoholic, more and more members are
taking the bull by the horns. They are trying to talk to a fellow
miember who has a drinking problem. And they are encouraging
him to get the help he needs through the Alcoholic Rehabilitation
Program.
What the Program needs now to continue its indispensable work
is simply more of the same. Participation—taking an interest in
your brother members—is the key.
If you come into contact with a shipmate who is having a
problem with alcohol, take a few minutes of your time to talk to
him. You never know, your efforts might be a turning point. It
might be just the push the alcoholic needs to seek help.
Overall, the Seafarers Alcoholic Rehabilitation Program has
been an unqualified success. But the work the Program has
accomplished so far is really only the start of a tough job that will
take a long time to complete.
At the same time, though, the success of the Rehabilitation
Program represents progress—important progress. And after all,
that's what the SIU is all about—progress for seagoing people—
our kind of people.
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave Brooklvn NY
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No. 10, October 1979. (ISSN #0160-2047)
y . • •
2 / LOG / October 1979
•I
�AFL-CJO, Carter Reach Accord on Economy
Washington—The AFL-CIO
Executive Council and President
Carter have announced the
adoption of a "national accord"
which, if carried out, would allow
organized labor to play a more
prominent role in the formula
tion of this country's economic
policies.
At the heart of the accord is the
creation of a new Pay Advisory
Committee. The Committee will
be composed of fifteen members,
five of whom will be appointed
from the ranks of organized
labor. The remaining ten spots
will be divided evenly among
representatives of the public
sector and the business com
munity.
It will be the Committee's duty
to work hand-in-hand with the
President's Council on Wage and
Price Stability in developing "fair
and equitable" wage guidelines.
When asked what weight
would be given to the Commit
tee's suggestions. Lane Kirkland,
secretary-treasurer of the AFLCIO, stated: "I have been assured
that the recommendations of the
Pay Committee will be taken very
seriously indeed."
The immediate objective of
the accord is to combat the
present high rate of inflation in
such a way as to create the least
amount of social dislocation.
Inflation is being measured in
double-digits and is threatening
the very fabric of American
society.
There are also long range plans
for the accord. It is hoped that it
will help lay the foundation for a
new era in American politics, one
in which there will be on-going
discussions between the leaders
of labor and government on
matters ranging from inter
national trade to inflation to
energy and environmental con has been favorable.
cerns.
Paul Hall, president of the
The accord has been described SIUNA, and senior vice presi
as having the potential of dent of the AFL-CIO, summed
becoming "an American version up the feelings of many when he
of the concept of social contract said:
between labor and government."
While such contracts have ^ "In one sense the accord is
nothing more than a piece of
become a familiar sight in
paper. But then, so is the
European politics, they have
never been tried before in the constitution or any contract you
might sign. A lot will depend on
United States.
The accord gives an open- the actions of both the Adminis
tration and the labor movement.
ended list of issues which would
It could be an historic document.
be discussed between labor and
Well have to wait and see."
government on a continuing and
informal basis. That list includes
The selection of John Dunlop,
those developments in the area of former Secretary^^of Labor under
international trade which would Gerald Ford, as Chairman of the
"promote a strong merchant Committee bodes well for the
marine and assure that expand success of the accord. He is one of
ing American flag shipping the most respected business
services will make a growing scholars in the country as well as
contribution to the reduction of one of the few men in the country
our balance of payments deficit." who is^ trusted whole-heartedly
The reaction to the agreement
by both management an^Jabor.
SlU Supports Bill to Spur New Investment in Fishing
A bill has been introduced in
Congress that would help Amer
icans take advantage of the
fishing potential off America's
coasts.
Introduced by 16 members of
the House of Representatives, the
bill is entitled the Underutilized
Species Development Act. It has
INDEX
Legislative News
McClosky Spoilers
Dumped in Confer
Page 4
SlU in Washington ... Pages 9-10
Support
Page 5
Union News
S-L Finance Crew
Pull off Rescue
Page 13
President's Report
Page 2
Headquarters Notes
Page 7
Letters to Editor
Page 16
Brotherhood in Action ...Page 34
At Sea-Ashore
Page 18
SPAD Checkoff
Back Page
New Pact with
National Marine
Page 4
Great Lakes Picture .... .Page 32
Inland Lines
Page 29
New Towboat Operators
Graduate
Pages 14-15
General News
Ship's Digest
Page 26
Dispatcher's Reports:
Great Lakes . . .-r .. ; .-Page 31
Inland Waters
Page 28
Deep Sea
Page 23
Training-Upgrading
"A" Seniority Upgrading .Page 39
Piney Point Grads
Page 38
Upgrading Schedule
Page 33
Membership News
_ New Pensioners
Page 30
Final Departures
Pages 36-37
Bosun Recertification
Program
Page 25
New Tug Cape Romain . .Page 11
Special Features
The Fight to
Save Alaska Oil
for America
Pages 19-22
been given the number H.R.
4360. There is also a companion
bill numbered H.R. 5077.
But there is a large foreign
market for these fish.
Foreign fleets for years have
The SIU strongly supports the fished these species with modern
bill. The Union testified on its catcher/ processor stern trawlers.
behalf at hearings held last These ships stay out for long
month before the House Sub periods of time and catch,
process, and freeze the fish on
committee on Fisheries, Wildlife
Conservation and the Environ board.
It is on ships like these that
ment. This is a subcommittee of
Americans need training. Once
the House Merchant Marine and
trained crews are available, then
Fisheries Committee.
American businessmen have said
Many other union representa
they will invest in the modern
tives, as well as industry
fishing vessels which can cost
personnel, testified in favor of the
approximately $7 million.
bill.
Under H.R. 4360, incentives
This bill is really a result of the
will be provided temporarily for
1976 Fishery Conservation and
foreign fishing ships to take on
Management Act (FCMA),
American trainees. The bill will
commonly called the 200-mile
run for no more than five years.
bill. The FCMA's intention was
Part of the money that is
the revitalization of the
American fishing industry. It
meant to accomplish this by
WASHINGTON, D.C. —The
giving American fishermen
U.S. unemployment rate in Septemexclusive right to harvest within
her slipped to 5.8 percent from
the 200 mile zone off the U.S.
August's 6 percent as employment,
coasts'.
oddly
enough, grew in a weakening
However, FCMA also allowed
economy. This makes 5,985,000
foreign fleets to fish whatever
persons not working last month
Americans did not harvest. The
down from 6,149,000 the previous
hope was that Americans would
month.
eventually take advantage of the
Total employment last month
fishing potential available to
increased by 610,000 to 97,513,000
them.
working.
Most of
the latest
But with certain species offish,
rise—which is the biggest for any
such as squid, hake, and pollock,
month since June 1978—took place
American fishermen do not have
among women (especially wives)
the proper equipment or
and teenagers. And most of the
experience for successful
employment gains, 100,000 jobs,
harvesting.
were in the service sector of the
Traditionally, Americans have
economy.
not fished these species since they
The jobless rate for adult women
are not widely popular in the U.S.
generated back to U.S. business
men while the trainees are aboard
these foreign ships must be used
to build replacement vessels. The
intention is that American
replacement vessels will eventu
ally take the place of the foreign
fishing ships. The replacement
vessels must be built in the U.S.
As SIU Washington Repre
sentative Chuck MoIIatd said in
his testimony before the
Subcommittee, "The goal of
H.R. 4360 is to temporarily use
foreign vessels to train Amer
icans. Once the American vessel
is built, the trained Americans
will be the permanent sources of
trained manpower. They will be
useful to these projects and any
other fishing vessel operations
seeking skilled crews."
Jobless Rate Slips to 5,8%
fellto 5.5 percent from August's 5.9
percent. Teenagers rate dipped to
14.6 percent from 14.9 percent. But
the black teenagers rate rose to 31.5
percent from 30.7 percent. Black
workers jobless level went down to
10.6 percent from 11 percent, more
than double the 5.1 percent for white
workers. Male unemployment was
unchanged from August at 4.2
percent.
Sen. Lloyd Bentsen (D-Tex.)
chairman of the Congressional Joint
Ei!onomic Committee, called the
employment figures "a pleasant
surprise." He also added at hearings
here on the September employment
results that the unpredictability of
the economy was probably causing
"heartburn and a few nightmares for
economic forecasters."
October 1979 / LOG / 3
�Conference Dumps McCloskey Spoilers
Sen. Inouye, Rep, Murphy
Lead Charge To Win
Strong Maritime Authori
zation Bill,
T
WO DAMAGING amend
ments to a very important
maritime bill have been defeated
in a Conference Committee of the
U.S. House and Senate.
The two amendments had been
sponsored by Representative
Paul McCloskey (R-Calif.).
Three months ago they passed
the House as amendments to the
Maritime Appropriations Au
thorization Act for fiscal year
1980.
At the time McCloskey had
also sponsored two other amend
ments which were defeated on the
House floor.
So in the end,Rep. McCloskey,
who so often plays the spoiler's
role on maritime issues, accom
plished nothing but to delay
pas.sage of a crucial maritime bill.
The bill, which allocates sub
sidy monies for the American
merchant marine, might have
been passed in the spring if it were
not for Rep. McCloskey's nega
tive attitudes toward it.
The Senate passed its version
of the bill in May by a vote of
85-2. The House version of the
legislation was passed in July.
McCloskey's potentially de
structive amendments had first
been defeated in the House
Sen. Daniel Inouye (D-Hawail)
Merchant Marine and Fisheries
Committee. On the House floor,
also, two of four of his most
damaging amendments went
down to defeat.
These include an amendment
that would have cut $69 million
from the $101 million going to
the Construction Differential
Subsidy (CDS) program.
Attempt to Cut Meaning
However, two other McClos
key amendments which could
have weakened the U.S. merch
ant marine, did pass the House.
One would have withheld CDS
funds from a new vessel if the
manning level was 50 percent
above the minimum levels de
termined by the Coast Guard.
The other would have pro
hibited U.S. operators who
receive Operating Differential
Subsidy from including in their
costs contributions to contractu
ally established maritime re
search organizations.
Because of these amendments
and other variations in the House
and Senate versions of the bill, a
Conference Committee had to be
held to resolve the differences.
The Committee consisted of
the following members. From the
Senate: Daniel Inouye (D-Hi.);
Russell Long (D-La.); Warren
Magnuson (D-Wash.); John
Warner (R-Va.), and Bob PackRep. John Murphy (D-N.Y.)
wood (R-Ore.).
From the House side were: bill. Among them were the
John Murphy (D-N.Y.); Mario following:
Biaggi (D-N.Y.); McCloskey;
• The House Conferees agreed
Gene Snyder (R-Ky.); Barbara to eliminate the ceiling that the
Mikulski (D-Md.), and Brian House had placed on new ship
loan guarantees.
Donnelly (D-Mass.).
• By adding a time limit, the
Inouye, Murphy Key Roles
Senate Conferees agreed to a
Inouye and Murphy served as House amendment concerning
chairmen of their respective com transfer of cargoes. A four-andmittees. Both men are knowl a-half year limit was put on the
edgeable and vigorous support amendment which would "allow
ers of a strong U.S. merchant U.S. operators to transfer car
marine. Over the years they have goes between ports in the U.S. if
fought hard on its behalf.
the cargo has a foreign origin or
Their understanding of the destination." The Conferees also
maritime industry helped counter agreed that this service would be
McCloskey's attempts to sabo limited to existing ships and
tage it. Conference Committee those that are currently under
members decided that the two contract.
McCloskey amendments would
The Conference Committee's
be counterproductive to the compromise bill must now go
maritime industry.
back to the House and Senate.
The Committee members also The vote on the legislation was
voted on other variations in the scheduled to come up as the Log
House and Senate versions of the went to press.
Boatmen Ratify Historic Pact With National Marine
SIU Boatmen at National
Marine proved what "strength in
unity" means.
This month they ratified a
contract giving them the best allaround package of wages, work
ing conditions, and benefits in the
Western rivers area. The vote was
83-30 in favor of acceptance.
Negotiations for the contract
began in early August. But the
events that led to those negotia
tions began a month before that.
In July, two conferences for
Former MCS Members Need 125
Days in '79 for Benefits in '80
Seafarers who were formerly with
the .Marine Cooks & Stewards
Union are reminded that an impor
tant change regarding payment of
welfare benefits will take place
beginning January 1, 1980.
.-Vt that time, steward department
personnel formerly represented by
the MCS will have to have 125 days
of covered employment during the
year 1979 in order to qualify for all
welfare benefits.
Steward department personnel,
under the old MCS agreement with
the Pacific Maritime .4ssociation,
needed 90 days a year to qualify for
welfare benefits. Under the merger
terms, welfare benefits have been
paid during 1979 for such seamen
who had 90 days during 1978. This
4
LOG / October 1979
was to provide a transition period
from MCS to SIU welfare plans.
The rule has been standard for
seamen working under SIU deep sea
contracts and will apply to all
seamen on all jobs with all com
panies beginning with the new year.
The 125-day rule is important to
both active seamen and those who
may plan to retire on or after
January 1, 1980. It means simply
that to protect themselves and their
families, steward department per
sonnel formerly represented by the
MCS must be sure to get 125 days of
covered employment during this
year 1979. Anyone who hasn't got
125 days yet should be sure to take a
job to insure his welfare benefits will
continue.
National Marine Boatmen were
held at the Harry I.undeberg
School in Piney Point, Md. Out
of those conferences came more
than 300 contract suggestions.
And also out of those conferences
came the members' vow "to stick
together" to gain their just de
mands.
Though their contract didn't
expire until March of 1980, the
Boatmen wanted to meet with
company representatives about
their immediate needs.
That meeting took place on
Aug. 3 in St. Louis, Mo. Union
and company representatives de
cided at that time to open up
contract negotiations. After the
representatives came to an agree
ment on a new contract, voting
by the rank and file took place
from Aug. 23 to Oct. 8.
Three of the delegates elected
from the two conferences to
participate in the Aug. 3 meeting,
also comprised the tallying com
mittee that counted the ballots.
They were: Capt. James "Red"
Benoit, tallying committee chair
man; Capt. Bill Zorn, and Lead
Deckhand/Tankerman Floyd
Wuellner.
The tally was conducted by
these Boatmen on Oct. 9 at SIU
Headquarters.
Historic Package
The pact negotiated for Na
tional Marine Boatmen is a
historic one. In an area of the
country where so few rivermen
are organized, the SIU Boatmen
at National Marine have made
tremendous gains.
Not only have they increased
their wages, but they have greatly
improved their welfare and
pension benefits, and their work
ing conditions.
Some highlights of the pact
are:
• Wage increases are retro
active to Aug. 3, 1979.
• Boat crews working over
time will be paid a new and higher
overtime.
• All eligible dependents will
be covered by Major Medical
benefits.
• Higher pension benefits.
�GEORGE MEANY TO RETIRE
G
EORGE MEANY, the grand
'Old Man' of American
labor and stubborn spokesman
for millions of American workers
for the past quarter century is
stepping down as president of
the AFL-CIO. Meany, who is
85, said he will not stand for
reelection of the 13.5 million
member AFL-CIO at the Federa
tion's Biennial Convention in
November.
AFL-CIO Secretary-Treasurer
Lane Kirkland relayed Meany's
decision to retire at a Washing
ton, D.C. press conference on
Sept. 28.
Moved almost to tears, Kirk
land hailed Meany as "this great
man, who has meant so much to
the trade union movement and to
American workers for many
years."
He has stood, Kirkland con
tinued, "on the firing line and
taken the attacks and brickbats
that come with the normal
territory of someone who has the
responsibility of advocating and
defending the rights and interests
of plain people in this society."
Meany was, himself, one of
those "plain people." A hardnosed Irishman from the South
Bronx, he rose from the ranks of
the plumbers union to become
president of the New York
Federation of Labor in 1934.
Five years later he was tapped
by American Federation of
Labor President William Green
to fill the post of SecretaryTreasurer. He took over as AFL
president on Green's death in
1952.
Brought AFL and CIO Together
A chief architect, along with
CIO President Walter Reuther,
of the merger that made the
American Federation of Labor
and the Congress of Industrial
Organizations one large, power
ful federation in 1955, Meany
became its first and has been its
only president.
As Federation President,
Meany began a life-long crusade
against racketeering and radi
calism in the labor movement.
His shoot-from-the-shoulder
manner caused reporters to refer
to him as "crusty," "grumpy,"
and "arrogant."
But Meany worked hard for
American working people, living
by the credo he once barked to a
Ford Administration Cabinet
member that "everything that
happens has to do with workers."
During his 25 years at the helm
of the AFL-CIO, he made labor
a force to be reckoned with,
causing the New York Times to
write: "Labor's voice is always
important and often decisive on
Capitol Hill."
Most recently, Meany reached
agreement with the Carter Ad
ministration on the formation of
a labor/management/public sec
tor Pay Advisory Committee to
set wage guidelines.
Agreement on the committee
was a coup for Meany who has
long contended that major eco
nomic policies cannot be formu
lated without the input of labor.
He had intended to make public
details of the wage committee
himself and hastily summoned
the AFL-CIO Executive Board
to Washington for that purpose
last month.
But plagued by ill health, as he
has been for the last six months,
he was unable to attend the
meeting. He left the announce
ment of the economic accord—
and the news of his retirement—
to Kirkland.
With Meany's retirement a
chapter in the history of the U.S.
labor movement, and an era in
American history, ends. The
AFL-CIO will elect a new presi
dent in November and the Fede
ration will continue to move
forward. But the 'Old Man' will
be missed.
October 1979 / LOG / 5
�SlU Engages in J, P. Stevens Protest Rally In N.Y.
S
CORES of placard-waving Sea
farers joined hundreds of other
trade unionists and community
groups' demonstrators in a New
York City-wide lunchtime protest
rally on Oct. 11 to aid the Amalga
mated Clothing and Textile
Workers Union (ACTWU) in its
drive to break the connection
between the anti-union textile giant,
the J. P. Stevens Co. and the
Seaman's Bank for Savings.
Joining the 17-block long"human
billboard for Justice" on Manhat
tan's midtown and downtown
financial district sidewalks.
Seafarers handed out anti-Stevens
leaflets in front of a bank urging
E. Virgil Conway, president of the
Seamen's Bank for Savings and a
Consolidated Edison Electric Co.
trustee, to quit the Stevens Board of
Directors, a post he held since 1974.
The ACTWU's second antiStevens public rally in two years was
marked by Seafarers carrying
billboard signs reading "Break the
J.P. Stevens-Seamen's Bank
Connection" and punctuated by
their chants of "Seamen's Bank is
Stevens bank. Virgil Conway must
go."
They also passed out hundreds of
leaflets describing the union's battle
to organize workers at Stevens' 77
plants in the South and rapping the
bank's chairman for supporting
Stevens.
Later the bank president said that,
"I am not intimidated by this or any
other demonstration. I will not
resign" from the Stevens board. He
has received hundreds of postcards
and letters objecting to his
connection with Stevens.
At the protest rally, the union's
demonstration director, Ray
Rogers said that a prote.st drive will
be made against the Sperry Corp.,
which has Stevens chief James D.
Finley on its board, who was
pressured last year to quit the boards
of the N. Y. Life Insurance Co. and
the Manufacturers Hanover Trust
Co.
Rogers added that a drive would
be made against Sidney J. Weinberg
Jr., a Stevens director and partner of
Wall St.'s Goldman Sachs & Co.
Since the union started its
"corporate campaign" drive in 1977
at the Stevens annual stockholders
meeting, which the SIU attended,
Avon Products head David W.
Mitchell and N. Y. Life Insurance
Co. chairman R. Manning Brown
Jr. quit the Stevens board, one day
after the union announced it had
targeted him. Mitchell also quit the
board of the Manufacturers
Hanover Trust Co.
Beside being the U.S. No. 2 textHe
manufacturer, J. P. Stevens is the
No. I violator of the NLRB Act.
Guilty of discrimination in the
hiring and promotion of minorities,
it is also a heavy health and safety
violator.
Fourteen Southern ministers say
Stevens workers "...have been the
victims of a cruel system of low
wages (nationally 31 percent less)
slender benefits and debilitating
working conditions."
N. Y. Lt. Gov. Mario Cuomo
declared "...It's a bully whose time
for taming has come."
He may be small but he's tough, and he
means what he says.
US., Russia Agree on New
Freight Rates For Grain Run
SIU members hold Union's banner during demonstration against J. P. Stevens in
which thousands of unionists took part in New York this month.
The United States and the Soviet
Union have revised their 1975
bilteral grain shipping agreement to
establish new freight rates for
American flag
vessels carrying
wheat and corn to the Soviet Union.
The old rates had become
prohibitively low in relation to
escalating costs, and were causing
the owners of American flag vessels
to reconsider their participation in
the Soviet grain trade.
Freight rates for American flag
operators had been fixed at a
speciflc per ton amount ($18.25).
This aspect of the agreement has
been renegotiated in order to allow
American flag operators greater
flexibility in responding to changed
market conditions.
As of Jan. 1,1980 freight rates will
be determined through the applica
tion of a newly devised formula
based on tbe U.S. Gulf to HollandBelgium run.
The average monthly charter
rate of that representative and
highly visible run will be multiplied
by a mutually agreed-upon index
ratio to produce a more equitable
rate for the Soviet grain trade.
Under no circumstances will the new
rate fall below $25.00 per ton.
The new rate structure will run
until Dec. 31, 1980, when it will be
reviewed.
'75 Scholarship Winner Found Formula for Success
This time next year, Barbara Gail
Bernard, daughter of Great Lakes
Boatman Larry Bernard, will be a
pharmacist—almost.
By the summer of 1980, Barbara,
who won the SlU's $10,000 college
scholarship in 1975, will have
finished the tough, five-year phar
macy program at Wayne State
University in Detroit, Mich. She'll
still have to take the Michigan
Boards to become a Registered
Pharmacist. But even though it's a
difficult exam, Barbara shouldn't
have too much trouble passing.
A long-standing interest in science
is what made Barbara opt for a
career in pharmacy. "I've always
liked biology and chemistry," she
told the Log recently. "I've always
been interested in medicine, but I
didn't want to go into nursing."
Pharmacy seemed like the best
6 / LOG / October 1979
choice for Barbara so, when she
entered Wayne State in 1975, sheenrolled in the pre-pharmacy course.
After two years, Barbara had to
apply to the University's School of
Pharmacy and begin the rigorous
curriculum towards a degree.
In addition to a heavy academic
workload, the pharmacy program
requires students to log 1,000 hours
working under a Registered Phar
macist before graduation.
"I'm now interning at a com
munity pharmacy," said Barbara,
"and I pretty much have my 1,000
hours."
A community pharmacy is
roughly equivalent to a corner
drugstore, Barbara explained.
"There are also hospital pharmacies
and clinics. But I prefer community
pharmacy because you have more
contact with people."
When she's ready to start filling
prescriptions on her own, Barbara
plans to job-hunt in the Detroit area.
One reason is that she's newly
married and her husband, a painter,
works in Detroit. Her father.
Boatman Larry Bernard, as well as
the rest of her family, live in nearby
Trenton, Mich.
Brother Bernard has been a
deckhand for 26 years. He's now
working tugs for SlU-contracted
Great Lakes Towing.
Boatman Bernard was "very
pleased," when he heard the news his
daughter had won the SlU's fouryear college scholarship back in
1975. "And I almost dropped the
phone when I got the call telling me
I'd won the award," Barbara said.
Barbara, the first dependent of an
SIU Boatman ever to be awarded
the Union scholarship, said it was a
\
"tremendous help."
"I figured Wayne State would be
pretty reasonable," Barbara said,
"because it's in-state and I was living
at home and commuting. But they
kept raising the tution fees," she
continued, "and books came to$150
a quarter, plus everything else."
"I'm really glad I didn't have to
worry about it, thanks to the SIU
scholarship," she added.
Barbara hasn't got much free time
these days, but one of her leisure
activities is music. An accomplished
organist, Barbara began studying
music in high school. She was a
church organist until she started
working at the pharmacy.
In addition to music, Barbara
likes embroidery and other handi
crafts. "And I like to play softball on
Sunday afternoon," she said,
adding, "I play outfield."
•
�Heailcf uar
lSoU*s
bv SIU Execiilive Vice President
Frank Drozak
F
OR every young seaman who comes into our Union there
exist hundreds of solid opportunities to build a real career.
The SIU has worked hard to open up these kinds of advancement
opportunities for our members. And the Lundeberg School has
done an outstanding job in developing the necessary educational
programs to help the individual seaman advance rapidly up the job
ladder.
These career oriented programs have turned out hundreds of well
trained, professional seamen who will be the backbone of the
American merchant marine for years to come.
But the job of providing trained competent manpower to our
contracted vessels is an ongoing challenge. And at the present time,
we are faced with a very important challenge in the area of training.
This challenge is in the steward department.
For the past few years, we have been closely studying the,
progress of our educational programs and how these programs are
meeting the manpower needs of this Union.
As a result of these studies, one thing has become very evident.
Most young seamen—although they may take their first job in the
steward department—eventually switch over and wind up building
their careers in either the deck or engine departments.
There have, of course, been many young members who have
stayed and succeeded in making a fine career of the steward
department. But considering the future outlook for expanded
shipping opportunities in our Union, the fact remains that not
enough people are entering the steward department and staying
there.
In addition to expanding job opportunities in the steward
department, more and more of our old line stewards are retiring
each month, providing even more openings.
This trend has created two things for us. First, it is presenting the
SIU with a potential shortage of qualified manpower in the steward
-department,-But^at^the^ame^ -time,-tt has-o pened—up^ the bestopportunities that have ever existed in our Union for rapid career
advancement in the steward department.
At the present time, the Lundeberg School has an excellent
training and upgrading program for the steward department.
However, to meet the present and future manpower needs in the
steward department, we are in the process of expanding and
improving this crucial program.
Around the beginning of next year, we will be announcing the
details of this new program for career minded people.
It will be a program—complete with incentives—to help a young
seaman climb rapidly up the ladder from messman and third cook
to chief steward.
This career program will work hand in hand with the new
Steward Recertification Program to insure the continued
professional quality of SIU steward departments.
The effort we are putting forth to improve career opportunities
for steward department people is extremely important. The Union
will be working hard in the coming months to get this new program
underway. And then we will be working even harder to make the
program work.
For those looking for a sound, secure future, a career in the
steward department offers unequalled opportunity.
A good steward department is indispensable to a good ship. The
chief steward is a key man on every ship, and his earnings reflect
this.
So, for a young person undecided on a career, now is the perfect
time to look at the steward department. Why look any further?
NTSB Says U.S.C.G. Is Off Course on Steering Rules
The SIU and the United States
Coast Guard are at odds over many
maritime issues, concerning safety
of life at sea.
However, the SIU is not alone in
its criticism of Coast Guard laxity in
the vital area of maritime safety,
The National Transportation
Safety Board, an independent
agency which looks into accidents
egeAT uiKts seAfMe/ts/\
Advance Your Career Now
leara to be o eATmAH or COHmORfAAH
Sign up today for ttie
Conveyor Deporfment Course
at HLS. This special course is just for Great Lakes
Seafarers. It covers: Welding
Belt Repair
Load Procedures
Electricai Troubleshooting
Conveyor Drives
Health and Environmental
Protection Equipment
ENROLL TODAY!
Conveyor Depart
ment jobs are
available NOW.
You can look
forward to a
good career
and great
job security.
The Conveyor Department Course is
your opportunity to get ahead. It starts
February 11, and it's four weeks long.
«-'f W'®* "i
uD W®*
Sifii "I*
and makes recommendations on
The Safety Board believes the
Coast Guard has not acted as
how they can be avoided, has been
quickly as it could in implementing
after the Coast Guard to act on their
proposals designed to improve
all the standards it (the Coast
Guard) has proposed. And NTSB
marine steering reliability.
feels it's about time they did.
In a "Safety Report on Progress
"Further delays in rulemaking
Toward Improvements in Marine
action can only prolong the dangers
Steering Reliability," the Board
from steering gear failure in the
noted that since 1973 it has analyzed
congested and restricted ports and
three accidents which resulted from
waterways of the United States," the
steering system failures and has
Board said.
issued 17 safety recommendations.
The Coast Guard does not need
In response to these recommenda
tions, the Coast Guard has initiated international approval to effect
several rulemaking actions to safety regulations in U.S. ports
improve Federal standards for having been given the power to do so
under the Ports and Waterways
steering reliability.
The Coast Guard also has Safety Act of 1972. Following are
proposed the adoption of improved some of the safety requirements the
international standards through the Board believes must be implemented
Intergovernmental Maritime Con unilaterally by the Coast Guard:
sultative Organization (IMCO), the • a wheelhouse alarm to indicate a
organization which sets safety stan
loss of steering control.
dards for maritime on an interna • a requirement for the perfor
tional basis.
mance of additional specific
steering gear tests for all
Here is where the problem begins.
oceangoing vessels entering U.S.
The Coast Guard has been unable to
ports and waterways, including
muster international support of its
activation of the alarm system by
proposals through IMCO and has
simulation of power interruption
therefore been reluctant to
to each of the steering motors.
unilaterally adopt needed safety
requirements for foreign vessels • a requirement for steering gear
test devices on all vessels that
calling at U.S. ports.
will indicate whether the steering
This reluctance generally leads to
gear is operating properly.
the requirements only being made
applicable to U.S. vessels, or else, as • a requirement for manning of
steering gear spaces in designated
the most recent Safety Board report
restricted waters for U.S. and
states: "the proposals have been
foreign vessels.
withdrawn entirely."
October 1979 / LOG / 7
ii
'
"f- '^1
�George Duncan Gain' Fishin' With a $575 Pension
George Duncan is goin'fishin'.
Finally.
Seafarer Duncan is 63. He's
been shipping out for the better
part of the last 50 years. "And
that," he says, "is just about a
lifetime."
The work of this Seafarer's
lifetime received a fitting reward,
as Brother Duncan became the
first SIU member ever to qualify
for all seven increments under the
Seafarers Early Normal Pension
plan. The pension check Sea
farer Duncan picked up from the
New Orleans Union Hall this
month totalled $575, the highest
pension rate any Seafarer has
ever earned.
Brother Duncan qualified for
Early Normal retirement in 1972.
He had put in 20 years of seatime
and he was 55 years old. But he
wasn't ready to retire in 1972.
He'd been working on the
shoregang—first for Delta, later
for Waterman—and he liked it.
He also knew that if he kept
on working he could increase his
monthly pension through the
SIU's Early Normal Pension
Increments Program. That pro
gram, begun in 1972, allows deep
sea SIU members (and increasing
numbers of inland members) to
earn a pension increment for
every full year (365 days) ^of
seatime they put in after qualify
ing for Early Normal retirement.
The maximum number of incre
ments is seven.
When he applied for Early
Normal Pension plus increments
this year. Brother Duncan had
worked a total of 10,349 days.
Each increment earned means
an additional $25 a month onto
the eligible Seafarer's pension
check. For SIU member Duncan
the extra days he worked after
qualifying for his Early Normal
Pension added $175 to the
current monthly pension of $400.
That adds up to $575 a month.
Brother Duncan is very proud
of his Union membership and
eloquent in his praise of the SIU.
"I think it's wonderful what the
Union's done for us," Duncan
said. "Never in all my born days
did I dream I'd be retiring on
anything like this pension," he
added.
But the $575 monthly pension
Pensioner George Duncan
isn't the only reward of Brother
Duncan's labors. His coverage
under the Seafarers Welfare plan
continues through his retirement.
He's also eligible for a lump-sum
Pension Supplement amounting
to 12 times his monthly pension.
For Brother Duncan, that means
he'll be receiving a one-time
bonus check of $6900.
The Early Normal Pension
Supplement Program works as
follows. A Seafarer who puts in
at least two full years (730 days)
of seatime after qualifying for an
Early Normal Pension (20 years
seatime at age., 55) is eligible for
the Pen^ioTi Supplement (12
times the monthly pension
benefit).
Seafarer Duncan was born in
Russia where his father was on
assignment for a British news
paper in 1916. The family
returned to England where
Duncan shipped out for the first
time at the age of 15 as a member
of England's National Union of
Seamen. Duncan's first SIU ship
dropped anchor in the port of
New Orleans in 1944, and so did
he.
Though retirement may
change his activities, it doesn't
look like Pensioner Duncan
plans to slow down any. "I've got
a house with a half acre of land
outside the city limits in Slidell,
La.," Duncan said. "I've got a lot
of work to do there. And I'm
going to catch up On my fishing."
The SIU is proud to call
Brother George Duncan- one of
our own. We wish him good
health and happiness in his welldeserved retirement. And we
hope the fishin's good.
NMC Opposes Subsidies for U.S. Ships Built Foreign
The conference room of the
House Merchant Marine Subcom
mittee has recently been the site of a
great deal of activity. The Subcom
mittee is in the process of conducting
an extensive series of hearings on
legislation sponsored by Congress
men Murphy (D-NY) and McCloskey (R-Cal).
The legislation, entitled the
^Omnibus Bill'
Maritime Omnibus Bill because of
its comprehensive nature, would
completely reorganize the structure
of the American maritime industry.
Attention has for the most part
focu.sed on Title III of the Bill. If left
unchanged and passed into law.
Title III would radically alter this
country's promotional policies,
especially in regard to subsidies,
reflagging and shipbuilding.
Representatives from labor, man
agement and government have
appeared before the Subcommittee
to express their displeasure over
certain aspects of the legislative
program put forth in Title III.
Some have gone so far as to say
that passage of the Omnibus Bill, as
it now stands, would cripple our
dpmestic shipbuilding industry.
The most controversial provision
of the bill is the one which would
grant Operating Differential Sub
sidies to U.S. registered vessels built
in foreign yards.
A1 Muskin, executive director of
the American Maritime Associa
tion, urged the Subcommittee to be
"cautious and guarded" in moving
towards enacting some of the new
approaches outlined in the Bill.
Mr. Maskin noted that since 1970,
subsidies have accounted for over
half the revenues generated in
American shipyards for new mer
chant ship construction. Were these
subsidies to be abolished or severely
weakened, Mr. Maskin doubts that
American operators would choose
to build their vessels in the United
States.
James Amoss, president of the
National Maritime Council, has also
appeared before the Subcommittee
to present his organization's pre
liminary views on Title III.
Mr. Amoss stated that "while
some provisions of Title III appear
to be constructive, they are far
out-weighed by the harm that most
of the provisions inflict on U.S.
vessel operators and shipyards."
He projects that one-half to twothirds of the remaining twelve
shipyards in this country will close if
two things happen: this legislation is
enacted without change; and reme
dial action is not taken to help keep
the shipyards open.
The National Maritime Council is
a non-profit organization formed by
maritime labor and management to
encourage the development of a
strong and healthy merchant ma
rine. The SIU has been an active
participant in the NMC since its
inception following the passage of
the Merchant Marine Act of 1970.
Like his counterparts in labor and
management, Samuel B. Nemirow,
the newly appointed Assistant
Secretary of Commerce for Mari
time Affairs, has expressed serious
reservations concerning many of the
provisions found in the Omnibus
Bill.
In his testimony before the
Subcommittee, Mr. Nemirow pre
dicted that many of the proposed
changes in law would bring hard
times for U.S. shipbuilders and
"create a stultifying regulatory
environment for the shipbuilding
industry."
If you just stand still,
you re gonna
have to run
to catch up ..
KEEP UP with the times.
KEEP UP with the job opportunities
KEEP UP with your industry.
SIGN UP for the AB Course at HLS.
&
Course Starts on November 23
To enroll, contact HLS.
(Application is in this issue of the Log.)
8 / LOG / October 1979
i
�im in toashinfll
Seafarers International Union of Nortli America. AFl.-CK)
October 1979
l.egisiative. Ailministrative aiul Regulatory Happenings
On the Agenda in Congress ...
Time is running out for this session of the
96th Congress. There is a flurry of activity
on Capitol Hill as committees push to get
legislation firmed up for floor action by the
full House and Senate. These committee
sessions are called "mark-ups". What that
means is that the various House and Senate
committees are putting the final touches,
and agreeing to compromise language, on
their bills so that they can be reported out to
the full Congress for final action.
As we swing into the final month before
the expected December recess, here are some
of the "maritime bills" that are awaiting
action:
Coastal Zone Management
The Oceanography Subcommittee of the
House Merchant Marine and Fisheries
Committee will continue oversight hearings
on the Coastal Zone Management Program.
The so-called "oversight" hearings mean
that the committee is taking a look at how
well the program which it enacted is actually
working.
Water Projects Authorization
The Water Resources Subcommittee of
the Senate Environment and Public Works
Committee is scheduled to mark-up S.703
Water Projects Authorization (the Admin
istration's cost-sharing proposal for the
inland rivers), and S. 1241, the DomeniciMoynihan Water Projects financing re
form. Both of these bills have to do with
assessing taxes or levies on users of the
inland waterways.
Stewards in Recertification Program Get a First-Hand
Look at SIU Political Action, Legislative Role
Hazardous Wastes
The Environmental Pollution Subcom
mittee, and the Resources Protection
Subcommittee of the Senate Environ
ment Committee has scheduled mark-up on
Oct. 25 of three bills dealing with the
dumping or disposition of "hazardous
wastes." The three bills are S. 1480, S. 1325
and S. 1341.
FMC Jurisdiction
The Merchant Marine Subcommittee of
the House Merchant Marine and Fisheries
Committee will hold a hearing Oct. 30 on
legislation to give the Federal Maritime
Commission jurisdiction over complaints
against shippers, consignors and consignees.
The bill is H.R. 1715.
Alaska Lands
Late this month, the Senate Energy and
Natural Resources Committee will mark-up
S. 9 and other related bills dealing with the
use of Alaska lands for wilderness preserva
tion as opposed to exploration and exploita
tion of mineral resources.
Obsolete Vessel Sales
The Merchant Marine Subcommittee of
the House Committee on Merchant Marine
and Fisheries will hold a hearing on H.R.
4088 which deals with the sale and
disposition of obsolete vessels.
Railroad Deregulation
The Transportation and Commerce
Subcommittee of the House Interstate and
Foreign Commerce Committee will con
tinue hearings on railroad deregulation. We
are watching this closely, because of the
severe implications that could arise to harm
the inland waterways industry if the
railroads are totally deregiTlated and
allowed to manipulate rates.
SPAD is ilw SILI's poiilkai fund and our polHical arm in
Washin(tan. D.C. The .SIC asks for and accepts votunfary
conlribulions on^v. Tlie Union uses the money donated to
SPAD to support the election campaiipis of legislators who
imve shown a pro-maritime or pro-lahor record.
SPAD enahles the SIU to work effectively on the vital
maritime issues in the Congress. Ihese are issues that have
a direct impact on the johs and joh security of ail SIU mem
bers, deep-sea. inland, and I.akes.
The SIU utiles its members to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit. or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the FEC
in Washington, D.C.
The first group of SIU Stewards in the
Union's recertification program came to
Washington earlier this month for a
first-hand look at the SIU's political action
and legislative programs. The Washington
visit is a part of the overall eight-week
program to upgrade the professional skills
of the seagoing stewards, and to help them to
become more effective union representatives
at sea.
While they were in the nation's capital, the
SIU Stewards visited the Transportation
Institute, and the AFL-CIO Maritime
Trades Department where they were given
an in-depth briefing on the SIU's legislative
activities in Washington. Later in the day,
they toured the Capitol and mft with
Congressman Jack Edwards, a Republican
from Mobile', Ala. Two members of the
group, Herbert Soypes and Alfred Bodie,
are from Congressman Edwards' district.
Another member of the group, Darrell
Chafin, also met his Congressman, Rep.
Charles Whitely (D-N.C.).
During their tour of Congress, the group
paused to take a photo on the steps of the
Capitol. Pictured are SIU Stewards Alfred
Bodie, Darrell Chafin, Paul Franco, Jim
Colder, James Higgins and Tom Uliese.
With the Stewards are Betty Rocker, SIU
Washington legislative representative, and
Don Nolan, Steward Department Voca
tional Instructor from the Harry Lundeherg
School in Piney Point, MD.
October 1979 / LOG / 9
�Maritime Industry
News
gA
5I)C 51U in ^lin5l)innton
President Carter Signs Bill To Bar Export of Alaska Oil
On Sept. 29, President Carter signed the
Export Administration Act of 1979—which
included an effective ban on the export of
American crude oil from the North Slope of
Alaska.
The signing culminated a long struggle by
the SIU and other groups to block the efforts
of the multi-national oil industry to set up a
complicated oil swapping arrangement
which would worsen the oil industry's
stranglehold on American consumers—and
would have killed many hundreds of
seagoing jobs for American seafarers.
The House passed the measure Sept. 25.
However, an effort was made to tack on an
amendment to the bill which would have
substantially weakened the export restric
tions on Alaskan oil.
In arguing forcefully against the amend
ment, Congressman Stewart McKinney (RConn.)—who was the original sponsor of
the section of the bill which prohibits
U.S. and Soviet Union
Agree on New Rates
For Grain Shipments
Northern Tier
Pipeline OK'd
By Interior
The United States and the U.S.S.R. have
agreed to a new freight rate formula for
U.S.-flag vessels carrying grain to the Soviet
Union. Announcement of the new freight
formula came from Samuel Nemirow,
Assistant Secretary of Commerce for
Maritime Affairs, who headed the nation's
negotiating team. His announcement came
at the close of meetings between representa
tives of the U.S. and Russia which took
place in Moscow Sept. 25 to Oct. 1.
Mr. Nemirow said: "The new formula is
based upon current international charter
market conditions and is designed to be
flexible and responsive to changing market
conditions."
During the meetings in Moscow, the two
countries' representatives also reviewed the
carriage of liner and bulk cargoes by both
U.S. and Russian fleets during the past year
"to ensure that both were in compliance with
the agreement entered into in 1975."
Mr. Nemirow said he was "satisfied with
the business-like approach taken by both
sides in arriving at the new arrangement, and
expressed hope that it would result in greater
participation of U.S.-flag ships in the trade."
US, Deep'Sea Fleet Shrinks
But Overall Tonnage Rises
The privately-owned, deep-draft fleet of
the U.S. Merchant Marine climbed to a new
record tonnage—22.9 million deadweight
tons—last month, but also showed a
continued decline in the number of ships in
the U.S. merchant fleet.
According to the monthly report of the
U.S. Maritime Administration, the number
of merchant ships in the U.S. fleet declined
by 13 vessels over the past year, while the
overall tonnage of the fleet increased by 1.6
million deadweight tons.
As of Sept. 1, the active privately owned
fleet totaled a combined capacity of 21.7
million deadweight tons.
The report also revealed that 52 merchant
ships totaling nearly 2.6 million tons were
under construction or on order in private
American shipyaVds on Sept. 1. These new
vessels include ten tankers, nine liquefied
natural gas (LNG) carriers, twelve intermodal vessels, eleven dry-bulk carriers,
three cargo break-bulk ships, and seven
special-type vessels.
10 / LOG / October 1979
exportation of Alaska oil—said that any of
these efforts to ship American oil overseas
"negates the entire purpose of building the
trans-Alaska pipeline, and would run
counter to our efforts to reduce reliance on
foreign oil."
(SEE A SPECIAL SUPPLEMENT ON
THE ALASKA OIL VICTORY IN THIS
ISSUE OF THE LOG.)
Juanita Kreps Resigns
As Commerce Secretary
Department of Interior Secretary Cecil
Andrus this month endorsed the Northern
Tier Pipeline Co. proposal as the best of four
competing plans to move excess Alaskan
crude oil eastward from the West Coast.
The $1.2 billion Northern Tier proposal
calls for construction of a 1,491 mile pipeline
from Port Angeles, Wash, to Clearbrook,
Minn, where it would connect with existing
pipelines. The proposed pipeline system
would bring 709,000 barrels of oil per day to
the northern plains and upper Midwest.
Importantly for American seafarers, the
proposed Port Angeles site for the beginning
on the pipeline would insure that U.S.-flag
ships would carry the oil from Valdez to the
California port.
President Carter will have to make a final
decision on the various pipeline proposals
before Jan. I, 1980.
Patton Named to Head
Maritime Subsidy Board
Robert J. Patton, Jr. has been appointed
to head the Maritime Board of the UJS.
Maritime Administration. The appointment
was made by Samuel Nemirow, Assistant
Secretary of Commerce for Maritime
Affairs.
Patton began his Federal career in 1970
when he joined the Maritime Administra
tion as an attorney advisor. He replaces
James Dawson Jr., who recently retired.
The first woman to hold the cabinet post
of Secretary of Commerce has resigned.
Juanita Kreps, who has held the post since
January 1977, cited "personal reasons" for
her departure. Her resignation is effective
Oct. 31.
The Department of Commerce is one of
the more important agencies of the govern
ment which directly affects the well-being of
the U.S. merchant marine. Within the
Commerce Department is the U.S. Mari
time Administration which is charged with
the responsibility of promoting Americanflag shipping.
No replacement for Mrs. Kreps has been
announced by the President, although
Luther Hodges Jr., an Assistant Secretary
of Commerce, is considered a likely choice.
Schedule Hearings
On Maritime Bill
The chairman of the House Merchant
Marine Committee, John Murphy (D-NY),
announced another round of hearings on the
"Omnibus Maritime Bill."
Scheduled to testify are representatives of
the Department of Commerce, Department
of Navy, the Federal Maritime Commission,
and the Shipbuilders' Council of America.
Sea-Land representatives will also offer
their opinions and recommendations on the
legislation.
Further hearings are expected before the
bill is ready for action by the full Congress.
B
SPAD is the SIU's political fund and our political arm in
Wa.sh'fsgton, D.C. The SIU asks for and accepts voluntarv
contiibutions only. The Union uses the money donated to
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress. These are issues that have
a direct impact on the jobs and job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The SIU urges its members to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the FEC
in Washington, D.C.
�mmm
SlU Crews Tug Cape Romain in Baltimore
T
"^HE newest addition to the
26 tug fleet of SlU-contracted Curtis Bay Towing
Company, the Cape Romain,
was officially welcomed to
Baltimore Harbor on Oct. 11 at
the city's World Trade Center.
The Cape Romain like all the
other tugs in Curtis Bay's fleet is
named for a cape somewhere on
the east coast.'
The Cape Romain, although
capable of performing deep-sea
towing jobs, is specifically
designed to do harbor work,
particularly ship-docking and
undocking. Her low, set-back
pilot house allows her much
maneuverability when handling
today's modern container vessels.
The 105 foot long tug is
powered by two 12 cylinder
General Motors engines capable
of putting out 1650 horsepower
each. The pilot house boasts a
large array of modern electronic
gear including radar, gyro
compass, auto pilot, fathometer,
two VHP radios and a single side
band radio for long distance
communication.
The Cape Romain's skipper is
Capt. N. Pokrywka who has been
with Curtis Bay since 1946 and
has been a member of the SIU
It was "open house" on the tug Cape Romain as the vessel tied up near Baltimore's World Trade Center in the city's inner
harbor. Invited guests of the Curtis Bay Towing Company were allowed to tour the sleek new vessel and later were treated to a
buffet luncheon,high above the city on the Trade Center's 21st floor.
since the Union organized the
company in 1957. Capt. Po
krywka has already had the tug
out on a few harbor jobs and
says, "she handles beautifully...
better than any other boat so
far."
The skipper was also pleased
with the boat's "excellent new
The Cape Romain's crew managed to get free for a moment to pose for this photo;
they are from I. to r.: Chief Mate Don Kirk; Captain N. Pokrywka; Engineer Russell
Harris and Deckhands Mike Smith and Edward Furman.
crew quarters," which are "both
heated and air conditioned."The
tug's crew will each have their
own room when the tug is on
harbor assignments.
The vessel has a well equipped
modern galley featuring all
stainless steel equipment. The
dining area is finished with wood
panelling to add to the attractive
interior.
The Cape Romain is fitted with
the most advanced anti-pollution
devices in its fuel and sanitary
systems, and is classed with the
American Bureau of Shipping as
Maltese Cross A-1 Ocean Tow
ing Service.
Captain Pokrywka stands proudly at the helm of the newest tug on the
Chesapeake.
Farm Workers Continue Boycott of Non Union Iceberg Lettuce
The boycott called by the United
Farm Workers against United
Brands and West Coast Farms has
ended. But an international boycott
on all non-union iceberg lettuce still
continues.
The settlement of a contract with
Sun Harvest brought to an end the
boycott against United Brands,
which is the firm's parent company.
Sun Harvest is the largest California
lettuce grower. The UFW came to
an agreement with West Coast
Farms five days before the Sun
Harvest settlement.
Strikes and boycotts against 11
California lettuce growers began
early this year. They started after
UFW contracts expired at the end of
1978 and the growers refused to give
what the union felt was a fair wage
increase.
In the months that followed, the
strike has been marked by violence
against the farm workers. One UFW
.striker was murdered in a lettuce
field when he tried to talk to
strikebreakers.
Charges against the three foremen
accused of the shooting of 27-year
old Rufino Contreras were later
dropped on the grounds of "insuf
ficient evidence." The UFW says
that farm worker eyewitnesses to the
shooting were never called to testify.
One of the main focuses of the
boycott now will be iceberg lettuce
produced by Bruce Church, Inc. and
marketed under the Red Coach
label. Bruce Church is the second
largest of the 11 growers originally
struck by the UFW.
The AFL-CIO and the SIU are in
full support of the United Farm
Workers boycott. The SIU urges all
its members to give their brother
union workers in the fields their
strong backing.
. October 1979 / LOG / 11
�Naive Young Seamen Rot in Foreign Jails
' I 'HE
HE list of naive young
X American seamen who get
busted overseas on narcotics
charges is growing every month.
Just this month, three young
seamen were arrested in Peru on
DRUGS
drug charges. Their minimum
sentence will probably be two
years in jail.
Other recent cases include two
American seamen sentenced to
16 months in jail in Okinawa on
drug related charges, and two
others sentenced to 18 months in
Greece.
There are a lot of other
American seamen who thought
they could make an easy score
rotting away for much longer
sentences in places like Colom
bia, Mexico, Turkey and numer
ous other countries in Europe
and South America.
Let's not leave out the seamen
who get bagged by U.S. Customs
and are now doing time in
American prisons.
Barring the fact that drugs are
bad for your general health, the
sale, purchase or possession of
drugs—like marijuana, hashish,
cocaine, etc.—is illegal. In some
countries it's very illegal and the
penalties are very stiff.
If you are caught trying to
smuggle drugs in a foreign port—
and the chances are good that
you will—you are going to jail.
Jail in places like Colombia
and Mexico and so many other
foreign countries is a lot more
hazardous to your health than
smoking a joint or snorting
cocaine.
First of all, the simple fact that
you are American is two strikes
against you when you are ar
rested overseas.
Secondly, there are under
cover narcotics agents all over the
docks in foreign ports, (Ameri
can ports, too).
When your ship comes into
port, you can be damn sure the
vessel and the crew's movements
are under surveillance.
In addition, Interpol has a
sophisticated information bank
on known or suspected drug
dealers. So, if you are seen with
someone ashore who is under
surveillance, you are as good as in
jail.
Another thing to consider is
that if you make a score ashore
from someone not being
watched, the chances are good
that this person is going to finger
you to the authorities for a price.
The sale of drugs is big busi
ness and a nasty business. And
there are a lot of young seamen—
,
.
iViriiiiTumniiiiiniiiinmrriririfrirfirrrr'
some dead and some growing old
in a foul smelling cell—who
thought that all the stories about
the drug business were just hype,
and that they were too smart or
too tough to get taken.
Don't forget! Even if you make
a score overseas, you must deal
with U.S. Customs when you get
into an American port.
Customs agents are pros. They
..
know where to look on a ship and
what to look for. They have
specially trained dogs to help
them sniff out drugs of any form.
So, if you entertain any ideas
of getting rich quick by making
an easy score in a foreign port,g<?/
smart!
Throw away these naive ideas
before someone else throws away
the key.
MTD Mustering Support for Northern Tier Pipeline
Acting on the advice of the AFLCIO Maritime Trades Dept. and the
National Governors Assn., Interior
Secretary Cecil D. Andrus has come
out in favor of an all-American
pipeline system to transport Alas
kan crude from Port Angeles, Wash,
to the mid-Western United States.
In a letter to President Carter
dated Oct. 15, Andrus recom
mended that the President okay the
1,491 mile Northern Tier Pipeline
system over three competing alter
natives involving Canadian routes.
Carter has 60 days to forward his
decision to Congress.
The MTD, made up of 42 national
and international AFL-CIO unions
led by SIU President Paul Hall,
strongly endorsed the Northern Tier
alternative because it would gener
ate thousands of jobs for American
workers.
Construction of a superport in or
near Port Angeles, Wash., to receive
tankers bringing oil down from
Valdez would create jobs for seamen
as well as in construction and other
shoreside industries.
In addition, the Northern Tier
system calls for close to 1500 miles of
new pipeline to be laid from Port
Angeles to Clearbrook, Minn.,
12 / LOG / October 1979
linking up with existing pipelines
along the way. Crossing through five
states, the $1.23 billion network will
be able to move 709,000 barrels of
oil a day.
With a projected start-to-finish
construction schedule of 12-18
months, the MTD estimated "an
average of 4,260 pipeline construc
tion personnel will be employed."
MTD Executive Secretary-Treas
urer Jean Ingrao noted several
other compelling reasons for selec
tion of the Northern Tier Pipeline
proposal in a letter to Interior
Secretary Andrus.
The Northern Tier Pipeline, Mrs.
Ingrao wrote, "is located wholly
within U.S. borders providing max
imum control over our domestic
energy supplies...and subject only
to the U.S. permit process."
Though Andrus endorsed the
Northern Tier project his recom
mendation was less than enthusias
tic and the project is still far from
home free.
In his letter to the President,
Andrus advised Carter to "revoke
approval" of the Northern Tier
alternative within a year if enough
private financial support isn't
drummed up at that time. In that
event, Andrus said approval should
be shifted to the part-Canadian
Trans-Mountain Oil Pipeline, back
ed by the government of Canada.
Another source of delay could be
the controversy over the Port
Angeles, Wash., site chosen for the
tanker port. There's some opposi
tion to the site on environmental
grounds and Andrus urged Carter to
base his approval of the Northern
Tier project on relocation of the
Personals
Will the following ex crewmembers of
the SS Ponce, December, 1978, please
contact Red Campbell at Headquarters
as soon as possible—Michael C. Guerrin, Thomas R. Glenn, Otis E. Buffington, Anthony C. Aronica, Thomas E.
Driggers.
Jack E. Gervais
Important that you contact your
mother, as soon as possible.
port.
The MTD and other advocates of
the Northern Tier route feel the
project is the best possible alterna
tive for the American people. "It is
an environmentally acceptable
project," MTD Secretary-Treasurer
Ingrao wrote. And because it's a 100
percent U.S. system it will provide
the maximum number of job oppor
tunities for U.S. workers with the
minimum amount of delay and cost.
I
Personals
I
Terry Gelfrin (AB)
Please contact David Goyette, Gen
eral Delivery, La Plate, Md. 20646, or
call 301-934-8714.
James Ahearn—Norman Maker
Please contact, Walter H. Stovall,
4635 Oakley Court, Cleveland, Ohio,
44102, tel. no. 216-631-7476.
*
Will the lawyers of Ronnie Shelton,
Messman on SS Robert E. Lee, Decem
ber, 1976 please contact Alex Thibodeu
at 209 Citrus Road, River Ridge, La.
Charles Spence
Please contact the editor of theLo^ at
499-6600 Ext. 242.
Lorenzo Pettus
Your sister Yvonne Wade would like
you to call home.
William McMorrow Brown
Harold Forsyth asks that you call him
at 304-765-2524 concerning coal in West
Virginia.
�S-L Finance Crew Rescue Koreans From Sinking Ship
T
HE successful rescue efforts by
crewmembers of the SlU-contracted SS Sea-land Finance of the
crew of a sinking ship have been
lauded as being in the "finest
tradition of the sea."
It all began in the early morning
hours of Sept. 27th, when the Sealand Finance received an SOS signal
from the Panamanian-registered
MV Genciano, about 125 miles
northwest of Okinawa.
A position check indicated the
Finance was about 35 miles away.
Capt. Robert Sutter ordered a
change in course and the speed
raised. This was in spite of a wind
amounting to a 'Force 8' gale, with
very rough seas and a heavy swell.
The high wind and seas were the
remnants of "Typhoon Owen"
which had passed the area shortly
before.
Two hours after receiving the
SOS, the Finance made visual
contact with the sinking ship. The
Genciano was down by the head,
with a port list of more than 10
degrees.
Meanwhile, as the Finance sped
to the scene, crewmembers were
busy preparing for the rescue. Extra
lookouts were posted, while the deck
crew, under the direction of Bosun
The ship's committee on the Sea-Land Finance pause at payoff in Seattle for a
photo. L to r—Gus Skendeias, Chief Steward: Sam Hacker, Chief Electrician;
J. Kouradas, Engine delegate; Jim Pulliam, Jr., Bosun v.. id Chairman; Frank
Pappone, Steward delegate and Jack Long, Deck delegate. At extreme right is
Representative Steve Troy.
James Pulliam, Jr., were rigging
ladders, lines and nets over the side.
The emergency squad was standing
by, gear at the ready, if it became
necessary to lower the emergency
boat.
Members of the Engine Depart
ment, under the guidance of Chief
Electrician Sam Hacker, prepared
storm oil for possible dispersal in the
heavy seas. Chief Steward Gus
Skendeias led his Steward depart
Passenger Ship Bill a Step
Closer to Final Enactment
Legislation which would permit
ment in preparing for arrival of
survivors. They made coffee, got out
all the extra blankets and made
provisions for quartering extra
people.
As the Finance approached the
Genciano slowly, making a lee in the
heavy seas, the Captain of the
Genciano prepared his lifeboat for
lowering. The lifeboat was lowered
and the 23 Korean seamen began
their trip to the Finance. It came
alongside, and although the Finance
rolled heavily in the swell, the
Genciano crew members were taken
aboard, with only one of them
injured.
Two hours after the sinking ship
was first sighted, its empty lifeboat
was cast off and the Finance headed
for Kaohsiung, Taiwan with the
survivors aboard. Aerial observa
tion later established that the
Genciano had sunk.
Once in port, the ship received a
congratulatory message from the
Executive Vice President of Sealand, who said, "Congratulations to
you and all hands for your excellent
performance and successful sea
rescue involving the Genciano. We
are very proud of your distinguished
efforts in the best traditions of our
industry."
In addition. Chief Mate Donald
S. Moir praised the crew in his own
way. In a letter to SIU Vice
President Frank Drozak, Moir said
in part, "The entire crew takes pride
in this ship. It is the cleanest and best
run ship I've had the pleasure of
working on. But the SIU crew
showed their true colors when it
came time to help fellow seafarers in
need. It is a pleasure to be associated
with such a fine crew."
2nd Bosun Recert. Class Grods
provisions of the Merchant Marine
five passenger ships to return to Acts of 1920 and 1936, and waive
active U.S. flag service has been them if they were found to block
reported out of the Hou.se Com efforts to revive the pa.ssenger ship
mittee on Merchant Marine and trade.
If enacted, H.R. 5427 is expected
Fisheries.
to
provide badly needed jobs for
The hill, H.R. 5427, was intro
duced by Rep. John Murphy (D- American workers employed in
N.Y.) in order to clarify certain various segments of the maritime
industry: at sea, in the shipyards,
and in allied and supportive in
SAB Off Shortage
As reported at October 1979 dustries.
The legislation is expected to
membership meetings the Seafarers
reach the floor of the House within a
Appeals Board (SAB) passed a
very short period. Chances for its
temporary action to help alleviate
passage appear to be quite good,
the lack of a sufficient number of
though there are one or two ob
green ticket ABs.
stacles that still need to be over
The SAB pointed out that there is
come.
a critical shortage of green ticket
The interpretatioif of an amend-.
ABs in the SIU Atlantic and Gulf
ment
offered by Rep. McCIoskey
District. However, on the West
(R-Calif.) and adopted by the
Coast there are a number of under
Committee remains in question. The
employed green ticket ABs in the
amendment would give the five
SIUNA-afiniiated Sailors Union of
passenger ships the right to carry
the Pacific.
"incidental cargo." There is some
Therefore, the Board ruled that,
uncertainty as to the scope of the
for a period of six months, this
term "incidental"; whether it refers
group of SUP members and others
merely to luggage or to something
could be used when no qualified
more extensive.
member is available in the Atlantic
The five ships that would be
and Gulf District.
returned to service include the
A six month limit was put on the
Independence, the Santa Rosa, the
ruling since a substantial number of
United States, the Mariposa, and
A&G blue ticket ABs are expected
the Monterey.
to get their green tickets by then.
The Senate passed a similar hill,
This ruling will therefore end on
S. 1281, on September 6.The Senate
Apr. 30,1980. It is, however, subject
bill did not, however, make mention
to extension. But that extension
of either the Monterey or the
must not be for longer than six
Mariposa.
months.
SIU Representative Bob Stevens (second row, far righit), stands In front of Union
Headquarters with 11 of the 12 Seafarers who graduated from the second class to
be held this year of the Bosun Recertification Program. In the first row, from left,
are: Jose A. Martinez; Ruel Lawrence; Gary L. Hoover; Freddie Goethe; William
Davis, and Dutch Keeffer. In the second row, from left, are: Ted Densmore;
Theodore K. Gailocs; Doyle Ellette, and Stevens. In the third row are Vic Ardowski
(left), and Felix R. Bonefont. Not in the photo is the twelfth graduate, Richard Daly.
October 1979 / LOG / 13
Hi
�The Transportation Institute Scholarsh^ Program
After learning navigational skills in the classroom, student Stanley Dong
observes the operations in the wheelhouse before actually taking
over the wheel.
To be a towboat operator is the
A very essential part of the program is for the stu
dream of many boatmen. The
dents to share their
Transportation institute Towboat
knowledge and show
Operator Scholarship program can
trainees how to be
make this dream a reality. It is now
deckhands on barges.
-•••IIInmimminiii
a reality for another group of pro
Paul Myers tightens a
•Iimnifmiwi nn i
ratchet connecting two
fessional boatmen. These boatmen
barges.
were able to advance their careers
because of the scholarship program
Terrence Bader and a
and they can now work in the mari
trainee work to form a
time industry as licensed towboat
tow of barges. Personal
operators.
contact with the HLS
The license that these boatmen
trainees familiarizes the
have acquired is backed up with
tow boat operators with
boathandling knowledge and skills.
heir new responsibili Because of these skills, the boatmen
ies of managing
have confidence in their abilities.
a crew.
They are qualified and capable of
working efficiently on the water
ways.
The twelve-week program has
been in existence for over a year.
So far, more than 100 boatmen
have successfully completed the
course.
To help boatmen take advantage
of this opportunity, the scholarship
winners get 125 dollars each week
in addition to the free tuition,
room, board and books while en
rolled in the program.
The reasons for the success of the
program are simple. The students in
the course are receiving the finest
• Special three-month curriculum offered only at the
Harry Lundeberg School
instruction available from dedicated
professionals. The environment and
• Room, Board and Books Free
training facilities at HLS provide an
• Tuition free
ideal location for practical instruc
• Weekly stipend of $125
tion on the training vessels.
The opportunities in the towing
Time spent in on-the-job training is Coast
Guard approved as the equivalent of required
industry are growing. Because of
wheelhouse time
the Transportation Institute TowDay-for-day work time credit for HLS Entry
boat Operator Scholarship program,
Graduates
more boatmen can advance their
careers and attain goals of which
they had only dreamed.
The tools of your trade
Leom to moke them work
for you
... Apply now
for the Transportation
Institute Towboat
Operator Scbolarship
To apply, see your SIU Representative.
14 / LOG / October 1979
�1
jimmie Givens demonstrates proper line handling to two
students in the basic vocational program at HLS.
Continuing To
Towboat
KlllllAl. NT Ml I Kit
Phil Ryan maneuvers the pushboat and barges. Stu
dents in the towboat operator program practice
boathandling skills with the barges
used for basic vocational
education at HLS.
DEPARTMENT OF TRANSPORTATION
ISSHK
M
David Coleman
Edward Dwyer
Jimmie Givens
Gary Wilkins
Terrence Bader
Stanley Dong
David Tusson
John Richardson
Philip Ryan
OGtebefT979 / LOG / 15
�He Believed in Union
Grieves Loss of Brother
Member
I read with deep sorrow of the death of my friend and brother
member. Angel Rios, in the Final Departures page of the Log. He
was a great chef, and he was a man proud of his Union. As a
pensioner I have been out of touch with my old shipmates. So I
hope this letter will convey my deepest condolences to his family.
Fraternally,
Jose Castro
W. Covi. Calif.
Thanks
George Walton Crew
Much thanks to each and every member of the George Walton
crew for the money they collected for me. You will never know how
much I appreciate it. It helped me so much in going back and forth
to see my late son, Thomas, in Bostcm. God will bless each of you in
a special way for your kindness.
My son, Thomas Alvin McNeil, joined the SIU in I960 and sailed
as a steward. He is survived by his mother, Esther; brothers, Grady
and George; sister, Gladys; nieces, nephews and other relatives.
Sincerely,
Esther McNeil
M9bile, Ala.
V)
Helped in Time of Need
I want to thank the SIU and the Seafarers Welfare Plan for the
efficient way they handled the hospital claim for my wife when she
suffered a heart attack.
I am thankful for a wonderful Union which helped in time of my
greatest need.
Fraternally,
John Christopher, Retired
La Mesa, Calif.
A Faithful Reader
1 have been reading the Log for the past 15 years and I just can't
wait until the first of each month to get it.
1 loved the sea and 1 loved the SIU. It is one helluva fine Union. I
used to ship out of Baltimore. I only wish I could have stayed at sea,
but I have heart trouble and had to stop shipping.
I want all the world to know that the SIU is supreme and the
members who make up this great union are a fine group of Union
brothers.
Brother forever,
Harry Cochran
Dawson, Pa.
16 / LOG / October 1979
r want to thank each and every one of the people at the Union
who so graciously helped me out when my husband James "Pat"
Conley passed away Aug. 15, 1979 of cancer.
He was a strong union man and really believed in it. He was never
disappointed by his Union.
My deepest regards to the SIU and all my husband's Seafarer
friends he accumulated over the years. He spoke of them so much.
Again, regards to all from his family; wife. Rose; daughter, Nancy,
and granddaughter, Rozanne.
Sincerely,
Rose Conley
Long Beach, Calif.
Crew Response Admirable
At approximately 0850 Aug. 7, 1979, lightning struck a storage
tank directly ahead of our vessel, the SS Cove Engineer, about 500
yards off, igniting same.
1 was returning to the ship having completed a phone call to the
home office.
Cargo loading operations were stopped, general alarm was
sounded and ullage caps were secured.
The crew's response was admirable. We got underway in good
time. The crew should be commended. The SIU, MEBA, AMO can
take pride in the way the crew acted.
Vito Adamo, Master
SS CQVC Engineer
Scholarship Winner to Be M.D.
I would like to express my sincere thanks at this time for the
scholarship that was awarded to me last yean This scholarship is
helping to finance my college tuition.
Last year and for the next three 3'ears I am attending Eastern
Mennonite College in Harrisonburg, Va. 1 am enrolled in the premedical program and I am majoring in biology and chemistry. A
few classes I had this year were General Chemistry, Human
Biology, Lifesaving, and a course in Humanities. Most of my
professors in the biology and chemistry courses are at the peak of
their teaching careers, with about thirteen years of teaching behind
them. They are highly qualified and able to assist students.
Next year at college I will have such courses as Microbiology,
Calculus, and Organic Chemistry. I look forward to next year with
anticipation since I enjoy college and the classes I am taking.
For the summer, I worked at a Biological Supply Farm, where I
handled both live and preserved animals. It was good to have a
summer job such as this because it dealt with the sciences and might
help with medical school.
Again, I'd sincerely like to express my thanks and appreciation
to the trustees and the Seafarers Welfare Plan for selecting me as
one of the 1978 scholarship awardees.
I would like to encourage other students to strive their hardest in
high school and persevere even though it seems hopeless at times.
Accomplishing a hard task, having purpose, gives one a feeling of
satisfaction which in itself is a reward.
Yours truly,
Sigmund Seller
Blenheim, N.J.
!;-Y-
�Archaic ^Free-Trade' Policy Choking U.S. Fleet
I
F the last quarter century in
America was characterized by
abundance, the coming decades
promise to be marked by scarcity.
Americans are already feeling
squeezed by the soaring prices of
—^ootk, fuel—andHrousing.- Amd
constant warnings that we must
cut back, conserve, tighten our
belts means everyone must come
up with new policies to deal with
what lies ahead.
But while the nation looks
towards and prepares for the
changes of the 21st century, our
trade policies lag 200 years
behind.
America is still operating
under a 19th century code of free
market concepts which is chok
ing the life out of the U.S.
merchant marine.
In the U.S. we believe that
everybody has an equal chance to
compete in an open marketplace.
Our economic policy is based on
the principle of laissez-faire:
government should interfere as
little as possible in the direction
of economic affairs.
There are some areas of eco
nomic activity where competition
and free trade may still exist. But
international shipping is not one
of them. Nor are the U.S. textile,
shoe, electronics or steel indus
tries.
Hundreds of thousands of
American workers have lost their
jobs because everything from
textiles to televisions, from
sneakers to steel is now produced
abroad by a non-union, under
paid labor force and dumped on
the U.S. market.
Under the catch phrase "free
trade" we've allowed foreign
goods of every description to
flood the American marketplace.
And our tax laws allow, even
encourage, American industry to
pack up and move their produc
tion lines overseas.
Dated policies and misguided
principles of free trade have also
crippled the once-mighty U.S.
merchant marine.
Thirty years ago, the American
LOG
Official Publicollon of the Seaforeri International Union of
North America, Atlantic, Gull, Lakei and Inland Waters District,
AFICIO
October, 1979
Vol. 41, No. 10
Executive Board
Paul Hall
President
Frank Drozak
Executive Vice President
Joe DiGiorgio
Cal Tanner
Secretary- Treasurer
Vice President
3i9
James Gannon
Ray Bourdius
Assistant Editor
Don Rotan
West Coast Associate Editor
Editor
Edra Ziesk
Assistant Editor
Marietta Homayonpour
Assistant Editor
Mike Gillen
Assistant Editor
Max Siege! Hall
Assistant Editor
Frank Cianciotti
Writer / Photographer
Dennis Lundy
Photography
Marie Kosciusko
Administrative Assistant
George Vana
Production I Art Director
Published mofithiy by Seafarers International Union, Atlantic. Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. ~
'
Tel. 499-6600. Second
class postage
paid at Brooklyn, N.Y. (ISSN #0160-2047)
merchant fleet was 4800 strongs
well able to fill the nation's needs
during peacetime and to act as a
capable, military auxiliary in
times of national emergency.
Today the ships flying our
nation's flag number fewer than
600. And that fleet carries only a
paltry five percent of the U.S.
foreign trade.
No other major shipping pow
er has handed over 95 percent of
their cargo to third flag fleets.
The Soviet Union currently
carries 55 percent of their foreign
trade. Great Britain and France
carry 34 percent each. And the
Japanese make sure 44 percent of
their imports and exports are
moved on Japanese ships.
None of these countries en
courage free and open competi
tion for their cargoes. If they did,
none of them would have a single
ship on the high seas.
Instead, most shipping powers
rely on arrangements such as
bilateral trade agreements which
allow them to guarantee their
fleets enough cargo to survive.
While we've tested bilateralism
and found it workable, bilateral
trading pacts are the exception to
U.S. policy, not the rule.
Our trade pact with the Soviet
Union governing the wheat deal
and our arrangement with
Argentina on government car
goes are examples. In both cases,
the shipping agreements state
that a specific percentage of the
trade is guaranteed to the fleets of
the two countries involved.
Whatever is left over is bid upon
by third flag operators.
Our trading arrangements with
Brazil are wholly bilateral be
cause that's the only way Brazil
trades. As a result of that
agreement our share of the
U.S./Brazilian trade has Jumped
from 25 to 40 percent.
Though the figures speak for
themselves, the conclusions of a
recent study by the U.S. Mari
time Administration back them
up. Bilateral shipping agree
ments, the Marad study said, are
"a viable option for U.S. policy
makers."
We think such agreements are
more than a viable option; we
think they're a necessity. Unless
the U.S. begins realizing that the
trading practices of the last
century have no place in today's
world, we may find ourselves
entering the next century with no
national fleet at all.
October 1979 / LOG / 17
•>
�Sea-Land Finance
At Sea if Ashore
SS Sugar Islander
The bulk carrier SS Sugar Islander (Pacific Gulf Marine) from an East
or Gulf Coast port on Nov. 7 will carry 26,500 long tons of grain to HaifaAshdod, Israel.
Mobile
Waterman Steamship Co. here early this month bought 88 LASH
lighters for $3,184,016 from MAR AD. The lighters came from the
bankrupt Pacific Far East Lines.
Houston
An LNG terminal will be built with Government approval at Port
O'Connor, Tex. in Matagorda Bay by El Paso and Peoples Gas Cos. This
would be the first LNG facility in the Gulf and Texas.
When completed, 12 LNG ships each would deliver 2.6 million cubic
feet of LNG to the terminal.
The operating depot will be able to hold 3 billion cubic feet of LNG
daily.
Galveston
The National Transportation Safety Board (NTSB) last month urged
that deep-draft ships be prohibited from overtaking or passing one
another at bends in the 800-foot wide Galveston Bay Entrance and
Houston Ship Channels.
The bid came on the heels of the NTSB's probe of the crash there
between the containership SS
(Sea-Land)and the loaded Danish
tanker ST Nelly Maersk on Aug. 27, 1978.
Though there were no deaths nor injuries, damage to both vessels was
put at $1.4 million.
The crash happened after the Nelly Maersk made a steadying left turn
upbound into the narrow Galveston Inner Bar Channel at a bend as the
overtaking Sea-Land Venture was closing to port. The bow of the
Venture was crushed as it raked the port side and after deckhouse of the
Nelly Maersk.
The crash sent the Nelly Maersk to ground into the left bank. The
Venture veered to starboard to anchor.
The board said the probablecause of the mishap was"... the inaccurate
evaluation of the closing rate and the late initiation of the rudder order by
the pilot of the Venture
Previously, the ships' pilots had agreed that when the Venture neared
the Nelly Maersk. she would maneuver to pass. The Danish vessel was to
slow and give ample passing room. But when she turned left she lost
headway speed which increased the closing speed of the two ships greatly.
Seafarers aboard the S-L 7 containership Sea-Land Finance late last
month had a hand in the successful rescue at sea of 23 Korean
crewmembers of a Panamanian tanker before it sank in the East China
Sea.
Picking up a May Day call distress or SOS (Save Our Ship) the 946foot S-L Finanee dashed 63 miles off course to pick up the crew of the
foundering 373-foot ST Geneiano Hamapa, Japan-bound in heavy seas
125 miles northwest of Okinawa, Japan.
The S-L Finance disembarked the rescued in Kaohsiung, Japan early
this month.
Santo Domingo, D.R.
Sea-Land and Puerto Rico Marine (PRM) both aided Dominican
Republic victims of Hurricanes^David and Fredric last month.
Sea-Land gave $25,000 to recover from the wreckage of Hurricane
David and PRM shipped 136 barge-loads worth $4 million worth of
foodstuffs, clothing and drugs to the island republic free of charge to
offset the wrath of Hurricane Frederic.
A lone crane at Sea-Land's Haina container port was destroyed in the
hurricanes.
Port Everglades, Fla.
This port early this month got its first giant container crane—a $2,6
million beauty—a 30 long-ton Paceco gantry model.
Sea-Land installed the crane for its four SL-18 containerships to use
twice weekly.
Oakland, Calif.
American President Lines annual Fleet Safety Award went to its
containerships President McKinley, Polk and Van Buren last year for
logging more than 1 million crew hours with no lost time accidents.
A training safety film on the Heimlich Maneuver helped an officer and
crewmember save the lives of two choking passengers.
This QMED can count on
great future.
Washington, D.C.
U.S. Secretary of Commerce Juanita M. Kreps, the first woman to
hold the Cabinet post, resigned early this month for "personal reasons."
She had held the post since Jan. 23, 1977.
On Nov. 1, she will resume herjob as professor of economics at Duke
University, Durham, N.C.
Since the Secretary of Commerce is engaged and is influential in
maritime affairs, it is hoped that President Carter will appoint someone
to the post who has the best interests of the maritime industry in mind.
Notice to Members On Shipping Procedure
When throwing in for work din
ing a job call at any SlU Hiring
Hall, nieinbers must produce the
following:
• nieinbersbip certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5. Sub
section 7 of the SIU Shipping
Rules:
'^Within each class of .seniority
rating in every Department, prior
ity for entry rating jobs shall be
18 / LOG / October 1979
given to all seamen who po.ssess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that ''C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
He knows diesel engines . . . He's ready for the diesel-powered
ships that are coming off the ways. He's got job security for
today and tomorrow.
You can have it. too. Just take the diesel engines course for
QMED's at HLS.
It starts November 26.
Fill out the application in this issue of the Log and mail it to HLS.
Sign Up now!
Contact HLS or your SIU Representative.
�Alaskan
Oil
Will
Not Be
Exported
Carter Signs Bill
Reserving North
Slope Crude for U.S. Use
Sen. Donald RIegle (D-Mlch.) spon
sored this Important bill In the
Senate.
I
N a big victory for the energy needs of the American people,
President Carter signed the Export Administration Act of 1979
into law Sept. 29, 1979. The bill effectively bans the export, sale or
swap of Alaskan produced oil under any but the most critical
emergency circumstances.
A broad coalition of consumer, public interest and labor groups,
including the SIU waged a two-year fight in support of the
legislation. The House passed the measure in September. The Senate
had okayed it in July.
Carter's signature on PL 96-72 marked the ceremonial end to the
battle and officially scuttled plans of the oil companies to export
Alaskan oil to Japan.
The Alaskan oil amendments to the Export Administration Act of
1979, sponsored by Sen. Don Riegle (D-MI) in the Senate and Rep.
Howard Wolpe (D-MI) in the House, bans the export or exchange of
Alaskan crude except if:
• the export would not lessen either the quantity or quality of
crude available to U.S. consumers;
• the export would result in the reduction in cost of imported crude
to American refiners and the cost of oil to American consumers;
• any exports that are approved are made under terminable
contracts;
• the exports can be proved necessary for the protection of U.S.
national security.
The battle over the Export Administration Act really came down to
a case of people-vs-profits. On one side were the oil companies, the
U.S. Dept. of Energy and the state of Alaska. Defending the energy
needs of U .S. consumers were many groups, including: the Consumer
Federation of America, the Citizen/ Labor Energy Coalition, and the
AFL-CIO.
The oil companies based their case for exporting Alaskan crude on
the argument that moving it to Japan was the only way to ease the glut
of oil on the U.S. West Coast. They planned to bring in replacement
supplies from Mexico, and they planned to cut their transportation
costs by using foreign flag tankers for both ends of the swap.
Rep. Stewart McKinney (R-CT) blasted the oil giants for trying to
save'a few extra pennies' by using foreign tankers to move the oil to
Japan rather than U.S. oil carriers to bring it down to the lower 48
United States. Any '"transportation savings," McKinney said,"would
not go to the American consumer hut to the oil companies."
The U.S. economy would have suffered had the Alaskan oil export
scheme gone through. "From two to three million tons of U.S.
tankers" would be forced into lay-up the AFL-CIO said, "with the
loss of thousands of jobs for U.S. seamen," as well as sharp cuts in
shoreside and shipyard employment.
Exporting America's only secure domestic oil reserve would also
have threatened U.S. national security. The Consumer Federation of
America pointed out that Alaskan oil exports would increase our
already "gross dependence" on imported oil and leave the U.S.
"vulnerable to supply disruptions instigated by OPEC."
In July, against a backdrop of nationwide oil shortages, the Senate
cast an overwhelming 74-3 vote in favor of keeping Alaskan oil in the
U.S. Voicing the sentiment of many of his colleagues, Sen. Riegle said
an Alaskan oil swap would "do absolutely nothing to provide any *
benefit to American consumers."
Two months later the House agreed. But not before an 11th hour
attack against the Alaska oil export restrictions in the bill was beaten
back in a resounding 340 to 61 roll call vote.
The last step for the Export Administration Act before it was sent to
the President was a joint House/Senate conference committee.
Conferees resolved the basic difference between the two versions of
the bill by agreeing that a Presidential order calling for an Alaskan oil
export must be approved by both Houses of Congress rather than
vetoed as the Senate version stated.
Passage of the Export Administration Act of 1979 says the nation's
largest oil reserve belongs to the American people, not the oil
companies.
Rep. Howard Wolpe (D-Mich.) was Rep. Steward McKlnney (R-Conn.)
floor manager of the bill In the was a key supporter of the bilMn the
House.
House.
October 1979 / LOG / 19
�Rep. Mike Barnes (D-MD):
"...the only acceptable criteria for Alaskan oil
exports are a showing of consumer benefit and
a showing that such exports would not ad
versely aftect America's oil supply."
Othei^vOutspoken Supporters from Senate
Sen. George McGovern (D-SD):
"...to ease our shortages, reduce our
dependence on foreign imports and to assist in
restoring our devastating balance of payments
problem."
Sen. William Proxmire (D-WI):
Sen. Birch Bayh (D-IN):
"...I am tired of being told that ever larger oil
company profits is the only sure fair method of
decreasing our dependence on foreign oil."
"... the real beneficiaries (of swaps) are the oil
companies..."
Rep. Leo ZeferettI (D-NY):
"It is inconceivable to me how we can allowfor
the export of Alaska oil when it is the
pronounced policy of this country to reduce
our dependence on foreign oil."
Rep. Robert Lagemarsino (R-OA):
Sen. Harrison Williams (D-N.J.)
Sen. John Warner (R-VA):
"The bottom line is that my constituents find it
incredible that we should export our nation's oil
while we continue to import foreign oil at
ruinous, inflationary prices."
Sen. Larry Pressler (R-SD):
Sen. Frank Church (D-ID):
"We need an energy strategy that protects our
citizens from reliance on the instability of the
world oil market...that provides workers with
job security not affected by Middle East
hostilities."
"Restricting exports...is absolutely imperative
if we are to stimulate those developments that
will put us on the road to energy iridependence."
Sen. Jim Sasser (D-Tenn.)
"...the bill does not prohibit exports...but
(provides) that if benefits can be passed on to
the consumer and refiner, then exports are
possible."
Sen. Bob Packwood (R-Ore.)
Sen. Paul Sarbanes (D-Md.)
Sen. Donald Steward (D-Ala.)
More Key Supporters in House...
Rep. Don Bonker (D-WA):
"this provision requires that exporting Alaskan
oil benefit the American consumer (and)
insures that the Congress plays a major role in
deciding whether Alaska oil should be
exported."
/«!*
li'
Rep. Robert A. Young (D-Mo.)
Rep. Don Clausen (R-Callf.)
Rep. Albert Gore (D-Tenn.)
Rep. Tom Tauke (R-IA):"In order to maintain that agricultural heartland
and provide heating oil for us in winter, it is
essential we have this energy lifeline."
Rep. William Gray (D-Pa.)
Rep. James Oberstar (D-MN):
Sen. John Durkin (D-NH):
Sen. J. Bennett Johnston (D-U():
"I come down on the side of American seamen
because American jobs are involved. We are
not going to do anything for the American
consumer by (selling oil) to Japan."
20 / LOG / October 1979
Sen. John Melcher (D-MT):
"We are (by exporting) tampering... with a key
part of satisfying our energy needs."
"We must move Alaskan oil east to the New
England market now. At a time when Ameri
cans are suffering from long gasoline lines and
reduced stocks of house heating oil, it would
be totally unreasonable to export Alaskan
oil."
Rep. John J. Moakley (D-Mass.)
Rep. Daniel Mica (D-Fla.)
Rep. Stephen Solarz (D-N.Y.)
Rep. Gerry Studds (D-Mass.)
Rep. Silvio Conte (R-MA):
"(swaps) would eliminate any incentive for the
establishment of a domestic delivery system
(and) would result in the loss of maritime jobs."
"The Northern Tier states have a right and an
obligation to seek a secure and continuous
source of oil. The best place to get that is the
North Slope.
"(swaps) will deny the American seamen the
benefits of transporting this oil."
October 1979 / LOG / 21
�....
Why Are We in
Washington?
%
Thirty years have brought many changes to the maritime industry. Thirty years
ago, Seafarers weren't asked to make contributions to SPAD. Because 30 years
ago, the SlU was not involved in Washington politics.
In fact, very few people connected with maritime got within spitting distance of
Washington, D.C. One more thing, 30 years ago had Congress been confronted
with the issue, it might never have voted to ban the exportation of Alaskan oil.
The recent victory on the Alaskan Oil Bill will benefit a great many people in
this country, seamen included. The next job you get might he on a tanker carrying
oil to and from Alaska. Without the ban, that job would probably not exist.
In this age of shrinking expectations, Americans are fond of saying that we live
in a small world. Well, there's nothing shorter than the distance between any ship
and the halls of Congress.
It has only been through the development of a strong political operation in
Washington that this Union has been able to provide job security for its members.
There isn't a day that goes by that some legislator doesn't attempt to pass a law
that would profoundly affect the lives of merchant seamen.
A few weeks ago. Rep. Dannemeyer proposed an amendment to the
Export Administration Act which would have lifted the ban on the exportation
of Alaskan oil. Today, the Coast Guard is trying to radically alter the existing
physical requirements for merchant seamen. Tomorrow, who knows?
But no matter what happens in the future, the SIU must continue its efforts in
Washington. And SIU members must continue to support the Union in these
efforts.
The SIU has more than 30 contracted vessels operating In the Alaska
oil run. If the oil companies had succeeded In their plans to export
Alaska oil, we could have lost the jobs on all these vessels since the
oil giants would have used foreign flag ships to carry the crude.
22 / LOG / October 1979
'M
�SlU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGioroio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENT
Cal Tanner
HF.AI>QIIARTKRS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
Dispatchers Report lor Deep Sea
SEPT. 1-29,1979
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
9
114
9
17
16
6
21
84
. 25
38
19
29
13
55
3
0
458
2
50
5
5
3
6
4
19
16
10
9
7
1
24
0
0
161
6
4
1
1
5
4
0
8
7
3
9
4
2
0
0
0
54
Port
3
93
14
15
•12
9
17
59
24
29
7
16
5
59
4
0
366
2
43
5
5
4
4
5
20
6
9
. 3
8
1
17
1
1
134
0
9
1
0
1
0
0
1
2
2
1
5
1
1
0
0
24
Port
".
i
1
40
6
9
5
3
8
25
9
15
6
12
7
38
1
185
0
16
1
2
2
0
1
1
2
2
2
4
3
10
2
0
48
0
10
0
0
1
0
1
0
0
6
3
5
0
4
0
0
30
2
4
1
1
3
5
0
3
4
5
6
11
5
9
0
0
59
. 13
154
14
35.
23
11
.33
112
42
81
42
67
18
93
1
2
741
6
37
5
7
9
9
9
23
18
11
15
12
0
34
0
0
195
6
6
1
6
13
3
1
14
6
4
14
16
0
3
0
0
95
3
106
9
20
5
4
11
49
24
17
6
31
7
52
3
2
349
5
58
6
10
2
4
2
23
12
8
1
11
10
20
11
2
185
0
5
1
0
3
0
0
0
1
0
0
3
2
3
0
0
18
2
137
14
• 28
23
10
25
93
34
62
23
44
15
82
0
0
592
4
68
4
16
8
7
9
31
10
15
10
12
3
20
0
1
218
0
10
1
0
4
2
1
1
2
4
5
7
1
7
0
1
46
4
72
7
14
2
4
4
35
21
21
4
10
9
28
1
0
236
1
. 73
6
1
5
0
2
29
8
7
2
12
11
20
31
1
2x19
0
4
1 .
0
1
5
1
0
0
6
0
1
1
8
0
0
28
1
55
4
20
13
7
25
55
18
36
16
22
12
60
1
0
345
1
25
1
3
4
1
4
1
4
7
5
3
4
9
0
0
72
1
13
0
0
1
0
1
1
0
3
13
12
0
3
0
0
48
15
196
36
33
34
10
16
54
48
33
40
38
25
75
2
0
655
3
174
8
35
30
12
1
38
14
24
110
44
11
54
0
0
558
1,140
747
ENTRY DEPARTMENT
Port
Totals All Departments
3
85
10
4
0
10
3
34
18
14
8
24
8
34 .
8
0
263
STEWARD DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Boston
New York
Philadelphia
Baltfmore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
7
129
9
16
15
5
12
80
22
31
13
37
10
49
3
1
439
Medical Arts Building
324 W. Superior St. 55802
(218) RA 2-4110
FRANKFORT, Mich
HOUSTON, Tex
ENGINE DEPARTMENT
Boston
New York
Philadelphia ..
Baltimore
Norfolk
Tampa
Mobile
New Orleans ..
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Piney Point ...
Yokohama —
Totals
Totals
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Boston
New York
Philadelphia ..
Baltimore
Norfolk
Tampa
Mobile
New Orleans ,.
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Piney Point ...
Yokohama
Totals
1
ih
TOTAL SHIPPED
All Groups
Class A Class B Class C
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
T716) TL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DULU TH, Minn
2014 W. 3 St. 58806
3
31
6
3
1
4
21
11
12
3
12
7
24
1
0
150
1,159
6
115 •
17
12
14
9
6
39
36
18
18
23
19
56
46
0
434
1
55
8
10
14
13
1
14
9
7
42
24
6
35
0
0
239
0
0
0
6
30
8
18
6
3
11
29
10
29
8
20
14
24
0
0
216
777
347
1,024
657
105
1,894
P.O. Box D
415 Main St. 49635
(616) 352-4441
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N.J.
99 Monlgoinery St. 07302
(201) HE 5-9424
.MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT AR THUR, Tex.
534 9 Ave. 77640
(713) 983-1679
SAN FRANCTSCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. .1313 Fernandez, Junco.s,
Stop 20 00909
(809) 725-6960
SEAFTLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMING TON, Calif.
408 Avalon Blvd. 90744
YOKOHAMA, Japan
Yokohama Port P.O.
(213) 549-4000
P.O. Box 429
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
West Coast Stewards Halls
HONOI.l LF. Hawaii ... 707 Alakea SI. 96813
(808) 537-5714
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
J
During the month of September, a total of 1,786 deep-sea jobs were shipped through the SIU's network of
hiring halls. Of this total, only 1,024 were taken by "A" Seniority members. The remainder, 762 jobs in all, were
filled by "B" and "C" seniority people. This is the best indication of any that shipping for SlU members is excellent
and will remain that way for the foreseeable future.
PORTI AM). Or
421 S.W. 5th Ave. 97204
(503) 227-7993
Wll MINOTON. C a. .. 408 Avalon Blvd. 90744
(213) 549-40UU
SAN FRANTISC O, ( a. 350 Fremont St. 94105
(415) 543-5855
October 1979 / LOG / 23
if
�Apply Now for an HLS5 Upgrading Course!
HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION
(Please Print)
Date of Birth.
Name.
(Last)
(First)
Mo./Day/Year
(Middle)
Address.
(Street)
(City)
(State)
Deepsea Member •
(Area Code)
Lakes Member •
Inland Waters Member •
Seniority.
Book Number
Date Book
Was Issued.
Port Presently
Registered ln_
Port Issued
Endorsement(s) or
License Now Held,
Social Security
Piney Point Graduate: • Yes
No Q (if yes, fill in below)
Entry Program: From
to.
(dates attended)
Upgrading Program: From.
Telephone.
(Zip Code)
Endorsement(s) or
License Received .
to.
(dates attended)
Do you hold a letter of completion for Lifeboat: • Yes
No []
Firefighting: (• Yes
No •
Dates Available for Training
I Am Interested in the Following Course(s).
DECK
1 1 Tankerman
n AB 12 Months
f~~l
1 1
•
|_J
l_J
(~~1
1 1
1_1
1 1
U
AB Unlimited
AB Tugs & Tows
AB Great Lakes
Quartermaster
Towboat Operator
Western Rivers
Towboat Operator Inland
Towtx)at Operator Not
More than 200 Miles
Towboat Operator (Over
200 Miles)
Master
• Mate
Pilot
RECORD OF EMPLOYMENT TIME
STEWARD
ENGINE
• FWT
n
•
•
•
•
•
•
n
u
•
• Oiler
QMED - Any Rating
Others
Marine Electrical Maintenance
Pumproom Maintenance and
Operation
Automation
Maintenance of Shipboard
Refrigeration Systems
Diesel Engines
Assistant Engineer (Uninspected
Motor Vessel)
Chief Engineer (Uninspected
Motor Vessel)
•
(~1
•
•
•
Assistant Cook
Cook & Baker
Chief Cook
Steward
Towboat Inland Cook
ALL DEPARTMENTS
•
•
|_J
•
•
LNG
LNG Safety
Welding
Lifeboatman
Fire Fighting
(Show only amount needed to upgrade in rating noted.above or attach letter of seivice,
whichever is applicable.)
VESSEL
SIGNATURE
RATING HELD
DATE SHIPPED
DATE
RETURN COMPLETED APPLICATION TO:
LUNDEBERG UPGRADING CENTER,
PINEY POINT, MD. 20674
24 / LOG / October 1979
DATE OF DISCHARGE
i
�Hey
Bos'n!
Gerald Corelli
Richard Gibbons
William Smith
3rd Class of
Bosun Recert.
Program Underway
Patrick Hawker
"Hey bos'n, do you have a minute? I have to ask
you a question."
Who onboard ship has not heard that familiar cry?
It's as much a part of the merchant sailor's experience
as the salt In the Atlantic Ocean.
Because of the bosun's unique position onboard
ship, the SIU instituted the Bosun Recertification
Program. Three classes were scheduled for this year.
Two have already been held; the third is now in
progress at the Lundeberg School.
The original program had been temporarily sus
pended in June 1976 after 402 people had been
recertified. Since that time death, retirement and
various other factors have reduced the number of
recertified bosuns shipping out.
The first two clashes this year were resounding
successes. Participants in the program spent one
month at the Harry Lundeberg School of Seaman
ship in Piney Point, Md. and one month at Union
Headquarters in Brooklyn.
Joseph Morrison
Marvin McDuffie
Orlando Hernandez
The two-month program is geared towards expos
ing bosuns to all facets of the maritime industry. As
ship's chairman and head of the unlicensed members
of the deck department, it is essential that the man
filling this spot have the tools to help his crewmates.
James Camp
In the fast changing world of the sailor, at least one
thing is staying the same. The bosun is still the man to
ask about what is going on.
Aden Ezell
X
Frank Bona
James Todd
John Chermesino
Bernard Kitchens
s
Romolol DeVirgileo
October 1979 / LOG / 25
�r
SANTA MERCEDES (Delta Steam
ship), August 1 -Chairman, Recertified
Bosun E. D. Christiansen; Secretary
Samuel N. Smith; Educational Director
Bobby E. Stearman; Deck Delegate
C. A. Perreira; Engine Delegate John
Kirk; Steward Delegate Ralph Aquino.
No disputed OT. $212.10 in ship's fund.
Chairman urged all members who have
enough time to go to upgrading school
as the Union is badly in need of more
good men in the industry. Also for
members to watch themselves when they
go up on deck as there is a lot of spray
painting and touching up being done
throughout the deck and passenger
areas. Discussed the importance of
donating to SPAD. Thanks everyone
for making this a good ship. Next port
San Francisco.
MONTICELLO VICTORY (Victory
l^teamship) August 5—Chairman Frank
Smith; Secretary Duke Hall; Educa
tional Director Charles K. Druvry;
Deck Delegate Claude Blanchard;
Engine Delegate Pete Vasquez; Steward
Delegate N. W. Mc Loughlin. No
disputed OT. Secretary reported that
upgrading for all jobs in the Steward
Ctepartment will be starting soon at
Piney Point and those who qualify
should take advantage of this opportu
nity to better yourself. The Log was
discussed and posted for all to read.
Observed one minute of silence in
memory of our departed brothers.
SEA-LAND RESOURCE (SeaLand Service) August 26—Chairman,
Recertified Bosun Peter Drewes; Secre
tary John Gibbons; Educational Direc
tor Theodore Wiatrowski; Engine
Delegate John Duda; Steward Delegate
Joseph Roberts. No disputed Of.
Chairman thanked the crew for their
splendid cooperation duringemergency
drill. Also discussed the importance of
donating to SPAD. Chiel Steward J. L.
Gibbons thanked the steward depart
ment lor their cooperation. Captain
F'ranklin extenderi his thanks to the
crew for their splendid cooperation
during the recent emergency. A vessel
.sank in the North Sea and the Captain
said the crew acted in the true tradition
of the sea. Observed one minute of
silence in memory of our departed
brothers. Next port New Jersey.
SEA-LAND FINANCE (Sea-Land
Service), August 12 Chairman, Re
certified Bosun James Pulliam Jr.;
Secretary L. Bennett; Educational
Director Hacker. Chairman noted that
the Log has been out for the crew to
read. Please pass them around when you
have finished. Di.scussed the importance
of donating to SPAD. Next port
Yokohama.
ALEUTIAN DEVELOPER (SeaLand Service), August 26—Chairman,
Recertified Bosun Clyde Miller; Secre
tary Larry Lightfoot; Educational
Director Anton N. Zhivarin; Steward
Delegate C. Gray. Secretary reported on
three new articles in the Log that are
noteworthy. The scholarship awards for
dependents. Bosun Recertification
Program, an educational opportunity
for Seafarers and the new Stewards
Program. Educational Director noted
that safety movies were shown. Report
to Log: "Robert Zurfluk and Harry
Silverstein kept the many fish eaters on
the ship happy and full by catching
numerous fish to add to ship's menu."
Next port Kodiak.
26 / LOG / October 1979
•St
EL PASO HOWARD BOYD (El
Paso Marine), August 26—Chairman, 2
Recertified Bosun David LaFrance;
Secretary Don Collins; Educational
Director L. Tanner; Deck Delegate
Arthur L. Mallory; Steward Delegate
James Morgan. No disputed OT.
Secretary gave comments on the articles
to read in the Log on the upgrading
report and on the article about the LNG
stall in the government. It was noted
that the Log carries material for all.
Communication from Executive Vice
President, Frank Drozak, was discussed
and posted for all to read. A vote of
thanks to the steward department.
SANTA MARIANA (Delta Steam
ship Lines), August 10—Chairman,
Recertified Bosun H. B. Walters;
Secretary Albert J. Courtney; Educa
tional Director H. G. Ulrich. No
disputed OT. Chairman stated that we
need more avenues of recreation
specifically, games etc. Chairman made
the following statement: "Always try to
understand each other—be Brothers!
Unite and appreciate verbal communi
cation. In other words, look upon each
brother alike and try to help each other
in any way you are able." Have received
no communications to dale after the
first ones from the Caribbean. How
ever, we appreciate what we have
received and understand the problems
of air and sea mail and anticipate further
communication. Report to Log:
"Thanks for keeping us abreast of all
maritime news and hoping to receive
more communications as time goes by."
Next port Callao.
MERRIMAC (Ogden Marine), Au
gust 26 Chairman, H. Menicou;
Secretary J. Reed. Some disputed OTin
deck, engine and steward department.
The Log was received and distributed to
the delegates. Chairman noted that
some of the repairs were taken care of
since the last meeting. Also that there is
a good crew on here in all departments.
A vote of thanks to the steward
department. Next port Houston.
ACHILLES (Newport Tankers),
August 26—Chairman O. Pitfield;
?recretary T= Bolloii: Educational
Director J. Singletary; Steward Dele
gate A. Jackson. No disputed OT.
Chairman noted that it was a long three
hot weeks in Port Said, Egypt discharg
ing grain. We are now loading in Russia
for Spain; then from there to Algeria for
a load of oil to St. James, Louisiana.
Educational Director called attention to
the fact that the ship has been carrying
grain and the crew has gotten used to
smoking on deck. But now that we are
loaded with oil there is no smoking any
place on deck. Members should leave
matches and cigarettes in room while
working on deck. Communications
received were read and posted on board
in messroom. A vote of thanks to the
steward department for good food and
service. Next port St. James, La.
ST. LOUIS (Sea-Land Service),
August 12 — Chairman, Recertified
Bosun Thomas H. Holt; Secretary
Oscar Smith; Educational Director C.
McKinney; Deck Delegate Billy E.
Lynn. Some disputed OT in deck and
engine department. Chairman held a
discussion on the Stewards Recertifica
tion Program. Secretary urged all to
read the present issue of the Log. There
are many interesting features such as the
appointment of our President to the
post on Export Council; revamping of
rules on initial eligibility for welfare
plan benefits etc. I would like to
congratulate Brother Paul Hall who was
one of the few labor leaders invited to
Camp David for breakfast and consul
tation by President Carter during his
reorganization. Chairman thanked all
for making his stay a pleasant one and
urged continued support of the new
chairman when he comes aboard. Next
port Rotterdam.
SEA-LAND LEADER (Sea-Land
Service), August 19—Chairman F.
White; Secretary A, Reasko; Educa
tional Director H. Henley. $50 in ship's
fund. No disputed OT. Educational
Director advised all members to go to
upgrading school and to LNG school at
HLSS. Also the importance of donating
to SPAD. Observed one minute of
silence in memory of our departed
brothers.
LNG TAURUS (Energy Transporta
tion). August 19 Chairman, Recerti
fied Bosun Tom Brooks; Secretary F.
Costango; Educational Director G.
Bernous; Deck Delegate Joe Morrison;
Engine Delegate Bill Hyder; Steward
Delegate Pat Geary. No disputed OT.
Chairman noted that there will be no
smoking in passageway or elevator.
There is a mail box in the crew lounge.
Each man shall secure the dead light in
rooms at night. Hard hats and safety
shoes should be worn on deck at loading
and discharging ports and at fire and
boat drills. All members should read the
Log, especially the President's Report.
It was noted that books have been put
in the lounge and basketball courts
have been set up. Next port Arun.
OVERSEAS ALICE (Maritime
Overseas) August 19—Chairman, Re
certified Bosun W. Jefferson; Secretary
A. Salem; Educational Director D.
Vagiajdides; Deck Delegate R. Salazar;
Engine Delegate J. C. Cohen; Steward
Delegate L. Dunkins. Secretary re
ported that when you are quitting the
ship you should strip your bunk and
make ready for replacement. Also
discussed the importance of donating to
SPAD. $25.50 in ship's fund. No
disputed OT. Only communication
received was the Log. Report to Log:
"Third Mate fishing from the bridge,
had a big shark on the line but it got
away." Observed one minute of silence
in memory of our departed brothers.
Next port Freeport.
CONNECTICUT (Ogden Marine),
August 5—Chairman, Recertified Bo
sun E. C. Barnhill; Secretary E. Kelly;
Educational Director R. 1. Guerra;
Deck Delegate E. Keeter; Engine
Delegate R. Elliott; Steward Delegated.
Mortinger. Chairman held a discussion
on the articles that appear in the Log
and advised all crewmembers to use
safety at all times. No disputed OT. All
communications received were read and
posted. A vote of thanks to the steward
department for a job well done.
OVERSEAS NATALIE (Maritime
Overseas), August 26—Chairman
Michael Ventry; Secretary C. A.
Guerra; Deck Delegate O. Powell;
Engine Delegate E. Kent; Steward
Delegate P. Baker. $85 in ship's fund.
Some disputed OT in deck and engine
departments. Chairman noted in his
report that the ship will be at anchor
until the 30th of August waiting for a
ship to dock alongside for discharging
of the cargo. All communications
received have been passed around to all
departments and posted. Observed one
minute of silence in memory of our
departed brothers and sisters.
Official ship's minutes were also
received from the following vessels:
OVERSEAS NEW YORK
OGDEN CHALLENGER
TAMARA GUILDEN
HUMACAO
DELTA COLOMBIA
WESTWARD VENTURE
ZAPATA RANGER
OGDEN CHARGER
JOHN PENN
SEA-LAND TRADE
PORTLAND
OVERSEAS OHIO
OVERSEAS ALASKA
OVERSEAS ANCHORAGE
DEL SOL
SEA-LAND EXCHANGE
SEA-LAND COMMERCE
COVE COMMUNICATOR
OVERSEAS JUNEAU
SE.\-LAND VENTURE
DELTA PARAGUAY
NEWARK
OGDEN LEADER
ARIES
COVE EXPLORER
SEA-LAND GALLOWAY
TAMPA
OVERSEAS NEW YORK
COVE LEADER
DELTA PERU
GOLDEN MONARCH
DELTA NORTE
ROBERT E. LEE
LNG CAPRICORN
BOSTON
OGDEN LEADER
FLOR
ALLEGIANCE
GALVESTON
HOUSTON
DELTA URUGUAY
EL PASO SOUTHERN
OAKLAND
TRANSCOLUMBIA
ZAPATA COURIER
MARYLAND
CAGUAS
WALTER RICE
JACKSONVILLE
DELTA BOLIVIA
OGDEN TRAVELER
SEA-LAND CONSUMER
LNG PISCES
BALTIMORE
POINT SUSAN
ARECIBO
OVERSEAS HARRIETTE
\
�He Conquered Atlantic Under Sail—Alone
A
¥
M
FTER 33 years with the SIU,
Brother Olavi Kivikoski has
decided to retire from his job as
able seaman and enjoy his Union
pension.
Hell have more time now to
paint his landscapes and still lifes
and to write his stories.
And, like his fellow Seafarers,
he can reminisce about his days
on the sea. But unlike most of his
Brothers, Seafarer Kivikoski will
have a little more to reminisce
about.
For it was in the summer of
1953 that he sailed alone in a 32foot, two masted Nova Scotia
schooner from New York to
Holland. The trip took 67 days.
The whole journey was made
under sail. Kivikoski had
brought along a small motor,
mainly to use when in port, but
the motor conked out on him
soon after the journey started.
He also ran out of fresh water
because one of his tanks began to
leak. Luckily there was enough
rain for Kivikoski to replenish his
water supply.
Though he didn't characterize
the journey as particularly har
rowing, he did say it was "some
times rough." He encountered
high seas and powerful storm.s
that lasted for days. And when
Kivikoski arrived in Den Helder,
Holland he landed in a big gale.
On to Finland
Continuing his journey
through the Dutch canals and the
inland waterways of Sweden,
Kivikoski reached the Gulf of
Bothnia. He then sailed north
and in late October reached his
parents' hometown of Kemi,
Finland, 60 miles south of the
Arctic Circle. (Kivikoski himself
is a native of Finland and he
served in the front line during the
1939 Fino-Russian War.)
In Kemi, 300 to 400 of the
townspeople came out to greet
him. Kivikoski later wrote a book
about his trip that was published
in Finland.
Brother Kivikoski apparently
hadn't had his fill of adventure
quite yet. In 1956 he decided to
sail his wooden boat back the
other way.
The journey westward through
more southerly waters should
have been easier. But instead.
Brother Kivikoski kept running
into trouble.
He hit very bad weather in
Denmark and decided to fly back
to New York and ship out for
awhile before continuing the
journey.
When he did, Kivikoski got as
far as the Bay of Biscay near
Spain where he lost the rudder
and other parts of the boat. He
managed to get to Lisbon where
he had the boat reconditioned.
At the Canary Islands off
Africa, Seafarer Kivikoski de
cided to wait a couple of months
for the hurricane season to pass.
In October he started out again
and 36 days later—on Thanks
giving—he arrived at St. Thomas
in the Virgin Islands.
Pat on the Stern
It would seem that the worst
was over. But not quite. On the
way to Miami, Kivikoski's boat
ran over a coral reef off Cuba and
he almost lost her. But local
fishermen helped him get the
boat off the reef and he even
tually completed the journey to
Miami.
Monthly Membership
Meetings
Port
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Algonac
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Date
Nov. 5
Nov. 6
Nov. 7
Nov. 8
Nov. 8
Nov. 9
Nov. 12
Nov. 13
Nov. 14
Nov. 15
Nov. 19
Nov. 23
Nov. 10
Nov. 23
Nov. 17
Nov. 13
Nov. 13
Nov. 14
Nov. 16
Nov. 15
Deep Sea
Lakes, Inland Waters
2;30p.m
2:30p.m
2:30p.m
9:30a.m
2:00 p.m
2:30p.m
2:-30p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
10:30a.m
2:30p.m
—
2:30p.m
—
2:30p.m
—
In this photo, taken in 1953, Seafarer Olavi Kivikoski sits at the tiller at his 32-foot
Nova Scotia schooner Turquoise.
Brother Kivikoski soon sold
his blue-green boat. But before he
did, he gave her a pat on the side.
She had gotten him through
some rough times and he felt she
lived up to her name Turquoise.
As Kivikoski explained, the
turquoise stone "is dedicated to a
true, loving heart."
When Brother Kivikoski got
back to New York he married an
old girl-friend of his, Helen, and
they eventually settled in Lake
Worth, Fla. where they still live.
Brother Kivikoski went on his
solo sea journeys because he
"wanted adventure." That was
over 20 years ago. But even
today, at age 65, he gets a
nostalgic look in his eyes when he
thinks back to those times. One
has the feeling that if he could
find a boat like the Turquoise, the
Log might be writing about
another sea adventure taken by
Brother Kivikoski.
UiW
7:00p.m.
7:00p.m.
7:00p.m.
7:00p.m.
—
7:00p.m.
7:00p.m.
—
—
1:00p.m.
—
—
October 1979 / LOG / 27
�r
I
SIU Tug Cape May
Now Working
In the event that any SIU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
NEW YORK, N.Y.
Schulman & Abarbanel
350 Fifth Avenue
New York, N.Y. 10001
• Tele. #(212) 279-9200
BALTIMORE, MD.
Kaplan, Heyman, Greenberg,
Engelman & Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301) 539-6967
HOUSTON, TEX.
Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713) 659-4455
TAMPA, FLA.
Hamilton & Douglas, P.A.
2620 W. Kennedy Blvd.
Tampa, Florida 33609
Tele. #(813) 879-9482
SAN FRANCISCO, CALIF.
John Paul Jennings, Henning
and Walsh
100 Bush Street, Suite 1403
San Francisco,California 9410'<
Tele. #(415) 981-4400
ST. LOUIS, MO.
Gruenbcrg & Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314) 231-7440
NEW ORLEANS, LA.
Barker, Boudreaux, Lamy,
Gardner & Foley
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
LOS ANGELES, CALIF.
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, California 90036
Tele. #(213) 937-6250
MOBILE, ALA.
Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904
DETROIT, MICH.
Victor G. Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220
BOSTON, MASS.
Joseph M. Orlando
95 Commercial Wharf *
Boston, Massachusetts 02110
Tele. #(617) 523-1000
SEATTLE, WASH.
Vance, Davies, Roberts,
Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.
Katz & Friedman
7 South Dearborn Street
Chicago, Illinois 60603
Tele. #(312) 263-6330
28 / LOG / October 1979
Philly Harbor
An SlU-contracted boat has
become the most powerful ship
docking tug in the port of Philadel
phia.
She's Curtis Bay's Cape May.
After being overhauled and refitted
recently, the six-year old tug was
transferred from Baltimore to
Philadelphia.
Measuring 107 feet long and 32
feet wide, the Cape May has a
horsepower of 3,300. She has twin
screws, twin rudders, and is air
conditioned.
She's the first twin-screw tug to be
used for ship handling in the port of
Philadelphia.
Each Boatman aboard the Cape
May has a private foc'sle. The boat is
SIU top-to-bottom.
SIU Tug Clipper on the Move
Four SIU Boatmen posed for this photo in the galley of their boat C//pper(IOT)
while she was at the Chevron Oil dock in Perth Amboy, N.J, recently. From the left
are; Pete Desmond, captain; Jerry Sharp, cook; Charlie Pugh, mate, and John
Finch, AB. The Clipper is a deep-sea tug employed in the coastwise oil trade.
Dispatchers Report for Inland Waters
SEPT. 1-29,1979
noTAL REGISTERED
TOTALSHIPPED
All Groups
Class A Class B Class C
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
0
0
0
0
0
0
0
0
0
391
0
0
0
0
1
3
2
0
0
4
07
1
3
0
000
3
4
5
0
0
0
0
0
1
2
11
3
6
4
12
0
0
0
3
20
11
2
29
0
3
13
95
29
94
138
."
0
0
0
0
0
0
0
0
0
000
0
0
0
0
1
1
0
0
0
005
0
2
0
OOO
0
0
0
0
0
0
0
0
1
59
8
5
5
12
0
0
0
0
6
4
2
29
0
1
2
2
13
54
33
0
0
0
0
0
0
0
0
0
9
23
3
0
0
0
1
2
4
9
3
0
45
13
2
6
1
000
5
10
12
0
0
0
0
0
6
3
13
8
6
1
9
0
0
0
8
38
26
0
1
0
2
18
168
49
120
250
ENGINE DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
0
0
0
0
0
1
0
0
0
100
0
0
0
0
0
0
0
0
0
000
0
0
0
000
0
0
2
0
0
0
0
0
0
0
r
1
000
0
0
0
0
0
0
0
0
0
000
Totals
1
1
4
Port
Totals All Departments
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
••REGISTEREDON BEACH
All Groups
Class A Class B Class C
0
0
0
0
0
0
0
0
0
000
0
0
0
0
0
0
0
0
0
000
0
0
0
000
0
0
0
0
0
0
0
0
0
1
3
1
000
0
0
0
0
0
0
0
0
0
000
1
3
1
0
0
0
0
0
1
0
0
0
100
0
0
0
0
0
0
0
0
0
000
1
0
0
000
0
0
4
0
0
0
0
0
0
2
2
2
000
0
0
0
0
2
0
0
0
0
212
6
5
9
STEWARD DEPARTMENT
'
0
0
0
000
0
0
0
000
0
0
0
0
0
0
0
0
0
002
0
0
1
000
0
0
"0
0
0
0
000
0
0
0
000
0
0
0
1
4
0
0
3
0
129
2
9
12
32
104
154
0
0
0
000
0
0
0
000
0
0
0
0
0
0
0
0
0
000
0
0
0
000
0
0
0
0
0
0
000
1
0
0
000
0
0
0
0
1
0
0
3
0
000
1
4
0
15
61
34
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
0
0
0
000
0
0
0
000
0
0
0
0
0
n
0
0
0
003
0
0
1
000
0
0
1
0
0
0
OOn
0
0
l
OOo
0
0
n
1
o
0
0
n
26
9i
3
9
29
58
134
288
�Mobile
The Dolphin Is. Drawbridge on the Intracoastal Canal Waterway was
washed away by Hurricane Frederic on Sept. 12. It will take two years to
rebuild.
New Orleans
Norfolk
The new contract for Boatmen at Cape Fear Towing Co. of Wilming
ton, N.C. has been "signed, sealed and delivered."
At the Stone Towing Co. also in Wilmington, Boatmen there are still
on strike against the company.
Contract negotiations have begun for Boatmen at the Swann Launch
Co. here.
Plney Point
A new contract was signed for Boatmen working for the Steuart
Petroleum Co. here.
Great Lakes
On Oct. 8, the Great Lakes Dredge and Dock Co. began its annual fall
dredging of the Cayahoga River in the port of Cleveland.
Zenith Dredging started a dredging job up in the port of Duluth.
The ST Ogden Columbia (Ogden Marine) stranded in the port of
Duluth during the grain millers strike, was the first tanker to load on
grain at the end of the beef. Settlement of the beef lead to the recall to
return to work of Boatmen aboard Lakes' tugs and docking vessels.
'f
Construction of a new $50-million bridge between the twin grain ports
of Duluth and Superior, Wise, will help to provide jobs for the Boatmen
of the Johnson Brothers Dredge Co. of Wisconsin and put other maritime
workers to work there. A considerable amount of dredging supplies will
also be required.
Houston
Contract negotiations at Dixie Carriers and the Higman Towing Co.
here are due to start next month.
f
On Nov. 1, two more new tugs will be delivered to G
KNOW YOUR RIGHTS
H Towing here.
Arbitration with Dixie Carriers on computation of the Cost of Living
Adjustment (COLA) retroactive to Apr. 6 for the company's Boatmen is
slated to begin late this month.
Jackson and Tampa
The new hopper dredge Sugar Island (Great Lakes D & D) started a
dredging Job in St. Augustine, Fla.
Jacksonville Port Agent Leo Bonser was elected a Clay County (Fla.)
delegate to the Democratic Party Presidential Convention to be held next
month in St. Petersburg, Fla.
*
it'
The new tug Gulf Star (Sheridan Towing) was in service this month in
the port of Tampa.
Mississippi River System
Four crewmen aboard the steamboat Mississippi Queen (Delta
Steamboat) were hurt on the afternoon of Sept. 7 when the 376-foot
sternwhceler collided with the 38,000-ton Panamanian tanker Spes on the
river near Norco, La.
Also 40 feet of the steamboat's railing on the third deck amidship was
damaged. The 753-foot tanker had a small gash in her bow.
The Queen with 500 passengers was sailing from St. Louis to New
Locks and Dam 26
A court ruling to decide the fate of the new Locks and Dam 26 on the
Mississippi at Alton, 111. is expected to be handed down soon in
Washington, D.C.
The trial in U.S. District Court to halt construction of the facility by
railroad and environmental groups ended this month.
Red River Waterway Project
The U.S. Corps of Engineers last month awarded four contracts worth
more than $8 million for revetment work on the Red River Waterway
Project. The waterway will allow year-round navigation between
Shreveport, La. and the Mississippi with six locks and dams.
KNOW YOUR RIGHTS—
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution .so as to familiarize themselves with its con
tents. Any time you feel any member or oliicer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. A!i
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Druzak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship of boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
KNOW YOUR RIGHTS
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Cotisequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to vt/hich he is entitled, he should
notify Union headquarters.
patrolman or other Union olficial, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publishing any article .serving
the political purpo.ses of any individual in the Union,
officer or member. It has al.so refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, I960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are u.sed to further its objects and purposes includ
ing, but not lirniieu to, furthering the political, social and
economic interests of maritime workers, the pre.servation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seaf arers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a menibcr feels that any of the above
rights have been violated, or that be has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y.II232.
October 1979 / LOG / 29
�p
.•i""
f
Abner Alonzo Abrams Jr., 57,
joined the SIU in 1942 in the port of
Mobile sailing as a chief electrician.
Brother Abrams sailed 35 years. He
was on the Delta (N.O.) Shoregang
from 1975 to^ 1979. Seafarer Abrams
was born in Alabama and is a
resident of Picayune, Miss.
John Lawrence Buckley, 65,
joined the SIU in the port of Seattle
in 1960 sailing as a QMED, junior
engineer and electrician. Brother
Buckley sailed 30 years. He is a
veteran of the pre-World War II U.S.
Army. Seafarer Buckley was born in
San Francisco and is a resident of
Edmonds, Wash.
Milton Gerome Broussard, 65,
joined the SIU in the port of Houston
in 1962 sailing as an AB and ship's
delegate. Brother Broussard sailed 28
years. He is also a machinist and
rigger. Seafarer Broussard is a
veteran of both the pre-World War II
U.S. Navy and the World War II
U.S. Army. Born in Rayne, La., he is
a resident of Baker, La.
John David Cantrell, 55, joined
the SIU in 1944 in the port of Mobile
sailing as a chief electrician. Brother
Cantrell was born in Mobile and is a
resident of Whistler, Ala.
Angelo Paul Cinquemano, 57,
joined the SIU in the port of New
York in 1962 sailing as a chief cook.
Brother Cinquemano sailed 28 years.
He also sailed as a ship's delegate on
the C/S Lorif^ Lines. Seafarer
Cinquemano hit the bricks in the
1961 Greater N.Y. Harbor beef. And
he is a veteran of the U.S. Army in
World War II. A native of Brooklyn,
N.Y., he is a resident of San Diego,
Calif.
Clarence Conkle, 56, joined the
SIU in 1943 in the port of New York
sailing as an oiler. Brother Conkle
was born in Moundsville, W. Va. and
is a resident of Glen Easton, W. Va.
Albert James Costello, 66, joined
the SIU in the port of San Francisco
in 1967 sailing as a bosun. Brother
Costello sailed 22 years. He is a
veteran of the pre-World War II U.S.
Coast Guard and the World War II
U.S. Army. Seafarer Costello was
born in San Francisco and is a
resident of Sattahip, Cholburi,
Thailand.
Major Theodore Costello, 65,
joined the SIU in 1938 in the port of
Miami, Fla. sailing as a bartender
and chief steward. Brother Costello
was picket captain in the 1939 Miami
P & O beef. He was born in New
York City and is a resident of
Redondo Beach, Calif.
Rafael Carbone D'Angelo, 72,
ioined the SIU in 1945 in the port of
New York sailing as a deck and
junior engineer and assistant elec
trician. Brother D'Angelo was born
in Italy and is a naturalized U.S.
citizen. He lives in Atlanta, Ga.
30 / LOG / October 1979
Asterio Delgado Muentes Sr., 64,
, joined the SIU in 1947 in the port of
Norfolk sailing as a cook and
bartender. Brother Muentes sailed 44
years. He was born in Manta,
Ecuador and is a naturalized U.S.
citizen. Seafarer Muentes is a resi
dent of New Orleans.
Pensia
John Lionel Flint, 62, joined the
Union in the port of Chicago in 1971
sailing as a deckhand for the Hannah
Marine Co. in 1968 and the Great
Lakes Dredge and Dock Co. Brother
Flint was a former member of the
NMU from 1939 to 1946. He is a
veteran of the U.S. Army in World
War II. Laker Flint was born in
Whiting, Ind. and is a resident of Bay
Park, Mich.
James Bernard "J. B." Morton, 63,
joined the SIU in 1938 in the port of
Mobile sailing as a chief steward.
Brother Morton sailed 42 years. He
was born in Alabama and is a
resident of New Orleans.
Arthur Fleger "Art" Garrettson,
65, joined the Union in the port of
Alpena, Mich, in 1954 sailing as a
fireman-watertender for the Ameri
can Steamship Co. Brother Garrett
son sailed 27 years. He was born in
West Virginia and is a resident of
Seth, W. Va.
Bernard Floyd Overstreet, 62,
joined the SIU in 1946 in the port of
Mobile sailing as a deck engineer and
ship's delegate. Brother Overstr^^
was born in Whatley, Ala. and is a
resident of Mobile.
Howard Norman Negard, 66,
joined the Union in the port of
Duluth, Minn, in 1961 sailing as an
oiler and linesman for the Great
Lakes TowingCo. from 1944 to 1979.
He was born in Duluth and is a
resident there.
Joseph John Quartararo, 63,
joined the SIU in the port of New
York in 1956 sailing as a firemanwatertender. Brother Quartararo
was also a fisherman. He took part in
the organizing drive of the Robin
Line in 1957 and walked the picket
line in both the 1961 N.Y. Harbor
beef and the 1962 Robin Line strike.
Seafarer Quatararo was on the SeaLand (Oakland) Shoregang from
1972 to 1978. In 1970, he attended the
Piney Point Crews Conference No.
10. Born in the Bronx, N.Y., he is a
resident of San Francisco.
Edelmiro Albarran, 62, joined the
SIU in 1938 in the port of Baltimore
sailing in the steward department for
43 years. Brother Albarran was on
the picketline in the 1961 N.Y.
Harbor strike and the 1965 District
Council 37 beef. He was born in
Ponce, P.R. and is a resident of the
Bronx, N.Y.
Woodrow Wilson Reid, 64, joined
the SIU in 1944 in the port of
Baltimore sailing as a chief steward.
Brother Reid was born in South
Carolina and is a resident of Balti
more.
Zygmund Wydra, 59, joined the
SIU in the port of New York in 1952
sailing as a 2nd cook. Brother Wydra
sailed 32 years. He is also a pattern
maker. And he is a veteran of the
U.S. Army in World War 11. Seafarer
Wydra was born in Mt. Carmel, Pa.
and is a resident of San Francisco.
George Daniel "Red" Brady, 61,
joined the SIU in the port of New
York in 1950 sailing as a bosun.
Brother Brady also sailed as a chief
purser aboard the5'5' Robert C. Grier
(Isthmian). He was also a Union
organizer. And at one time he was an
NBC radio announcer in Chicago,
111. Seafarer Brady was born in
Nebraska and is a resident of Grand
Island, Neb.
Harold Amos Thomsen, 66, joined
the SIU in 1946 in the port of New
York sailing as a wiper. Brother
Thomsen sailed 37 years. He was
born in Medford, Wise, and is a
resident of Seattle.
Boleslaw Derol, 66, joined the SIU
in the port of New York in 1955
sailing as a fireman-watertender. He
sailed 32 years. Brother Derol
attended the District 2 MEBA
School of Marine Engineering,
Brooklyn, N.Y. in 1967. He received
a 1960 SIU Personal Safety Award
for sailing aboard an accident-free
ship, the SS Seatrain Georgia.
Seafarer Derol was born in Poland
and is a naturalized U.S. citizen. He
resides in Kings Park, L.L, N.Y.
••
K"
PL
Nillo Veikko Reitti, 62, joined the
SIU in 1947 in the port of New York
sailing as a chief electrician. Brother
Reitti sailed 43 years. He was also a
fisherman. Seafarer Reitti was on the
picketline in the 1961 N.Y. Harbor
strike and the 1965 District Council
^ native of Finland, he is a
naturalized U.S. citizen and a
resident of Brooklyn, N.Y.
Felix Herminio Serrano, 65,
joined the SIU in 1941 in the port of
New York sailing as a bosun and in
the steward department. Brother
Serrano was on ihe Sea-Land (San
Juan) Shoregang from 1964 to 1979.
He hit the bricks in the 1961 N.Y.
Harbor beef. A native of Ponce,
P.R., he is a resident of Rio Piedras,
P.R.
Philip Swing, 65, joined the SIU in
1939 in the port of New Orleans
sailing as a 2nd cook. Brother Swing
received a 1960 Union Personal
Safety Award for sailing aboard an
accident-free ship, the SS Steel
Surveyor. He was born in New
Orleans and is a resident of Gretna,
La.
Willard Clinton Griffith, 64, joined the Union in the
port of Mobile in 1956 sailing as a cook and baker and
AB for the Mobile Towing Co. from 1939 to 1979.
Brother Griffith is also a pipefitter. He was a former
member of the NMU. Born in Mobile, he is a resident
there.
\
�fight for what we felt we deserved."
Willie knows what he's talking
about because he's been through it
all many times over his 40 years as an
SIU member. He went to work on
the rivers at the age of 16, sailing as
deckhand.
40 Years a Riverman,
He Recalls
^Good O/e Days'
A
i
H, the good ole days of nickel
beers and penny candies! But
anyone who's been through the good
ole days will probably tell you that
the 'good ole days' weren't so hot.
Charles "Willie" Koch was
through the 'good ole days' on the
Mississippi River. And as he'll tell
you, they were downright lousy.
Willie started working on the
Mississippi as a deckhand with
Whiteman Towing in 1935 in the
port of New Orleans. There were no
unions on the rivers at that time.
And as Willie will tell you, the
companies took complete advantage
of the situation.
His first boat was a real 'sweet
heart.' She was a harbor boat. Pay
was $1.57 a day. There were abso
lutely no sanitary facilities on the
boat at all. If nature called, you
answered over the side.
The men worked straight through
from 5:30 a.m. to 6:30 p.m. The only
time the men got overtime pay was if
the boat stayed out beyond 9:00 p.m.
But as Willie says, "we always
seemed to get back in at 8:50 p.m.
and never got a cent of overtime."
These were only some of the
indignities suffered by the boatmen
of the 'good ole days.'
Brother Koch also will tell you
that there was a two pot system back
then—that is, the captain got one
kind of food, the crew got the
leftovers.
Willie distinctly remembers a day
when he walked into the galley and
saw beef stew on the burner. He and
the rest of the deckhands got rice
and beans that night for dinner.
He also knew of boats where the
dinner dish was a tin plate nailed to
the table. The food was slopped
down on it. And when vou were
done eating the cook came along
with a rag and wiped^it "clean."
SIU Brought Change
Things have changed on the
rivers, however. And Willie attri
butes the changes for the better
solely to the SIU and other Unions
which began organizing back in the
late 30's.
Willie became a part of the SIU
family in 1939 when he helped
organize Whiteman Towing for the
Union. He has been a member ever
since. And for all but a few years
when he sailed deep sea, Willie has
been working as a river boatman.
He recalls that things started
changing for the better on the rivers
as soon as the SIU started organiz
ing. He says he has experienced
continual improvement in wages
and working conditions over the
years, thanks to the efforts of the
Union.
/• .
,'
-A
'
X-
-y"* f
•
1
Boatman Charles "Willie" Koch has
been an SIU Boatman for 40 years.
He says, "we were very militant
back then and we weren't afraid to
Today, he has a Chief Engineer's
license for 5,000 hp vessels. And he
has a 1st Assistant Engineer's
License, Unlimited.
Willie could sail deep sea if he
wanted to. But he likes the rivers. He
has been working for American
Commercial Barge Lines since 1962.
He has been Chief Engineer on the
towboat Clyde Butcher for the last
14 years. He says he's going to stay
on that boat "until it breaks down or
I break down."
Like so many people who have
been through the tough times, Willie
tells it like it is.
He has confidence in himself, in
his fellow Boatmen and his Union to
keep beneficial changes happening.
Times have changed in 40 years. But
the need to advance has not changed.
Willie has come a long way with
the SIU. And as he says, "I really
believe that we're going to go a lot
further. All it will take is pride in
ourselves, our jobs, and pride in our
Union."
DISDiilcliers RCDMI for Groat lalios
SEPT. 1-29,1979
'TOTAL REGISTERED
All Groups
Class A Class B Class C
TOTAL SHIPPED
All Groups
Class A Class B Class C
"REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Algonac (Hdqs.)
48
19
4
63
84
6
26
13
8
3
24
14
13
1
12
28
90
66
80
104
ENGINE DEPARTMENT
Algonac (Hdqs.)
37
17
9
56
52
STEWARD DEPARTMENT
Algonac (Hdqs.)
11
4
0
26
23
ENTRY DEPARTMENT
Algonac (Hdqs.)
Totals All Departments
45
110
26
0
0
0
141
150
39
145
159
10
94
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
New Boat and Barge Building Setting Records Under Title XI
In the last decade, the U.S. fleet of
new tugs, towboats and barges has
experienced tremendous growth. In
1979 alone, boat and barge building
activity topped the 2,000 mark.
The dramatic increases in inland
vessel construction are, in large part,
a result of passage of the 1970
Merchant Marine Act. That legisla
tion extended the Federal govern
ment's Title XI construction loan
and mortgage guarantee program to
the inland water transportation
industry for the first time.
Under Title XI the government
provides an inland vessel operator
with up to 87.5 percent in mortgage
insurance and construction loans to
build a new piece of equipment.
Passage of the 1970 Merchant
Marine Act was due mainly to the
diligent efforts of the SIU. The eight tugs and barges. This year,
close to 2,000 pieces of equipment i
Union fought to gel Title XI aid
have been built with the aid of $473 ^
extended to tug and towboat opera
tors because the program could give
million in Title XI funds. And an
additional 200 applications are still
a big boost to the inland fleet.
pending.
That's exactly what happened.
"We expect Title XI activity to
Assistant Secretary of Commerce
for Maritime Affairs Samuel B. continue to increase," Nemirow
Nemirow recently credited Title XI said, adding that the Maritime
Administration was acting to spur
as "a catalyst in the upgrading and
expansion of the inland waterways the growth of the funding program.
Nemirow noted some concrete
fleet."
Speaking this month before the steps MarAd has taken which
support claims that they are working
National Waterways Conference in
Memphis, Tenn., Nemirow pre to encourage inland operators to
sented statistics to document the apply for Title XI assistance.
continuing success of the Title XI
Cutting down on bureaucratic red
tape by standardizing. Title XI
program.
In 1970, the Maritime Admini application forms is the "most
stration chief stated, a total of $3 significant" action Marad has taken,
million in Title XI aid helped finance Nemirow said. He also pointed out
that regional Marad offices now
have the authority to okay Title XI
applications of less than $5 million.
The remarkable success of the
Title XI program for the inlpnd fleet
can be seen right in the SIU's
backyard. Since 1970, two SIUcontracted inland companies. Na
tional Marine and American Com
mercial Barge Lines, alone have
received Title XI funding to build 35
new towboats and nearly 450 barges
between them.
That kind of vessel construction
activity is the reason the SIU fought
so hard for the Title XI program in
the 1970 Merchant Marine Act.
New boats mean newJobsforSIU
boatmen. And a bigger, stronger
fleet means increased job security
for all SIU members.
October 1979 / LOG / 31
!r
�mm
Tbe
Lakes
Picture
Algonac
The SlU-contracted Mj V Indiana Harbor, American Steamship Co.'s
newest thousand footer, broke the record for the largest single cargo ever
loaded on the Great Lakes.The Indiana Harbor topped the old record of
68,912 net tons when she carried 70,171 net tons of iron ore pellets
between Two Harbors, Minn., and Indiana Harbor, Ind. The vessel took
on her first SIU crew last August, a month after her christening. She's the
eighth addition to American Steamship's fleet since 1973, when the
company began its shipbuilding program.
*
*
*
*
The SlU-contracted carferry Chief Wawatam aised the same flag she
flew back in 1911 to mark the 68th anniversary this month of her first
transit across the Straits of Mackinac.
Frankfort
Plans to repair the Arthur K. Atkinson (Michigan Interstate Railway
Co.) are at a standstill right now. Repair work on the carferry's shaft is
finished but she hasn't yet been sent to the shipyard for general
renovation work, khe delay occurred because some of the repair costs are
apparently going to be higher than originally estimated. Since the work is
being jointly funded by the states of Michigan and Wisconsin, both have
to approve the revised costs before work can continue. \ h.e Atkinson was
originally expected to return to active service by the end of the year but
that time schedule doesn't look likely now.
Duluth
The three month strike by grain millers at the Port of Duluth was
settled late last month and both deep sea and Great Lakes ships began
loading grain immediately. No grain had been shipped out of the port
since July as other unions honored the strike by members of Local 118 of
the American Federation of Grain Millers against eight grain companies.
As soon as the new contract was ratified the grain millers returned to
work and the 22 salties in the port began loading grain. First to take on
her cargo was the SlU-contracted Ogden Columbia, on-loading in a
'-ecord one-and-a-half days. In addition, most of the SlU-contracted
Delta Panama Committee
With a smile of approval, Hdqs. Rep Teddy Babkowski (seated center) gives his
well done to the crewmembers and the Ship's Committee of the SS Delta Panama
(Delta Lines) at a payoff at Brooklyn's 39th St. Pier in the port of New York on Aug.
23. They were (seated I. to r.) AB Fred Galvin and Deck Maintenance David
Bonefont. Standing (I. to r.) were Chief Steward Roosevelt Robbins, secretaryreporter; Deck Delegate N. Sala, Steward Delegate John VIcLain, Chief
Electrician Jack Marcario, educational director; Bosun William Babbitt, ship's
chairman and Engine Delegate John Penrose.
32 / LOG / October 1979
•
•
»
Because no grain moved out of Duluth during the grain miller's strike
the Western Great Lakes Ports Assn. is requesting an extension of the
shipping season to whittle down the backlog of grain in the port. In letters
to President Carter, Great Lakes Congressmen and administrators of
both the American and Canadian sides of the St. Lawrence Seaway, the
Association asked to have the Seaway's closing dates moved up from
Dec. 15 to Jan. 1.
However, an official of the U.S. St. Lawrence Seaway Development
Corp. said the extension is doubtful. Water temperature, he said, is
already below what it was at this time last year and an extension of a few
days might not be possible.
*
*
*
Despite the halt in grain traffic, cargo handling at the Port of Duluth is
up over last year's tonnage figures. The port has handled nearly 27 million
net tons of waterborne cargo in the first eight months of this year
compared to 25.3 million for the same time period in 1978. While grain
shipments were down, iron ore, the port's major commodity, showed a 16
percent increase over last year.
Cleveland
*
Though the Indiana Harbor usually makes a Minnesota/Indiana run,
she travelled up the St. Clair River this month, giving SIU members at the
Algonac Union hall a chance to see her in action. The vessel picked up a
load of taconite in Detroit and was bound for Great Lakes Steel dock.
*
Kinsman fleet's grain ships have begun moving grain out of Duluth to
other Great Lakes ports.
A recent report published in the quarterly "Mid-American Outlook"
claims the Great Lakes are one of America's "economic assets," but that
the water network is "underutilized." In order to take full advantage of
the Great Lakes/St. Lawrence Seaway system, the report called for an
extended shipping season and for construction of a lock 1500 feet long
and 150 feet wide at the Soo.
Macklnae Island
Tourists are drawn to Michigan's Upper Peninsula during the
summer when it's prime time on Mackinac Island. The Island, which can
only be reached via the SlU-contracted ferries that cross the Straits of
Mackinac, is a beautiful and popular resort.
If all goes according to plan, Mackinac Island may soon have another
tourist draw, the former Great Lakes cruise ship South American.
The South American was among the most popular of the American
cruise fleet in the early part of the century. At that time, scores of
passenger vessels made their leisurely way across Lakes Erie, Michigan,
Huron and Superior, carrying 400-500 passengers per trip.
Popular destinations in the days before factories changed the face of
the shoreline and pollution marred the Lakes themselves were Montreal,
Duluth, Chicago. Buffalo, Cleveland and Detroit as well as Mackinac
Island.
In the mid-1960s, the Coast Guard adopted new regulations which had
an impact on the Great Lakes cruise industry. Because of a series of tragic
fires on foreign flag passenger vessels in the Atlantic, the Coast Guard
banned overnight passenger vessels with wood in their superstructures.
In 1967 the SIU purchased the South American from her original
owner, Georgian Bay Line. Plans to use the vessel as a training ship didn't
pan out so she was re-sold by the Union.
Current plans for the South American are to tow her to Mackinac
Island where she'll be restored to her former glory and used as a museum.
Delta Peru
Log reader Roscoe Rainwater, steward delegate (seated) looks nonplussed as
the happy Ship's Committee of the SS Delta Peru (Delta Lines) stand up for a
photo at a Aug. 24 payoff at the 39th St. Pier, Brooklyn, N.Y. They were (I. to r.)
Recertified Bosun Peter Sernyk, ship's chairman; Engine Delegate Alan Nelson.
Deck Delegate Tony Ferrara, Chief Steward Walter Fitch, secretary-reporter;
Chief Pumpman George Muzzicca and Chief Cook Ralph Bollara.
•
�UPGRADING
Stewardess, 71,
Waiter, 31, Get Lifeboat Tickets
!Q.
\,
SIU Representative Ed Turner congratulates Marie (Dorsiglia and Vince Coss for
having successfully passed the lifeboat class at the Andrew Ruruseth School of
Seamanship in San Francisco.
It builds your future
It builds your security
LNG—December 10
•J
You're never too young nor too
old to get a lifeboat ticket. The truth
of that was made dramatically clear
in San Francisco when two SIU
members were certified as Lifeboatmen together.
Veteran stewardess Marie Corsiglia got hers at the vintage age of 71
years, while waiter Vince Coss got
his at a more tender age of 31 years.
Both members graduated together
from the Andrew Furuseth School
of Seamaiisliip, operated by the
SUP.
As members of the former Marine
Cooks & Stewards, neither Vince
nor Marie were required to have
lifeboat tickets. But now that they're
SIU members they have gone along
heartily with the SIU policy of
having every member of the union
become a certified lifehoatman.
Council Grove Committee
Diesels for QMED's—November 26
FOWT—November 26
AB—November 23
Steward—December 10
Chief Cook—December 10
Cook and Baker—December 10
Towboat Cook—December 10
Lifeboat—November 22; December 6, 20
Tankerman—November 22; December 6, 20
Conveyor Department Course—February IL 1980
To enroll, see your SIU Representative or contact:
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301) 994-0010
(An upgrading application is in this issue of the Log.
Fill it out and mail it today!)
UPGRADING
It pays
Do It Now!
First-tripper, Wiper Bill Lundy (standing left), is withi a shipmate and the Ship's
Committee of the ST Council Grove (lOM) at a payoff on Aug. 23 at Stapleton
Anchorage, 8.1., N.Y. after unloading crude at St. Croix, V.I. With him are (standing
' I. to r.) Wiper Wendell Allen and the Ship's Committee of Engine Delegate Mike
Berry and Bosun L.C. Rich, ship's chairman. Seated (I. to r.) are Chief Steward
Emmons A. Kirshharr, secretary-reporter; Deck Delegate Robert Myers and
Steward Delegate Curtis L. Brodnax.
Notke to Members On Job OiHProredure
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
clinic card
seaman's papers
INLAND
October 1979 / LOG / 33
�Labor Says U.S. Savings Bonds a Sound Investment
A number of labor bodies have
endorsed U.S. Savings Bonds as a
safe and sound way to invest.
In a letter to affiliates and
members, the AFL-CIO's Food and
Beverage Trades Department notes,
"The U.S. Savings Bond Program
has been for many years^ way for
workers to both put something aside
for the future and support their
country."
Bonds issued after June 1, 1979
receive six-and-a half percent
interest if held to maturity. Maturity
remains at five years for E Bonds
and ten years for H Bonds. The
former interest rate was six percent.
The letter further points out that
"the new rate applies also to all
outstanding bonds."
In another letter, the AFL-CIO
Railway Employees' Department
points out some of the ways that
Savings Bonds can be purchased.
"Bonds are easy to buy," writes
President James E. Yost. "The
Payroll Savings Plan permits
Savings Bonds to be purchased
through regular allotments from
pay. Bonds may also be purchased
regularly at banks through the
Bond-A-Month Plan, or over the
counter for cash at banks, savings
and loan associations, and other
financial institutions qualified as
issuing agents. In addition. Bonds
may be bought over the counter as
gifts at most financial institutions."
The U.S. Savings Bond Program
comes under the auspices of the
Treasury Department. In literature
put out by the Department's U.S.
Savings Bond Division, it's pointed
out that "The Savings Bond was
designed to make it impossible for
any purchaser, however lacking in
financial experience, to suffer loss
under any conditions."
Th^Pivision notes other positive
points for owning Savings Bonds.
Among them:
• Bonds are "indestructible." Any
Bond lost, stolen, mutilated or
destroyed will be replaced at no
charge.
Interest rates are guaranteed to
maturity. A person can never get
back less than he pays in.
Bonds are liquid a.ssets which may
be cashed in after a minimal
holding period—two months for
E Bonds; six months for H Bonds.
Navy Bosun/Mate Now a 2nd Mate Thanks to SlU
Talking about how he decided to earning more money as a 2nd mate
become a Boatman a few years with the company.
Talking about the Harry Lundeago, 49-year-old Ray Alcorn said,
berg School where the Scholarship
"it comes kind of natural."
Brother Alcorn was a bosun-mate Program is conducted. Brother
in the Navy and when he retired Alcorn said, "The School is just
from the service hecontinued to earn absolutely great for helping guys
improve themselves."
his living on the water.
He added, "If you're weak in a
In 1977 he joined the SIU in New
Orleans and worked with Dixie particular subject, there's someone
Carriers for awhile. Then he went to who will help you. I can't say enough
Crowley Towing and Transporta for the School."
The T.I. Towboat Operator
tion which is nearer to his home in
Scholarship Program which is given
Neptune Beach, Fla.
Alcorn was an AB with Crowley in cooperation with the SIU, pro
when he went throught theTranspor- vides a weekly stipend of $125. Also,
tation Institute Towboat Operator tuition, room and board, and books
Scholarship Program. Now he's are free during the Program.
Further, time spent in on-the-job
training counts as the equivalent of
wheelhouse time. Also, day-for-day
work time credit is given for HLS
entry graduates.
The Transportation Institute is a
Washington, D.C.-based educa
tional and research organization for
the maritime industry. It is com
posed of 174 companies involved in
harbor, inland, and deep sea opera
tions.
Anyone wishing to apply for the
Program should contact an SIU
representative or write to; T.I.
Towboat Scholarship Committee,
Harry Lundeberg School, St. Mary's
County, Piney Point, Md. 20674.
Help Your Brother Down the Road to Sobriety
eeing a blind man walk down a street makes the rest of us thankful
for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding
arm to the blind because we all think it must be a terrible thing to be unable to see
where you're going.
An alcoholic can't see where he's going either, only alcoholics
don't have friends. Because a friend wouldn't let another man blindly travel a
course that has to lead to the destruction of his health, his job and his family.
And that's where an alcoholic is headed.
Helping a fellow Seafarer who has a drinking problem is just
as easy—and just as important—as steering a blind man across a street. All
you have to do is take that Seafarer by the arm and guide him to the Union's
Alcoholic Rehabilitation Center in Valley Lee, Md.
Once he's there, an alcoholic SIU member will receive the care and counseling
he needs. And hell get the support of brother SIU members who are fighting
jjj
the same tough battle be is back to a healtby, productive alcohol-free life.
The road back to sobriety is a long one for an alcoholic. But because of
ARC, an alcoholic SIl^ member doesn't have to travel the distance alone.
And by guiding a brother Seafarer in the direction of the Rehab Center,
youll be showing him that the first step back to recovery is only an
arm's length away.
S
I
I
Alcoholic Rehabilitation Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and counseling
records will be kept strictly confidential, and that they will not be kept
anywhere except at The Center.
Name
Book No.
I Address
(Street or RED)
(City)
(State)
Telephone No. ...
Mail to. THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day. (301) 994-0010
34 / LOG / October 1979
I
(Zip) I
I
I
�30 Seafarers Cited for Bravery, Courage
2 SlU Members Given
Awards by AOTOS Committee
M
ORE than 30 Seafarers
aboard five SlU-contracted ships were honored for
courage, heroism and outstand
ing seamanshfp as the U.S.-fiag
merchant marine paid tribute to
their own at the 10th Annual
Admiral of the Ocean Sea
Awards last month.
All together, 13 American
merchant ships and more than
100 crewmembers were saluted
for their roles in rescues at sea. In
addition, the title of "Admiral of
the Ocean Seas," was bestowed
on Joseph T. Lykes, Jr., chair
man of Lykes Bros. Steamship
Co., for his leadership in re
opening American-flag steam
ship trade with China earlier this
year.
.'rj
SIU member Hernando Salazar, a QMED aboard the passen
ger vessel SS Delta Panama, was
presented with the AOTOS
"Mariner's Rosette" for saving
the life of an elderly passenger. In
total disregard for his own safety
Salazar dove in after the passen
ger who'd fallen off a launch and
was being swept away in heavy
seas.
Brother Salazar shrugged off
his heroics with the words: "I've
always been a strong swimmer.
I'm just happy I was able to lend a
hand."
Also awarded the Mariner's
Rosette was SIU member Dottie
R. Regrut, a waitress aboard the
Hong Kong-bound S.S. Presi
dent McKinley (APL). Dottie's
application of the "Heimlich
method" on a passenger who was
choking on a piece of food saved
the woman's life.
Seafarer Hernando Salazar (left) is congratulated by SIU Executive Vice President Frank-Drozak after being presented with the
AOTOS fvlariner's Rosette for courage, devotion to duty and excellence. Making up the rest of the receiving line at the 10th
Annual AOTOS Awards are (rear, l-r): NMU President Shannon Wall, MEBA District 2 President RayfVlcKay, Frank Drozak and
MM&P President Robert Lowen.
In a letter to the Union follow
ing Dottie's action, the McKin
ley'^ captain said "she deserves
the highest commendation. Not
only that," he added, "she is a
great asset to the ship."
In addition to the Mariner's
Rosettes, awarded to individual
crewmembers, AOTOS Mariners
Plaques were given to 13 U.S.-flag
vessels for "outstanding seaman
ship in rescue operations at sea."
The five SlU-contracted ships
recognized for rescue operations
ranging from picking up survi
vors of downed planes to assist
ing Indochinese boat people
were: LNG Aries (Energy Trans
portation), S.S. Ponce (Puerto
Rico Marine Management), S.S.
President Roosevelt (APL), S.S.
Mayaguez (Sea-Land), and S.S.
Manulani (Matson Navigation
Co.).
The AOTOS awards are just
recognition for merchant mari-
SIU member Dottie Regrut received the AOTOS Committ&'e'e "Mariner's Rosette" award for saving the life of a choking passenger aboard
the SS President McKinley. Dottie was not able to make the AOTOS dinner in New York. However, she was honored for her heroics in
ceremonies recently in San Francisco. Above photo shows Dottie (center) holding award she was presented by Tom Patterson, Western
regional director of the U.S. Maritime Administration. Others in photo include, from the left: Julius Copeland, chief steward; William Mines,
API port steward: Capt. Peter Treguboff, and Roger Boschetti, SIU patrolman.
ners whose bravery was respon
sible for saving the lives of others.
But itJs the day-to-day actions of
all Seafarers and their ability to
work together as a skilled,
capable crew that keeps the U.S.
merchant marine afloat.
Following the presentations of
Mariner's Plaques and Rosettes
the guests who filled the Grand
Ballroom of New York City's
Waldorf Astoria Hotel looked on
as Joseph T. Lykes Jr., collected
the silver statuette which is
presented each year to the
AOTOS^award winner.
In his acceptance speech Lykes
urged all segments of the U.S.
maritime indlistry to "put aside
past differences," to work for the
good of the merchant marine.
Specifically he asked the indus
try to pull together for H.R. 4769
the Omnibus Maritime bill which
calls for sweeping changes in U.S.
maritime policy. This bill is "the
biggest maritime event of the
year," Lykes said, adding "it
affects everyone."
Listening to Lykes' speech
from the dais were SIU Executive
Vice President Frank Drozak,
Federal Maritime Commission
Chairman Richard Daschbach,
1978 AOTOS winner Rep. John
Murphy (D-N.Y.) and many other
leaders of U.S. maritime labor
and industry.
October 1979 / LOG I 35
�Pensioner
James Patrick
"South Boston
Irishman" Conley,
81, passed away
in Cerritos (Calif.)
Garden General
Hospital on Aug.
15. Brother Conley joined the SIU in the port of Mobile
in 1957 sailing as a bosun and deck
maintenance. He was also a deck and
ship's delegate. And he sailed 45 years.
Seafarer Conley was elected chairman
of a Houston strike committee and
helped in organizing drives of Standard
Oil tankers in Baytown, Tex. in 1937.
And he was a member of the ISU in 1934
and the AFL Riggers Union in 1952. He
was a veteran of the U.S. Navy and U.S.
Coast Guard before World War H. Born
in Cambridge, Mass., he was a resident
of Artesia, Calif. Surviving are his
widow. Rose; a daughter, Nancy and a
granddaughter.
Luciano Miilan
Herrera, 71, was
dead on arrival at
M et ropolitan
Hospital, New
York City on Aug.
29. Brother Her
rera joined the
SlU in 1946 in the
port of New York sailing as a 2nd cook.
He sailed 42 years. And he walked the
pickctline in the 1946 N.Y. Longshore
men's beef and the 1961 N.Y. Harbor
strike. Seafarer Hen era was born in Rio
Grande, P.R. and was a resident of New
York City. Interment was in Municipal
Cemetery, Rio Grande. Surviving are
a son, .lose of New York City and a
daughter, Eli/.abelh.
Pensioner Jo
seph Suarez Jr.,
55. died of heart
disease in Char
ity Hospital, New
Orleans on June
28. Brother Sua
rez joined the SlU
in 1949 in the port
of New Orleans sailing as a bosun. He
was born in Assumption Parish, La. and
was a resident of New Orleans. Burial
was in St. Louis No. 3 Cemetery, New
Orleans. Surviving are his widow.
Penny and three sisters, Mrs. Marie E.
Burfield, Mrs. Ruby Miller and Mrs.
Ethel Adams, all of New Orleans.
Pensioner Lee
Philip Paupard,
78, passed away
on Aug. 6. Brother
Paupard joined
the Union in the
port of Toledo,
Ohio in 1951 sail
ing as a dredge
deckhand for the Green Bank Dredge
Co. in 1961 and as a dumpman for the
Price McClung Co. from 1954 to 1960.
He was born in Ohio and was a resident
of Toledo. Surviving is a niece, Rose
mary Giles of Osseo, Mich.
Maximo Quinde Cruz, 58, died
of injuries in
curred aboard the
SS Delta Ecuador
(Delta Line) in
Arica, Chile on
Sept. 2. Brother
Cruz joined the
SIU in the port of New York in 1959
sailing as an AB. He upgraded to AB at
Piney Point in 1959. And he hit the
bricks in the 1961 N.Y. Harbor beef and
the 1965 District Council 37 strike. He
sailed 28 years. Seafarer Cruz was born
in Ecuador and was a resident of New
York City. He was a naturalized U.S.
citizen. Surviving are his widow,
Margarita and his mother. Carmen of
Guayaquil, Ecuador and New York
City.
James Charles
Dunlop Sr., 55,
died on Aug. 24.
Brother Dunlop
joined the SIU in
1945 in the port of
New Orleans sail
ing as a bosun. He
was a veteran of
the U.S. Navy in World War IE Seafarer
Dunlop was born in Mobile and was a
resident there. Surviving are his widow,
Martha; two sons, James of Mobile and
Jerry and a daughter, Creda of Mobile.
Thomas Alvin
McNeil, 45, died
of heart-lung fail
ure in the USPHS
Hospital, Brigh
ton, Mass. on
Aug. 19. Brother
McNeil joined the
SIU in the port of
Mobile in 1960 sailing as a 3rd cook. He
was a graduate of the Andrew Furuseth
Training School, Mobile in I960.
Seafarer McNeil was a veteran of the
U.S. Army following the Korean War.
Born in Megargel, Ala., he was a
resident of Mobile. Burial was in Mobile
Memorial Gardens Cemetery. Surviv
ing are his widow, Navis; his mother,
Mary of Mobile; his father, Bryant of
Monrocville, Ala. and his sister,
Carolyn, also of Mobile.
Pensioner
James Clifford
Potter, 54, died of
heart failure in the
North Carolina
Hospital, Chapel
Hill on Aug. 18.
Brother Potter
joined the Union
in the port of Norfolk in 1957 sailing as
an AB, mate and tug captain for the
C.G. Willis Co. from 1953 to 1964. He
was a veteran of the U.S. Navy after the
Korean War. Born in Lowland, N.C., he
was a resident there. Burial was in
Lowland Community Cemetery. Sur
viving are his widow, Mary; two
daughters, Ada and Barbara and his
parents, Mr. and Mrs. Claude J. Potter.
Pensioner Alfred Edison Howse, 56,
died of lung-heart failure in the Cullman
(Ala.) Medical Center on July 7.
Brother Howsejoined the Union in 1944
in the port of Mobile sailing as an AB
for Sabine Towing. He was born in
Cullman and was a resident there.
Cremation took place in the University
of Alabama, Department of Anatomy,
Birmingham, Ala. Surviving is his
widow, Viola of Mobile.
Pensioner Jo
seph Anthony Les
lie, 83, died of
cancer in Baptist
Hospital, Miami,
Fla. on July 12.
Brother Leslie
joined the SIU in
1947 in the port of
Tampa sailing as a bosun and 3rd mate.
He sailed 40 years. And he was a former
member of the ISU from 1918 to 1930.
Seafarer Leslie was born in Poland and
was a naturalized U.S. citizen. He was a
resident of Miami. Interment was in
Woodlawn Park Cemetery, Miami.
Surviving is his widow, Mary.
Pensioner As
Fario Mortis, 69,
passed away on
Aug. 8. Brother
Morris joined the
SIU in the port of
Galveston in 1951
sailing as a fireman-watertender. He was born in Buoy County,
Tex. and was a resident of Portsmouth,
Va. Surviving are his widow, Louise;
a sister, Mrs. Lucille Leland of Hous
ton and a niece, Zelda Denton also
of Houston.
Pensioner Fritz
Nilsen, 73, died of
a heart attack at
home in Brooklyn,
N.Y. on July 25.
Brother Nilsen
joined the SIU in
the port of New
York in 1953 sail
ing as a bosun. He sailed for 34 years
and on the Robin Line. Seafarer Nilsen
walked the picketline in the 1961 N.Y.
Harbor strike. He was a veteran of the
U.S. Army in World War 11. And he was
born in Norway. Burial was in Ocean
View Cemetery, Staten Island. N.Y.
Surviving is a stepdaughter, Doris
l.ucia of Brooklvn.
Pensioner
Thomas Russell
Parrett, 63, died of
a hemorrhage in
I. ong Beach
(Calif.) Memorial
Hospital on Aug.
6. Brother Parrett
joined the SIU in
1943 in the port of Baltimore sailing as a
2nd cook. He was born in Missouri and
was a resident of Long Beach. Crema
tion took place in the Harbor Lawn
Crematory, Costa Mesa, Calif. His
ashes were committed to the deep.
Surviving is his widow, Ethelyn.
Pensioner Ed
ward Louis "Ed
die" Kaznowsky,
67, passed away
on Aug. 19. Broth
er Kaznowsky
joined the SIU in
1940 in the port of
New York sailing
as a chief steward. He sailed as a waiter
in 1937. Seafarer Kaznowsky sailed 45
years and during the Vietnam War. And
he hit the bricks in the 1961 N.Y. Harbor
beef. A native of Carteret, N.J., he was a
resident of Perth Amboy, N.J, Surviv
ing are his mother, Mary of Perth
Amboy; a brother, John of Carteret;
a sister, Mrs. Josephine McCan of
Perth Amboy and a nephew, Edward
Clarity.
Wong Hwa Fab,
56, died on Aug.
20. Brother Fah
joined the SIU in
the port of New
York in 1959 sail
ing as an AB, 3rd
cook and chief
steward. He was
also a waiter on the American Banner
Line. And he was on the Sea-Land
Shoregang in Port Elizabeth, N.J. from
1967 to 1979. Seafarer Fah hit the bricks
in the 1961 Greater N.Y. Harbor strike
and the 1962 Robin Line beef. A native
of Shanghai, China, he was a resident of
New York City. Surviving are his
widow. So Chan; a son, Samuel; two
daughters, Loretta of Brooklyn, N.Y.
and Jeanette; a stepson, Ming Wu Lum
and two stepdaughters, Ming Me Ham
and Ming Hang Lum.
Recertified Bo
sun John Joseph
Hazel, 54, died on
Aug. 17. Brother
Hazel joined the
SIU in the port of
Baltimore in 1959.
He sailed 31 years.
And he was a
graduate of the 17th class of the Bosuns
Recertification Program in October
1974. In 1972, he upgraded at Piney
Point. Seafarer Hazel was a veteran of
the U.S. Navy and the U.S. Army
during the Korean War. Born in
Leonardtown-Compton, Md., he was a
resident of New Orleans. Surviving are
his widow, Dorothy; his mother, Mary
of Leonardtown and a sister, Mrs. W.L.
Tilton of Cheltenham, Md.
Pensioner Wil
liam Lester Strike
Sr., 76, died of
heart disease on
Aug. 8. Brother
Strike joined the
SIU in 1947 in the
port of New Or
leans sailing as a
fireman-watertender. He sailed 49
years and was a former member of the
ISU. Seafarer Strike was born in Maud
Nelson. Norway and was a resident of
Mankato, Minn, and Wilmington,
Calif. Burial was in Green Hills
Memorial Park Cemetery, San Pedro,
Calif. Surviving are a son. Seafarer
William Strike Jr. of Wilmington; a
daughter, Mrs. Carol Lee Gilman of
Huntington Park, Calif.; and a sister,
Mrs. Hazel V. Forshee of El Monte,
Calif.
Pensioner Luke
Thomas Williams,
84, died of heart
failure at home in
Baltimore on Aug.
10. Brother Wil
liams joined the
Union in the port
of Baltimore sail
ing as a chief engineer on the tug Heil
(Curtis Bay Towing) from 1957 to 1958.
He worked for the company for 40
years. Boatman Williams was born in
Baltimore and was a resident of
Brooklyn Park, Baltimore. Burial was
in St. Michael's Cemetery, Ridge, Md.
Surviving are his wife of 58 years,
Elizabeth; two daughters, Mrs. Theresa
Wiley and Mrs. Catherine Frank; two
brothers, Ernest and Kenneth Williams
and two sisters, Mrs. Alverta Silk and
Mrs. Rosalie McCalanham, all of
Baltimore.
36 / LOG / October 1979
•A
�Pensioner
Benjamin Frank
lin Lowrey, 57,
was dead on ar
rival at the
Providence Hos
pital, Mobile on
June 4. Brother
Lowrey joined the
SIU in 1941 in the port of New Orleans
sailing as a deck engineer. He was also a
plumber and machinist. Seafarer
Lowrey was born in Mexia, Ala. and
was a resident of Megargel, Ala. Burial,
was in Memorial Gardens Cemetery,
Monroeville, Ala. Surviving are his
widow, Doris; three sons, Samuel, John
and Paul of Goodway, Ala. and a
daughter, Peggy.
Jesse Willard
Riley "Tex" Ringo,
62, succumbed to
pneumonia in the
Poblacion
(P.I.) Hospital on
June 22. Brother
Ringo joined the
SIU in 1941 in the
port of Baltimore sailing as a bosun. He
sailed 46 years. And he was also a
member of the SUP. Seafarer Ringo
was born in Texas and was a resident of
Olongapo City, P.I. Burial was in
Naividad (P.I.) Cemetery. Survivingare
his widow, Jacinta; two sons, William
and Gilbert; a brother, E.T. Ringo of
Lindsay, Okla.; and a sister of Wichita
Falls, Tex.
Angelo Ali, 53,
died of a heart
attack aboard the
55 Deha Sud
(Delta Line) in
Santos, Brazil on
June 26. Brother
Ali joined the SIU
•
IIHkl in the port of Nor
folk in 1955 sailing as an AB and cook
for 34 years. He was a veteran of the
U.S. Navy in World War 11. Born in
Bayonne, N.J., he was a resident of
Metaire, La. Burial was in Holy Cross
Cemetery, North Arlington, N.J. Sur
viving are his widow, Blanche Lucia; his
parents, Mr. and Mrs. Salvatore and
Caroline Allegro; three brothers,
Anthony, Samuel and Charles; two
sisters, Mrs. Nancy Sparacello and Mrs.
Rose Carpenter, both of Bayonne; seven
nephews, nieces and six great-nephews.
Pensioner
George Taylor,
82, died of natural
causes in the Me
tropolitan Hospi
tal Medical Center,
New York City on
June 23. Brother
Taylor joined the
SIU in 1939 in the port of New York
sailing in the steward department for 54
years. He hit the bricks in the 1961 N.Y.
Harbor beef. Born in Jamaica, B.W.L,
he was a naturalized citizen and a
resident of New York City. Burial was in
Fair Lawn (N.J.) Cemetery. Surviving
are his widow, Emmaline and a niece,
Guin Michaels of New York City.
Thomas Wil
liam Berry, 40,
died aboard the
55 Thomas Nel
son (Waterman)
off Jedda, Arabia
on Aug. 15. Broth
er Berry joined the
SIU in the port of
New Orleans in 1969 sailing as a
QMED, deck engineer, 2nd electrician,
pumpman, machinist and engine dele
gate. He was a survivor of the sinking of
the rammed 55 Yellowstone (Water
man) off the Straits of Gibraltar in May
1978. Seafarer Berry attended Piney
Point in 1977-78 and the SIU-MEBA
District 2 School of Marine Engineer
ing, Brooklyn, N. Y. He was a veteran of
the U.S. Navy in 1956 and was in the
U.S. Army Reserves from 1973 to 1975.
Born in Tuscaloosa, Ala., he was a
resident of Goodsprings, Ala. Surviving
are his widow, Loretta of Mobile; his
mother, Mrs. Ruby P. Christian of
Goodsprings; a stepfather of Birming
ham, Ala.; two stepsons, Dwaine E. and
David Baker and two stepdaughters,
Patricia and Cheryl.
Pensioner Garvis Franklin Hud
son, 63, suc
cumbed to cancer
in the University
of Southern Ala
bama Medical
Center, Mobile on
Aug. 6. Brother
Hudson joined the SIU in the port of
Mobile in 1951 sailing as a firemanwatertender. He was born in Mississippi
and was a resident of Mobile. Burial was
in Pine Crest Cemetery, Mobile.
Surviving are his widow. Ruby; a
stepson, William Marty and a step
daughter, Mae Torpel.
Edward Alfred
Wagner, 52, died
aboard the 55 Ta
ma r a G nil den
(Transport Com
munications) at
sea enroutc to the
» port of Philadel
phia on July 12.
Brother Wagner joined the SIU in the
port of New York in 1955 sailing as a
bosun. He .sailed 29 years. Seafarer
Wagner was a veteran of the U.S. Army
in World War 11. Born in Philadelphia,
he was a resident there. Burial was at
sea. Surviving is his mother, Margaret
of Philadelphia.
Pensioner Wil
liam Henry Wal
ter, 59, died on
July 28. Brother
Walter joined the
SIU in 1942 in the
port of Baltimore
sailing as a chief
pumpman. He
was also a machinist. And he was a
veteran of the U.S. Navy in World War
II. Born in Baltimore, he was a resident
there. Surviving is a sister, Mrs. Bertha
Anzengruber of Baltimore.
J.W. Carr, 48,
died aboard an
lOT vessel in
Puerto Rico on
Aug. 9. Brother
Carr joined the
SIU in the port of
Houston in 1970
sailing as a wiper
and AB. He attended the Andrew
Furuseth Training School in the port of
Baltimore in 1958. Seafarer Carr was a
wounded U.S. Army veteran of the
Korean War. Born in Julip, Ky., he was
a resident of Williamsburg, Ky. Survi
ving are his widow, Joanna; his father.
Drew of Williamsburg and a sister,
Mrs. Evelyn Parker of Cincinnati, Ohio.
Recertified
Bosun Earl Paul
McCaskey, 58,
died of heart fail
ure in the Univer
Asity of Southern
Alabama Medical
Center, Mobile on
May 19. Brother
McCaskey joined the SIU in 1942 in the
port of Mobile. He graduated from the
Bosun Recertification Program in May
1974, and completed the HLS LNG
Course in 1978. Seafarer McCaskey also
attended a 19.70 Piney Point Crews
Conference. And he was a veteran of the
U.S. Navy in World War 11. Born in
Alabama, he was a resident of Mobile
and Pearland, Tex. Cremation took
place in the Crematory of Northwest
Florida, Pensacola. Surviving are a son,
Herbert; a brother, S. G. McCaskey of
Whistler, Ala.; two sisters, Mrs. Helen
M. McNulty of Mobile and Mrs.
Margie Burkeen of Pearland and a
nephew, Scott Hunter, formerly foot
ball quarterback for the Green Bay
Packers and Atlanta Falcons.
I
Stephen J. Kokoruda Jr., 55,
died of a heart
attack on arrival
at the Cleveland
Metropolitan
General Hospital
on Apr. 18. Broth
er Kokoruda join
ed the Union in the port of Cleveland in
1958 sailing as a dredge deckhand for
Dunbar and Sullivan from 1958 to 1975
and for Merritt, Chapman and Scott in
1961. He was a veteran ofthe U.S. Army
in World War II. Laker Kokoruda was
born in Johnstown, Pa. and was a
resident of Cleveland. Burial was in
Riverside Cemetery, Cleveland. Surviv
ing arc his widow, Margaret; two sons,
Donald and David and three daughters,
Susan, Diane and Jean.
Pensioner
Christos "Chris"
loannis Polichronakis, 59, died in
Piraeus, Greece
on June 19. Broth
er Polichronakis
joined the SIU in
the port of New
York in 1960 sailing as a firemanwatertender. He sailed 28 years. Born in
Greece, he was a resident of Piraeus.
Surviving are his widow, Nachi; a son,
Christos; his parents, Mr. and Mrs.
loannis and Frini Polichronakis and a
brother, Alexander Polichronakis, all
of Piraeus.
Pensioner Erling
H. Nelson, 75,
passed away on
Apr. 19. Brother
Nelson joined the
Union in the port
of Chicago in 1961
sailing as a deck
hand and dredgeman for the Great Lakes Dredge and
Dock Co. from 1925 to 1969 and for the
Merritt, Chapman and Scott Corp.
Laker Nelson was born in Oslo,
Norway, was a naturalized U.S. citizen
and was a resident of Chicago. Surviv
ing are his widow, Nellie; a son, the
Rev. Henry Nelson of Kenosha, Wise,
and two daughters, Mrs. Evelyn M.
Linne and June of Chicago.
Pensioner
James Archibald
Mitchell, 61, died
of natural causes
in Bellevue Hospi
tal, New York
City on May 25.
Brother Mitchell,
joined the SIU in
1947 in the port of New York sailingasa
third cook. He sailed 28 years. Seafarer
Mitchell was born in Port Auxbasque,
Newfoundland, Canada. And he resided
in New York City. Burial was in Ocean
View Cemetery, Staten Island, N.Y.
Surviving arc his widow, Wanda and a
daughter, Marilyn.
Pensioner
Fred Murphy, 80,
passed away at
Sailors Snug Har
bor, Sea l.evcl,
1N. C. on June 4.
Brother Murphy
joined the SIU in
1941 in the port of
San Pedro, Calif, sailing as a deck
engineer and third assistant engineer
during World War 11 for the Calmar
Steamship Co. He also sailed during the
Korean War. He sailed 47 years.
Seafarer Murphy was born in Missouri
and was a resident of Norfolk. Surviving
is a niece, Violet Cochrane of Jay, Okla.
IT
Pensioner Wil
liam Lee Rackley,
64, died of a heart
attack in Bayonne,
N.J. on June 15.
Brother Rackley
joined the SIU in
1946 in the port of
New York sailing
as a chief steward. He sailed 41 years
and for the American Coal Co. in 1957.
Seafarer Rackley was on the picketline
in the 1961 Greater N.Y. Harbor beef
and the 1962 Robin Line strike. Born in
Wilmington, N.C., he was a resident of
Bayonne. He was buried wearing his
Union button. Surviving are his widow,
Charlotte; a son, William and two
daughters, Mary Lee and Beverly.
Lester Edwin
Sutherland, 62,
died of cancer in
Sarasota, Fla. on
Apr. 30. Brother
Sutherland joined
the Union in the
port of Buffalo in
1965 sailing as an
AB and wheelsman for the Gartland
Steamship Co. from 1965 to 1966, for
McKee Sons and the American Sand
Co. from 1970 to 1976. He sailed 23
years. Laker Sutherland was a veteran
of the pre-World War II U.S. Navy.
Born in Detroit, Mich., he was a
resident of Sarasota. Cremation took
place in the Hawkins Crematory,
Sarasota. Surviving are his widow,
Katleen; two sons, Lester Jr. and
Patrick and three daughters, Susan,
Janet and Linda.
October 1979 / LOG / 37
�• *>' •.. --r^
, .- ,f<s.-
.
24 New ABs—Count 'Bml
They Do Pumproom Maintenance
if
Here's a recent graduating class of the Pumproom Maintenance Course at the
Point. They are (I. to r.) A. Black, B. Eckert, L. Johns, P. Crow and R. Mullen.
Four New Welders
Recently the Lundeberg School graduated these 24 ABs. Included In the photo
are (front to back I. to r.) D. Drinan, W. Burton, T. Llgnos, K. Bluitt, H. Blount, J.
Micklos, T. Hagen, K. Nllsen, A. Caulder, E. Gerena, E. Hawks, B. Thurber, P.
Wilisch, B. Wilson, J. Limoli, S. Benjamin, B. Holloway, D. Derby, L. Strammen, 8.
Kayser and 8. Gateau.
Trio Ready to Cook and Bake
•Last month Welding Instructor M. Lilly (left) poses witlfthe HLSS graduating class
of (I. to r.) R. Mullen, B. Eckert, R. Hiler and V Carraro.
Showing off their Piney Point Cook and Baker Course diplomas are graduates R.
McElwee, K. Thatcher and J. Wagner.
Here are some very
good reasons for
upgrading to
>1 Slew of Celestial Navigators
Also last month we had eight Seafarers graduate from the Celestial Navigation
Course at the MLS. In front are (I. to r.) Juan Diaz, Tony Colon, Luis Ramos and Al
Mitt. In back are (I. to r.) Jim Larkin, Robert Candelario, Charlie Teller and Bob
Hoffman.
10 More SiU LNGers
Course
Starts
November 26
To enroll, contact the
Harry Lundeberg School.
QMED William "Flattop" Koflowitch (front left) got his LNG endorsement recently
with (front I. to r.) M. Coyle, E. Sierra, T. Navarre and R. Hines. Also hitting the books
at the Point for the course were (back I. to r.) K. Linah, J. Garner, R. Bowen, P. Wolf
and F. Mears.
38 / LOG / October 1979
al ?grn33y>-l!
(An upgrading application is in this issue of the Log.
Fill it out and mail it today!)
�Evan Jones III
James O'Meara
William O. Johnson
Seafarer
Evan Jones III,
27, graduated in
1977 from the
HLS. He up
graded to AB
there in 1978 and
had Quarter
master and LNG
training in 1979.
Brother Jones was a gunfire control
technician in the U.S. Navy from
1970 to 1974. He earned his CPR,
firefighting and lifeboat training.
And he studied chemistry in college,
plays the guitar and canoes. Born in
Cleveland, Ohio, he lives and ships
out of the port of Houston.
Seafarer
James O'Meara,
25, is a 1977
graduate of the
HLS Trainee
Program. There
he was a "great
student." In
1977 he upgrad
ed to FOWT,
and LNG and QMED this year.
Brother O'Meara was a former
member of the Retail Clerks Union.
He has a boat operators license and
has the firefighting, lifeboat and
CPR endorsements. A native of
Washington, D.C., he lives in
Edgewater, Md. and ships from the
port of Baltimore.
Seafarer
William O.
Johnson, 53,
started sailing as
an AB with the
SIU in 1974
from the port of
Mobile. Actual
ly he began sail
ing in the U.S.
merchant fleet in 1951 serving in the
Navy in World War H. Brother
Johnson was a former member of
the NMU and Ironworkers and
Boilermakers Unions. He earned his
firefighting, lifeboat and CPR
tickets. Born in Vredenburgh, Ala.,
he lives in Mobile and ships out of
that port city.
Lee M. Cook
David M. Drinan
Seafarer
I>ee M. Cook,
24, graduated
from the Harry
Lundeberg
School of Sea
manship (HLSS)
Entry Trainee
^Program, Piney
Point, Md. in
1976. He upgraded to FOWT there
in 1977 and QMED this year.
Brother Cook has his firefighting,
lifeboat and cardio-pulmonary
resuscitation (CPR) training. Born
in Hyannis, Mass., he lives in
Brighton, Mass. and ships out of the
ports of Boston and New York.
Seafarer
David M. Drin
an, 26, began
sailing in the
deck department
v'ith the SIU in
1978 after his
graduation from
the HLS. This
year he upgrad
ed to AB and LNG. From 1972 to
1974, he was in the U.S. Navy. He
has studied mechanical (power)
engineering. Brother Drinan was a
former member of the United
Rubber Workers Union. He has the
firefighting, lifeboat and CPR
tickets. Born in Boston, Mass., he
lives in Woburn, Mass. and ships
from the port of Boston.
James P. Dernbach
Seafarer
James P. Dern
bach, 24, is a
1973 graduate of
the HLSS.There
he upgraded to
FOWT in 1978
and to QMED
earlier this year.
He holds the life
boat, firefighting and CPR endorse
ments. Brother Dernbach also
attended college. A native of Mil
waukee, Wise., he lives in Miller
Place, N.Y. and ships from the port
of New York.
Harry Kinsman, Jr.
Seafarer
Harry Kinsman,
Jr., 23, is a 1977
graduate of the
Lundeberg
School. Brother
Kinsman upgraded to
^ FOWT in 1978
B and to QMED
this year. He also has his LNG
endorsement. He has his firefight
ing, lifeboat and CPR endorse
ments. A native of Tampa, he lives in
Zephyr Hills, Fla. and ships out of
the ports of Tampa and Jackson
ville.
Robert J. "Buffalo" Orloff
Seafarer
Robert J. "Buf
falo" Orloff, 21,
graduated from
Piney Point in
1977. He was
an "outstanding
student" there.
Last year he
upgraded to
FOWT. And he has the CPR,
firefighting and lifeboat tickets.
Brother Orloff studied college
chemistry and has built boats and
done commercial fishing. Born in
Sheepshead Bay, Brrsoklyn, N. Y., he
lives there and ships out of the port
of New York.
Learn the facts about LNG and the new LNG carriers.
After attending HLS, you'll know everything you need to work
aboard an LNG vessel. This means you'll qualify for the greut
pay and good working conditions aboard these ships.
Sign up for the LNG course today.
Mark S. Rizzo
It Starts December 10
Seafarer
Mark S. Rizzo,
24, graduated
from the Piney
Point Entry Proigram in 1976. In
1977 he upgrad
ed to AB at the
ll:; School. Brother
Rizzo has his
lifeboat, firefighting and CPR' tick
ets. Born in Brooklyn, N. Y., he lives
there and ships out of the port of
New York.
To enroll, mail the applica tidn in tMs Issue of the Lag to HLS.
or contact
The Harry Lundeberg School
Vocational Education Department
Piney Point, MD 20674
(301) 994-0010
SECURITY IN UNITY
October 1979 / LOG / 39
1
�Keep
US Anchored
in
Washington
LOG
Official Piiblicalion of ihr Scafarrrt International Union • Ailantk. Oulf . Lakes and Inland Waters Disimi • AFl. CIO
OCTOBER T979
30C A Day Is All It Takes
Sign the SPAD check-off Today
�
Dublin Core
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
October 1979
Description
An account of the resource
HEADLINES
FEDS GIVE OK TO BUILD LNG TERMINAL IN CAL.
RELIABILITY MARK OF SIU CREWS
AFL-CIO, CARTER REACH ACCORD ON ECONOMY
SIU SUPPORTS BILL TO SPURE NEW INVESTMENT IN FISHING
CONFERENCE DUMPS MCCLOSKEY SPOILERS
SEN. ENOUYE, REP. MURPHY LEAD CHARGE TO WIN STRONG MARITIME AUTHORIZATION BILL
BOATMEN RATIFY HISTORIC PACT WITH NATIONAL MARINE
FORMER MCS MEMBERS NEED 125 DAYS IN ’79 FOR BENEFITS IN ‘80
GEORGE MEANY TO RETIRE
SIU ENGAGES IN J.P. STEVENS PROTEST RALLY IN N.Y.
U.S., RUSSIA AGREE ON NEW FREIGHT FOR GRAIN RUN
’75 SCHOLARSHIP WINNER FOUND FORMULA FOR SUCCESS
NTSB SAYS U.S.C.G. IS OFF COURSE ON STEERING RULES
GEORGE DUNCAN GOIN’ FISHIN’ WITH A $575 PENSION
NMC OPPOSES SUBSIDIES FOR U.S. SHIPS BUILT FOREIGN
‘OMNIBUS BILL’
ON THE AGENDA IN CONGRESS..
PRESIDENT CARTER SIGNS BILL TO BAR EXPORT ALASKA OIL
U.S. AND SOVIET UNION AGREE ON NEW RATES FOR GRAIN SHIPMENTS
NORTHERN TIER PIPELINE OK’D BY INTERIOR
JUANITA KREPS RESIGNS AS COMMERCE SECRETARY
U.S. DEEP-SEA FLEET SHRINKS BUT OVERALL TONNAGE RISES
PATTON NAMED TO HEAD MARITIME SUBSIDY BOARD
SCHEDULE HEARINGS ON MARITIME BILL
SIU CREWS TUG ROMAIN IN BALTIMORE
FARM WORKERS CONTINUE BOYCOTT OF NON UNION ICEBERG LETTUCE
NAÏVE YOUNG SEAMEN ROT IN FOREIGN JAILS
MTD MUSTERING SUPPORT FOR NORTHERN TIER PIPELINE
S-L FINANCE CREW RESCUE KOREANS FROM SINKING SHIP
PASSENGER SHIP BILL A STEP CLOSER TO FINAL ENACTMENT
SAB ON SHORTAGE
ARCHAIC ‘FREE-TRADE’ POLICY CHOKING U.S. FLEET
ALASKAN OIL WILL NOT BE EXPORTED CARTER SIGNS BILL RESERVING NORTH SLOPE CRUDE FOR U.S. USE
WHY ARE WE IN WASHINGTON?
HE CONQUERED THE ATLANTIC UNDER SAIL- ALONE
40 YEARS A RIVERMAN, HE RECALLS ‘GOOD OLE DAYS’
NEW BOAT AND BARGE BUILDING SETTING RECORDS UNDER TITLE XI
LABOR SAYS U.S. SAVINGS BONDS A SOUND INVESTMENT
NAVY BOSUN/MATE NOW A 2ND MATE THANKS TO SIU
30 SEAFARERS CITED FOR BRAVERY, COURAGE
2 SIU MEMBERS GIVEN SPECIAL AWARDS BY AOTOS COMMITTEE
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
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10/1/1979
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Newsprint
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Text
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Vol. 41, No. 10
1979
Periodicals
Seafarers Log
-
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Text
SSL Of SEAMANSHIB
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
SlU Crews New 1,000-Ft. Laker,
Indiana Harbor
Page 13
NO!"9^
SEPTEMBER 1979
Paul Hall Gives
National Labor
Day Address
1
Pages 14-15
Boatmen on
National Flag Save
Crash Victim
Vi
Page 11
Union Wins
Landmark Court
li
£
•< I
-II
Page 3
SlU in Battle to
Preserve Safety
Steward Recertification Program
u-
Gets Underway
Pages 20-21
'\ 1)l
.
J
• '"'•iWiiikl,
�Smiffe
Votes
^Yea'
to
Bring
Back
US.
Passenger
Ships
Three erand old oasseneer
reoresentative Chuck Mollard the American passenger fleet,
have contracted to buy tnese two
t
Three grand old passenger
ships may soon be restored to
active service under the U.S. flag,
thanks to action taken by the
Senate this month.
By a voice vote on Sept. 6 the
Senate passed two separate bills
with the common aim of bringing
back the U.S.-flag passenger
fleet. House action on the bills
is still pending.
Introduced by Sen. Daniel K.
Inouye (D-Hawaii), one bill
allows the passenger ships United
States and Santa Rosa to operate
on domestic as well as foreign
routes. The other bill re-documents the S.S. Independence for
use in the U.S. coastwise trade.
Passage of the bills was hailed
as a boon for the U.S.-flag
maritime industry and American
tourism by the many maritime
labor, industry and government
groups that have supported the
bills.
Speaking for the legislation on
behalf of the SIU, Washington
0)(0,
representative Chuck Mollard
noted that restoration of these that re-birth is still in its infant
passenger ships is a necessary stages.
House action, expected soon,
first step in rebuilding the "vital
passenger component of the is still necessary before the long
United States merchant marine." laid-up Independence begins
The American-flag passenger cruising the Hawaiian Islands
fleet, once a vital sector of U.S. and United States starts her
maritime, has dipped to only four California-to-Hawaii run. And
deep sea vessels in recent years. the two cruise companies which
The four, SlU-crewed Delta Line
ships, cruise between the U.S.
West Coast and South America.
The SIU also mans the only
Legislative News
Senate Passes Passenger
two overnight passenger steam
Ship Bill
Page 2
boats in the U.S. fleet. They are
SIU in Washington
Pages 9-10
Fight to
the Delta Queen and the Missis
Preserve Safety
Page 5
sippi Queen. They operate
throughout the Mississippi River
Union News
Win Yellowstone Case
Page 3
system.
President's Report
Page 2
Re-entry of the Independence,
Headquarters Notes
Page 7
United StatesandSantaRosa into
Letters to Editor
Page 18
Brotherhood in Action
Page 39
the U.S. passenger fleet will mean
At Sea-Ashore.,
Page 17
new jobs for American seamen as
SPAD Checkoff
Back Page
Hall's Labor
well as for U.S. shipyard workers
Day Address
!... Pages 14-15
and those in other maritime
Great Lakes Picture
Page 26
related industries.
Inland Lines
Page 29
National Flag Boatmen
But while the Senate vote
Save Crash Victim
Page 11
paves the way for the re-birth of
INDEX
Paul Hall
Next 14 Months Are Critical
T
HE 1980 Presidential election is a full 14 months away. But the
way the candidates—both announced and unannounced—are
running you'd think the election was next week instead of next year.
It's too bad it has to be like this. But that's the way the American
political system works. An elected legislator in this country—
whether he be the President, a Congressman or a Senator—never
really stops running.
Before a politician makes a move—whether it be voting on or
sponsoring a bill he looks at it two ways.
First, he studies how the bill will effect the nation. And secondly,
he studies how his support or opposition of the measure will effect
him politically.
So many times, a politician votes on an issue in relation to what's
good for him politically and not on the merits of the bill itself.
It's all part of the political process in this country. You may not
like it in principle, but if you are going to take an active role in the
political arena—like we do—you have to play by the rules.
That is the main reason why the job of political action is both
tough duty as well as being a full time job—day in, day out.
Each and every SIU member must realize the importance of
politics to our Union, our jobs and our security.
There's no two ways about it. Our success in politics is directly
tied to our continued success and prosperity as a trade union.
So, if you look at it closely, it's really not premature to be looking
at the 1980 election right now. Don't forget, the office of President
is only one job to be filled. The entire House of Representatives, 435
seats, is also up for election. So are numerous important Senate
seats.
passenger vessels are not going to
start pouring money into restor
ing them until approval to run
them is official.
The SIU and other maritime
labor and industry groups that
support a revival of the U.S.-flag
passenger fleet, will continue
efforts to get that revival rolling.
General News
Ship's Digests
Dispatcher's Reports:
Great Lakes
Inland Waters
Deep Sea
Page 26
Page 28
Page 22
Training-Upgrading
"A" Seniority Upgrading ....Page 23
Piney Point Grads
Page 31
Upgrading Schedule
Page 6
Membership News
New Pensioners
Page 33
Final Departures
Page 36
Steward Recertification
Program
Pages 20-21
Manhattan Island
Page 16
Special Features
The Late
Al Bernstein
Good Will Agent
on LNG Run
Pages 34-35
Page 38
At the present time, this membership should be fully aware that
the SIU is already gearing up for the 1980 elections.
We are supporting and will continue to support the people we
feel will do a good job for maritime when and if they get into office.
At the same time, the Union's legislative staff is doing an
outstanding job of keeping on top of the day-to-day activities in
Washington, D.C. This is an extremely difficult job. And as all SIU
members should realize, it's getting tougher and tougher all the
time.
My point, brothers, is simply this. The next year, from a political
standpoint, is crucial to us.
We must start playing our chips now, and play them smart
throughout. For us there is no bluffing in politics. We have to have
a full house every time to bring home a winner.
In this game, brothers, SPAD is our chips. And like in any poker
game, you can't go in with a small bankroll. If you do, you're as
good as dead.
Our new '30 Cents-a-Day' SPAD Checkoff Program has been in
operation now for a little over a year.
The response to the program has truly been outstanding. And,
there is no question that the membership's support of the SPAD
Checkoff Program has already increased our ability to function
politically.
Our overall goal is to have every SIU member participate in the
SPAD Checkoff program. We are on our way toward achieving
that goal.
For those who have not signed the checkoff authorization, it's
time to start giving serious couSiUeration to doing so.
To those who have signed it, it's important to realize that
participation in politics by the individual SIU member only starts
with SPAD.
Every member should know the important maritime issues, as
well as knowing where a candidate stands concerning our industry.
The individual member should also take the time out to write his
Congressman and Senators to encourage support for maritime. In
addition, the individual SIU member should consider donating
some of his time to campaigns involving candidates being
supported by the Union.
Our record in the political arena has been a very good one. We
have done a lot with relatively small resources. The bottom line,
though, is that we must do more. Now is as good a time as any to get
going.
Change of address cards on Form 35/9 should be sent to Seafarers International Union, Atlantic Gulf Lakes and Inland Wafprs ni«itrirt AFI rin
1123^ Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No. 9, Septernber
2 / LOG / September 1979
Page 32
Fn..r+h A.,^ Qr^nv,r. M
Ave.. Brooklyn, N.
�•
House Votes to Ban Alaska Oil Exportation
C
I,HALK one up for the Amer, ican consumer and thou
sands of American workers in a
variety of trades including mari
time.,
i t
^
The House of Representatives,
after months of delay, finally
voted to ban the exportation of
Alaskan oil as part of the Export
Administration Act Amend
ments of 19.79.
The Senate passed an almost
identical bill in July. However,
because there are some differ
ences in them, the bill must go to
a House-Senate Conference
Committee before it can be sent
on tp the White House for the
final okay.
The House version of the bill
was passed on Tuesday evening
Sept. 25, 1979. However, there
was an eleventh hour attempt by
Rep. William Dannemeyer (RCalif.) to do away with the
Alaskan oil provision in the bill.
Dannemeyer was badly defeated
in a 340 to 61 roll-call vote.
After Dannemeyer's amend
ment was dumped, the House
went on to approve the full
Export Administration bill by a
voice vote.
The ban on exportation of
Alaskan oil is a big victory for the
goal of energy independence for
America. At the present time, the
Alaska oil reserve is the only solid
reliable reserve in the United
States.
Credit for this victory goes to
the wide range of consumer and
citizen groups and the AFL-CIO,
which did the hard work on
Capitol Hill to get the bilfpassed.
Essentially, the House bill
totally bans the export or ex
change of Alaskan produced oil,
except in the following instances:
• the export would not lessen
either the quantity or quality of
crude available to U.S. con
sumers;
• the export would result in the
reduction in cost of imported
crude to American refiners and
the cost of oil to American
consumers. Cost items would
have to be verified by a semi
annual government audit.
• if any exports are approved
their contracts must be termin
able;
• the exports must be proved
necessary for the protection of
U.S. national security.
The main difference in the
House and Senate bill is this. The
House bill says that a Presiden
tial order calling for the exporta
tion of Alaskan oil must be
approved by both Houses of
Congress. The Senate version
says that a Presidential order for
Alaskan oil export must be
disapproved by both Houses of
Congress.
Either way, it looks like Amer
ica's biggest and most reliable
energy reserve will be used by
American consumers and indus
try, exclusively.
SlU Wins Landmark Decision in Yellowstone Case
A
LANDMARK decision
which will enable the SIU
to defend the health and safety
rights of Union members more
fully than ever before was handed
down this month by U.S. District
Court for the Southern District
of New York.
The Court decision, dated
Sept. 17, 1979, upholds the right
of a maritime union to fully and
actively participate in a Coast
Guard investigation into a ma
rine casualty that involves union
members.
The ruling stemmed from
charges filed by the SIU against
the Coast Guard and other agen
cies in the wake of a Coast Guard
investigation into the June 1978
sinking of the SlU-manned S.S.
Yellowstone (Ogden Marine).
Two days after the Algerian
freighter Ibn Batouta rammed
the portside of the Yellowstone's
engine room, killing and injuring
several SIU members, an inquiry
into the cause of the casualty was
begun.
The purpose of the inquiry was
twofold: to determine the cause
of the accident; and to formulate
suggestions which could be
implemented to prevent similar
accidents from happening in the
future.
At the start of the hearing, the
SIU applied to the presiding
Coast Guard officer. Comman
der Leon E. Beaudin, to be
designated as a "party in interest."
A party in interest has the right to
fully participate in the proceed
ings, including the rights to legal
counsel, to cross-examination
and to call witnesses. As the
collective bargaining and trade
union representative of the Yel
lowstone's unlicensed crew, the
Union claimed a "vital and
critical interest in the safety and
working conditions" of Union
members and further claimed
that interest entitled us to be
named a party in interest.
Cmdr. Beaudin denied the
SIU's "party in interest" applica
tion, saying that "a person is
named a party in interest so that
he may have the opportunity to
protect himself if the facts
develop that are adverse in nature
to him." Cmdr. Beaudin decided
the Union's status was that of an
"interested party," which allowed
the SIU to sit in on the hearings
but not to play an active part in
them.
Charging that the Coast Guard
had both misinterpreted and
acted "in contravention" of U.S.
shipping laws defining "party in
interest," the SIU applied to U.S.
District Court for an injunction.
Backs Union Strongly
In a hearing before U.S.
District Judge Mary Johnson
Lowe, the Union presented a
well-documented case which
argued that an inquiry into a
marine casualty in which Sea
farers are involved cannot be
complete without the "relevant
and probative evidence," of those
Seafarers.
District Judge Lowe upheld
the Union's position. In a written
opinion which strongly backed
the Union's authority to protect
the lives, safety and working
conditions of the SIU member
ship, Judge Lowe said: .
"If Congress intended a casu
alty investigation to ascertain the
cause of an accident, then all
interests, particularly representa-
fives of the largest segment of the Coast Guard is temporarily
maritime public—the crews of barred from publishing or distri
merchant marine vessels, such as buting their findings.
the unlicensed seamen...who
Right now, the SIU is in the
died in the collision and who are process of preparing the finalizamost likely to die in future marine tion of its case which, if upheld by
casualties—will be represented." the Court, will make the tempo
"The seamen," Judge Lowe rary injunction against the Coast
concluded, "if not more inter Guard permanent.
ested are at least as equally
The Union's general counsel
interested as owner and cargo . Howard Schulman is very opti
interests in promoting the safety mistic that the Court will again
of life and property at sea. It is
rule in favor of the SIU. And that
they who have the most compel will mean that in the future, the
ling reasons to raise all issues SIU and other maritime unions
relevant to the collision."
will be able to raise all the
The Coast Guard's one-sided
relevant issues in a marine
investigation of the Yellowstone casualty investigation, not just
the issues the Coast Guard and
tragedy has been completed. But
because of the court's ruling, the shipowners want to see.
1
i
Log, Skipjack Win ILPA Awards
The International Labor Press
Association has announced the
winners of its 1978 Journalistic
Awards Contest and the SIU's
publications did well.
The Log won the "Award of
Honor for General Editorial Excel
lence" in its category of interna
tional union publications of less
than 100,000 circulation.
The Skipjack, published by the
Lundeberg School, won two awards.
The Skipjack won the "Award of
Honor for General Editorial Excel
lence" in its category of union
publications of less than 20,000
circulation.
The Skipjack also won "First
Award for Best Front Page, News
paper Format" in competition with
all labor newspapers.
In announcing the awards, the
ILPA judges said that the Log
"specializes in bringing to its far
flung membership news of maritime
legislation that directly affects their
lives, both at sea and ashore. Special
emphasis is also given education and
training of seamen."
The ILPA judges said that the
Skipjack "is unexcelled in its class
for fine graphics. Spritely written
features, with good photos help it
explain the world of the sea to
students and the activities of the
School to the outside world."
The award won by the Log this
ye^r adds to the long list of awards
our paper has won since it was first
published in 1938. A good deal of
the credit for the Log's success goes
to SIU members who continually
supply the Log with lively photos
and stories of life at sea and on the
inland waters.
Congratulations are also in order
here for the staff of the Lundeberg
School for the fine job they do
month after month in keeping the
membership informed of the oppor
tunities available at the School for
SIU members.
•
I
;
September 1979 / LOG / 3
i
�E"
Unions Oppose Amendments to Maritime Bill
T
Following are the two House
WO legislative amendments
that would badly hurt the amendments which the Ad Hoc
Maritime Committee opposes:
U.S. merchant marine have been
• the so-called "50 percent
vigorously opposed by the AFLmanning amendment." This
CIO Ad Hoc Committee on
amendment prohibits CDS funds
Maritime Industry problems.
The Ad Hoc Committee, made for the construction of any new
merchant vessel on which the
up of all the major seagoing
subsidized manning scale is 50
unions, voiced strong objections
percent above the minimum
to two of the House amendments
manning requirements deter
to the Maritime Appropriations
mined by the Coast Guard as
Authorization Act of fiscal year
necessary for the "safe operation"
1980.
of the vessel.
The Maritime Bill was passed
• the so-called "lobbying"
by the Senate in May and by the
House in July. TheSIU and other amendment. This amendment
maritime unions fought very affects U.S. operators who re
hard for the bill and were ceive operating differential sub
successful in getting the most sidies. It prohibits them from
counting as eligible their costs for
important parts passed.
These were the allocations of contributions to contractually
established maritime industry
subsidy funds.
For the construction differen and legislative research organiza
tial subsidy (CDS) program, tions. This includes such groups
$101 million was approved; for as Transportation Institute, the
the operating differential subsidy Joint Maritime Congress, and
(ODS) program, $256 million the American Maritime Officers
Service.
was approved.
SIU Washington Representa
Also $16 million went to
maritime research and $27.9 tive Chuck Mollard, who is
million for maritime education chairman of the Subcommitte on
Legislation of the Ad Hoc Mari
and training.
The House tacked on some time Committee, voiced the
amendments to its version of the Committee's objections in letters
Maritime Bill. Since these to Rep. John Murphy and Sen.
amendments are not in the Daniel Inouye.
Senate version, a conference
Concerning the "50 percent
committee must meet to resolve
manning amendment," Mollard
the differences.
wrote, "This is a completely
He pointed to the fact that
erroneous and misleading provi
sion which serves only to confuse U.S.-flag tankers of 200,000 to
390,000 deadweight tons operate
the Congress."
with crews of 29. But less than 10
He explained that the Coast
years ago a 16,000 dwt tanker was
Guard doesn't take the steward
department into consideration manned with 42 seamen.
Explaining the objections to
when establishing manning levels
the "lobbying" amendment, Mol
for "safe navigation."
Mollard pointed out that the lard noted the Ad Hoc
Coast Guard's manning levels Committee also feels that this
"do not take into account the measure "is an unnecessary
need for vessel maintenance, intrusion into the collective
vessel sanitation, specialized bargaining process."
He compared the subsidies'
operational activities, or passen
ger services, as well as possible given steamship companies by
the government to federal funds
emergency procedures."
He added that current man given in other areas. The com
ning levels have been reviewed panies, he said, "are no more
and approved by the U.S. Mari using federal funds to lobby
time Administration, "the sole Congress, thd!n are those thou
government agency responsible sands of cities, states, universi
ties, foundations, and other
for the CDS program."
In the letters it was also organizations that receive federal
pointed out that the Ad Hoc funds while they, at the same time
Committee feels that this amend allocate funds to undertake
ment "is an outright attempt to research and present their views
before the Congress."
erode our national policy of
Mollard gave some back
promoting a stable collective
ground concerning this amend
bargaining process."
ment. He noted that when the
Productivity Increased
amendment was first introduced
Mollard notes that "maritime it was rejected by a House
labor and management have for subcommittee and then by the
years taken the lead in reducing full Committee on Merchant
crew size, boosting productivity Marine and Fisheries. However,
and at the same time agreeing the amendment was adopted on
upon the crew size necessary for a the House floor.
"We can only assume," Mol
ship's safe operation, mainte
lard wrote, "that those who
nance and cargo handling."
supported this measure did so
based on the misconception that
such organizations [like Trans
portation Institute, etc.] receive
is such incidents as this that makes direct federal subsidy funds."
The results of the conference
us proud of the men who can be
found aboard our ships..."
committee's meetings will be
carried in the next issue of the
Log.
Seafarer Saves Shipmate on SS Santa Mar/ana
The validity of the old adage, "it's
not the ship, it's the crew," has been
proven once again, this time on the
SlU-manned passenger ship SS
Santa Mariana, which was enroute
to San Francisco.
The heroic actions of one of the
crewmembers, Dudley Grant, third
steward, were instrumental in saving
the life of his shipmate, William
Hurd, 2nd Cook/Pantryman.
On Thursday, August 1, Hurd
suffered an attack that was appar
ently caused by his moving too
quickly from a warm galley into the
chill box. He collapsed outside the
chill box, lost consciousness, and
subsequently, had no respiration or
pulse.
Fortunately, Grant was nearby
and knew the correct procedures to
follow in such an instance. He
administered artificial respiration
and gave a sharp blow to revive
Hurd's heart beat.
The ship's surgeon. Dr. Harold
Lidner, arrived quickly and com
mented favorably on Grant's quick
and level-headed behavior. There is
no doubt, he said, that Grant saved
Hurd's life.
The Captain of the SS Santa
Mariana. Earl Hill, wrote the
4 / LOG / September 1979
following note to the President of
Delta Steamship Lines, the ship's
owner, shortly after the incident: "It
Know the Laws
in Foreign Ports
I^ ^
\ Vl.fx ^
Seafarer Dudley Grant, left, played a hero's role when he revived his shipmate,
William Hurd, after Hurd had suffered an apparent fatal heart attack. With the
drama behind them, the two get together for this photo aboard the SS Santa
Mariana.
The Union wants to remind all
Seafarers that they are subject to the
laws of the countries to which they
sail.
Being in a foreign jail is not
pleasant. But that's exactly where
merchant seamen And themselves
when they disregard the laws of
another country.
The same is true for foreign
seamen in this country. They are
also subject to U.S. law and can face
imprisonment if they violate it.
Try to be familiar with the laws of
the countries to which you sail. Laws
are not the same everywhere.
Something which is legal here might
be illegal in another country.
Also, just as Americans want
foreigners to respect our laws, we
should respect theirs. That respect
will have a twofold benefit. It will
contribute to better feelings and it
will keep you out of jail.
�Safety of Life at Sea is at Stake in New Bill
U
NBELIEVABLE is the best
way to describe it!
The U.S. Coast Guard, the
agency charged with protecting
life and safety at sea, is support
ing a bill that would blast a hole
right through the bulkheads of
America's marine safety codes.
The bill, slugged H.R. 5164, is
being considered by the Subcom
mittee on Coast Guard and
Navigation of the House Mer
chant Marine and Fisheries
Committee. The Subcommittee,
chaired by Rep. Mario Biaggi
(D-N.Y.), has been conducting
hearings on the measure.
The bill would, among other
things, allow vessels of 300 gross
tons or less, carrying freight or
passengers for hire to be operated
without a licensed pilot or
engineer.
Presently, the law mandates
that a licensed pilot and engineer
be carried on all vessels above 15
gross tons carrying freight for
hire, or above 15 gross tons and
in excess of 65 feet in length
carrying passengers for hire.
However, for the past 20 years,
the Coast Guard has essentially
ignored the law and has applied
these personnel requirements
only to vessels in excess of 100
gross tons.
The SIU is vehemently op
posed to this bill in its present
form. And SIU Washington
Representative Chuck Mollard
told the Subcommittee why in
testimony on Sept. 18, 1979 in
Washington, D.C.
neer requirement is an attempt to
alleviate an alleged localized
manpower shortage in the off
shore mineral and oil industry.
Industry spokesmen claim
there are not enough people with
the required licenses to operate
the increasing numbers of crewboats being utilized in offshore
oil drilling on the East Coast.
Instead of tightening safety
laws with this increased traffic,
the Coast Guard is singing the
industry's song.
Rear Adm. Henry Bell, chief of
the office of merchant marine
safety, told the Subcommittee
that the removal of the pilot/
engineer requirement "would not
adversely effect safety."
When Bell finished his brief
testimony on the bill, there was
little cross examination by the
Subcommittee, considering the
importance of the proposed
changes in safety codes.
The fact, though, that the two
chief consuls to the Subcommit
tee, Mr. R. Cassani and Mr. R.
Ratti, are retired from the Coast
Guard no doubt has something to
do with it.
SIU Position
Chuck Mollard made the
SIU's position on H.R. 5164 very
clear during Subcommittee hear
ings. The Union is determined to
fight this measure down to the
wire in the best interests of safety
of life at sea and the marine
environment.
Mollard told the Subcom
mittee that the Union can appre
Mollard said that the removal ciate the problems of the offshore
of the pilot/engineer requirement marine industries. But he clearly
on vessels of 300 gross tons or less pointed out that the bill's ap
would be a "critical mistake" and proach to aiding the industry "is
would "seriously compromise misguided" in that "it seeks to
both safety and the environ heal minor wounds with major
surgery."
ment."
Mollard pointed out that
The removal of the pilot/ engi
vessels of 300 gross tons must
have qualified people in com
mand. Crewboats used in the
offshore industry often approach
400 feet in length, carry as many
as 50 passengers and are contin
uously docking and undocking—
as many as 20 times in 7 days.
Mollard also pointed out that
some passenger vessels of under
100 gross tons approach 200 feet
in length and carry as many as
800 passengers.
Mollard was backed up in his
statements by representatives of
the Masters, Mates and Pilots
Union, MEBA District I and
MEBA District 2. Those repre
sentatives were Henry Trutneff
(MM&P), Fred Schumann (Dis
trict 1) and Ed Kelly (District 2).
The SIU's Mollard also noted
a recent report of the National
Transportation Safety Board
which recommended to the Coast
Guard that the navigation re
quirements for equipment and
licensing of crewboats be up
graded. This NTSB report fol
lowed investigation of the colli
sion in 1978 of a Liberian tanker
and a U.S. crewboat in the Gulf
of Mexico in which two men lost
their lives.
In wrapping up, Mollard reemphasized the Union's total
opposition to the relaxation of
the pilot/engineer requirement
or any other requirement that
would imperil safety of life at sea.
The next step for H.R. 5146 is
unclear. The Subcommittee will
undoubtedly report the bill which
will then be considered by the full
House Merchant Marine Com
mittee.
The SIU is prepared to fight
the bill there and right on to the
House fioor itself if it gets that
far.
A mitedmaritime'laborTonttesTified against many of the provisions in H.R. 5164. From the left they are: Fred Schamann (MEBA District 1); Chuck Mollard ot the
SIU; Ed Kelly (MEBA District 2), and Henry Trutneff of MM&P.
I
a
September 1979 / |_0G / 5
l!
�Engine Upgrading Courses: You
Name it. He's Taken it
UPG
Seafarer Bobby Frank Hedrick
has been working on ocean-going
vessels in the engine department for
the past 13 years. During this time he
has taken full advantage of the
Lundeberg School.
Seafarer Hedrick took his first
course at HLS in 1973. Since that
time he has taken the programs for
firefighting, lifeboat, welding,
refrigerated container mechanic,
fundamentals of diesels, automa
tion, marine electrical maintenance
and QMED—any rating.
With all this training under his
builds your future
builds your security
LNG—October 15, December 10
Diesels for QMED's—November 26
FOWT—October 25, November 26
Welding—^November 12
AB—November 8
Automation—November 12
Quartermaster—October 15
Steward—October 15, November 12, December 10
Chief Cook—October 29, December 10
Cook and Baker—October 29, December 10
Lifeboat—October 15; November 8, 22; December 6, 20
Tankerman—October 15; November 8, 22; December 6, 20
Steward Hecertification—^November 12
Electronics for QMED's — November 5
To enroll, see your SIU Representative or contact:
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301)994-0010
(An upgrading application is in this issue of the Log.
Fill it out and mail it today!)
UPGRADING
It pays
Do It Now!
Seafarer Bob Hedrick
belt. Brother Hedrick went one step
further. He took and passed the
Coast Guard licensing exam for
Original Second Engineer, Steam.
He said,"I am sincere when I say
the school has helped me. Because of
the success I had with the programs
at the school, I had the confidence to
go on and get my engineer's license.
The Union has been good to me. I
haven't been broke since my first
payoff from a ship."
Brother Hedrick did not pass the
examination for his engineer's
license on the first try, however. "I
came back to the school for an
upgrading course and received help
from instructors Bill Eglinton and
Charlie Nalen," he commented.
Seafarer Hedrick recommends
the Lundeberg School to any young
person who needs a little direction.
He said, "I have done many different
things during my life including eight
years in the Navy and seven years in
the Air Force. I have also been a truck
driver. It pays to be a seaman. There
is no other school that a person
could go to that is three months long
and gives him a job at the
completion of the program. I have
never been involved with anything
that is such a good opportunity as
this is."
Brother Hedrick has taken his
own advice about HLS and is
currently enrolled in the Pumproom
Maintenance and Operations
course. He has most recently been
working on the liquefied natural gas
carrier, the El Paso Arzew, as a
QMED. "I plan to keep my SIU
book active. I have time with the
Union and I would be foolish to
throw this away."
Seafarer Hedrick has been a
member of the SIU for 13 years and
resides in Oroville, Calif, with his
wife and four stepchildren.
Monthly Membership
Meetings
Port
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Algonac
Houston
NewOrleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis ,
Cleveland
Date
Oct. 9
Oct. 9
Oct. 10
Oct. 11
Oct. 11
Oct. 12
Oct. 15
Oct. 16
Oct. 17
Oct. 18
Oct. 22
Oct. 26
Oct. 13
Oct. 26
Oct. 20
Oct. 16
Oct. 16
Oct. 17
Oct. 19
Oct. 18
Deep Sea
Lakes, Inland Waters
2:30p.m
2:30 p.m
2:30 p.m
9:30a.m
2:00 p.m
2:30 p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
2:30 p.m
2:30 p.m.
10:30a.m.
2:30 p.m.
UiW
7:00 p.m.
7:00p.m.
7:00 p.m.
7:00 p.m
—
—
7:00p.m
7:00p.m
—
—
1:00 p.m.
—
2:30p.m
2:30 p.m
6 / LOG / September 1979
u''
�Headquar
bv* SIU Execulive Vice President
Frank Drozak
People Take Notice of Job
SIU Members Are Doing
S
OMETIMES it seems like the harder you work, the less
notice people take of what you are doing.
This is a problem the American Merchant Marine has been
saddled with for many years. And it's one reason why it's not nearly
what it should be today. People simply don't take enough notice,
and don't realize how vitally important to our nation's interests the
merchant marine is.
In spite of the fact that the SIU has fought long and hard, over
the last 40 years, to win improved wages and living conditions for
seamen, and to upgrade the profession in general, we've still got to
yell as loud as we can to get people to take notice.
How often have you heard a good word, from somebody outside
oPyour own immediate circle, about the good job you are doing?
Not often enough, I'd venture to say. And it's through no fault of
your—or our— own that this condition exists.
But despite these things, the SIU has a good reputation. Our
members are manning the most sophisticated vessels being built
today, as a result of this well-deserved reputation. SIU members are
manning LNG's, VLCC's, ULCC's Lash ships, OBO's, RO/RO's,
super containerships and every type of modern tug and towboat in
the U.S. fleet. We are doing a tremendous job in the process.
But what about a kind word every now and then? A word of
praise that can do wonders for the morale? Unfortunately, they are
just too few and far between, to the point where you sometimes
wonder: is anyone taking any notice?
Well, brothers, I'm pleased to report that, yes, people are taking
notice of the job SIU members are doing.
Just recently I attended the launching ceremony of the new ultra
large crude carrier, the USTPacific, in Newport News, Va. It was
there that some unsolicited words of praise were spoken in
reference to the job Seafarers have been doing on the Pacific's
sistership, the UST Atlantic.
The 390,000 dwt. UST Atlantic, the biggest ship ever built in the
Western Hemisphere—until the UST Pacific came along—has
been in operation since early this year. So Seafarers have had plenty
of opportunity to prove themselves on the big ULCC.
Shell Oil Co., which holds long-term leases on both ships, has
been watching how the USTA tlantic has been handled over the last
several months—closely. Executives from the company were at the
recent launching ceremony in Newport News. They went out of
their way to say how impressed they were with the job Seafarers
have been doing on the ship.
Needless to say, the men on the UST A tlantic, as well as the entire
SIU membership, should be pleased. And proud.
These words of praise can be accepted at face value: as a
compliment for a specific job well done, which it certainly is.
But there's more to it than that.
These words of praise serve to reinforce what we've believed
about our Union for a long time: that SIU seamen and boatmen are
the most skilled and qualified maritime workers in the world.
Those words of praise also serve to tell us that all the time and
effort we've put into the Harry Lundeberg School and its various
training programs have been well worth it. It's an investment that's
constantly paying off.
Because of the Lundeberg School and its incomparable technical
and safety courses, such as LNG Safety, Automation, and
Pumproom Maintenance and Operation, all our companies can
rest easier knowing that SIU members are handling pumping
operations and other crucial jobs on their vessels.
Every time a Seafarer upgrades, it pays off for him as an
individual. It also helps maintain and enhance the SIU's
reputation for providing that increasingly important product:
skilled manpower.
Yes, brothers, it pays off as sure as anything. And every now and
then, such as recently at the launching ceremony of the UST
Pacific, you find out that somebody is actually taking notice of your
skills, and appreciates the job you are doing.
Bilateral Trade Pacts Work: US. Needs More of Them
The U.S. Maritime Admini
stration has just published the
results of a ten-year study it
commissioned on the impact of
bilateral shipping agreements on
the U.S. liner trades.
The report concludes that
bilateralism is "a viable option
for U.S. policy-makers."
A bilateral shipping agreement
is one in which two countries
decide to reserve an agreed upon
percentage of ocean-borne trade
for vessels documented under
their laws.
For example, the agreement
reached by the U.S. and Soviet
governments concerning the
transportation of grain was a
bilateral shipping agreement.
The American Merchant Marine
was guaranteed the right of
carrying 33 percent of all grain
shipped from the U.S. to Russia,
as was the Russian fleet.
The SIU has long been on
record as favoring the use of
bilateral agreements. Because
such agreements limit the per
centage of cargo that third flag
and "flag-of-convenience" vessels
are allowed to carry. Bilateral
agreements also preserve jobs for
American seamen.
The Mar Ad study is based on
the shipping patterns of U.S.
Brazil commerce. Brazil was one
of the first countries to actively
reserve a percentage of all oceanborne trade for vessels flying its
own flag. The United States does
not normally enter into bilateral
agreements. It did, however,
enter into one with Brazil in
response to that country's uni
lateral shipping policies.
Opponents of bilateralism
contend that such a policy
automatically leads to higher
prices and decreased service.
The MarAd study, however,
notes that bilateralism in the
U.S.-Brazilian trade "has not
resulted in higher freight rates,"
as detractors of bilateralism
contend. Nor has the service
deteriorated: 94% of commercial
shippers interviewed report that
service on that run has either
improved or remained the same
during the past ten years.
More importantly, however,
bilateralism has increased the
American share of the Brazilian
trade from 25 to 40%.
Don't Get Trapped in the Electronics Jungle
EVERY SIU ship has electronic gear that QMED's need to
know how to handle —
Now you can learn how!
Take the new "Electronics for QMED's" course at HLS.
In this 6-week course you'll get the skills you need to work on:
• electronic systems in the Engine Room
• winch controls
• anchor windlass controls
• cargo control boards
Sign Up Now! Course Starts November 5.
Contact the Harry Lundeberg School or use the application in this
issue of the Log.
"
September 1979 / LOG / 7
m
�A total of 21 SlU Boatmen employed in the ACBL fleet took part in the most recent contract conference for these members. Overall, nearly 75 Boatmen from the fleet
participated in the three conferences at the Lundeberg School along with Union officials. Rank-and-file Boatmen pictured above include; Lewis Brumfield, G. Chilton,
Phil Chirch, Mark Dougherty, Gary Douglas, Marion Ellis, C. Ferree, James Greenwood, Roy Hale, Chester Mailman, William Hamilton, Hugh Hurley, Shawn Kelly,
Jack Lamburth, Earl McKnight, Cliff Shriver, Donny Smith, Roy Stinson, Robert Summers, John Warren and Roy Shreve.
SlU Holds Contract Confabs for ACBL Boatmen
When the third and final Pre
contract Conference for SIU Boat
men employed at ACBL wrapped up
at the Harry Lundeberg School in
Piney Point, Md., late this month a
lot had been accomplished.
ACBL is the largest barge line in
the U.S. and operates throughout
the Mississippi River System. ''
All told, nearly 75 Boatmen
served as delegates during one of the
three, week-long conferences. They
participated in discussion sessions
which examined every aspect of
their Union contract in great detail.
Over the course of the Con
ferences, the delegates submitted
nearly 1,000 contract suggestions
which will be duly considered when
contract proposals for the upcoming
contract negotiations at ACBL are
formulated. (The collective bargain
ing agreement at all four ACBL
subsidiaries expires Dec. 30, 1979.)
The ACBL Boatmen who served
as delegates at the Conferences
represented over 500 licensed and
unlicensed SIU Boatmen in ACBL's
fleet.
But what truly made the series of
Conferences a success was the fact
that every delegate discovered that
the key to successful contract
negotiations has .to be unity.
Working together towards com
mon goals is what the Conferences
were all about. It's also what the SIU
is all about; Union members work
ing side-by-side for better and better
contracts and a stronger and
stronger Union.
Over and over again throughout
the first ACBL conference (Aug. 27Sept. 1), the second (Sept. 1()-15)
and the third (Sept. 17-22), the
theme of unity kept coming up. And
to a man, the delegates agreed:
working together for our common
good is the only way to move
forward.
Before the end of each of the three
Conferences, the Boatmen elected at
least one licensed and'one un
licensed delegate to serve as their
representatives on a formal Con
tract Committee.
The rank-and-file delegates from
each Conference, are scheduled to
meet with SIU officials at the St.
Louis Union hall for another weeklong conference starting Oct. 1.
There they will review the contract
suggestions submitted during the
three pre-Contract Conferences plus
any suggestions submitted by mail.
One of the benefits of the St.
Louis conference is that when SIU
representatives sit down at the
bargaining table with ACBL, they'll
be armed with solid contract pro
posals that really reflect the needs
and desires of the membership. And
they'll have the strength that comes
from a united purpose.
At Ripe Old Age of 22, Dan Liddic Will Nail Down Pilot's Job
When Dan Liddic saw an
article in the Baltimore Evening
Sun about the Harry Lundeberg
School, he was too young to
attend. But since he wanted to
make his living off the water, he
kept it in mind. And in 1975 he
became an entry trainee at the
SIU Boatman Dan Liddic
8 / LOG / September 1979
School in Piney Point, Md.
Now, at the ripe old age of 22,
Brother Liddic is a pilot trainee
with SlU-contracted Dixie
Carriers aboard the Dixie
Traveler.
Brother Liddic's boat works
the Gulf Intracoastal Waterway
from the Tenneco Oil Refinery in
Chalmette, La. to Pecan Island,
La. The trip to Pecan Inland
takes 18 hours and the trip back
to Chalmette takes 24 hours.
Late last year Brother Liddic
graduated from the Transporta
tion Institute (T.I.) Towboat
Operator Scholarship Program
which is held at HLS. The
Scholarship Program, given in
cooperation with the SIU,
provides $125 weekly stipend to
each winner, as well as free
tuition, room and board, and
books.
T.I. is a Washington, D.C.based educational and research
organization for the maritime
industry. It consists of 174
companies involved in harbor,
inland, and deep sea operations.
When Boatman Liddic grad
uated from the third Scholarship
class, he was a tankerman with
Dixie. Now he'll soon be a pilot
when he completes Dixie's 90day training period.
Talking about the Scholarship
Program, Boatman Liddic said
the teachers were "good to work
with."
A native of Baltimore, Md.,
Brother Liddic is living there now
with, his wife.
Tug Mariner Passin'Thru Brooklyn
The SlU-manned tug Mariner (lOT) paid a visit to Brooklyn recently pulling in with a load of.
oil for a local Army Base. Crewmembers, from the left, are Bill Bailey, cook; John Fender,
chief engineer; Jeff King, able-seaman; John Blank, captain; Skip Rogers, mate and Tom
Brennan, able-seaman. Seated from the left are John McCunney, ordinary seaman, and
Ted Nichols, engineer.
�ttt in
Seafarers International Union of Nortli America. AFL-CIC)
September 1979
Legislative. Administrative and Regidatorv Happenings
On the Agenda in Congress...
Congress ended its August recess on Sept.
5, and came back to a full agenda of
legislative matters. Many of them are of
special concern to the maritime industry.
Following are some of the hearings which
are on the schedule in the House and the
Senate:
• Thermal Energy Conversion
The Oceanography Subcommittee of the
House Merchant Marine and Fisheries
Committee will conduct a hearing on ocean
thermal energy conversion. Congressman
Gerry Studds (D-MA) will chair the hearing.
• Shipping Act Amendments
The Merchant Marme and Tourism
Subcommittee of the Senate, Commerce,
Science and Transportation Committee will
continue hearings on S. 1640, to establish a
cooperative shippers' council; S. 1642,
maritime agreements in U.S. foreign
commerce; and S. 1463, antitrust exemp
tions. Senator Daniel Inouye (D-HI) will
chair the hearing on Sept. 20. Another
hearing will be held on Sept. 28.
• Omnibus Maritime Bill
The Merchant Marine Subcommittee of
the House Merchant Marine and Fisheries
Committee will continue hearings on H.R.
4769, the Omnibus Maritime Bill. Congress
man John Murphy (D-NY) will chair the
hearings.
• Underutilized Species Development
The Fisheries and Wildlife Conservation
and the Environment Subcommittee of the
House Merchant Marine and Fisheries
Committee will continue hearings on H.R.
4360, underutilized species development
legislation. Congressman John Breaux (DLA) will chair the hearing.
• Oil Pollution Liability
The Water Resources Subcommittee of
the House Public Works and Transporta
tion Committee will hold a hearing on H.R.
85, oil pollution liability legislation.
Congressman Ray Roberts (D-TX) will
chair.
• Railroad Deregulation
The Transportation Subcommittee of the
House Interstate and Foreign Commerce
Committee will con' ue hearings on the
deregulation of railroads. Congressman
James Florio (D-NJ) will chair the hearing
late this month.
• Outer Continental Shelf
The House Select Committee on Outer
Continental Shelf is continuing hearings this
month and in October on the implementa
tion of offshore oil and gas development on
the Outer Continental Shelf. Congressman
John Murphy (D-NY) is chairing the
hearings.
• Small Vessel Manning
As we go to press, the Coast Guard
Subcommittee of the House Merchant
Marine and Fisheries Committee is continu
ing hearings of H.R. 5164 and related bills
regarding inspection and manning require
ments for "small vessels". SlU Washington
Representative Chuck Mollard will present
the union's positions on manning, training
and safety.
Passenger Ships Bill
Stalled in House;
Senate Gives Go-Ahead
While the House Merchant Marine and
Fisheries Committee, under the leadership
of Chairman John Murphy (D-NY), is
dragging anchor on a bill which could
revitalize the U.S. passenger ship industry,
the Senate has ordered "full speed ahead."
By a voice vote on Sept. 6, the Senate
passed S. 1281 which provides for the
operation—under U.S. flag—of the S.S.
United States, the S.S. Santa Rosa and the
S.S. Independence. The Senate initiative to
put the American flag on these former U.S.flag passenger ships is the result of the efforts
of Senator Daniel Inouye (D-HI), chairman
of the Merchant Marine Committee of the
Senate Committee on Commerce, Science
and Transportation.
The House Merchant Marine Committee,
meanwhile, after full hearings, has yet to call
the bill in for a mark-up.
Both the House and Senate bills have
received the active support of the Maritime
Administration which has called the
pending legislation "an important step
toward promoting and developing U.S.-flag
passenger and cruise service in our domestic
trades."
The bill has also been endorsed by
Senator Howard Cannon (D-Nevada),
chairman of the Senate Committee on
Commerce, Science and Transportation,
as well as other key members of both the
House and Senate.
m
SIU Boatmen Attending ACBL Contract ConFab At HLSS Visit Washington
A group of SIU members employed by the
American Commercial Barge Lines (ACBL)
came to Washington recently for a first
hand look at their Union's political and
legislative programs. The Union members
were attending a special contract conference
at the Harry Lundeberg School in Piney
Point, MD.
During their visit to the Capitol, the group
took time to pose for this photo. Pictured
here are: Clyde Beavers, James Calvert, Ron
Campbell, Dale Chester, Steve Fiss, Steve
Hall, Kermit Hardwick, Thomas Jones,
Dave Kelser, Michael Kiker and Kenneth
Killion.
Also, Charles Koch, Martin Kroen, Jim
Lawson, Philip Macklin, Horace McCormick, Victor Nunez, Lon Ousley,
Donald Sample, Bob Sells, Albert Stanley,
Timothy Stewart, Ken Thompson, James
Torseh and Robert Wallace.
Also on the tour were SIU officials Don
Anderson, Gerry Brown, Dean Corgey, Joe
Sacco, Mike Sacco and Jack Sheehan.
September 1979 / LOG / 9
\\
�Maritime Industry
(ri)c 5U\ in IViasbinqton
News
MARAD and Industry Spokesmen
Give Limited Support to House 'Omnibus' Maritime Bill
Both the U.S. Maritime Administration,
and a spokesman for the maritime industry
gave reserved and limited support for the
"Omnibus Maritime Bill" as hearings on the
legislative package opened this month
before the House Committee on Merchant
Marine and Fisheries.
On Sept. 5, Assistant Secretary for
Maritime Affairs Samuel B. Nemirow,
testified before the Merchant Marine
Subcommittee of the House Merchant
Marine and Fisheries Committee on H.R.
4769, the Omnibus Maritime Bill.
Mr. Nemirow outlined the Maritime
Administration's reaction to the Title II
provisions of the legislation which comprise
a number of proposed revisions to the
Merchant Marine Act of 1936. He expressed
the Maritime Administration's support of
the following:
• Amendments authorizing the perm
anent renewal of negotiated pricing in CDS
contracting;
• A permanent War Risk Insurance
Program;
• The standard design ship concept;
• Allowing unrestricted international
trading by bulk operators;
• Amending Sections 506 and 605(a) of
the Merchant Marine Act to simplify the
conditions under which vessels built with
CDS and operated with ODS would be
permitted, with pro rata payback of CDS
funds, and abatement of operating subsidy,
to participate in the U.S. domestic trades.
Mr. Nemirow also expressed his reserva
tions in regard to a number of critical
"shortcomings" in the bill:
• Allowing ODS for foreign built ships.
Mr. Nemirow stated that "given the
current world overtonnage situation, plus
the bill's proposal to make CDS funds
available for foreign-built ship acquisition,
providing ODS for reflagged ships would
kill any incentive for construction of foreign
trade ships in the United States."
• Allowing unlimited foreign-to-foreign
trading by subsidized liner operators.
• Providing a CDS penalty for non-scrics
ship construction.
In Mr. Nemirow's opinion, "enactment of
this amendment would encourage operators
with exceptional needs for one-of-a-kind
ships to place their orders in foreign yards."
• Eliminating the requirement for con-
SPAD b Ihc SIU's polhkal fund nnd our polilical arm h
Waahlnglon, D.C. Tfce SIU aalu for and accepts eolnatary
contributions only. The Union uses the money donated to
SPAD to support the election campaqpis of legbiators who
have shown a pro-maritime or pro-iahor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress. These are bsues that have
a direct impact on the {ohs and job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The .SIU urges its members to contiauc their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees lit, or mai& no contribution at
ail without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the EEC
in Washington, D.C.
10 / LOG / September 1979
tinuing service of essential trade routes as a
condition for the receipt of operating
subsidy for liner operators.
On Sept. 11, 1979, W. James Amos,
President of Lykes Brothers, testified on
behalf of the National Maritime Council. He
characterized Title II of the Omnibus Bill as
a "good start" in dealing with the problems
facing the U.S.-flag liner industry..
In its testimony, the National Maritime
Council endorsed the limited open con
ference approach of Title II of the legisla
tion, recommending however, that the
conference mechanism be strengthened in
order "to achieve stability, predictability
and profitability in the U.S. liner trades."
e
The NMC emphasized that the limited
open conference system alone would not
alleviate the overtonnaging problem and
urged that the proposal be coupled with the
use of bilateral shipping agreements.
The National Maritime Council also
expressed its support of legislation directing
the Secretary of Commerce to negotiate,
whenever possible, bilateral shipping
agreements with U.S. trading partners, and
requested that the omnibus bill be amended
to set forth the specific mechanics of such a
policy.
MARAD Releases Report On
Pooling Agreements Between U.S. and Brazil
The Maritime Administration recently
released a report which analyzed the effects
of pooling agreements entered into by the
United States and Brazilian governments.
These agreements guarantee equal access to
both governments' impelled cargoes and
encourage the formation of revenue pools to
implement equal access.
According to the report, U.S.-flag carriers
have benefited from bilateral agreements
since:
• liner capacity and service levels have
expanded in order to meet the requirements
of the increased U.S.-Brazilian trade;
• the resulting stability in trade shares
and revenues have permitted long-term
investments in the U.S. Brazilian trade; and
• service levels have improved without
incurring increased costs and freight rates.
As a result
of the conclusions reached
/
through the analysis of U.S.-Brazil polling
agreements, the Maritime Administration
report predicts that similar arrangements
with other trading nations would promote
beneficial results for both the U.S. and its
trading partners. These benefits would
include:
• effective responses to unilateral ship
ping policies instituted by trading partner
governments;
• the reduction of overloiiiiaging, price
cuttings and malpractices in the U.S. liner
trades, and
• stimulation of capital investments and
innovation in the less developed liner trades.
Proposed Tank Barges Design Rules
An industry spokesman has called the
Coast Guard's proposed regulations on
design standards for oil tank barges
"economically inefficient" and of little help
in preventing oil spills.
Testifying at a hearing on the Coast
Guard's planned regulations on design of the
tank barges used for the carriage of oil
products, Steve Scalzo, port captain for
Foss Launch and Tug Company, stated that
the proposed regulations which require
double hull construction for all new tank
barges constructed or converted to carry oil
after Dec. 31, 1979, "are economically
inefficient because they involve an un
reasonably high capital expenditure when
compared with the potential reduction of oil
pollution."
According to Mr. Scalzo, "the double
hulls are not effective in preventing the loss
of oil from sinking, capsizing or penetration
in high energy collisions." He pointed out
that the statistical base used in studies
supporting the proposed regulations show
"that a large majority of the volume of oil
spilled was a result of a minimum number of
accidents that involved severe damage to a
few vessels."
Mr. Scalzo also noted that "in most cases,
the added protection of a second hull would
not have prevented the discharge of oil." He
concluded, "the primary role of the double
hull in spill prevention is in the reduction of
large numbers of smaller spills which pose
little threat to the environment and are easily
cleaned up."
Carter Expected To Name Hidalgo Navy Secretary
President Carter is expected to nominate
Edward Hidalgo to become Secretary of the
Navy. Mr. Hidalgo, a 66-year-old Mexicanborn lawyer, is presently an Assistant
Secretary of the Navy.
He will succeed W. Graham Clayton,
who recently became Deputy Defense
Secretary.
In J 977, Mr. Hidalgo became Assistant
Secretary of the Navy in charge of man
power, reserve affairs and logistics. His
major accomplishment in that job was to
settle complex contract disputes with the
Navy's three major shipbuilders, who had
filed more than $2 billion in contract claims
against the government.
�Boatmen on National Flag Save a Life
IU Boatman Tony Thomp
son, relief captain on the
National Flag, said he "didn't do
anything out of the ordinary. I
was glad to help."
But if it wasn't for him and the
rest of the crew of the SIUcontracted National Flag (Na
tional Marine Service), a man
might be dead today.
[The rest of the crew was: Pilot
Roy Benoit; Tankerman Douglas
Carrier, and Deckhand Dave
Barnett.]
The good training and profes
sionalism of the crew came to an
emergency test Aug. 30 when a
Peruvian ship in the Mississippi
River hit a butane barge that was
loading in Good Hope, La.
Amidst the chaos that followed,
the crew rescued from the water
the injured pilot off the ship.The
crew then went on to put out the
fire on a burning tugboat, the
Capt. Norman.
Describing the collision and
the fires that followed, 33-yearold Brother Thompson said "it's
the first time I ever saw anything
like it. There was fire shooting
everywhere."
Some eyewitnesses said the fire
reached a height of at least 1,500'
feet.
The Peruvian ship was
traveling down the Mississippi
when steering control was appar
ently lost around Good Hope,
which is about 30 miles from New
Orleans.
At about 7 a.m. on Aug. 30, the
ship rammed a butane barge that
was loading at Dock 4. The barge
had six cylinders, each about the
size of a railroad tankcar. The
boat, Capt. Norman, was also at
the dock. The ship, which was
loaded with soda ash, ran
aground at the dock.
As Brother Thompson told it
the following happened:
He and the rest of the Flag's
crew had dropped a man off at
Gatex Dock No. 3 in Good Hope,
just above Dock 4. Thompson
heard the sounding of the Peru
vian ship's danger signals. Then
25 to 30 seconds later the ship hit
the barge and exploded one of the
cylinders.
The ship, the barge, the tug
Capt. Norman, and two more of
the barge cylinders caught fire.
Those two cylinders started
drifting into the channel as did
the blazing barge and tug.
Thompson told the crew to get
the lifesaving gear on deck and
then started moving the boat
downriver toward the site.
He and the crew spotted a man
struggling in the water close to
S
Water is poured onto the Peruvian cargo ship that rammed a butane barge on the Mississippi River at Good Hope, La. late
last month. In the background can be seen the SlU-contracled National Flag whose crew rescued the ship's pilot and put
out a fire on a burning tug.
the flames. The man was in mid
channel and the barge, a cylin
der, and the tug were drifting
tx)ward mid channel. The crew
threw the lifering toward the man
and brought him on deek.
The man, who was burned on
the face, neck and arms, turned
out to be the pilot from the ship.
To get him medical attention
as soon as possible, Thompson
transferred the pilot to a crew
boat to take him to shore. He sent
Brother Doug Carrier with the
pilot to help take care of him.
Carrier used some of the first
aid methods he learned through
the tankerman's eourse he took at
Why is this FOWT smiUng?
the Harry Lundeberg School.
Thompson and the other two
crew members then put out the
fire on the Capt. Norman and
pushed her to the west bank of
the river.
Thompson said the firefighting
training he received two years
ago through the HLS Vessel
Operation and Management
Course came in handy in fighting
the fire.
Boatman Thompson had high
praise for the crew. He said they
did "exceptionally well and were
right on the ball."
Special Notice!
Because he's working.
The best bet for wipers who want to improve their job
security is getting an FOWT ticket at HLS. Job opportuni
ties for FOWT's have never been better. So, enroll now in
the FOWT course at HLS. Courses start October 25 and
November 26. To sign up, contact the Harry Lundeberg
School, Vocational Education Department, Piney Point-,
Maryland 20674, (301) 994-0010. Or fill ou"; the application
in this issue of the Log.
The following SIU members who
served aboard the SS Delta America
are requested to get in touch with the
SIU's general counsel Arthur Abarbanel of Schulman & Abarbanel,
Empire State Building, 350 Fifth
Ave., New York, N.Y. 10001, or
phone (212) 279-9200:
Stanley J. Jandora
Victor N. Beata
Peter J, Mistretta
James N. Jenkins
Charles E. Shaw
William Kunak
David Bonefont
Vincent R. Coscarelli
Gerard Rogers
Raphael S. Vargas
Alan P. Greenwood
Stanley P. Gondzar
James K. Oberson
William B. Blanklinship
James W. Parrish
John D. Linton
Radames Vargas
John J. Niemiera .
Joseph J. Kundrat
Delos Snead
Hector M. De Jesus
Willie Robertson, Jr.
Melvin R. Knickman
Edward Levy
Nathaniel Richardson
Stephen A. Tomczak
Paul J. Kampa
September 1979 / LOG / 11
�! '.laaprs-
SlU Rep Saves Boatman Injured on Tow
B
ROTHERHOOD! A lot of
people use the term. But it
doesn't mean much until it's put
to the test.
Just such a test confronted SIU
Special Servicing Representative
Dave Carter. And how did he
meet it? Well just ask SIU
Boatman Myron Bramley. He's
recuperating now at a hospital in
Uniontown, Ky. thanks to Bro
ther Carter's fast thinking.
It all began earlier this month
when the towboat W.A. Kernan
(American Commercial Barge
Line) was at the Overland Coal
Dock in Uniontown.
Carter was servicing the boat
and was in the lounge talking to
a crewmember while four deck
hands were making up tow.
They were Bramley, who's lead
deckhand; Thomas DeSpain,
who's the Union delegate on the
boat; Jerry Sanders, and Doug
Lowe, the other lead deckhand.
Suddenly, Brother Lowe came
into the lounge saying that one of
the men had gotten hurt and was
lying on the barge.
Carter went out to the tow and
found Brother Bramley on his
back and in deep shock.
Apparently Bramley had been
tightening a line to the tow with
the ratchet. He turned around,
the line must have slipped, and
the ratchet (which can weigh
anywhere from 50 to 90 pounds)
jumped up and hit him in the
bacL
Carter treated Bramley for
shock. "I knew," he said, "that
the main thing was to get him
warm." Brother Carter's knowhow came about through the first
aid course he had taken at the
Harry Lundeberg School in
Piney Point, Md. He took the
course while going through the
Transportation Institute Towboat Operator Scholarship Pro
gram late last year.
The crew had thrown a blanket
loosely over Bramley but Carter
tucked it in around him.
Bramley started hyperventi Dave Carter, SIU special servicing
lating but Carter stopped him by representative.
rubbing his chest and talking to squad from Uniontown came
quickly and Brother Lowe went
him to calm him down.
with Bramley. Carter followed in
Carter also kept Bramley alert
so he wouldn't slip into uncon his car.
Brother Bramley is still in pain
sciousness. He gave him a little
but his condition might have
water to wet his lips and some
been a lot worse than "fair" if it
drags on a cigarette.
wasn't for Carter. "Aboard boats
Meanwhile, the captain was
and aboard ships, knowledge of
standing by. But he couldn't help
out since he wasn't prepared to first aid is essential," said Carter.
"We're relatively isolated com
meet an emergency such as this.
The ambulance and emergency pared to land-based workers.
SfU's Leo Bonser Elected
V,P. of Florida AFL-CIO
SIU Jacksonville Port Agent Leo
Bonser was unanimously elected
vice president of the Florida State
AFL-CIO.
Bonser was voted into the twoyear office at the State Federation's
convention this month in Holly
wood, Fla.
At a meeting earlier in the month,
the Jacksonville Central Labor
Council chose Bonser as their
candidate. Bonser is a vice president
of that body. He is also secretarytreasurer of the Atlantic Port
Council of the AFL-CIO Maritime
Trades Department.
At the State Federation Conven
tion, Bonser was nuniinated as vice
president by his predecessor, Jim
Deaton.
President of the Jacksonville
Central Labor Council, Deaton
served 10 years as a vice president of
the Florida State AFL-CIO.
Bonser praised Deaton for the
"great job he's done."
Brother Bonser also told the Log
that through his position as State
Fed vice president, he could better
acquaint others about maritime
workers. "I can let other labor
representatives know what the
problems of Seafarers and Boatmen
are and how they can help."
Bonser also pointed out that hell
"be dealing with issues that affect all
12 / LOG / September 1979
m
workers and their families, such as
national health insurance.
Vice President Walter Mondale
spoke at the State Federation's
convention. He talked to the dele
gates about the energy crisis and the
troubles facing workers because of
that crisis.
He also pointed out that in the
first two years of the Carter Admin
istration thousands of new jobs were
created for American workers.
SIU Jacksonville Agent Leo Bonser.
First aid training can mean the
difference between life and death
for us."
When Carter went through the
third class of the Towboat
Operator Scholarship Program,
he was working for National
Marine. After the program he
went to work for Crowley Mari
time and since March he's had
his present job as an SIU Spe
cial Servicing Representative.
The SIU and the HLS feel that
first aid training is very impor
tant for seamen and boatmen.
That's why first aid training is
offered at the School.
The training is part of many of
the courses given at HLS, such
as, the Towboat Operator Schol
arship Program, the'A'Seniority
Upgrading Program, LNG
course, the Able Seaman Tugs
and Tows any Waters class. Also,
all entry trainees receive basic
first aid training. Further, any
one taking an upgrading course
can take, first aid if he can fit it
into his schedule.
It's obvious that the Union
is very concerned about basic
medical knowledge becoming
more available to members. And
from the Carter-Bramley inci
dent, it's obvious why.
Fragmented Maritime Policy a
Constant Problem to US. Fleet
Some good "detective" work by
the U.S. Maritime Administration
has saved the U.S. fleet from getting
beat out of millions of dollars worth
of government generated cargoes.
The cargo the U.S. fleet almost
lost is $800 million worth of
equipment and supplies destined for
Israel. This material is to be used to
build two airstrips in Negrev to
replace those Israel turned over to
Egypt as part of the Camp David
treaty. The lost airfields are located
in the Sinai Desert.
By law, the U.S. flag fleet is
guaranteed carriage of at least 50
percent of all cargoes purchased or
sold overseas by the U.S. govern
ment. However, in the case of
military aid cargoes—such as the
equipment for Israel—the U.S. fleet
is guaranteed carriage of 100 percent
of the cargo.
The only times U.S. ships would
not get the cargo are if there are no
U.S. flag vessels available, or if a
waiver of the law is granted. The
problem with the cargoes for Israel
concerned a waiver.
. On or about June 29, the
government of Israel requested a
waiver from the Department of
Defense which would allow Israeli
ships to carry 50 percent of the
cargoes for the airfields.
The Maritime Administration
caught wind of the waiver. Marad
Chief Samuel Nemirow, on July 10,
sent a letter to the Defense
Department urging that the waiver
be denied because "establishing such
a precedent can only work to the
detriment of the U.S. merchant
marine.
Rep. John Murphy (D-N.Y.),
chairman of the House Merchant
Marine Committee, also got into the
act. He wrote the Defense Depart
ment a few days later backing up
Marad.
The issue was finally settled last
month when the Defense Depart
ment denied the waiver. David
McGiffert, assistant secretary of
Defense for International Affairs,
said that "after a thorough review,
we concluded that this situation
does not lend itself to the granting of
such a waiver."
The problem of the Israeli cargoes
points out once again something the
SIU has been saying for years. There
must be created one single agency in
Washington, D.C. to deal with
maritime matters, enforce maritime
laws and to have the final say on
such issues.
It's no good to cry over spilled
milk. The time is now to correct the
situation and bring the job of
enforcing maritime policy and law
under one roof.
�SlU Crews Indiana Harbor, 1,000-Ft. ^Miracle'
T
HEY call them "miracle members. In fact, the first Great
ships," the thousand footers Lakes Seafarers boarded the
that are the largest ships by far box-like ore carrier for the first
plying the Great Lakes. Recently, time on Aug. 6, almost one year
the SlU-contracted American to the day after her keel was laid
Steamship Co. christened their at Bay Shipbuilding Corp.
brand-new thousand footer, the
The Indiana Harbor is part of
Ml V Indiana Harbor in Stur
American Steamship's new vessel
geon Bay, Wisconsin.
construction program, begun in
She's as long as three football
1973. The company expects two
fields and can do in five hours the
more new vessels^a 730 foot
job it takes smaller lakers two
self-unloader and a 635 foot selfdays to accomplish.
unloader—to he delivered in
At 1,000 feet, she's too large to
1980.
fit through the St. Lawrence
American Steamship owns and
Seaway and many Great Lakes
operates 20 vessels, the largest
ports are too shallow to accomo
fleet-of self-unloading bulk
date her. But the $50 million
carriers on the Great Lakes. The
Indiana Harbor can get where
Indiana Harbor is the company^
she has to go.
second thousand footer. The
Her destination is painted right
first, Belle River, entered service
on her hull. Indiana Harbor on
in 1977.
Lake Michigan is the site of
Inland Steel Co. And the vessel
The fact that American Steam
will be making regular runs from ship keeps adding to their fleet
Duluth, Minn., to Indiana with "shows our confidence in the
cargoes of pelletized ore for growth of commerce on the Great
Lakes," said James J. Glasser,
Inland.
With her thousand foot length chairman of GATX Corp.,
and 105 foot beam, the Indiana American Steamship's parent
Harbor can carry 61,000 tons of company.
Congressman John Murphy,
iron ore pellets which she can
unload at the rate of 10,000 tons (D-N.Y.), chairman of the House
an hour. She has an operating Merchant Marine & Fisheries
draft of 27.6 feet and her four Committee also spoke of the
diesel engines generate 14,000 importance of the Great Lakes in
his keynote address at the Indi
shaft hp..
Like the rest of American ana Harbor^ July 11 christening.
The Great Lakes has made
Steamship's fleet, the 20 unli
censed jobs on the Indiana major contributions. Murphy
Harbor will be . filled by SIU said, "to the domestic and foreign
Here's a pix looking forward of the 1000 ft. long Indiana Harbor.
will benefit the citizens of this
commerce of our great nation."
great country."
Murphy went on to praise the
Following Rep. Murphy's
Indiana Harbor as a "unique and
remarks, Mrs. Frederick C.
marvelous ship, one of which the
Jaicks, wife of the chairman of
entire merchant marine of the
United States can be proud."
Inland Steel, broke the tradition
"Through all of our combined
al bottle of champagne across the
efforts," the Congressman from
Indiana Harbofs bow. The ore
New York told the crowd, "trans carrier's maiden voyage began
Aug. 21, 1979.
portation systems such as this
Locks & Dam 26 Trial Begins After Carter Sees River Jam
The long-awaited trial concerning
replacement of Locks & Dam 26
began this month after nearly five
years of delay in the U.S. District
Court, Washington D.C.
The reason for the Locks issue
finally reaching court may or may
not be coincidental. Perhaps Presi
dent Carter was merely feeling out
the waters of the campaign trail
Me future is Hew
-f
Are You Ready for It?
Can Be!
Take the LNG Course at HLS.
Course Starts October 15
Contact HLS or fill out the application in the LOG to enroll
when he embarked on his highly
publicized jaunt down the Missis
sippi on the SlU-manned Delta
Queen last month. But, even though
'Executive Privilege' prevented his
entourage from being caught in the
snafu, the President could not have
helped but notice, the logjam that is
a daily occurence just south of
Alton, Illinois.
In any case, now that Carter has
seen firsthand the L & D 26 traffic
tie-up, things appear to be moving in
the right direction.
Actually, according to Capt. C.A.
Fehlig, pilot aboard the Delta
Queen while Carter was a passenger,
the President took a very active
interest in the problems the towing
industry faces at Lock & Dam 26.
Carter spent many hours in the
Queen's wheelhouse chatting with
the pilot and listening to the
riverman's account of massive
backups of tows, which often wait
three days or more to lock through.
Indeed, when the President ar
rived at the Locks, there were no
fewer than 37 tows awaiting their
turn to lock up and down river. Each
locking takes an average of about an
hour-and-a-half. Multiply that by 37
and the problems become obvious:
lost time, lost money, wasted fuel
and the end result is unnecessarily
higher prices to consumers.
It must be said that the President
was somewhat aware of the Locks &
Dam 26 situation even before his
monumental journey. At the recom
mendation of the Army Corps of
Engineers, he did sign the bill
authorizing modernization of the
antiquated locks. But, up until now,
that legislation was being fought by
a coalition of railroads and envi
ronmentalists who gained court
injunctions io prevent any actual
rebuilding from taking place. How
ever, now that the President has seen
Locks and Dam 26 for himself, it
appears the courts will be ready to
take the proper action and let the
work begin.
Deposit in the SIU
Blood Bank—
It's Your Life
September 1979 / LOG / 13
�Paul Hail Offers Energy Crisis Solutions To
In his capacity as Senior Vice President of the AFLCIO, and chairman of the AFL'CIO Economic Policy
Committee, SlU President Paul Hall delivered a
national Labor Day address over the Mutual Radio
Network. The text of President Hall's statement,
which dealt with the energy crisis and how it can be
solved, is as follows:
T
ODAY, unlike previous
Labor Days, many workers
did not pack their family into the
car and head for the beach or the
mountains for one last summer
trip. Oh, they wanted to go, but
they didn't have or couldn't
afford the gas to get to their
destination.
The gas lines and the cancelled
vacations—even the soaring
prices at the pumps—are not
America's problem. They are
only the symptoms.
There is an energy crisis today
in America. There has been one
ever since the Arab oil embargo
of 1974. It has never been met and
it isn't being met today.
It is this crisis, as President
Carter correctly pointed out in
his address of July 15, that has
shaken the confidence of the
American people.
This nation has a great and
continuing need for energy,
especially for petroleum, now
being met by imported oil. As
that price goes up and up and up,
the entire economy suffers.
Soaring prices for oil ripple
through the economy, affecting
not only gas pump prices, but the
costs of plastics, pharmaceuti
cals, fertilizer and food. The
energy crisis has created a lower
standard of living for American
workers and contributes heavily
to both today's double-digit
inflation and recession.
President Carter has dramati
cally and forcefully set the tone
for developing sound solutions.
He made it clear that the time for
debate and political posturing is
past. The time for action over
due. And we in the labor move
ment heartily agree.
The President set forth a sixpoint program which should
command the urgent attention of
the Congress. We agree with the
thrust of the President's program
—especially his call for conserva
tion, a crash program to develop
alternate sources of energy, an
Energy Mobilization Board, an
Energy Security Fund, a limit on
oil imports and a windfall profits
tax on the oil companies.
In fact, we urge the President
to go further, to break the
stranglehold of OPEC on the
economy. We want a government
agency to be the importer of all
14 / LOG / September 1979
oil into the United States. This
agency, by determining the
amount of oil to be imported,
could reduce the U.S. reliance on
foreign oil from insecure sources.
If the United States govern
ment sat across the bargaining
table from the OPEC nations,
doing all the purchasing, Amer
ica could "shop" for the best
price, then allocate it to best
meet the needs and interests of
all segments of society—instead
of simply boosting profits of
the oil companies.
Conservation Crucial
As important as this step is, no
single action will solve the energy
crisis. Much more must be done;
some things can begin immedi
ately; others will take many
years.
Conservation is vital, such as
curbing wasteful energy practices
—by observing the speed limit,
cooling homes only to 78 degrees
in summer and heating them only
to 65 in winter. Every American
can help this way.
But conservation must not be
limited to prudent practices. For
example, too much heat is lost up
smokestacks—and heat is en
ergy. It could be used to create
steam to drive turbines to de
velop more power. Improved
insulation of homes and office
buildings would greatly reduce
energy consumption.
Everyone must change their
energy consumption habits. Gas
oline rationing, based on equity
and recognizing employment
needs, would be fair and effec
tive. Rationing by mea^is of price
means those who have money can
continue to waste, while the rest
of us suffer.
Gas and electric utility rates
could be restructured to promote
savings—lower rates for "offpeak" energy usage, and govern
ment loans, loan guarantees and
grants to private citizens and
businesses would encourage
installation of new conservation
equipment.
But, as fundamental as conser
vation is, it cannot do the job
alone. Alternate energy sources
must be developed and the
government should establish
goals for each source to replace
specific amounts of oil and
natural gas. No energy source
SlU President Paul Hall, who Is Senior Vice President of the AFL-CIO, delivered a
Labor Day address to national radio audiences.
should be developed without
companion research into reduc
ing adverse environmental effects.
A very substantial commit
ment must be made towards
advancing solar energy, gasohol
and geothermal technology and
the nation cannot afford to
ignore coal and nuclear energy,
despite possible environmental
dangers. We believe American
technology can reduce hazards,
while increasing production.
I want to make a special point
about nuclear power and the
need to never relax stringent
health and safety regulations.
Immediate, careful attention
must be devoted to solving the
problem of nuclear waste dispo
sal, including turning it into
reusable fuel. As firm supporters
of nuclear power, we recognize
that these problems must be
resolved before it will have the
public support and confidence
necessary to becoming a signifi
cant energy source.
Let me turn now to what it will
cost to develop synthetic fuels.
The President has proposed a
multi-billion dollar fund and we
support ihat idea. Private capital
has failed or refused to risk
making loans to develop this
technology, so the federal gov
ernment must do the job.
Oppose Oil Decontrol
We disagree strongly with one
of the President's decisions—
decontrolling the price of domes
tic oil. Decontrol will not add one
drop of oil to supplies, shorten
the gas lines or solve the energy
crisis. It just puts the United
States even more at the mercy of
OPEC, which will now set prices
for domestic, as well as foreign
oil. Control of energy prices is a
legitimate responsibility of gov
ernment and we believe the
public interest would best be
served by a reversal of President
Carter's decontrol order.
With or without decontrol,
however, there must be a windfall
profits tax on the oil companies.
In any crisis, no segment of
society should be permitted to
profit on the misery of others.
The gluttony of the oil companies
—as each new profit statement
proves—has injured the Ameri
can people. These profits should
be put to good use through
government programs to develop
new sources of energy, provide
added mass transit facilities and
help lessen the impact of energy
costs on low-income Americans
who cannot afford higher heating
costs. We believe windfall profits
should be taxed at 85 percent and
we will urge the Senate to defeat
any effort to weaken the tax.
We are firmly convinced that
the continued callous disregard
for the national interest displayed
by the oil companies proves they
must not be given any federal
funds to develop alternative
sources of energy. They have
abused their monopoly powers
and must not be allowed to gain
similar monopoly control over all
energy sources.
To us, there is little difference
between the sheiks of OPEC and
the barons of American oil
companies. Both have displayed
a blatant disregard for anyone
but themselves.
The measures we have pro
posed would make the oil com
panies more accountable and, if
the companies fail to demon
strate some degree of public
responsibility, then, as a last
resort, the Congress must consi
der nationalization of the in
dustry.
In addition, the AFL-CIO
�s
National Radio Audience on Labor Day
believes these other steps should
be taken:
• An Energy Mobilization
Board should be established to
expedite construction of energyproducing facilities by eliminat
ing red tape and unnecessary
procedural delays, without ne
gating worker-safety, civil rights,
labor standards, anti-trust, envi
ronmental or health laws.
• Construction should begin
as soon as possible on the
Northern Tier Pipeline to carry
Alaskan oil to refineries in the
Midwest. Greater shipment of
domestic and foreign oil in U.S.flag tankers, which have a proven
safety record, would minimize
losses due to accidents.
• The loophole in the Jones
Act, which allows foreign flag
vessels to engage in commerce
between the Virgin Islands and
the U.S. mainland, should be
closed. Most of the shipments
from the Islands to the mainland
are oil, carried in foreign flag
ships, which are floating envi
ronmental timebombs.
• Except where the U.S. has a
treaty obligation, we flatly op
pose any sale of Alaskan oil to
foreign nations or any barter
agreements to exchange Alaskan
oil for oil from a third country.
Such "swaps" only encourage
U.S. oil companies to defer or
cancel necessary U.S. refinery
expansion and pipeline construc
tion.
If America fails to solve the
energy crisis, the cancelled vaca
tions of this Labor Day will seem
trivial. For workers, the stakes
are enormous: their jobs, their
family's standard of living, and
the economic survival of their
nation.
But American workers still
have tremendous faith in the
ingenuity, resourcefulness and
creativity of their fellow Ameri
cans. They have confidence that
if the people accurately perceive
the crisis, the solutions will be
found.
And, on this Labor Day, I
want to assure you that America's
union members are anxious to
use their talents, as the most
skilled and productive workers in
the history of the world, to help
solve the energy crisis.
Europe, Japan Burn (LNG) as U.S. Fiddles With Policy
B
ECAUSE ot uncertain U.S.
government policy, Europe
and Japan are gaining the compe
titive edge over this country on
LNG trade.
Government regulatory delays
have further jeopardized LNG
projects in this country. Already
U.S. companies have lost con
tracts that would have made
more LNG available to this
country.
Holland and West Germany
have made arrangements to
receive the gas which would have
come to the United States if two
of those LNG projects had been
approved. The two proposed
LNG import projects were re
jected by theU.S. Department of
Energy,
One was a $5 billion project by
Tenneco to import Algerian gas
through Canada to the United
States. The other was the El Paso
II project to bring Algerian gas to
America.
In the first project, eight U.S.
LNG tankers would have been
needed. They all would have been
built in Tenneco's shipyard in
Newport News, Va. The El Paso
project would have brought at
least six more orders to U.S.
shipyards.
W. C. Project Delayed, Too
Regulatory problems have
delayed an LNG import project
on the West Coast for five years.
Under the proposal, two utility
companies will build a marine
Meany: Human Rights Is Basis
Of Trade Union Struggles
In his Labor Day message, AFLCIO President George Meany em
phasized human rights as a has: for
labor union struggles around the
world.
He explained that "unions are
formed precisely to give workers
their own instrument in the struggle
over the distribution of the national
income."
Meany added that "if this struggle
is to take place on fair terms...there
have to be fair ground rules. Such
rules can only be guaranteed in a
climate of respect for human rights."
Meany said that the AFL-CIO
has been very involved in human
rights activities. He explained that
"we do not care whether the sup
pressors of human rights are com
munists or fascists. Both are the
enemies of free trade unionism."
The AFL-CIO president referred
to the two differing yiews around the
world and in this country concern
ing the alleged incompatibility of
political democracy and economic
Justice.
"The American lahor movement
subscribes to neither view," he said.
"We consider political democracy is
sapped by, not rooted in, social
AFL-CIO President George Meany
inequality." On the other hand, he
said "political democracy is not an
impediment to economic develop
ment."
In closing, Meany pointed to the
growing unemployment and infla
tion in this country. He said that as
American workers, their families,
and their unions "try to cope with
these problems, they will not ignore
distant struggles for human rights
throughout the world."
off-loading and LNG regasification facility in California. Liquid
natural gas from Alaska and
Indonesia will be brought to the
facility.
Recently an Administrative
Law judge of the Federal Energy
Regulatory Commission (FERC)
recommended approval of the
project. However, the $1.8 billion
project still has to be approved by
the full FERC and the U.S.
Energy Department.
Rejections and delays like this
have allowed European nations
to edge ahead of the U.S. in what
is quickly becoming a race to tie
up future LNG supplies.
Natural gas provides approx
imately 15 percent of total
European energy consumption
compared with about 30 percent
in the U.S.
Meanwhile, the Japanese gov
ernment is vigorously expanding
the acquisition and use of liquid
natural gas. The Japanese believe
that LNG is the most important
and readily available substitute
for oil in the near future.
The Japanese government's
plan for LNG includes: special
LNG rates for industry; special
tax benefits to industries willing
to convert from oil to gas, and
inducements for potential users
to band together and encourage
LNG development overseas.
So while Japan prepares to
take advantage of an energy
source besides oil, America keeps
dragging its feet.
Jobs For Americans
Aside from developing another
energy source, encouragement of
LNG trade will bring other
benefits. The LNG trade will
bring business and jobs to ship
yards as well as to financial,
engineering and construction
firms that design and build
domestic and foreign terminals
and vessels and liquefaction
plants.
Most importantly for the SIU,
greater LNG trade means more
jobs for Seafarers. Already SIU
Brothers are manning ten U.S.flag LNG ships. They are proving
that the ships can be manned
efficiently and safely. And as the
price of oil goes higher and
higher, the cost factor involved
with LNG becomes less and less
important.
Further, though U.S. ship
building is foundering in some
areas, this country has a techno
logical edge right now in LNG
construction. In order to keep
that edge and in order to enlarge
its supplies of energy sources
other than oil, the U.S. must do
two things. One, conflicting state
policies must be coordinated.
And, two, uniform federal stan
dards concerning LNG must be
established.
American
Launches 728
Footer; Will Be
Crewed in '80
Ameiicaii Steamship Company
recently launched a 728 ft. selfunloading vessel in Sturgeon Bay,
Wisconsin. She is the eleventh new
vessel that the company has
launched since 1970.
The vessel is as yet unnamed. She
is presently being referred to as Hull
723.
When completed in April of 1980,
Hull 723 will be capable of carrying
30,000 tons of cargo, mostly coal,
iron and stone pellets. Self unload
ing vessels such as this one are
expected to play an increasingly
important role in the movement of
energy resources on the Great
Lakes.
American Steamship is the big
gest SlU-ccntracted company on
the Great Lakes.
September 1979 / LOG / 15
�Ea
;;Near Manhonan 1^
The SIU's self-propelled hop
one of
of only
only t<««»
Manhattan
split hulled
281-foot, spin
nunc- vessel can
1^
exnect to get to her namesake,
'"
„eing
on
the dredge's stern.
l"!
however.sL will be doing repair
woT n the Ambrose Channel
r,r the sea buoy, cleaning up
nne week oil.
_ ^
Manhattan Island
and her twin sister th
'rt-rTiuScc"-'
and filling in along
The SlU-contracted hopper
dredge is expected to remain
the New York area for about six
to eight weeks. However, at least
two of the Manhattan Island
iZmembers would like to s^e
her stay for a longer period, AB s
Frank Rediker of Staten Islan
LT™
Aw~
City agree they wish
the work
coJld continue for six to eight
«innth-" Rediker pointed out
that "it would be
oet home to Staten Island after
two weeks on the dredge w^
completed. Crewmemhers on the
Chief cook Vincent Young has to say.
Steaks on the fire is what
16 / LOG / September 1979
„rivatelY owned and operate
^
P ^ ^^^aoes that
wc
flernredgcs
that can
can work
side-by-side with the Army
of Engineers for many ye
�Seafarers collected $230. aboard the ST Bradford Island (lOM) last
month when they spread the blanket for the widow and family of the late
Seafarer J.W, Carr who passed away in Puerto Rico while serving on
their ship.
taking on 1,4 million barrels of imported crude daily—a quarter of our oil
imports in 1978. It could save us $1 million a day.
Earlier this month the 350 seamen, technicians and welders welded
together and laid on the Gulf bottorh 125,000 feet of 56 inch steel
pipeline—the biggest undersea line for crude ever built.
Pilots will guide the supertankers to a ring of three sea mooring
buoys floating in 110 feet of water to hook up to buoy hoses to pump out
their oil to the pipelines running to a central platform two miles away.
From there the crude will be pumped to lines leading to a 5 billionbarrel underground storage cavern near Galliano, La., 40 miles north.
It can then be pumped to a new $100 million pipeline to other lines linked
to as far north as Buffalo, N.Y.
Miami
Houston
Coordinated Caribbean Transport (CCT) has on order a new $19.5
million diesel R/O R/O trailership with delivery expected by August
1980. Two other new articulated (linked) tug-barge vessels are also on
order.
She, with four other specialized R/O R/O trailerships now sailing, will
sail 13 times a month from here to Central America, Panama and
Ecuador.
The new 17-knot trailership will be 554 feet long, 67 feet wide, have a
draft of 21 feet and transport 155 highway trailers and 125 autos.
Construction on America's second deepwater oil superport worth $800
million will begin soon 26 miles south of Freeport, Tex.
Last month. Uncle Sam gave the go ahead to the Texas Deepwater Port
Authority (JDPA) project to build and operate and to sign up 42 oil
biggies for their financial support. The state has until next May 15 to
submit plans.
Start of operations could be in early 1983.
The superport will have two central platforms and four buoys
connected to a 22.5 million barrel storage terminal 31 miles away.
At Sea if Ashore
Jacksonville
*
Mobile
Waterman has asked MAR AD for mortgage insurance to back the
$8,350,000. purchase of 140 LASH lighters from the Government agency
which took them over from the bankrupt Pacific Far East Lines (PFEL).
*
U.S. Maritime Subsidy Board (MSB) Judge Frank W. Vanderheyden
last month recommended that Waterman should be permitted to expand
its runs out of the Great Lakes, Atlantic and Gulf to Africa, Mideast and
Indian Ocean.
Waterman, which hopes to get four new LASH ships, has been trying
to get the MSB okay for this expansion since 1976.
Judge Vanderheyden said Waterman's plans wouldn't overload these
routes with U.S.-flag lines.
A new Mediterranean r\in would "provide for a greater portion of U.S.
aid cargoes to Egypt to be carried by U.S.-flag vessels," he added.
Vanderheyden also said added shipping on the Lakes could be
expected to boost trade there "because of the introduction of additional
service" available to shippers.
New Orleans
Construction which began in May of America's first deepwater super
port for supertankers 18 miles in the Gulf off here, the Louisiana Offshore
Oil Port (LOOP), is taking shape.
The $513 million LOOP—owned by Marathon, Texaco, Shell—and
two other oil biggies—is expected to begin operations by the end of 1980,
Three were presumed dead, 12 hurt slightly, the Houston Ship Canal
blocked and dock and vessels' damage put at $10 million on Sept. 1 as the
ST Chevron Hawaii hit by a lightning bolt blew up with 11,000 barrels of
crude and distillates in her tanks.
The blast in a heavy thunderstorm may have ignited a nearby onshore
ethyl alcohol storage tank and three gasoline and oil barges tied up at the
Deer Park Shell Oil Co. Dock No. 1.
One of the tanker's crew was reported missing along with two radar
repair technicians working aboard the tanker.
A Coast Guard eyewitness said "The ship was torn in half by the fire
and explosion and a couple of hundred feet (of the ship) burned to the
waterline."
Norfolk
According to a Virginia (Blackburg) Tech prof, the seemingly
indestructible "La Cucaracha" (cockroach) may in the future be able to
check in, but not be able to check out of the ships.
The prof says he talked the U.S.Navy here into letting him put sterile
male cockroaches aboard their ships to help destroy live cockroach
embryos.
The sterile male cockroaches are used to decrease the number of
embryos that are hatched, he added. Because of their decreased numbers
the embryos are unable to force open the egg sac in which they are encased
and they die.
Happy Cucaracha!
Houston Committee
ts
time as an OS pay,
Qpgrade ta A8 at HtS,
Course Siuris ifovember 8
To enroll, contact HLS or fill out the application
in the LOG.
SlU Patrolman Teddy Babkowski (seated right) writes out dues receipt for
Recertified Bosun Julio Delgado (standing right) at a payoff aboard the
containership SS Houston (Sea-Land) at Port Elizabeth, N.J. on Sept. 11. With
them is most of the Ship's Committee of (standing I. to r.) Chief Steward Umberto
Ortiz, secretary-reporter; Educational Director J. Salazar; Engine Delegate H.
Vasques, and Deck Delegate Ernesto V. Erazo.
September 1979 I LOG / 17
�-rf
v'
-'»
•>«>''
r'-«
'•-• •'*"?•
^We Have the Best, the SIU'
^Some Are Ouf fo Gef Unions'
i
Some people are out to get the Unions.
There are elements in our society who can't stand to see you
exercise your right to belong to a Union and to bargain freely and
fairly with employers.
They are the growing numbers of management types who carry
on about creating a union-free environment.
And you can bet that right behind these loud mouthed Unionhaters are plenty of other less brazen employers just waiting for the
chance to let the axe fall on their workers too.
It doesn't matter what trade you are in or what job you have.
Nobody is exempt anymore. Stories from the dark days of Labor
History? No! Examples straight from the 193(>'s situations that are
going on right now.
It's not the bad old days anymore. But the same old Union hating
song is still playing in the head of many an employer.
What can you do about it? Don't give them any encouragement.
Prove it pays to be Union.
Fraternally,
Bob Sells, Engineer, American
Commercial Barge Lines
St. Louis, Mo.
Quick Payment for Surgery
.*
My husband, Walter Glisson, and I want to thank the Union for
the prompt payment of my hospital and doctor bills when I had eye
surgery last April. This is the first time that I have had any medical
expense. My husband has been a seaman for 12 years. We are
very grateful for the benefits provided by the Union.
Sincerely,
Walter & Ruth Glisson
Ocala, Fla.
Worked Hard for Scholarship
Being an active member .of the SIU has provided me with a great
number of opportunities. Being able to continue my education as
an SIU College Scholarship winner is certainly one of the best
opportunities I've ever had.
I'm thrilled at the prospect of being able to pursue my
educational goals in the secure knowledge that I will be able to
concentrate on my studies and not have to worry about meeting the
high costs of a college education. I've worked hard, in the
classroom and at sea, to gain this opportunity and would like to
encourage my Union brothers and sisters to take advantage, of not
only the scholarship program but, of every opportunity this union
and this sea-going life has to offer. They are great and varied in
number.
Regardless of one's age, sex, or interests, this life and this Union
has a lot to offer. However, nothing is delivered to your doorstep
for the asking. YOU HAVE TO GO FOR IT. I would like to thank
the SIU officers, the HLSS Academic Dept., and especially my
brothers and sisters who make this Union what it is for this great
opportunity.
Fraternally,
Byron U. Jordan
18 / LOG / September 1979
I'm in drydock here at the Staten Island USPHS hospital with a
broken ankle, but I'm not out of touch. SIU representative John
Dwyer brought me the August Log the other day, and I like it a lot.
I especially like the articles on, the Mississippi Queen, R/ V Anton
Bruun. Oldtimer Willcy Manthey, the Maritime Authorization Bill
and the articles concerning LNG.
Mostly though, I want to truly thank the SIU for the exceptional
and efficient way they have helped me while I am disabled and away
from home.
I know now that an accident can happen to the best of us and
can truly put you out.
As a young seaman with a very good future ahead of me, I
sincerely appreciate what this great Union has done for me. And I
am very proud to be a part of it. Once again, thanks. We truly have
the best, the SIU.
Fraternally,
William Mullins
Dallas, Texas
^Waking up the Public'
Just want to thank the Union for sending me the Log each
month. It helps me to keep in touch with the water. The Log does a.
great job in reporting what's going on in maritime. And the SIU is
doing more to wake up a sleeping U.S. transportation public than
any one effort going.
Sincerely,
William L. Boone
Huntsville, Ala.
Labor Day Wishes
I want to wish the SIU and all SIU members lots of luck on this
Labor Day. I am a former member of the SIU (1958-1968) and
served aboard ships in the Vietnam War Zone. I was awarded the
Vietnam Service Bar for active service in that area. I woirid like
someday for Congress to grant us veteran status.
•
Fraternally,
Maurice Roberts
Ware, Mass.
Dedicated Seaman'
ft
It is with great regret I am writing to inform you of the loss of my
husband, Leon Jordan, who passed away on March 16, 1979. He
was a dedicated seaman.
On behalf of myself and family, I want to thank the Union and
the Seafarers Welfare Plan for all the help during^^Leon's
retirement.
Leon went to sea in 1936. He loved the sea and the men with
whom he sailed. He was proud to be a member of the Union.
Thanks again to the Union for all the help over the years.
Sincerely,
Mrs. Nancy Jordan
Daphine, Ala.
Crew Sent Flowers,
Condolences
This letter is to express my appreciation for the thoughtfulness
and condolences of Steward / Cook Neville Johnson and the entire
crew of the SS Worth at the time of my father's death. It was my
privilege to have shipped on the SlU-contracted vessel, SS Worth.
On July 20, 1979, while we were at sea, I received notice by wire
and Mr. Johnson took charge of arranging for a floral wreath to be
sent to my family from the crew of the SS Worth.
Again, sincerest appreciation from my family and myself to all
my fellow shipmates.
Fraternally,
Arturo Aulet
New Orleans, La.
�Lefs Get Ocean Mining Show on the Road
I
1 l«?n't
T
isn't llist
just pn#»rm7
energy thotV
that's ,*«
in
growing demand and shrink
ing supply these days. A number
of raw materials and minerals,
crucial to U.S. industry, are
becoming harder to locate, more
expensive to mine and of poorer
quality in land-based reserves.
But just as oil has been dis
covered beneath the sea, the
oceans also harbor trillions of
dollars worth of precious min
erals.
Those minerals are contained
in crumbly, black, potato-shaped
nodules, rich in manganese,
nickel, copper and cobalt. The
vast mineral wealth of the deep
seabed is so plentiful, experts
estimate deep seabed resources
could shave America's current
heavy dependence on imported
raw materials to next to nothing
by the year 2000.
In addition to providing U.S.
industry with the essential ele
ments of production, the frontier
U.S. ocean mining industry will
open tens of thousands of badlyneeded jobs for American
workers in ship construction,
mining, fabrication of materials
and seafaring.
Right now, U.S. mining com
panies possess the technological
know-how to mine the ocean
depths. But those companies
refuse to risk huge investments
without a formal green light from
the U.S. government allowing
them to begin mining the deep
seabed and protecting their right
to do so. Unless Congress quits
stalling on ocean mining legisla
tion, the U.S. could well miss the
boat in the ocean mining in
dustry.
Deep seabed mining legislation
has actually been introduced
during every session of Congress
since 1972. Last year, the Deep
Seabed Hard Minerals Resources
Act was passed overwhelmingly
by the House of Representatives.
But it never reached the Senate
floor.
Ocean mining legislation has
again been introduced before
both Houses with three impor
tant 'Hire American' amend
ments intact.
Those three amendments,
which have the strong backing of
the SIU and other maritime and
labor groups, would create and
protect as many as 50,000jobs for
Americans at sea and ashore in
the ocean mining industry.
Though support for ocean
mining is stronger today than
ever before it is unlikely the
measure will make it to the floor
of either House for debate this
Official Publication of the Seafarers International Union of
North America, Atlantic, Gulf, Lakes and Inlond Waters District,
AFl-CIO
S«pt»mb«r,
Vol. 41, No. 9
Executive Board
Paul Hall
President
Frank Drozak
Executive Vice President
Cal Tanner
Joe DiGiorgio
Vice President
Secretary- Treasurer
James Gannon
Ray Bourdius
Assistant Editor
Don Rotan
West Coast Associate Editor
Editor
Edra Ziesk
Assistant Editor
Marietta Homa
Assistant Editor
389
Mike Gillen
Assistant Editor
Max Siege! Hall
Assistant Editor
Frank Cianciotti
Writer! Photographer
Dennis Lundy
Photography
Marie Kosciusko
Administrative Assistant
George Vana
ProductionjArt Director
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y. (ISSN #0160-2047)
year. The Senate won't debate
ocean mining until they've voted
on the Salt II pact, which doesn't
look like it will come up before
mid-October. And the House
calendar is already full until the
end of the year.
A major reason the U.S. is
reluctant to act on ocean mining
is the United Nations Law of the
Sea Conference. For more than
20 years, 160 nations have been
meeting to develop an interna
tional set of laws governing the
use of the oceans and what they
contain.
The U.S. government has been
reluctant to antagonize Confer
ence participants by coming up
with our own ocean mining
guidelines. But in the 12 years
since deep seabed minerals be
came the hot topic. Law of the
Sea conferees have been unable
to resolve the question of who's
entitled to the minerals and how
they should be mined.
While Law of the Sea negotia
tions drag on, pressure to develop
U.S. regulations which would
allow American companies to
begin deep seabed mining,
mounts.
The U.S. Ambassador to the
Law of the Sea Conference, Elliot
L. Richardson, pointed out that
though the U.S. prefers to under
take ocean mining under an
international treaty, further
delaying the start of deep seabed
mining could have a negative
impact on the industry.
"Each year of delay in reaching
international agreement on a
deep seabed mining regime,"
Richardson said, "has made it
more necessary to find some
interior framework that can
define the seabed mining indus
try's legal obligations "
The SIU agrees that continued
stalls to the start of the ocean
mining industry could have
serious, long-term consequences
ioi the U.S.
At stake are critically impor
tant raw materials, necessary for •
U.S. industry and even more
important employment oppor
tunities for U.S. workers. By
tapping the mineral wealth of the
oceans to fill our needs for
manganese, nickel, copper and
other elements, the U.S. could
supply our industry, cut down
our dependence on imported
minerals and put many Ameri
cans back to work.
But it's up to Congress to get
the show on the road.
September 1979 / LOG / 19
�inTofhgCg'raT^
g'clrtiarpfogfa':^"''"
°'
P^g^fm^'s'SaTte^rn in^
"
°'
Hecertiflcation
shown here in .he brand new
StewardRecertificotion Program Gefs Underway
<:Ay
Is
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>•-
.>.y ^0^,%;;/
i-y -, ^,- -
•
; L.
•m
fe««£g
<
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v
•*> >.r.r';,
f
^
<•
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"
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\
Darrell G, Chafin
James E. Higgins
»«•
f{i'i!;.«ss!?ii-
»v
}i
%
Herbert W, Scypes
20 / LOG / September 1979
Alfred J. Bodie
J^EFLECTING the Sllfs commitment to education,
the new Steward Recertification Program got under
way Sept. 4 at the Harry Lundeberg School in Piney Point,
Md.
The eight participating stewards in this first class will
spend six weeks at HLS and two weeks at Union
Headquarters.
;
The next class will begin Nov. 12. In 1980 there will be a
minimum of six classes and there may be as many as eight.
This Program is an indication of the importance that the
Union places on the steward department.
Through the HLS, the Union has advanced the level of
steward department education to the point where a
Recertification Program Mice this can be offered.
It's the last rung in a ladder of growing educational
opportunities for steward department personnel. The
Union wants to encourage young people entering the
maritime industry to think seriously about a career in the
steward department.
But this educational benefit is like any other Union
benefit. It's not worth anything to the members unless they
take advantage of it.
Whether a Seafarer is a messman or a chief steward, if he
or she has enough seatime, there's a course available. All the
Seafarer has to do is to write to the Lundeberg School or see
an SIU representative.
For chief stewards, the Recertification Program will give
them invaluable information. It will update their skills to
meet the needs of running a steward department on today's
modern ships.
The Program will also give the stewards a greater
knowledge of their Union and the state of today's maritime
industry.
This is particularly important to stewards in their role as
secretary-reporter of the ship's committee. The stewards
can help enlighten their fellow Seafarers about the dangers
threatening their livelihoods. They can also better explain
the many Union benefits available to Seafarers.
The Recertification Program is a step forward. And
that's why all stewards who have not already done so should
apply for this very worthwhile Program.
y. T '
'
— ^
•M
t 'S-
V'
W:.}.
•
Charlie Rice
V. *
Jimmy Colder
«
h-k* - J
J
'i'**1d
-
^
(j, V
• . -.it
v; V; i:-
kit
Tom Ulisse
Paul Franco
September 1979 / LOG / 21
�SIU Adantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DlGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENT
Cal Tanner
Dispatchers Report lor Deep Sea
AUG. 1-31, 1979
*TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
6
123
9
27
16
9
17
58
31
56
18
50
15
56
14
3
508
1
32
5
8
6
4
7
18
12
7
5
13
2
18
1
0
139
1
17
0
3
12
7
1
6
5
4
13
22
1
11
2
0
106
1
110
6
19
18
5
20
46
25
37
16
38
10
41
3
1
396
4
48
2
16
5
8
7
11
9
11
6
11
3
16
1
1
159
0
7
0
0
3
3
1
0
2
4
2
5
2
8
0
0
37
Totals All Departments
4
101
10
23
18
7
26
59
33
56
11
48
26
51
18
1
492
4
67
. 3
16
9
7
6
32
17
31
8
43
8
29
5
0
285
1
13
0
0
7
12
0
8
6
5
10
29
5
17
0
1
114
13
176
18
39
23
15
25
117
52
78
47
78
18
86
0
3
788
6
42
5
7
8
6
7
24
12
7
15
11
3
27
0
0
180
2
11
0
5
14
3
2
12
4
4
12
21
0
8
0
0
98
0
84
4
17
15
5
16
44
26
34
8
21
13
37
3
1
328
2
48
5
11
9
5
8
18
19
12
3
14
4
25
6
0
189
0
5
0
0
4
4
1
1
3
4
1
3
3
14
1
0
44
4
157
14
39
23
10
24
102
40
62
26
52
16
70
0
1
640
5
64
3
23
5
7
7
36
10
14
13
14
4
20
1
1
227
1
5
0
1
5
2
1
0
0
2
6
4
1
7
0
1
36
1
77
6
20
14
7
30
60
26
35
19
19
11
56
0
0
381
2
26
2
4
4
2
5
1
3
5
6
5
4
4
0
0
73
2
7
1
0
1
2
0
3
1
4
11
9
0
2
0
0
43
12
198
41
41
28
9
19
71
42
33
39
41
28
68
2
2
674
2
194
3
37
25
6
4
46
18
27
99
38
9
48
0
0
556
1,154
733
STEWARD DEPARTMENT
1
45
3
14
10
5
18
38
19
28
8
23
6
2/
2
0
247
2
15
0
2
2
0
4
2
5
6
2
6
3
2
4
0
55
1
5
0
0
2
3
0
1
0
4
6
10
0
0
0
0
32
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
ENGINE DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco.
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
TOTALSHIPPED
4
43
1
17
16
11
10
40
29
30
4
22
11
25
2
0
265
1
41
7
1
9
4
8
19
9
10
^4
' 12
3
25
16
0
169
0
4
0
0
10
10
0
2
7
13
5
19
0
16
0
0
86
ENTRY DEPARTMENT
4
31
3
9
8
4
7
24
7
24
6
12
14
13
0
1
167
10
113
23
17
16
7
9
57
27
26
26
27
16
66
22
1
463
2
73
2
12
22
17
2
11
8
17
43
27
9
36
0
0
281
0
0
0
5
34
4
19
5
2
10
32
11
39
10
16
15
22
0
1
225
1,318
816
455
1,085
643
244
Z034
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
HEADQUARTERS
675 4Ave„Bklyn. 11232
(212) HY 9-6600
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL. .9383 S, Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3 St. 58806
Medical Arts Building
324 W. Superior St. 55802
(218) RA 2-4110
FRANKFORT, Mich
HOUSTON, Tex
P.O. Box D
415 Main St. 49635
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JERSEY CITY, NJ.
99 Montgomery St. 07302
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MOBILE, Ala
IS. Lawrence St. 36602
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NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
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PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Juncos,
Stop 20 00909
(809) 725-6960
SEATI LE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
408 Avalon Blvd. 90744
YOKOHAMA, Japan
Yokohama Port P.O.
(213) 549-4000
P.O. Box 429
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
West Coast Stewards Halls
HONOLULU, Hawaii ... 707 Alakea St. 96813
(808) 537-5714
PORTLAND, Or,.... 421 S.W. 5th Ave. 97204
(503) 227-7993
As it has been all year, shipping was good to excellent in all deep sea A&G ports in the month of August as a total of
1,972 Seafarers shipped through the Union's network of hiring halls to SlU-contracted deep sea vessels. Of these,
only 1,085 were "A" seniority members while 643 getting jobs were "B" seniority men and 244 were "C" seniority.
This is a reflection of the good shipping throughout the country for SlU deep sea members.
22 / LOG / September 1979
WILMINGTON, Ca. .. 408 Avalon Blvd. 90744
(213) 549-40tNI
SAN FRANCISCO, Ca. 350 Fremont St. 94105
(415) 543-5855
�Jorge L. Torres
Seafarer
Jorge L. Torres,
25, graduated in
1975 from the
Lundeberg
School. He up
graded to Able
Seaman there
this year. Broth
er Torres has the
lifeboat, firefighting and cardio
pulmonary resuscitation endorse
ments. Born in New York, he ships
out of that port and resides in Puerto
Rico.
iSr:'- •
Kiref'S;/
L
Alfredo Gonzalez
Seafarer
Alfredo Gonza
lez, 25, started
sailing with the
Union following
Lionel Strout
his graduation
Seafarer
from the HLS
Lionel Strout,57,
Entry Program
started sailing
in 1975. He now
with the SIU in
sails
as FOWT
1967 after seven
hitches with the and has his firefighting, lifeboat and
U.S. Air Force. CPR tickets. A native of New York
He upgraded to City, he lives and ships from that
cook and baker great port city.
at the Harry
Russell Williams
Lundeberg School of Seamanship
Seafarer
(HLSS) Piney Point, Md. Chief
Russell Wil
Cook Strout has had many compli
liams, 22, gradu
ments on his cooking aboard
ated from the
various vessels. He has his LNG,
Lundeberg
firefighting arid lifeboat endorse
School in 1977.
ments along with his cardio
Brother Wil
pulmonary resuscitation (CPR) and
liams upgraded
first aid tickets. Living in Selma,
to Able-Seaman
Ala., he ships out of the port of New
last year. He has
York.
his lifeboat, firefighting and CPR
endorsements. He lives near Los
Joel W. Spell
Seafarer Angeles and ships out of West Coast
Joel W. Spell, ports.
129, graduated
Jesse Fleming
from the HLS
Seafarer
Entry Trainee
Jesse Fleming,
Program in
22, began sailing
1968. He then
with the SIU in
i shipped out as a
1977 in the deck
j fireman --^waterdepartment after
tender (FOWT)
he gra.duated
in 1968 and 1969 before hejoined the
from Piney
U.S. Navy for two hitches. There he
Point. He got
was an electronics technician during
his AB endorse
the Vietnam War. Brother Spell now
ment last year. Brother Fleming
sails as 2nd electrician but has
holds lifeboat, firefighting and CPR
endorsements to sail any job in the
tickets. He resides in Tafton, Pa.
engine department. This year he^ot
and ships out of the port of New
at Piney Point his lifeboat, firefight
York.
ing and CPR training. He lives in
Covington, La. and ships out of the
Gerald McEwen
port of New Orleans.
Seafarer
Gerald McEwen,
Mark H. Pedersen
42, started sail
Seafarer
ing with the SIU
Mark H. Peder
in 1973. Brother
sen, 20, gradu
McEwen up
ated from the
graded to cook
HLSS in 1977.
and baker at
He upgraded to
Piney Point in
FOWT last year.
1975.
He has the
Brother Peder
sen has his life lifeboat, firefighting and CPR
boat, firefight cards. Born in the Virgin Is., he lives
with his wife, Carol in the port of
ing and CPR tickets. He was born,
New York and ships out from that
raised, lives and ships from the port
port.
of Baltimore.
Albert S. Campbell
Seafarer
I Albert S. CampI bell, 55, joined
!the SIU in 1968
in the port of
[Jacksonville. He
has since upI graded to assis
tant cook and
baker. He has
the lifeboat, LNG, CPR and fire
fighting tickets. Born in Pennsyl
vania, he ships from Jacksonville.
Andrew Pandolfo
Seafarer
Andrew Pan
dolfo, 26, is a
HLS Trainee
Program grad.
Last year he upgraded to
FOWT. Brother
Pandolfo has
lifeboat, fire
fighting and CPR tickets. A native
of Manhattan, he lives and ships out
of the port of New York.
Dennis Patterson
Seafarer
Dennis Patter
son, 25, gradu
ated from the
HLS in 1976 and
started sailing
that year. He
first sailed as a
messman for six
months, but got
his AB ticket last year. Brother
Patterson recently earned his CPR
endorsement at Piney Point. In
1976, he earned his lifeboat and
firefighting tickets. A native and
resident of Jersey City, N.J., he has
shipped out of the ports of New
York, Jacksonville, New Orleans
and Houston.
Alcoholia
disease.
iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii
It can be
treated.
SECURITY IN UNITY
Notice to Membets On Shipping Procedure
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, np-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding srentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war^nt such-waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
To crew U.S.-flag ships today, youVe got to keep up with
technology. So keep your job secure. Learn shipboard automa
tion. Take the automation course at HLS. It starts Nov. 12.
To enroll, contact your SIU Representative or mail the applica
tion in this issue of the Log to HLS.
September 1979 / LOG / 23
,,k,.
7.
�R/V
by 'Saki Jack' Dolan
Following is Chapter II in the saga of
the R/ V Anton Bruun, one of the more
unusual vessels ever crewed by SIU
members. She was a research vessel,
which participated in a 28'month
research cruise in the Indian Ocean in
the early '60s. It was quite a trip.
Chapter I appeared in the A ugust 1979
issue of the Log.
AT the entrance to the Taj Mahal
in India, one feels the inten
sity of much passion and love. On
the Indian Ocean, one feels not only
passion and love, but much hatred.
Thanks to the Almighty, the R/V
Anton Bruun was built a fine
seaworthy ship. She rode out a
storm better than any passenger or
cargo vessel I have ridden. And
believe me I have been on the best.
We were to find this out when we
made our cruise to the Arctic Circle
and back. (All about this in a future
chapter.)
We did 'mucho' fishing in the
Indian Ocean, and this kept our ten
Hawaiian fishermen very busy,
putting out floats with fishing nets
attached several miles in length. This
was done in the wee-hours and we
would come back around Noon and
pull the nets in with our special
fishing-gear.
The Hawaiians were very adept at
this sort of fishing, and in no time at
all we had several tons of every kind
of fish on the stern you could think
of. Sharks by the dozens, and the
Scientists would tag them (the
sharks) and throw them, overboard
again. This was all done with
scientific-precision by stop-watch.
We caught barrels of shrimp and
lobsters off the coast of Arabia, and
this was reported to the Arabian
Government (they never even knew
about it.) Many new fishing-beds
were discovered on this cruise, and it
was reported to the local Govern
ments as we discovered same.
From the Persian Gulf, all the way
to the Arctic Circle, we worked our
way, and many new discoveries were
made and reported to the National
Science Foundation in Washington,
D.C., as well as all local countries
that could make good use of this
information.
This was the first time in World
History that the Indian Ocean had
ever been surveyed, and the RIV
Anton Bruun was the only vessel to
completely finish the job. There
were many other countries involved
in this project, and had vessels out
here with us. One by one they fell by
the way-side and turned tail and
went home. We stayed for the full
time (28 months), and were the only
ship to complete the project (worth
many many millions of dollars to
many countries).
Land of The 'Dodo-Bird'
The U.S. National Science Foun
dation should have given all hands a
large cash bonus, not just a piece of
paper. We did a job no other country
24 / LOG / September 1979
did, or cared to stay and do, but they
all benefitted from it.
Port Louis, Mauritius Islands is
the Jewel of the Indian Ocean and
the friendliest place on Earth. The
natives speak French, English and
their own Island dialect. First, they
greeted you like a long lost brother,
and then took you in as one of the
family.
This was the home of the famous
or infamous 'Dodo Bird', now
extinct, but one time very plentiful
here. The Dodo was similar to our
American Turkey according to
legend, and was hunted by the
natives for food until extinct. The
shipboard Scientists were given a
stuffed Dodo Bird to take back with
them.
There is a local Museum ashore
and they give all the information you
may need to know about the Dodo
Bird, and any other subject you may
be interested in.
"Mack The Knife"
The Natives were welcome
aboard, as we had open ship in all
ports. The young native girls were
exceptionally friendly, and made
themselves at home upon arrival.
Our stay here was for ten days, and
even then it was hard to get them to
leave.
One lovely young thing that
carried a stiletto about ten inches
long (and was not afraid to use it),
was immediately dubbed 'Mack The
Knife' by the crew, and the name
stuck (I wonder why?).
It seems that 'Mack The Knife'
had a thing for the Chief Steward
'Saki Jack', and latched onto him
and would not let go. This was OK
with Saki Jack, so that was that.
Mack The Knife was a solid
nudist at heart, and started to prove
same immediately upon entering my
foc'sl. She disrobed completely, and
was in no way bashful about her
nudity.
This had a real crazy affect on the
younger generation in the crew, as
she insisted on having nothing to do
with anyone but ole Saki Jack
(which was OK with me).
She loved to run around the ship
totaliy naked, and I or no one else
could control her, or for that matter
wanted to eonfront her ten inch
stiletto!
She was not only young, but had a
build like the old proverbial brick
'Out-House'. I'll tell you something,
I was not about to argue with her,
and the ship's baker took many
photos of her running the length and
breadth of the ship in the buff.
She always returned to my foc'sl,
and this drew the crew like flies. I
had to throw them out bodily to
have any peace. Chico, the Chief
Cook was so upset he couldn't cook,
and had to go ashore to Sharky's (a
local Pub) to bring his blood
pressure down a bit.
Sharky, was an old Limey ready to
retire and wanted to sell the joint (I
- - A- . *
'.t.
A recent pix of SIU Pensioner 'Saki' Jack
Dolan.
don't know if he ever did), and he got
along swell with seamen. There were
a couple of twins that made some
kind of remark about 'Mack The
Knife' running about the ship in the
nude, and this made Mack very mad
indeed. She ran them out of
Sharky's and down the street.
Well, this upset Sharky a bit, and
he would not let Mack back in his
Pub, so Mack and I decided to go
back to the ship. My foc'sl was like a
Pub anyway. In fact, I had more of a
variety of the old Bubbly than
Sharky did.
Mack kept her stiletto razor
sharp, and I was damn glad she liked
me (maybe it was my good looks?).
Whatever, it made us happy. She
stayed aboard until ten minutes
before sailing time and did not put
on a stitch until she was going
down the gangway.. 1 guess you
could call this the 'Naked Truth'.
Hawaiian Luau
Our Hawaiian Fishermen decided
to have a Luau, and that was OK by
all hands. 1, as Chief Steward was
given a list of what we would need,
and went ashore to get same. All
Hands were invited, crew, scientists,
(we had four lady-scientists aboard
this Cruise), everyone.
The Hawaiians made a deal with
the local natives, and promptly
started to dig a long trough on the
beach, and gather Palm-Fronds.
Believe me, a real Hawaiian Luau is
no easy matter, and it takes a lot of
work and cooperation from all
hands to make it happen.
Everyone was willing and the very
next afternoon the beach was the
makings of our own Hawaiian
Luau. 1 was the bartender until 1
couldn't stand (1 got very tired), and
there was plenty food, booze, girls
with much dancing, drinking, eat
ing, and even a few friendly fights
now and then.
1 can safely say all hands enjoyed
the Luau and thanked the fishermen
for it. Everyone liked Port Louis,
and could not wait until we were due
back again. The baker even married
one of the beautiful native girls, and
took her home to Philadelphia to
live. All hands went to the wedding.
1 missed it due to an operation I was
having at the time.
During our next cruise we had
engine trouble, and had to pull into
Gann Island. This was a British
Nuclear Base, very secretive at the
time, and we were lucky they gave us
permission to land there.
The Captain talked with the local
Conimander, and he agreed to let us
use all the local buying facilities.
This was a tax-free-port, and they
had a beautiful canteen—full of
goodies, binoculars, cameras,
watches, perfume, musical instru
ments, etc., all tax-free, and very
reasonable in price.
Well, I can tell you, some of the
crew and Scientists really took
advantage of this situation. I did not
buy a thing, as I was never a
collector of things, and maybe it was
because my foc'sl looked like a
Pawn-shop as it were.
All in all, Gann Island was a
success in everything but Romance.
There were no women there except
in the military, and they had nothing
to do with us. The British are very
kind and considerate in treating
English speaking folks, and treated
we 'Yanks' like brothers. So long
Gann Island, and Thanks.
Eddie From Mooseup
When I returned home to New
York, I had a full crew list, but
misplaced it. And with my poor
memory, I cannot name the men and
women on our expedition as I would
like to.
Our first Bosun, a retired NavyChief from Mooseup, Connecticut,
was naturally, one of my drinking
buddies. (1 really cannot remember
anyone on board that I was not
drinking-buddies with).
Eddie, in the good ole tradition of
the Navy, was a swell drinking
buddy, we got along quite well.
Between his Navy yarns, and my
merchant seaman's yarns, we kept
the home fires burning very brightly.
Eddie had spent his last ten years (or
so he told me), in the Navy in
Phoenix, Arizona as the Navy
Recruiter. Maybe this is what made
him so nervous. Arizona is too dry
for a Navy sailor.
Anyway, ho got himself fired off
ihQ Anton Bruun for kicking one of
the "Raghead Scientists" out of his
fi'c'sL It seems one of the scientists
went to Eddie's foc'sl about some
thing, and proceeded to give Eddie
a hard time. Eddie did not ap
preciate this at all, and kicked him
out (literally), and told him to stay
the hell out.
Well, this infuriated the "Raghead", as this made him lose face,
and he ran screaming up to the
Captain's foc'sl telling him what
happened. The Captain being an
oldtimer, told the scientist to stay
the hell out of the crew's quarters
(where he had no business) and he
would not get a kick in the ass.
It seems the Scientist had more
Continued on Page 25
�Working in Tank or Confined Space Can Be a Killer
When working in a chemical
tank or other confined space
aboard a ship or a tank barge,
always know what you're getting
yourself into.
If you're about to enter a
chemical tank which has not been
certified "safe for men" by a
marine inspector, what you could
be getting into is trouble.
A tank or confined space that
hasn't been inspected may not
contain enough oxygen to sustain
life. If you walk into that space
without the right safety gear, you
may not walk out again. It's that
simple.
Prevention of chemical tank
Anton Bruun, Part II
Continued from Page 24
pull than the crew did, and Eddie
was fired. The Captain came down
to his foc'sl and told him the scientist
was willing to forget the incident,
and he could keep his job if he would
only apologize to the "Raghead".
Eddie would have none of this and
told the Captain if that bum comes
near me I'll kick him again, only
harder. Exit, Eddie from Mooseup,
a good Bosun, and greatly missed by
all hands.
This brought on board my old
poker-playing, horse-playing, and
cocktail drinking buddy Hank
Muranka. Hank is a good man to
ride the river with. Hang in there
Hank!
Crew Messman Extraordinaire
Eddie Wong was his name, and
the best dang crew messman I ever
sailed with. Eddie came from New
York City, and was liked by all the
crew, and officers as well. He was
one of the original crewmembers,
and came out with the ship from the
States, and was one of the first to
sign on. He stayed the full 28 months
the ship was out, and never missed
serving a meal in the crew messhall.
Besides he had a full flight of stairs
to go up and down carrying food
(three meals a day), and believe me
Eddie did a wonderful job, while he
was Crew Messman. Eddie found
Wong-relatives in every port we
came to, and usually brought them
on board. Some of them were the
fair haired type, and Eddie was quite
a ladies man, and never failed to
score.
The last 1 saw Eddie, was at the
Brooklyn SIU Hall, and he was all
bandages, having just been mugged
in Chinatown, and was not feeling
too well. This is called a 'New York
Welcome,' and they sure gave poor
Eddie a good one. Eddie, like 1 said,
was liked by all hands, and makes a
good addition to any crew.
By The Wayside
The RjV Anton Bruun stayed for
the full length of the Cruise in the
Indian Ocean (28 months), and had
the distinction of being the only
vessel to do so. There were many
other countries involved in this
Expedition (22, I believe), and one
by one they fell by the wayside and
went home. But the old Anton
Bruun stayed on and on and on until
the very end of the Cruise. The
closest any other country came to
staying was for one (1) year, and
m-ostly they did not stay this long.
That included the Russkies. They
had a converted cargo ship out there
and they stayed for about a year. We
met the Russians several times in
port, and one time they invited us
aboard their ship for a CocktailParty (I'll tell about this next time),
also what we were sent out there to
do.
Saki Jack D-124 (Retired)
Chapter 3: 6 weeks in shipyard in
Karachi, Pakistan. AH Khan on the
Scale. Camel Races. Horse races.
Holy Men with Cobras in basket.
Cocktail Party on Russian Ship.
Metropole Hotel, Beach Luxury
Hotel, Seaman's Club. Our Main
Purpose in The Indian Ocean.
fatalities is also pretty simple.
Never assume a confined space is
safe. Always wear fresh air
breathing apparatus in a
confined space where you're not
sure about the oxygen content.
But lack of oxygen isn't the
only kind of trouble you can get
into when working in a confined
space aboard ship. Seamen and
boatmen who are repeatedly
exposed to low levels of
hazardous substances may be in
for trouble in the future.
A worker who is exposed to
dangerous chemicals over a long
period of time could be slowly
poisoning his health.
Chronic exposure to benzene,
for example, could result in
serious blood diseases. Inhaling
vinyl chloride fumes over long
periods has been shown to cause
cancer.
There are some rough
guidelines called threshold limit
values (TLV's) which can be
followed by seamen who work
around dangerous substances.
TLV's are published by the Coast
Guard in 'a "Chemical Data
Guide for Bulk Shipment by
Water."
The threshold limit values, the
Coast Guard says, "represent
conditions under which it is
believed that the average empolyee can be safely exposed for a
working lifetime without produc
ing chronic health effects."
But the Coast Guard stresses
these are only general guidelines.
They do not take into account an
individual's reaction to particular
chemicals or the long-term effects
of exposure to two or more
chemicals.
So, along with making sure
the toxic levels in tanks and
confined spaces stay within the
TLV guidelines, these are some
other steps American seamen
and boatmen can take to protect
their future health:
• all shipboard personnel
should be aware of whether they
are working around substances
which could be hazardous to
their health;
• entry into chemical tanks
and confined spaces should be
kept to a minimum and made
only when absolutely necessary;
• respirators should be used
by all personnel anytime a tank
or a confined space is entered;
• any seaman or boatman
chronically exposed to hazard
ous substances should be regu
larly checked by a doctor.
Delta Africa Committee
W '\
un Aug. 27th Recertified Bosun Pete Loik, {4th left) ship's chairman of the SS
Delta Africa (Delta Lines) is at a payoff in the port of New York. With him are the
Ship's Committee of (I. to r.) Steward Delegate James Miller, Chief Steward Bill
Wroter, secretary-reporter; Deck Delegate Ed Wilisch and Engine Delegate
Hector Duarte.
A MESSAGE FROM YOUR UNION
NARCOTICS
WfLL
EAT
YOtl OP
AND
YOU'LL LOfE
YOUR
PAPERS
FOR
Ul FE !
September 1979 / LOG / 25
�Algonae
The
Lakes
Picture
Dnlnth
The strike by Duluth-Superior grain millers that began in July is
continuing. The dispute has brought waterborne grain traffic to a
standstill, as other unions are honoring the grain millers picketlines.
Reports from Duluth say that the major issues in the dispute are a costof-living contract clause and on-the-job safety. Grain millers are worried
about the effects the pesticides and other sprays used on wheat will have
on their health.
Observers feel, however, that there are several signs that the end of the
strike is in sight. As of Sept. 15 there were a total of 19 deep sea grain ships
(including the SlU-contracted Ogden Columbia) tied up at the port of
Duluth with five more expected during the week.
The increased number of grain vessels in the port coupled with a
tentative agreement between striking grain millers and officials of the
Farmers Union Grain Terminal Assn., were cited by assistant U.S.
Agriculture Secretary P.R. Smith as reasons for optimism that the strike
may soon be over. Smith made his remarks at a symposium on Midwest
grain transportation problems held Sept. 16 in Minneapolis.
Earlier this month, the Duluth-Superior grain strike was one cause of
threats from the Dept. of Agriculture. U.S. Agriculture Secretary Bob
Bergland threatened to divert shipments of government PL-480 cargoes
from the ports of Duluth-Superior if the strike continued. The twin ports
currently handle about 65 million pounds of bagged government cargoes.
*
*
*
The new SIU hall in Duluth got a good reception during its first month
of operation. Great Lakes Seafarers who've visited the new hall located
in Duluth's Medical Arts Building, reportedly are favorably impressed.
Frankiort
The SlU-contracted Medusa CW/cA2ger(Cement Transit Co.) was one
of the exhibits of Maritime Week, held at Manitowoc, Wise., last month.
The 73-year old cement carrier was open to the public for tours.
The last hand-bomber on the Great Lakes, SlU-contracted Chief
Wawatam, may soon be converted to oil. The Michigan Transportation
Commission voted unanimously to study the costs of the conversion. If
adopted, the conversion could be completed by this winter.
•
»
»
The carferry City of Milwaukee {}A\c\\\gSin Interstate Railway Co.) was
forced into the seawall in the Frankfort harbor when a small boat crossed
her bow last month. An inspection by the Coast Guard determined the
carferry sustained no damage and she was allowed to resume her run.
•
*
»
The two SlU-contracted car ferries, the Viking and the City of
Milwaukee, hauled a record number of box cars across Lake Michigan
over the past two months. The 2,061 cars loaded by the two vessels
marked a six year high.
Cleveland
The Great Lakes Regional office of the U.S. Maritime Administration
plans a seminar Oct. 9 in Cleveland to discuss problems and issues
confronting the merchant marine.
Notite to Members
On Job Coll Procedme
When throwing in for work dur
ing a job call at any SIU Hiring
Hail, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
•
David Buchanan, vice president of the Lake Carriers Assn., has warned
that the shortage of diesel fuel on the Lakes is going to get worse. Fuel
shortages "could disrupt the movement of raw materials to major
industries," Buchanan said.
Chicago
Chicago's East Side Chamber of Commerce sponsored its 39th Annual
Waterways Cruise on the Calumet River this month. The cruise is
intended to attract new business to the riverbanks and to point out that
water transport of raw materials and finished products is highly efficient.
SlU-contracted ore and coal carriers are frequent callers at docks along
the Calumet River.
* * *
Chicago's new Iroquois Landing Lakefront Terminal was formally
dedicated on Sept. 8. The facility is open for business even though
construction on the cargo-handling dock and two new warehouses is still
underway.
St. Lawrence Seaway
U.S. and Canadian officials held a joint ceremony to mark the 20th
anniversary of the opening of the St. Lawrence Seaway and the Welland
Canal's 150th birthday on Sept. 7. One ceremony was held at the
Seaway's Eisenhower Lock, one of the two locks on the American side of
the waterway. A second ceremony was held at the Welland Canal.
Navigation Aids
The first of three automated buoys planned for the Great Lakes region
has been installed in Lake Superior near Manitou Island, Mich. The 20foot, 20-ton buoys are made of aluminum and will be used as weather
forecast aids. The buoys have sensors attached to their 18-foot masts
which measure air temperature, surface water temperature, wind speed
and direction and transmits the information via satellite to weather
stations in the U.S. and Canada.
Clean Waters
Pollution in the Great Lakes reached its worst level several years ago
and is now improving, according to. a report presented to the
International Joint Commission (IJC) recently. The main reason for the
improvement is that industries have greatly reduced phosphate
discharges into the Lakes.
If
»
•
If
*
Though the Lakes themselves are cleaner, another report delivered at
the IJC annual meeting said that inland waters and aquatic life within the
Great Lakes basin may be in trouble. The reason is that the area is subject
to rain and snow with up to 40 times more acid in it than normal. The
"acid rain" is the result of water vapor mixing with emissions from coalfired power plants, cars and factories. Scientists are worried the poison
rain may kill off fish and harm soil and plants.
Tonnage Figures
Cargo moving through the Port of Cleveland during the month of
August was up 219 percent over tonnage figures for Aug., 1978. Tonnage
figures for this year to date are up 120 percent over last year's totals.
The increase is attributed mainly to the movement of iron-ore pellets, a
new commodity at the port. Steel and general bulk tonnage also showed
gains.
DisNtcliiirs ReDortlir MLikcs
Alin 1-Tl 1979
'
Algonae (Hdqs.):
Algonae (Hdqs.)
Algonae (Hdqs.)
Algonae (Hdqs.)
'.
•TOTAL REGISTERED
All Groups
^'3®® A Class B Class C
61
36
12
47
27
28
5
113
TOTAL SHIPPED
All Groups
Class A Class B Class C
7
DECK DEPARTMENT
69
105
10
27
13
7
4
ENGINE DEPARTMENT
48
52
7
21
12
11
0
STEWARD DEPARTMENT
30
20
0
9
1
5
34
ENTRY DEPARTMENT
0
0
0
25
47
93
82
^
US
Totals All Departments
156
173
45
147
177
17
•'Total Registered" means the number of men who aetually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
26 / LOG /. September 1979
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
�rrr-
\
Apply for SiU College
TS not too early to start applying for the yearly SIU
college scholarships offered to members and their
dependents.
Entitled the "Charlie Logan Scholarship Program,"
seven college scholarships, worth $60,000, are offered
through the Seafarers Welfare Plan annually.
Five of the scholarships are four-year $10,000 awards.
One of these goes to an active member while four go to
dependents of members.
Two of the scholarships are two-year grants worth $5,000
each. These are exclusively for active members.
For an active member to be eligible for a scholarship, he
must have at least two years (730 days) employment time
with SIU contracted companies. In addition, he must have
one day of employment in the six month period
immediately preceding date of application, as well as 125
days employment in the previous calendar year.
Members' dependents applying for the scholarships must
be unmarried and under 19 years of age. [However,
unmarried children who are eligible for benefits under Plan
#1 Major Medical can apply for a dependent's scholarship
up to the age of 25.]
An applicant must be the dependent of a member with
three years (1,095 days) employment time with SIU
contracted companies, as well as one day employment in the
I
six month period immediately preceding date of application
and 125 days employment in the previous calendar year.
Dependents of pensioners or deceased members who had
met these seatime requirements before death or retirement
are also eligible for the scholarships.
All scholarships are awarded on the basis of high school
grades and scores achieved on either the College Entrance
Examination Boards (SAT only) or the American College
Tests (ACT).
Upcoming test dates for the SATs are: Nov. 3; Dec. L and
Jan. 26. For more information on the SATs, write the
College Entrance Examination Board at either Box 592,
Princeton, N.J. 08540, or Box 1025, Berkeley, Calif. 94701.
(Write to the office located closest to your mailing address.)
Upcoming test dates for the ACTs are: Dec. 8, and Feb.
16. Information and applications for these exams may be
received by writing to ACT Registration Unit, P.O. Box
414, Iowa City, Iowa 52240.
SIU members can pick up Scholarship award applica
tions for themselves or their dependents at any SIU Hall or
by writing the SIU Welfare Plan, 275 20th St., Brooklyn,
N.Y. 11215.
Scholarship winners will be announced in May 1980.
Applications should be in no later than Apr. 15, 1980.
September 1979 / LOG / 27
�mmm-
Steward Department Meinbers!
In the event that any SIU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
NEW YORK, N.Y.
Schulman & Abarbanel
350 Fifth Avenue
New York, N.Y. 10001
Tele. #(212) 279-9200
BALTIMORE, MD.
Kaplan, Heyman, Greenberg,
Engelman & Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301) 539-6967
HOUSTON, TEX.
Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713) 659-4455
TAMPA, FLA.
Hamilton & Douglas, P.A.
2620 W. Kennedy Blvd.
Tampa, Florida 33609
Tele. #(813) 879-9482
SAN FRANCISCO, CALIF.
John Paul Jennings, Henning
and Walsh
100 Bush Street, Suite 1403
San Francisco, California 94104
Tele. #(415) 981-4400
ST. LOUIS, MO.
Gruenberg & Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314) 231-7440
NEW ORLEANS, LA.
Barker, Boudreaux, Lamy,
Gardner & Foley
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
LOS ANGELES, CALIF.
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, California 90036
Tele. #(213) 937-6250
MOBILE, ALA.
Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904
DETROIT, MICH.
Victor G. Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220
BOSTON, MASS.
Joseph M. Orlando
95 Commercial Wharf
Boston, Massachusetts 02110
Tele. #(617) 523-1000
SEATTLE, WASH.
Vance, Davies, Roberts,
Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.
Katz & Friedman
7 South Dearborn Street
Chicago, Illinois 60603
Tele. #(312) 263-6330
28 / LOG / September 1979
Apply Now for the Steward Recertification Program
This program gives you the up-to-the-minute
skills you need aboard today's vessels:
Learn how to:
• Manage the entire Steward Department
• Control inventory
• Prepare for Public Health inspections
• Type
• Polish your culjnary skills
• Plan menues and use food efficiently
it's your ticket to job security.
It'll put you on top in your profession.
AND—you get 110 dollars a week—you can't afford not to attend!
Contact your Seafarers Appeals Board to enroll.
Sign up now! Program begins November 12.
Dispatchers Report for Inland Waters
AUG. 1-31, 1979
•TOTAL REGISTERED
TOTALSHIPPED
All Groups
Class A Class 8 Class C
Port
All Groups
Class A Class 8 Class C
DECK DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
0
0
0
0
1
0
0
0
0
272
0
0
0
Mobile
3
Tampa
2
1
1
NewOrleans
Jacksonville
0
1
4
3
11
1
Wilmington
Seattle
1
0
3
0
1
0
Houston
1
8
8
9
0
0
20
36
37
16
118
17
2
47
98
San Francisco
0
Puerto Rico
Port Arthur
Algonac
••REGISTERED ON BEACH
All Groups
Class A Class 8 Class C
0
;
2
0
0
0
0
6
102
0
0
0
St. Louis
Piney Point
Paducah
Totals
Port
0
0
0
0
1
0
0
0
0
100
0
0
0
1
0
0
0
27
0
0
0
0
3
0
9
3
0
0
"2
2
1
10
1
1
1
Q
0
0
0
5
12
5
7
0
1
15
27
41
16
100
12
1
41
73
0
0
0
0
Q
0
0
o
0
0
0
7
0
0
0
0
0
0
2
001
0
0
0
3
4
5
7
15
2
3
0
8
0
14
0
3
11
9
6
0
1
38
33
1
9
109
25
0
124
213
0
0
0
0
0
9
528
0
0
0
ENGINE DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
0
0
0
000
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
000
0
0
1
0
0
0
0
0
0
2
2
2
000
0
0
0
0
0
0
0
0
0
OOO'OOO
0
0
0
0
0
0
0
0
0
0
-01
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
2
0
3
000
OOO
0
0
1
0
0
3
0
0
0
0
0
0
0
0
0
0
0
f)
0
2
1
2
3
?
000
100
0
0
0
0
0
0
Piney Point
Paducah
0
2
0
201
0
1
0
001
St. Louis
Totals
0
1
0
5
5
4
Port
Boston
New York..
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
NewOrleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
PortArthur
Algonac
St. Louis
Piney Point
Paducah
Totals
Totals All Departments
0
0
0
0
3
3
1
1
0
8
7
12
0
0
0
213
STEWARD DEPARTMENT
,.
0
0
.<0
00
0
0
0
0
000
000
1
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
1
00
0
0
0
0
0
0
2
000
0
0
0
113
0
0
0
138
4
4
15
29
127
117
0
0
0
000
0
0
0
000
000
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
000
0
0
0
0
1
4
000
0
0
0
12
0
0
2
17
3
0
0
26
5
14
108
90
•'Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
0
n
n
OOn
0
0
n
lon
000
0
o
n
0
0
0
2
0
2
Q
Q
%
0
n
n
Q
o
q
000
0
0
o
1
n
1
000
0
0
0
13
0
0
14
5
0
2i
6
7
34
52
123
259
�Great Lakes
Norfolk
The Cape Fear Towing Co. (Wilmington, N.C.) contract has been
ratified and is in the drawing up stage for signing.
Also in Wilmington, Boatmen at the Stone Towing Co. are on strike
and the Union has filed unfair labor practice charges against the company
for failure to bargain in good faith.
At the newly-organized Swann Launch Co. here, the Union is awaiting
a date from the company to start contract negotiations this month.
The largest dredging and marine construction company in the Western
Hemishpere is the SlU-contracted Great Lakes Dredge and Dock Co. of
Oak Brook, 111. It builds subaqueous pipelines, docks, breakwaters and
bridges in the U.S., Mideast, Caribbean and South America.
OLD also began dredging of the Matagorda Ship Channel in the port
of Galveston last month under a $2.44 million contract by the city's
Engineer District.
Almost 20 miles of the channel will be dredged to a depth of 36 feet and
width of 200 feet. The job is slated to be finished by late March 1980.
Galveston
Production delays and the wrath of Hurricane Frederick are holding
up the construction of the nine tugboats at a shipyard here under order
for G & H Towing , Houston. The tugs Titan and Laura Hayden (G & H)
were built and launched at the yard and are now in service.
Piney Point
Contract negotiations at the Steuart Petroleum Co. are in their final
stage this month.
Port Arthur, Tex.
A new tug, the K.C. Smith (Sabine Towing) is expected to go into
service here by the end of November.
St. Louis
The 5,600 hp Towboat Bill Corneal{AJCBX.) was christened on Sept. 22
at the Jeffboat Yard, Owensboro,Ky. She will join the SlU-manned
ACBL fleet.
Philadelphia
The rebuilt 126-foot tug Diplomat (lOT) is with the barge Interstate
138 lightering VLCC tankers in Gulf and East Coast ports.
The 4,000 hp tug now has a second high pilothouse to let the pilot see
over the barges up to 50 feet high. Also a new elevator goes up to the
pilothouse and the tug has increased firefighting capability, another
towing capstan, special rubber fenders plus a general overhaul of all
equipment.
Locks and Dam 26
Jacksonville
After five years of bickering, the trial of the Alton, 111. Locks and Dam
26 reconstruction issue began in the middle of this month.
MARAD has okayed Title XI guarantees for construction of a triple
deck trailer barge and 650 trailers for Trailer Marine Transport
(Crowley).
The 580 foot long, 105 foot wide barge with a draft of 11 feet 4 inches
will be built at the EMC Yard, Portland, Ore.
Cairo, III.
Next month a flotilla of Ohio River steamers will sail the length of the
river from Pittsburgh to here to mark the 50th birthday of the completion
of a year-round 9-foot navigation channel along the route.
Jobless Rate
Climbs to 6%
WASHINGTON, D.C.—The
country's unemployment rate in
August surged to 6 percent from
July's 5.7 percent. This is the highest
level reached in a year. The average
rate is about 5.8 percent.
Many of the 310,000 newly
unemployed of the total U.S. jobless
6,149,000 were adult white males
laid off due to economic cutbacks in
transportation, utilities, manufac
turing and construction.
However, 96.9 million persons
(88.8 million non-farm) are gainfully
employed out of a 103-million
workforce. There were gains in the
service=producing sector (as in
trade, state and local government,
finance, insurance and real estate)
and in mining,
AFL-CIO Research Director
Rudy Oswald observes that "the
increase in unemployment in August
may augur further jumps over the
next few months as the recession
worsens. The effects of the recession
on employment show up for the first
time this month. There is every
indication that it will worsen over
the next six months."
The jobless rate for adult women
rose from July's 5.5 percent to
August's 5.9 percent. Teenagers' rate
increased from 15.3 to 16.5 percent!
Blacks remained at 11 percent (black
teenagers 30 percent!) and whites
went up from 4.9 percent to 5.3
percent.
Usually the jobless were out of
work for about five weeks with 15
weeks being a high.
No Licensing Course For Boatmen In
The Country Stacks Up To
The Transportation Institute
Towboat Operator Scholarship Program
Special curriculum offered only at HLS
Room, board and books free
Tuition Free
Weekly stipend of $125
Time spent in on-the-job training counts as the equiv
alent cf wheelhouse time
Day-for-day woi k time credit for HLS entry graduates
To apply, contact HLS or your SiU Representative
Apply Now! New Course Starting Soon!
September 1979 / LOG / 29
Li'vf
�Apply Now for an HLSS Upgrading Course!
HARRY LUNOEBERG SCHOOL UPGRADING APPLICATION
(Please Print)
Date of Birth.
Name.
(First)
(Last)
Mo./Day/Year
(Middle)
Address.
(Street)
(State)
(City)
Deep sea Member
Telephone.
(Zip Code)
Inland Waters Member •
Q
(Area Code)
Lakes Member •
Seniority.
Book Number
Date Book
Was Issued.
Port Presently
Registered ln_
Port Issued
Endorsement(8) or
License Now Held,
Social Security #.
Piney Point Graduate: • Yes
Entry Program: From.
No Q (if yes, fill in below)
••'vr
to
i
(dates attended)
Upgrading Program: From
Endorsement(s) or
License Received .
to.
(dates attended)
Do you hold a letter of completion for Lifeboat: • Yes
No Q
Firefighting: • Yes
No •
Dates Available for Training
I Am Interested in the Following Course(s).
DECK
n Tankerman
u AB 12 Months
1 1 AB Unlimited
n AB Tugs & Tows
• AB Great Lakes
u Quartermaster
n Towboat Operator
Western Rivers
Towboat
Operator Inland
n
Operator Not
u Towboat
More than 200 Miles
Operator (Over
n Towboat
200 Miles)
• Master
• Pilot
• Mate
ENGINE
•
•
•
•
•
•
•
•
FWT
• Oiler
OMED - Any Rating
Othnrfi
Marine Electrical Maintenance
Pumproom Maintenance and
Operation
Automation
Maintenanceof Shipboard
Refrigeration Systems
• Diesel Engines
Assistant Engineer (Uninspected
Motor Vessel)
• Chief Engineer (Uninspected
Motor Vessel)
n
STEWARD
•
Q
•
•
•
Assi stant Cook
Cook & Baker
Chief Cook
Steward
Towboat Inland Cook
ALL DEPARTMENTS
•
•
•
•
•
LNG
LNG Safety
Welding
Lifeboatman
Fire Fighting
RECORD OF EMPLOYMENT TIME — (Show only amount needed to upgrade in rating noted above or attach letter of service,
whichever is applicable.)
VESSEL
SIGNATURE
RATING HELD
DATE SHIPPED
DATE
RETURN COMPLETED APPLICATION TO:
LUNDEBERG UPGRADING CENTER,
PINEY POINT. MD. 20674
30 / LOG / September 1979
DATE OF DISCHARGE
�>1 Big Fireman-Watertenders Class
ittm
iSa^iiSRS"* v^"-*"-'^.' vT r y*, }..--• --L..
',:. ^vi"'>»••••«»«;'
:'
•<••• •*<
Almost two baker's dozen is the size of the FOWT graduating class of (front I. to r.) E.J. Dandy, V. Sanderson, J. Robertson, J.
Lacaze, T. Stenson, 8. Giacalone, F. Landron and F. Garvey. In the middle row (I. to r.) are 8. Campbell, T. Merger, M. Collins, E.
Zigich, C. Dunn, D. Whittle, 8. Hargrove, D. Jackson and D. Christian. In the rear (I. to r.) are D. Dunklin, T. Richerson, P
Ferguson, 8. Migliara, C. Jefferson, L. Kearney, W. Evans and D. Goldbecker.
The Harry Lundeberg
Tankerman Is He
Tankerman grad is David Goyette.
School of Seamanship
/
"For a better job today, and job security tomorrow."
New Diesel Engineers
WANTED
Si
Si
Si
Si
Si
Si
Si
Si
Si
Si
steward Department Upgraders Si
Si
Enroll now!
Si
Job Opportunities in the Steward Department have nevet
been better. Make these opportunities your own.
Si
Upgrade in the Steward Department at HLS
Si
Si
Chief Steward—November 12
Si
Chief Cook—October 29
Cook and Baker—October 29
Si
Si
Fill out the application in this issue of the Log.
or contact
Si
Vocational Education Department,
Harry Lundeberg School,
Si
Piney Point, Maryland 20674.
Si
8eptember 1979 / LOG / 31
�EL PASO HOWARD BOYD (El
Paso), July 15—Chairman, Recertified
Bosun David La France; Secretary Don
Collins; Educational Director Leroy
Tanner; Deck Delegate Harold Whit
man; Engine Delegate W. O. Barrineau;
Steward Delegate James Morgan. No
disputed OT. Chairman reported that
everything is going great. Captain
requested no smoking and no radios on
open decks. Secretary noted that
everyone must observe the safety rules
of these type ships. Educational Direc
tor stressed the importance on these
ships of safety and wants everyone to
put every effort forward to obey all
safety rules. Also that upgrading is very
important to you and to the Union. So
use the Harry Lundeberg School of
Seamanship and make yourself some
money. A vote of thanks was given to
the steward department. Only four
hours after takeover of ship, a hot meal
was served. Chairman expressed how
working together has helped to achieve
what we have in this Union. Report to
Log: "Cape Charles, Va., SS EL PASO
HOWARD BOYD was taken over by
her crew around 1630-1700 on the 29tii
of June. Steak dinner was served by
2100, while all hands turned to on
steward stores. We send our thanks to
the men of the ship's crew for helping to
make the impossible, possible." Chief
Steward, Don Collins —Next port Cove
Point.
JEFF DAVIS (Waterman Steam
ship), July 20—Chairman, Recertified
Bosun George E. Annis; Secretary R.
Collier; Deck Delegate L. A. Jordan;
Steward E>elegate Anthony Zouca. No
disputed OT. Chairman received a letter
from Headquarters in regards to the
steward recertification program and
explained the importance of all mem
bers of the steward department with the
eligibility requirements to apply to
attend one of the classes. Also discussed
the importance of SPAD. It was noted
that there are about 150 movies on
board and that the Chairman has spent
a lot of his own money for a new
machine and movies. A vote of thanks
was given to the ship's chairman and a
vote of thanks to the steward depart
ment. Next port Port Said.
SEA-LAND LEADER (Sea-Land
Service), July 8—Chairman,Recertified
Bosun A. Ringuette; Secretary A.
Reasko; Educational Director B. Jones.
No disputed OT. $50 in ship's fund.
Chairman held a discussion on upgrad
ing and the importance of SPAD.
Educational Director will try to keep up
on the latest date movies for the crew.
Observed one minute of silence in
memory of our departed brothers.
SEA-LAND CONSUMER (SeaLand Service), July 22—Chairman,
Recertified Bosun A. Lasnansky;
Secretary P. Stubblefield; Educational
Director L. Hart. Some disputed OT.
Letter received concerning the recerti
fication of Chief Stewards read and
posted. Educational Director reported
on the ladders between the hatches not
being wide enough for the safety of
personnel using same. Also cat walks
are not maintained as they should be.
Reefer boxes should not be placed on
sides where there are no cat walks.
Existing ladders are also crooked.
Members were also reminded that there
is no smoking on deck while in shipyard.
Next port Rotterdam.
32 / LOG / September 1979
SEA-LAND ECONOMY (Sea-Land
Service), July 15—Chairman, Recerti
fied Bosun A. McGinnis; Secretary
Thomes T. Kirby; Educational Direc
tor D. Peterson. Chairman gave a talk
on the Bosun Recertification program
that has started at Piney Point and all
members who are qualified should
attend. Also discussed the impor
tance of donating to SPAD. $86 in
movie fund. No disputed OT. Received
the Log and it was distributed.
SEA-LAND COMMERCE (SeaLand Service), July 8—Chairman,
Recertified Bosun Lothar Reck;
Secretary J. Smith; Deck Delegate Arlo
Klein; Engine Delegate Joseph Graves
Jr.; Steward Delegate Walter Stewart.
$190 in ship's an<J movie fund. No
disputed OT. Chairman discussed the
pros and cons of some of our maritime
activities in reference to some of the
articles received. Also the importance of
SPAD. Members were encouraged to
upgrade as soon as they can in Piney
Point. There will be another safety
meeting this week and the door is open
for new and good ideas. Check in with
the patrolman about immigration and
customs as soon as possible in order to
have a quick payoff. Report to Log:
"Radio Cadet—or better, apprentice—
Charles Bullen, took his time out to fix
all room antennas and speakers of the
ship's intercom system. Thanks for the
upkeep and we hope that he will have
many followers on other vessels."
Observed one minute of silence in
memory of our departed brothers. Next
port Seattle.
DELTA SUD (Delta Steamship),
July 1—Chairman, Recertified Bosun
R. Lambert; Secretary E. Vieira; Educa
tional Director J. C. Dial. No disputed
OT. Chairman reported that Brother
Angelo Ali died of a heart attack while
in the port of Santos Brazil on June
26th. His body was flown to his next of
kin the next day. In true traditional SIU
fashion, condolences and flowers were
sent on behalf of the crewmembers. We
are still keeping up with our accident
free safety record. Also requested those
members who use the T. V. tape recorder
to be sure to rewind the tapes when the
picture is over. A vote of thanks to the
steward department for a job well done.
OGDEN WABASH (Ogden Ma
rine), July 22—Chairman, Recertified
Bosun E. Dakin; Secretary P. L.
Shauger; Educational Director Anton
Ratkovich; Deck Delegate J. Wilson;
Engine Delegate E. Sierra; Steward
Delegate P. Charley Jr. $10.55 in ship's
fund. $175 in movie fund. Gave $60 to
radio officer to purchase new rotor for
antenna. Some disputed OT in deck
department. Chairman reported that a
letter had been received from Executive
Vice President, Frank Drozak regard
ing the Stewards Recertification
Program. It will be posted on the
bulletin board for a few days and then
put in the ship's file. The Log also carries
an article on same with full details.
Chairman also noted that he has
applications for the "A" Seniority
upgrading and Steward Recertification
and anyone who wants same to see him
at anytime during working hours. There
are also plenty of overtime sheets and
some benefit applications. A vote of
thanks to the steward department. Next
port Philadelphia.
OGDEN CHARGER (Ogden Steam
ship), July 22—Chairman, Recertified
Bosun M. Beeching; Secretary B.
Guarino; Educational Director D.
Guajardo; Engine Delegate Charles S.
Hampson. Chairman gave a talk on the
importance of everyone who has the
time to take advantage of the school at
Piney Point and the importance of
donating to SPAD. A telegram was
received from Headquarters on the new
raise and was read and posted. Observed
one minute of silence in memory of our
departed brothers.
ALEX STEPHENS (Waterman
Steamship) July 8—Chairman, Recerti
fied Bosun Alfonso Armada; Secretary
Charles Corrent. Some disputed OT in
deck department. Secretary reported
that Brother Ferris J. Antone Jr., died
of a heart attack and a radiogram was
sent to Executive Vice President, Frank
Drozak, to notify his mother in Florida.
ITT returned message confirmed by
Brother Frank Drozak to Ship's
Chairman. $60.16 in ship's fund. A vote
of thanks to the steward department.
NEWARK (Sea-Land Service), July
15—Chairman, Recertified Bosun
Denis Manning; Secretary C. M.
Modelias; Educational Director H. W.
Hill. Chairman gave a talk on the
courses that are now open for upgrading
at Piney Point. Urged all members to
take advantage of it especially the
steward department personnel. Also
discussed the importance of SPAD.
Secretary advised all crewmembers to
report all hazard conditions while
working on board ship. Reminded all
cooks to report immediately in case of
fire and accident while working in the
galley. Good housekeeping and alert-'
ness is the best policy to prevent fire and
serious accident. No disputed OT. All
communications received were posted
on the bulletin board. Next port Seattle.
ST. LOUIS (Sea-Land Service), July
1—Chairman, Recertified Bosun
Thomas H. Holt; Secretary O. Smith;
Deck Delegate Bill Lynn; Steward
Delegate John Kastos. Some disputed
OT in deck and engine departments.
Secretary requested all entry rated
men to apply for upgrading and attend
the classes in their respective depart
ment at Piney Point as soon as possible.
Also discussed the importance of
donating to SPAD. The Log was
received and distributed. Observed one
minute of silence in memory of our
departed brothers.
LNG GEMINI (Energy Transporta-*
tion) July 29—Chairman, Recertified
Bosun K. Gahagan; Secretary R. I.
Fagan; Educational Director R. Goodrum; Deck Delegate G. Lopez; Steward
Delegate T. R. Clark. No disputed OT.
Chairman reported that there are no
problems just some question about the
deck crew being relieved on the right
date and time. SIU Representative
Frank Boyne came down to the ship in
Osaka, Japan and did a fine job of
explaining to the crew that the SIU is in
the process of squaring away the
problem. All Brothers agreed to wait
and gave Frank Boyne a vote of thanks.
The Chief Steward R. I. Fagan says he
has a fine young steward department
from Piney Point and they are doing a
great job for the ship and the entire
crew. Another vote of thanks was sent
from the Captain, officers and crew for
the good and tasty food and work being
done by the young and faithful SIU
Steward Department, R. 1. Fagan, chief
steward, Steven Wagner, Chief Cook,
Terrill R. Clark, Jeff Hess, general
steward utility. Report to Log.- "A
special vote of thanks to all of the people
who taught these good SIU men, the
true meaning of Brotherhood, the Harry
Lundeberg School."
Official ship's minutes were also received from the following vessels:
SEA-LAND VENTURE
BROOKLYN
OGDEN WILLAMETTE
DELTA AFRICA
COVE TRADER
DELTA URUGUAY
MERRIMAC
CONNECTICUT
COVE RANGER
MOUNT WASHINGTON
CANTIGNY
BROOKS RANGE
SEATTLE
HUMACAO
SEA-LAND PACER
FLOR
ZAPATA ROVER
POET
WALTER RICE
HOUSTON
GOLDEN ENDEAVOR
SEA-LAND MARKET
TEX
OGDEN CHAMPION
OVERSEAS WASHINGTON DELTA COLOMBIA PISCES
BALTIMORE
CHARLESTON
MAYAGUEZ
POTOMAC
GREAT LAND
EL PASO ARZEW
SAN JUAN
DEL SOL
EL PASO SOUTHERN
SAM HOUSTON
DELTA MAR
HUDSON
JACKSONVILLE
GEORGE WALTON SEA-LAND FINANCE
ZAPATA RANGER
ULTRAMAR
THOMAS JEFFERSON
WESTWARD VENTURE
OVERSEAS JOYCE MARYLAND
SEA-LAND EXCHANGE
DELTA MEXICO
PITTSBURGH
SEA-LAND RESOURCE
PUERTO RICO
JOHN B. WATERMAN
OVERSEAS NEW YORK
PORTLAND
COVE LEADER
SEA-LAND GALLOWAY
BEAVER STATE
GOLDEN MONARCH
COVE COMMUNICATOR TAMPA
JOHN TYLER
SEA-LAND MC LEAN
POINT JULIE
BANNER
�Burl Edward Evans, 65, joined the
Union in the port of Mobile in 1958
sailing as an engineer for Radcliff
Materials and Bay Towing. Brother
Evans was also a welder in the
Boilermakers Union. He was bom in
Freeport, Fla. and is a resident there.
Francis Pastrano, 63, joined the
SIU in 1948 in the port of New York
sailing as a chief steward. Brother
Pastrano was aboard the SS Mayaguez (Sea-Land) when she was
captured by the Cambodians in May
1975. He is also the father of exlight heavyweight boxing champ,
Willie Pastrano. Seafarer Pastrano
was born in Reserve, La. and is a
resident of Poperville, Miss.
Wilbert E. Hughes, 60, joined the
SIU in the port of Baltimore in 1955
sailing as a third cook. Brother
Hughes sailed 33 years. He is a
veteran of the U.S. Army in World
War 11. A native of North Carolina,
he is a resident of Baltimore.
Calvin Curtis Harris, 61 Joined the
Union in the port of Mobile in 1956
sailing as an oiler and engineer for
Radcliff Materials in 1951. Brother
Harris was born in Uriah, Ala. and is
a resident of Bay Minette, Ala.
Joseph Johnson Kemp, joined the
SIU in 1940 in the port of Tampa
sailing as an AB. Brother Kemp
sailed 39 years. He was born in
Florida and is a resident of New
Orleans.
John Marvin Keech, 62, joined the
Union in the port of Norfolk in 1961
sailing as a chief engineer for
McAllister Brothers from 1955 to
1961. Brother Keech also worked for
the Belhaven (N.C) Fish and Oyster
Co. He was also a member of the SIU
Fisherman and Seafood Workers of
the Atlantic Coast Union and UMW
Marine Workers Union Local. A
native of Belhaven, he is a resident
there.
Bevelon Devan Locke, 52, joined
the SIU in 1945 in the port"of Mobile
sailing as a chief electrician. Brother
Locke is a veteran of the U.S. Army
during the Korean War. He was born
in Alabama and is a resident of Bay
Minette, Ala.
Frank John Smagalla, 62, joined
the Union in the port of Philadelphia
in 1961 sailing as a cook for Curtis
Bay Towing Co. Brother Smagalla is
also a retired chef of the Bellevue
Stratford Hotel, Philadelphia from
1946 to 1957. He was a member of the
Hotel Employees Union, Local 568,
Philadelphia. Boatman Smagalla is a
veteran of the U.S. Navy in World
War 11. Born in Chester, Pa., he is a
resident of Claymont, Del.
Louis Egbert Lowe, 65, joined the
SIU in 1938 in the port of Baltimore
sailing as a chief steward. From 1966
to 1979, he worked on the Sea-Land
shoregang. Brother Lowe hit the
bricks in the 1962 Robin Line beef.
He is a veteran of the U.S. Army in
World War 11. Born in Florida, he is
a resident of New York City.
Luis Danito Martinez, 65, joined
the SIU in the port of New Orleans in
1961 sailing as a fireman-watertender
and utility messman for 20 years.
Brother Martinez was born in San
Pedro, Sula, Honduras, Central
America. He is a naturalized U.S.
citizen. Seafarer Martinez is a
resident of New Orleans.
Thomas Pradere "Holy" Toledo,
68, joined the SIU in the port of New
York in 1955 sailing as a QMED,
second assistant engineer and bosun.
Brother Toledo sailed 31 years. He is
also a machinist and mechanic.
Seafarer Toledo walked the picketline in the 1961 Greater N.Y. Harbor
beef and the 1965 District Council 37
strike. He attended the SIU-MEBA
School of Marine Engineering,
Brooklyn, N.Y. in 1968. Born in
Pinar del Rio, Cuba, he is a natural
ized U.S. citizen and a resident of
Hiquey, Dominican Republic.
Henry J. Styron, 66, joined the
Union in the deep sea fleet in 1947
and then sailed in the inland fleet in
the port of Norfolk in 1962. Brother
Styron sailed as an AB. Boatman
Styron is a veteran of the U.S. Army
in World War 11. He was born and is
a resident of Cedar Is., N.C.
•S'
Paul T. Stein, 65, joined the SIU in
the port of Philadelphia in 1960
sailing as a cook. Brother Stein is also
a butcher. He is a veteran of the U.S.
Navy in World War 11. Born in
Philadelphia, he is a resident there.
John Harold Sauerheber, 60,
joined the Union in 1946 in the port
of Boston sailing as a bosun. Brother
Sauerheber sailed 36 years. He is a
veteran of the pre-World War II U.S.
Navy and Canadian Army in World
War 11. Born in Illinois, he is a
resident of Croydon, Ind.
Hjalmar Richard Horsma, 65,
joined the Union in the port of
Duluth in 1969 sailing as an AB.
Brother Horsma sailed 35 years. He
was born in Minneapolis, Minn, and
is a resident of Fairfield, Calif.
Robert Henry Tyndall, 65, joined
the SIU in the port of Norfolk in 1959
sailing as a chief steward. Brother
Tyndall sailed 29 years. He also
attended the U.S. Army Cook and
Bakers School in the pre-World War
11 period. He was born in Kinston,
l^.C. where he is a resident.
Hezzie Burns Pittman, 65, joined
the SIU in the port of Mobile in 1956
sailing as a chief pumpman. Brother
Pittman was an LST engineroom
operator in 1954 and a coppersmith
machinist at the Ingalls Shipyard,
Pascagoula, Miss, on C4 Mariner
trial runs in 1953. He was born in
Foxworth, Miss, and is a resident of
Mobile.
Mount Washington Committee
Ogden Potomac Committee
Here's part of the Ship's^Committee of the ST Mount Washington (Mount
Shipping) and a crewmeml)er at a payoff on Sept. 18 at Stapieton Anchorage,
S.I., N.Y. They are (I. to r.) Engine Delegate Noe Oreallana; Educational Director
Tim Teague; Deck Delegate Red Chapman:Steward Delegate Alton Pollock and
Messman Eduardo Gonzalez.
On Aug. 30 a crewmember and part of the Ship's Committee of the ST Ogden
Potomac (Ogden Marine) were paid off at Pier 19, Staten Is. in the port of New
York. They were (I. to r.) FOWT Joe Robertson, AB Joe Murphy, deck delegate;
Recertified Bosun Lester R. Smith, ship's chairman; Oiler Winfield Downs,
educational director and Chief Cook R.D. Bright, steward delegate.
September 1979 / LOG / 33
') l-fc L*.
�T
here is a ritual that most
Seafarers observe, or at least
the older members do. The ritual
consists of checking out the page in
the Ijjti which lists the "Final
Departures."
You know that you're on your
way to becoming an old-timer when
you ignore the headlines and turn to
the obituary page first.
After the death of AI Bernstein a
great many people started to turn to
the Final Departures page first. Not
because they were old, but because
they knew the man and he was
special. If he could die, well then,
who couldn't?
AI Bernstein! Me lias been dead
for almost a year now. But his
presence fills this particular mo
ment. If he were alive he'd probably
be standing in the courtyard of the
Union Mall in Brooklyn, smoking
his foul-smelling Dutch cigars and
wearing his favorite beret. Me was a
character. Me was a .seaman. Me was,
in the words of his good friend
I.indsey Williams, a prince.
Fast things first. Me was indeed a
prince, a son of Israel. Me used to tell
his closest friends that he was a CoeMayne, a descendant of the holiest of
the holy twelve tribes. And in the
tradition of the people of Israel, he
wandered the four corners of the
earth as a sailor.
Me was as proud of his seaman's
papers as he was of his heritage.
Indeed, shipping was his heritage,
his life. He sailed in all three
departments. And when he stopped
shipping he worked for the Union,
first in the great beefs of the'40's and
'50's, and then as Director of the
Seafarers Welfare Plan. His pres
ence is still felt.
Adjectives are the things that
people use to describe Bernstein.
"Compassionate." "Curious." "Sol
id." "Well-rounded." But adjectives
don't do the man justice. Only
stories do, tales of the sea which
were the bread and butter of his
daily existence.
If a cat is something that has nine
lives, then A1 Bernstein was three
cats. He did just about everything.
Al Bernstein: a Seaman, a
Al BorriJilfjiri. -iocond from loft, wa-s at the forefront of the fight to keep Sailor's Snug Harbor
from heing moved out of New York.Here, in 1972 photo, he talks with a group of Snuggies
af Itie* Harbor
He hoboed. He.sailed. He wrote. He
wrestled professionally. He trav
elled: here, there, everywhere.
He joined the SIU in 1940. Like
many sailors he had his favorite seastories. None, however, was as
exciting as the one about the 'Road'
to Murmansk.
Sailed In PQ 17
During World War H Bernstein
was onboard the SS Scholharie,
which was part of the famous PQ 17
convoy to Murmansk. Out of 37
convoy ships which set out to bring
food and aid lo Kussiii, 24 were
destroyed by the Germans. The
uncemirj-iv, ox rather the certainly
of uncertainl), w as the most difficult
thing Bernstem was to have faced in
his life, except for his last illness.
Poets like to recount that the
furies of hell are the things that test a
man's soul. The experience on the
SS Scholharie was an earthly hell,
and Bernstein proved that his soul
was a match for any fire. Ironically,
years later when his brownstone in
Brooklyn Heights went up in flames,
the book Bernstein wrote about the
convoy was destroyed.
While Bernstein's soul could
withstand flames, his book could
not. Words, flesh are less than the
whole.
With) cigar in left hiand, fiere's a chiaracteristic pfioto of Al Bernstein, (1969) righit, presenting
a first pension check to retiring Seafarer Alex Anagnostou.
34 / LOG / September 1979
• WJ-'
Everyone who knew Al Bernstein
simply called him Bernie.
Bernie Bernstein was a character.
He fancied himself an intelligent
man. The books he read were
mysteries: his life a stage for
intrigue.
In 1949 Al Bernstein went
undercover.
come to mind. Mention the Cana
dian Seamans Strike of 1949 and
what do you get? More memories.
More adjectives. Like fearless. Or
imaginative. Just ask Ralph Quinnonez or Johnny Dwyer, two oldtimers who were friends of Bernie.
Ralph Quinnonez (Regional
Director of SlU-affiliated United
Industrial Workers): "I worked with
Al on the Marine Allied Workers
District campaign. The MAWD? It
was the forerunner of the UIW. Oh
yeah. Al was instrumental in that
case. Anything he was told to do he
did. He led. He co-ordinated. What
do I remember about Bernie in that
beef? Well, if I had to pinpoint any
one thing, I'd say that he'd walk
anywhere, any place, at any time."
Johnny Dwyer (SIU Representa
tive—Headquarters): "Yeah, he had
a lot of guts. He was a good skate.
Stories? Do I remember any stories
about Bernstein? Just one about the
Sanitation Department Strike. We
helped the Teamsters organize in
that one. But the thing was that
people were afraid of joining the
strike. So Bernstein had the
picketers march in black hoods so
that their faces wouldn't be visible.
Crazy, but it worked."
Ralph Quinnonez: "He loved to
eat. He and I would go to this
Mexican food restaurant on Mon
tague Street and eat like there was
no tomorrow. What was the name of
the place..."
Johnny Dwyer: "Food? Bernstein
fancied himself a great chef. He had
this bottomless stew. Bottomless?
No, never-ending stew. He'd keep on
adding new ingredients to a basic
stock. A lot of people loved it. I ate it
and couldn't go near food for four
days. Thought I was going to die."
It was in 1949 that there was a
clash between the Seafarers Inter
national Union of Canada and the
Canadian Seamans Union over the
manning of several ships. Ideology
played a part in the conflict: the
CSU was reportedly Communist
infiltrated. It hardly seems to matter
any more, the ideology that is: but it
did matter then.
All a man has are his beliefs. They
may be changed or modified, but
they must exist or else a man is
nothing.
Al Bernstein believed. In jobs. In
justice. In survival.
Several weeks before the Cana
dian Seamans Strike began, Bernie
He Was Colorful
went up to Canada. Not as a
Colorful. The adjective is over
representative of the union, but in
disguise. For those several weeks he used nowadays. People think that
was a rich N.Y. businessman out to Cher is colorful. The Osmond
Brothers. Dolly Parton. Well,
enjoy a fishing trip.
Bernstein checked into the hotel maybe Dolly Parton. But the others:
where the leaders of the opposition not in the same league as Bernstein.
Bernie was colorful. And never so
were staying. And then he did his
legwork. He followed the opposition much as when he was with his
leaders and found out where they beloved friend Marguerite Boden,
for many years the telephone
hung out.
The stools, the dark lights, the operator at the Brooklyn Union
lingering smell of gin and dank Hall. The two played Well off each
perfume were constants one could other. Perhaps it was the way they
find in any seaman's bar from Hong looked together. Bernstein was as
roly-poly as Marguerite is short. She
Kong to Freeport.
Bernie began to go to the bar is as proper as Bernstein was casual.
every night. He slowly gained the She played mother-confessor to
confidence and the ears of the thousands of seamen. He played the
opposition leaders. He joked with sinner.
Marguerite Boden: 'There is one
them. He listened to their stories. He
thing about Bernie you must
even agreed with their positions.
In the end Bernie found out all remember. He was salty."
There is much to say about Al
that he wanted to know. The
opposition's strategies. Its strengths. Bernstein, and so little space to do
Its weaknesses. And the SIU won so. He collected coins and ivory. He
worked as a screen-writer in
the beef.
Hollywood. He wrote children's
Story After Story
books and operettas. The house he
Anecdotes: one blurs into an lived in could only be described in
other. Tell one and five immediately one word: Xanadu.
�Character, a Prince
There were Turkish swords on
display. Baskets of fruits hung from
the ceiling. Minah birds flew about.
There is no doubt about it, A1
Bernstein was an original. That is
not to say, however, that he couldn't
drive you crazy on occasion. He
could: that was part of his charm.
During the troubled times of the
Dock Wars, Bernstein was at peak
form. He volunteered to patrol the
West Side piers. It was an assign
ment which required him to take
pictures of all suspicious looking
people. To Bernie that meant
everyone and everything in sight.
There was only one catch. When the
pictures were developed, they
showed arms, legs, sidewalks.
Everything, in fact, except faces.
Yes, Bernstein was colorful. And
funny. But he was more.
A1 Bernstein played a crucial role
in the history of this union, first as a
participant in the great organiza
tional drives and then as the author
of the "Tanker's Organizer Hand
book," a book which some people
accurately dubbed the SIU's bible.
He was in the Wall Street Strike,
the Cities Service campaign, the
MA WD drive and other beefs too
numerous to mention. He was the
Director of the Welfare Depart
ment. He provided the Seafarers
with their first contacts in politics.'
But he was more.
A1 Bernstein's friends all have
different memories of him. Some
remember his quick wit, others his
fearless nature. But there is one
quality all of them mention when
talking of him and they use
practically the same words to
describe it: "You must remember
one thing about Bernie," they'll say.
"Whatever else he did or did not do,
he cared for the membership."
A1 Bernstein cared about the
membership. He gave homeless
sailors a place to sleep for the night.
He wrote personal notes to people
applying for benefits. He continued
fighting to keep Sailor's Snug
Harbor in New York, an old age
home for seaman, long after it
became obvious that the City was
going to close the facility and move
it south.
A1 Bernstein cared.
Norman Tober, the night door
man at the Union Hall in Brooklyn
and a good friend of A1 Bernstein,
summed up what Bernie meant to
those who knew him: "He could be a
pain in the ass sometimes, but he was
a hell of a guy. If a person were in
trouble, he couldn't ask for a better
friend. You know something? It's
been almost a year since Bernstein
died and I still haven't taken his
telephone number out of my address
book. It's still there. Do you want to Above drawing was done by SlU Member Norman Maffie, an oldtimer and an old
take a look?"
friend of the late A1 Bernstein.
KNOW YOUR RIGHTS
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
FINANCIAL REPORTS. The constitution of the SlU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts arc posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is;
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20fh Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SlU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
KNOW YOUR RIGHTS
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
iiiiiiiiiniiiniiiiiiiiiiiiHiiHiiiiiiiitiiiiiiinuiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiH^
patrolman or other Union official, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
olficer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an oflicial receipt, but feels that he
should not have been required ;o make such payment, this
should immediately be reported to Union headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate .segregated fund. Its pro
ceeds are used to f urther its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions arc voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notif y the Seaf arers Union or SPAD by certified
mail within 30 days of the contribution for'investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
constltutiunai right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brookiy:i,
N.Y. 11232.
September 1979 / LOG / 35
�' jFiiial
Pensioner
Robert Allen
Klemam, 56, died
of a heart attack
in the Roger City
(Mich.) Memorial
Hospital on May
23. Brother Kleman joined the
Union in the port of Detroit in 1960
sailing as a fireman-watertender for the
Boland Steamship Co. from 1955 to
1960. He sailed 29 years. And he was a
machinist. A native of Manitowoc,
Wise., he was a resident of Posen, Mich.
Burial was in Oakridge Cemetery, Bay
City, Mich. Surviving are four sons,
Robert Jr., Louis Walter and William
and four daughters, Ann, Nancy, Mary
and Camille.
Pensioner
Robert Alvarado,
57, succumbed to
arteriosclerosis in
Galveston on July
3. Brother Alva
rado joined the
SIU in 1947 in the
port of Galveston
sailing as an AB. He sailed on the SS
Tamara Guilden (Transport Com
mercial) from 1970 to 1972. Seafarer
Alvarado was also a photographer and
railroad worker. He was a veteran of the
U.S. Army in World War H. A native of
Galveston, he was a resident there.
Burial was in Lakeview Cemetery,
Galveston. Surviving are his mother,
Juana; a sister, Mrs. Beatrice A. Diaz,
both of Galveston and a brother,
William.
Riley Donald
Carey, 51, died of
a liver ailment in
the North Han
over Memorial
Hospital, Wil
mington, N. C. on
June 29. Brother
Carey joined the
Louis Flavel
"F r e n c h y" SIU in 1944 in the port of New Orleans
Greaux, 52, died sailing as a bosun. He upgraded at Piney
in New Orleans on Point. Seafarer Carey was born in Lynn,
July 13. Brother Mass. and was a resident there and in
Greaux joined the San Francisco. Interment was in Pine
SIU in the port of Grove Cemetery, Lynn. Surviving are a
New York in 1954 sister, Mrs. Theresa Fuller of Lynn and
sailing as fireman- two stepdaughters, Linda and Jane
watertender and engine and ship's dele Londino.
gate. He sailed 34 years. Seafarer
Greaux was born in St. Thomas, V.I,
Carlos C. Cid,
and was a resident of Texas City, Tex.
57, died of a
ruptured blood
Interment was in Mt. Olivet Cemetery,
vessel in St.
Texas City. Surviving are his widow,
Anne's Hospital,
Beverly; a son, Louis and seven
Chicago on July 9.
daughters, Mrs. Lousie G. Benavidez of
Brother Cid joinTexas City, Angela, Stella, Patricia,
Anna, Carlotta and Flora.
I ed the SIU in the
port of New York
in 1964 sailing as
VaIeriano
Guerra, 55, died of 3rd cook for the Delta Line. He hit the
a heart attack on bricks in the 1965 District Council 37
board the SS beef. Seafarer Cid was a wounded
Santa Magdalena veteran of the U.S. Army in World War
(Delta Line) on 11. And he was also a waterfront worker.
June 15 off La Born in San Juan, P.R., he was a
Guaira, Vene resident of Jersey City, N.J. Burial was
zuela. Brother in Wood National Cemetery, Mil
Guerra joined the SIU in the port of waukee, Wise. Surviving are his widow,
New York in 1966 sailing as an AB. He Crucita; two sons, James and Alex
upgraded at Piney Point in 1975. ander; two daughters, Yolanda and
Seafarer Guerra was born in Cuba and Letecia and a sister, Maria.
was a resident of Glendale, Calif. Burial
was in Hollywood (Calif.) Cemetery.
William James
Surviving are his widow, Maria of Los
Brown
Jr., 49,
Angeles, Calif.; a daughter, Magda of
died in Wyandotte
Glendale; a stepdaughter, Vivian Liau
(Mich.) General
and a sister, Lopoldina of San Fer
Hospital on May
nando, P.R.
2. Brother Brown
Pensioner Pat
joined the Union
rick J. Mullen, 71,
in the port of
passed away on
Detroit in 1967
May 1. Brother sailing as a deckhand, engineer and
Mullen joined the lineman for Dunbar and Sullivan from
Union in the port
1967 to 1979. He also worked for the
of Cleveland in
Bulk Navigation and Towing Co. in
1961 sailing as a
1967. Laker Brown was also a boiler
tug deckhand and operator. And he was a member of the
fireman for the L.A. Wells Construction
Wine and Distillery Workers Union. He
Co. from 1941 to 1961 and for the v/as a veteran of the U.S. Air Forces
Dredge and Fill Corp. from 1961 to during the Korean War. Born in
1970. He was a veteran of the U.S. Army Trenton, Mich., he was a resident there.
in World War H. Laker Mullen was Cremation took place in the Michigan
Memorial Park Crematory, Flat Rock,
born in Ohio and was a resident of
Fairview Park, Ohio. Surviving is a
Mich. Surviving are his widow, Chris
sister, Mrs. Agnes R. O'Brien of
tine; a son, Victor; a daughter, Alecia
and a brother, Victor of Trenton.
Fair/iew Park.
36 / LOG / September 1979
Pensioner
Ellis Boyd Gaines,
65, died of heart
failure in the
Providence Hos
pital, Mobile on
June 13. Brother
Gaines joined the
SIU in 1943 in the
port of New York sailing as a chief
steward. He was born in Alabama and
was a resident of Mobile. Seafarer
Gaines was buried in Oaklawn Cem
etery, Mobile. Surviving are four sons,
Lawrence of Mobile, Michael, Maurice
and Ellis Jr.; a daughter, Renay of
Mobile and two sisters, Mrs, Kathryn
Blackmon and Mrs. Vivian Bell, both of
Mobile.
•
Pensioner
Juan Hernandez,
63, died on July 9.
Brother Hernan
dez joined the SIU
in 1944 in the port
of New York
sailing in the
steward depart
ment. He was born in San Juan, P.R.
and was a resident of Puerta de Tierra,
P.R. Surviving are his widow. Carmen;
a son Juan; four daughters, Elvira of
New York City, Sandra, Antonio and
Yvonne and a sister, Elvira of New York
City.
Pensioner
Robert Bruce
"Bob" Hunt, 67,
died of heart-lung
failure in the
Woodruff Comnity Hospital,
Lakewood, Calif,
on May 25. Broth
er Hunt joined the SIU in 1947 in the
port of Galveston sailing as a chief
steward. He sailed 30 years and received
a Union Personal Safety Award in 1960
for sailing aboard an accident-free ship,
the SS Young America. Seafarer Hunt
was born in Oklahoma and was a
resident of San Gabiel, Calif. Burial was
in Forest Lawn Memorial Park Cem
etery, Glendale, Calif. Surviving are his
widow, Millie and a sister, Mrs. Lillian
Mae Henry of Muskogee, Okla.
Stephen
"Corby" Korbelak, 54, died
on the SS Robert
E. Lee (Water
man) on July 16
off Haldia, India
near Calcutta.
Brother Korbelak joined the SIU in
the port of New York in 1962 sailing as a
bosun and deck delegate. He sailed 28
years. And he sailed with the MSTS
from 1951 to 1954. Seafarer Korbelak
was a veteran of the U.S. Navy in World
War 11 sailing as a bosun/ mate 2nd class
on the U.S.S. Sangamon and landing
craft coxswain. He was awarded the
Asiatic-Pacific Campaign medal and
the ETO Campaign medal with two
battle stars. Korbelak was past post
commander of American Legion Post
1386, Brooklyn from 1960 to 1961. He
was an AB grad of the U.S. Merchant
Service School, Sheepshead Bay,
Brooklyn, N.Y., an aircraft machinist
and a member of ILA Local 127. Bom in
Brooklyn, he was a resident there.
Burial was at sea off the port of Mobile.
Surviving is his mother, Helen of
Brooklyn, N. Y.
Lyie D. Clevenger, 64, died
from injuries
sustained when a
storm wave hit
him on the deck 6f
the SS Joseph
Hewes (Water
man) on Mar. 6 on
the high seas between Japan and Korea.
Brother Clevenger joined the SIU in
1947 in the port of New York sailing as a
chief electrician. He was born in Iowa
and was a resident of Galveston.
Surviving are his widow, Nela and his
father, Charles of Mobridge, S.D.
Pensioner
Robert Francis
"Frencby" D'
Ferrafiet, 52, died
on July 20. Broth
er D' Ferrafiet
joined the SIU in
1949 in the port of
Tampa sailing as
an AB and deck delegate. He sailed 33
years. Seafarer D'Fcrrafiet walked the
picketline in the 1961 Greater N.Y.
Harbor strike. A native of Pennsyl
vania, he was a resident of Chalmette,
La. Surviving are his widow, Frances of
Crosby, Tex.; two stepdaughters,
Melanie and Dorothy and his father,
Louis.
Pensioner
John Joseph Devine, 70, passed
away on July 30.
Brother Devine
joined the SIU in
1943 in the port of
New York sailing
as a deck engineer.
He was born in New York City
and was a resident of Brooklyn, N.Y.
Surviving is a brother, Leo of Long
Beach, L.L, N.Y.
Pensioner
William Earl
Evift, 72, died of
heart disease at
home in New
Orleans on June
18. Brother Evitt
joined the SIU in
the port of New
Orleans in 1951 sailing as a chief
engineer and chief electrician. He sailed
for 44 years. Seafarer Evitt was born in
Kensington, Ga. Cremation took place
in St. John Crematory, New Orleans.
Pensioner
James Henry
Hayes, 84 died of a
heart attack in the
U.S. Veterans
Ad ministra
tion Medical
^ ^
^ Center, Durham,
N.C. on June 6.
Brother Hayes joined the SIU in 1945 in
the port of Baltimore sailing as a
quartermaster. He sailed 32 years and
during World War 11. Seafarer Hayes
was an infantry veteran of the U.S.
Army in World War 1. Born in Wilkes
County, N.C., he was a resident of
North Wilkesboro, N.C. Interment was
in Mountainlawn Memorial Park
Cemetery, Wilkes County. Surviving
are his widow, Esther; three daughters,
Mrs. Rex Whitington of Miller's Creek,
N.C., Mrs. Carl Wood of Marydel, Md.
and Mrs. Ray McNeil of Reno, Nev.;
nine grandchildren and three great
grandchildren.
�390,000 DWT UST Pacific Christened:Will Crew in Nov.
T
HE title, "biggest ship ever
built in the Western Hemi
sphere," now has to be shared.
Move over, UST Atlantic, your
younger sister UST Pacific has
just been launched at the New
port News Shipyard in Virginia!
The SIU will crew the vessel in
November.
In christening ceremonies held
at the shipyard on Sept. 8, the
traditional champagne bottle was
aptly wielded by Mrs. Frances
Mein De Bretteville, officially
welcoming the UST Pacific into
the small family of Ultra Large
Crude Carriers (ULCC's).
The SIU was represented at the
christening by Executive Vice
President Frank Drozak.
Shell Oil will be the long-term
charterer of the Pacific, as well as
the Atlantic.
Both ships are owned by
United States Trust (whence
comes the "UST" in the name),
and both are operated by Interocean Management Corp.
Having an overall length of
1,187 feet, a beam of 228 feet, and
measuring 95 feet from keel to
main deck, the UST Pacific, like
her sistership, will have a hauling
capacity of 390,000 deadweight
tons, 20 times that of a T-2
tanker.
The launching of the UST
Pacific is a bright spot in an
otherwise dismal merchant ma
rine picture. Congressman Paul
S. Trible, Jr. (R.-Va.), a friend of
maritime, emphasized this fact in
his remarks at the launching
ceremony.
"Not only are we today forced
to rely on foreign sources for our
critical and strategic raw mate
rials," said Trible, "but we're also
forced to rely on foreign ships to
bring them to our shores."
Speaking of the erosion of the
U.S. shipping industry, of the
forecasted closure of several
more U.S. shipyards in the next
few years, and the diminishing
strength of the U.S. Navy, Trible
called for a "comprehensive
maritime policy that will contri
bute to a healthy economy and a
strong America."
This QMED can count on
great future.
'
...
The 390,000 dwt UST Pacific wil be taking on her SIU crew sometime in
November. The UST Pacific shares the honor of being the largest vessel ever built
in the Western Hemisphere with her sistership, the UST Atlantic, also manned by
SIU members.
"The centerpiece of any policy
Yes, the UST Pacific will
to revitalize America's merchant
provide more jobs for SIU
marine and shipbuilding indus
members (when she crews up in
tries," suggested Trible,"must be
November), but neither she nor
legislation to encourage and
her sister will advance the U.S. in
facilitate bilateral ocean cargo
the standings of the major mari
sharing agreements."
time nations. Nor will it affect,
The launching of the UST
much, our actual participation in
Pacific, for the sheer size of the • hauling our own ocean-borne
commerce.
ship alone, was an impressive
event. It serves also as a positive
Not much will actually change,
as far as the U.S. maritime
commentary on the potential of
the U.S. maritime industry. But,
industry is concerned, until the
as far as the overall picture goes,
U.S. gets it together to launch a
the real significance stops there
new policy that does a lot more
—as mere potential.
than those we've seen so far.
S/U Sees Big Need for Improved
Medical Care At Sea
He knows diesel engines . . . He's ready for the diesel-powered
ships that are coming off the ways. He's got job security for
today and tomorrow.
You can have it. too. Just take the diesel engines course for
QMED's at HLS.
It starts November 26.
Fill out the application in this issue of the Log and mail it to HLS.
Sign up now!
Contact HLS or your SIU Representative.
Recent data has been gathered suggestions. He also promised to
showing the cost to the U.S. supply the Committee with data on
merchant marine of repatriating ill repatriation costs of ill and injured
or injured seamen. This information seamen.
In sending that information last
adds weight to the SIU's argument
that maritime workers need better month to the Committee Chairman
John Murphy (D-N.Y.), Mollard
at-sea medical care.
In data provided to the Union by wrote, "This data points up the costs
numerous U.S.-fIag shipping com incurred by the United States
panies, transportation and medical Merchant Marine due to inadequate
costs for the ill or injured seaman shipboard medical care."
He added, "As we noted in our
were taken into account as well as
testimony, we believe the Coast
costs for his replacement.
The SIU asked the companies for Guard's poor record of promulgat
this information as the result of ing occupational safety and health
Congressional hearings held in regulations in the maritime industry
June. The hearings concerned the contributes directly to these costs."
In the letter, Mollard said that the
Public' Health Service system. They
were held before the House Mer repatriation figures showed that
chant Marine and Fisheries Com Congress should take the following
"preventative action":
mittee.
1. Improve shipboard medical
Speaking before the Committee,
SIU Washington Representative care through better medical training
Chuck Mollard praised the PHS of certain shipboard personnel.
2. Establish an improved system
system.
He also pointed out the Union's of communication between ships at
successful fight to keep it operating. sea and the PHS.
3. Authorize a Committee request
He then said, "We can now turn to
the more constructive issue of health to the Coast Guard that it end its
care and the health needs of U.S. delays in promulgating occupa
tional safety and health rules for
maritime workers."
Mollard made a number of United States shipping.
September 1979 / LOG / 37
�He% an Ambassador of Good Will on LNG Run
T
HE U.S. merchant fleet's
two-year-plus involvement
in the transportation of liquid
natural gas from Indonesia to
Japan has meant a lot of things to
a lot of people.
To Indonesia, it has meant a
much needed boost to the coun
try's economy as well as creation
of jobs for some of its unem
ployed.
To thousands and thousands
of people in Japan, it means the
assurance of ample supplies of
clean energy for industry and
homes.
To the American merchant
A local inhabitant of Bontang.
marine, it is a tremendous break
through in a new concept in
much, much more than just a job.
marine transportation. Already,
It is an opportunity to meet and
10 LNG carriers, built in Ameri
mingle with new people. It is a
can yards, are in service under the
chance to visit and learn about
U.S. nag. This makes the U.S.
other cultures. To SIU member
LNG fleet the largest-suph fleet in
Bill Mullins, the LNG business is
the world—with more to come.
an adventure.
Since all of these LNG's are
Bill Mullins, 24, in so many
crewed by SIU members, LNG
ways is a typical seaman. He
transportation means jobs and
doesn't like to be in any one place
job security for the SIU member
for too long a time. He has the
ship.
wanderlust in him and is just as
But to at least one seaman who
happy leaving a port as he is
makes his living in the LNG run
coming into one.
from Indonesia to Japan, it is
But Bill makes the absolute
most of his time ashore. He loves
people and tries to get to know
them, their language and their
lifestyles.
With this desire in him, the
Indonesia to Japan run, espe
cially the Indonesia half, is a
bonanza.
Bill was part of the original
crew of the LNG Gemini. The
regular run of the vessel is from
Bontang or Sumatra, Indonesia
to one of four unloading sites in
Japan.
The run is usually five days to
Japan, one day in port, then five
days back to Indonesia and one
day in port there.
Bill makes the most of his shore
time, especially in Bontang. He
says, "the people are beautiful.
They're friendly and they do their
best to treat you nice and make
you feel wanted."
The LNG Gemini is a particu
larly fond sight to the people of
Bontang, a smallish village in
jungle-like surroundings. Homes
and shops are for the most part
built on stilts to keep above water
during the rainy season.
Bill says that the Gemini crew
did their best to return the good
feelings to the people of Bontang.
Many crewmembers have been
invited to dinner at the homes of
townspeople as a gesture of
friendship.
Homes aren't the only things on stilts in
Bontang, Indonesia. So are kids as shown
Last Thanksgiving was cele
by this smiling youngster. Note stilts are
brated ashore with a baseball
made of two sticks and coconuts.
38 / LOG / September 1979
game between our guys and an
Indonesiah team. We lost. Bill
offers no excuses.
J
To his credit. Bill has a pocket
English-Indonesian dictionary.
His efforts to speak the native
language have helped to break
down barriers of fear or mistrust
of Americans.
Bill is very conscious of the
customs and ways of other
people. He also realizes that the
people of other countries, espe
cially developing nations, have a
basic fear and—in many cases—
dislike of America.
In this regard. Bill also realizes
that the actions of an American
seaman in a foreign nation
reflects back on all Americans
and the United States as a nation.
In many ways, Bill Mullins
feels that the role of an American
seaman overseas is that of an
ambassador of good will. And he
tries his best, because of his basic
love for his fellow man, to fulfill
this role.
So far. Bill Mullins, a young
Just a short distance from Bontang is the
loading site for the LNGs. Note the ice on
the lines as the 287 degree below zero
liguified gas is loaded into the LA/G
Gemini's tanks.
v,
able seaman from Dallas, Texas,
has done a fine job.
[Photos taken by Seafarer Bill
Mullins in Bontang, Indonesia.]
Kids are kids no matter where they are. And this group of Bontang youngsters don't seem
camera shy either.
< r r'
i*
,1
_ t.
I' f
Bill Mullins, left, with a shipmate are shown on the deck of LNG Gemini.
�Help
.
}i •
'1
PN>C
.
\w-'-
A
Friend
Deal
<V'
With
Alcoholism
Alcoholics don't have friends. Because a friend
wouldn't let another man blindly travel a course that has
to lead to the destruction of his health, his job and his
family. And that's where an alcoholic is headed.
Helping a fellow Seafarer who has a drinking problem
is just as easy—and just as important—as steering a blind
man across a street. All you have to do is take that
Seafarer by the arm and guide him to the Union's
Alcoholic Rehabilitation Center in Valley Lee, Md.
Once he's there, an alcoholic SIU member will receive
the care and counseling he needs. And he'll get the
support of brother SIU members who are fighting the
same tough battle he is back to a healthy, productive
alcohol-free life.
The road back to sobriety is a long one for an alcoholic.
But because of ARC, an alcoholic SIU member doesn't
have to travel the distance alone. And by guiding a
brother Seafarer in the direction of the Rehab Center,
you'll be showing him that the first step back to recovery
is only an arm's length away.
Alcoholic Rehabilitation Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and counseling
records will be kept strictly confidential, and that they will not be kept
anywhere except at The Center.
Name
Book No.
Address
(Street or RFD)
(City)
(State)
(Zip)
Telephone No. ...,
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, (301) 994-0010
September 1979 / LOG / 39
�Keep US Shipshape
We Need A Space
In Washington
OfficijI Public J tion of ihf Seafarers Inirrnilional* Union • All jntk . (»ulf.
LOG
jod Inland Walcrv Disirii t • Af I. CIO
SEPTEMBER 1979
�
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Seafarers Log Issues 1970-1979
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Volumes XXXII-XLI of the Seafarers Log
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Paul Hall Maritime Library Microfilm 1939-1993
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Seafarers International Union of North America
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September 1979
Description
An account of the resource
HEADLINES
SENATE VOTES ‘YEA’ TO BRING BACK U.S. PASSENGER SHIPS
HOUSE VOTES TO BAN ALASKA OIL EXPORTATION
SIU WINS LANDMARK DECISION IN YELLOWSTONE CASE
LOG, SKIPJACK WIN ILPA AWARDS
UNIONS OPPOSE AMENDMENTS TO MARITIME BILL
SEAFARER SAVES SHIPMATE ON SS SANTA MARIANA
SAFETY OF LIFE AT SEA IS AT STAKE IN NEW BILL
BILATERAL TRADE PACTS WORK: U.S. NEEDS MORE OF THEM
SIU HOLDS CONTRACT CONFABS FOR ACBL BOATMEN
ON THE AGENDA IN CONGRESS… PASSENGER SHIPS BILL STALLED IN HOUSE; SENATE GIVES THE GO-AHEAD
MARAD AND INDUSTRY SPOKESMEN GIVE LIMITED SUPPORT TO HOUSE ‘OMNIBUS’ MARITIME BILL
MARAD RELEASES REPORT ON POOLING AGREEMENTS BETWEEN U.S. AND BRAZIL
PROPOSED TANK BARGES DESIGN RULES
CARTER EXPECTED TO NAME HILDALGO NAVY SECRETARY
BOATMEN ON NATIONAL FLAG SAVE A LIFE
SIU REP BOATMEN INJURED ON TOW
SIU’S LEO BONSER ELECTED V.P. OF FLORIDA AFL-CIO
FRAGMENTED MARITIME POLICY A CONSTANT PROBLEM TO U.S. FLEET
SIU CREWS INDIANA HARBOR, 1,000-FT. ‘MIRACLE’
LOCKS & DAM 26 TRIAL BEGINS AFTER CARTER SEES RIVER JAM
PAUL HALL OFFERS ENERGY CRISIS SOLUTIONS TO NATIONAL RADIO AUDIENCE ON LABOR DAY
EUROPE, JAPAN BURN (LNG) AS U.S. FIDDLES WITH POLICY
MEANY: HUMAN RIGHTS IS BASIS OF TRADE IN UNION STRUGLLES
AMERICAN LAUNCHES 728 FOOTER; WILL BE CREWED IN ‘80
MANHATTAN ISLAND DREDGING NEAR MANHATTAN ISLAND
LET’S GET THE MINING SHOW ON THE ROAD
ADVENTURS OF THE R/V ANTON BRUUN, PART II
WORKING IN TANK OR CONFINED SPACE CAN BE KILLER
AL BERNSTEIN: A SEAMEN, A CHARACTER, A PRINCE
390,000 DWT UST PACIFIC CHRISTENED: WILL CREW IN NOV.
SIU SEES BIG NEED FOR IMPROVED MEDICAL CARE AT SEA
HE’S AN AMBASSADOR OF GOOD WILL ON LNG RUN
Creator
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Seafarers Log
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Paul Hall Maritime Library Microfilm 1939-1993
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Seafarers International Union of North America
Date
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9/1/1979
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Newsprint
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Vol. 41, No. 9
1979
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/220e6bf4a8c84b98ddc3e7229932e443.PDF
ca2ba1a6c183bfba2f9bf995dc7c78f8
PDF Text
Text
Of SEAMAHStf
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
AUGUST 1979
AFL-CIO^ Urges
End toVirgin
Islands ^Loophole'
Page 3
2nd Bosun
Recert Class Gets
Under Way
Pages 20-21
.
^
Diplomat, Seagoing
Tug, Joins
Union Fieef
.y •
Page 13
"
'Ki
•" <'
.1
' •^]
*•
m
Inland Vacation
Plan Pays
SAPOOth Benefit
Page 5
USCG Proposes
^ ^Unpassable'
f Physicals for
Seamen ^
Page 8
-I (
�BE^BB
Maritime Authorizations Bill Posses House
T
HE House of Representa
tives finally approved their
version of the Maritime Appro
priations Authorizations Act for
Fiscal Year 1980 late last month
after heated debate over amend
ments aimed at weakening the
bill.
The House-approved authori
zation of $402 million was
recorded two months to the day
after the Senate's overwhelming
approval of the measure on May
24.
However, since the House and
Senate versions of the bill differ
in a number of areas, these
differences must be worked out in
a House-Senate conference com
mittee.
Included in the House funding
total is:
• $101 million for the con
struction differential subsidy
(CDS) program;
• $256 million for the opera
tional differential subsidy (ODS)
program;
• $16 million for maritime
research and development; and
• $27.9 million for maritime
D
LPi
education and training. The
House education and training
allocation tops the Senate figure
by $2 million.
McCloskey CDS Amendment
Dumped
Funding totals as requested by
the Maritime Administration
were approved intact. But the
critical CDS and ODS programs,
which make it possible for
American shipbuilders and op
erators to compete with cut-rate
foreign operations, were the
subject of an expected attack by
Rep. Paul McCloskey (R-Calif.).
Two amendments introduced
by the California Congressman
were soundly defeated by the full
House as they had been earlier by
the Merchant Marine Subcom
mittee during mark-up on the
bill.
The first sought to earve $69
million from the $101 million
targeted for the CDS program.
The second would have allowed
foreign-built vessels to receive
ODS funds and preference car
goes now reserved exclusively for
U.S.-built vessels.
E
oYo.
Paul Hall
Some Thoughts for Labor Day
L
ABOR Day has lost a great deal of its true meaning in today's
America. People look forward to the Labor Day weekend
now, not to Labor Day itself. And although there's nothing wrong
with three days of campfires and cookouts, a few minutes of
reflection each year on what Labor Day is all about is
appropriate.
Our oldtimers will recall that Labor Day wasn't much of a
holiday years ago, especially for American seamen. It wasn't much
of a holiday simply because there wasn't much to celebrate.
Back then. Labor Day at best was a time when the individual
seaman—one who hadj suffered the abuses and indignities of an
unyielding system—would plan for and dream of the day when
American seamen as a class of workers would finally arrive.
The seaman of 40 years ago wasn't really looking for much. He
wanted a little better working conditions, a little more base wages,
compensation for overtime work and a system of hiring through a
Union hall.
All of these initial needs and desires have long since been
accomplished through the work of the maritime labor movement.
The SIU was an important part of that movement and a major
contributing factor to these early achievements.
Since the establishment of our Union, 40 Labor Days have come
and gone. In that time, we have made tremendous advancements in
all areas of importance to the professional seaman. The seaman of
40 years ago would probably find these advancements astonishing.
The SIU and other maritime
and labor and industry groups
considered defeat of these two
amendments as key to the sur
vival and growth of the U.S.
maritime industry.
While McCloskey's damaging
amendments were defeated, sev
eral other amendments, not in the
Senate version, were carried by
the House, including:
• an amendment which allows
a subsidized vessel operator to
temporarily suspend his ODS
funding and the restrictions that
go with it except for those
governing intercoastal and coast
wise trade. This suspension
would apply only to vessels less
than 10 years old and would have
to remaiiTin effect for at least 12
months. The purpose of this
amendment is to streamline the
ODS program which now forces
subsidized operators to serve
specific trade routes whether or
not there are markets there.
• an amendment which would
allow U.S.-documented vessels
to transfer operator-owned con
tainerized cargo between do
mestic points in the continental
U.S. if the cargoes originated or
were bound for a foreign port.
The provisions of this amend
ment would apply for a five-year
experimental period.
• an amendment providing
that no funds can go for construc
tion of a new vessel if the vessel's
manning level will be more than
50 percent above the minimum
levels determined by the Coast
Guard.
• an amendment which would
prohibit ODS funds from going
to maritime research organiza
tions.
Again, the amendments to the
House version of the Maritime
Authorizations bill were not
included in the Senate version.
The differences between the two
measures must now be worked
out by a joint House/Senate
conference committee. Since
Congress is in recess for the
month of August, no further
action on the bill is expected
before mid-September, at the
earliest.
Our contracts are comparable to, or higher than most craft
unions. SIU members; are riding the most modern liners, tankers,
tugs aftid towboats in the maritime industry today. But most
importantly, our job security structure is strong, stable and capable
of weathering the complex problems of today's U.S. maritime
industry.
As we celebrate Labor Day 1979, the temptation is very strong
to say that the American seaman, especially the SIU seaman, has
finally arrived. It would be easy to say. But it would only be
partially true.
You see, it has , always been the philosophy and policy of this
Union to never stop trying to improve—to never stop looking to a.
better tomorrow.
If we are to remain a strong and vital organization, we must never
come to believe that we are exactly where we should be and exactly
where we should stay*.
>• ^
No matter how much we better our wages and contracts, there is
always room for greater improvement.
No matter how modern our ships and boats become, there is
always something more that can be done to improve life at sea for
the individual.
But most importantly, no matter how many jobs we have under
contract to this Union, or no matter how secure our job structure
seems, we can never stop trying to expand and organize to widen
the scope of our representation. We can't stop simply because if we
do we will also stop growing. And when you stop growing,the next
step is decline.
My point is simply this. The SIU is a strong and growing
organization today. We have come a long way as an organization.
But to continue to grow and prosper, we must maintain the same
levels of interest and intensity that have brought us this far.
Years ago, we carved a strong and responsive Union out of
nothing simply because we were determined to do so. Today, as in
the past, we need the participation and support of every SIU
member in the Union's programs, whether it be organizing, in
politics or education.
But most importantly, the SIU membership must stand strong
and remain united to continue to advance and achieve as an
organization and as a crucial segment of the American workforce.
Change of address cards on Forrn 3^9 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave Brooklyn, N.\
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No. 8, August 1979. (ISSN #0160-2047)
ruunn «ve., orooKiyn,
2 / LOG / August 1979
�AFL-CIO Urges: End Virgin Islands Loophole
Also Calls For More Oil
For U.S. Tankers, Ban on
Alaska Oil Export
CHICAGO—Three strong
. statements that directly affect the
U.S. maritime industry and
American seapower were made
this month by the AFL-CIO
Executive Council at their sum
mer meeting here.
The SIUNA was represented at
the meeting by President Paul
Hall, who is senior vice president
of the AFL-CIO and a member of
the AFL-CIO Executive Board.
The maritime proposals were
part of the important energy
statement issued by the Council.
The proposals which affect the
maritime industry call for:
• Greater shipment of do
mestic and foreign oil in U.S.-flag
tankers.
• Closing of the Virgin Islands
loopholes in the Jones Act.
• Opposition to the sale of
Alaskan oil to foreign nations,
except where the U.S. has a treaty
obligation. Also, opposition to
any barter agreements to ex
change Alaskan oil for oil from a
third country.
The Council's energy state
ment was aimed at easing the
country's fuel crisis. In proposing
the use of more U.S. tankers, the
Council stated that these ships
"have a proven safety record"
and "would minimize losses due
to accidents."
was that "the loophole encour
ages dependency on foreign ships
for transportation of vital energy
resources."
Discussing its opposition to
Alaskan oil swaps, the Council
said "such 'swaps' only encourage
U.S. oil companies to defer or
cancel necessary U.S. refinery
expansion and pipeline construc
tion and provide no savings to
U.S. consumers."
Protection of Alaskan oil was
also included in another state
ment by the Council on renewal
of the Export Administration
Act which is now before Con
gress.
The current export law limits
the swap or sale of Alaskan oil.
The Council wants to make sure
this continues. It observed,
"Without continuation of such
limitations, Alaskan oil might be
sold abroad or swapped in a
manner that is detrimental to
America's interests at the very
time when our nation must
develop a program of energy
independence."
Atlantic Fishermen Vote to Come Into SlU-AGLIWD
The SIU has once again broadened
its scope of representation and ex
panded its membership as a result of
the merger this month of the
SIUNA-affiliated Atlantic Fisher
men's Union into the SIU's Atlantic,
Gulf, Lakes and Inland Waters
(A&G) District.
Over the past few months, reports
of AFtTs desire to merge into the
A&G District have been given at the
monthly SIU membership meetings.
At the May meetings, it was
announced that AFU had made
inquiries about the procedures for
merger and the willingness of the
A&G District to accept such a
merger.
The A&G Executive Board in
formed the AFU that a formal
written application must be made.
As reported by the Log in July, the
AFLPs application was presented at
the July SIU membership meetings.
It was also accepted by the SIU
Executive Board.
Acceptance of the AFLTs applica
tion set the stage for a vote on the
merger. AFU members, who sub
mitted mail ballots between July 30
and Aug. 16, voted overwhelmingly
in favor of dissolving their union
and becoming part of the SIU A&G
District.
SIU A&G members in all ports
approved the proposed merger by a
vote at the August membership
meetings. The A&G Constitution
did not require a secret ballot
referendum by A&G members
because the merger does not alter the
A&G Constitution in any way.
By voting in favor of the merger,
the Atlantic Fishermen accepted the
A&G Constitution in full.
An Agreement of Merger, drawn
up by the Executive Boards of the
SIU and AFU stated: "AFU shall
merge into and become an integral
part of the A&G." The agreement
also says that shipping and job rights
for SIU and former AFU members
will remain separate. Those rights
will depend on whether a member
has sailed in the appropriate unit
and for how long.
The AFU, which represented
commercial fishermen sailing off the
northern coast of the U.S., has been
losing jobs due to foreign fishing
competition for many years. But as a
result of the recent 200 mile coastal
limitation on foreign fishing, new
jobs in that area are expected to
open up. By merging with the A&G
District, the AFU felt they would be
better able to organize those new
jobs.
The merger is also beneficial to
the SIU. As the membership of the
A&G District increases, the SIU's
ability to protect jobs and job
security of all members increases
along with it.
3 Newly Acquired APL Ships in Transpacific Run
INDEX
Legislative News
Marad Authorizations
Page 2
SlU in Washington
Pages 9-10
Efforts Intensify to Bring
Passenger Ships Back ...Page 4
Union News
AFL-CIO: Close Loophole ... .Page 3
President's Report
Page 2
Headquarters Notes
Page 6
Letters to Editor
Page 18
Brotherhood in Action
Page 33
At Sea-Ashore
Page 14
SPAD Checkoff
Back Page
Great Lakes Picture
Page 26
Inland Lines
Page 23
Coast Guard Physicals
Page 8
Red Tape Ties Up
LNG Plans
Page 12
General News
Ship's Digests
Dispatcher's Reports:
Great Lakes
Inland Waters
Deep Sea
Talking about closing the
loophole in the Jones Act, the
Council pointed out that the
loophole allows foreign flag
vessels to engage in commerce
between the Virgin Islands and
the U.S. mainland.
The Council noted that "oil
accounts for 99 percent of the
outbound shipments from the
Islands to the U.S. As a result of
the loophole, this oil is carried
(almost exclusively) in foreign
flag ships."
The conclusion of the Councij
Page 30
Page 35
Page 32
Page 22
Training Upgrading
"A" Seniority Upgrading.... Page 24
Piney Point Grads
Page 31
Upgrading Schedule
Page 16
Membership News
New Pensioners
.Page 34
Final Departures
Pages 36-37
Steward Recertification
Program
Page 11
Carter on Delta Queen
Page 15
American President Lines, a West
Coast-based company, recently
bought three containerships from
bankrupt Pacific Far East Lines. All
three ships are now in transpacific
service and are operating in addition
to the company's other 18 ships.
Last July, APL added to its ports
of call on the Seattle-Far East run
when the five ships in that operation
began callin' at Kediak and Dutch
Harbor, Alaska. APL found that
Japanese-flag ships were going to
Alaska just to pick up the seafood
products so plentiful in Alaska
waters. Since APL's vessels out of
the Northwest use the Great Circle
Route to the Orient they pass
within a few miles of the Alaska
ports.
. The company sent its marketing
people to Alaska and nailed down
shipping commitments for the
Orient-bound seafood products.
The latest in the company's new
markets has been to step into the
West Coast—Guam 4rade.
APL has announced that their
containerslups being built in
by
diesel,
^ regular bunker oil.
Their new ships will be the first
subsidy-built, American-flag ships
to use diesel power.
Although diesel fuel costs at least
50% more than bunker oils, the
diesel engine is so much more
efficient than the steam turbine,
APL figures it may save as much as
$1 million a year for each of the
ships.
Farmworkers Urge: ^Don't Buy
Non Union Iceberg Lettuce'
The United Farmworkers (AFLCIO) have sent circulars to more
than 57 labor newspapers across the
country, including the Log, in an
attempt to muster national support
for their strike against United
Brands Co.
The strike, which has been in
effect since January of this year, has
been particularly violent. Peaceful
pickets have been harassed and
beaten. One farmworker, Rufino
Contreas, was shot and killed, fle
was only 28 years old.
Circumstances exist which have
made it difficult for the Farm
workers to publicize their strike.
Most of the Farmworkers are
recent emigrants to the United
States. As such, they are isolated
from the mainstream of American
society, much like the sailor war
when he was involved in the great
strikes of the 30's and 40's.
The membership of the Farm
workers Union is concentrated in
two main areas, California and
Arizona. The products they are
picketing, however, are sent to every
state in the country.
United Brands, the giant food
conglomerate which has refused to
deal fairly with the United Farm
workers, has been officially charged
with unfair labor practices. The
company markets Chiquita banana^
and Iceberg lettuce.
August t979 / LOG / 3
.
�Efforts Intensify to Bring Back U.S. Passenger Ships
E
FFORTS to revive the onceproud U.S. passenger ship
industry are being continued by a
wide spectrum of the maritime
industry.
Last month, Senator Daniel K.
Inouye (D-Hawaii) introduced
two pieces of legislation in the
Senate which, if enacted, would
lead to a revitalization of the
American passenger ship trade.
_ Similar legislation has been
proposed in the House of Repre
sentatives.
On July 22, representatives
from all segments of the maritime
industry testified before the
House Subcommittee on Mer
chant Marine in favor of that
legislation.
The legislation is comprised of
three separate bills, each of which
would clarify the status of a
specific passenger vessel. The
three ships are the SS Indepen
dence, the SS United States and
the SS Santa Rosa.
The first bill, H.R. 4814 would
direct the Department of Trans
portation to cause the SS Inde
pendence to be redocumented as
a vessel of the United States, thus
allowing it to engage in coastwise
trade.
H.R. 441 would allow the SS
United States to operate in the
domestic and/or foreign com
merce of the U.S. between for
eign ports.
The third bill, H.R. 488, is
similar to H.R. 441, except that it
involves the SS Santa Rosa.
Many of the witnesses who
testified before the House sub
committee had already given
similar testimony on behalf of the
Senate versions of the bills.
Witnesses who appeared be-
Mrs. Jean Ingrao, executive secretary-treasurer of the AFL-CIO Maritime Trades
Department, testifies at House hearings in favor of bills to revitalize the U.S.-flag
passenger liner industry. Chuck Mollard (center), SID Washington representative,
and Herb Brand (left), president of the Transportation Institute, also came out in
favor of the legislation.
fore the most recent House
Subcommittee hearings include
Chuck Mollard, SIU Washing
ton representative. Herb Brand,
president of the Transportation
Institute and Mrs. Jean Ingrao,
executive secretary-treasurer of
the AFL-CIO Maritime Trades
Department.
Officials from various gov
ernment agencies also testified in
favor of the three bills.
Mrs. Ingrao, summed up well
the concerns of m.ost of the
witnesses when she stated;
The 55 Independence (above), the SS United States and the SS Santa Rosa are
the focal points of legislation to revive the U.S.-flag passenger shrtp industry. The
legislation would redocument these vessels under American registry.
"Once returned to service,
these vessels would provide jobs
for American workers at sea; in
United States shipyards; and in
allied and supportive industries
such as the longshore industry
In addition, these bills address
the concerns expressed by many
Americans who have asked the
MID when they can again take
cruises on a United States flag
vessel that is inspected by the
United States Coast Guard and
which is operated to United
States safety and manning
standards . .
During the course of the
hearings, Subcommittee Chair
man John Murphy (D^N.Y.)
stated that: "it is imperative that
we do whatever is necessary
legislatively to permit these
passenger vessels in question to
once again operate under the
U.S. flag in the foreign and
domestic commerce of the United
States . . . We must not let this
opportunity slip by."
Energy Crisis, Impending Recession Labor's Top Priorities
CHICAGO—At its summer
meeting here, the AFL-CIO Execu
tive Council said that strong
measures were necessary to fight the
nation's energy crisis.
The Council, among other things,
also supported ratification of the
SALT 11 treaty and warned that
America is facing the threat of
massive joblessness.
Representing the SIUNA at the
meeting was President Paul Hall
who is also the senior vice president
of the AFL-CIO.
The meeting was chaired by AFLCIO Secretary-Treasurer Lane
Kirkland. AFL-CIO President
George Meany, recovering from a
leg ailment, did not attend.
In its statement on energy, the
Council said it agreed with the thrust
of the six-point energy program an
nounced by President Carter on July
15, 1979.
"We agree," the Council noted,
"with the President's call for conser
vation, a crash program to develop
alternate sources of energy, the
Energy Mobilization Board, the
Energy Security Fund, and for a
4 / LOG / August 1979
windfall profits tax" on the oil
companies.
However, the Council didn't agree
with President Carter's decision to
decontrol the price of oil. "It will not
contribute one iota to resolving the
energy crisis, shorten the gas lines or
increase supplies."
Control Oil Monopoly
The Council feels that the oil
monopoly must be brought under
control. It warned that if the oil
companies' monopoly "fails to
adequately serve the public interest,
consideration should be given to
nationalization of the industry."
The energy statement also in
cluded proposals which would affect
the maritime industry. The Council
called for: the use of more U.S.-flag
tankers; closing of the Virgin Islands
loophole in the Jones Act; opposi
tion to the foreign sale or swap of
Alaskan oil.
On ratification of the SALT II
treaty the Council qualified its
support. It would back the treaty if
the Senate resolution on ratification
contains provisions for development
of the MX missile and an early
deadline for warhead reduction.
These stipulations, the Council
said, require no changes in the
treaty.
Talking about the threat of mas
sive joblessness, the Council said
this comes on top of acute problems
of inflation and the energy crisis.
The council warned that it's time
for the Carter Administration and
Congress to start planning and
acting to meet the third recession in
a decade.
It added that the keys to solving
the problems of inflation and energy
are a healthy economic growth and"^
full employment.
The Council dealt with rhany
other issues during its summer
meeting. Some of them were: health
legislation; social security; housing,
and plant closing legislation.
Unemployment Edges to 5.7%
WASHINGTON, D.C.—The nation's jobless rate edged up slightly last
month to 5.7 percent changing little from June's 5.6 percent. The rates have
remained ^around this percentage since last August.
Overall, the unemployment picture for both blacks and whites remained
unchanged from June. Although for blacks their rate dropped to 10.8
percent from 11.3 percent. Whites' stayed at 4.9 percent. And the teenage
rate held steady at 15.3 percent.
With adult males, their rate went up to 4.1 percent from 3.9 percent. Adult
women's declined to 5.5 percent from 5.8 percent.
The U.S. Labor Department's Bureau of Statistics said 5.8 million
workers in this country were out of jobs in July, an increase of about 74,000
workers jobless from June. The number of workers who lost their last jobs
rose by 175,000 last month while the number seeking their first job went
down by more than 90,000.
Secretary of Labor Ray Marshall plans to recommend more jobs
programs to the Administration if the unemployment rate continues to go
higher.
�Inland Vacation Plan Hits a High Note
Pays 5,000th
Check In Only 3rd
Year of Existence
T
HE SIU'S Industry-wide
Inland Vacation Plan
reached new heights this past
month with the issuing of its
5,000th benefit check in only its
third year of existence.
Since the Vacation Plan first
went into effect at one contracted
company in August, 1976, the
Union's goal has been to extend
its benefits to SIU Boatmen
throughout the industry.
Each time the number of
checks issued under the Plan
reached a new high, it indicated
another step closer to reaching
this important goal.
The Inland Vacation Plan now
has been accepted through col
lective bargaining by 90 percent
of all SlU-contracted inland
companies.
The recipient of the 5,000th
vacation check was Boatman
William Russell, an SIU mem
ber since 1954. Russell is Captain
on the Dixie Pirate (Dixie Car
riers).
The long-time SIU member
believes in the things a strong
union can do for its membership.
Before the Plan started, most
Boatmen got the short end of the
stick when it came to vacation
benefits. Many, like those from
some companies on the Rivers
and the Gulf, got no benefits at
all. Those who did receive some
form of company benefit, usually
had to take a lot of drawbacks
along with it.
For example, they had to work
at least a year to be eligible for the
company vacation and could
collect only once a year after that.
If they left the company, they lost
the benefit and had to start from
scratch building up eligibility at
another company. Moreover, the
company benefits were generally
small and took years to amount
to anything.
Another important aspect of
the Plan is that if a Boatman
moves to another job in another
company, he still collects benefits
every day he worked at his former
company. In other words, the
SIU Vacation Plan provides
complete benefit protection to
the member.
Moreover, Boatmen can count
on these benefits to increase with
each year of their contracts and
with each new contract.
In only 3 years, the Union has
made tremendous strides in
establishing the Vacation Plan
for Boatmen. But still, the best is
yet to come.
Boatman Bill Russell, who works for
Dixie Carriers in New Orleans, was the
recipient of the 5,000th Inland Vacation
Plan check.
NMC Studying a Hold Full Of Maritime Legislation
The National Maritime Coun
cil is reviewing proposed legisla
tion which, if enacted, would have
dramatic repercussions for the entire
maritime industry.
In the past two months, a flurry
of legislation has been proposed to
deal with U.S. maritime problems.
The legislation is not an organized
attempt to deal with these problems.
Rather, it is a series of separate bills
offered by a wide spectrum of
Congressional and Government
figures.
Many of the bills have con
flicting views as to what measures
must be taken in order to ensure the
revitalization of our industry. Only
one thing is certain: that whatever
the measures are that will ultimately
be passed by Congress and signed
into law by the President, they will
Lakes Seamen Get
Aug. I COLA Increase
All Great Lakes Seafarers covered
by SIU contracts with the Great
Lakes Association of Marine Opera
tors (GLAMO) and Kinsman Lines
received a 25 cent per hour cost of
living Increase as of Aug. 1, 1979.
The August COLA is the third
which Great Lakes SIU members
have received this year. Coupled
with the May increase of 21 cents
and the March COLA of 13 cents,
SIU Lakers have received a total of
59 cents per hour in cost of living
adjustments this year.
COLA'S are based on hikes in the
Consumers Price Index, released
quarterly. For every .3 point rise in
the Index, Great Lakes Seafarers
receive a one cent per hour add-on.
The revised June Index rose to
216.9, topping the previous figures
by 7.6. The final adjustment date in
1979 is Nov. 1.
have far-reaching effects on the lives
of SIU members.
The National Maritime Coun
cil is an important outgrowth of the
SlU-backed Merchant Marine Act
of 1970. After passage of that
landmark Act, labor and industry
officials realized the need for
working together towards a com
mon goal—the betterment of the
U.S. maritime industry.
The SIU has been an active
participant in the NMC since its
inception.
There have been three major
attempts in thfe last two months to
reorganize the structure of the
maritime industry. While all the
parties involved profess to have the
same goal in mind, they take quite
different approaches.
Senator Daniel Inouye (D-
Hawaii) has introduced a series of
eight bills which he predicts will lead
to a renaissance of the American
merchant marine. The NMC has
given its whole-hearted support to
two of the provisions and is studying
the other six to determine just how
they would affect American ship
ping.
The first measure which the
NMC endorses would permit liner
companies here and abroad to enter
into agreements involving general
cargo trade between two nations on
the basis that the carriers of each
country transport at least 40
percent of their bilateral trade.
Vessels flying the flags of other
countries could compete for the
remaining portion of that trade on
an unrestricted basis.
Robert E. Lee Committee
"11
J#'
SIU Patrolman Teddy Babkowski (seated center) prepares to write a dues receipt
tor Engine Delegate Earl Rogers (seated left) at a payoff with a crewmember and
the Ship's Committee of the LASH Robert E. Lee (Waterman) on Aug. 16 at Pier 7,
Brooklyn, N.Y. They are (I. to r.) Chief Cook L. Blanchard, steward delegate: AbleSeaman C. Howell; Chief Steward/Baker A. Blazio, secretary-reporter, and AB
Philip Maechling, deck delegate.
The second initiative would
streamline the procedures fol
lowed by the Federal Maritime
Commission in considering liner
conference agreements.
M. Lee Rice, vice chairman of
the NMC Board of Governors, said
that the two bills would "provide the
means to preserve the U.S. merch
ant marine and place the fleet on an
equal footing with foreign competi
tion while at the same time main
taining full and free competition."
The other two attempts to
reorganize the structure of the
maritime industry have come from
Rep. John Murphy (D-N.Y.) and
from the Maritime Administration.
The NMC has set up six subgroups
to study the proposals contained in
these bills and come up with an
evaluation of their worth.
Interstate Boatmen
Get COLA Hike
Under the terms of the SIU
contract with Interstate and Ocean
Transport Co. (lOT) of Philadel
phia, all licensed and unlicensed
Boatmen received a cost of living
increase effective July 1.
The 1979 COLA, computed on
the basis of a 6.1 percent rise in the
Consumer Price Index, comes on
top of negotiated wage increases
effective the second year of the
collective bargaining agreement.
The more than 500 boatmen
working under contract to lOTs five
subsidiary companies—Mariner
Towing, Gellenthin Barge, Inter
state Oil, Interstate Barge and
International Bulk, will receive a
second and final COLA under the
terms of their current contract in
July, 1980. The lOT agreement
expires June 30, 1981.
August 1979 / LOG / 5
�Headquar ters
ISni^s
by SIU Executive Vice President
Frank Drozak
Steward Recertificotion:
Opportunity of a Lifetime
N a man's career, a new opportunity to further that career is
like a shortcut down a long and windy road.
When you take advantage of the opportunities, you not only by
pass some of the rougher stretches along that road, you also shorten
the distance to your final career destination.
Letting opportunity go by the boards is like spinning your
wheels, or getting onto a treadmill. Your goal might be in sight, but
you're not getting any closer.
For Chief Stewards who qualify, the new Steward Recertification Program could be one of those once-in-a-lifetime career
opportunities you've been waiting for. Certainly, if you enroll in the
program and complete it, you'll be about as close to your career
goal as you can get.
I
What will you have when you complete the program?
You will have the maximum job and financial security possible
for you and your family. Chief Stewards who successfully complete
the eight-week program will find themselves in a new bracket.
The Steward Recertificatiiyi Program should prove to be a
popular one. One indication of this is the fact that the first class,
beginning Sept. 3, is already booked solid. Eight Chief Stewards
(the limit for each class) have already decided they're not going to
let this opportunity get away.
There will be one more class held this year, starting Nov. 13 at the
Harry Lundeberg School in Piney Point, Md. Eight additional
classes will be held in 1980 in case you miss out on the first two.
But remember, just like that temporary by-pass, this particular
road won't be open forever. Each class will be limited to only eight
participants, and the line is already forming. So why wait to sign
up?
The opportunities for upgrading, advancement, and improved
job security in the SIU are there like never before. The new Steward
Program is just one example of this.
If you qualify—if you are a Chief Steward, with "A" seniority,
the necessary seatime—then new opportunity awaits you,
providing you shift gears and turn down that road that leads up to
it.
So make your move now brothers. Reserve a spot in one of the
forthcoming Steward Recertification classes, while you still can.
•
Patriot, 1st of 12 New Sea-Land Diesels Launched
The Patriot, the first of Sea- important aspects of a shipping
Land's 12 new diesel ships, was company's day-to-day opera
launched earlier this month. Her tions.
The 12 diesel powered vessels,
first SIU crew is scheduled to go
aboard in December. The launch or D-9's, will use an average of 35
ing of the Patriot marks a new percent less fuel than those
direction for the U.S. maritime vessels equipped with steam
industry, one which is dictated by turbine engines. That translates
the energy crisis and skyrocket into a savings of $750,000 a year
per ship. This is money which will
ing cost of bunker fuel.
In just 10 years, fuel prices per help make Sea-Land more com
metric ton have increased over petitive in relation to foreign flag
10-fold. What's more, they have vessels.
The Patriot is expected to
doubled in the last seven months.
Shopping for fuel is, and will begin trading early in 1980. The
continue to be, one of the most other 11 ships are slated for
Be One
launching at the rate of one a
month, starting in November of
this year. When all 12 ships are in
use, 30 percent of Sea-Land's
fleet will be diesel powered, as
opposed to five percent for the
rest of the American merchant
marine.
The addition of the twelve
vessels is an important step in a
$580 million capital improve
ment program which includes
fleet and terminal moderniza
tion. When the Patriot and her
sisterships are in use, Sea-Land
will have a 40 vessel fleet, 85
percent of which will be less than
six years old.
Several years ago, two-thirds
of Sea-Land's fleet was over
30 years old.
The new ships will utilize 40foot containers, instead of the 35foot containers which have long
been Sea-Land's trademark. It is
expected that this will give Sea-
Land a greater flexibility in its
route deployment.
Sea-Land has long been a
leader in shipping. It was a
pioneer in the field of containerization and is the first American
company to try to wrestle with
the problems caused by the
energy crisis.
The SIU will man all of these
new vessels. Not only does this
development create more jobs for
our members, it presents them
with a special challenge.
Diesel poWered engines require
the presence of QMED's with
special diesel training. Members
with this training will therefore
be in a better position not only to
help themselves but to help their
fellow shipmates as well.
The Harry Lundeberg School
of Seamanship has scheduled
upgrading courses in diesel
training. The next course is slated
to start November 26, 1979.
Golden Dolphin Committee
Take the
Able Seaman Course
at HLS
It starts November 8
(Application is in this issue of the Log.)
6 / LOG / August 1979
Recertified Bosun Arthur C. Harrington (center) ship's chairman of the VLCC
Golden Dolphin (Aeron fVlarine) here is with a crewmember and the Ship's
Committee at a payoff last month. They are (I. to r.) AB K. Hassan; QMED Eddie L
Washington, engine delegate; Chief Cook Rafael Padilla, steward delegate and
Chief Steward/Baker Tobe Dansley Jr., secretary-reporter. The tanker paid off at
St. James, La. near the port of New Orleans.
�No Bull! Taurus SlU's 10th Gas Carrier
64 'y AURUS the Buir may be
X the second sign in the
zodiac. But for the SIU, Taurus is
the name of the tenth LNG ship
to be crewed by Seafarers.
She's the seventh built by En
ergy Transportation Corporation.
Crewed in Quincy, Mass. early
this month, the ship went
through a few days of trials
off Boston before heading to the
Far East. Like her six sister
ships, the LNG Taurus will carry
liquid natural gas from Indonesia
to Japan.
The SIU is also manning three
LNG ships built by El Paso
Company.
Over half of the SIU crew on
the LNG Taurus have already
sailed on LNG ships. For in
stance, the steward department is
headed by an LNG veteran,
Frank Costango. Brother Costango was on the first LNG vessel
crewed by the SIU, the LNG
Aquarius. He was also on the
LNG Gemini and more recently
LNG ships that are under U.S.
on the LNG Libra. All of those flag. This is largely due to the
ships were built by Energy qualified manpower available in
Transportation.
the Union. Men like the above
Also in the steward depart
mentioned Brothers went
ment, Patrick Geary, chief cook, through an LNG course at the
has sailed on the LNG Aquarius
Harry Lundeberg School in
and LNG Leo.
Piney Point, Md.
One of the three QMEDs on
Any member wishing to take
an LNG course should contact
board the LNG Taurus is Gerard
the HLS or their nearest SIU
Bernous who has been on the
representative.
LNG Gemini.
Like her sisterships, the LNG
The three quartermasters have
Taurus has some impressive
each been on a different LNG
statistics. The vessel is 936 feet
ship. Brother Joe Morrison was
on the LNG Aquarius, Lionel" long. Her five 8-inch thick
Shaw was on the LNG Capricorn spherical cargo tanks rise 40 feet
and Glenn Miller sailed on the
above the deck. Each tank is 120
LNG Gemini.
feet in diameter and weighs 800
Two of the AB green tickets,
tons.
The five tanks can carry
Clarence Burgo and Charles
125,000 cubic meters of liquid
Loveland, were on the LNG
Aquarius. Seafarer Loveland has natural gas at 265 degrees below
also been on the LNG Leo as zero, fahrenheit.
has Ordinary Seaman Robert
The ship can be loaded and
Tremblay.
unloaded in 12 hours.
The SIU has manned all the
Safety-wise, the LNG Taurus
Most of the SIU crew who took the LNG Taurus (Energy Transportation Corp.) on her maiden voyage pose for a photo at Union
•Headquarters before heading up to Boston for special firefighting training. (The two kids are not shipping out—at least not yet. They're
posing with their father, Gerard P. Bernous, QMED). Other members of the first crew included: Bosun Sam Brooks: Quatermaster Glenn
Miller, Lionel Shaw, Jr., and Joseph Morrison; Able Seamen Charles Loveland, Clarence Burgo, and Stephen Lupo; Ordinary Seamen Tim
McCabe, Kenneth Dominquez, and Robert Tremblay; OMEDs Wilbert Hyder, Jr., and Mark Freeman; Wiper Tomas Caron; Steward/Baker
Frank Costango; Chief Cook Patrick Geary; General Steward Utilitymen Raymon Lopez, Aubrey Robinson, and James Moore.
has a double bottom hull; a
collision avoidance system; and
extensive firefighting system. The
latter includes automatic sprin
kler apparatus and eight dry
chemical Ansul firefighting sta
tions located at strategic points
on deck.
The vessel cost over $100
million to build.
And despite the LNG Taurus'
namesake, all these facts are no
bull.
The LNG Taurus shown shortly before
embarking on her maiden voyage.
Calif. LNG Terminal a Step Closer to Groundbreaking
Plans to build California's first
liquified natural gas terminal inched
another step closer to reality this
month as an Administrative Law
Judge of the Fedt rsl Energy Regula
tory Commission (FERC) recom
mended approval of the project.
Judge Samuel Gordon approved
the plans of two California utilities,
Pacific Gas & Electric Co., and
Pacific Lighting Corp., to build the
marine off-loading and LNG regasification facility at Little Cojo Bay,
Calif. In addition, he okayed the
companies' proposal to buy 400
million cubic feet of LNG per day
from Alaska and another 500
million cubic feet daily from Indo
nesia.
The daily total of 900 million
cubic feet will be shipped to the
Little Cojo Bay terminal, regasified
there, and moved via pipeline to
California consumers.
Despite the FERC judge's ap
proval, ground-breaking on the
facility is still a long way off. The
$1.8 billion project has to be
approved by the FERC and the
Energy Dept.
A spokesman for FERC said the
Commission had adopted "an ex
pedited schedule" to rule on the
California terminal. But a final
decision from the regulatory agen
cies is not expected before the end of
the year, at the earliest.
State and federal regulatory
proceedings on the California
facility have already dragged on for
five years. Last month, the Cali
fornia Public Utilities Copimission
reaffirmed an earlier okay of the
project. Their approval was based
largely on the chosen site of the LNG
terminal. Originally planned for a
location near Los Angeles, the
terminal was re-sited, in accordance
with state law, to the remote,
sparsely populated area at Little
Cojo Bay.
FERC Judge Gordon also
weighed the proposed site heavily in
his decision to green light the
project. But Gordon, noting that
California is dependent for nearly
half its energy on natural gas, was
swayed by "the pressing need for
additional long-term supplies in the
California market."
The SIU has long supported
development of a U.S. LNG import
program which would allow the
alternative fuel to play a role in
solving the country's energy prob
lems. In addition, a large-scale LNG
import program would generate
thousands of man-years of employ
ment for American workers in U.S.
shipyards and aboard U.S.-flag
LNG carriers.
Transport of the fuel via LNG
tanker has already been proven safe
and efficient. SIU members crewed
their tenth LNG carrier this month
and the record of Union crews
aJu)ard LNG vessels has been
exceptional.
But while Asian and African
countries are now eager to sell their
plentiful supplies of LNG to the
U.S., this will not always be the
case.
In a statement sent to two
subcommittees of the House Merch
ant Marine & Fisheries Committee,
the SIU warned that "Indonesian
officials have indicated that they will
sell their gas elsewhere if approval is
not immediately forthcoming."
In addition, the SIU pointed out
that "regulatory delays" on LNG
projects "cost American consumers
millions of dollars in terms of higher
capital and ship and plant construc
tion costs."
Finally, the statement concluded,
"the approval of pending LNG
import applications and proposed
energy projects, such as new re
fineries, pipelines and tankers are
absolutely essential if the U.S. is to
achieve its goal of reducing its heavy
dependence on imported oil."
August 1979 / LOG / 7
�C.G. Proposes Unpossoble Physicals for Seamen
The U.S. Coast Guard has
apparently gone owrboard and
proposed an unwx»rkable battery
of physical tests to measure a
seaman's ability to cope with the
rigors of his job.
The proposed physicals dis
criminate against older seamen.
And in most cases could only be
passed by a young man in perfect
physical condition.
The tests and their companion
rating scales are part of a compli
cated formula the Coast Guard
has oulined in a draft proposal
entitled "Seaman Profile Match
ing Men to Jobs.." The profile
proposals, formulated under
provisions of the Port & Tanker
Safety Act of 1978, were relayed
to the SIU, other maritime
unions and U.S. shipping com
panies last month for comment.
SIU President Paul Hall re
sponded to the Coast Guard's
request for "preliminary" dis
cussion of their profiling
formula.
President Hall did not offer a
point-by-point critique of the
Coast Guard's draft, calling such
discussion "futile" and "pre
mature." However, he blasted the
Coast Guard's proposals as a
"classic example of proverbial
overkill.
"The preliminary draft pro
posals," Hall wrote, "more
reasonably resemble military
qualifications akin to astro
nauts,"
No other civilian workers are
subjected to anything like the
rigorous testing procedures de
veloped by the Coast Guard for
merchant seamen. The pro
cedures are designed to deter
mine the fitness of merchant
seamen in the areas of: overall
strength and stamina; incapacita
ting diseases or conditions;
strength of legs, hips and back;
strength of arms, shoulders and
neck; vision; hearing and
emotional stability.
Some of the testing procedures
rely wholly on the "subjective"
opinion of the examining doctor.
In other cases, the tests require
almost acrobatic agility.
The SIU firmly believes that
merchant seamen must be in
sound health to adequately
perform their jobs. As part of the
Union's commitment to the
safety of both crew and vessel, all
SIU members have long been
required to undergo a thorough
annual physical exam at an SIU
clinic. No Seafarer is allowed to
ship on an SlU-contracted vessel
unless he's ruled "fit for duty" by
an SIU physician.
The Union's exam is a "gen
eral, complete physical,'' which
already covers most of the points
outlined by the Coast Guard, said
Dr. Joseph Logue, director of
SIU Medical Services. "We feel
that the Coast Guard's profile is
Olympians Would Have Trouble Passing
too extensive and detailed to be
practical."
In addition, Dr. Logue pointed
out that the Coast Guard's profile
does not take either age or
experience of a seamen into
account. "Older seamen who
have been shipping for years are,
through the aging process, not as
agile as when they began ship
ping," Dr. Logue said.
SIU President Hall suggested
to the Coast Guard that they hold
a meeting with union and man
agement representatives before
taking any further action on theirphysical profile draft.
After such a meeting. Hall
said, working committees should
be formed to draft regulations
which are both practical and
realistic.
Unions Drafting Proposal to Secure V.A. Benefits for Seamen
Maritime labor is continuing its
efforts to get merchant seamen
awarded veteran's status for time
served in military support roles
during wartime.
Along with several other AFLClO maritime unions, the SIU is
helping to draft a well-dpcumented
proposal which will form the basis of
an application for V.A. benefits on
behalf of merchant mariners. (Other
maritime unions involved include
the Marine Engineers Beneficial
Association, the National Maritime
Union, the Masters Mates & Pilots
and the Radio Operators).
The proposal will be submitted to
a three-member Civilian/Military
Review Board, convened by the
Dept. of Defense. Created under the
auspices of the G.l. Improvement
Bill of 1977, the Board's function is
to decide on a case-by-case basis
whether various groups should be
awarded veterans status and the
benefits that go with it.
Submission of the maritime
unions' joint application will be
ready by November of this year.
This extra time will enable the
unions to put together a strongly
supported, comprehensive draft
proposal.
8 / LOG / August 1979
Preparation of the proposal has
been a painstaking process. Exten
sive research has been necessary to
document the five criteria estab
lished by the Defense Dept. as the
basis of judging whether a particular
group should be granted veteran's
status.
The DOD's criteria say a civilian
group can receive veterans benefits
if:
• they received training and
acquired a military capability or the
services they performed were critical
to the success of a military mission;
• the members of the group were
subject to military justice, discipline
and control;
• they were not permitted to
resign;
• they were susceptible to assign
ment for duty in a combat zone;
• they had reasonable expecta
tions that their service would be
considered active military service.
Using data culled from a variety
of sources, including a report
submitted by the Maritime Admini
stration to the Defense Dept., the
maritime unions are building a
strong case for veteran's-benefits on
behalf of seafarers.
Included are facts and figures
proving that thousands of merchant
mariners were killed or wounded as
a result of war-related service. In
addition, the unions cite evidence
that many merchant seamen re
ceived military training in World
War 11 and participated in defense
gunnery manning when no Navy
crews were assigned.
The most difficult of the five
DOD criteria to substantiate has
been the last which says that
merchant seamen must prove they
had "reasonable expectations" that
their wartime service would be
considered active military service.
"Reasonable expectations" is a
subjective attitude which can't
readily be backed up by facts. But
the intent of a speech made by
President Franklin D. Roosevelt
when he signed the first G.I. bill into
law in 1944 was clear. "I trust," FDR
said, "that Congress will also soon
provide similar opportunities for
post-war education and unemploy
ment insurance to members of the
merchant marine who have risked
their lives time and again during this
war for the welfare of their country."
Good Feedin' Galley Crew
Galley crewmembers of the Cove Engineer were on tap for a photo recently when
the ship pulled into Port Reading, N.J. They are, from the left: Juan Pagan,
messman; Mike Kelly, saloon messman; Glen Gyres, B.R.; Charles Miles,
steward/baker, and Nazareth Battle, chief cook.
�tin in tonglinQt
Seafarers International Union of Nortli America. AFL-CiC)
On the Agenda in
Congress...
Congress is now in recess and will
reconvene Sept. 5. Meanwhile, action has
been taken recently on a number of
legislative matters of particular concern to
Seafarers. And further action is expected
when the House and Senate get back in
session.
• Ocean Mining—House
On July 25, 1979, the House Merchant
Marine and Fisheries Committee favorably
reported H.R. 2759, the Deep Seabed Hard
Mineral Resources Act.
During the markup session, the Commit
tee rejected an amendment offered by Rep.
Paul McCloskey (R-Calif.) designed to
weaken the U.S.-flag vessel provisions in the
legislation by a division vote of 10-7.
As reported by the Committee, the
legislation retains the requirements that
mining and processing vessels and at least
one ore transportation vessel per mining site
be documented in the United States.
• Ocean Mining—Senate
On July 30, 1979, the Senate Foreign
Relations Committee favorably reported,
with amendments, S. 493, the Deep Seabed
Hard Mineral Resources Act.
During the markup, a motion by Senators
Frank Church (D-ID.) and Jacob Javits (RN.Y.) to include language from last year's
ocean mining legislation requirements that
mining and processing vessels be built in the
United States was adopted by the Commit
tee. Joining in support of the motion were
Senators: Richard Stone (D-FL); Charles
Percy (R-IL); Jesse Helms (R-NC) and S. I.
Hayakawa (R-Calif.).
In addition to the "build America"
provision of the bill, S. 493 requires that
mining and processing vessels and at least
oneuore transportation vessel per mining site
be documented under the laws of the United
States.
H.R. 2759 and S. 493 have not as yet been
scheduled for floor action in the House or
the Senate.
August 1979
Legislative, Administrative and Regulatory Happenings
H.R. 4814 introduced by Congressman
John Murphy (D-NY) would direct the
Coast Guard to redocument the S.S.
Independence, so as to allow the vessel to
engage in the coastwise trade.
General Counsel for the Maritime Admin
istration, Constantine Caras, supported all
three bills "as important steps toward
promoting and developing U.S.-flag pas
senger and cruise service in our domestic
trades."
During a markup session on July 27,1979,
the Senate Commerce, Science and Trans
portation Committee, chaired by Senator
Howard Cannon (D-NV), reported similar
legislation to permit these three passenger
ships to return to active passenger service.
• Maritime Authorization
On July 27, 1979, by voice vote, the
House of Representatives passed H.R. 2462,
the Maritime Appropriations Authoriza
tions Act for fiscal year 1980.
As passed, this legislation authorizes:
$101 million for the construction differential
subsidy program; $256.2 million for the
operating differential subsidy program;
$16.3 million for research and development;
$25.8 million for maritime education and
training expenses and $35.5 million for
Maritime Administration operating ex
penses.
During floor debate of the legislation, the
House rejected the two amendments offered
by Rep. Paul McCloskey (R-Calif.).
They included an attempt to reduce the
construction differential subsidy program
by $69 million, and
an amendment to allow foreign-built
vessels to obtain operating differential
subsidy.
• Outer Continental Shelf
The House Select Committee on Outer
Continental Shelf will continue oversight
hearings on the implementation of offshore
oil and gas development on the Outer
Continental Shelf. Rep. John Murphy (DN.Y.) will chair the oversight hearings.
• Railroad Deregulation
The Transportation and Commerce
Subcommittee of the House Interstate and
Foreign Commerce Committee will con
tinue field hearings on deregulation of rail
roads. Rep. James Florio (D-NJ) held a
hearing on August 7 in Chicago, 111.
• Committee Reorganization
The House Select Committee on Commit
tees (that's right!) will hold a meeting to
consider proposals to revise committee
procedures, rules and jurisdiction. Rep.
Jerry Patterson (D-Calif.) will chair the
meeting.
Seniority Upgraders Visit Washington
For A Lx)ok at Political Action in Action
• Passenger Vessels
On July 23, 1979, the Subcommittee on
Merchant Marine of the House Merchant
Marine and Fisheries Committee held a
hearing on legislation designed to enable
the return of the S.S. United States, the S.S.
Independence and S.S. Santa Rosa to active
passenger service.
The bills were introduced by Congress
men Daniel K. Akaka (D-Hawaii) and John
Murphy (D-N.Y.) respectively. Enactment
of this legislation would clarify the ability of
a vessel built with construction subsidy
funds, as were the. S.S. United States and
S.S. Santa Rosa, to operate in the domestic
trade after the expiration of the vessels'
statutory life of 25 years.
Eleven more Seafarers came to Washing
ton to take a first-hand look at their union's
political activities, and to talk with both the
SIU's and the industry's representatives
about our legislative program. During their
day-long visit, the SIU members—who were
participating in the'A'Seniority upgrading
program—met with representatives of the
Transportation Institute, and later with SIU
and AFL-CIO legislative staff at the
Maritime Trades Department.
As they posed on the Capitol steps for a
photo, they were joined by a strong
supporter of the U.S. Merchant Marine—
Congressman William Whitehurst (RVa.)—who is standing behind SIU Legisla
tive Representative Betty Rocker. Behind
the Congressman is SIU Houston Patrol
man Hernando Salazar.
Participating in the Washington educa
tional visit were SIU Upgraders Donald
Bousson, Gary Cellamare, David Murray,
Robert Scrivens, John T. Nathan, Stephen
K. Thompson, Joseph Cosentino, Vincent
P.Carrao, Mark S. Downey, Rodney Penoe,
Thomas Redes and Larry Barker.
August 1979 / LOG / 9
.•.M
�m
Maritime Industry
News
2:i)C 51U in U^nsljinfiton
n
Congress Holds Hearings On LNG Facility Siting
The Subcommittee on Coast Guard,
Navigation, Oceanography and Merchant
Marine held two days of hearings earlier this
month on two bills which would set down
regulations and restrictions of the location,
construction and operation of liquefied gas
(LNG) facilities in the United States. The
two House bills are H.R. 1414 and H.R.
3749.
Among those testifying were Charles
Nalen, Director of Vocational Education at
the Harry Lundeberg School; Charles
Mollard, SIU Washington representative;
and Herbert Brand, president of the
Transportation Institute.
Nalen explained the school's educational
program of LNG courses for unlicensed
seafarers manning U.S.-flag LNG vessels.
According to Nalen, the educational
programs provide LNG safety training for
rated seafarers. These educational stand
ards, Nalen concluded, have provided each
seafarer employed onboard LNG vessels the
required training to insure continued safe
ship operation.
In testimony submitted for the record.
Brand expressed support for the objectives
of the proposed legislation. He further
stated that the implementation of uniform
guidelines for the safe operation of LNG
facilities would reduce public anxiety over
the implementation of pending projects.
Approval of the projects. Brand noted,
would result in the replenishment of our
energy supplies, reduction in unemployment
and the ultimate strengthening of the U.S.flag fleet.
Charles Mollard commended the Sub-
committee's recognition of the need for a
coordinated regulatory approach to the
siting, construction and operation of
liquefied gas facilities. Mr. Mollard also
expressed the belief that "if the United States
is to achieve its goal of reducing its heavy
dependence on imported oil, the approval of
pending LNG import applications and
proposed energy projects such as new
refineries, pipelines and tankers must be
expedited."
US-Flag Fleet Hits 22 Million Tons
The privately-owned ocean-going fleet of
the U.S. Merchant Marine totaled 745 ships
(550 active) comprising a record 22.8 million
dead-weight tons, on Aug. I, according to
figures released by the U.S. Maritime
Administration.
Compared to July 1 totals, the number of
ships in the U.S. fleet decreased by four
vessels, but the overall capacity of the U.S.
fleet increased by 1.6 million tons.
The large gain in capacity reflects the
larger sizes of the new fleet additions during
the past 12 months, and the comparatively
small size of the older vessels removed from
the fleet "during that period.
The active privately owned fleet as of
Aug. 1 totaled 21.6 million dwt.
As of Aug. 1, also, 55 merchant ships
totaling nearly 3 million tons were under
construction or on order in private Ameri
can shipyards. The shipbuilding orderbook
consisted of 11 tankers, 10 liquefied natural
gas (LNG) vessels, 14 intermodal carriers, 10
dry-bulk carriers, 3cargo-breakbulk vessels,
and 7 special-type vessels.
Legislation to Beef Up U.S. Share of Bulk Trade Introduced
Representatives Lindy Boggs (D-LA) and
Paul Trible (R-VA) recently introduced
legislation which could substantially beef-up
U.S.-flag participation in the carriage of dry
bulk commodities. The co-chairmen of the
Congressional Shipyard C-oalition said that
it is time to "establish for the United States a
policy of bilateralism in our bulk trades."
The U.S. Maritime Administration has
introduced similar legislation aimed at
aiding our bulk fleet.
On August 2nd, the Louisiana Democrat
introduced H.R. 5113, the Maritime Pulk
Trade Act of 1979. Rep. Boggs described the
measure as a bill "to encourage the
movement of bulk cargoes to and from the
United States in a manner that provides for
an equitable sharing of these cargoes
between and among American-flag vessels,
the ships of our trading partners and those of
third-flag nations."
Mrs. Boggs noted that such bilateral
"agreements exist at the present time in
certain Latin and South American trades,
specifically with Brazil, Argentina, Guate
mala, Chile, Peru and Colombia and with
the Soviet Union."
This sought after increase in U.S.-flag
bulk carriage would be accomplished,
according to Rep. Boggs, "through the
negotiation of governing international
maritime agreements with our bulk com
modity trading partners which will reserve at
least 40 percent of the bilateral bulk trade to
the vessels of each nation." Mrs. Boggs
further pointed out that these agreements
will become effective upon Congressional
approval and will restrict third flag or cross
trade carriers to a maximum share of 20
percent of the bilateral trade subject to the
waiver procedure.
Rep. Paul Trible characterized his bill as
creating "a new and novel approach to the
10 / LOG / August 1979
issue of construction and operating sub
sidies for U.S.-flag vessels."
The Virginia Republican, co-chairman
with Rep. Boggs of the Congressional
Shipyard Coalition, stated, "In recognition
of the substantial investment already made
in many 'Jones Act' vessels, the bill
structures the new system of CDS and ODS
payments in such a way that the owners
decision to operate a vessel in foreign trade
or domestic trade will be made on the basis
of commercial consideration rather than on
the basis of the availability or nonavailabil
ity of subsidy in either of these trades."
Rep. Trible further pointed out that the
bill addresses a series of other issues which
have impacted adversely upon the bulk
sector of the U.S. merchant marine.
He explained, "These include (1) artificial
restrictions on the foreign sale of subsidized
vessels, (2) prohibition on the use of the
Capital Construction Fund in domestic
coastwise and intercoastal trades, (3)
unreasonable limitations on the ownership
and operation of foreign-flag vessels by
subsidy recipients, (4) lack of adequate
enforcement of the cargo preference laws
dealing with government impelled cargo and
(5) restrictions on the worldwide trading
opportunities of U.S.-flag vessels."
SPAD is the SIU's political fund and our political arm in
Washington, D.C. The SIU asks for and accepts voluntary
contributions only. The Union uses the money donated to
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress. These are issues that have
a direct impact on the jobs and Job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The SIU urges its members to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the EEC
in Washington, D.C.
�t '
H
?
8 Galley Veterans Set to Get Cooking For
New Steward Recertification Program
E'
'IGHT Seafarers have been
selected for the first class of
the brand new Steward Recerti
fication Program. They will
begin the two-month Program on
Sept. 3 at the Harry Lundeberg
School in Piney Point, Md.
The stewards selected were:
Judson P. Lamb; Herbert Scypes; James Colder; James Higgins; Paul Franco; Charles Rice;
Alfred Bodie, and Charles Scott.
These Seafarers were chosen in
the same manner that members
are selected for the Bosun Recertification Program. Following
the July membership meeting in
New York, a meeting was held oif
rank-and-file stewards who chose
a three-man selection committee
from among themselves. This
Committee then picks stewards
for the Program from among the
applicants.
The next Steward Recertifica
tion class will begin Nov. 12,
1979. In 1980 there will be a
minimum of six classes and there
may be as many as eight.
The stewards in each class will
spend six weeks at HLS and two
weeks at Headquarters.
By going through this Pro
gram, stewards will be upgrading
their work skills. They will also
be gaining a greater knowledge
about their Union and today's
maritime industry.
Both are essential if the stew
ard is to function properly as the
head of his department and as an
important member of.the ship's
committee.
If you have not already ap
plied, you should do so as soon as
possible. Just see your SIU
Representative or contact the
Seafarers Appeals Board.
Qualifications for the Steward
Recertification program, as
formulated by the Seafarers
Appeals Board, include:
class "A" seniority:
• three years seatime in a
rating above 3rd cook or assist
ant cook with at least one of the
three years as chief cook, or;
• four months seatime as 3rd
cook, assistant cook or higher,
plus four months as cook & baker
or higher, plus four months as
chief cook with certificates of
completion from HLS for each
course, or;
nine months seatime as 3rd
cook or assistant cook plus four
months as cook & baker plus four
months as chief cook with HLS
certificates for cook & baker and
chief cook courses, or;
• nine months seatime as 3rd
cook or assistant cook, plus nine
months as cook & baker, plus
four months as chief cook with an
HLS certificate for the chief cook
course.
Steward Department Members!
Apply Now for the Steward Recertification Program
This program gives you the up-to-the-minute
skills you need aboard today's vessels:
Learn how to:
• Manage the entire Steward Department
• Control inventory
• Prepare for Public Health inspections
• Type
• Polish your culinary skills
• Plan menues and use food efficiently
It's your ticket to job security.
It'll put you on top in your profession.
AND—you get 110 dollars a week—you can't afford not to attend!
Contact*your Seafarers Appeals Board to enroll.
Sign up now! Program begins November 12.
Economy Demands Action on Ocean Minfng
Congress is once again consid
ering passage of an Ocean Mining
Bill, one very similar in tone and
substance to legislation proposed
last year.
If enacted, the new bill would
provide many benefits to the be
leaguered American economy, in
cluding the creation of badly needed
jobs for a host of American workers,
especially those employed in the
maritime sector.
The bill is being considered at a
time when the Law of the Sea
Conference has come to an impasse.
The Conference was convened
nearly six years ago to, among other
things, regulate the rich natural
resources which lay at the bottom of
our planet's oceans.
It was hoped that the Law of the
Sea Conference would quickly
produce an agreement under which
the nations of this world could
recover vast mineral deposits con
sidered to be "the common heritage
of mankind."
The American economy des
perately needs the mineral resources
paving the ocean floor.
At the present time the U.S.
imports 98% of its manganese and
cobalt, 90% of its primary nickel,
and 15% of its copper. All these
minerals could be obtained from the
bottom of the ocean instead of from
foreign countries.
Elliot Richardson, the U.S.
delegate to the Law of the Sea
Conference, has gone on record as
supporting interim legislation which
would set standards for American
participation in the mining of ocean
minerals.
Companies have been reluctant
to mine resources from the ocean
floor because the legal duties and
obligations which govern such
activity remain unclear. The com
panies are afraid of risking the
enormous investment it would
require to undertake such a venture
so long as their investment may be
jeopardized by a lack of legislatively
defined standards.
Last year, the ocean mining
legislation which was proposed ran
into problems because of time
difficulties.
It enjoyed considerable support in
Congress as well as with labor and
industry officiaHs^. It passed easily in
the House. However, it was set aside
in the Senate because of the sup
posedly overwhelming workload
which confronted Congress.
It was overlooked even though
manganese is an essential ingredient
in the production of all iron and steel
products. The iron and steel in
dustries are among the most impor
tant in this country. Their perform
ance affect every facet of the
American way of life.
The legislation was overlooked
even though copper plays an impor
tant role in the manufacturing of
electrical motors, power generators,
transformers, plumbing, brakes,
radiators, heaters and carburetors.
The legislation was overlooked
even though nickel is used in
petroleum refining and in the
production of gas turbines, aircraft
frames, marine and automotive
bodies, and ceramics.
And it was overlooked even
though cobalt is used to produce
industrial magnets, telephones, gas
turbines; and plays an important
role in radiation research and
treatment.
Congress is again confronted
with a seemingly overwhelming
workload. It may overlook oce^n
mining legislation as it has done
before. And if it does then the
natural resources which would have
helped to ease the grave economic
problems which confront our nation
will lay untouched at the bottom of
the ocean floor. These minerals will
stiil have to be imported, and thei*cost will aggravate an already
astronomical balance of payments
deficit.
Last year, the U.S. was the only
nation to actively consider legisla
tion which would have set interim
regulatory standards for an incipient
ocean mining industry. This year,
however, both Japan and West
Germany have been studying the
issue. Congressional inaction on this
matter is threatening to erode
America's competitive edge in an
important economic area, and could
conceivably deprive many unem
ployed American workers of in
creasingly scarce jobs.
August 1979 / LOG / 11
�Red Tape Has, New LNG Projects Tied Up
Congress returns to
TT Washington in Septem
ber, they'll be considering legisla
tion which will clear the way for
development of alternative en
ergy sources, including liquefied
natural gas.
Right now, the U.S. has no
clear LNG policy. Lengthy regu
latory procedures are required
before a company can sign a
contract to import the fuel or
break ground for an LNG term
inal. Many tentative contracts
between U.S. companies and
Indonesia, Algeria and other
major LNG exporters have been
buried in regulatory red tape.
The SIU has long supported
creation of a U.S. LNG policy as
a means of generating both badly
needed fuel and employment for
Americans. SIU members have
been in on the ground floor of
LNG transport, ere wing a total of
ten U.S.-flag LNG carriers over a
two year period.
The SIU's well-known com
mitment to LNG prompted an
invitation from Rep. Mario
Biaggi (D-N.Y.) to testify on two
LNG bills last month. Two days
of hearings before the Subcom
mittees on Coast Guard and Navi
gation and Oceanography were
held on H.R. 1414 and H.R.
3749. Both bills are aimed at
streamlining current LNG siting,
construction and operation pro
cedures.
Charles Nalen, Director of
Vocational Education at HLS
went to Washington, accom
panied by SIU members with
LNG sailing experience to testify
on the Union's LNG training
program.
Nalen told the Subcommittee
that "a comprehensive under
standing of an LNG ship, its
cargo and operation procedures,"
is crucial for a crew aboard an
LNG vessel and provides the
basis of the Union's LNG pro
gram.
He outlined the details of that
program which includes instruc
tion in the properties and han
dling of LNG, its hazards and
procedures to follow in an
emergency as well as LNG ship
construction and fireflghting.
"Satisfactory completion of
"I was impressed by the esfficiency of the crews on these vessels. I
witnessed one at Cove Pointy and the care, the precision, the
precaution was extraordinary. And I can understand it—I can
understand it from the industry's point of view, because they have
hundreds of millions of dollars invested.
"But the crew obviously shared that concern and commitment,
because they did a phenomenal job. They brought that vessel
alongside and you could have cracked an egg between it. That's how
delicately and how effectively it was done."
Subcommittee Chairman
Rep. Mario Biaggi
these courses is required for
certification from HLS," Nalen
said, adding "this certificate is
mandatory for employment on
board LNG vessels.
"Since our initial LNG course in
early 1974," Nalen noted, "we
have graduated 624 Seafarers."
Subcommittee Chairman Bi
aggi remarked on the safety
record of Union LNG crews
which he had a chance to observe
firsthand during a visit to the
LNG receiving terminal at Cove
Point, Md. "Twas impressed,"
Biaggi said, "by the efficiency of
the crews on these vessels... the
care, the precision, the pre
caution was extraordinary."
Following Nalen's testimony
on LNG training, SIU Washing
ton representative Chuck Mollard told the Subcommittee that
the Union considers "importa
tion of LNG as part of a sound
overall energy policy.
"LNG is one of the few sources
of energy which can be obtained
quickly and in large volumes,"
Mollard stated. In addition, he
pointed out that construction of
U.S.-flag LNG carriers to accom
modate an LNG import program
would create employment for
shipyard and shipboard workers.
The U.S. needs a "coordin
ated regulatory approach to the
siting, construction and opera
tion of liquefied gas facilities,"
Mollard. "The SIU supports the
adoption of government policies
encouraging LNG imports."
Lundeberg School Director of Voca
tional Education Charles Nalen was a
key witness at a recent Congressional
hearing on coastal storage sites and
facilities for liquefied natural gas
(LNG).
Getting to the top
doesn't have to be a
long haul.
We'll help
you get
there
fast—
Move up in the Engine Department. Take the FOWT Course
at HLS. It's your first step up the career ladder. It starts
November 26. To enroll, contact your SIU Representative or
mail the application in this issue of the Log to HLS.
12 / LOG / August 1979
Seafarers with experience aboard SlU-contracted liquefied natural gas (LNG)
carriers were on hand for a special Congressional hearing on proposed sites for
LNG off-loading and storage facilities. The three Seafarers, who were in
Washington as part of their union's Seniority Upgrading Program, posed for a
photo in the offices of the House Merchant Marine & Fisheries Committee before
the hearing. They are Donald Bousson, Larry Parker and Gary Cellamaro.
AFL'CIO Calls Boycott Of Seattle Bank
A boycott of the Seattle-First
National Bank has won the unani
mous support of the AFL-CIO
Executive Council.
Seattle-First National has re
fused to recognize and bargain in
good faith with Financial Institu
tion Employees of America, Local
1182 of the United Food and
Commercial Workers International
Union.
The hank has refused to bargain
since March 1978. It was at that time
that Local 1182, formerly an inde
pendent association, was chartered
by the international union.
The hank has ignored findings of
unfair labor practices made by the
National Labor Relations Board.
Directives by the Board to bargain
in good faith have been appealed by
the bank to the U.S. Court of
Appeals.
The SIU supports this boycott
and calls upon all union members
and their families and friends to
cease patronizing Seattle-First
National as long as necessary.
�2 More Seafarers Retire With increased Pension
T
hough a distance of 1500
But Seafarers eligible to retire
miles separates New York,
under the Union's Early Normal
the home of Seafarer Louis E.
pension (20 years seatime at age
Lowe, and Brother Charles L. 55) can accumulate even more in
Dandridge's home outside the monthly pension payments under
port of Mobile, the two oldtime the Early Normal Pension
SIU members have something in
Increments Program.common.
For every full year (365 days)
Both Seafarers Lowe and
worked after meeting the eligibil
Dandridge retired under the ity requirements for Early
Union's Early Normal Pension
Normal pension, a Seafarer is
Plan this summer. And they entitled to a $25 monthly pension
share the distinction of being the increment, up to a maximum of
second and third deep sea SIU seven increments.
members to qualify for the new,
Both Seafarers Lowe and
$400 monthly pension.
Dandridge are lEarly Normal
The two men sailed 125 days pensioners. And both Lowe and
after Jan. 1, 1979 before putting Dandridge continued working
in for, pension, which qualified after they qualified for Early
them for the $400 monthly Normal retirement.
pension.
Brother Lowe accumulated
As of June 16, 1980, the deep six years seatime working on the
sea pension will jump another Sea-Land shoregang after he
$50 per month to $450. Deep sea qualified for Early Normal
SIU members who put in 125 retirement. That means Seafarer
days of seatime after June 16, Lowe earned six $25 increments,
1980 will be eligible for the $450 bringing his pension up to $550
monthly pension payment.
per month.
The new monthly pension rate
Brother Dandridge continued
of $400 this year and $450 next shipping as AB and accumulated
year applies to all three types of three years employment after he
SIU pensions: Regular Normal, was eligible for an Early Normal
pension. So hell be drawing a
Early Normal and Disability.
monthly pension benefit of $475.
By putting in that extra
seatime. Brothers Lowe and
Dandridge also made themselves
eligible for the Early Normal
Supplement program. A Seafarer
who works at least two years after
meeting Early Normal Pension
requirements will earn a lump
sum bonus of one full year
pension p^ments (12 times the
monthly pension benefit).
In Seafarer Lowe's case, his
monthly pension plus increments
comes to $550. So his lump-sum
supplement check, payable the
January following retirement,
will be 12 X $550 or $6,600.
Brother Dandridge worked
three full years after qualifying
for Early Normal retirement. His
supplement check will total 12 x
$475 or $5,700.
Another benefit for all SIU
pensioners and their dependents
comes in the form of continued
coverage under the Seafarers
Welfare Plan.
Seafarers Lowe- and Dan
dridge will be picking up their
first, well-deserved pension very
soon.
Brother Dandridge, who join-
Louis E.
Charles L.
Lowe
Dandridge
ed the Union in the Port of
Mobile in 1945, plans to use his
leisure time "to get in plenty of
fishin'." Dandridge shipped OS
in his early years with the Union,
working his way up to AB in
1956. He's well satisfied with the
benefits hell be receiving under
the pension plan and thinks the
improved benefits "are a sure sign
of progress by the Union,"
Brother Lowe agrees. He said
the new monthly pension benefits
are "a considerable change from
when I started shipping out,"
adding that he started sailing as a
messman on old ISU ships back
in 1938.
Seafarer Lowe, who ended his
seafaring career as a chief cook,
plans to stay in New York, where
he lives with his wife, and take it
easy during his retirement years.
Ogden Connecticut Committee | N.O.Has New Seamen'^s Center )
Recertified Bosun Elmer Barnhill (third left) ship's chairman of the ST Ogden
Connecticut (Ogden Marine) leads his Ship's committee and crewmembers at a
payoff at Stapleton Anchorage, 8.1. N.Y. early this month. With him (I. to r.) are Chief
Pumpman Mitch Samuels, educational director; Chief Cook Ray Gonzalez, Wiper
Ricky Broadus, engine delegate; Chief Steward Ed Kelly, secretary-reporter;
Messmen R. Manuel and T. Tims, Baker J. Mortinger, steward delegate and
engine Utility R. Lopez.
Seamen and servicemen will find
they have more reason than ever
before to get excited about arriving
in New Orleans.
Always a favorite place to drop
anchor, the great city on the
Mississippi now boasts a new
maritime center located in the heart
of the French Quarter. Here, seamep can make use of modern
recreational facilities, including a
gymnasium, swimming pool, game
room, lounge and library. The
center also has a small chapel, and
will provide a place to send and
receive letters and telephone mes
sages.
The Stella Maris Maritime Center
is housed at 609 Governor Nicholls
Tug Diplomat Joins SIU Manned interstate Fleet
A 118-foot long boat has been
added to the SlU-contracted fleet of
Interstate Oil Transport (lOT).
The boat is the Diplomat. Ac
quired this year by lOT, the boat
was built in 1978 and was formerly
known as the Lampco VI.
She's 195 gross tons and has a
beam of 34 feet. Her work area will
be the Delaware Bay and River and
other parts of the East Coast.
The Diplomat will be towing the
tank barge Interstate 138. This barge
holds 130,000 barrels of oil.
Since the barge is not quite ready.
in the
.y......v. Vvvt*.
J./'V
Street. The building, a former
recreational center for French
Quarter youths built in 1948, was
recently renovated at a cost of
$350,000.
The man primarily responsible for
the center's opening is the Rev. Don
ald F. Grady who serves as director
and rector at Stella Maris. Father
Grady is no stranger to the needs of
seamen, having served as port
chaplain in Boston and Portland,
Me. before coming to New Orleans
three years ago to serve as chaplain
for the Archdiocese of New Orleans
Apostle of the Sea.
The new center will offer space for
clergy of a number of religions to
hold services including the Greek
Orthodox and Dutch Reformed
churches, as well as the Roman
Catholic Church.
The operation of the center will be
overseen by Col. Jack R. Booth,
USAF, (Retired) which will be
served by a staff of five. Volunteers
are also expected to help the center
provide its valuable service to
seamen.
Alcoholism is a
disease.
IIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIII
It can be
treated.
Kenny Guthv relief captain, sailed the tug Diplomat (lOT) from
Iron Works Shipyard at Algiers, La.
1 ••
August 1979 / LOG / 13
T-ir
�SS President Hoover
At Sea y Ashore
San Francisco
A winning combination of six lookouts aloft, alert Seafarers at the rail,
a curious radio operator and a brilliant feat of seamanship by the 40-year
veteran captain of the containership SS Transchamplain (Matson) all
helped the ship's 3rd mate survive a million-to-one shot chance—to be
picked up afloat alone in the middle of the shark-infested Pacific Ocean.
By rights, 3rd Mate Gudmundur "Lucky" Sivertsen, 60, should be in
Davy Jones' Locker today a couple of hundred miles off Guam Is.
Instead, after he was reported missing overboard an hour later and 26
to 27 miles away from the ship by the vessel's radio operator—who had
seen the mate clad in his underwear and socks on deck early in the
afternoon of July 25—did Capt. Elmer Gibbons, 64, sound the alarm and
count the crew on the stern.
Despite wind, currents and choppy seas which lowered the rescue odds
against spotting a man's head in the water, the master maneuvered the
523-foot, 7,674 gross ton converted tanker into a "Williamson Turn"
looping turnabout "which puts the ship right back (along her course
track) into a reciprocal, riding in her own wake.
"I ordered the ship searched and every available man (six) aloft as
lookouts," the captain said. Then "I notified the Coast Guard at Guam
(the ship was about a half day out of Guam enroute to Oakland). They
had a plane over us just about the time we reached the man.
"I couldn't calculate the odds against finding him . . . The water
temperature was 86 degrees. Suddenly there were six of the men all
hollering at once 'There he is.'
"And there he was floating on his back which is best not to attract the
sharks. We got a boat over to him and got him aboard but we had trouble
getting the boat back because of the seas.
"We treated him for sunburn, then let him sleep through the night. He
was a bit sick from all the sea water he'd swallowed, but he was back on
duty the next day."
"Lucky" Sivertsen.
ST Columbia
The ST Columbia (Ogden Marine) sailed up to the Lake Superior port
of Duluth, Minn, early last month to payoff and pickup a cargo of grain
for delivery in Tunisia, North Africa. However, a grain millers strike
there halted all loading of grain aboard ship. So the crew was sent home
and the vessel tied up. No end is in sight for the end of the beef.
A4/V Lionheart
The Coast Guard has given the nod to extend use of the Mj V Lionheart
by Coordinated Caribbean Transport as a temporary U.S. flag vessel, so
she can continue her voyages to Ecuador until Oct. 31. She is manned by
SIU members.
By then, CCT expects to have integrated tug barges available so the
Lionheart could be withdrawn.
The former PFEL ship, the renamed SS President Hoover (American
President Line) has returned to the trans-Pacific run.
Her sisterships, the ex-PFEL ships, SS President Grant and the SS
President Tyler (both APL) will go into service soon.
Southern Thailand
Armed stowaways aboard an oil tanker heading for here escaped with
2,000 gallons of diesel fuel in what Thai security and oil officials called the
only known hijacking of an oil tanker.
Philadelphia
Container handling in this port increased by 22 percent in the first four
months of this year. About 51,700 containers were moved. The rise is
partly attributed to the long tugboat strike in the port of New York,
ST Cove Engineer
Late this month, the ST Cove Engineer (Cove Shipping) will haul for
the MSC 10,000 tons of special fuel from the port of Norfolk to the U.S.
Navy's base in Guantanamo Bay, Cuba.
Soviet Union
The Soviets have already bought almost 8-million metric tons of U.S.
grain for delivery during the fourth year of the five-year U.S.-U.S.S.R.
grains agreement, says U.S. Secretary of Agriculture Bob Bergland.
The agreement ends on Sept. 30, 1981 but Russia wants to modify the
treaty so she can buy more corn.
Somalia and Mauritius Is.
American ships will carry half of the 32,700 metric tons of U.S. grains
worth $10.7 million sold to Somalia, East Africa during fiscal 1979 under
U.S. Public Law 480.
Our ships will also carry half of the 10,000 metric tons of U.S. rice
worth $2.8 million sold to the Mauritius Is. in the Indian Ocean by Sept.
30 under the above law.
Alaska's North Slope
Alaskan crude oil could flow in two years to the Upper Midwest, East
and the West as the National Governors Assn. last month unanimously
backed a Northern Tier Pipeline Co.'s plan to build a 1,500-mile line from
Port Angeles, Wash, to Clearbrook, Minn, with connections to Buffalo,
N.Y., Denver, Colo., and Salt Lake City, Utah. The line could move
700,000 to 933,000 barrels daily.
Secretary of Interior Cecil Andrus will submit recommendations on
the plan to the White House by mid-October for the President's decision.
Chester, Pa.
Puerto Rico Maritime Shipping Authority's (PRMSA) R/O R/O
trailership the Ponce will be converted for a 40 percent more carrying
capacity at the Sun Shipyard here at a cost of $29 million. It should be
completed in 18 months after start of conversion.
A 90-foot midbody, spar deck and new boilers will be added, allowing
stowage of 390 40-foot trailers and 126 autos.
WICC Maryland
The 265,000 dwt VLCC Maryland (lOM) starting in the middle of this
month will make six voyages in the Alaska North Slope to Panama Canal
oil trade during the next six months. She is the lone subsidybuilt U.S. tanker on the run now.
Tobago, W.I.
A Greek-flag supertanker, the 292,666 dwt VLCC Atlantic Empress,
which collided with the Liberian-flag supertanker, the 210,257 dwt VLCC
Aegean Captain late last month off Trinidad, sank in flames off this
island early in August.
The crash generated the "world's biggest oil spill" from tankers.
However, the Aegean Captain survived.
14 / LOG / August 1979
To crew U.S.-flag ships today, you've got to keep up with
technology. So keep your job secure. Learn shipboard automa
tion. Take the automation course at HLS. It starts Nov. 12.
To enroll, contact your SIU Representative or mail the applica
tion in this issue of the Log to HLS.
�President Carter took a week long
trip down the Mississippi River on
the beautiful Delta Queen, a paddle
wheel steam boat manned by SlU
members. Accompanying him were
his wife Rosalyn and his daughter
Amy.
The trip was described by Jody
Powell, Carter's press secretary, as
being a "working-vacation". When
asked what that meant, Powell
noted that Carter had devoted much
of his time to informing the Ameri
can public on the epergy crisis.
The Delta Queen is one of two
overnight passenger steam boatsstill
in existence. The other boat, the
Mississippi Queen, also is manned
by SIU members.
The week-long excursion was
described as being "pleasant". The
Carters remained onboard the 188
passenger vessel overnight each
night and spent their days relaxing
with the other tourists who signed
up for the regularly scheduled
voyage.
The riverboat made scheduled
stops in Iowa, Wisconsin and
Missouri. There had been some
controversy prior to the start of the
trip as to proposed restrictions on
photographers assigned to covering
the President. But that was settled
amicably.
Reactions from the crew are not
Throngs of supporters greeted the President just about wherever SlU-manned Delta Queen tied up along the Mississippi. yet available.
Carter and Family Take Trek on Delta Queen
More Power to Eddie Gilabert, New Mechanical Engineer
When Edward Gilabert was very
young he used to go with his father,
recently'-retired Seafarer Ventura
Gilabert, down to Port Elizabeth.
Eddie remembers being awed by the
huge cranes and unloading booms
aboard the container ships his father
shipped on as AB. And though his
desire to go to sea like his dad faded
with time his fascination with things
mechanical persisted.
So when Eddie won the SIU's
four year, $10,000 college scholar
ship in 1975, his choice of the
mechanical course at Polytechnic
Institute in Brooklyn, N. Y. was a
natural.
With his college training com
pleted this past June, young Gilabert
is ready to start his mechanical
engineering career with a job at
American Electric Power, "The
company is a big electric utility
which has both coal burning and
nuclear power plants," Eddie ex
plains. "Ill be working as a designer
in the boiler section doing piping
and steam analysis.
"Power is a big thing right now,"
he remarked, "and I want to get in
on the ground floor of the move to
develop a more efficient coal burn
ing process."
Though Eddie is sure he's made
the right career choice, he's not sure
whether heU stay with the mechan
ical side of engineering or move to
management. So he's spending the
time between college graduation and
the first day of work in September
likes skiing. Another hobby is
building wooden models of—what
else ships.
Eddie said his father was "all for"
his plan to become a mechanical
engineer. "And my dad was very
proud that my grades from high
school were good enough to receive
the SIU's scholarship."
"The scholarship was truly a
blessing," Eddie added. "I don't
know if 1 could have reached the
status I'm at now without it."
Seafarer Ventura Gilabert retired
last year at the age of 65 after 30
years as an SIU member. Born in
Spain, Pensioner Gilabert has been
taking it easy at his Brooklyn home
since his retirement.
The SIU wishes both father and
son the best of luck in the years
ahead.
American Heritage Committee
Eddie Gilabert
taking a couple of courses in
management.
He also plans to continue his
schooling and get a Masters degree.
But whether he opts for a Masters in
Mechnical Engineering or in Man
agement depends on which direction
his job takes.
"I have a very practical outlook
towards the future," Eddie said.
"I love the technical side of engineer
ing but I know the real money is in
management."
Gilabert spends his free time both
playing and watching sports. He
played intramural baseball and
basketball in college and . he also
At a payoff early this month at Stapleton Anchorage, S.I. N.Y. are Patrolman
Teddy Babkowski (seated left) and the Ship's committee of the VLC American
Heritage (Apex Marine). Seated (I. to r.) are Recertified Bosun Ray Todd, ship's
chairman and AB Willie Butts, deck delegate. Standing (I. to r.) are Chief Cook Ted
Aldridge, steward delegate: Chief Steward Marvin Deloatch, secretary-reporter;
QMED Doug Laughlin, engine delegate and Chief Pumpman Glenn Watson,
educational director.
August 1979 / LOG / 15
�1
An HLS Entry Grad in '76, He's
Now a Pilot on the Dixie Rebel
SIU Boatman John Norris,
who is 23 years old, works as a
pilot for Dixie Carriers as a result
of the Transportation Institute
Towboat Operator Scholarship.
"If it wasn't for the Scholarship
Program," Boatman Norris said,
"I wouldn't have gone for the
license."
Norris complimented "the
good people handling the Pro
gram at the Harry Lundeberg
School in Piney Point, Md."
He also pointed out that the
Program's "boathandling time
makes it easier when you get back
on a boat."
He noted that "in some places
you can get a license in two
weeks. But you have to pay for it.
You don't get the experience you
do at the School."
Brother Norris is quite familiar
with the Harry Lundeberg
School. He was an entry trainee
there in 1976. Before that, he
worked at the School since he
was living nearby.
Boatman Norris plans to go
back to HLS for the Celestial
Navigation and Radar Courses.
Boatman John Norris
Norns also pointed out that
the Scholarship Program gave
him the flexibility to move from
one company to another. When
he entered the Program, he was
sailing as a utility tankerman for
National Marine.
As a pilot for Dixie Carriers,
Brother Norris works aboard the
Dixie Rebel. The boat runs along
the intracoastal canal from New
Orleans to Houston.
Born in Washington, D.C.,
Boatman Norris makes his home
in Maryland.
Maritime Overseas Holding
Unclaimed Wages for 72
The Maritime Overseas Corpora
tion has notified Union Head
quarters that the company is holding
unclaimed wages for a total of 72
Seafarers (as printed below).
To receive these monies, a Sea
farer should write to the following
address: Paymaster, Maritime Over
seas Corporation, 511 Fifth Ave.,
New York, N.Y. 10017.
J. P. Sanchez
W. F. McKinnon
B. C. OToole
J. Garrett Jr.
C. J. Gallagher O. Gatlin Jr.
J. M. Resthino S. Grader
Wm. Watson
J. Burk
N. Battle
P. L. Guerra
F. Henry
S. Wolfson
C. Hargraves
G. Moore
J. Womack
B. Hutchins
Wm. Gray
L. Smith
J. McCoy
P. Stevens
P. Rodriguez
D. Johnson
H. J. Green
R. Guerrera
J. D. Gerretsen
W. Bays
B. A bad
L. Judy
1. Roman
J. McKenzie
H. Thomas
J. Williams
J. Parrish
J. Rounor
The company requests the follow
ing information from those claiming
their wages: 1.) vessel/s upon which
employed; 2.) rating/s sailed; 3.)
dates employed; 4.) social security
number.
Following are the names of the 72
Seafarers who have unclaimed
wages being held by the company:
R. Schemm
T. Luketich
T. S. Crowley
L. Philpoe
R. Opper
R. H. Clifford
Arno Larsen
T. L. Stanley
S. Conner
R. A. Hill 11
F. Moore
H. Chamberlin
B. Warren
D. Fleming
L. Thomas
Geo. Rub
G. Nickum
J. Smith
A. Cruzado
H. Brass
J. Greenfold
L. Nelson
R. Orano
F. Reynolds
J. P. Wimmer
R. C. Mobley
S. Yoicai
S. Murray
I. Jones
J. Hardin
F. Feliciano
D. Gomez
J. Recile
T. Rios
G. Peters
R. Gorsu
UPGRADING
It builds your future
It builds your security
LNG—October 15, December 10
Diesels for QMED's—^November 26
QMED—October 1
FOWT—October 25, November 26
Reefer Maintenance—October 1
Welding—^November 12
AB—November 8
Automation—^November 12
Quartermaster—October 15
First Class Pilot—October 8
Steward—October 15, November 12, December 10
Chief Cook—October 29, December 10
Cook and Baker—October 29, December 10
Lifeboat—September 27, October 11,15; November 8,22;
December 6,20
Tankerman—September 27, October 11,15; November 8»22;
December 6,20
Steward Recertification—November 12
To enroll, see your SIU Representative or contact:
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301)994-0010
(An upgrading application is in this issue of the Log.
Fill it out and mail it today!)
Notia to MeaAers Oa Job CMPntoAm
When throwing in for woric during a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
INLAND
]
UPGRADING
It pays
Do It Now!
16 / LOG / August 1979
-T--.
m
�f
SlU Boot Victorious in 1979 Intl. Tug Roce
C
SlU Deckhand Michael Bencher was pretty
confident before the race that he and the
rest of the James Hannah's crew could
bring their boat to victory. Turned out that
confidence wasn't misplaced.
SlU Deckhand Kevin Guild got a taste of
what to expect from the weather and the
river during pre-race warmup aboard the
James Hannah.
,V
You can't win 'em all—but that doesnt
mean you have to like It. SlU Deckhand
William Gregel helped bring the tug
Maryland (Great Lakes Towing) to a third
place finish In this year's race. But Gregel
would have been happier duplicating the
win the Maryland pulled off In 1977.
ARRYING a swell of five to
six feet behind her, the SIUcrewed tug James A. Hannah
(Hannah Inland Waterways Co.)
sped to a first place finish in the
1979 International tugboat Race
in Detroit last month.
The victory was. no surprise to
the five hard-working SIU crew
men aboard the tug. Deckhand
Michael Bencher had confidently
predicted, "we're going to win it!"
during the pre-race warm-up.
But crewmembers including
SIU deckhands Bencher, Donald
Radebaugh, DonFultz and Kevin
Guild and cook Louis Travillian
had to hustle to pull off the win.
Competition from the field of 17
American and five Canadian tugs
was stiff as the boats churned
up a five mile stretch of the
Detroit River traveling at about
15 mph.
Another SlU-contracted tug,
the Maryland (Great Lakes
Towing) earned the third place
trophy. And last year's race
winner, the Barbara Ann, placed
second.
The annual tugboat race is the
midway point in the week-long
International Freedom Festival.
Jointly sponsored by the cities of
Detroit, Mich., and Windsor,
Ontario, Canada, the Festival is a
yearly tribute to the friendship
and cooperation between the two
North American neighbors.
TJie Festival is now in its
nineteenth year. But the tugboat
races had to be suspended for
seven years due to a lack of boats
in the area. They were re;sumed in
1977 when the SlU-contracted
tug Maryland won the cham
pionship cup.
American tugs are familiar
with victory on the race course.
Though Canadian boats cap
tured the win in the first two
On your mark!' Tugs wait for the starter's signal on the five-mlle stretch of the Detroit River
which serves as the race course.
.v.. • •
What would have happened If...Would the outcome of the race have ^^eri any diffe em
last year's race winner, the tug Barbara Ann (left) and this Canadian tug hadn t brushed
together shortly after the start of the race?
competitions, the International
Tugboat Race has had an Ameri
can winner ever since.
The tugboat race increases in
popularity every year, judging by
the ever-increasing field of conV/C'IiipfWI'XVAVrAAkJ)
testants and the size of the
cheering crowds. This year,
160,000 spectators lined the
riverbanks between Detroit and
Windsor to root for the home
town boys.
'i '•
The Winner and champion of the 1
JameTX Hannah. The tugboat race draws American and Canadian competitors
hundreds of thousands of spectators every year
heading for their starting position.
August 1979 / LOG / 17
�BSSS
SIU Member Almost a Lawyer
Recalls Tough Days Before SiU
In 1938, I started working on non-union tugs and towboats
which all went out of business and left me with nothing.
In 1957 E. E. Saunders went out of business and I bounced from
job to job, all non-union. Finally, I was lucky enough to land a
union job on Sept. 15, 1964, with National Marine Service. I saw
the company grow from roughly seven boats to the present 17
under the SIU banner, making more and better job opportunities
for me every year that I was with them.
Over the years my wife and I have had various illnesses and I
can*t say how much the SIU and our Welfare Plan meant to us.
Just last year when I was unfit for duty with a severe heart attack,
my wife had to go into the hospital for major surgery. Since I
wasn't working, I had no money coming in. The SIU picked up her
bill to the tune of $2,854.00. Without it we would have been lost.
Over the years I have received the best service in the world from the
SIU.
My only regret is that I didn't start with the SIU in 1938. From
1938 until 1957—some 19 years of my life—I received nothing.
Brothers, you didn't get anything but a kick in the rear from non
union companies. I only worked for National Marine approxi
mately 13 years with roughly 10 years employment time.
Now I am going to receive a deferred vested SIU pension. Along
with my Social Security I can live on it. Compare 13 years with an
SIU contracted company with 19 years non-union or elsewhere.
I appreciate all the union has done for me, and send my best to all
my old buddies out there I wish I could still work, but the doctors
have put me in drydock.
Brothers, we have the best, the SIU.
In May 1975, I was awarded a $10,000 Seafarer's college
scholarship. I halted my sailing career when I got the award. The
scholarship has allowed me to continue in school for four years,
and has given me freedom from financial need to earn the college
grades necessary to be admitted to a good law school.
During the four years since the award, I have completed college
and two years of study at the College of Law of the University of
Iowa. I will receive a Juris Doctor degree next year.
I want to thank the SIU membership, the officials, and the
Trustees of the Scholarship fund for making it possible to go from
one year of high school to seven years of college.
The education program of the SIU and in particular the "Charlie
Logan Scholarship Program" is the finest anywhere. I hope that my
experiencva with the program will encourage other Seafarers to
take advantage of the educational opportunity we have in the SIU.
I also hope they will help to eliminate any hesitation some may have
because of age and previous lack of education.
Fraternally,
Danny McDonald, M-1495
Cedar Rapids, Iowa
Sends Word of Thanks
Many thanks to the SIU and the Seafarers Welfare Plan for the
efficient way they handled my claim when I became disabled. It's
been a privilege and pleasure to have sailed with this great Union.
Fraternally,
Arthur J. Heroux, Retired
RFD, Hiram, Me. 04041
This QMED can count on
great future.
Sincerely and Fraternally,
John Wise
Pensacola, Fla.
Welfare Plan Was Big Help
I sincerely wish to thank everyone concerned, the Union and the
Seafarers Welfare Plan for the quick and exceptional help they
extended to me when my husband. Seafarer Willard Mask, became
ill and then passed away. I realize only a thank you is not nearly
enough but I will say it again, thanks to a wonderful Union and the
Seafarers Welfare Plan.
Sincerely,
Mildred Mask
Inglewood, Calif.
Looking for CCC Alumni
Many of us wondered what happened to the three million men
who served in the Civilian Conservation Corps from 1933 to 1942.
So last summer, some 500 former members of the CCC from 39
states met at the VFW hall in West Sacramento, Calif, and
organized the National Association of. Civilian Conservation
Corps Alumni to keep alive the memories and deeds of the CCC. I
would appreciate hearing from any Log readers who may have
worked in CCC projects.
Fraternally,
Jack Vincent
1709 Michigan
West Sacramento, Calif. 95691
18 / LOG / August 1979
He knows diesel engines . . . He's ready for the diesel-powered
ships that are coming off the ways. He's got job security for
today and tomorrow.
QMED s at HLS,
Just take the diesel engines course for
It starts November 26.
Fill out the application in this issue of the Log and mail it to HLS.
Sign up now!
Contact HLS or your SIU Representative.
1
�Vdcafioning Congress Leaves Plenty on the Burner
W
HEN the dog days of
summer turn the nation's
cities into sweltering sweat boxes,
Congress gets busy—packing.
As the sun rises on the first
week of August, the corridors of
Congress are about as populated
as Death Valley. This year, our
Representatives and Senators,
taking the fastest way out of
Washington, have left critically
important legislation pending in
their wake.
The President's sweeping en
ergy platform, the nation's num
ber one topic of conversation a
month ago, .now gathers dust in
House and Senate committee
rooms.
Another energy bill, one which
would effectively prohibit the
export of Alaskan oil, was passed
by the Senate last month. Similar
legislation is still pending in the
House. But current restrictions
on Alaskan oil exports end Sept.
30.
So, if the House does not vote
almost immediately on this
measure when they get back from
vacation, the resulting delay
could push past the cut-off date.
That could leave the oil com
panies free to export Alaskan
crude to Japan and bring in
foreign replacement supplies.
Such a swap would deprive
American consumers of the
largest domestic oil reserve our
nation possesses. And since both
ends of an Alaskan oil swap
would have a foreign link, the
crude could be shipped in and out
of the U.S. on foreign-flag
tankers.
Carter's energy program and
the question of Alaskan oil are
both, fundamentally, consumer
issues which touch on U.S.
maritime. But there are other
bills still waiting for Congress
ional action which have a direct
and important bearing on the
U.S. merchant fleet.
The Maritime Appropriations
Authorizations Act for FY 1980,
passed in two different versions
by the House and Senate, needs
action by a joint conference
committee. Maritime funding is
LOG
Ofliciol Publkolion of the Seoforeri International Union of
North America, Atlantic, Gulf, lakes and Inland Waters District,
AFl-CIO
Auaust. 1979
Vol. 41, No. 8
Executive Board
Paul Hall
President
Frank Drozak
Joe DiGiorgio
Executive Vice President
Secretary- Treasurer
luiiomfssl
James Gannon
Cal Tanner
Vice President
389
Editor
Mike Gillen
Edra Ziesk
Assistant Editor
Assistant Editor
Max Siegel Hall
Homaj
Marietta Homayonpour
Assistant Editor
Assistant Editor
Dennis Lundy
Frank Cianciotti
Photography
\ Writer! Photographer
1
t
Ray Bouroius
Assistant Editor
Don Rotan
West Coast Associate Editor
Marie Kosciusko
Administrative Assistant
George Vana
ProductionjArt Director
Published monthiv by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
PublishedAFLAve., Brooklyn,,^ N Y 11232 Tei 499-^
Second class postage
District,
paid at Brooklyn,'N.Y. (ISSN #0160-2047)
the only major budgetary item
which has yet to be sent to the
President for signature.
An Ocean Mining bill which
includes crucial job provisions
for U.S. seamen is another
example. The legislation would
require that mining and process
ing vessels, as well as at least one
ore transportation vessel per
mining site, be U.S.-flag.
But the bill has a long way to
go in the Senate and an even
longer trip in the House where it
still has to clear two committees
before it can be voted.
The snail's pace at which key
maritime bills move through
Congress brings home, once
again, the vital importance of
developing a cohesive, U.S.
maritime policy.
While the maritime-related
bills now before Congress are
important, each must make its
own way through parlimentary
procedure. Each separate bill
takes its chances before commit
tee after committee with no
assurance of passage in the end.
We need a government policy
committed to revitalizing the
sagging American-flag fleet. A
policy that restores the U.S.
merchant marine to both a viable
commercial and national defense
capability.
Formulation of such a policy is
as much our responsibility as
merchant seamen and as Ameri
can citizens, as it is the respon
sibility of our legislators.
The SIU works day after day in
Washington on behalf of the
interests of the membership.
Those activities are important.
But they're no substitute for a
little pressure from the people
who count the most with elected
representatives—their voting
constituents.
Every postcard, every letter,
every telegram from an SIU
member to his Congressmen and
Senators makes a difference. And
a letter signed by an entire crew of
a U.S.-flag merchant vessel
carries that much more clout.
We can rail at Congress all we
want for abandoning Washing
ton with so much critical business
left untended. But when it comes
right down to it, the responsibil
ity for rousing them to action on
a U.S. maritime policy is ours.
August 1979 / LOG / 19
'"' J i'-yl!-
�...
Freddie Goethe
Richard Daly
Dutch Keeffer
WW
•
(
(
/
"
9-
V
^
>
•"
;>
•••
-• •IVA
'^U "
•»-
Gary L. Hoover
Doyle Ellette
William Davis
BOSUN
RECERTIFICATION
PROGRAM
.'-/riV-
X
Jose A. Martinez
i
HE second of three ^osun Recertification classes to
be held this year got underway Aug. 6 at the Harry
Lundeberg School.
The 12 bosuns in the Program will spend a month at the
HLS in Piney Point, Md. and a month in Union
Headquarters.
In January 1979 the Seafarers Appeals Board reinstituted
the Bosun Recertification Program for three classes to be
held in 1979.
The SAB temporarily suspended the Recertification
Program in June 1976. At that time 402 bosuns had been
recertified.
Since then, because of retirement, death, or other reasons
the need has arisen for more recertified bosuns.
Twelve bosuns went through the first class which ran
from May 7 to June 30. The second class runs until early
October, and the third class will go from Oct. ^ through
Nov. 30.
This Program is essential because of the important role
that the bosun plays aboard ship. He's the top unlicensed
man in the deck department. He is also the Union's
representative aboard ship.
In both these jobs the bosun must be well informed in
order to do his work in the best possible manner.
With the new technology aboard many of the SlU's
contracted vessels, it's important for the bosun to be up-todate on these shipboard changes.
Also, as the Union's ship's chairman it's essential that the
bosun be knowledgeable about today's maritime industry.
He can then pass on his information to his Union brothers.
In this way—through a more educated membership—the
Union grows in strength.
Photos of the 12 bosuns in this class are carried on these
two pages.
T
The second of three classes of the Union's Bosuns Recertification Program to be held this year started at the Harry Lundeberg
School in Piney Point, IVId. on Aug. 6. The 12 SlU bosuns participate in a variety of training sessions which help them
fulfill their crucial shipboard roles as ship's chairmen.
HLS Director of Vocational Education Charlie Nalen (standing) leads a discussion with the 12 bosuns on how to conduct a
shipboard Union meeting.
August 1979 / LOG / 21
20 / LOG / August 1979
-w
�SIU Adantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT •
Paul Hail
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENT
Cal Tanner
HEADQUARTERS
675 4 Ave., Bkiyn. 11232
(212) HY 9-66U0
JULY 1-31, 1979
nOTAL REGISTERED
All Groups
Class A Class B Class C
Port
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
11
121
9
30
26
11
34
77
33
53
21
49
27
64
7
1
574
5
54
2
6
6
15
6
19
8
10
8
9
0
18
0
0
166
2
11
0
5
7
4
0
10
4
3
2
12
1
6
0
1
68
Port
8
90
5
28
28
5
27
67
34
44
8
32
21
72
9
0
478
1
85
4
7
12
10
4
46
17
11
2
14
5
45
12
1
276
1
13
1
4
3
7
0
10
2
7
1
15
3
10
0
1
78
11
166
16
36
19
18
30
129
54
72
49
65
18
90
0
2
775
6
45
3
8
9
7
6
25
13
10
15
11
2
19
0
0
179
1
6
0
2
8
3
2
9
2
4
10
20
0
12
0
1
80
3
132
14
32
21
10
31
114
39
51
18
43
16
72
0
1
597
5
48
4
19
5
2
4
32
11
13
8
12
2
20
0
0
185
1
6
0
1
4
1
0^
0
2
1
7
3
0
8
0
1
35
3
63
4
20
16
11
20
54
27
30
14
16
12
54
0
0
344
0
26
2
5
4
2
2
5
3
4
4
3
3
5
0
0
68
2
5
1
0
0
2
0
2
1
4
7
5
1
7
0
0
37
. 11
182
30
34
25
13
20
69
41
33
35
43
23
62
0
1
622
3
191
2
33
13
6
3
43
17
39
101
49
8
37
0
2
547
1,054
699
ENGINE DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
PuertoRico
Houston
Piney Point
Yokohama
Totals
1
103
9
24
24
10
18
52
34
47
11
28
11
57
0
0
429
2
47
3
12
5
4
6
23
10
13
4
10
2
18
0
0
159
1
5
1
0
8
0
0
3
3
3
4
3
0
9
0
1
41
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokbhama
Totals
TOTALSHIPPED
All Groups
Class A Class 8 Class C
0
87
9
16
20
5
13
37
17
42
0
22
11
50
2
0
331
2
69
5
5
9
6
10
20
12
13
3
9
6
32
1
0
202
0
5
1
0
3
5
0
2
3
2
0
4
1
16
0
0
42
STEWARD DEPARTMENT
•
3
50
2
12
11
7
13
30
20
24
11
15
6
30
3
0
237
0
21
3
5
2
2
0
5
3
5
2
1
3
3
4
0
59
1
3
2
0
1
0
0
0
0
4
4
5
0
1
0
0
21
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Totals All Departments
2
64
4
14
11
4
8
28
12
24
0
16
10
45
3
0
245
3
52
7
7
5
1
4
20
18
9
2
5
5
22
22
0
182
0
5
2
1
3
3
3
4
1
16
2
10
2
18
0
0
70
ENTRY DEPARTMENT
2
30
2
12
5
2
5
20
7
21
1
17
8
19
4
0
155
5
133
21
24
32
11
10
51
32
22
12
33
14
55
29
1
485
1
73
0
18
11
12
2
19
6
32
32
29
4
29
0
1
269
0
0
0
2
^0
5
20
3
3
9
37
15
32
7
16
15
16
0
1
221
1,395
869
399
1,054
660
190
1,937
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.V
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3 St. 58806
Medical Arts Building
324 W. Superior St. 55802
(218) RA 2-4110
FRANKFORT, Mich
HOUSTON, Tex
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, NJ.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Juncos,
Stop 20-00909
(809) 725-6960
SEATTLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
sr. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
408 Avalon Blvd. 90744
YOKOHAMA, Japan
Yokohama Port P.O.
(213) 549-4000
P.O. Box 429
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
West Coast Stewards Halls
HONOLULLI, Hawaii ... 707 Alakea St. 96813
(808) 537-5714
PORTLAND. Or
Shipping remained extremely good last month in virtually all ports as a total of 1,904 Seafarers shipped through
SIU Halls to SlU-contracted deep sea vessels. It's important to note that only 1,054 of these jobs were taken by "A"
seniority people. Shipping has been good to excellent for deep sea SIU members for several years now. And the
outlook for the future is more of the same. It all means one very important thing for SIU members—job security.
P.O. Box D
415 Main St. 49635
(616) 352-4441
1221 Pierce St. 77002
(713) 659-5152
421 S.W. 5fh Ave. 97204
(503) 227-7993
WILMINGTON, Ca. . . 408 Avalon Blvd. 90744
1213) 549-4000
SAN FRANCISCO, Ca. 350 Fremont St. 94105
(415) 543-5855
22 / LOG / August 1979
./J'
ii
�Great Lakes
Launched this month was the 58,000-ton tanker bai^Hannah 580J
(Hannah Marine) at the Equitable Shipyards, Madisonville, La. '
The 350-foot long barge has a molded beam of 60 feet. She'll carry
petroleum and chemical products. She also has a double hull and has 10
tanks to hold up to three different segregated cargoes.
Tennessee-Tombigbee Waterway
Piney Point
Contract negotiations were underway at the Steuart Petroleum Co.
The contract expired on Aug. 1. The Log will run a complete rundown on
the contract when it is wrapped up.
Norfolk
Negotiations are continuing on contracts at both the Cape Fear
Towing Co. and the Stone Towing Co. both of Wilmington, N.C. SIU
representatives from Norfolk are handling the negotiations.
Contract negotiations were progressing at the newly-organized Swann
Launch Co. here.
New Orleans
Crescent Towing here has added two more modern harbor tugs fullyreconditioned to its fleet of 17 to service the lower Mississippi River from
Southwest Pass to Baton Rouge, La.
The tugs Terence J. Smith and the Marion Smith will sail from Algiers
Point, New Orleans.
Set to sail this month, the 350-ton tug Marion Smith measures 106 feet
powered by a 2,400 h.p., 16 cylinder HMD diesel engine. Six of the
Crescent tugs are in this power range.
In December, the 450-ton tug Terence J. Smith will go into service. She
measures 119 feet with a 4,000 h.p. 16 cylinder GE diesel.
Baltimore
Docking two ships a week at the Cove Pt., Md., LNG facility is the busy
Tug Cape Henry (Curtis Bay).
Foes of the Tennessee-Tombigbee Waterway lost another round in
court last month to stall further construction.
Their injunction was denied by Federal Judge William Keady who
ruled: "The granting of an injunction at this stage in the litigation would
cause an immediate stoppage of work on a project of widespread
importance."
Recently the U.S. Senate okayed more funding for the project pending
U.S. House of Representatives' approval.
Illinois River
Modern day pirates along the Illinois River in northeast Oklahoma are
kicking up a storm in the water.
Resort owners along the river report that the pirates push logs and
stumps into the river, then hide along the tree-lined banks until canoeists
crash into the flotsam and overturn. With that they dive in to grab
cameras, camping gear, ioe chests, wallets, watches and any other
valuables that fall from the canoes.
U.S. Inland Waterway System
A Mid-America ports study says the volume of cargo on the nation's
15,000 miles of inland waterways will double by the year 2000, requiring
the building of 1,000 new cargo-handling facilities like docks and
terminals worth $9.5 billion.
Lake Pontchartrain
A new towboat, the Angela M is on charter to Radcliff Materials this
month for use on Lake Pontchartrain. The red, white and blue towboat
was built by Gulf Outlet Marine Repair Service, New Orleans.
She measures 60 feet long, holds 8,.000 gallons of fuel for a pair of GM
diesel engines putting out 800 hp. She also has two 40-ton 10 hp
hydroelectric deck winches.
C.G. Answers Court Case Charging Incompetency
The Coast Guard has filed a legal
• allowing U.S.-flag vessels to
rebuttal to the SIU's charges that sail undermanned, making even
they have inadequately enforced routine maintenance of a vessel
U.S. vessel inspection and safety difficult. In addition, insufficient
manning forces seamen to work
laws.
"unreasonable
amounts of over
The Union's charges were spelled
' out in a 52-page lawsuit filed in U.S. time," and creates crew shortages in
District Court on May 31, 1979. In case of emergency, injury or death.
addition to the Coast Guard, the suit
• failure to enforce the 3-watch
named several other government standard required by law aboard all
agencies for failing to act "in deep sea merchant vessels and the 2accordance with their Congressional watch standard required on tugs and
mandate to promote the safety of life
barges on voyages of less than 600
and property at sea."
miles;
Cited as defendants along with the
• allowing unsafe and unhealthy
Coast Guard were: Secretary of
working conditions aboard U.S.
Transportation Brock Adams;
vessels, including excessive noise
Coast Guard Commandant Admiral
levels, offensive odors and fumes,
John B. Hayes; Secretary of Labor
unsafe cleaning equipment and
Raymond Marshall; Secretary of
inadequate fresh air breathing
HEW Joseph Califano, and U.S. ' apparatus used for tank cleaning;
Surgeon General Julius Richmond.
• allowing some American ves
The co-defendants rebuttal, filed
sels to sail with crew quarters which
on their joint behalf by a federally
are improperly ventilated, in an
appointed attorney, sets the stage
unclean and unsanitary condition
for what promises to be a long legal
and not equipped with proper
battle.
plumbing;
Right now, legal counsel for the
• allowing some U.S. vessels to
SIU has begun the lenthy process of
skirt compliance with many of the
compiling proof in the form of
safety requirements of vessel in
documents and expert opinions to
spection and certification laws.
substantiate the point-by-point
Though the Coast Guard and
charges against the Coast Guard.
other government agencies named in
Those charges include:
the lawsuit have been notified by the
SIU time and again of these and
other health and safety hazards to
U.S. seamen, little has been done to
correct them. The Union therefore
saw no choice but to seek a Court
order stating that all U.S.-registered
vessels must be "seaworthy and fit
for navigation and that working
conditions and equipment be safe
and fit for intended use."
In addition, the SIU wants the
Court to compel the Coast Guard to
"take all necessary measures to
ensure the effective enforcement" of
U.S. health and safety laws.
Because of the far-reaching and
complicated nature of the Union's
charges and the Coast Guard's
rebuttal, a final ruling on the case
could be as long as two years away.
The Log will keep SIU members
informed of all developments as they
occur.
Notke to Members On Shipping Protethire
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall he
given to all seamen who possess
[Jfeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
SECURITY IN UNITY
August 1979 / LOG / 23
�Robert Wayne Scrivens
John Nathan
Stephen K. Thompson
Seafarer
Robert Wayne
Scrivens, 21,
graduated from
the Harry Lundeberg School of
Seamanship En
try Trainee Pro
gram in 1976. He
upgraded to
FOWT there the next year. Brother
Scrivens has his lifeboat, firefighting
and cardio-pulmonary resuscitation
endorsements. He has sailed as a
ship's delegate. Born in New Or
leans, he lives and ships out of that
port.
Seafarer
John Nathan,
20, graduated in
1975 from the
Lundeberg
School. There he
earned his GEO
jp.
diploma and
^ upgraded to
firemanwatertender in 1978. Brother
Nathan has the lifeboat, firefighting
and cardio-pulmonary resuscitation
endorsements. Born in Plymouth,
Mass., he lives in Middletown, N. J.
and ships out of the port of New
York.
Seafarer
Stephen
K.
Thompson, 27,
began sailing
with the Union
in 1974 follow
ing his gradua
tion from Piney
Point. He up
graded to AB
there in 1977. Brother Thompson
has his lifeboat, firefighting and
cardio-pulmonary resuscitation
tickets. He resides in Baltimore and
ships out of that port city.
Don Bousson
Mark Downey
Seafarer
Larry A. Barker
Mark Downey,
27, started sail
Seafarer
ing with the SIU
Larry A. Barker,
in 1968 as an OS
26, graduated
(now AB) from
from the HLS
his birthplace
Entry Trainee
and present
Program in
shipping out
1971. He up
port. New Or
graded to fire^
man-water- leans. Brother Downey after a sixtender there. year hitch with the U.S. Navy during
Brother Barker has his lifeboat, the Vietnam War as a 2nd class mine
cardio-pulmonary resuscitation and man at the Navy's Ammunition
firefight.r.g tickets. A resident of Depot, Earle, N. J., where he helped
Covington, La., he ships out of the to set up and fire the fireworks for
New York's Bicentennial "Opera
port of New York.
tion Sail." He has a state pyro
technic license. He has the lifeboat,
Vincent P, Carrao
firefighting and cardio-pulmonary
Seafarer
resuscitation tickets from HLSS.
Vincent P. Car
rao, 23, grad
Joseph F. Cosentino
uated from the
Seafarer
HLS Trainee
Joseph F. Co
Program in
1977. In 1978, he
sentino, 26,
upgraded to firegraduated from
m a n - wa t e r the HLSS in
tender. He hopes
1975. He up
to get his QMED rating soon. Bro
graded to AB
ther Carrao has the lifeboat, fire
there in 1978.
fighting cardio-pulmonary resusci
And he has the
tation tickets and has taken the LNG
lifeboat, fire
Safety Course. A native of Brook
fighting and cardio-pulmonary
lyn, N. Y., he lives there and ships
resuscitation tickets. A native of
out of the port of New York.
Baltimore, he sails out of that port.
i
Rooney Pence
Seafarer
Rooney Pence,
23, started sail
ing with the SIU
in 1974 after
graduating from
the HLS. He
l\
upgraded to
^||^f i r e m a n watertender
there in 1977. Brother Pence has his
lifeboat, firefighting and cardio
pulmonary resuscitation endorse
ments. Born in Houston, he ships
out of that port.
Seafarer
Don Bousson,
25, graduated
from
Piney
Point in 1977.
The next year he
upgraded to AB
and took LNG
training there.
He has sailed
on the LNG El Paso Southern and
LNG Xrzew (both El Paso Marine).
Brother Bousson has the first aid,
lifeboat, firefighting and cardio
pulmonary resuscitation endorse
ments. He ships out of the port of
New York.
Thomas Redes
Gary Cellamare
Seafarer
Gary Cellamare,
24, graduated
from the Lunde
berg School in
1977. Brother
Cellamare got
his FOWT rat
ing in 1978. He
igot his LNG
endorsement, sailing on the LNG
Aquarius (Energy Transportation).
Next year he hopes to get his QMED
rating. He has his lifeboat, firefight
ing and cardio-pulmonary resuscita
tion tickets. He lives in and ships
from the port of New York.
Seafarer
Thomas Redes,
24, is a 1977
HLSS Entry
Irainee grad
uate. The next
year he upgrad
ed there to AB.
Brother Redes
' also completed
the LNG Course there sailing on the
LNG Leo (Energy Transportation)
maiden voyage out of Quincy, Mass.
He has lifeboat, firefighting, cardio
pulmonary resuscitation, first aid
and tankerman endorsements. A
resident of Long Island, N. Y., he
ships out of the port of New York.
A MESSAGE FROM YOUR UNION
I CM ^
MAWie /ri
NAKCOTIC^
ARE FOR
LOiEf^S
•
/F CAU6Fr
you LOSE
YOUfiPAPEFS
POP UPE/
•
THINK
ABOUT/r/
24 / LOG / Augus11979
% 4
• •
cm,'..
' \ '""'Vr
•
,
' -""if' •
�Apply Now for an HLSS Upgrading Course!
HARRY LUNDEBERO SCHOOL UPGRADING APPLICATION
(Please Print)
Name.
Date of Birth.
(Last)
(First)
(Middle)
Mo./Dav'Year
Address.
(Street)
Telephone.
(City)
(State)
(Zip code)
Deepsea Member •
Inland Waters Member
Q
Book Number
Port Presently
Registered ln_
Port Issued
Endorsement! s) or
License Now Held
Social Security
Entry Program; From,
Lakes Member •
Seniority.
Date Book
Was Issued.
Piney Point Graduate: • Yes
(Area code)
No • (if yes, fillin below)
to
(dates attended)
Upgrading Program: From
Endorsement(s) or
License Received
to.
(dates attended)
Do you hold a letter of completion for Lifeboat: Q Yes
No
Firefighting: • Yes
No •
Dates Available for Training
I Am Interested in the Following Course{s).
• Tankerman -
n AB 12 Months
• AB Unlimited
AB Tugs & Tows
n
rn AB Great Lakes
n Quartermaster
• Towboat Operator
Western Rivers
• Towboat Operator Inland
1 i Towboat Operator Not
More than 200 Miles
Towboat Operator (Over
200 Miles)
Master
• Mate
• Pilot
n
u
STFWARD
ENGINE
DECK
•
•
•
•
n
•
•
•
u
•
u
FWT
• Oiler
OMED - Any Rating
Others
Marine Electrical Maintenance
Pumproom Maintenance and
Operation
Automation
Maintenance of Shipboard
Refrigeration Systems
Diesel Engines
Assistant Engineer (Uninspected
Motor Vessel)
Chief Bigineer (Uninspected
Motor Vessel)
(~1
r~1
•
•
•
Assistant Cook
Cook & Baker
Chief Cook
Steward
Towboat inland Cook
ALL DEPARTMENTS
•
U
•
•
•
LNG
LNG Safety
Welding
Lifeboatman
Fire Fighting
RECORD OF EMPLOYMENT TIME —(Show only amount needed to upgrade in rating noted above or attach letter of se-^vice,
whichever is applicable.)
VESSEL
SIGNATURE
RATING HELD
DATE SHIPPED
DATE OF DISCHARGE
DATE
RETURN COMPLETED APPLICATION TO:
LUNDEBERG UPGRADING CENTER,
PINEY POINT, MD. 20674
L
August 1979 / LOG / 25
�rt/a ,;.sr»rv, »-t- -J.t»
The
Lakes
Picture
Frankfort
Repair work has begun on the Arthur K. Atkinson, Michigan
Interstate Railway Co.'s car ferry which has been inactive since 1974, The
car ferry's shaft has been removed and is being sent out for repairs in
Philadelphia. When repairs are completed, the shaft will be reinstalled
in the Atkinson and the vessel will then be sent to the shipyard in
Frankfort for hull work. The renovation is being funded through a joint
grant from the states of Michigan and Wisconsin. The Atkinson is
expected to return to service by the end of the year. Shell join the SIUcontracted company's two active car ferries, the City of Milwaukee and
the Viking, which are currently making runs to Kewaunee and Manitowc.
Duluth
A strike by Local 118 of the American Federation of Grain Millers has
kept all grain ships tied up at the port of Duluth for the past four weeks.
SlU-crewed Kinsman Lines vessels, normally used for grain carriage,
have been hauling ore during the strike. The grain millers are striking
most of the grain elevators in Duluth.
The Duluth Port Authority has reported that waterborne cargo
moving through the twin ports of Duluth-Superior for the 1979 shipping
season through June 30 were 6 percent above last year's totals. Movement
of general cargo was up by about 15,000 tons over last year. That increase
is attributed to a larger number of government generated PL-480
shipments to developing nations.
Algonac
Shipbuilding Co., and the Wisconsin Department of Transportation,
held their first meeting in Lansing, Mich., on July 27. The group's
primary function is to examine the feasibility of a proposed tug/barge
operation on the Lakes and to recommend any construction changes for
the proposed tug and barges before construction begins. The Task Force
has until Jan. 2, 1980 to complete their report.
*
»
»
American Steamship Co.'s 72-year-old steamer Joseph S. Young has
been sold for scrap. She's been inactive for the past two years.
Negotiations are still under way with the railroad which operates the
SlU-manned car ferry Chief Wawatam. SlU reps expect the talks to be
wrapped up by the end of August. The state of Michigan, which heavily
subsidizes operation of the vessel, has authorized a study on the cost of
converting her from coal to diesel. The Chief Wawatam in operation for
68 years, is the last hand bomber on the Great Lakes.
Chicago
The House Merchant Marine & Fisheries Committee, chaired by Rep.
John Murphy (D-N.Y.) held oversight hearings in Chicago last month on
the problems confronting Great Lakes ports. Port and shipping officials
as well as government representatives testified on the need for increased
U.S.-flag service on the Lakes and called for more federal subsidy money
for the region.
Rear Adm. Roy F. Hoffman, municipal director of the port of
Milwaukee, told the Committee that "U.S.-flag operators on the Great
Lakes have received only one percent of the operating differential subsidy
doled out to subsidized American steamship lines."
Mayor Jane Byrne of Chicago said, "it is a national scandal that our
country does not utilize this great means to conserve energy and transport
products efficiently." The Chicago mayor charged Congress with the
responsibility of implementing a program to assure "substantial usage of
the Great Lakes by U.S. carriers."
Mayor Byrne, and many others who testified during the hearings,
endorsed the shipping season extension program. Another point which
was brought up was the need to end railroad rate structures which
discriminate against Great Lake ports.
(NOTE: Some of the information on the Chicago oversight hearings
was sent to the Log by Seafarer Paul J. Franco, who was shipping as
steward aboard the Willamette (Ogden Marine). We thank Brother
Franco and remind all Lakes Seafarers that the Log appreciates any
information they'd like to contribute.)
Lawrence Seaway
When Seafarer Alvin Wobser (above left) starts something, he sticks
with it. Laker Wobser chose a seafaring career and stuck with it for 30
years. And when he took a job as a conveyorman aboard the SIUcontracted steamer John A. Kling (American Steamship) he stayed with
her for 15 years. Brother Wobser retired under the SlU's Early Normal
Pension last year. He recently returned to the Algonac Union hall to pick
up his pension supplement check (which he became eligible for after
working two additional full years—730 days of seatime—after qualifying
for Early Normal Pension at age 55 with 20 years of seatime). Above, SlU
Algonac Welfare administrator Dave Rebert (right) presents a check for
$5,400.00 to Brother Wobser.
SlU Algonac rep Jack Bluitt was named the Union's representative on
the Tifg/Barge Task Force formed by the Michigan Department of
Transportation. The Task Force, which also includes representatives
from MEBA-Distwct 2, several railroads, the Upper Penninsula
U.S. and Canadian Seaway officials have announced closing dates for
;he St. Lawrence Seaway and hew regulatory procedures governing the
closing. The regulations, similar to those instituted last year, will be
imposed to provide for an orderly end to the navigation season.
Dec. 1 begins this year's 'closing period,'which will end when the last
vessel transits the Seaway's Montreal-Lake Ontario section.
Vessels must report for final transit at designated call-in points on the
St. Lawrence River by Dec.15. Those vessels that miss the Dec. 15 cutoff
will be allowed to transit the St. Lawrence River locks only if conditions
permit. Late vessels will be rcquii-ed to pay penalties ranging from
$20,000 to $80,000.
A new reporting procedure this year requires all inbound vessels
entering the Seaway at Cap St. Michel or departing upbound from any
point in the Montreal-Lake Ontario section, to declare the farthest points
of their destination by Dec. I,
Smooth Sailing
The two SlU-contracted ferries that run between Bob Lo Island's
amusement park and the Michigan mainland run every day during the
busy summer tourist season. The Mj V Ste. Claire and the Ml V
Columbia (Bob-Lo Co.) even make moonlight cruises on starry summer
nights. Bob Enochs is the SlU steward on the 5"/^. Claire. He wrote the
Log to tell us "we have a fine bunch of officers and crew aboard this
vessel." Brother Enochs is especially proud of his galley crew including
2nd cook Ray Meeham and crew messmen Bob Fenton, Mike Ghezeli,
Marty Tight and A1 Shahati.
Deposit in the SIU Blood Bank— It's Your Life
26 / LOG / August 1979
�Saga of the R/V Anton Bruun, Research
This article is the first of a series by *Saki Jack* Dolan, a retired Seafarer,
dealing with one of the SIU*s more unusual contracted vessels from years
past, the R/V Anton Bruun.
driver called Ali Babba or some such
by Jack *Saki Jack' Dolan
friendly name. And he usually
H
AVING just registered to ship
at the SIU Hall in Brooklyn, I
was approached by my old buddy
Joe Di Giorgio(now secretary-trea
surer).
"Hey! Saki Jack," said Joe, "I
have ai good job for you; you must
fly out tonight to Bombay." The
year was 1963.
Well, this was nothing new to me,
as Joe had sent me all over the world
at one time or another to join ships. I
had never said 'no' to my good friend
Joe, so, by 9 p.m. the same night
'Saki Jack' was out at the airport
waiting for a flight to Rome on AirItalia, then on to Bombay via AirIndia (the worst plane ride in the
world). This was on a Thursday.
The following Saturday I joined
the/?/ V Anton Bruun (formerly the
Presidential Yacht Williamsburg) in
Bombay, India, as Chief Steward.
The ship had been operating out of
Bombay for the past six months, and
would continue to do so for another
si]( months.
I went aboard, but most of the
crew, including the Captain, were
ashore. I found the Chief Steward's
foe'si and made myself at home.
A few crewmembers were having
a friendly dice game back aft on the
poop-deck. A new Ordinary Sea
man that had come over with me
joined the friendly game of chance
and proceeded to win himself a
bundle ($6,000). His gear was still by
the gangway, which he promptly
claimed and took a taxi back to the
airport and a plane home. He didn't
even wait to collect his one day's
pay. This was not an unusual
occurrence on the Anton Bruun, I
was to find out later.
When the master finally came
back from ashore, I told him the
story, and he said:"Well, it's nothing
new, 111 order another OS from New
York."
We coatinued to operate out of
Bombay, India, and one incident in
particular comes to mind.
There was a very friendly taxi-
worked for any of the crew that
happened to be going ashore at the
time.
Over the months, Ali Babba was
very much trusted by all the crewmembers, especially the officers. He
used to go and exchange their
dollars on the black-market for
extra rupees. This went on for some
months until one fair day they
entrusted him with several thousand
dollars. That was the last anyone
saw of Ali Babba. I later heard
something about an Ali Babba
having a fleet of taxis in Calcutta.
We continued to run out of
Bombay for six months, and then
moved on down to Durban, South
Africa, Mombasa, Kenya and sev
eral small ports in Madagascar.
The captain was in very bad
shape when I came aboard, and used
to cry on anyone's shoulder that
would listen to him. He would
guzzle at least a case of beer every
day, this being evident by the
empties in his garbage can daily.
He was upset that the scientists
were in charge of the vessel. They
told him where they wanted to go
each day to perform their scientific
endeavors. This went on for quite a
spell, and finally came to a head off
the coast of Madagascar one morn
ing about 3:00 a.m., when the
captain decided to have Fire and
Boat Drill. The next day he was sent
home and the chief mate was put in
charge until we returned to Durban,
South Africa.
Sharks, Deadly Fish
We moved on up into the Indian
Ocean to Port Louis, Mauritius
Islands. By the by, the Indian Ocean
is full of sharks of every description.
This I knew not before this cruise.
We caught sharks, and the scientists
aboard put a marker into their fm,
and threw them back into the water
for further study. They must have
marked several thousand over the
months.
The steel net we trawled with back
'Saki' Jack, right, is shown seated forward on the/Anton Bruun somewhere in the
Indian Ocean along with Jimmy "Sparks" Conners.
Killer sharks and other deadly fish and snakes were among the daily "catch"
pulled aboard \he Anton Bruun during research voyages in the Indian Ocean back
in the early 60's. 'Saki Jack' can be seen holding shark fin (far right).
aft was brought on board with a
Chief Electrician Dave Manafe,
small crane called a 'cherry picker'.
whom he referred to as that 'RagThis net was usually full of sharks,
head'.
and a variety of deadly poisonous
Dave was a hard worker and also
fish and snakes.
the ship's only interpreter (beingable to converse in several lan
The scientists aboard usually had
a ball, what with the two large guages, including Gaelic). At one
port we entered several times in
scientific laboratories on board to
Madagascar, no one ashore spoke a
work in, and nets full of fish and
word of English, only French, and
snakes to dissect. They were really
Dave was the sole crewmember with
busy from dawn to dark and later.
the
capacity to speak French. We
One thing I will say; marine
used him daily in our dealings with
scientists are really dedicated men
the local ship's chandler.
and women. We usually had several
A company of Irish soldiers was
lady-scientists on board, and they
stationed here during WW II, and acame from all over the world.
Each evening after work the chief good percentage of the local natives
scientist would have a cocktail party spoke Gaelic. Dave the electrician
had a ball conversing with them
in the Officer's Salon from 6 p.m.
during our stay.
till midnight. I and my gang would
While at Madagascar, one night
serve the food and drinks (six hours
ashore we ran into a company of
OT daily, not bad).
French legionnaires. We had a slight
This was really an OT ship, all you
run in with these sweet, lovely
wanted in ^1 three departments,
soldiers. Besides being good sol
seven day/ per week, at sea and in
diers, they are very good thieves as
port. In fact there was more in port if
well, as ive were sure as hell to find
you wanted it, but most of the gang
out. Many of us lost our watches,
beat it ashore including yours truly.
cash, and jewelry, as well as our
My foc'sl truly looked like an old
teeth. We missed the last launch to
fashioned 'Hock-Shop.' This was
the ship, and had to sleep in a new
due to the no-limit poker game in
sewerpipe, that was laying on the
the crew messhall each night. Over
beach waiting for installation. It was
half the crew owed me, and it was
a windy and cold night, and there
hard to collect cash. I was paid off
was no other shelter.
with guitars, accordions, radios,
The scientist collected many
phonographs, binoculars, paintings,
species of local coral, rock, birds,
(and I mean—several of each), for
and fishes.
over a year, I couldn't lose in the
After spending about two weeks
game, and finally I quit playing for
here, we sailed off for the Mauritius
good. It really took up too much of
Islands in the Indian Ocean (the land
my valuable time and interferred
of the famous, or infamous 'dodowith my drinking (I at the time was a
bird', the bird that could not fly).
firm candidate for AA).
Our Chief Engineer, Mr. Grasty
You will read all about the dodo(Nasty Grasty, as we called him
bird in the next chapter. Also about
our luau. A Iso our visit to the British
behind his back) was out of Chester,
Pa. He was always after our good
*Nqfi Base' on Gann Island.
August 1979 / LOG / 27
�Senate Confirms Samuel Nemirow As New Maritime Administrator
Samuel B. Nemirow has been
confirmed by the Senate as Assistant
Secretary of Commerce for Mari
time Affairs after having been
strongly endorsed by nearly every
sector of the maritime industry. He
succeeds Robert Blackwell, who
resigned recently after years of
dedication to the U.S. merchant
manne.
Numerous witnesses appeared
before the Senate Merchant Marine
and Tourism Subcommittee to
express their great admiration for
Nemirow's skills, both as a lawyer
and as an administrator.
During the course of the confir
mation hearings, Nemirow himself,
stressed his desire to contribute to
the well-being of the maritime
industry. He maintained that "prog
ress is needed in a concerted and
cooperative effort if we are to
implement a national, cohesive
maritime policy toward revitalizing ing the maritime progress of the
this industry.'* He added that he was United States. We're confident that
"dedicated to a strong, healthy, he has the ability and the strength to
viable and competitive maritime do a good job."
Herb Brand, president of the
industry operating in a most effi
Transportation Institute, a non
cient manner."
Nemirow said that one of his top profit maritime research and educa
priorities would be to conclude a tional organization, noted: "The
shippihg agreement with the Peo challenge to our merchant marine
ple's Republic of China, whereby industry in these uncertain times are
American ships would be guaran manifold and difficult...Mr. Nemi
teed a fair share of cargoes moving row is clearly a skilled public servant
who thoroughly understands the
between the two nations.
problems of the maritime industry
SIU Supports Nemirow
and is eminently qualified to deal
with these problems by virtue of his
Testifying on behalf of Mr. perceptiveness, knowledge and
Nemirow during the hearings, was temperment."
Sen. Daniel K. Inouye, (DSIU Washington Representative
Hawaii) and chairman of the sub
Chuck Mollard.
Mollard stated that: "The SIU is committee before which Nemirow
convinced that Sam Nemirow is the appeared, expressed his firm sup
right man for the job. This nomina port of the appointment.
Nemirow, 37, held various posts
tion is another step toward enhanc
SfU's Joe Sacco Elected V,P, of Texas AFL-CIO
SIU Houston Port Agent Joe
Sacco last month was unanimously
elected vice president of the Texas
State AFL-CIO.
He was elected to the two-year
term at the Texas AFL-CIO Con
vention.
Brother Sacco's predecessor as
the Texas Labor Federation's vice
president was former SIU Vice
President Paul Drozak, who died of
cancer in March of 1978 at the age of
50.
The Texas A FI.-CIO dedicated Its
convention to Paul Drozak that
year.
In talking about his own election,
Joe Sacco told the Log, "I'm
following in the footsteps of one of
the most dedicated maritime labor
leaders this country has ever seen.
I've pledged to do my best in this job
and 111 try to live up to the high
standards set by Paul Drozak."
Sacco was nominated for the vice
presidency of the State Labor
Federation by Maynard White,
president of the Harris County
Central Labor Body.
Besides being SIU port agent and
vice president of the Texas AFLCIO, Sacco is secretary-treasurer of
the West Gulf Port Council of the
AFL-CIO Maritime Trades Depart-
ment. He is also on the Executive
Board of the Harris County Central
Labor Body in Houston.
Sacco's participation on these
labor councils enables him to help
Texas workers. But in particular, by
having a voice op these labor bodies
he can watch out for the best
interests of SIU members in the
Texas area.
within the maritime administration
prior to his appointment to this
position, including general-counsel
and deputy assistant secretary.
Samuel Nemirow
Deposit in the SIU
Blood Bank—
It's Your Life
No Licensing Course For Boatmen In
the Country Stacks Up To
The Transportation Institute
Towboat Operator Scholarship Program
Special curriculum offered only at HLS
Room, board and books free
Tuition Free
Weekly stipend of $125
Time spent in on-the-job training counts as the equivaient of wheelhouse time
Day-for-day work time credit for HLS entry graduates
To apply, contact HLS or your SIU Representative
Now! New Course Starting
fe' "1®
28 / LOG / August 1979
L/
�Safety First When Entering Tank or Confined Space
Death is a hard teacher. Un sciousness. Like the surveyor, he
fortunately, sometimes it takes a wore no safety gear. By the time
tragedy to motivate people to local firemen pulled the two men
exercise safety.
from the tank, the first was dead and
The safety procedures which must the second suffered after-effects
be followed by seamen working in indicative of brain damage.
confined spaces, like cargo holds in
Both men collapsed because the
tankers and barges, are straightfor level of oxygen in the tank was not
ward measures. But they are often adequate to sustain life. A test of the
left unused. As a result, confined oxygen level in the tank, taken after
space accidents have become one of the accident, revealed the oxygen
the most common killers in the level was only six percent. Normal
maritime industry.
air contains 21 percent oxygen by
Several recent accidents which volume.
occurred in confined spaces aboard
"An enclosed space atmosphere
ship have brought the issue to the containing between six and >12
forefront once again. The latest percent oxygen is deadly to human
incidents were reported by the Coast life," the Coast Guard said, "pri
Guard in Proceedings of the Marine marily because... unconsciousness
Safety Council. And the title of the can occur so quickly that there is not
article—"Confined Space Accident time to escape. A man breathing air
Fatalities—Again!"—tells the whole containing only 13 to 15 percent
story.
oxygen," the CG added, will also be
In one case, two marine surveyors .seriously affected. But because one
were in the process of inspecting a of the symptoms of oxygen de
barge. They were warned that the pletion is a feeling of euphoria or
void spaces and tanks on the fourth happiness, the affected man may not
deck had not been tested for oxygen realize he's in trouble.
content. But the surveyors entered
The continuing incidence of
those spaces anyway. And they confined space tragedies points out,
didn't wear any protective equip again, that safety procedures must
be followed when entering any
ment.
Within a few seconds after climb confined space aboard ship. In
ing down the ladder into the tank, addition to the danger of low oxygen
the first surveyor lost consciousness levels a tank n\ay contain toxic
and fell 14 feet to the tank's bottom. vapors which could be fatal to
A nearby shipyard worker, sum someone exposed to them, or could
moned to the surveyor's aid, rushed contribute to serious disease over
into the tank and also lost con the long term.
KNOW YOUR RIGHTS
The number one rule for any
seaman entering a confined space
is—never assume the area is safe.
Even if a tank's atmosphere has
been checked for toxic vapors and
certified "safe for men," remember:
if the tank has been closed to
circulation it may not contain
enough oxygen. A tank that has
been inerted will have a very low
oxygen content.
Any seaman entering a tank
which is unsafe, or which he thinks
may not contain a sufficient level of
oxygen must wear safety equipment.
Observing these simple safety pre
cautions could save a life:
• Wear a self-contained breath
Mena Clan Has Home in SiU
Pete Mena Sr. is SIU top-to-bottom and so are his sons. From the left are Gerry, 22;
Ron, 24; Pete Sr. himself; Jeff, 20 and Paul, 17.
KNOW YOUR RIGHTS
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notity
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address tor this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20lh Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, cither by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize them,selves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so a'flected
should immediately notify headquarters.
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SiU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a niajority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
ing apparatus which provides res
piratory protection. This piece of
equipment is a must if the level of
toxic chemicals in the tank is
hazardous or if the tank's oxygen
level is low.
• Wear a harness and attached
life-line tended by at least one
person outside the tank. If you get
into trouble, a tug on the line could
save your life as well as the lives of
those there to help you.
• Wear protective clothing when
entering a tank where the concentra
tion of toxic chemicals is unknown
or dangerous. Protective clothing
will prevent skin irritation and
should be removed immediately
after leaving the tank.
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
iiiiiHimifiniiiiiiiHiiiiiiiHiiiiiiiiiiiiiiiiiiiiii^^
patrolman or other Union ollicial, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to-require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
SEAFARERS POLITICAL ACilVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to f urther its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seaf arers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y.11232.
August 1979 / LOG / 29
�NEWARK (Sea-Land Senicc), June
10—Chairman, Recertified Bosun
Dennis Manning; Secretary C. M.
Modellas; Educational Director A. N,
Zhivarin. No disputed OT. Chairman
discussed the "Headquarters Notes"
column in a recent issue of the Log by
SIU Executive Vice President Frank
Drozak. The title of the column was
"Take Advantage of Our Benerits."The
many benefits the SIU provides for its
members was discussed. Also noted was
the President's Report in this issue
entitled "The Future Is Never Secure."
This report gave us a summary of how
our Union functions and how it
survives. It also gave us the good news
and the bad news. It talked about the
battle of the Maritime Authorization
Bill which is very critical to our industry
because it sets the amount of govern
ment grant money the industry will
receive for the next fiscal year. The good
news such as the merging of the Marine
Cooks & Stewards Union with ours.
The finest educational opportunities
offered for all seamen in the Harry
Lundeberg School in Piney Point and
the strong leadership and a solid hard
working membership which count the
most. To express it briefly there is an old
saying that goes "United We Stand,
Divided We Fall." So, therefore, we
must all work together to participate in
all areas where our union functions if
possible. If we want to win the fight we
must remember the importance of
SPAD. It is up to all members to hold
on to what we already have and to keep
the integrity of the SIU. Next port,
Seattle.
SEA-LAND BALTIMORE (SeaLand Service), June 3—Chairman,
Recertified Bosun Jose L. Gonzales;
Secretary George W. Gibbons; Educa
tional Director W. J. Dunnigan; Deck
Delegate Leonard Grove. No disputed
OT. $15.25 in ship's fund. Chairman
requested that a list of the repairs that
had to be done be submitted as soon as
possible. Discussed the importance of
donating to SPAD. Educational di
rector advised that if anyone needs any
help, just ask for it. A vote of thanks to
the steward department for a job well
done. Next port Portsmouth.
SANTA MERCEDES (Delta Steam
ship), June 22—Chairman, Recertified
Bosun Egon D. Christiansen; Secretary
Samuel N. Smith; Educational Director
Bobby E. Stearman; Deck Delegate
Thomas W. Lasater; Engine Delegate
James E. Roberts. $221.45 in ship's
fund. No disputed OT. Chairman
reported that a telegram was received
from Paul Hall in regard to the 71.4
percent raise in pay and that effective in
December we will receive a cost of living
increase. While in the shipyard all the
showers for the steward department
were painted and ninety percent of the
rooms and the deck and the engine
rooms will get painted before returning
to the States. Quite a discussion was
held on renting movies. There would
have to be a special collection made for
this item as it is very expensive. Next
port Balboa, Panama.
DELTA ECUADOR (Delta Steam
ship), June 23—Chairman T. Neilsen;
Secretary J. Carter; Deck Delegate Jose
Ortiz. Some disputed OT in deck and
engine departments. Chairman held a
discussion on upgrading and the
importance of donating to SPAD. A
vote of thanks to the steward depart
ment for a job well done.
30 / LOG / August 1979
JEFF DAVIS (Waterman Steam
ship), June 17—Chairman, Recertified
Bosun G. E. Annis; Secretary R. Collier;
Educational Director W. C. Stevens;
Deck Delegate Larry A. Jordan; Engine
Delegate A. Gega; Steward Delegate A.
Zanca. Some disputed OT. Treasurer
reported that there was $2,398.87 in the
treasury for movies and drinks at the
start of the voyage. We rented 35 movies
and purchased ten. The chairman
showed a total of 184 movies so far this
voyage. Collected $2,407.00 as of June
16, from donations, sale of drinks (soft)
and arrival pools. Balance on hand
$8.13. Read wire received from Paul
Hall in regards to raise and motion
made to accept and concur. Letter
received from headquarters in regards
to crew mail in reply to wire sent by
ship's chairman. It was further re
quested that the ship's chairman
contact headquarters upon arrival in
regards to the poor mail service by the
Waterman New York office in forward
ing mail to crew. A vote of thanks to the
steward department and especially to
the baker for fine food and extras put
out. Next port New York.
DELTA AMERICA (Delta Steam
ship), June 17—Chairman, Recertified
Bosun Stanley Jandora; Secretary J.
Kundrat; Educational Director G. Roy;
Engine Delegate John D. Linton.
Chairman complimented the men on the
job well done in lightening the vessel so
it could be pulled off the reef. No
disputed OT. Report to Log: "The men
held up pretty good while on the reef
considering it took fourteen days to get
off. Everyone is very happy about
getting to New Orleans."
COVE COMMUNICATOR (Cove
Shipping), June 19—Chairman, Re
certified Bosun J. Michael; Secretary E.
Dale; Educational Director ,J. Emidy;
Deck Delegate M. R. Henton; Engine
Delegate C. C. Williams; Steward
Delegate Alphonse Johnson. No dis
puted OT. Chairman reminded all
members of the importance of upgrad
ing and getting books as they become
eligible. Chairman and crew would like
to say thank you to all the officials that
took part in getting the air conditioners
and TV. We really appreciate it. A vote
of thanks to the steward department for
a job well done. Next port, Houston.
DELTA SUD (Delta Steamship),
June 10—Chairman, Recertified Bosun
R. Lambert; Secretary E. Vieira;
Educational Director J. C. Dial; Engine
Delegate E. Welch; Steward Delegate
Theodore Maoris. $71 in the ship's fund.
No disputed OT. Chairman reports that
we had an accident free trip last time out
so lets hope everyone can get by this one
safe and sound too. We should be
getting some new Logs in one of the
ports along the way. When you have
read them, return them to the lounge so
others can read it too. A vote of thanks
to the steward department for a job well
done.
CONNECTICUT (Ogden Marine),
June 18—Chairman, Recertified Bosun
J. R. Broadus; Secretary E. Kelly;
Educational Director F. Perkins; Deck
Delegate J. W. Mullis; Engine Delegate
C. Taylor; Steward Delegate J. Mortinger. Some disputed OT in engine
department. Chairman held a discus
sion on Paul Hall's report in the Log and
suggested that all members should read
his report. A vote of thanks 4o the
steward department for a job well done.
EL PASO ARZEW (El Paso Ma
rine), June 24—Chairman, Recertified
Bosun B. Browning; Secretary Huston;
Educational Director E. Delande; Deck
Delegate Richard D. Fanning; Engine
Delegate Bob Hemming. Some disputed
OT in deck department. The crew is very
happy about the deck lunches put out by
the steward department around the
poop deck pool. More are planned if the
weather permits. Captain MacElrevy
complimented the crew on keeping a
happy ship. Report to Log: "The Arzew
Zoo, meets at the pool. This is the
nickname for us, we are doing what
sailors since time have dreamed of.
Swimming, sunning and eating off the
top of the hog. Bob Black, chief cook
and Willie Palmer, baker get the honors
for Texas style Barbecue and Charbroiled steaks at these meetings. All
hands pitch in to serve and clean up. It is
great." Next port. Cove Point, Md.
SEA-LAND ECONOMY (Sea-Land
Service), June 9—Chairman, Recerti
fied Bosun A. McGinnis; Secretary L.
Nicholas; Educational Director H.
Di..ihadaway; Deck Delegate B. Jarratt;
Engine Delegate E. D. Bain; Steward
Delegate H. Mobley. $155 in movie
fund. No disputed OT. Chairman read
and explained the telegram that was
received from Paul Hall. Also discussed
the advantages of upgrading for those
who are qualified. The chairman asked
all members to try to show a little more
courtesy in showing the new men
coming aboard the ropes, especially
watch standing and gangway pro
cedures on safety. Next port. Port
Everglades.
NEW YORK(Interocean Mgt.), June
3—Chairman, Recertified Bosun Joseph
Bourgeois; Secretary C. Scott; Deck
Delegate L. C. Arnold. No disputed OT.
Chairman discussed the importance of
SPAD as the way to keep a strong
Merchant Marine voice in Congress.
Also urged all members to apply as soon
as possible for upgrading at Piney Point
especially for the LNG as this is a new
and growing field. The New York tied up
in Cape Town, South Africa on April
12. It was the largest ship ever to pull
into that port. The SIU was well
received in the Cape Town Times.
Request the Union's assistance in
obtaining more and better quality
movies, due to the fact that this ship has
very little port time.
ULTRASEA (Apex Marine), June
17—Chairman H. Bougahim; Secretary
Roy R. Thomas. Some disputed OT in
engine department. The chairman gave
a talk on the Bosun Recertification
Program and urged all those who
qualify to apply. Also on the importance
of donating to SPAD and to read
the Log to keep up with all Union
activities. A vote of thanks to the
steward department for a job well done.
Observed one minute of silence in
memory of our departed brothers.
Next port, Odessa, Russia.
OVERSEAS HARRIETTE (Mari
time Overseas), June 10—Chairman,
Recertified Bosun T. Barnes; Secretary
Floyd Mitchell Jr.; Educational Direc
tor Keith D. Craigg; Engine Delegate G.
Thompson. No disputed OT. Chairman
reported that everything is running
smooth. Members requested chairman
to see if he can get new movies or more
of a variety for T.V. cassette. Observed
one minute of silence in memory of our
departed brothers.
Official ship's minutes were also
received from the following vessels:
SAM HOUSTON
SEA-LAND FINANCE
SEA-LAND PRODUCER
SANTA MAGDALENA
LIONHEART
COVE SAILOR
DELTA URUGUAY
COVE RANGER
ROSE CITY
DELTA MEXICO
JACKSONVILLE
DELTA VENEZUELA
THOMAS NELSON
MAUMEE
OVERSEAS VALDEZ
MOUNT WASHINGTON
SEATTLE
BAYAMON
DELTA MAR
ARECIBO
DELTA COLOMBIA
BROOKS RANGE
TAMPA
ULTRAMAR
ATLANTIC
OGDEN WILLAMETTE
DELTA NORTE
OGDEN CHARGER
MERRIMAC
DELTA ARGENTINA
SEA-LAND PIONEER
STONEWALL JACKSON
TAMARA GUILDEN
SEA-LAND CONSUMER
SEA-LAND GALLOWAY
STUYVESANT
BORINQUEN
OGDEN CHAMPION
MONTPELIER VICTORY
COVE EXPLORER
OVERSEAS JOYCE
ZAPATA RANGER
TEX
GOLDEN MONARCH
BOSTON
SEA-LAND VENTURE
COUNCIL GROVE
SEA-LAND PACER
SEA-LAND PIONEER
OVERSEAS ULLA
OVERSEAS ANCHORAGE
ZAPATA PATRIOT
EL PASO SOUTHERN
MONTICELLO VICTORY
ALEUTIAN DEVELOPER
AMERICAN HERITAGE
CANTIGNY
�Helpin' to Cook
The
Harry
Lundeberg
School
Assistant Cook Charles Wharton
shows his diploma.
of
Seamanship
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Ready to Cook and Bake
;/r
"'ij
All set to cook and bake are new Cook and Bakers (I. to r.) R. McElwee, K.
Thatcher and J. Wagmer.
J
Firemen-Watertenders Set to Stoke Up New Careers
New SlU firemen-watertenders in a graduation photo at the HLS, Piney Point, Md. are (front I. to r.) B. Malachek, J. Trauth, D. Camacho, P. Olson, D. Keppard andL. Miller.
The middle row (I. to r.) has R. Schumaker, T. Burke, R. Cromuel, A. Taylor, P. Boyd, T. Cate, J. Koesy and C. Piper. Bringing up the back row (I. to r.) are R. Bright, R. Batchelor, R. Larsen, W. Cooksey, E. Smith, J. Miller, T. King and R. Waem.
HLS Launches Night Classes for independent Study
There are many ways for a advanced classes may need help with
seafarer to improve his skills at the their math skills. This help will make
Harry Lundeberg School. A sea it possible for them to work on
farer or boatman can take a voca navigation problems a little easier,
tional course at HLS to increase his for example.
The classes are conducted on an
work skills. There are also academic
programs to help the student with independent-study basis. In other
his persona! education in reading, words, the teacher will give the
seafarer or boatman something to
math or english.
Several evenings each week, class work on. Then, she will check with
rooms on the schoolship Charles S. him frequently to monitor his
Zimmerman are open to all students progress, answer his questions and
at HLS. There are no formal classes make sure he understands this new
held. The student decides what he information.
Enrollment in the evening class
wants to learn about. The teachers
then develop a program just for the program is voluntary. No students
are required to attend. Many
student to meet his needs.
Among the classes that are open seafarers and boatmen take advan
are the math and reading areas. Mrs. tage of these classes. One upgrader
Kathy Brady, one of the evening said, "Because of the extra help I got
class teachers, commented, "There from the teachers in the evening
are several areas that students ask classes, I did better on my study
about. Some are interested in problems for the celestial navigation
working on basic grammar skills class."
All seafarers and boatmen who
and others want to add to their
vocabulary." Students enrolled in are students at HLS are welcome in
the evening classes. If you want to
improve on a skill, visit the math or
reading rooms aboard the Zim
merman. The teachers can help you
while you are enrolled in another
program at the Lundeberg School.
Success is bound to follow you to
your classes.
The Lundeberg School now has night classes for those wishing to improve
academic skills.
August 1979 / LOG / 31
�msm
^re you Getting dishpun Hands?
In the event that any SIU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
NEW YORK, N.V.
Schulman & Abarbanel
350 Fifth Avenue
New York, N.Y. 10001
Tele. #(212) 279-9200
Well, get yourself out of the soap sudsl
Upgrade in the Steward department
at HIS.
Chief Steward—October 15, November 12
Chief Cook—October 29
Chef and Baker—October 29
BALTIMORE, MD.
Kaplan, Heyman, Greenberg,
Engelman & Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301) 539-6967
HOUSTON, TEX.
Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713) 659-4455
TAMPA, FLA.
Hamilton & Douglas, P.A.
2620 W. Kennedy Blvd.
Tampa, Florida 33609
Tele. #(813) 879-9482
SAN FRANCISCO, CALIF.
John Paul Jennings, Henning
and Walsh
100 Bush Street, Suite 1403
San Francisco,California 94104
Tele. #(415) 981-4400
ST. LOUIS, MO.
Gruenberg & Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314) 231-7440
NEW ORLEANS, LA.
Barker, Boudreaux, Lamy,
Gardner & Foley
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
LOS ANGELES, CALIF.
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, California 90036
Tele. #(213) 937-6250
MOBILE, ALA.
Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904
DETROIT, MICH.
Victor G. Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220
BOSTON, MASS.
Joseph M. Orlando
95 Commercial Wharf
Boston, Massachusetts 02110
Tele. #(617) 523-1000
SEATTLE, WASH.
Vance, Davies, Roberts,
Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.
Katz & Friedman
7 South Dearborn Street
Chicago, Illinois 60603
Tele. #(312) 263-6330
Sign Up Now!
See Your SIU Representative
or
Contact HLS
'•
Dispatchers Report for inland Waters
JULY 1-31,1979
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
TOTAL SHIPPED
All Groups
Class A Class B Class C
••REGISTERED.ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
0
0
0
4
0
0
4
1
1
0
2
0
0
4
3
0
7
0
0
Boston
New York
Philadelphia"
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
0
0
0
16
0
0.
1
4
6
0
2
0
0
7
4
0
35
40
21
136
0
0
0
1
0
1
0
12
0
0
8
0
4
4
23
0
25
0
98
176
0
0
0
0
0
0
0
0
0
0
0
0
0
3
1
0
7
0
3
14
0
0
0
2
0
0
0
1
2
0
0
0
0
4
8
0
20
42
15
94
0
0
0
0
0
0
0
15
2
0
1
0
2
3
27
0
16
0
49
115
0
0
0
7
0
3
14
2
0
0
4
0
0
4
5
0
5
0
1
45
0
0
0
21
0
2
1
7
7
0
15
0
1
11
3
0
33
0
11
112
0 .
0
0
1
0
3
1
16
1
0
31
0
9
11
9
0
24
0
130
236
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
1
0
0
3
0
0
0
0
0
0
2
0
1
0
1
0
0
3
0
0
0
0
1
8
0
0
0
1
0
0
0
1
3
0
3
0
0
2
0
0
0
0
2
12
ENGINE DEPARTMENT
Port
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
0
0
• 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
1
0
0
0
0
0
0
2
0
1
0
0
1
0
0
0
0
1
6
Port
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
1
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
3
STEWARD DEPARTMENT
0
0
0
0
0
0
0
0
0
0
0
0
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
0
1
0
1
29
Totals All Departments
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
3
6
0
0
0
0
0
0
0
2
1
0
2
0
0
0
0
0
2
0
18
25
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
.1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
2
0
5
0
0
0
0
' 0
0
0
1
1
0
0
0
0
0
0
0
0
0
7
9
0
0
0
1
0
0
1
1
0
0
0
0
0
1
0
0
0
0
1
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
3
6
0
0
0
0
0
0
0
1
3
0
3
0
0
0
0
0
5
0
25
37
143
207
15
100
127
53
126
285
*'Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
32/ LOG / August 1979
,
'.V. ' •
. • ,
.
t';r.
w
\J
�Help
A
Friend
Deal
With
Alcoholism
Alcoholics don't have friends. Because a friend
wouldn't let another man blindly travel a course that has
to lead to the destruction of his health, his job and his
family. And that's where an alcoholic is headed.
Helping a fellow Seafarer who has a drinking problem
is just as easy —and just as important—as steering a blind
man across a street. All you have to do is take that
Seafarer by the arm and guide him to the Union's
Alcoholic Rehabilitation Center in Valley Lee, Md.
Once he's there, an alcoholic SIU member will receive
the care and counseling he needs. And he'll get the
support of brother SIU members who are fighting the
same tough battle he is back to a healthy, productive
alcohol-free life.
The road back to sobriety is a long one for an alcoholic.
But because of ARC, an alcoholic SIU member doesn't
have to travel the distance alone. And by guiding a
brother Seafarer in the direction of the-Rehab Center,
you'll be showing him that the first step back to recovery
is only an arm's length away.
Alcoholic Rehobllitation Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and counseling
records will be kept strictly confidential, and that they will not be kept
anywhere except at The Center.
Name
Book No.
Address
(Street or RFD)
(City)
(State)
(Zip)
Telephone No. . . .,
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, (301) 994-0010
August 1979 / LOG / 33
�Richard George Sohl, 50, joined
the SIU in the port of New York in
1955 sailing in the deck department.
Brother Sohl sailed 28 years. He was
graduated from the Piney Point
Quartermaster Course in 1978.
Seafarer Sohl is a veteran of the U.S.
Navy in World War II serving as an
aircraft dispatcher. Born in St.
Albans. Queens, N. Y., he is a
resident of West Park, N. Y.
Thomas Edwin Freeman, 65,
joined the SIU in the port of Houston
in 1960 sailing as a fireman-watertender, junior engineer and pump
man. Brother Freeman sailed 36
years. He was a former member of
the SUP sailing on Navy tankers.
And he is a wounded veteran (Purple
Heart medal) of the U.S. Navy while
serving on the destroyer U.S.S.
Newcomb in the Battle of Okinawa.
Seafarer Freeman was born in
Illinois and is a resident of New
Orleans.
Louis Ricker Brown, 63, joined the
Union in the port of Mobile in 1961
sailing as an A B for the Red Circle
Transport Co. from 1961 to 1969.
Brother Brown also sailed deep sea
and was a member of the NMU. He is
a veteran of the pre-World War 11
U.S. Navy. Boatman Brown was
born in Montgomery, Ala. and is a
resident of Theodore, Ala.
Eric E. Harmel, 63, joined the
Union in the port of Baltimore in
1960 sailing as a deckhand for
Harbor Towing from 1959 to 1962
and for Curtis Bay Towing from 1962
to 1979. Brother Harmel is also a
machine operator. He was born in
Germany and is a naturalized U.S.
citizen. Boatman Harmel is a resident
of Baltimore.
Marion Haskell Maynard, 63,
joined the SIU in the port of
Galveston in 1952 sailing as a chief
cook. Brother Maynard was born in
Piano, Tex. and is a resident of
Dallas, Tex.
Monroe J. Jackson, 62, joined the
Union in the port of New Orleans in
1956 sailing as an oiler for Crescent
Towing in 1945. Brother Jackson was
born in Burricid, La. and is a resident
of New Orleans.
John Q. Wise, 62, joined the Union
in the port of Mobile in 1965 sailing
as a captain for A. P. Ward Co. from
1957 to 1964 and for National
Marine Service as captain of the
National Eagle from 1964 to 1979.
Brother Wise attended Piney Point's
Vessel Operator Management and
Safety Program in 1976. He was born
in Enterprise, Ala. and is a resident of
Pensacola, Fla.
William Arthur Hamlin Jr., 65,
joined the SIU in the port of New
York in 1955 sailing as a general
utility. Brother Hamlin sailed 27
years. He was born in Syracuse, N. Y.
and is a resident of Holly Hill, Fla.
Willie Edward Tomlinson, 59,
joined the SIU in the port of
Baltimore'in 1962 sailing as an AB.
Brother Tomlinson sailed 29 years.
He is a wounded veteran of the U.S.
Navy during World War II. Seafarer
Tomlinson was born in Meredithville, Va. and is a resident of
Baltimore.
Sverre Leknes, 49, joined the SIU
in the port of Philadelphia in 1956
sailing as a bosun and dredge tender.
Brother Leknes sailed 29 year{>. He
was born in Haugesund, Norway and
is a resident of Rockaway, N.J.
Simon Garoyoa, 62, joined the
Union in the port of Baltimore in
1956 sailing as a deckhand for BakerWhiteley. Brother Garoyoa is a
former member of the National
Maritime Union. He was born in
Guernica, Spain, is a naturalized
U.S. citizen and is a resident of
Baltimore.
Sherrill Grey Campen, 64, joined
the Union in the port of Baltimore in
1957 sailing as a chief engineer for
the Norfolk, Baltimore and Carolina
Line (NBC) from 1942 to 1979.
%
Brother Campen also sailed deep sea
as a 1st assistant engineer during
Wqrld War H. He is also a member of
Marine Engineers Beneficial Assn.
(MEBA) Ofstrict 2. Boatman Campen was born in Lowlang, N.C. and is
a resident of Chesapeake, Va.
Hezzie Burns Pittman, 65, joined the SIU in the port
of Mobile in 1956 sailing as a pumpman. Brother
Pittman sailed 28 years. He was an engine room
operator on LSTs and on the steaming crew as a
machinist and coppersmith for the Ingalls Shipyards,
Pascagoula, Miss, from 1952 to 1955. Seafarer
Pittman was born in Foxworth, Miss, and is a resident
of Mobile.
Oldtimer Willy Manthey, 50 Years a Seaman, Calls It a Day at 73
With his white beard, his Turk's
head wrist bands, and his earrings,
he looks like he belongs to the sea,
but to an era older than ours. One,
perhaps, where wooden whaling
ships went on four-year voyages.
His name is Willy Frank Manthey
and at the age of 73 he's decided to
end his seafaring career as an able
seaman. Brother Manthey retired
last month on an SIU pension after
sailing for 50 years.
As a boy of 12 or 13, young
On receiving his first pension check at
the June membership meeting in New
York, Brother Willy Manthey called the
SIU "the best maritime union."
34 / LOG / August 1979
Manthey began working on the
waterways of Europe aboard his
father's barge. The barge carried
coal, cabbage, and grain.
Though the barge work gave
Manthey his start on the water, it
wasn't always a pleasant job.
Brother Manthey remembered that
"kids would throw rocks at us."
Born in Poland, Manfhey's first
deep sea ships were Northern Euro
pean. That was around 1930 and
Manthey was working "down be
low" as a coalpasser.
He had a yearning to see different
places and would wait for a ship
going to a particular area.
^'Sometime" in the 1930s, Seafarer
Manthey came to the U.S. When
World War II broke out he went into
the U.S. Navy and became a
gunner's mate.
In the Navy from 1941 to 1946,
Manthey took part in the invasion of
Okinawa.
Manthey joined the Union in the
port of Baltimore in 1946. If he
found a good ship he would stay
aboard for five or six years.
He sailed out of a number of ports
over the years with a variety of SIUcontracted companies. Some of
them no longer exist, like Robin
Lines, Smith & Johnson, Bull Line,
and Shepherd Line.
After all those years of sailing,
It was a little darker, but even in the early 1940s Willy Frank Manthey sported a
beard. He's shown here (on the right) when he was a gunner's mate in the Navy
during World War II.
Manthey says he plans "to take it
easy" now in his retirement.
One feels, though, that Brother
Manthey is not ready to settle down
right now. He may still have a few
years of traveling ahead of him. And
maybe by then he'll be willing to tell
us about that earring. When asked
about its origin. Brother Manthey
simply said, "that was a long time
ago and I'm not ready to talk about
it yet."
About ten years ago while in Africa,
Brother Manthey had this classic
portrait taken.
�Penguins, icebergs. Wildlife and Killer Whales
by Seafarer Bill Todd, Chief Steward
I
WOULD like to call to your
attention a recent voyage of the
USNS Maumee to McMurdo Sta
tion in the Antarctic.
As secretary-reporter, I found
the trip interesting. And as a seaman
for the past 27 years, it was a once in a
lifetime trip.
The Maumee has made a number
of trips to the Antarctic over the
years.
In the trip this year to McMurdo,
we carried heating oil for our bases.
We also carried JP^ and bunkers
for the Coast Guard ice breakers.
The United States, along with 15
other nations, have signed a treaty
providing that the Antarctic Con
tinent is to be used for international
scientific research with total free
dom in the pursuit of re.search and
an exchange of the results. There are
no boundaries, as such, for these
scientists and there is a free flow of
personnel and material.
Upon our arrival at McMurdo
Sound, there was a delay due to one
of the ice breakers having problems.
The USCGC Glacier had to break a
Even in "summer," the Antarctic is quite cold as can be seen in this photo as huge
icebreaker leads the way for the Maumee.
channel for her and then resume the
task of breaking a larger channel for
the Maumee.
We circled at dead slow ahead for
eight days. In the process re-fueled
the USCGC Polar Star so that she
could return to Seattle for needed
repairs. We steamed in circles
because of ice floes.
While circling we had a magnifi
cent view of Mt. Erebus. There was
an ever changing view as the sun was
Monthly Membership
Meetings
Port
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Algonac
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Date
Sept. 4
Sept. 4
Sept. 5
Sept. 6
Sept. 6
Sept. 7
Sept. 10
Sept. 11
Sept. 12
Sept. 13
Sept. 17
Sept. 21
Sept. 8
Sept. 6
Sept. 15
Sept. II
Sept. 11
Sept. 12
Sept. 14
Sept. 13
Deep Sea
Lakes, Inland Waters
2:30p.m
2:30p.m
2:30p.m
9:30a.m
2:00 p.m
2:30 p.m
7:00p.m.
7:00p.m.
7:00p.m.
7:00p.m.
2:30 p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
10:30a.m
2:30 p.m
7:00 p.m.
7:00p.m.
—
—
—
—
2:30p.m
J :00p.m.
—
—
—
2:30p.m
—
SlU's Duluth Hall
Has New Location
In order to better service the Great
Lakes membership, the SIU Union
Hall in Duluth, Minn., has moved to
a new location.
As of August 10, the Union Hall
will be located in Suite 705 of the
Medical Arts Building, 324 West
Superior Street, Duluth, Minn.,
55802. The Hall's phone number will
remain the same at (218)-722-4110.
The spacious new Union Hall has
another advantage for SIU mem
bers. It's on the same floor of the
Medical Arts Building as the U.S.
Public Health Service doctor.
SIU reps remind all Unjon mem
bers that all Union business in
Duluth is now being handled at the
new Hall.
IIIW
perhaps 20 degrees above the
horizon, 24 hours a day. Mt. Erebus
is one of two active volcanos on the
Antarctic continent.
As the days went by, we were
becoming more concerned that we
would be unable to get to the base as
this was at their year end and
temperatures were dropping. As a
result. Captain Henry Church was
picked up by helicopter to view our
route to determine if we could get
through to McMurdo Station. He
felt that we could.
The Coast Guard cutter Glacier^
motto is "follow me." When our
channel was cut, we did just that. We
were so close behind that we felt that
it would be possible to jump from
our bow to her stern.
After arriving, the crew enjoyed
movies, beverages, and recreation at
several of the military clubs. All
seemed to have a good time visiting
with the researchers and hearing
stories of the sub-continent.
A few chowed down at the
Personnel Building where all are
welcome, it was a change of scenery
and food, which helped to break up
the monotony of a long trip.
Many of the crew made souvenir
purchases at the ship's store.All trip
long, "T" shirts were a big item from
various places visited.
Mike Parker, OS, was fortunate
to be escorted through the beautiful
ice caves, which are within walking
distance of Scott Base, about three
miles from Mc Murdo. From the
sun filtering through the ice, Mike
said that it looked as though there
were millions of diamonds sparkling
on the overhead.
Scott Base belongs to New
Zealand. It is manned by about 70
people this year and 13^ are "winter
ing over." They are in the process of
erecting a large building for the
housing of scientific and laboratory
facilities. The "Kiwis" are naturally
friendly and drinking is a great
pastime. This is attributed to the low
humidity, but they love their pint.
McMurdo is much larger than
Scott Base with roughly 1,000 men
during the summer and with about
70 "wintering over" this year. They
maintain the base and facilities
during the harsh winter.
There were .a great number of
crewmembers taking photographs
of our trip, the ports that we visited.
Emperor penguins, icebergs, wild
life, birds, the killer whales. It was a
sightseer's paradise. The majestic
mountains, the glaciers; it was all
quite beautiful and unspoiled.
The ship was unloaded in record
breaking time and was duly noted by
a wireless from Admiral Johnson
with MSG complimenting the Cap
tain and crew on their performance
in getting this vital cargo to it's
destination. To quote, "the Maumee
has done it again."
Seafarer Bill Todd
DisntdNirs Rnopt fir Gnat lakiis
JULY 1-31,1979
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Algonac (Hdqs.).
53
19
16
Algonac (Hdqs.),
40
14
10
Algonac (Hdqs.).
Algonsfc (Hdqs.),
41
116
37
TOTAL SHIPPED
All Groups
Class A Class B Class C
DECK DEPARTMENT
60
92
18
ENGINE DEPARTMENT
42
49
7
STEWARD DEPARTMENT
25
20
5
ENTRY DEPARTMENT
0
0
0
Totals All Departments
143
152
69
127
161
30
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
41
10
13
27
11
13
0
25
56
91
102
77
123
August 1979 / LOG / 35
�<i5>!
William Waverly Webb Jr., 23,
died on Apr. 22.
Brother Webb
joined the SIU fol
lowing his gradua
tion from Piney
Point in 1974
where he was an
assistant bosun. He sailed in the steward
department. Seafarer Webb was born in
Cheverly, Md. and was a resident of
Hyattsville, Md. Surviving are his
parents, Mr. and Mrs. William and
Faye Webb of Hyattsville.
Earl Lee Os
borne, 47, died on
May 27. Brother
Osborne joined
the Union in the
port of Philadel
phia in 1961
sailing as a mate,
captain and pilot
for Curtis Bay Towing from 1949 to
1979. He was born in Phildelphia and
was a resident there. Surviving are his
widow, Martha; a son. Earl Jr. and a
daughter, Victoria.
Nicholas Sarivas Arquiza, 56,
died in April.
Brother Arquiza
joined the SIU in
the port of San
Francisco in 1968
sailing as a 3rd
cook. He was a
veteran of the U.S. Army in World War
II. Born in the Philippines, he was a
resident of San Francisco. Surviving are
his widow, Polly of Cavite, P.I.; two
sons. Nelson and Eliezer and two
daughters, Arlene and Jocelyn.
Cecil M. Merriman,49, died on Mar.
15. Brother Merriman joined the Union
in the port of St. Louis in 1973 sailingas
a lead deckhand for Inland Tugs. He
was a veteran of the U.S. Marine Corps
from 1947 to 1968. Boatman Merriman
was born in Paragould, Ark. and was a
resident of Jonesboro, Ark. Surviving is
his mother. Sue of Jonesboro.
Victor Bratcher, 65, died of heart
disease in Doctors Hospital, Phoenix,
Ariz, on Mar. 1. Brother Bratcher
joined the Union in the port of Paducah,
Ky. in 1977 sailing as a cook for Inland
Tugs and the American Barge Co. that
year. He was born in Kentucky and was
a resident of Phoenix for the last seven
years. Cremation took place in the
Greenwood Crematory, Phoenix. Sur
viving is his widow, Virginia.
William H. Faison, 55, died on Apr.
20. Brother Faison joined the Union in
the port of Mobile in 1973 sailing as a
deckhand and chief engineer on the tug
Gobbler (Radcliff Materials) from 1971
to 1979. He was a former member of
the Teamsters Union, Local No. 991.
Boatman Faison was born in Covington
County, Ala. and was a resident of
Saraland, Ala. Surviving are three sons,
Thomas of Mobile, Kevin and Richard;
two daughters. Donna and Angela and a
sister, Mildred of Pensacola, Fla.
36 / LQG / August 1979
Pensioner
Eddie Aurelio
Patingo Sr., 66,
died of heart fail
ure in the Chalmette (La.) Gen
eral Hospital on
June 1. Brother
Patingo joined
the SIU in 1948 in the port of New York
sailing as a chief cook and chief steward.
He sailed 31 years. Seafarer Patingo was
born in the Philippines and was a
naturalized U.S. citizen. He was a
resident of Chalmette. Burial was in St.
Bernard Memorial Gardens Cemetery,
Chalmette. Surviving are two sons,
Benito and Eddie Jr. and four daugh
ters, Hilda, Marie, Louise and Gloria.
Roy Marvin
Ayers, 60, joined
the SIU in 1947 in
the port of Balti
more sailing as a
chief steward.
Brother Ayers is a
veteran of the U.S.
Army in World
War II. He was born in Georgia and is a
resident of Chalmette, La.
Pensioner
Roy Forrest
Wade, 69, passed
away on May 25.
Brother Wade
joined the Union
in the port of
Detroit in 1960
sailing as an AB.
He sailed for 29 years. Laker Wade was
a wounded veteran of the U.S. Navy in
World War 11. Born in Michigan, he was
a resident of Manistee, Mich. Surviving
are his widow, Margaret; a daughter,
Mrs. Kathryn Schultz of Manistee and
his father, Henry of Muskegon, Mich.
Pensioner
Thomas Jefferson
Donaldson, 87,
passed away on
|-Apr. 6. Brother
Donaldson joined
the SIU in 1947 in
the port of New
Orleans sailing as
deck engineer. He sailed for 34 years.
Seafarer Donaldson was a veterart of the
U.S. Army in World War 1. A native of
Alabama, he was a resident of Houston.
Surviving are a son, Charles, of
Houston and two daughters, Louise,
and Mrs. Mildred D. Griffin, both of
Mobile.
Abe Gordon, 61, died on Apr. 15.
Brother Gordon joined the SIU in 1940
in the port of Baltimore sailing as a
wiper and as a "glory hole steward" on
the SS Alcoa Clipper (Alcoa Alu
minum) in 1948. He hit the bricks in the
1946 general maritime beef. Seafarer
Gordon was born in Baltimore and was
a resident of Lexington, Ky. Surviving
are his father, Aaron of Baltimore and
a sister, Mrs. Merrian Yageman of
Owints Mills, Ind.
Pensioner Archie Lionel Hogge, 77,
succumbed to heart failure in Chesa
peake (Va.) General Hospital on May 4.
Brother Hogge joined the Union in the
port of Norfolk in 1961 sailing as a mate
for Curtis Bay Towing from 1951 to
1968. He was born in Virginia and was a
resident of East Chesapeake, Va.
Interment was in Chesapeake Memorial
Gardens Cemetery. Surviving are his
widow, Beulah and a son, Thomas.
Martin Joe
Irwin, 56, was
dead on arrival of
heart disease at
Worcester (Mass.)
City Hospital on
May 18. Brother
Irwin joined the
SIU in the port of
New York in 1968 sailing as an AB. He
sailed 37 years. And he was a veteran of
the U.S. Navy in World War II sailing
on the USS Simpson. Arcturys, Mon
tague and Wichita. Seafarer Irwin was
born in Boston and was a resident of
Shrewsbury, Mass. Interment was in St.
John's Cemetery, Worcester. Surviving
are a son, Martin, Jr. of Worcester and
his mother, Mrs. Mary E. Fleming of
Shrewsbury.
Pensioner
Gideon Asbury
Allen, 69, died on
May 28. Brother
Allen joined the
SIU in 1938 in the
port of Baltimore
sailing as a deck
engineer and
fireman-watertender. He sailed 43
years. Seafarer Allen was veteran of
the pre-World War II U.S. Navy. Born
in Texas, he was a resident of Long
Beach, Calif. Surviving is his widow,
Mae; a son, Edward; and two sisters,
Mrs. Lurline Holden of Texas, and Mrs.
Delores Debben of Kansas City.
Donald Mau
rice Anderson, 46,
died on June 11.
Brother Anderson
joined the SIU in
the port of Hous
ton in 1953 sailing
as a cook. He
i
sailed 31 years.
Seafarer Anderson was born in Hinck
ley, Minn, and was a resident of Seattle.
Surviving are his father, Frank and two
brothers, Harold and Leonard, all of
Seattle.
FerHs Joe Antone, Jr., 53, died
of a heart attack
on the SS Alex
Stephens (Water
man) on the high
seas west of the
Azores on May 3.
Brother Antone
joined the SIU in the port of Jackson
ville sailing as an AB from 1978 to 1979.
He also sailed inland for Caribe
Tugboat, Jacksonville in 1977 and for
lOT in 1976. Seafarer Antone was a
veteran of the U.S. Navy during World
War II. He was born in Duval County,
Fla. and was a resident of Jacksonville.
Surviving are his widow, Elizabeth; a
daughter, Toni and his mother. Opal, of
Jacksonville.
Pensioner
Samuel F. Rusk,
65, died on May 6.
Brother Rusk
[joined the Union
in the port of
.
-jm Philadelphia in
1957 sailing as a
Mi cook and steward
for Taylor and Anderson from 1973 to
1975. A native of Gloucester City, N.J.,
he was a resident there. Surviving are his
widow, Gertrude; two brothers,
Thomas of Maplewood, R.I. and
Edward of Gloucester City and a sister,
Mrs. Mary Shaw of Gloucester City.
Patrick Mike
Graham, 26, died
in Houston on
June 12. Brother
Graham joined
the SIU in the port
of New York
following his
graduation from
Piney Point in 1974 where he was a
bosun. He also sailed for Waterman as
an AB. Seafarer Graham was a 1978
Union scholarship winner and a fresh
man at Southwest Texas University.
Born in Jonesboro, La., he was a
resident of League City, Tex. Surviving
is his father, George of League City.
Russell Mazelion Grantham,
53, was lost at sea
off the SS Delta
i5ra5/7 (Delta Line)
on May 19. Bro
ther Grantham
joined the SIU in
A 1944 in the port of
Mobile sailing as a bosun. He was a
veteran of the U.S. Army in the Korean
War. A native of Alabama, he was a
resident of Bonifay, Fla. Surviving are
his widow, Evelyn; his father, Mazelion
of Noma, Fla. and his mother,,Bertha of
Columbus, Ga.
George David
Hanback, 21, died
in Pine Plains,
N.Y. on Dec. 25,
1978. Brother
Hanback joined
the SIU following
his graduation
from Piney Point
in 1974. He sailed as an AB. Seafarer
Hanback was born in North Tarrytown,
N.Y. Burial was in Evergreen Cemetery,
Pine Plains. Surviving are his parents,
Mr. and Mrs. Burt (recertified bosun)
and Alice Hanback of Pine Plains; five
brothers (one a Seafarer) and three
sisters.
William Clyde
Hughes Jr., 40,
died on Apr. 21.
Brother Hughes
joined the SIU in
the port of New
Orleans in 1967
sailing as an AB.
He was afi "A"
seniority upgrader at Piney Point in
1967 and attended the 4th Union
Educational Conference there. Seafarer
Hughes was a Andrew Furuseth Train
ing School grad. And he was a veteran
of the U.S. Army's Air National Guard
from 1966 to 1969. He was also an artist.
Born in Crockett, Tex., he was a
resident of Springs, Tex. Surviving are a
son, William Clyde III; two daughters,
Shelley and Holley and his parents, Mr.
and Mrs. W. C. Hughes.
Walter Nathan Thomas, 62, died on
May 23. Brother Thomas joined the
Union in the port of Detroit in 1972
sailing as a 2nd cook. He was born in
Iron Mt., Mich, and was a resident of
Carleton, Mich. Surviving is his widow,
Georgina.
Joe Frank Adcock, 43, died of a heart
attack on May 31. Brother Adcock
joined the SIU in the port of Norfolk in
1978. He sailed as an AB on the USNS
Potomac (Hudson Waterways) last year
and the SS Cove Sailor (Cove Shipping)
this year. Seafarer Adcock was born in
Truscott, Tex. and was a resident of
Virginia Beach, Va. Surviving is his
widow, Imogene.
�• "^
i
Thomas Rich
ard Rafferty, 55,
died of heart
disease in West
Jersey Hospital
North on July 11.
Brother Rafferty
[joined the Union
in the port of
Philadelphia in 1961 sailing as a mate,
captain and pilot for the Independent
Towing Co., Philadelphia from 1957 to
1979. He was a Piney Point upgrader in
1973. Boatman Rafferty was a veteran
of the U.S. Navy in World War II. Born
in St. Paul, Minn., he was a resident of
Camden, N. J. Interment was in St.
Paul. Surviving are two sons, Richard
and Thomas of Camden and two
daughters. Donna and Janet.
Jeffrey Logan
Shaffer, 25, was
dead on arrival at
the Atlantic City
' (N.J.)
Medical
Center on May 12.
Brother Shaffer
Ijoined the Union
I in the port of
Wilmington, Calif, in 1979 sailing as an
assistant engineer and engine utility on
the tugs Feather River and San Joaquin
River (Crowley) last year. He was a
veteran of the U.S. Navy from 1971 to
1975. Boatman Shaffer was born in
Lincoln, Neb. and was a resident of
Virginia Beach, Va. and Ridgecrest,
Calif. Surviving are his widow, Debra
and daughter, Shonda Kay.
George Roberson died on July 6.
Brother Roberson sailed as a deckhand
on the dredge Albatross (Radcliff
Materials) from the port of Mobile this
year.
Joseph Leroy Blalock, 58, succumbed
to cancer in Pennsylvania Hospital,
Philadelphia on June 28. Brother
Blalock joined the Union in the port of
Philadelphia jn 1976 sailing as a cook
for Mariner Towing on the tug Mariner
(lOT) from 1973 to 1978. And on the tug
Valour last year, too. He was a member
of the NMU from 1958 to 1960.
Boatman Blalock was a veteran of the
U.S. Navy during World War II. A
native of Chattanooga, Tenn., he was a
resident of Philadelphia. Burial was in
the Christ Sanctified Holy Church
Cemetery, Perry, Ga. Surviving are his
widow, Jewell; two sons, U.S. Army
Sgt. 1/C Roy B. Blalock of Gaithersburg, Md. and Jeffrey Blalock; two
daughters, Mary and Julie and a
brother, Eugene E. Blalock of Virginia
Beach, Va.
Pensioner Arthur Raymond, 78,
passed away on July 8. Brother Eraser
joined the Union in the port of
Baltimore in 1956 sailing as a deckhand.
He was born in Arizona and was a
resident of Baltimore. Surviving is his
widow, Sadie.
Raymond Bedair, 49, died on Jan. 8.
Brother Bedair joined the Union in the
port of New Orleans in 1972 sailing as
captain and pilot for National Marine
Service, Houston from 1972 to 1976. He
also sailed for Gulf Canal Lines from
1965 to 1^72. Boatman Bedair was a
former member of the NMU United
Marine Division. He attended Piney
Point's Vessel Operator's Management
and Safety Course in 1976. Born in
Texas, he was a resident of Groves, Tex.
Surviving are his widow. Vera of
Winnfield, La.; a stepson, Roger D.
Green and his mother, Mrs. E. E. Swain
of Rockland, Tex.
Pensioner
Antonio Aguilar
Garcia, 79, passed
away from natural
causes in the
Lutheran Medical
Center, Brooklyn,
N.Y. on May 9.
Brother Garcia
joined the SIU in 1938 in the port of
New Orleans sailing as a chief steward.
He sailed 41 years. Seafarer Garcia was
born in the Philippines and was a resident
of Brooklyn. Burial was in Pinelawn
Memorial Park Cemetery, Long Island,
N.Y. Surviving is his widow, Eula.
Pensioner Carl
Hoogenwerf, 77,
passed away on
June 13. Brother
Hoogenwerf
joined the Union
in the port of New
York in 1960
sailing as a deck
hand for the New York Central Rail
road from 1924 to 1967. Boatman
Hoogenwerf was born in Belguim-The
Netherlands, was a naturalized U.S.
citizen and was a resident of Fairview,
N.J. Surviving are his widow, Germaine
and a daughter, Mrs. John (Dorothy) de
Sena of Fairview.
Johnnie Lee
Jackson, 67, died
of heart failure on
arrival at the
South Alabama
Medical Center
Hospital, Mobile
on Feb. 2. Brother
Jackson joined the
Union in the port of Mobile in 1958
sailing as a chief steward for Mobile
Towing from 1958 to 1979 and for the
Southern Oyster Shell Milling Corp. in
1958. He was born in Plateau, Ala. and
was a resident of Mobile. Burial was in
Oaklawn Cemetery, Mobile. Surviving
are his widow, Daisy Bell and a brother,
George of Mobile.
Pensioner
[Joseph Louis La
I Padula, 82, died of
lung failure in
[Jersey City, N. J.
on June 11. Broth
er La Padula
joined the Union
in the port of New
York sailing as a deckhand and bridgeman for the Pennsylvania Railroad
Marine Division from 1919 to 1962. He
was also a welder for the Staten Island
(N.Y.) Shipbuilding Corp. Shipyard
from 1917 to 1919. Boatman La Padula
was a member of the Masters, Mates
and Pilots Union from 1947 to 1960.
Born in New York City, he was a
resident of Jersey City. Surviving are his
widow, Oeraldine; two sons, John and
Joseph Jr. and three daughters, Mrs,
Carmella, Piserchia, Mrs. Mary Barata
and Mrs. Barbara Brady.
Albert Brenizer, 42, died on June 2.
Brother Brenizer sailed as a deckhand
for the American Commercial Barge
Line (ACBL). He was born in Fayetville. 111. and was a resident of Nor
mandy, M6. Surviving is his widow,
Carlee.
Pensioner
Alvin Lewis, 62,
died of a heart
attack in the
Moorehead City
(N.C.) Nursing
Home on Mar. 20.
Brother Lewis
Ijoined the Union
in the port of Philadelphia in 1957
sailing as an AB and pilot for NBC Lines
from 1963 to 1969 and for Harbor
Towing. He sailed 20 years. Boatman
Lewis was a veteran of the U.S. Army.
Born in Merrimac, N.C., he was a
resident of Oriental, N.C. Burial was in
Lukens Cemetery, Carteret County,
N.C. Surviving are his father. Dexter
and a sister, Mrs. Fannie Pittman, both
of Oriental.
Pensioner
Dewey Parsons,
77, succumbed to
cancer in the
Swanlolm Nurs
ing Home, St.
Petersburg, Fla.
on May 8. Brother Parsons
joined the SIU in 1939 in the port of
Tampa sailing as a bosun. He sailed for
44 years. Seafarer Parsons was born in
Grand Cayaman, B.W.I. and was a
resident of St. Petersburg. Burial was in
Royal Palm Cemetery, St. Petersburg.
Surviving are a brother, Cal of Grand
Cayaman Is. and a nephew, C. Parsons
of Cayaman.
A
Pensioner Steve Kardanis, 74, died of
natural causes in the Bronx (N.Y.)
Municipal Hospital on May 14. Brother
Kardanis joined the Union in the port of
Milwaukee, Wise, in 1958 sailing as a
fireman-watertender. He sailed 21 years
on the Lakes. Kardanis was born in
Leros, Greece and was a resident of the
Bronx, Burial was in Riverview Ceme
tery, Martins Ferry, Ohio. Surviving are
his widow, Thelma and a son, Harry K.
Karathanasis of Martins Ferry.
Pensioner Edwin Gabriel Mitchel,68,
died of heart-lung failure in the New
Orleans USPHS Hospital on Apr. 11.
Brother Mitchel joined the SIU in 1946
in the port of New Orleans sailing as a
chief steward and chief cook for 31
years. He was a veteran of the U.S.
Coast Guard in World War 11. A native
of New Orleans, he was a resident there.
Interment was iif St. Louis Cemetery,
New Orleans. Surviving is his widow,
Virginia.
Pensioner, Bias Torres, 61, died of a
heart attack in Carolina, P.R. on Apr.
19. Brother Torres joined the SIU in
1944 in the port of New York sailing as a
fireman-watertender. He was born in
San Juan, P.R. and was a resident of
Rio Piedras, P.R. Surviving are his
widow, Matilde; three sons, Miguel,
Manuel and Jose and a daughter, Mrs.
Mercedes Torres.
James Olman Wall, 53, died of
natural causes on Mar. 16. Brother Wall
joined the Union in the port of Houston
in 1957 sailing as a deckhand, chief
mate, captain and pilot for G & H
Towing from 1953 to 1979. He also
worked for Curtis Bay Towing and
Dixie-Carriers. He was a veteran of the
U.S. Navy in World War II. Boatman
Wall was born in Alexander, N.C. and
was a resident of Arcadia, Tex. Surviv
ing are his widow, Betty; two sons,
Kenneth and Michael and a daughter,
Martha.
Elmer James
Hebard, 65, died
on July 14. Broth
er Hebard joined
the Union in the
port of Detroit in
1950 sailing as a
firemanwater-tender for
the Huron Cement Co. He was born in
Port Huron, Mich, and was a resident
of River Rouge, Mich. Surviving is a
sister, Mrs. James (lone) Siemen of
Port Huron.
Leo Watts, 59, died on Apr. 10.
Brother Watts joined the SIU in the port
of New Orleans in 1951, sailing on the
Delta Line in 1965. He was a resident of
Livingston, La. Surviving are his
widow. Bertha; a daughter, Susaii and
his parents, Mr. and Mrs. Fred M. And
Gertrude Watts of Livingston.
Wayne D. Mundy died on Mar. 8.
Brother Mundy sailed as an AB on the
tug Vigilant and for Dixie Carriers,
Harvey, La. last year. He shipped out
of the port of New Orleans. Surviving is
his widow.
Leo J. Meyer, 50, died on May 19.
Brother Meyer joined the Union in Port
Arthur, Tex. in 1970 sailing as a pilot
and captain on the Tugs National
Mariner, National Gateway and Na
tional Progress (National Marine) from
J 970 to 1979. He was a graduate of the
Lundeberg School's Vessel Operator
Management Safety Program in 1976.
Boatman Meyer was a former member
of the Master, Mates and Pilots Union.
He was born in Guttenburg, Iowa and
was a resident of Garver, Is., la.
Surviving is his widow, Louise.
Pensioner Henry Sawyer, 68, died of
lung failure in the Norfolk USPHS
Hospital on Mar. 8. Brother Sawyer
joined the Union in the port of Balti
more in 1959 sailing as a chief cook and
deckhand for Harbor Towing from 1958
to 1976. Boatman Sawyer was a former
member of the Teamsters Union, Local
24 from 1945 to 1948. He was a veteran
of the U.S. Army before World War 11.
Born in Hickory, Va., he was a resident
of South Mills, N.C. Burial was in
Chesapeake (Va.) Memorial Gardens
Cemetery. Surviving are two nephews,
Paul 1. Powers Jr. and D. C. Harris,
both of Chesapeake.
Gary Cole Eickelmann, 32, died of a
head injury in Mercy Hospital, Balti
more on Apr. 12. Brother Eickelmann
joined the Union in the port of Paducah,
Ky. in 1977 sailing as a mate for
Northern Towing from 1977 to 1978. He
also sailed as a deckhand for Orgulf
Transportation. Boatman Eickelmann
also worked as a welder for the SIUaffiliated United Industrial Workers
Union's (UIW) Louisiana Dock Co.,
New Orleans this year. He was born in
Herrin, 111. and was a resident of
Benton, 111. Burial was in Harrison
Cemetery, Christopher, 111. Surviving
are his widow, Elizabeth; a son, Richard
and his parents, Mr. and Mrs. Cecil
and Bella Eickelmann.
August 1979 / LOG / 37
�•m
Steamboatin'
Framed by the St. Louis Arch—"Gateway to the West"—is the steam caliope of \he Mississippi Queen. Also known as a "steam pianna", it,
[ends an air of authenticity to river excursions—especially when steam's up and the "pianna man" is playin'!
Gracing one of the Mississippi Queen's spiral staircases are maids, from top to bottom,
Donna Gudger, Zandra Bienaime, and Carol Cruys.
John Prados, utilityman on the boat, is from
Evansville, Ind.
Ldrry Srubaker, maitre d' on the Mississippi Queen, hails from Middletown, Ohio.
38 / LOG / August 1979
64QTEAMBOATS a'cominr
O Gone are the days when
young boys and girls ran through
the streets of such river towns as
New Orleans, Cairo, and St.
Louis, spreading the news at the
approach of an old-time steam
boat with that once-common
cry.
But much of the aura and
excitement surrounding "steamboatin"'still lingers along the
Mississippi, thanks to the 53year-old Delta Queen and her
younger and bigger sister the
Mississippi Queen.
The Queens are the only
overnight steam-paddlewheel
excursion boats still operating on
the U.S. inland waterways, and
both are SlU-contracted.
The three-year-old, 379-foot
Mississippi Queen was in St.
Louis recently for a 14-hour
stopover, and it was there,
amongst the hustle and bustle
that surrounds such an event
even today, that the Log finally
caught up with her.
Passengers (she can carry
upwards of 400 of them) were
coming and going, accompanied
by friends and relatives who were
on hand to greet them, or give
them a good old-fashioned sendoff. All manner of supplies was
being delivered and piled up
either at the foot of the gangway,
or on the boat's foredeck.
Some of the 125 crewmembers
were, in turn, busy transferring
these supplies down below, while
others greeted passengers, made
repairs, prepared food, cleaned
up, and generally readied the
Mississippi Queen for the next
leg of her river journey (destina
tion: St. Paul, Minn.).
Virginia-born Donna Gudger nowcalls New
Orleans, ancktbe Missi^t^Qii^, home..'.
She's beerva maid on 8^ paddle-wheefer
for over a year.
�Alive and Kiekin' on Mississippi
It didn't take much imagination to picture how it mijght've
been, a hundred years earlier, on
the occasion of a steamboat's
from that same St.
departure from that same St.
Louis waterfront. Because, in
many ways, that's how it actually
was.
, of
rthe elevaelevi
Outwardly at least (the eleva
tors, air-conditioning,
, ,
, and swim_ xU/a
mine ^pool
^ ^ - dont show on the
"""& ^
^
outside), the Mississippi Queen
The M/ss/ss/pp/Oueen, during a recent stopover in SI, Louis, Mo. ^
looks very much like a paddlewheel steamboat of yesteryear.
That look, plus certain sounds—
like her steam whistle or paddlechurning up the water\n time
time like
carries vou back in
IIKC
*
u«-*
otime
nothing else can, short ot a time
machine.
But it takes a lot of people to
pull the whole thing off. A lot of
hard-working people who believe
in what they're doing, without
which the Mississippi Queen, or
any other boat, would be just a
hollow vestige of what once was.
It tak6s SIU people, the vast
majority of the Mississippi
Queen's crew—cooks, waiters,
maids, engineroom personnel,
deckhands, porters, bartenders
and others—to pull it off, day in
and day out. These are the people
who, in the final analysis, are
keeping a romantic tradition
alive on the Mississippi.
Thanks to those people on the
Mississippi Queen and the D^lta
Queen, it just might be possible to
hear those magic words come
ringing through a river town once
again: "Steamboat's a'comin'!"
--
^
Serving With Chef George Silver a Golden experience
•\T7hen Chef George U. Silver Rainier and Grace Kelly of MonVV completed his first year on the occo, and President Har^ Truman.
There's no question abbut it, Chef
paddlewheel excursion boat Missis
sippi Queen last October, the galley Silver has been around. He worked
crew under his command presented for years as Chef in various cities,
him with a certificate that read, in including New York, Washington,
and Atlanta (which he now calls
part:
"Thank you for all the knowledge, home). And during the Second
patience, and understanding you World War he supervised food
preparation for the Persian Gulf
have given each of us."
Command at its headquarters in
Many thousands of people who
Iran, as well as having a similar
have had the good fortune to eat a
meal prepared or supervised by Chef position with the Western Defense
Silver might agree to add these Command in Alaska.
Life on the Mississippi is a new
words to that certificate, if they
could: "And thanks for the good experience for Silver, but he has
adjusted to it without any trouble.
food!"
Thanks is also due to the wander He's kept busy, preparing meals for
lust that brought the native of a maximum of 400 passengers, but
Antofagasta, Chile to the U.S. in the it's not like the days when he was
responsible for the preparation of
first place.
4,800 meals a day on the deep-sea
It all began in 1925 when Silver passenger ships.
.
decided to give up a promising
Does Chef Silver mind being
career as a C.P.A. to take a job as away from home for 30 days at a
fireman on a U.S.-bound oil tanker. stretch?
.
Shdrtly thereafter, he landed his first
"Not at all," says Silver with a
job in the food preparation business twinkle in bis eye, "at my age (75),
—as a dishwasher at the Brown going home after 30 days and seeing
Derby Restaurant in Los Angeles, my wife is like having a honeymoon
Calif. Thus began a career which, so all over again!"
far, has spanned 53 years.
All in all. Silver says he has no
When you talk about "food fit for complaints about life on the Missisa king", it's not just an expression in sippi, and about his life in general.
Chef Silver's case. In fact, he has "America has been good to me, he
actually served two kings during his told us. And Chef Silver has been
long career: King lb Saud ofSmdi good to America.
Does he plan to retire anytime
Arabia, and King Mahomed V of
soon?
,
Morocco.
"I'm going to stay here till the
And during a 10-year period cows come home," was his reply.
(1952-61) in which he worked for
For the sake of all future passeng
American Export Lines as Execu- ers on the Mississippi Queen,who
tive Chef—on board the S.S. Inde will dine royally as long as Chef
pendence and the S.S. Constitution Silver is aboard, here's hoping the
—Silver supervised preparation oi
cows aren't in any big hurry.
meals for such notables as Prince
career.
August 1979 / LOG / 39
�<I
A SPACE IN
WASHINGTON
30® A DAY
IS ALL IT TAKES
\,
li
I
^.\':k
Sign the SPAD check-off today.
•^P
�
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
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Paul Hall Maritime Library Microfilm 1939-1993
Publisher
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Seafarers International Union of North America
Dublin Core
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Title
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August 1979
Description
An account of the resource
HEADLINES
MARITIME AUTHORIZATIONS BILL PASSES HOUSE
AFL-CIO URGES: END VIRGIN ISLANDS LOPPHOLE
ATLANTIC FISHERMAN VOTE TO COME INTO SIU-AGLIWD
3 NEWLY AQUIRED APL SHIPS IN TRANSPACIFIC RUN
FARMWORKERS URGE: ‘DON’T BUY NON UNION ICEBERG LETTUCE’
EFFOTS INTENSIFY TO BRING BACK U.S. PASSENGER SHIPS
ENERGY CRISIS, IMPENDING RECESSION LABOR’S TOP PRIORITIES
INLAND VACATION PLAN HITS A HIGH NOTE PAYS 5,000TH BENEFIT CHECK IN ONLY 3RD YEAR OF EXISTENCE
NMC STUDYING A HOLD FULL OF MARITIME LEGISLATION
LAKES SEAMEN GET AUG. 1 COLA INCREASE
INTERSTATE BOATMEN GET COLA HIKE
PATRIOT, 1ST OF 12 NEW SEA-LAND DIESELS LAUNCHED
NO BULL! TAURUS SIU’S 10TH GAS CARRIER
CALIF. LNG TERMINAL A STEP CLOSER TO GROUNDBREAKING
C.G. PROPOSES UNPASSALE PHYSICALS FOR SEAMEN
UNIONS DRAFTING PROPOSAL TO SECURE V.A. BENEFITS OF SEAMEN
CONGRESS HOLDS HEARINGS ON LNG FACILITY SITING
US-FLAG FLEET HITS 22 MILLION TONS
LEGISLATION TO BEEF US U.S. SHARE OF BULK TRAE INTRODUCED
ECONOMY DEMANDS ACTION ON OCEAN MINING
RED TAPE HAS NEW LNG PROJECTS TIED UP
2 MORE SEAFARERS RETIRE WITH INCREASED PENSION
N.O. HAS NEW SEAMEN’S CENTER
TUG DIMPLOMAT JOINS SIU MANNED INTERSTATE FLEET
CARTER AND FAMILY TAKE TREK ON DELTA QUEEN
SIU BOAT VICTORIOUS IN 1979 INTL. TUG RACE
VACATONING CONGRESS LEAVES PLENTY ON THE BURNER
C.G. ANSWERS COURT CASE CHARGING INCOMPETENCY
SAGA OF THE R/V ANTON BRUUN, RESEARCH SHIP
SENATE CONFIRMS SAMUEL NEMIROW AS NEW MARITIME ADMINISTRATOR
SIU’S JOE SACCO ELECTED V.P. OF TEXAS AFL-CIO
SAFETY FIRST WHEN ENTERING A TANK OR CONFINED SPACE
OLDTIME WILLY MANTHEY, 50 YEARS A SEAMAN, CALLS IT A DAY AT 73
PENGUINES, ICEBERGS, WILDLIFE AND KILLER WHALES
STEAMBOATIN’ ALIVE AND KICKIN’ ON MISSISSIPPI
SERVING WITH CHEF GEORGE SILVER A GOLDEN EXPERIENCE
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
8/1/1979
Format
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Newsprint
Type
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Text
Identifier
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Vol. 41, No. 8
1979
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/8fbe9f2e694810a7d009b95ebbd0c571.PDF
90c1fb753195aa8cfa27d73c764aa53f
PDF Text
Text
-
I
}
I
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • API -no
•
Hall Takes
Part in
Carter's
Camp David
Sessions
VOL 4i
NO. 7
Crew 9th tNG, El Paso Howard Boyd
Page 12
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•
Page 3
-KiMs
SI U Supports
Revival of
US.
u
Passenger ^
Ships
•'
itt
•
1
•J
Page J 3
?
»
GAO Knocks
Coast Guard
Failures on
Safety
Page 4
'.'Ik]
Lundeberg
Trainees Whip
1]
^1
Field in 26th
Annual
International
Lifeboat Race
"A 'I • •
• .1
t
,
•. •
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*
il.
Pages 19-22^
A-
•?--'!^iiiSSW;iBTS33:S'j£fS5«5Ha!r^^
;;:P
�Senate Vote, 74-3 To Keep Alaska Oil in US
In a move that targets the
energy needs of Americans as a
top national priority, the U.S.
Senate voted overwhelmingly
this month to ban the export, sale
or swap of Alaskan-produced
crude to a foreign nation in any
but the most critical emergency
cases.
By a tally of 74-3, the Senate
endorsed the Export Administra
tion Act Amendments of 1979,
sponsored by Sen. Don Riegle
(D-Mich.)
The measure now moves to the
House where its support is
reportedly very strong.
Senate passage of the bill was
hailed as a major victory for the
many consumer, public interest
and labor groups who have waged
an intense fight to have Alas
kan oil reserved exclusively for
domestic use.
"Congress has become much
more responsive to the energy
needs of U.S. consumers," said a
D.
0X0.
spokesman for the Consumer
Federation of America. "Op
ponents of the Act in the Senate
had a difficult time explaining
why we should be exporting oil in
the face of nationwide shortages."
The Consumer Federation of
America is an umbrella organi
zation made up of 240 groups
with a combined membership of
close to 30 million.
An 11th hour attack on S. 737
in the form of an amendment
introduced by Sen. Ted Stevens
(R-Alaska) was beaten back by a
vote of 52-30. Sen. Stevens'
amendment would have under
mined the intent of the Act by
allowing the U.S. to swap Alas
kan crude for Canadian or
Mexican oil. He also sought to
limit the Act's tenure to one year.
Aside from one relatively
minor wording change, S. 737
was approved intact. The meas
ure would allow the President to
go ahead with an export or
Paul Hall
Organization With a Future
ne of the truly great advantages that we as an organization
have over companies, conglomerates and multinational
corporations is people—our kind of people.
We don't live and die by fluctuations in the stock market, the
price of gold or profits of margin.
The strength of our organization is carried within each and every
member of this Union. And the margin of our success is measured
solely by our ability to provide a better and better life for people
who make their living on ships, tugs and towboats.
The things we have achieved have not come easy to us. Our
oldtimers especially know this. But because we have remained
unified throughout-our four-decade history, we have advanced
tremendously. This advancement has come not only in regard to
wages, conditions and benefits, but also in regard to the uplifted
position of the American seaman in American society.
I believe that one of the real keys to our success is that the
improvements and programs we fougTit to establish were always
accomplished with the future in mind.
Our philosophy has always been to develop programs that will
yield not only immediate good, but long term benefits as well.
This is a formula that has worked well for us. It is the same
formula that went into the establishment of what I believe to be one
of this Union's most important achievements—the Lundeberg
School.
I say this because the future is what the Lundeberg School is all
about.
We had the future in mind when the first class of trainees
graduated from the brand new Lundeberg School in 1967. And we
have the future in mind today as the trainees in class number 287
O
exchange of Alaskan-produced
oil only within the following
strict framework:
• the export would not lessen
either the quantity or quality of
crude available to U.S. con
sumers;
• the export would result in
the reduction in cost of imported
crude to American refiners and
the cost of oil to American
consumers. Cost items would
have to be verified by a semi
annual government audit.
• if any exports are approved
their contracts must be termin
able;
• the exports must be proved
necessary for the protection of
U.S. national security.
The House version of the
Export Administration Act
Amendments of 1979, sponsored
by Rep. Howard Wolpe (DMich) is basically the same as the
Senate bill. If the House ap
proves the measure, as expected.
both versions would then be sent
to a joint House/ Senate confer
ence committee where any differ
ences would be ironed out.
Senate passage of S. 737 came
during a summer when the
primary concerns of the nation
are energy-related. An aide to
Sen. Riegle cited the country's
critical energy needs as among
the key factors behind the Sen
ate's decisive support of the Act.
"We need every drop of oil we
produce to be brought to market
in this country," the spokesman
said.
Congress became aware, the
spokesman said, that "the only
sure winners in any Alaskan oil
export plan were the oil com
panies." Congress was also re
affirming their original intent in
passing the Trans-Alaska Pipe
line Act, he added. "From the
beginning Alaskan oil was sup
posed to go for domestic mar
kets."
take their training in preparation for their first job at sea, in the
harbors or out on the Rivers.
It is important to remember that the Lundeberg trainees of 10
and 12 years ago are among the veteran seamen of our Union today.
• ^ In fact, in our most recent class of the Bosun Recertification
Program, which finished up earlier this month, six of the 12
participants were Lundeberg School Entry Trainee graduates. One
of them was actually in the first graduating class ever at the School
back m 1967.
'' Siniilaf'ptogress has also been made by Lundeberg Entry grads
who chose to work in the Union's contracted inland fleet. A fine
example of this progress is the fact that 50 percent of the most
recent graduating class of the Towboat Operator Scholarship
Program were Entry Trainees just a few years ago. These young
Boatmen now have their Towboat Operator's licenses, a truly
significant achievement in their individual careers.
In addition, many of our "A" Seniority Upgraders of today were
Lundeberg trainees just a few years ago. And they will be making
up the heart of the SIU membership for years to come.
This is how it works. The Lundeberg graduates of 10 years ago
are thd veterans of today. And the graduates of today will be the
veterans and leaders 10 years from now.
This is what the Lundeberg School is all about—giving young
people a break in life—giving them the opportunity for a rewarding
career.
In addition, the Lundeberg School, through the wide variety of
upgrading programs for every SIU member, continues to do the
indispensable job of providing well trained, competent manpower
to our contracted ships and tugs.
As it stands today, the Lundeberg School is the finest training
facility for merchant seamen anywhere in the nation.
It is a School that offers career opportunities that will help a
young person go from an entry rated job to the top of his chosen
department in a relatively short time. This is true for those who ship
deep sea. Great Lakes or inland.
It is a School that proves day after day that our Union is an
organization that is not only anticipating the future, but is prepared
for the future. Apd as such, we are an organization that has a
future.
We should all be proud of the progress and accomplishments of
the Lundeberg School. We should be proud because each and every
member of this Union has contributed to its success.
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave Brooklyn N Y
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No.7, July 197^. (ISSN #0160-2047)
'
2 / LOG / July 1979
y •
�Hall Among Leaders At Camp David
President Carter Hosts 10 Days of Meetings to Develop Energy Strategy
lU President Paul Hall was
among scores of national
leaders from virtually every
geographic area in the U.S., who
were summoned to consult with
President Carter early this month
on the energy problem.
For 10 days, some of the most
influential men and women in the
country helicoptered in and out
of the President's Ciamp David,
Md., retreat. They were partici
pating in summit sessions on the
country's critical energy situa
tion.
The skull sessions preceded
Carter's nationally televised
energy address to the country on
Sunday, July 15. Carter had
originally planned to speak ten
days earlier but cancelled the
broadcast. He opted instead, to
speak with more than 150 leaders
in labor, politics, economics and
academics for counseling and
advice.
"1 decided to reach out and to
listen to the voices of America,"
Carter said. "I invited to Camp
David people from almost every
segment of our society: business
and labor; teachers and preach
ers; governors, mayors and
private citizens."
SIU President Paul Hall par
ticipated in a July 10 summit
session, providing a strong voice
from American maritime labor.
Hall was one of 10 labor
leaders who visited Camp David
over a course of three days.
Among the representatives of
organized labor were: AFL-CIO
Secretary-Treasurer Lane Kirkland, and Union Presidents
Douglas Frazier (Auto Workers);
Martin Ward (Plumbers); Jerry
Wurf (AFSCME); Lloyd McBride (Steelyi^orkers); John Lyons
(Ironworkers); Sol Chaikin
(Lady Garment Workers) and
Bill Wynn (Food & Commercial
WorkersV
The President also tapped a
S
INDEX
Legislative News
Senate Bans Alaska
01! Export
Page 2
SIU in Washington
Pages 9-10
U.S. Passenger Ships On
Way Back?
Page 13
Union News
Hall at Camp David
Page 3
President's Report
Page 2
Headquarters Notes
Page 7
Letters to Editor
Page 16
Brotherhood in Action..—Page 37
At Sea-Ashore
Page 18
SPAD Checkoff
Back Page
GAG Blasts Coast Guard
Page 4
Great Lakes Picture
Page 8
Inland Lines
Page 6
SIU Wins Local 333 Beef ....Page 5
Feds Cold On LNG
Page 17
i:
AFL-CIO Secretary-Treasurer Lane
Kirkland took part in one of the summit
meetings which President Carter said
had confirmed his belief in the "de
cency and the strength and the wisdom
of the American people."
delegation of U.S. governors who
left the annual meeting of the
National Governors Assn. 4o
meet with him. Carter saw several
members of Congress including:
House Speaker Thomas P. CNeil
Jr. (D-Mass); Rep. Pete Domenici (R-N.M.) and Senators
Daniel Moynihan (D-N.Y.),
Russell Long (Chairman of the
Senate Finance Committee and
Edmund Muskie (chairman of
the Senate Budget Committee).
Members of Carter's present
Cabinet and those who served
former presidents were asked to
some meetings as were clerical
leaders, business representatives
and university professors.
Throughout the 10 days of
conferences Carter was reported
to have listened a great deal.
Based on input from the meet
ings, Carter announced a sweep
ing energy plan in his July 15
television address. He filled in
some of the details in two followup speeches the next day.
The platform, billed as a "war
on the energy problems," is a sixpoint plan which stresses quotas
on imported oil, conservation,
development of alternative en
ergy sources and increased do
mestic production. It's projected
to cost $142 billion over a l()-year
period.
SIU President Paul Hall met with Carter
at Camp David on July 10. Hall was
among the many U.S. leaders who
counseled and advised the President
over the course of 10 days.
Emerging from 10 days of summit
meetings at Camp David, Md., Presi
dent Carter delivered a speech on
energy to the nation.
Among the "war-type actions"
outlined in the President's
speeches were the creation of two
federal boards. One would build
the synthetic fuels industry. The
other would speed-up regulatory
procedures for synthetic fuel
plants, refineries, pipelines and
other energy projects.
Camp David sessions, com
mended Carter for his "forceful"
address which set goals that are
"both necessary and attainable."
"We have long been urging
action of the type the President is
now spelling out," Meany said.
"If his program is forcefully
executed, America will be on the
Reaction to the President's road to energy independence."
"The President's six-point
energy proposals from all sectors
of American life followed swiftly energy program is good, long
on the heels of Carter's speech. overdue and warrants the sup
Statements ranged from "can do" port of the American people,"
optimism to extreme doubt about Meany stated, pledging that U.S.
workers will accept 'their fair
the plan's workability.
AFL-CIO President George share of the sacrifice that must be
Meany, unable to attend the forthcoming from everyone."
H
Railroiuls Edge Over Towboiits
The SIU has lodged strong • The railroads would be free to set
protests against a Senate bill which their own rates as well as their own
would place the nation's railroads construction, line abandonment and
above government regulation and consolidation arrangements.
"The SIU does not oppose
seriously threaten inland water
transportation and the jobs of deregulation per se," Mollard told
the Subcommittee. In fact, "both the
inland boatmen.
The Railroad Deregulation Act of railroads and the water carrier
1979 (S.796) is being debated by industry could prosper," from
a Subcommittee of the Committee equitable, realistic deregulation.
But S.796 does not contain
on Commerce, Science & Transpor
adequate safeguards to prevent the
tation.
railroads
from setting artificially
In a letter to Subcommittee
Chairman Russell B. Long, SIU low rates which would he impossible
Washington Representative Chuck for inland vessel operators to match.
The Railroad Deregulation Act is
Mollard pointed out that S.796
General News
would give the rail industry an backed by the Carter Administra
Ship's Digests
Page 24
Dispatcher's Reports:
artificial competitive edge over tion as a means of bailing the
Great Lakes...
,..Page33
railroads out of deep financial
Inland Waters...........Page 36 • water transport.
The relationship between rail and trouble. But if the bill is passed in its
Deep Sea
Page 28
water carriers, Mollard said, is a present form it will deprive U.S.
Training Upgrading
"mixture of healthy competition ... shippers of the economical, efficient
"A" Seniority Upgrading....Page 23
PIney Point Grads
Page 39
cooperation and coordination. The option of domestic water transport.
Upgrading Schedule ........Page 8
two modes directly compete for and And it will threaten the jobs and job
coordinate in the carriage of bulk security of thousands of U.S.
Membership News
New Pensioners
Page 32
cargoes." Passage of the bill, boatmen.
Final Departures
Pages 30-31
"There are over 4,000 towboats on
Mollard said, "would seriously
Steward Recertlflcatlon
the nation's inland waterways,"
upset that balance."
Program
Pages
27
As it now stands, S.796 would Mollard told the Subcommittee,
Long Lines
Pages 34-35
remove the regulatory authority the "which provide jobs to almost
Special Features
Trainees Win Lifeboat
Interstate Commerce Commission 45,000 boatmen. Their future health
Race
Pages 19-22
has over railroad freight rates and vitality will be affected by the
Towboat Operator
without replacing that authority direction that the Congress'takes in
Scholarship
Pages 14-15
deregulating the railroads."
with any other form of regulation.
July 1979 / LOG / 3
-rji
• 4I
�GAO Joins SlU in Criticism of Coast Guard
WASHINGTON, D.C.—The
SIU is not alone in its criticism of
the U.S. Coast Guard. Right on
the heels of the SIU's court case
against the Guard comes a
critical report of that agency by
Congress' General Accounting
Office (GAO).
As the investigative and re
search arm of Congress, the GAO
issued a report calling for im
provement of the Coast Guard's
commercial vessel safety pro
gram.
The SIU's suit against the
Coast Guard was filed on May 31
in U.S. District Court in New
York.
The suit charged the Guard
and several other government
agencies with failing to act "in
accordance with their Congres
sional mandate to promote the
safety of life and property at sea."
This court case comes after
years of pressure by the SIU to
get the Coast Guard to enforce
safety at sea as mandated by
Congress.
Though not related to the
court case, the GAO report gives
added weight to the Union's
arguments.
The GAO report is entitled
"How Effective Is the Coast
Guard In Carrying Out Its
Commercial Vessel Safety Re
sponsibilities?"
The GAO feels that the Coast
Guard "could more effectively
carry out the goal of its commer
cial safety program—insuring
safety of life, property, and the
environment in waters subject to
U.S. jurisdiction."
Noted in the report is the
increase in commercial vessel
accidents between 1972 and 1976.
There were about 2,400 in 1972
and over 4,000 in 1976. Critical of vessel inspections,
the GAO said the Coast Guard
does not have enough qualified
inspectors.
Many of the regular inspectors
are not properly trained, the
report said.
Also, the report added, "at
every location GAO visited, a
staffing shortage existed. The
Coast Guard was able to keep
pace only by working inspectors
overtime and by using trainees
and reservists who were not
always qualified as inspectors."
Also, GAO noted that in the
three districts it visited, "tankship
safety examinations have been
reduced from every 90 days to
once a year and U.S. tankers
generally have been excluded."
The GAO also pointed to the
"low priority being given to
boarding uninspected U.S. com
mercial vessels."
Another conclusion reached
by GAO was that the function of
the shipping commissioner "has
outlived its usefulness and should
be abolished." GAO figures that
this will result in a cost savings of
$800,000 annually.
GAO also concluded that since
shipping is international more
multinational safety efforts are
needed.
The U.S. Department of
Transportation is the parent
agency for the Coast Guard. In
commenting on the GAO report,
the DOT said it "is in substantial
agreement with many of its basic
tenets... disagreements exist in
some areas."
DOT also noted that some of
the suggestions made by GAO
are already under consideration
by the Coast Guard.
Atlantic Fishermen's Union Seeks Merger Into SlU-AGLIWD
The SlUNA-affiliated Atlantic
Fishermen's Union (AFU^ has
formally applied for merger into the
SIU, Atlantic, Gulf, Lakes and
Inland Waters District (A&G).
The written application was ac
cepted by the Executive Board of the
SIU, A&G District.
Over the past few months reports
of AFU's desire to merge have been
given at the monthly SIU member
ship meetings.
At the May meetings, it was
announced that AFU had made
inquiries about the procedures for
merger and the willingness of the
A&G District to accept such a
merger.
The A&G Executive Board in
formed the AFU that a formal
written application must be made.
The AFU's application was reported
at the July SIU membership
meetings.
At the August meetings, A&G
members will vote on whether or not
to accept the merger. According to
the A&G's constitution there is no
need for a secret ballot of the A&G
members since the A&G constitu
tion will not be altered.
AFU members"will be accepting
the A&G constitution in full. As the
Proposed Agreement of Merger
between the two unions states,
"AFU shall merge into and become
W. C. Steward Welfare Claims
To Be Handled By Hdqrs.
The May issue of the Log
announced the merger of the
MCS-PMA Welfare Plan into
the Seafarers Welfare Plan and
explained the benefits that will
result from that merger to all
affected steward department
personnel.
In accordance with the terms
of that merger, as of July 1,1979,
the administrative responsibili
ties and the processing of applications for benefits from the
Seafarers Welfare Plan made by
steward department employees
formerly represented by Marine
Cooks and Stewards Union will
be done in New York. This action
will allow for improved coordi
nation between East and West
Coast activities. It is designed to
provide better and quicker serv
ices and responses to seamen and
their families.
The reorganization will in4 / LOG / July 1979
crease efficiency and will elimi
nate any administrative duplica
tion.
It is expected that those stew
ard department personnel who
apply for benefits under the new
system will receive faster service
now that claims are being sent
from outports directly to the New
York office.
All former MCS seamen should
take a few additional moments to
study the benefit application
forms and to insure that they are
completed properly. Improper
filling out and submission of
these forms will cause delayed
action on claims.
This transfer of administrative
responsibilities for the processing
of welfare benefit claims is
another step toward providing
improved services to those who
joined the SIU-A&G one year
ago.
an integral part of the A&G."
In other words, AFU members
will be dissolving their union and
will be bound by the SIU A&G
constitution. This was agreed to by
the AFU Constitutional Committee
that visited Headquarters recently.
AFU members will therefore vote
on this merger by mail referendum.
The voting is taking place from July
30 to Aqgust 16.
According to the proposed
merger agreement, shipping and job
rights for SIU and former AFU
members will be separate. Those
rights will depend upon whether a
member has sailed in the appropri
ate unit and for how long.
Also, the officers of the AFU will
continue in employment as A&G
representatives until the next gen
eral SIU election.
The AFU represents commercial
fishermen who generally sail from
the northeast coast of the U.S.,
mainly from Massachusetts.
Over the years the AFU has lost
many of its jobs because of foreign
fishing competition off the U.S.
coast.
But opportunities now seem very
promising because of the recent 200
mile coastal limitation on foreign
fishing. The AFU wants to take full
advantage of this opportunity. The
AFU feels that becoming an integral
part of the A&G will greatly assist
them in organizing the new jobs.
At the same time, the officers of
the SIU, A&G District believe that
this merger will bring added strength
and opportunities to SIU members
by opening up to them a new job
field in the American fishjng
industry.
The Constitutional Committee of the Atlantic Fishermen's Union visited SIU
Headquarters earlier this month to talk about merger of their union into the SlUAGLIWD. From the left, are; Sammy Loicano, Anthony Manzo Leo Sabato Mike
Orlando, (SIU Secretary Treasurer Joe DiGiorgio), and Paul Genovese '
Deposit in the SIU Blood Bank—
It's Your Life '
�I
SlU Scores Victory for East Coast Tug Jobs
on<-li^Vk
»
A
N aa \7iftr»r\7
victory f/\r
for the jobs and
job tation Employers
Association
security of SIU Boatmen, the was job jurisdiction.
AFL-CIO found Local 333 (tug
The tugmen voted to end the
union) of the International Long work stoppage after employers
shoremen's Association guilty of agreed to a contract clause
violating the SIU's jurisdictional
broadening the scope of Local
rights under Article XX of the 333's representation.
AFL-CIO Constitution.
Under their previous agree
The June 26 decision was ment, which expired April 1,
handed down by an AFL-CIO Local 333's jurisdiction included
impartial umpire. It was found "only all licensed and unlicensed
that Local 333 was attempting to employees...on tugboats and
cut into the SIU's jurisdiction self-propelled lighters.in the
over Maine-to-Virginia coast Port of New York and vicinity."
wise towing. This practice is
Local 333 wanted that clause
known as "raiding" and is ex broadened to include "any regu
pressly prohibited by Article XX lar coastwise run having as one of
of the AFL-CIO Constitution.
its terminal points a point in or
The 2800 Local 333 boatmen north of Norfolk and not custom
who crew tugs and lighters in and arily and traditionally done by
around the port of New York re other unions."
cently ended an 88-day strike.
Three of the principal compa
The key issue in the dispute nies signatory to Local 333's
between Local 333 and the agreement have subsidiaries and
Marine Towing and Transpor affiliates outside New York. SIU
members make up the unlicensed
crews on boats belonging to the
outport subsidiaries of McAllis
ter Brothers, Ira S. Bushey &
Sons and Moran Towing &
Transportation, which do exten
sive coastwise work from Nor
folk and points north. Members
of the Marine Engineers Benefi
cial Assn. (District 2) fill licensed
jobs on some of these boats.
Even before the employers
gave in to Local 333's jurisdic
tional demands, the SIU and
MEBA charged those demands
were illegal and petitioned the
AFL-CIO for a ruling by an
impartial umpire.
During a long hearing the
impartial umpire heard testi
mony from the SIU, MEBA, and
Local 333 on the raiding charges.
Ultimately the Umpire found
Local 333 "in violation of...
Article XX (Section's 2 and 3) of
the Constitution of AFL- CIO."
Article XX prohibits one AFLCIO affiliated union from at
tempting to represent employees
already working under a contract
with another AFL-CIO affiliate.
It also requires every AFL-CIO
affiliated union "to respect any
work of the kind which the
members of an organization have
customarily performed at a
particular plant or work site."
Local 333 has appealed the
Umpire's ruling. They are en
titled to a hearing before the
Subcommittee made up of three
members of the AFL-CIO Exec
utive Council.
If the Subcommittee upholds
the impartial umpire's decision.
Local 333 must comply with the
order that the clause mandating
jurisdictional changes in their
contracts be stricken from the
agreement.
House, Senate Planning 'Sweeping' Changes in Maritime Policy
Key members of the Senate and
House of Representatives have put
forth proposals concerning a total
reorganization of the nation's
maritime policy.
Sen. Daniel K. Inouye (D-Hawaii), and Rep. John Murphy,
(D-N.Y.) submitted legislation that,
if enacted, would lead to sweeping,
and as yet, unforseeable changes in
the lives of American seamen.
Sen. Inouye has introduced eight
bills so far aimed at bringing about a
co-ordination of merchant marine
policy at the highest possible level.
Basically, Sen. Inouye desires to
establish a "National Maritime
Marine Policy Council," which
would consist of the following
members; the President's Special
Trade Representative; the Attorney
General; the Secretaries of Defense,
Treasury, State, Transportation,
Commerce, Agriculture and Labor;
the chairmen of the Federal Mari
time Commission, Interstate Com.merce Commission, and Securities
Exchange Commission; the Presi
dent's assistant for National Secu
rity Affairs; the director of the office
of Wage and Price- Stability, and
four Senate-approved maritime
industry repre.sentatives, including
at least one from labor.
This Council would be "charged
with monitoring Federal Agencies'
compliance with national merchant
marine policy and co-ordinate that
policy's interpretation with other
national interests."
It would be required to meet at
least once every 90 days. And it
would be run by a full time executive
director named by the President's
Special Trade Representative.
House Bills
Rep. Murphy, chairman of the
House Committee on Merchant
Marine and Fisheries, has yet to
submit his legislation.
It is reportedly far more sweeping
in scope than the Inouye bills, and
would deal with specific issues
affecting maritime rather than just
concentrating on a reorganization of
governmental functions.
Issues affected under the Murphy
legislation reportedly include sub
sidy programs to U.S. shipbuilders,
shipping conference changes and
pooling arrangements.
To emphasize the sweeping scope
of the legislation. Murphy refers to
it as his "omnibus bill."
The SIU's Washington staff are
studying the proposed bills to
determine what affect they will have
on the life of the average seaman.
1
* V
NLRB Rules Favorably in Valerie F. Beef on West Coast
The National Labor Relations
Board has ruled that Bulk Foods,
Inc., operator of the Valerie F..
unlawfully discriminated against
members of the SIU-AGLIWD, the
Sailors Union of the Pacific, the
Marine Firemens Union and
Marine Engineer's Beneficial Asso
ciation.
In March of this year, the Valerie
F., (an integrated tug/barge unit)
which had been carrying bulk rice
from California to Puerto Rico, was
laid up in Jacksonville for repairs.
The crew was paid off.
Several weeks later Bulk Foods
Inc., the operator of the Valerie F.,
announced the transfer of the vessel
to a new company. The staff of the
new company, however, was the
same as that of Bulk Foods. So too
were the officers and the operating
procedures.
Upon reactivating the Valerie F.,
the "new company" hired only
members of the Masters, Mates and
Pilots Union. Bulk Foods had
previously maintained a collective
bargaining agreement to employ
members of the SIU, SUP, MFU
and MEBA.
The unions joined forces in
picketing the Valerie F., when she
arrived on the West Coast. At the
same time, they brought action
against the company before the
NLRB.
Natalie Allen, regional director
for the NLRB, decided that the
employer operating the Valerie F.
had unlawfully discriminated
against members of the four unions.
He based his decision on the fact
that the new company was not in
fact a new company. The staff was
the same. The officers were the
same. The operating procedures
were the same. The only thing
different was the name.
Allen stated that the new com
pany had been created merely by
Bulk Foods to dodge its contractual
obligations, obligations which ineluded payment of $100,000 to the
pension and welfare funds of the
various maritime unions.
The SIU mans the steward depart
ment on this vessel.
Matson Containership A'building
n
When it's completed, this containership. under construction for Matson Naviga
tion Co., will carry an SIU crew in the steward department. The growth of Matson's
fleet, which is employed in West Coast-Hawaii freight service will help provide
new job opportunities to West Coast seamen.
July 1979 / LOG / 5
• J
�Locks and Dam 26
The House of Representatives and a U.S. Senate subcommittee have
okayed a $20-million appropriation for first-phase construction of new
Locks and Dam 26 on the Mississippi at Alton, 111. starting in October.
Next month a Federal judge in Washington, D.C. will have to rule on
suits filed by environmentalists and the railroads against the U.S. Corps
of Engineers. They hope to block the project.
St. Louis
While the Union Hall here is being remodeled in order to provide better
service to the membership, a $317,000 appropriation has been approved
by the U.S. House of Representatives and a Senate unit to study proposed
improvements to the St. Louis Harbor and navigation facilities.
Jacksonville
Trailer Marine Transport Co. (TMT), a subsidiary of Crowley
Maritime Corp., said its new triple deck R/O R/O barge, the La Princess,
was due to go into service in late July. She arrived here on July 14
following launching June 16 at the FMC Corp. Shipyard, Portland, Ore.
The La Princess joins two other triple deck barges each carrying 374
trailers in the TMT fleet which includes five double deck barges each
carrying 180 trailers. She will sail weekly on the chemical run to San Juan,
P.R. and its feeder network to the Islands.
The company expects to add another triple decker to the fleet in 1980.
And perhaps build two larger three deckers 720 feet long holding 464 40foot trailers each.
•
•
*
.
The renovated St. Louis USPHS Clinic, Room 2457, moved back to its
permanent location at 1520 Market St. and 15th St. on July 9.
It is now open to patients after many months of remodeling and
replacing of old equipment.
River watchers here last month saw the renamed Towboat Dee Lane
(Southern Ohio Towing) nee Towboat Betty LeBlanc sail upriver with a
cargo of anhydrous ammonia to Marseilles, III. The boat is named for two
daughters of Southern Ohio Towing Sales VP Charles Southern Jr.
The USPHS Hospital here reports that a new dental clinic is now
available for eligible seamen.
*
»
»
Grievances on firings were settled here with members involved being
returned to their jobs. Overtime beefs were also settled and resolved.
Great Lakes
Luedtke Engineering Co. has been awarded a combination dredging
and dike job in Dunkirk, N.Y.
Great Lakes Dredge and Dock Co. won a Government dredgingjob in
Conneaut, Ohio. It's a harbor-deepening project which should run
through this fall.
The company also has a new 46-foot twin screw tug, the MV Garden
Stofte built by Diesel Shipbuilding Co., Jacksonville.
She will carry 400 gallons of fresh water in a forepeak tank. Quarters
are day-type with setee cushions in the aft end of the pilothou.se. Plus two
berths with mattresses. The galley has a steel sink, manually operated
supply and sump pumps and a plywood counter with a formica top.
Paducah, Ky.
Shipping is good in this "revitalized" port with "A" and "B" book
members shipping out. And the port has sent five Boatmen to Piney
Point's Towboat Operator Scholarship Course. Right now, 200 are
applying for HLS courses and training.
Mississippi River Systems
A total of 3,700,918 tons of cargo passed through the 12 Mississippi
River locks and dams in the Rock Is. District in June.
Houston
MARAD has okayed the American Commercial Barge Lines (ACBL)
bid for a Title XI guarantee to build four towboats and 109 barges worth
$34.1 million.
The 145 to 150-foot towboats construction includes 35 covered hopper
type barges, 50 open hopper types and 24 tank types which are being built
by Jeffboat Inc., Jeffersonville, Ind., a subsidiary, with deliveries into
September.
Improving USPHS Care for Seamen Goal of SlU
WASHINGTON, D.C.-Making industries, including:
health care more effective for
• a member of the vessel's crew
maritime workers was emphasized
must have advanced medical trainby the SlU during recent CQU;^^ ,:ing through ajanraved cojiriies. of
gressional hearings held on the PHS study.
system before the House Merchant
• aboard the vessel there should
Marine and Fisheries Committee.
be a well-supplied medicine chest
Speaking on the first day of the that is maintained and monitored by
hearings, SIU Washington Rep Federal agencies.
resentative Chuck Mollard pointed
• an improvement in the ship-toto the importance of the Public shore radio satellite system involv
Health Service system for seamen ing the PHS. In this way the
and boatmen.
shipboard medical person can talk
He said, "our members continue directly to shore-based PHS physi
to rely on it for the majority of their cians about the patient.
health care. They have found the
• a central PHS communication
PHS system remains the best suited station must be set up and be
for the special needs of U.S. manned around the clock. A photo
maritime workers in terms of stat of all health records of Ameri
prompt and priority health care of can mariners should be available at
all types."
this station.
Talking about the SIU's success
Also, Mollard noted that the SIU
ful fight to keep the PHS system
has been participating with other
open, he added, "We can now turn organizations in the Seamen's
to the more constructive issue of
Health Improvement Program
health care and the health needs of (SHIP). This program was estab
U.S. maritime workers.
lished by the PHS last year to help
Mollard made a number of
upgrade medical service for marine
suggestions to the Committee to workers.
help make medical care more
He told the Committee "we
effective for workers in the maritime believe that the work of the PHS
6 / LOGV July 1979
SHIP groups is one of the most
important aspects of the PHS
program and must be continued."
about the necessity for a
healthy work environment aboard
ship, Mollard said, "the Americanflag merchant vessel is one of the last
remaining areas of U.S. commerce
that has no meaningful occupational
safety and health rules."
He urged the Committee to
require the Coast Guard to formu
late "basic safety and health laws for
U.S. seamen and enforce them with
the help of the PHS."
The SIU believes, he said, that
"American seamen deserve to have
the same quality health care and
safety in their workplace as other
American workers." He noted that
"by^additional regulations to up
grade marine medical care and
occupational and health rules, this
goal can be attained."
Notke t9 Memhea, t^Jl^ug ProteAire
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
111 addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Riiles:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall he
given to all seamen who possess
Lifehoatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole Judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
�•ttl'B
Headquarters
ii
^^tes
by SIU Executive Vice President
Frank Drozak
Job Security is Up to You
''T^he SIU has always done a good job keeping up with the latest
X technological innovations and changes that have taken place in
our industry. SIU members have always risen to the occasion,
learning and putting into practice new ways of doing things on SIUcontracted vessels.
Wearing the SIU emblem is as good as wearing the words "welltrained and up to date—qualified."
The SIU has a good reputation for supplying qualified, reliable
men to deep-sea vessels and inland equipment. The fact that all
American-flag LNG tankers are SlU-crewed proves this fact.
But brothers, we must continue to work hard, and continue to
upgrade and update our skills if we expect to maintain this good
reputation in the years to come.
We would be kidding ourselves to think we could keep pace with
this ever-changing industry without a special effort on our parts.
Technological changes are taking place faster than ever before.
And as we enter the last two decades of the 20th century, we can be
sure it's not going to slow down any either. It's this pace of change
that calls for the special effort to keep up.
The amount of change that has taken place in tankers, just over
the last 20 years, is staggering. Anyone who has qualified in the past
to do the pumpman's job on a T-2, is up against a whole new
situation on the VLCC's and ULCC's of today.
It's not just that the ships have grown. What's inside the ships has
changed tremendously, as well. So ratings of years ago won't
necessarily qualify a man to do the job on the newest vessels today.
Tve talked about upgrading before, because change is sweeping
our industry and there's no end in sight. How we meet the challenge
by upgrading, will in a very real way effect our future job security.
How individual Union members meet the challenge will determine
the future viability of the Union itself.
I've already touched upon the changes that have taken place in
tankers, and the new demands put on pumpmen. This is one of the
areas of specialized training that I want to concentrate on this
month.
The Harry Lundeberg School has developed an excellent course,
designed to prepare pumpmen and QMED's to handle the
pumprooms on the most modern ships. Check with the School
about getting into the next Pumproom Maintenance and
Operation class. Qualified tanker pumpmen are much in demand
these days.
Also much in demand are qualified diesel men. More and more
ships are being equipped with diesels, so the demand for men to
handle them continues to grow. The Diesel Engine course at the
Lundeberg School is what you need to prepare yourself to take on
that job. There's a course starting on September 3, and another
starting on November 26.
Other specialized courses to mention at this time are the
Refrigeration Systems Maintenance and Operation course, and the
Marine Electrical Maintenance course. These are two very
important courses, set up to meet the increased demand in these
areas.
The Reefer course starts on October 1 while the next Electrical
Maintenance course begins on August 20. Keep those dates in
mind.
Also, keep in mind the fact that if you successfully complete any
of the courses I've mentioned, you're going to be a man just that
much more in demand. And you'll have just that much more job
security. You come out ahead, your family comes out ahead, and
your Union comes out ahead every time you upgrade.
Veteran Pumpman Finds New Tankers a New Bailgame
"It's really a different job," said
veteran Pumpman Jim Chlanese
about his recent work assignment.
For nearly six months he was the
chief pumpman aboard the 390,000
deadweight ton tanker U.S.T.
Atlantic (Interocean Management
Corp.). The largest ship ever built in
the Western Hemisphere, she mea
sures twice the length and three
Uhelaimed Wages
For Waterman
Seafarers who have worked with
Waterman Steamship Corporation
on the following named vessels,
should check with any port agent to
find out if they are entitled to
unclaimed wages:
SS Alex Stephens
SS John Tyler
SS Robert E. Lee
SS Sam Houston
SS Jeff Davis
SS Iberville
SS Thomas Nelson
SS Carter Braxton
SS Thomas Jefferson
SS Robert Toombs
SS George Walton
SS Arthur Middleton
SS John B. Waterman
SS Thomas Lynch
SS Joseph Hewes
SS Samuel Chase
SS Stonewall Jackson
SS John PennSS Lyman Hall
times the beam of a T-2 tanker.
A highly automated ship, she only
carries a crew of 32.
Brother Chkinese, who joined the
Union in 1955 in the port of New
York, has been a pumpman for 15
years.
He said that the work aboard the
U.S.T. Atlantic was quite different
from what he's encountered on
previous ships. "I've been used to
opening and closing valves," Chianese pointed out.
Seafarer Chianese added that
"you need the education" to work
aboard today's high technology
ships. "You need a good electrical
background and a good hydraulic
background."
Special courses, such as Pumproom Maintenance and Operation
and Marine Electrical Maintenance,
are available at the Lundeberg
School. Seafarers who want to work
aboard automated ships should
contact the School or their SIU
representative in order to register for
these classes.
Talking more about the U.S.T.
Atlantic, Brother Chianese said,
"she's a beautiful ship." He pointed
to the central air conditioning and
the private rooms where everyone
has his own refrigerator ^nd tele
phone. He was also impressed with
the sports equipment available on
the ship.
Chianese was on the U.S.T.
Atlantic's maiden voyage. The ship
loaded oil in the Persian Gulf off
Saudi Arabia and discharged 60
miles off the Texas coast.
The vessel, whose rudder alone is
as tall as a four-story building,
carries 180,000 barrels of bunker
fuel.
Brother Chianese, who was born
in Brooklyn, N.Y., now lives in
Rocky Point, N.Y. with his wife,
Bernice. They have five children and
will become grandparents for the
first time in January.
An Army veteran of World War
II, Chianese served during the
Korean War as a sergeant first class.
I-
1
A Trip to the Sunken Gardens
A little culture never hurt anyone. So on a recent trip to Yokohama, a couple of
crewmembers for the Sea-Land Exchange joined Yokohahria Port Agent Frank
Boyne for a look see at the Sunken Gardens. From left in above photo are; Frank
Boyne, SIU agent; Jim Bolen, able seaman, and Vern Poulsen. recertified bosun.
v^,
»
July 1979 / LOG / 7
• :Vi/
�The
Lakes
Picture
UPGRADIMG
\
Algonac
SlU-contracted Kinsoian Lines is scrapping three old-time Lakers. The
Henry Steinbrenner, built in 1970, is destined for the scrap heap in the
near future. Scrapping of the George Steinbrenner, built in the same year,
is already underway. The oldest vessel in the Kinsman fleet, the Kinsman
Enterprise, may soon be sold for use as a storage barge. The Port Huron
Seaway Terminal is reportedly interested in buying the Enterprise and
mooring her-at their dock. The Enterprise was built in 1906 and is steampowered. The three vessels have not been in active service in recent years.
The company, which added the William A. McGonnagle to their fleet in
April, is scouting around for another ship.
«
*
*
The shortage of licensed deck and engine room personnel aboard Great
Lakes ships has been well-known in the Lakes region for a long time. But
it recently came to public attention as the Great Lakes office of the
Maritime Administration released a study on the shortage.
Marad stated that there was a 10.48 percent shortage of engineers and a
4.3 percent shortage of deck officers on Lakers.
*
*
*
Bob-Lo Island, a Michigan amusement park in operation since 1949,
has changed ownership. The new owners, a group of seven businessmen,
will upgrade the park which is reached via two SlU-manned ferries. The
Columbia and the Ste. Claire run between the island and the mainland
from Memorial Day to Labor Day which is when the park is open. The
ownership change will not affect the ferries.
Buffalo
The SlU-crewed Charles E. Wilson (American Steamship) went
aground in the Straits of Mackinac last month. The six-year old Laker
was freed after part of her cargo of ore was offloaded.
•
»
»
It builds your future
It builds your security
LNG—September 17, October 15
Diesels for QMED's—September 3, November 26
QMED—October 1
FOWT—October 25, November 26
Reefer Maintenance—October 1
Diesel Licensing—September 3
Welding—^November 12
AB—September 13, November 8
Automation—^November 12
American Steamship's new vessel construction program is continuing.
The company just signed a $25 million contract for a new 635 foot ore
carrier. The keel will be laid at Bay Shipbuilding this fall and the selfunloader will be delivered in late 1980. American Steamship christened
their newest ship, the 1,000 foot Indiana Harbor, this month. And a 728foot Laker, still under construction, should be plying the Great Lakes by
May, 1980. All American Steamship vessels arecrewed by SIU members.
Towboat Operator Scholarship Program—October 1
(Completed Applications must be received by September 1)
Toledo
Steward—September 17, October 15, November 12
Members of Local 158 of the International Longshoreman's Assn.
have ended their strike against Toledo Lake Front Dock. The monthlong dispute was resolved as terms of a contract were agreed upon. Local
158 President Michael Wilde telegraphed the news that the strike was
over to the SIU ind thanked the Union for honoring the Longshoreman's
picketlines. "I want to personally express the appreciation of myself and
my members," Wilde wrote, "for your respect of our picketlines in this
dispute. We could not have achieved w liat we did without your support."
Chief Cook—September 17, October 29
Quartermaster—October 15
First Class Pilot—October 8
Cook and Baker—September 17, October 29
Assistant Cook—September 3
Lifeboat—September 13,27; October 11,15; November 8, 22
Tankerman—September 13,27; October 11,15; November 8,22
Steward Recertification—September 3, November 12
Winter Navigation
With summer weather upon the Great Lakes region, winter shipping
seems a far off event. But the pros and cons of extending the Great Lakes
shipping season continue to be argued.
The Great Lakes Task Force recently reiterated its viewpoint that yearround navigation on the Lakes and the St, Lawrence Seaway be
implemented. Several studies, the Task Force said, "have conclusively
shown the viability of a season extension and the benefits of such a
government investment."
Tonnage
Great Lakes tonnage figures for the month of April were released by
the Lake Carriers Association recently. Iron ore shipments totalled
5,645,254 gross tons for the month, down slightly from the ^^pril, 1978
totals. Coal shipments for April, 1979 were way up over last year's figures.
Grain cargoes totalling 2,004,318 were down slightly but the grain season
begins in April and the tonnage figures are expected to pick up.
8 / LOG / July 1979
To enroll, see your SIU Representative or contact:
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301) 994-0010
UPGBADHUG
U pays
Do It Now!
�--
>
m In I)9asl)ttt0ton
Seafarers International Union of North America, AFL-CIO
On the Agenda in
Congress...
A number of important maritime hearings
are scheduled in both the House and Senate
in the coming weeks. Among these are the
following:
• Omnibus Maritime Bills. The House
Merchant Marine and Fisheries Committee
will be holding a series of meetings and open
hearings on the Omnibus Maritime Bills
package which was unveiled earlier this
month by the committee chairman, Rep.
John , Murphy, (D-NY). The first of the
hearings began July 19, and are scheduled to
continue on July 24, 26 and 31. It is expected
that hearings will continue through this
year.
• LNG Facility Siting. Three subcommit
tees of the House Merchant Marine and
Fisheries Committee will conduct joint
hearings this month on H.R. 1414 and H.R.
3749, both regarding liquefied natural gas
facility citing. Charlie Nalen, director of
vocational education at the Harry Lundeberg School, is scheduled to testify. The
three House subcommittees involved are the
Merchant Marine, Oceanography, and
Coast Guard.
• Ocean Mining: Senate. The Senate
Foreign Relations Committee has scheduled
a markup on S. 493—legislation to promote
the orderly development of hard mineral
resources in the deep seabed. The session
will be chaired by Senator Frank Church
(D-ldaho). In the House, meanwhile, a
companion bill has cleared the Interior
Committee, and is awaiting further action
by the Commerce Committee, and Foreign
Relations Committee.
• Ocean Mining: House. In the House,
the Ocean Mining legislation is moving
ahead... slowly. On July 11, the Ocean
ography Subcomm.ittee of the House
Merchant Marine Committee took final
action and reported out H.R. 2795, the Deep
Seabed Hard Mineral Resources Act.
As reported by the Subcommittee, H.R.
2795 requires that mining and processing
vessels and at least one ore transportation
vessel at every mine site be documented
under the laws of the United States.
The Subcommittee also accepted an
amendment offered by Rep. Daniel K.
Akaka, (D-Hawaii) which changed the job
opportunity priorities involved in the
July 1979
Legislative, Administrative and Regulatory Happenings
location of processing facilities. The
Committee will continue hearings on water
amendment, adopted by voice vote estab
policy, and a variety of water project
lishes as the first priority in the location of
proposals. Senator Mike Gravel (D-Alaska)
processing facilities "the need to maximize
will chair the hearings.
employment opportunities in the United
• Vessel Legislation. The Coast Guard
States."
and Navigation Subcommittee of the House
• Coal Shipping Rates. A hearing will be
Merchant Marine and Fisheries Committee
held by the Joint Economic Committee on
IS
scheduled
to
finalize
three
the relationship between rapidly rising
pieces of legislation affecting American-flag
shipping rates and the reliance on foreign oil
vessel Coast Guard requirements: H.R.
imports. The initial hearing is scheduled for
1196, Vessel Documentation; H.R. 1197,
July 24 with Senator Lloyd Bentsen (D- Tonnage Measurements; and H.R. 1198
Texas) as chairman.
Lines of Demarcation. Congressman Mario
• Coal Slurry. The House Interior
Biaggi (D-N.Y.) will chair the markup
Committee will conduct hearings on H.R.
meeting on July 24.
4370, legislation which would authorize
• Underutilized Fisheries Development.
construction of a coal slurry pipeline.
The Fisheries and Wildlife Subcommittee of
Hearings are now scheduled for July 20 and
the House Merchant Marine and Fisheries
23. Congressman Morris Udall (D-Arizona)
Committee will hold a hearing on July 23 on
is chairman of the committee.
legislation which would encourage the
• Water Projects Authorization. The development of an "underutilized" fisheries
Water Resources Subcommittee of the
program.Congressman JohnBreaux(D-La.)
Senate Environment and Public Works will chair the meeting.
Seniority Upgraders Visit Washington, D.C.
For Look at SIU's Legislative Activities
h
i U
SIU upgraders participating in last month's
"A" Seniority upgrading program got an upclose look at how the Union works on the
political and legislative front in Washington,
D.C. The upgraders traveled from the
Lundeberg School ir; Piney Point, Md., to
the nation's capital where they toured the
House and Senate, and the AFL-CIO
Maritime Trades Departi^ent. Taking time
out during the tour for a photo on the steps
of the Capitol were "A"Seniority Upgraders
Herbert Benzenberg, Raymond Hipp,
Joseph Burns, Jerry Payne, John Emrich,
Stewart Dixon, Kevin White, Osvaldo
Troche and Arthur Shaw. Joining the tour
was SIU Legislative Representative Betty
Rocker and Piney Point Port Agent Nick
Mak-rone.
(
National Maritime Council Elects Amoss as Chairman
The National Maritime Council has
elected W. J. Amoss, president of Lykes
Brothers Steamship Co., as chairman oifthe
NMC Board of Governors.
Amoss succeeds James R. Barker,
chairman of the NMC's Board of Governors
for the past two years. Mr. Barker is
chairman of Moore-McCormack Re
sources.
Mr. Lee Rice, president of Ogden
Transportation Corp., is the NMC's new
executive committee chairman. Mr. Rice
will also serve as vice chairman of the Board
of Governors.
The NMC, which represents management
and labor in the U.S. flag shipping industry,
named G. E. Bart as chairman of the
organization's Western Region which /
includes 13 states. Mr. Bart is senior vice
president of marketing for American
Presidential Lines, Ltd.
Amoss and Rice each will serve two years
in their respective positions. Mr. Bart's term
is for one year.
Members of the National Maritime
Council include all major American ship
builders, ship owners and operators,
shoreside and seafaring unions which,
together, compose the U.S. merchant
marine.
July 1979 / LOG / 9
1
�Industry
News
MARAD Chief Says He Will Bolster U.S. Dry-Bulk Fleet
A major program to strengthen the U.S.
dry-bulk fleet is being sent to Congress by
the Carter Administration, according to
Maritime Administration head Samuel
Nemirow. He made this announcement in a
speech this month to the annual convention
of the International Longshoreman's
Association.
He said the package of bills will cover
several points and will include proposals to:
• Grant subsidized U.S.-flag dry bulk
carriers freedom to trade in foreign-toforeign commerce,
• Allow U.S. operators to qualify for
subsidies on U.S.-flag vessels while
operating foreign registered ships.
(The law now requires all of the subsi
dized operators' ships to be U.S. flag.)
• Eliminate the requirement that opera
tors maintain U.S.-flag registry on their
ships for 20 years, and replace it with a
10-year requirement.
The Administration bills join major
maritime legislation introduced this month
by Senator Daniel Inouye, (D-Hawaii) and
Rep. John Murphy, (D-N.Y.).
"Our bills may not be perfect but we think
it's a good place to start," Mr. Nemirow said
in an interview.
"I think there's enough interest on the Hill
in our objective of increasing dry bulk
carriage that we'll get the bill out," he said.
In his speech to the ILA, Mr. Nemirow
said that although dry bulk commodities
account for over 40 percent of U.S. ocean
commerce; less than 2 percent of it moves in
U.S.-flag ships.
"The foreign flag monopoly of this trade is
explained by the fact that wc have only 16
dry bulkers in our fleet—and nearly all of
these ships are comparatively small ships in
the 30-year age bracket," he said.
Announce New Contract For Waterman RO/RO Vessel
Samuel B. Nemirow, assistant secretary of
Commerce for Maritime Affairs, announced
the award of $69,769,836 subsidized
shipbuilding contract to Sun Shipbuilding
and Dry Dock Co. to build a third rollon/roll-off container vessel for Waterman
Steamship Corporation.
The vessel will be identical to two being
built at Sun under a $137 million contract
awarded last November, and will be used in
liner cargo service between the U.S. Gulf
and India, the Persian Gulf and Red.Sea.
Nemirow, recently confimed by the
Senate to succeed Robert J. Blackwell as
Committee Action in Congress...
Action is being taken by committees in the
Senate on two maritime matters of particu
lar importance.
• Maritime Administration:
Nomination of Sam Nemirow
On June 29, the Senate Commerce,
Science and Transportation Committee held
a hearing on the nomination of Samuel B.
Nemirow as Assistant Secretary of Com- v
merce for Maritime Affairs.
If confirmed by the Senate, Nemirow
stated that he would devote special attention
to the U.S. dry-bulk fleet; the development
of trade relations with the People's Republic
of China and the implementation of a.
cohesive maritime policy.
According to Senator Daniel Inouye (DHawaii) who chaired the day's proceedings,
the nomination would be considered by the
Senate shortly after the July 4 recess.
• Passenger Vessels:
"Big U" and the "Independence"
On June 28, 1979, the Subcommittee on
Merchant Marine and Tourism of the
Senate Commerce, Science and Transporta
tion Committee held a hearing on S. 1281
and S. 1365—separate bills with the
common objective of returning the Ameri
can flag to the dorhestic cruise trade.
As a result of Alaska Bulk Carriers, Inc. v.
Kreps, et al., S. 1281 was introduced by
Senators Daniel Inouye (D-Hawaii) and
Spark Matsunga (D-Hawaii). This bill is
necessary to clarify the ability of a vessel
built with subsidy funds, as was the S.S.
United States, to operate permanently in the
domestic trade after the expiration of the
vessel's statutory life of 25 years.
S. 1365 also introduced by Senator
Inouye would direct the Coast Guard to
redocument the S.S. Independence io allow
it to engage in the coastwise trade.
Charles Mollard, SIU Washington
representative, noted that both the Inde
pendence and the United States were built in
the U.S. operated under the U.S.-flag,
owned by American citizens, and would be
manned by American crews.
Samuel B. Nemirow, acting assistant
secretary for Maritime Affairs, testified on
behalf of the Maritime Administration.
Nemirow characterized S. 1281 and S. 1365
as important steps forward in revitalizing
the U.S.-flag passenger and cruise service in
the U.S. domestic trade. He also stated that
such legislation would significantly benefit
the economics of Hawaii and the mainland
and provide employment for U.S. merchant
seamen, shipyard workers and other
maritime related industries.
Herbert Brand, President of the Trans
portation Institute testified in support of
both bills and urged the Committee to
proceed as quickly as possible to restore the
United States and Independence to active
service under the American flag.
Brand expressed the belief that the
"opportunities presented ... constitute a
challenge to American shipping manage
ment, a challenge to American shipyards,
and a challenge to the Federal gov
ernment."
Herb Brand, president of the Washington, D.C.hased Transportation Institute told the Senate
Subcommittee that passage of S. 1365 and S.
1281 would give a shot-in-the-arm to the U.S.flag maritime industry and to American tourism
as well.
head of the Maritime Administration, noted
that the ship is the 19th new merchant ves
sel added to the orderbook of private U.S.
shipbuilders since the current fiscal year
began last October 1.
"Fiscal year 1979 orders to date include 14
ships to be built with Federal subsidy, two
others with Title XI financing guarantees,
and three wholly financed with private
capital," he said. "They have a combined
tonnage of 600,000 deadweight tons, a total
value of nearly $1.1 billion, and will provide
an estimated 27,000 worker-years of
employment for men and women in the U.S.
shipbuilding and allied industries.
Ship Safety Inspections
Are Inadequate' Says GAO
The General Accounting Office—Con
gress' watchdog operation—thinks that
there's lots of room for improvement in the
Coast Guard's vessel safety inspection
service.
A recent check of the Coast Guard's
activities in this area has brought the GAO
to the conclusion that a number of things
have to be done to improve the safety of
ships—both U.S. and foreign—and their
crews. Among the recommendations:
• More frequent boarding and inspection
by the Coast Guard of both U.S. and
foreign-flag vessels;
• Abolition of the position of shipping
commissioner;
• Legislation to require that pilots li
censed by states also be required to have
Coast Guard licenses; and
• Imposition of technical and physical
fitness requirements for seamen.
One of the things found by the GAO was
that many of the Coast Guard inspectors
were "not trained or qualified" to do an
effective job.
SPAD is ih« SlU's political fund and our pdUical arm m
WashinKfon, D.C. The SIU asks for and accepts voluntary
contributioas only. The Union uses the money donated to
SPAf> to support the election campaiftns of k-Kisltitors who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to worft effectjyely on the vital
nuritime issues io the Cont(ress. These are issues that have
a direct impact on the jobs and job security of all SIU mem,bers, deep-sea, iaiand, aad Lakes.
The SIU nrpes its members to coatinue their litre record
of support for SPAD. A member can coatribnte to the
SPAD fund as he or she sees fit, or make no contributioB at
all without fear of reprisal,
A copy of the SPAD report is filed with the Federal Elec
tion Commission, It b available for purchase from the FEC
in Washn^toa, D.C,
0
10 / LOG / July 1979
L
�SlU Initiates Series of Confabs for Rivers' Boatmen
T
HE SIU conducted the first
of two Pre-Contract Confer
ences for National Marine Serv
ice Boatmen at the SIU's Harry
Lundeberg School in Piney
Point, Md. between July 9 and
July 14. The second Conference
is scheduled for July 23 through
July 28.
SIU officials Joe Sacco and
Chuck Mollard co-chaired the
Conference.
A total of 17 rank-arid-file
delegates from the National
Marine fleet participated. They
were: Boatmen Robert Gulley,
Floyd Wuellner, James Van
Luven, William McBunch, How
ard Ivey, Gustavo Flores, Ken
Johnson, Linley McDonald,
John Campbell, John Cossman,
Walter Wells, Scott Grosjean,
James Parase, Glen Strickland,
Richard Zaber, Charles Kadish
and James Benoit.
The National Marine Con
ferences are the first in a series of
pre-contract conferences for SIU
Boatmen on the Western Rivers.
Eventually, rank-and-file dele
gates from all the SlU-contracted
companies operating on the
Western Rivers Will have the
opportunity to make recommen
dations for changes and improve
ments in their contracts.
The overall goal of the Conferrences is to improve the con
tracts for all SIU Boatmen work
ing on the Western Rivers.
National Marine Service oper
ates 17 boats. The SIU mans all
of these boats top-to-bottom.
After the National Marine
Conferences are over, rank and
file delegates representing SIU
Boatmen for American Com-
mercial Barge Line (ACBL) and
its subsidiaries will come in for
the next round of Pre-Contract
Conferences.
These Pre-Contract Conferences are in keeping with the
Union's commitment and belief
in communication and education
as some of the best weapons in
the negotiator's arsenal.
Time and again, an educated,
unified membership has enabled
Union negotiators to fight battles
on their behalf from a position of
strength.
Last year's pre-contract con
ferences for East Coast Boatmen,
conducted by the. SIU, led to the
best contracts ever negotiated in
that area. The Union is confident
that the same thing can be
accomplished for the Western
Rivers.
Gathered for a photo are the SIU Boatmen and Union officials who participated in the first of a series of contract conferences for
SIU Boatmen employed in the Western Rivers area.
M/V Tom Frazier Newest Addition to SIU Inland Fleet
The MI V Tom Frazier was
decorated with banners and bunting
for her christening in Louisville,
KY., this month.
The boat is the newest addition to
the SlU-contracted American Com
mercial Barge Lines fleet of towboats and barges. She's a big baby,
too, measuring 145 feet long with a
beam of 48 feet.
She has a fully loaded draft of
almost 9 feet. Her two diesel engines
'
run at a combined 5830 hp. And her
two steering rudders are operated by
independent hydraulic rams.
From her pilot house to her
engine room, the tug is equipped
with all the latest in technological
navigation, ship control and safety
equipment.
The brand new Tom Frazier and
her SIU crew will soon be plying the
Mississippi River, moving tows.
The boat is part of ACBL's
i.
"'r • •
.....
construction program. Since 1970,
the company has contracted to have
24 tugs and over 400 new barges
built.
Such boatbuilding activity is
possible because of the financial
assistance available for inland vessel
construction under Title XI of the
Merchant Marine Act of 1970.
Under Title XI, the federal
government provides mortgage
guarantees and other aid of up to
87.5 percent of the total cost of a new
vessel. Until 1970, aid for new
construction was only provided for
deep sea vessels.
But due to the efforts of the SIU,
the Merchant Marine Act of 1970
A
I
i
u
extended that aid to inland vessel
operators for the first time.
Just this month, the Maritime
Administration granted Title XI
assistance to ACBL and several
other inland companies. ACBL
applied for the aid to build four
more towboats and 109 barges at a
total cost of $34 million. Marad has
agreed to guarantee 87.5 percent of
that total.
IN
Because of Title XI funding, new
boats like the A// F Tom Frazier vf 'iW
be built for use on the inland
waterways. And that means more
jobs—and more Job security—for
SIU Boatmen.
Unemployment Dips to 5.6%
WASHINGTON, D.C.—The
country's unemployment rate
dipped to 5.6 percent (lowest level
in almost five years) last month from
May's and April's 5.8 percent. The
drops were reflected in lowered
teenagers joblessness (130,000)
down to 15.3 percent from May's
16.8 percent and April's 16.5 per
cent. Also, the black jobless rate was
down to 11.3 percent from May's
11.6 percent and April's 11.8 per
cent. The white unemployment rate
was 4.9 percent.
The brand new boat, Tom Frazier, shown dockside in Louisville, Ky., is one of
many new boats and barges built under the funding assistance program of the
SlU-backed 1970 Merchant Marine Act.
T,.
The teenage jobless decline, say
Government economists, means
that either they had more success
finding jobs when they got out of
school now or that fewer of them
were actively looking for work. Even
the unemployment rate for parttime
workers—many of them teenagers
—dropped in June.
The number of unemployed
persons last month was 5.8 million.
Working are 96.8 million. Adult
male and female joblessness were
unchanged at 3.9 percent and 5.8
percent respectively. Black adult
men's unemployment rate was 7.9
percent and for black adult women it
was 10.8 percent, both figures
increasing.
July 1979 / LOG / 11
i .. .
�SlU Crews 9th LNG, El Paso Howard Boyd
T
world. The three ships already
HE SIU is crewing its ninth
built will eventually be part of a
LNG ship this month. She's
fleet of nine vessels (6 U.S.-flag)
the El Paso Howard Boyd.
Owned by El Paso Company, the bringing LNG from Algeria to
vessel is named after the firm's the U.S. East Coast.
Like her sister-ships, the El
former chairman.
Paso Howard Boyd was built at
The multi-color ship—her hull
Newport News Shipbuilding
is painted beige, orange and dark
yard in Virginia. The ships are
brown—can carry 125,000 cubic
949 feet long and have a beam of
meters of liquid natural gas.
I his gas is carried at minus 260
135 feet
degrees Fahrenheit. The extreme
The reason for the multi
cold reduces 600 cubic meters of
colored hull ships is to provide
gas to one cubic meter of liquid.
maximum visibility under vari
When regasified, the 125,000
ous atmospheric and sea condi
cubic meters of LNG yields about
tions.
80 million cubic meters of natural
Besides the three El Paso ships,
gas.
the SIU is crewing six LNG ships
One shipment aboard the El owned by Energy Transport
Paso Howard Boyd is equivalent Company. Seafarers will be
to more than an eight-day supply crewing another Energy Trans
of gas for metropolitan Washing port LNG ship, the LNG Taurus,
late this month.
ton, D.C.
The ship joins her two SIUThe SIU is crewing all the LN G
crewed sister-ships, the El Paso ships that are under U.S.-flag.
Southern and the El Paso Arzew. The reason is simple. The Union
All three ships are part of El was prepared to handle these
Paso's "Algeria 1 "Project. This is ships.
the largest liquefied natural
Years ago the SIU realized that
gas transportation project in the LNG ships would be a part of
The El Paso Howard Boyd is the 9th LNG ship-to be manned by seafarers.
shipping's future.
Courses were begun at the
Lundeberg School in Piney
Point, Md. And in true SIU
spirit, the membership responded
to the need.
But the Union will not be able
to man the LNG ships in the
future unless the members con
tinue their good record.
Whether you're in the deck,
engine or steward department,
you should apply for the LNG
course. Just write to the Lunde
berg School or see your SIU
representative.
Liberian-Flag Dumps on New York; 120,000 Gallons Worth
Another Liberian-flag ship has
come to grief in American waters.
This time the Port of New York has
got to do the cleaning up.
In what the Coast Guard has
called a "major pollution event," the
648-foot, Liberian-registered containership Sea Speed Arabia ran
aground in the Kill Van Kull June
30th, shortly after leaving Port
Elizabeth, N.J. One witness said that
two of her fuel tanks opened up "like
a can opener."Some 120,000 gallons
of heavy diesel fuel were spilled in
the mishap.
Even though this particular spill
was small compared to the 7.5
million gallons dumped by the
Liberian tanker Argo Merchant off
Nantucket Island, Mass. in 1976, it
posed a real and immediate threat to
city beaches and wildlife. One twomile stretch of beach on New York's
Staten Island had a two-inch thick
band of oil washed up on it.
The spill also disrupted Harbor
Festival '79, the city's nautical
extravaganza which took place the
July 4th weekend. The Festival came
off as scheduled, but not until
routing changes were made in the
Parade of ships (dominated, once
again, by foreign-flag vessels).
The U.S. Coast Guard, which will
oversee the cleanup operation,
practically shrugged off the incident
by saying that, "this is a big port.
Because we have so much activity.
we are bound to have some in
cidents."
The reality of the situation,
however, is the menace of the
Liberian and other fIag-of-c6nvenience ships that U.S. policy allows to
exist—on a large scale—in Ameri
can waters. Only when U.S. vessels
begin to haul a more respectable
share of ocean-borne commerce
through our waters will the odds of
further disastrous oil spills be
diminished.
APL Puts 1St of 3 Former PFEL Ships Back in Business
The President Grant, the first of
three long-idled containerships
made her first trans-Pacific run for
American President Lines this
month. SIU members man the
steward department jobs, while the
The President Grant and her two sisterships, the PresidentsNoover and Tyler,
provide more container carrying capacity for their new owners, American Presi
dent Lines. SIU members man the steward departments on these vessels. Above
Grant is tied up at APL's Oakland, Calii. dock before her maiden Pacific run for the
company.
12 / LOG / July 1979
SUP and MEOW man the deck and
engine jobs.
The President Grant is the first of
the three vessels to be reactivated
since APL bought them from Pacific
Far East Line for $40.5 million last
April. She was christened July 5 in a
ceremony held at the port of
Oakland, Calif.
Scheduled to return to service
over the course of the next few
months are the other container
vessels, renamed the Presidents
Hoover and Tyler.
"The return to service of these
ships is import^t to APL, the West
Coast shipping industry and the
U.S. merchant marine," APL Presi
dent W.B. Seaton told the crowd at
the christening.
"Jobs will be reactivated as the
three formerly retired ships enter
our fleet."
But APL's plans for stepped up
shipping and shipbuilding don't stop
with the newly acquired contaiqerships. The company is planning to
build three additional vessels which
will be the largest containerships
ever constructed in the U.S. The
shipbuilding program will provide
many shoreside jobs for U.S.
workers.
In addition, pending approval by
the Maritime Administration, APL
will begin a new West Coast to
Guam service this summer.
"Notwithstanding the continuing
difficulties faced by the U.S. mari
time industry," Seaton said, ''we
hope for a new era for Americanflag ships."
As the growth of the U.S.-flag
fleet on the West Coast continues,
the job opportunities and job
security of West Coast SIU mem
bers continues to grow along with it.
�U.S. Passenger Ships on Their Way Back?
SlU Favors Bill to Bring 55 United States,
Independence Back Under U.5. Flag
WASHINGTON, D.C.—A
big boost to the once proud U.S.
passenger ship industry could be
provided by two U.S. Senate
bills.
The two pieces of legislation,
S. 1365 and S. 1281, have been
introduced by Senator Daniel
Inouye (D-Hawaii).
S. 1365 would permit Ameri
can documentation bf the passen
ger ship Independence for use in
the U.S. coastwise trade.
S. 1281 would enable the once
famous passenger ship United
States to run on domestic as well
as foreign routes.
Representatives from the SIU,
the U.S. Commerce Department,
and the maritime industry testi
fied last month on behalf of the
bills. Their remarks were given
before the Senate Subcommittee
on Merchant Marine and
Tourism.
Testifying for the SIU, Wash
ington Representative Chuck
Miollard said the bills are "essen
tial to rebuilding the vital passen
ger component of the United
States merchant marine."
Also, he pointed out that
"these vessels would be reacti
vated in viable commercial enter
prises without the need for
expenditure of federal tax
dollars."
Plus to Tourism
Herb Brand, president of
Transportation Institute, told the
All the time in the world
isn't
worth
a dime
unless you make it
work for you.
Make your time in the engineroom pay
Take the Diesel Engineer's Course
at HLS
Course begins September 3
To enroll, see your SIU Representative or contact: ^
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301) 994-0010
With a Diesel Engineer's License, Time b Money
Subcommittee that the bills
would have a threefold benefit.
Not only would the legislation
help the U.S.-flag maritime
industry, but the bills also hold
"the promise of beneficial effects
for tourism and the American
economy in general."
Transportation Institute is a
Washington, D.C.-based educa
tional and research organization
for the maritime industry.
Brand added that through
these Senate bills "we have a
unique opportunity to augment
the limited U.S.-flag passenger
services that exist at present."
Speaking for the U.S. Depart
ment of Commerce was Acting
Assistant Secretary of Commerce
for Maritime Affairs Samuel B.
Nemirow.
He noted that "the Depart
ment of Commerce supports the
enactment of .both bills as im
portant steps forward in revital
izing U.S.-flag passenger and
cruise service in our domestic
trades."
American Hawaiian Cruising
Line, Inc. plans to buy the Inde
pendence to operate it as a cruise
ship among the Hawaiian Is
lands.
The Independence was con
structed in Quincy, Mass. in 1950
by American Export Lines. She
was sold foreign in 1974 and went
under Panamanian registry. In
recent years the ship has been laid
up in Hong Kong.
Because of a technicality in
U.S. law it is necessary to get
legislation passed in order for the
ship to be used in U.S. domestic
cruises.
The United States is the largest
and fastest U.S.-flag passenger
ship ever built. Twenty-six years
old, she's been idle since 1969.
United States Cruises, Inc.
(USCI) has a contract to buy the
United States for use as a cruise
ship on domestic and foreign
runs. The domestic run would be
between California and Hawaii.
The American passenger line
industry has gone through some
very tough times in recent years.
In fact, there are only four U.S.flag passenger liners in operation
today. They are the four Delta
Line ships, crewed by SIU mem
bers, which run from the West
Coast to South America.
The SIU also mans the only
overnight passenger steamboats
in the U.S. fleet, the Mississippi
Queen and the Delta Queen.
The SlU feels that bringing the
United States and the Indepen
dence back into service is an
important first step in revitalizing
the passenger ship industry, once a thriving segment of American
maritime.
The Union feels that if these
two vessels can be brought back
into service and operated success
fully and economically, it could
very well lead to a resurgence in
American seagoing jobs on
American passenger liners.
rf -
1
•1
u]
SI
Zapata Rover Crew Rescues
3 Off Fog Bound Cape May
'On May 11, while it was underway this story to can't get over such a
in a fog off Cape May, the SIU- kind and humane thing your men
manned Zapata Raver, picked up did."
Mr. Skeele forwarded Mrs. Gusradio distress signals from a small
privately owned boat which had ty's letter to the Log, along with his
veered off course because of a own personal observation that the
rescue might never have taken place
defective compass.
After searching for 43 minutes, without the new and improved radar
the SIU vessel located the small boat equipment which had been recently
on radar at a distance of five miles installed onboard the vessel.
off shore.
During the next hour the Zapata Sabine Boatmen Get
Rover maneuvered into a position to
assist and rescue two adults and one 5.7% COLA Increase
Under the terms of their Union
child from a 23 foot boat. The crew
kept them safe until the arrival of the contract, SIU Boatmen employed
by Sabine Towing & Transportation
Coast Guard some time later.
received
a cost of living wage
Mrs. Frances B. Gusty, the wife of
the owner of the boat, sent a letter to adjustment of 5.7 percent, retro
Robert Skeele, president of Zapata active to May 1.
The 5.7 percent COLA is the
Tankships. She expressed her grati
tude to the Captain and crew of the second of two Sabine Boatmen have
Zapata Rover for their rescue of her received under their current contract
husband, son and grandson, all of which expires March 31,1980. SIU
whom were aboard the boat at the members working Sabine's boats
which call regularly at Houston,
time of its rescue.
In the letter she stated; "This was a New Orleans, Port Arthur and
very traumatic experience for my Mobile, also received a COLA in
family. They and all the people 1 tell May, 1978.
July 19797 LOG / 13
I .
n
�• t-
«
Scholarship Prograip
. is a Success
Most SlU boatmen who wish to
advance their careers know about
the Towboat Operator Scholarship
Program. This opportunity is made
available by the Transportation In
stitute, a Washington based re
search organization that works with
maritime relatecHssues.
The prograntt, now in its second
year is nothing short of a booming
success. Over 100 SlU boatmen
have successfully completed the
course and earned their Towboat
Operator's license. The success of
these graduates shows what a fan
tastic opportunity the scholarship
program is for professional boatmen
who want to move to the wheelhouse. The reasons for the success
of the scholarship program are sim-
pie. The students in the course are
receiving the finest instruction avail
able from dedicated professionals
and the environment and training
facilities at the Harry Lundeberg
School provide an ideal location for
practical instruction on the training
vessels.
A Transportation Institute Towboat Operator Scholarship can put
you in the wheelhouse, too. Talk
to your SlU Representative to find
out how to apply for the scholarship
course at HLS.
Students in the towboat operator program also learn management
skills while In training. The students In the basic vocational
program work on the deck of the barges under the direction of the
towboat operators.
TRANSPORTATION INSTITUTE
Students learn how to plot a course for the areas in which they will be
working. Part of the Coast Guard examinations consists of plotting
course directions In reference to tides and currents.
Robert Marshburn works the controls of the tugboat CL-2. The
students In the scholarship program receive extensive on-the-job
training on the vessels of the Lundeberg fleet.
aid
eari
nare
later
The Transportation Institute's Towboat Operator Schol
arship Program provides you with everything you need
to earn your license—a special tuition-free program at
HLS, room, board and books free, and a weekly stipend,
to help cover your expenses while you're away from
home.
The Susan Collins approaches the dock at HLS with a scholarship
winner at the wheel. Through the practical Instruction, the
students gain knowledge of steering and handling barges. '
14 / LOG / July 1979
APPLY
TODAY
SEE YOUR SlU
REPRESENTATIVE
�1J
N
r- il
To be the captain of a towboat or tug is the ambition of many boatmen. The Transportation Institute Towboat Operator Scholarship Program makes
this dream a reaiity.
More Licenses for Boatmen
The Transportation Institute Towboat Operator.Scholarship Program
has graduated more professional,
licensed boatmen. These boatmen
who won scholarships just a few
months ago are now returning to
work on the waterways.
Having that license means a lot
these days, and having the skills to
back it up with means a lot more.
This is where the scholarship pro
gram is different from the overnight
licensing operations. Learning the
skills is what it's all about at MLS.
These graduates are really qualified
for higher paying positions and they
also have an extra measure of job
security that their license provides.
To help boatmen take advantage
of this opportunity, the scholarship
winners get 125 dollars each week
in addition to the free tuition, room,
board and books while enrolled in
the program. So, this program really
pays. For the SlU boatman it's an
opportunity to advance that he can't
afford to ignore. And for SlU-contracted companies, it's their guar
antee of qualified boatmen in the
wheelhouse aboard their equipment.
Maneuvering the schooPs towboat Susan Collins, a student uses the^
new skills that he has gained from the Towboat Operator Scholarship
Program.
Students work on tide and
current problems in preparation
for the U.S. Coast Guard testing.
Because of practice in the wheelhouse, graduates from the scholarship
program have the skills to back up their license.
r:i
"5
Daniel MInnier practices steering techniques while instructor Captain Irvin
Gros stands by.
July 1979 / LOG / 15
�Helped Us When We Needed It
My husband, Roy E. Curtis and I want to thank the Union for the
hospital benefits paid by the Seafarers Welfare Plan.
We speak often to our friends and relatives about how good it is to have
such a fine organization to help us when we are in need.
Roy misses all his old friends who he used to ship with and he wants to
say hello to all of them.
Roy enjoys getting the Log each month and of course I read it too. This
way we can both keep up with what's going on.. Thanks again.
Walked the Lines for SiU
I retired officially Aug. 1, 1978 and the notice of my retirement
appeared in the Log. However, I'd like to add a few things about my
involvement and participation in our Union. I started out with the SIU
more than 30 years ago. I first assisted in organizing the crew of the SS
Sea Hawk (Isthmian Lines) from September 1946 to April 1947.1 hold a
strike clearance card for the 1946 General Strike. I participated in the
Isthmian Strike and hold a picket card dated Aug. 14, 1947. I further
participated in, and hold a picket card dated Aug. 1949. I have always
been proud to be a member of the SIU. And I just want people to know
that I helped contribute to the growth and success of our Union.
Fraternally,
Luke A. Clamboli, Sr.
San Francisco, Calif.
A Union Man to the End
It is with great regret that I am writing to inform you of the loss of my
husband William Rackley who passed away on June 15, 1979.
On behalf of myself and my family, I want to thank the Union and the
Seafarers Welfare Plan for all they did for Bill while he was alive and
anytime he was ill. Without the help of the Welfare Plan we could never
have met our obligations in paying the hospital and doctors who tried to
help him.
Since 1934 when Bill first went to sea, he always considered it his
second home, as he loved the sea and the men he sailed with. He was
proud to be a member of the SIU. One of his last wishes before passing
away was that he be buried with his Union button, as he was proud to
wear it when he was living.
Thanks again to the Union for all they have done for the Rackley
family over the years.
Sincerely,
Roy and Alma Curtis
Port Arthur, Texas
SS Carolina Crew—Thanks!
This letter is to thank the officers and crew of the SS Caro/wfl for their
sympathy during our time of bereavement on the loss of our son. The
crew's donation and flowers were greatly appreciated and may God be
with you all.
Fraternally,
James E. Gross, Chief Steward
Rt. 1 Box 60
Camden, N.C. 27921
Pensioner Marries,
Moves to Seattle
I would just like all my old shipmates to know that I have gotten
married to the former, Mrs. Edythe Dunn and I have moved to Seattle,
Wash. I shipped for 24 years from 1944 to 1968. I sailed mostly on T-2
tankers on the Persian Gulf run. I was originally a member of the SUP
and later came over to the SIU. I'm now retired on disability. I would
appreciate a few lines from time to time from my old shipmates.
Fraternally,
Harry T. Justice
951-N-42 St.
Seattle, Washington 98103
Sincerely,
Mrs. William Rackley and Family
Bayonne, N.J.
^New Orleans Will Miss
Lindsey, Buck'
I want to express my sincere wishes of duty and dedication to two
former officials of the Seafarers International Union, namely Lindsey
Williams and C.J. Buck Stephens upon learning of their retirement from
the SIU. These men will really be missed ir the years ahead. The Gulf area
and the port of New Orleans especially will really miss these two
dedicated men. They worked hard over the years to bring greatness to the
SIU. And I consider it an honor to have known these two fine men.
Fraternally,
Paul Capo, Retired
Metairie, La.
Courtesy, Kindness Shown
My thanks to the Seafarers Welfare Plan for the Death Benefit check of
$5,000, received one month after the death of my husband, William
Brown. A special note of thanks for the courtesy and kindness I was
shown by all in the SIU hall in Algonac, Mich.
Sincerely,
Christine Brown
Trenton, Mich.
16 / LOG / July 1979
Pensioner Harry Justice with new bride, Edythe. The two were married last
Valentine's Day.
�•
v.-r. .
'
Feds Still Very Cold on New LNG Projects
The fuel shortage has made the
headlines more than once in the
past few months. Long gas lines.
High prices. Predictions of heat
ing oil shortages which could
^ force schools and industries to
close this winter.
Obviously, the United States
has to develop alternative energy
sources. But finding environ
mentally clean and economically
sound alternatives to oil will take
years. The U.S. doesn't have
years to wait.
There is an energy source,
though, that's readily available to
the U.S. That source is liquified
natural gas, a by-product of
refined natural gas. A number of
Asian and African countries have
plentiful supplies of LNG which
they are more than willing to
export. Alaska also has signifi
cant reserves of natural gas.
There are already terminals in
the U.S.' equipped to handle the
fuel. More would have to be built
to aceommodate an LNG import
program of any size. But'millions
of man-years of employment for
Ameriean workers would be
created in building LNG termi
nals and tankers.
The U.S.-flag fleet of LNG
earriers, crewed by Seafarers
speeially trained in the handling
and properties of LNG, is the best
in the world. Just this month, we
crewed our ninth LNG ship. They
are good ships with good crews.
And in the two years since we ment. Instead of stepping up the
crewed the first one, everything lengthy approval process for
has been full speed ahead.
those projeets, the Department of
Badly needed jobs, an alterna Energy is dragging its feet.
Dozens of tentative contracts
tive souree of fuel and revenue for
U.S. industries are the rewards of between U.S. companies and
importing LNG to the U.S. Indonesia, Algeria and other
There's only one problem. LNG major LNG exporters have been
import projects have to be allowed to drown in a sea of
okayed by the Federal Govern bureaucratic red tape.
LOG
Official Publication of the Seafarers international Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
July. 1979
Vol. 41, No. 7
Ak-CiO
Executive Board
Paul Hall
President
Frank Drozak
Executive Vice President
Joe DiGiorgio
Cal Tanner
Secretary- Treasurer
Vice President
James Gannon
389
-^rrMTTrTyj^
luioiptissl
Editor
Mike Gillen
Edra
Ziesk
Ray Bourdius
Assistant Editor
Assistant Editor
Assistant Editor
Marietta Homa,
Don Rotan
Assistant Editor
We't Coast Assistant Editor
V
Frank Cianciotti
Writer! Photographer
Marie Kosciusko
Administrative Assistant
Dennis Lundy
Photography
George Vana
Production!Art Director
Published monthly by Seafarers International UnKon, Atlantic, Gulf, Lakes and Inland Waters
District. AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y. (ISSN ff0160-2()47)
•i
The future of the latest LNG Associates, the company iil
terminal, planned for a location charge of the California project.
near Point Conception in Santa "We're hoping for a ruling this
Barbara County, Calif., is still summer. If we get that approval
uncertain. Under the sponsorship and everything goes according to
of two California public utilities, schedule, we could start receiving
the $632 million terminal would LNG by mid-to-late 1983."
be able to handle 900 million
The SIU has been calling for a
cubic feet of LNG daily. A little rational U.S. LNG policy for'a
more than half of that total long time. But the Government
would be brought to the terminal has continued to stall. Right now,
via LNG tanker from Indonesia. the energy needs of the nation are
The rest would come down from too critical to be ignored.
We strongly urge the govern
Alaska.
California's Public Utility ment to allow LNG to play a part
Commission reaffirmed its ap in answering those critical needs.
proval of the facility earlier this Speedy approval of the LNG
month. The Commission origi terminal at Point Conception,
nally okayed the project, which Calif., is a good place to start.
was blueprinted in 1974, last
July.
Deposit in the
But ground-breaking on the
terminal can't begin until the
SIU Blood BankEnergy Department gives it a
green light. And even though the
fuel shortage continues to take a
toll on the quality of American
life, the Federal Government has
made no effort to speed up the
approval process.
"WeVe been trjdng to speed up
that process for five years," said a
It's Your Life
spokesman of Western LNG
I I
i
1
/
Ki
•M
July 1979 / LOG / 17
I
i •'
�At Sea ^ Ashore
Mobile
Waterman Steamship Co. got the green light early this month from
M.ARAD to build its third R/O R O ship worth $69.8 million at Sun
Shipbuilding and Drvdock Co., Chester, Pa. She will sail on the run from
the Gulf to India, the Persian Gulf and the Red Sea.
The 23,500 dwt vessel, to be delivered in 1981, will replace the 24-yearold C4 SS John Penn.
So far this year, according to Acting Assistant Secretary of Commerce
for Maritime Affairs Samuel B. Nemirow,14 new shipbuilding subsidy
contracts plus five more to be built with U.S. backing, will provide 27,000
man-years of employment to U.S. shipyards and supplier industries.
The tonnage of these vessels is 600,000 dwt costing almost $1.1 billion!
Only the 1972-75 shipbuilding period topped these totals.
SS Houston
From July 27 from the Gulf, the
Houston, will haul to Kingston,
Jamaica 1,300 metric tons of bagged wheat flour.
carried on most vessels sailing on oceans, coastwise. Great Lakes, on
other lakes, bays, sounds and rivers be equipped with approved personal
flotation device lights and retro-reflective material.
The new life savers would help in night drifting rescues, they said.
^9ypi
Egypt was loaned $13.1 million more to buy U.S. wheat and flour half
of which must be carried on American ships. This makes it $212.1 million
of wheat to be carried there.
Food for Peace Program
As mandated by U.S. law, half of the U.S. Food for Peace Program
cargo-over 270 million tons during the past 25 years-must now be carried
in American bottoms.
The food—worth $28 billion—went to 55.5 million persons in more
than 100 needy, developing countries. The food's value has gone from
$430.9 million to $1.3 billion this year. The White House hopes these
countries will become cash customers for U.S. farmers.
Before helping those nations fight famine and drought, the, U.S. makes
sure that there are adequate local storage warehouses available and that
the countries will try in the future to grow their own food.
Next year, $785 million will buy 5 million tons of food for the program.
At least 75 percent of this will go to countries with per capita income as
low as $580. yearly. About $556 million of this food will be given to fight
international disasters with $184 million for ocean carriage.
^
Jacksonville
Puerto Rico Maritime Shipping Authority's (PRMSA) 790-foot
trailership SS Navieras Caguas built in 1974 made her debut here recently
joining the company's fleet which includes five ofithe biggest R/O R/O
ships afloat.
PRMSA plans to stretch and overhaul the^'SPonc^ during the next 18
months and the SS Bayamon after that.
The 25-knot Caguas is named for a city in central Puerto Rico. She can
hold 385 trailers and 150 vehicles.
The Caguas will sail from here every Friday arriving in the port of San
Juan on Monday. She will leave the same day for arrival here on
Thursday.
She is 17,915 dwt and 90 feet longer than the other four R /O R/Os. She
is on a 22-year lease from a subsidiary of the Sun Shipbuilding Co. where
she was built.
Washington, D.C.
The U.S. Maritime Subsidy Board (MSB) has let the 91,000 dwt
supertankers Golden Endeavor and Golden Dolphin (Aeorn Shipping)
enter the bulk preference trades on the conditions that each must carry a
minimum of 55,000 long tons of such cargo outbound per voyage at fair
and reasonable rates at world market levels. The agreement will be
reviewed after 2 years.
*
Early this month, the U.S. Coast Guard ordered that life pr^'servers
SS Delta Boliva
Carrying tin (cans) recently to Valparaiso, Chile, was the SS Delta
Bolivia (Delta Lines). Actually, it was a complete can manufacturing
and testing plant destined for the capital, Santiago from the port of
New York.
30 Miles Off Cape Cod, Mass.
Two 600-foot cargo ships—the Liberian freighter, SS Regal Swords
and the U.S. tanker Exxon Chester collided in evening fog last month off
here, with visibility at half a mile
The foreign-flagger was awash at the stern in calm seas and going
under as 38 of the crew abandoned ship into lifeboats and rafts to be
picked up by the Boston Coast Guard. The tanker was undamaged.
The Liberian ship was loaded with scrap iron from the Azores and the
tanker had an asphalt cargo.
Newport News Shipyard
The National Labor Relations Board (NLRB) early this month
ordered the Newport News Shipyard to bargain with the United
Steelworkers Union upholding an election won by them to represent
17,000 shipbuilders there at the end of January.
The union had beat the company union, the Peninsular Shipbuilders
Assn. by 9,093 to 7,546 votes.
Despite union certification by the board last year and charges of "chain
voting" in the election made by the company, a U.S. appeals court denied
the shipyard after it/refused to bargain.
Sam Houston Committee
fs
'Msney
Make year time as an OS pay.
Upgrade io A8 ai UiS,
Course Starts September 13
To ettroU, contact HIS or your SW Representative.
18 / LOG / July 1979
On Juiy 9 at Pier 7, Brooklyn, N.Y., the LASH Sam Houston (Waterman) paid off.
SlU Patrolman Darry Sanders (seated right) is with a crewmember and the Ship s
Committee of (seated I. to r.) Recertified Bosun Jimmy Garner, ship's chairman
and AB Joseph Osorio. deck delegate. Standing (I. to r.) are QMED F DukesEducational Director, P. Walter; Chief Steward/Cook W. Deskins, secretaryreporter, and Chief Cook M. Wilkinson, steward delegate.
�LIFEBOAT
HLS Trainees Sweep to Victory In New York
Harbor's 26th international Lifeboat Race
'^here was no mistaking the
J. winner of the 26th Interna
tional Lifeboat Race held last
July 4th weekend in New York
Harbor.
After burning up the milelong course between 'the World
Trade Center and Battery Park,
crossing the finishing line several
lengths ahead of their nearest
competitor, oars were raised by
the victorious team who then let
out a hearty cheer:
"SIU! SIU! SIU!"
The cheer was clearly heard by
thousands of spectators lined
along the seawall at Battery Park.
If you've got it, as they say, why
not flaunt it!
The win l^y the SIU crew—all
young trainees from the SIU's
Harry Lundeberg School in
Piney Point, MD.—is even more
impressive when you consider the
competition, the six other teams
they beat out in the contest.
Finishing in second place was
the team from the Royal Na
tional Lifeboat Institute (RNLI),
flown over from London, Eng
land especially for the race. They
were considered the "team to
beat"—before the race, that is.
The third place finisher was the
team from the Cunard Line's
grand cruise ship Queen Eliza
beth II (QE II). All professional
seamen who proved, however, to
be no match for the young men
from the Harry Lundeberg
School.
The four other teams partici
pating in the race represented the
U.S. Coast Guard (Governor's
Island); the U.S. Army (Ft.
Hamilton); Norton Lilly & Co.;
and the National Maritime
Union.
The International Lifeboat
Race is an event that goes back
many years. The current trophy,
establislied in 1937, bears the
engraved name of each year's
winner. Soon the name of the
SIU, Harry Lundeberg School
will join such others as the U nited
Fruit Co., combined crew (1937);
Shipping their oars is the winning HLS boat in front of a Battery crowd in N.Y. Harbor.
the Italian Line (1938); Nor
wegian Ships, picked crew (1952
and 1953); and the Humble Oil
Tankers, combined crew (1962
and 1963).
The International Lifeboat
Races, put together under the
sponsorship and by the hard
work of the Maritime Associa
tion of the Port of New York, are
more than just mere boat races.
They are a display and test of
basic seamanship skills, skills
that can make the difference
between life and death in an
emergency situation at sea.
Lifeboat work, in a very real
way, embodies the essence of
seamanship because it brings
seamen into direct contact wifh
the sea, something they're not
likely to feel as much while riding
the elevator of a modern, airconditioned supertanker.
The Harry Lundeberg School
stresses the importance of basic
seamanship skills, including
lifeboat handling, and has the
best course of lifeboatinstruction
in the country. Because it recog
nizes that no matter how modern
the ships become, they are still
subject to the vicious whims of
the sea. When it comes time to
take to the boats, the odds are
that the well-trained crew will
also be the one that survives.
Reflects Quality Training
The clearcut victory of the
Harry Lundeberg School's life
boat team (composed of mem
bers of class #282) is a reflection
of the quality of training pro
vided by the Harry Lundeberg
School. It is also symbolic of the
SIU's commitment to perpetuat
ing these basic seamanship skills,
as well as to education in general.
The role of teamwork in
shipboard life is also stressed in
the HLS program of instruction.
Again, no matter how the ships
change, the element of teamwork
will always be vital to the overall
security and efficiency of a ship.
Taking to the boats in a real
emergency situation magnifies
the importance of teamwork a
hundred times.
To instill a sense of teamwork
and the competitive spirit in its
trainees, the Harry Lundeberg
School holds it's own lifeboat
races every Saturday, on top of
the 30 hours of lifeboat instruc
tion each trainee receives before
he ever goes to sea.
To a large extent, the team
work put into action by the
various teams competing in this
year's International Lifeboat
Race determined each team's
position in the final standings.
There were bigger men, with
much more seafaring experience,
rowing in other boats, but the
HLS crew won out largely for the
superior teamwork it displayed.
Before any member of the HLS
lifeboat team ever sets foot on the
deck of a ship or towboat, (other
than an HLS vessel) he will
receive several weeks' training in
a multitude of subjects, besides
lifeboat handling and seaman
ship. SIU trainees receive instruc
tion in firefighting, cardio
pulmonary resuscitation, as well
as the basics a trainee needs to
enter the deep sea department of
his choosing, or the inland
industry.
All SIU members, in addition
Continued on Page 20
July 1979 / LOG / 19
•
- |ii
i
�Continued from Pagel 9
to HLS trainees, are encouraged
to upgrade at the school, to
improve themselves and develop
their skills further; to keep up
with the changing demands of the
industry.
Academic Program Too
Besides offering the best prac
tical training in the field, the
Harry Lundeberg School has
built up a reputation for having
one of the best academic educa
tion programs in the country.
Ov^r 1,200 Seafarers have
received their high school equiv
alency (GED) diplomas through
the school's GED program that
boasts a 96 percent success rate
(as opposed to the national
average of around 50 percent).
In addition, most HLS up
grading programs earn Seafarers
credits towards a college degree.
After rowing with the winning
team in the 26th International
Lifeboat Race in New York
Harbor, HLS trainee Michael
e
-J tiT
Schlayer, 19, said, I can now
,';'®7,L|a9ue's Arthur Praalen (left) presenis silver trophy to Deck Instructor Harry Coyle (right) with
the HLS oarsmen standinq bv. •
/
^ t a /
Just before the race start are the winning HLS' boat (rear). Third place finishers from the cruise ship
Queen Elizabeth lis are at the left, and the Coast Guard's entry (right) is from Governor's Is., N.Y
hold my head up high." And he's
not the only one.
We're all proud of Michael
Schlayer, of his lifeboat team
mates, of the instructors who
prepared them, and of the phil
osophy and the organization
behind it all.
All of us who believe in the SIU
and what it stands for, can look at
the recent International Lifeboat
Race as a clear sign that we're all
on a winning team.
Second place finishers were London's Royal National Lifeboat Institute oarsmen.
The National Maritime Union's boat (foreground) readies for the starting gun.
Here's the winning HLS lifeboat team crossing the
race's finish line.
A Reprint From:
DAILYa NEWS
New York, Monday, July 2, 1979
Sails up bat hails
are down
By MARTIN KING
and GEORGE JAMES
The shores of the Hudson
River became tlie vantage point
for thousands of New Yorkers
yesterday as a parade of several
hundred pleasure boats motored
and sailed south to the Battery in
the second day of Harbor Festi
val 1979.
"It is just great to walk around
and enjoy," said John Gruner of
Manhattan. The sights included the
parade of Sail and Power, including
Sunfish and 150-foot schooners. It
started at 72d St. and went south to
the Battery.
Oarsmen aboard the HLS boat get set to put their oars into the oarlocks before the
race.
GelslKaSlsrPatHa^^^^^^^^^^
M ike M^ooie Mike'Srosh: Pa. fed
Rescue exhibition
About 750 persons watched a sea
rescue demonstration at the foot of
69th St. in Brooklyn. And what one
policeman termed a "very light
crowd" witnessed a skydiving exhibi
tion by the U.S. Army Golden
Knights at Coney Island, which last
night was also the locale for a fire
works display.
The 26th International Lifeboat
races, conducted from the World
Trade Center area to Battery Park,
was won by the Harry Ludenberg
School of Seamanship of Maryland,
which beat six other nine-man crews.
Winning lifeboat crewmember Mike Geisinger (left)
makes presentation of SIU historian John Bunker's
new book "Harbor and Haven" to HLS President
HLS oarsmen (front left to righi) Coxswain Steve Eastham, Mike Hazel Brown (center) as Coxswain Steve Eastham
looks on. This was part of awards ceremony at school
Instruclo: Sere^h''""''"®
honoring the victorious team.
20 / LOG / July 1979
July 1979 / LOG / 21
-t
�-T—
• ". •
% •• •SE/iC"" •f>ySrE;A
»«•':-•
:j'•}
P,oey Polnl, .eboa. -s l.m
up me
ROCO
winner's plaque.
Training/Tecii
-..'y., .
Mu
dSt. ^
Sttategy. Mere^.b
a rower h.
*F
ihc Harrv Lundeberg
TT thp
Lunacnc.5 Schoors ••last two years el l"
I*...,;„ In the 26th imerMarine Academy
^tional Lifeboat
1"
before he Sieduated
harbor came as
' .-..e Mike
"TheU .tP,rt "Meredithexpiaincu.
® edilh explained.
-yTrStS:.'"!«»-. irirri---;';
2iE==^S
sr: w if-« SEHHH
the nine ""^"''"^ace with a sense
crew went m »
.pt,j.re might
of cauttous fP't^®'^- uncertainty
have been a m°"t^"'
,,y after
for some of thetn.
brawny
getting a lo
you
wav, to Keep
tacn n
"'^J'Then. with the coxswain counuj^
the strokes, they do a P^ ' ~
10 strokes done w.th all they ye g
,nrougm
•
:
onH
the
race
.mining and the race .itselt.
self
„oted that_
»' "E
•:t:r ^rwerar^^^^^^^^
'rf^Ta boV by _ its cover.
-Vciaffywlenitcomestoseaman-
-• •- r—'«
over, and the tea
M' '"dHhthlsl'udeSlThey
^'''Tnee-ar^«bebigges.or
- itfd' They were never sertously
^^he big difference, of cour.. is
^"'he'';hln trat made all
lifeboat race, th
prehm.nary heat
•''^''•'""'Tchrorscrelwasrcnr/y.
^'^MlkrMereditremployed a few
LundebergSchool is all
And that's f ht ^cc givingyo""8
about in the f'r^«
p^pare
people the best
,ney might
them for any
jnland
encounter at sea
waterways.
^
as well. Because strategy 4
n:jrd:sT:mpletlng the «s«a.
'iftitT runK school
It Was Teamwork
for an additional three weeks,
r"
,oung crew g
„„
rstrrnetfcamworkandprepar='Xn asked how they did it. MJite
strategy.
-r eyes closed, a
learn 10 row wtththeujy^^^^
technique whi
.
„ In the crew
Meredith smiled fhd
^ ^ few
matter of "teamwork...and
*°:''r''T:eTo?th:
boat itself,
a better "feel" of
to
f^^^f-tricks" used by the Lunde-
r.,-"
a better
feel
"learned tc
f" •'•'
closed as with them open.
12 / LOG / July 1979
;J
lifeboat
John Potts.
from the nai y „|.„^pd 'em hov?
and the wayn y
that the Lundeoerg
l^rg^thrth:Lnn^-Schc..
is the best such
country-d not m^.^
also one of
^^erican seamen
ship^^ crewed by Am
will always have tne c K
beat.
�Union Has 12 New Recertified Bosuns
T
HE 12 bosuns who partici
pated in the first class this
year of the Union's Bosun Recertification program came from
different parts of the country.
They were of different ages and
different backgrounds. And they
had 12 different stories to tell
about why they chose seafaring
careers.
But the 12 newly-recertified
SIU bosuns have a lot in common
since graduating from the twomonth program July 2. By
participating in the Recertification Program they now have
greater job security and financial
security than ever before. And
they also have a solid grasp of ments function on behalf of the
what's going on in the maritime membership and much more.
industry and in the SIU.
Overall, the Recertification
The bosuns spent the first 30 program is intended to give
days of the program at the participating bosuns the infor
Union's Harry Lundeberg mation they need to fulfill their
School in Piney Point, Md. crucial shipboard roles.
There they participated in train
SIU bosuns serve as their
ing sessions and took a good look Union's ship's chairmen. It's their
at important spots in Washing responsibility to run shipboard
ton, D.C., such as Congress, the Union meetings. That means a
AFL=CIO Maritime Trades De bosun has to know the provisions
partment and the Transportation of his SIU contract. He has to be
Institute.
familiar with the Union's other
During the second month, the programs. And he must be able to
bosuns were headquartered in answer questions about problems
New York. They learned about confronting the U.S. merchant
how the various Union depart marine and what the SIU is doing
about them.
An SIU bosun has a tough,
responsible job. The Recertifica
tion Program is providing the
training and knowledge bosuns
need to perform that job.
There are two more sessions of
the Recertification program
scheduled for this year. One will
run from Aug. 6 through Sept.
30, the other from Oct. 8 through
Nov. 30. Each class is limited to
12 seamen.
The word from the first gradu
ates of the Bosuns Recertification
Program is that the program is
well-worth the investment of two
months of time.
New Full Book 'A' Seniority Upgraders
Arthur Shaw
Seafarer
Arthur Shaw,
29, graduated
from the HLS
Trainee Pro
gram in 1967. He
upgraded to
FOWT the next
year and to
QMED in 1979
at the Lundeberg School. Brother
Shaw has the lifeboat, firefighting
and cardio-pulmonary resuscitation
ticketsr Born in Seattle, Wash., he
lives there and ships out of that West
Coast port.
Herbert Benzenberg
Seafarer Her
bert Benzen
berg, 22, is a
1976 graduate of
the Harry
Lundeberg
School of Sea
manship, Piney
Point M d .
VThere he was
president of the Student Council. In
1978, he upgraded to firemanwatertender (FOWT) there. He also
took the LNG and General Safety
Courses at the Point. He has his
lifeboat, firefighting and Cardio
pulmonary resuscitation endorse
ments. Brother Benzenberg was
born in the Bronx, N.Y. and lives
and ships out of the port of
Houston. He was also a college
freshman.
John Emrich
Kevin White
Gerald "Jerry" Payne
Seafarer John
Emrich, 34,
started sailing
with the SIU in
1968 in the port
of San Francisco
^
following a fivef
year hitch in the
U.S. Navy dur
ing the Vietnam
War. He upgraded to AB and
quartermaster in 1976 in Piney
Point. Brother Emrich has cardio
pulmonary resuscitation, lifeboat
and firefighting tickets. A native of
Chicago, 111., he resides in La Habra,
Calif, and ships out of the port of
San Francisco.
Seafarer
Kevin White, 24,
in 1976, gradu
ated from Piney
Point. He up
graded to AB
there in 1978.
Brother White
was a lance
corporal in the
U.S. Marine Corps 2nd Division
before attending the HLSS, While in
the Corps, he got his GED high
school diploma from the U.S.
Armed Forces Institute. He holds
the cardio-pulmonary resuscitation,
lifeboat and firefighting tickets.
White was born in Teaneck, N.J.,
lives in Margate, Fla. and ships out
of the port of Jacksonville.
Seafarer Ger
ald "Jerry"
Payne, 56, sailed
with the SIU
from 1943 to
1951 when he re
tired his book.
He started ship, ping again in
> 1965. He up
graded to chief electrician at the
HLS in 1973 and to QMED in 1976.
Brother Payne attended a Piney
Point Educational Conference in
1972. He has lifeboat, firefighting
and cardio-pulmonary resuscitation
endorsements. Born in Niagara
Falls, N.J., he lives in Bayshore,
L.L, N.Y. and ships out of the port
of New York.
Osvaldo Troche
Seafarer Os
valdo Troche,
Stewart Dixon
36, began sailing
Seafarer
with the SIU in
Stewart Dixon,
1968 in the
34, began sailing
Vietnam War
with the Union
from the port of
in 1976 from the
New York. Bro
port of New
ther Troche also
York. In 1978 at
sailed as a ship's
the HLS, he
delegate. He upgraded in 1969 to
upgraded to
FOWT at Piney Point and to
AB, quarter
QMED there in 1978. Troche has his
lifeboat, firefighting and cardio master and tankerman." Brother
pulmonary resuscitation endorse Dixon is a graduate of the London
ments. A native of Aguala, P.R., he (England) School of Electronics. He
resides in Brooklyn, N.Y. and ships has the lifeboat, firefighting and
cardio-pulmonary resuscitation
out of the port of New York.
endorsements. Born in Dundee,
Joseph Burns
Scotland, Dixon resides in New
Seafarer
York City and ships out of the port
Joseph Burns,
of New York.
22, graduated
from the Lunde
berg School in
1974. Brother
Burns upgraded
When throwing in for work durto FOWT there
ing a job call at any SIU Hiring
in 1978. He has
Hall, members must produce the
Jhis cardio-pul
following:
• membership certificate
monary resuscitation, firefighting
• registration card
and lifeboat training. A native of
Mobile, he lives and ships out of that
port.
Raymond Hipp
Seafarer Ray
mond Hipp, 25,
graduated from
the HLSS Entry
Trainee Pro
gram in 1973. He
upgraded to
FOWT there in
1975 and got his
high school di
ploma through Piney Point's Gen
eral Education Program (GED).
And he graduated from the General
Safety Course. Brother Hipp earned
his lifeboat, firefighting and cardio
pulmonary resuscitation tickets,
too. He was born and lives in New
York City and ships from this port
city.
HoUce to Members On MA ffl// ProseJure
• clinic card
seaman's papers
INLAND
]
July 1979 / LOG / 23
�SEA-LAND ECONOMY (Sea-Land
Service), May 19—Chairman, Recerti
fied Bosun A. McGinnis; Secretary L.
Nicholas; Educational Director H.
Duhahaway; Deck Delegate B. Jarratt;
Engine Delegate E. D. Bain; Steward
Delegate H. Mobley. $135 in movie
fund. No disputed OT. Chairman
reminded everyone of the various
classes now in session for upgrading at
Piney Point. Advised all members to
stand by for customs and immigration
upon arrival to speed up clearance. The
steward complimented the galley crew
for a job well done. Next port. Port
Everglades.
ATLANTIC (Interocean Mgt.), May
13—Chairman, John F. Higgins; Sec
retary S. Kolasa; Educational Director
James Chianese; Deck Delegate
Thomas R. Reading; Steward Delegate
Homer D. Cross. $23.65 in ship's fund.
Some disputed OT in steward depart
ment. Chairman is going to write to the
Union and request more books for the
library and also ask for subscriptions to
the Times, Newsweek and Sport maga
zines. Meetings have been held regu
larly on Sundays and everyone is doing
a good Job. Observed one minute
of silence in memory of our departed
brothers. Next port, Texas.
DELTA BRASIL (Delta Steamship),
May 6—Chairman Michael Ventry;
Secretary A. Estrada; Educational
Director Hugh F. Wells; Engine Dele
gate Roger White; Deck Delegate Frank
Russo; Steward Delegate Daniel Boone.
Some disputed OT in deck department.
Chairman discussed the importance of
donating to SPAD. Captain sent his
regards to the crew for being so safety
conscious on this trip. No accidents to
date. A vote of thanks to the steward
department for a job well done.
Observed one minute of silence in
memory of our departed brothers. Next
port, Houston.
SEA-LAND RESOURCE (Sea
Land Service), May 19—Chairman,
Recertified Bosun Donald J. Pressly;
Secretary Theodore R. Goodman;
Educational Director Raymond H.
Ulatowski; Engine Delegate Alfred J.
McQuade; Steward Delegate Joseph
Roberts. No disputed OT. Chairman
had high praise for the new Ordinary
Seaman Margaret P. Whaley. A fine
young lady. Thanked the crew for their
cooperation. Secretary thanked the
steward department and the crew for
good cooperation. A special vote of
thanks to the chief steward for his fine
work. Next port, New York.
SANTA MERCEDES (Delta Steam
ship), May 13—Chairman, Recertified
Bosun Egon D. Christiansen; Secretary
S. M. Smith; Educational Director
William Slusser; Engine Delegate
Robert J. Jones. $221.45 in ship's fund.
Some disputed OT in deck department.
Chairman noted that when the fire and
boat drills are taking place everyone
should jump in and help and get the
drills over with and not always the same
ones. Suggested that all members who
qualify should go to Piney Point and
upgrade as there are plenty of jobs for
experienced men. Also discussed the
importance of donating to SPAD.
Secretary reported that this has been a
very good trip. Next port, Valparaiso.
24 / LOG / July 1979
OVERSEAS WASHINGTON (Mar
itime Overseas), May 6—Chairman
John D. Castleberry; Secretary Philip
Salowsky; Deck Delegate C. Lambert.
$26 in ship's fund. No disputed OT. A
vote of thanks to the steward depart
ment for a job well done. Report to Log:
"Note of interest—If all our ships were
as well handled as this one, we would
never have any problems." Observed
one minute of silence in memory of our
departed brothers.
OVERSEAS NEW YORK (Mari
time Overseas), May 27—Chairman,
Recertified Bosun James Boland;
Steward Delegate Robert Rivera. No
disputed OT. Report to Log: "As Chief
Engineer on the Maritime Overseas
vessel Overseas New York I am very
pleased with the performance of the
below named SIU members who are
signing off the vessel at Marcus Hook,
Pa. I would be pleased to have them
back on this or any other Maritime
Overseas vessel in the future. QMED
Glenn Bumpas; QMED Jerry Makarewicz; WIPER Dave Boyd; QMEDPumpman, John O'Rowe."
GREAT LAND (Interocean Mgt.),
Chairman, Recertified Bosun Wrn.
O'Connor; Secretary R. E. Taylor;
Educational Director M. D. Stover. No
disputed OT. Chairman explained some
of the programs that you can take at
Piney Point to better your chances of
shipping. Educational Director noted
that anyone who would like a form for
upgrading to see him at anytime. A
vote of thanks to the steward depart
ment for a job well done. Observed one
minute of silence in memory of our
departed brothers.
DELTA BOLIVA (Delta Lines),
May 20—Chairman, Recertified Bosun
Luther Pate; Secretary J. Freeman;
Educational Director Allan Baxter.
Some disputed OT in deck, engine and
steward departments. The Log was
received and passed around for all
members to read. Chairman noted the
progress of our officials in the area of
new shipbuilding and the importance of
having more job opportunities in the
near future. Also suggested that mem
bers should take advantage of Piney
Point programs. A vote of thanks to the
steward department for a job well done.
DELTA SUD (Delta Lines), May
20—Chairman, Recertified Bosun R.
Lambert; Secretary E. Vieira; Educa
tional Director J. C. Dial; Steward
Delegate John Adams. No disputed OT.
Chairman reported at the safety meeting
that was held that we have had another
accident free trip. Also advised that it
would be a good idea for those that are
getting off to give ample notice in order
to insure time to get replacements before
the hall closes over the long weekend. A
vote of thanks to the steward depart
ment for turning out some fine food
and keeping the messhalls running
smoothly.
MONTICELLO VICTORY (Victory
Carriers), May 6—Chairman Frank J.
Smith; Secretary Dxike Hall; Educa
tional Director Juan Rodriquez; Deck
Delegate Richard Daly; Steward Dele
gate H. Connolly. No disputed OT.
Secretary reported that all members
who qualify should go to Piney Point
for the Bosun Recertification Class.
Everyone who can should go to Piney
Point and upgrade because a better job
means better pay. Chairman requested
members to read the Log and to pass it
around when finished with it so
everyone will have a chance to read it. A
request was made for the Ship's
Chairman to call the Union Hall for
replacements in all departments so ship
will not sail short handed. Observed one
minute of silence in memory of our
departed brothers. Next port. Port
Arthur.
AMERICAN HERITAGE (Apex
Marine), May 27—Chairman Jerry
Borucki; Secretary M. Deloatch; Edu
cational Director C. Merrir; Steward
Delegate Teddy E. Aldridge. Some
disputed OT in deck department.
Chairman noted that the Bosun Recerti
fication Program is now opened and all
members with the necessary qualifica
tions should take advantage of the pro
gram. Secretary asked crew to cooper
ate in helping to keep the messroom and
crew lounge clean after night lunch.
Everyone agreed that this is the best
feeding ship in the fleet. The steward
Marvin Deloatch is always putting out
barbecued Chateaubriand, steaks, london broil and lobsters. The members
agreed that they would never get this
kind of food on any other ship. All the
plates when they are served by the chief
cook are garnished and very appetizing.
Next port. Port Reading, N.J.
SEATTLE (Sea-Land Service), May
13—Chairman, Recertified Bosun W.
Kleimola; Secretary H. Alexander;
Deck Delegate Joseph De Jessa; Engine
Delegate Tom Herbert; Steward Dele
gate Peter A. Siems. No disputed OT.
Captain is very satisfied with the crew
and noted that all are doing a good job.
Members requested that phone num
bers and addresses for ports be posted.
Chairman pointed out that we have one
of the better graduates from Piney Point
in the Steward Department. A vote of
thanks to the steward department for a
job well done.
PAUL THAYER (Pringle Transit),
May 4—Chairman Bill Troux; Deck
Delegate D. Hollingsworth; Engine
Delegate D. Benson; Steward Delegate
P. Schultz. No disputed OT. A discus
sion was held regarding safety and the
wearing of hard hats, shower slippers,
running on dock and ship when
working, putting on hatch clamps
properly. Also discussed the importance
of donating to SPAD. Observed one
minute of silence in memory of our
departed brothers.
ALEX STEPHENS (Waterman
Steamship), May 13—Chairman, Re
certified Bosun Alfonso Armada;
Secretary Charles Corrent; Educational
Director W. Mitchell. $23.84 in ship's
fund. No disputed OT. Ferris Antone
passed away on May 3,1979 at sea from
an apparent heart attack. Cable sent to
Company and Brother Frank Drozak to
notify the family. Chairman gave a
lengthy talk on Union activities. Report
to Log: "Rock of Gibraltar was a first
for a lot of old time seamen and a good
time was had by all." Next port Jeddah,
Saudi Arabia.
OVERSEAS ARCJIC (Maritime
Overseas), May 13—Chairman, Re
certified Bosun N. Beavers; Secretary
Ken Hayes; Educational Director N.
Trahan; Engine Delegate William C.
Roach. $6 in ship's fund. No disputed
OT. Chairman noted that the Logs were
received and should be read by all to
keep up with what is going on in the
Union. If you have any questions about
any of the articles in the Log please
bring it up at ship's meeting. There
were about 60 books changed with the
British Resolution crew. Next port.
Baton Rouge.
Official ship's minutes were also
received from the following vessels:
COLUMBIA
DELTA VENEZUELA
OVERSEAS OHIO
CHARLESTON
PORT
DELTA URUGUAY
CAPRICORN
SEA-LAND CONSUMER
OAKLAND
COVE TRADER
MARYLAND
OVERSEAS VIVIAN
BORINQUEN
HOUSTON
DELTA PANAMA
SEA-LAND MARKET
JACKSONVILLE
JOSEPH HEWES
ZAPATA ROVER
SEA-LAND GALLOWAY
OGDEN CHARGER
ZAPATA COURIER
ROBERT E. LEE
COUNCIL GROVE
WILLIAMSBURGH
TAMARA GUILDEN
BROOKLYN
COVE COMMUNICATOR
SANTA MAGDA^.ENA
OVERSEAS JOYCE
CONNECTICUT
CAROLINA
OGDEN CHAMPION
TRANSCOLUMBIA
DELTA AFRICA
DELTA ARGENTINA
GALVESTON
SEA-LAND ADVENTURER
POTOMAC
ULTRAMAR
SEA-LAND LEADER
SEA-LAND FINANCE
LNG ARZEW
DEL ORO
SEA-LAND EXCHANGE
ZAPATA RANGER
OVERSEAS HARRIETTE
ROBERT TOOMBS
OVERSEAS VALDEZ
MAUMEE
OVERSEAS ALASKA
GUAYAMA
OVERSEAS ALICE
ALLEGIANCE
OGDEN CHALLENGER
�SlU Plans Paid Over $17.7 Million in 6 Months
During the first six months of this year, the Union's Welfare, Pension and Vacation Plans
paid out over $ 17.7 million in benefits to SlU members—deep sea. Great Lakes and inland waters—
and their dependents. The total figure is $ 17,779,135.38. These figures printed below demonstrate
once again that job security is only one aspect of the overall security provided the SlU membership.
Seafarers Welfare, Pension, and Vacation Plans
Cash Benefits Paid
January to June, 1979
SEAFARERS WELFARE PLAN
ELIGIBLES
Death
In Hospital Daily @ $1.00
In Hospital Daily @ $3.00
Hospital & Hospital Extras
Surgical
Sickness & Accident @ $8.00
Special Equipment
Optical
Supplemental Medicare Premiums
DEPENDENTS OF ELIGIBLES
Hospital & Hospital Extras
Doctors' Visits in Hospital.
Surgical
Maternity
Blood Transfusions
Optical
Special Equipment
PENSIONERS & DEPENDENTS
Death
Hospital & Hospital Extras ..r
Doctors' Visits & Other Medical Expenses
Surgical
Optical
Blood Transfusions
Special Equipment
Dental
Supplemental Medicare Premiums
y
Number
of
Benefits
70
712
837
138
32
30,476
12
745
228
Amount
Paid
$354,969.00
712.00
2,511.00
40,450.27
12.227.80
243,808.00
3,431.72
28,443.82
13.699.81
3,101
1,241
1,177
199
9
638
1,204,955.19
79.024.65
226,392.80
72.321.66
1,426.00
23,693.26
96
1,277
934
124
271
7
23
21
11,562
361,062.20
331,080.11
89,312.75
32,444.85
9,682.67
1,067.20
6,625.71
2,772.38
111,147.88
MEDICAL EXAMINATION PROGRAM.
COLLEGE SCHOLARSHIP PROGRAM .
BLOOD BANK PROGRAM
SPECIAL SERVICES DEPARTMENT
TOTAL SEAFARERS WELFARE PLAN
53,973
487,357.98
17,489.87
5,863.62
6,830.94
4,390,878.14
SEAFARERS PENSION PLAN
Pension
TOTAL SEAFARERS PENSION PLAN
14,715
14,715
4,018,597.89
4,018,597.89
SEAFARERS VACATION PLAN
Deep Sea
Great Lakes District
Inland Boatman's Division
TOTAL SEAFARERS VACATION PLAN
4,346
885
1,422
6,653
7,467,067.46
1,014,655.51
887,936.38
9,369,659.35
TOTAL WELFARE, PENSION & VACATION 75,341
$ 17,779,135.38
43
m
iilvirrs?;
July 1979 / LOG / 25
�-^VSX
I II
»
Hall Tells Money People, Workers Must Get Their Fair Share
SIU President Paul Hall last
month represented the labor move
ment at a conference on foreign
investment in the U.S. in his
capacity as senior vice president of
the AFL-CIO.
The conference, which was held in
New York, was sponsored by the
Financial Times of London.
Hall, who is chairman of the
AFL-ClO's Economic Policy Com
mittee, talked about "puzzling"
developments in foreign investments
here.
He said, "when we see United
Technologies moving heaven and
earth to get its aircraft-engine
operations out of Connecticut and
into foreign countries, and we see
Rolls Royce just as eager to move in,
we think of the game of musical
chairs, and we wonder who's calling
the tune."
Hall said, however, that labor's
concern is not with who owns the
plants but with how the workers are
treated.
1 he means of production, he said,
must be "used for constructive
purposes by socially responsible
managers who concede that workers
have a right to join together to seek a
fair share in the benefits of pro
duction."
However, labor takes a different
view of business enterprises that are
operated by totalitarian govern
ments as agents and instruments of
their foreign policy.
Hall pointed to the Soviet merch
ant fleet. He said the Soviet Union is
deliberately cutting shipping rates in
order to drive vessels of nonCommunist nations from the seas.
"Such operations," he said, "have
nothing to do with trade. They are
tools of economic warfare, and they
ought to be treated for what they
are."
Talking about the way workers
here are treated in foreign-owned
plants. Hall said the record varies.
Some treat their workers decently
while others exploit their employees.
In order to help combat the latter,
American labor is strengthening its
links with other national labor
movements.
Hall noted, "we have begun the
job of establishing some solidarity
across national borders in dealing
with concrete problems, exchanging
experience and information on
relations with transnational and
multinational corporations and on
trade and job issues of every kind."
Towboat Operators Facing Diesel Fuel Shortage on Waterways
The shortage of fuel is becoming
as severe on the nation's waterways
as it is on some of her highways. U p
and down the Mississippi and in the
Gulf area, inland vessel operators,
including many SlU-contracted
companies, are struggling to get the
fuel they need.
Supplies of diesel fuel to power
tugs and towboats have become
extremely tight. In the St. Louis
area, for example, one midstream
fuel supplier reported his diesel fuel
allocations this month were only 60
percent of what they were a month
ago.
"That's about 18 days worth of
fuel for July," said a disgruntled
boat operator, "what happens after
that is anybody's guess."
In addition to limited supplies,
diesel fuel prices have skyrocketed.
In some areas, fuel costs are 100
percent higher today than they were
a year ago.
The shortage is being blamed on a
lack of refined crude. A spokesman
for the operators said "the major oil
companies have been directed by the
Government to stockpile home
heating oil."
"There's less fuel being refined for
diesel," he added, "and more for
home heating oil."
So far, inland operators have been
able to keep their boats moving. But
unless the Government guarantees
100 percent fuel allocations for tugs
and towboats, inland vessels will be
forced to lay up. And if the boats
can't move, neither can their car
goes.
"Unless a dependable supply of
diesel fuel can be assured," said one
operator, "grains will not move to
market." In addition, "fertilizer and
fuels will not move to the farm, coal
and residual oil fuels will be
unavailable to public utilities and
heavy industry, harvesting, storing
and shipping 1979 crops will be
disrupted.
Roy Curtis Found That Welfare
Plan Takes Care of Pensioners
Roy E. Curtis spent the better part
of 22 years as a member of the
blackgang on SlU-contracted ships.
He worked hard during those 22
years, first shipping as a wiper in
1952.
Brother Curtis retired in 1974.
But the welfare benefits he and his
family are entitled to under the
Seafarers Welfare Plan keep right
on going.
SIU pensioners and their depen
dents receive full welfare coverage
after retirement. Most other plans
have no, or limited coverage for
pensioners.
Pensioner Curtis and his wife
Alma know the Seafarers Welfare
Plan is there to help them, because
they've had occasion to use it. Right
around the time Brother Curtis
retired, Mrs. Curtis became ill.
For the next five years. Alma was
in and out of the hospital. Three
times she required surgery. Once she
needed radiation treatment.
The four hospital visits, surgical
26 / LOG / July 1979
fees and hospital extras such as
anesthesia and lab work totalled
almost $6,000. But, because of the
SIU's welfare coverage. Brother
Curtis' out-of-pocket expenses from
the $6,000 total came to only about
$423.
The Curtis family expressed their
appreciation to the Union in a recent
letter to the Log. "We speak often to
our friends and relatives about how
thankful we are to have such a fine
organization to help us when we are
in need," they wrote.
"Thank you for the hospital
benefits paid by the Seafarers
Welfare Plan."
Brother Curtis and his wife make
their home in Port Arthur, Tex. Roy
built up a whole lot of memories and
made a lot of friends during his
seagoing years. In his letter he
wished them all well.
The SIU also wishes Roy and
Alma Curtis well. We hope the years
ahead bring them good health and
happiness.
In order to avert a crisis for inland
operators and the country as a
whole, the SIU, along with many
inland operators and maritime
organizations is urging the govern
ment to assure water carriers the fuel
they need.
In a letter to the federal Energy
Regulatory Administration, Herb
Brand, president of the Transporta
tion Institute, whose 174 member
companies include many tug and
towboat operators, said; "Water
carriers are unquestionably the most
inexpensive and fuel efficient mode
for the carriage of bulk com
modities.
"If this nation's tug and towboat
fleet is not assured availability of its
necessary fuel supplies," Brand
cautioned, "the disruption in the
massive movements of energy and
farm cargoes by water will have a
ripple effect in other essential
segments of our industry."
Personals
Joseph Pazos
Horace Alexander Wiltshire
Please contact, Mr. D. Larive, Zapata
Please contact. Miss Linda F.
DeShazo, Rt. 2, Box 170, Glen Allen, Tankships Inc., P.O. Box 4240, Hous
Va. 23060.
ton, Texas 77001, regarding uncliamed
wages and your Coast Guard discharge.
Samuel Miller Jr.
Please contact, your Grandmother,
Mrs. Rosa Solomon, 3420 Ihalia
Parkway, Apt. B, New Orleans, La.
70125.
Salvatore J. Cino
Please contact, Mr. D. Larive, Zapata
Tankships, Inc., P.O. Box 4240, Hous
ton, Texas 77001, regarding unclaimed
wages and your Coast Guard discharge.
Thomas Messano
Please call home or Rod.
Hubert Jackson
Please contact Mr. D. Larive, Zapata
Tankships Inc., P.O. Box 4240, Hous
ton, Texas 77001, regarding unclaimed
wages.
Vesse Robinson
Please contact, Robert McComiskey,
407 Decatur, New Orleans, La., 70130.
Tel. 504-581-5981.
Gently! She's a Hero!
y-
•'
. '
The most decorated sub of World War II, the U.S.S. Silversides. gets ready to
start on a new career with the help of the SlU-contracted tug Mary E. Hannah
(Hannah Towing). The tug escorted the Silversides to her new home at Chicago's
Navy Pier where she'll become a floating museum.
�':vi*
Apply NQW For Steward Recertification Program
Improved job security and
financial security are the payoffs
for SIU chief stewards who
participate in the upcoming
Steward Recertification Pro
gram.
The first session of that pro
gram is set to start at the Harry
Lundeberg School in Piney
Point, Md. on Sept. 3, 1979.
One other session of the sixweek Steward Recertification
course will be held in 1979 start
ing Nov. 13. Eight classes will
be offered during 1980.
Starting dates for the 1980
classes are: Jan. 6, Feb. 18,
March 31, May 12, June 23, Aug.
4, Sept. 15, and Oct. 27.
Enrollment for' each class is
limited to eight stewards who will
be chosen by a Selection Com
mittee of elected qualified stew
ards.
Qualified ehief stewards are
urged to get their applications for
the program in as soon as
possible.
Qualifications for the Steward
Recertification program, as
formulated by the Seafarers
Appeals Board, include:
• class "A" seniority;
• three years seatime in a
rating above 3rd eook or assist
ant cook with at least one of the
three years as chief cook, or;
• four months seatime as 3rd
cook, assistant cook or higher,
plus four months as cook & baker
or higher, plus four months as
chief cook with certificates of
completion from HLS for each
course, or;
• nine months seatime as 3rd
cook or assistant cook'plus four
months as cook & baker plus four
months as chief cook with HLS
certificates for cook & baker and
chief cook courses, or;
• nine months seatime as 3rd
cook or assistant cook, plus nine
months as cook & baker, plus
four months as chief cook with an
HLS certificate for the chief cook
course.
The first six weeks of the
Steward Recertification program
gives chief stewards the oppor
Mi*s JVetv.
Mi*s Made Far Yau.
The Steward Recertifieation
Program at HLS
This program gives you the up-to-the-minute
skills you need aboard today's vessels:
Learn how to:
* Manage the entire Steward Department
* Control inventory
* Prepare for Public Health inspections
*Type
* Polish your culinary skills
* Plan menues and use food efficiently
It's your ticket to job security. It'll put yoiTdn top in your profession
Contact your SIU Representative or HLS to enroll.
Sign up now! Program begins September 3.
Deep Sea
Lakes, Inland Waters
.".... Aug. 6
Aug. 7
Aug. 8
Aug. 9
Aug. 9
Aug. 10
Aug. 13
Aug. 14
Aug. 15
Aug. 16
Aug. 20
Aug. 24
Aug. 11
Aug. 9
Aug. 18
Aug. 7
Aug. 14
Aug. 15
Aug. 17
Aug. 16
final two weeks of the program
are spent at Union headquarters
in N.Y. for an in-depth look at
the concerns of the industry and
the SIU.
Take advantage of the topnotch opportunities the Steward
Recertification program offers to
top-rated men in the steward
department. Fill out our applica
tion, available at all SIU halls, to
guarantee yourself a place in the
Steward Recertification pro
gram.
SIIJ Stewards!
Monthly
Membership
Meetings
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Algonac
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
tunity to brush up on cooking,
baking and nutritional skills in
the modern galley at the Lunde
berg School. The program also
includes firefighting and first aid
training.
But the Steward Recertifica
tion program doesn't stop there.
Since chief stewards serve on
their ship's Union committees,
they have to have a good,
working knowledge of what's
going on in the maritime industry
as well as in their Union. So the
2:30p.m
2:30p.m
2:30p.m
9:30a.m
2:00p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
2:30 p.m.
2:30 p.m
10:30a.m.
2:30 p.m
—
—
2:30p.m
—
2:30p.m
—
Cove Sailor Committee
UIW
7:00p.n>.
7:00p.m.
7:00p.m.
7:00p.m.
—
—
7:00p.m.
7:00p.m.
—
—
—
—
1:00 p.m.
—
With their backs to the Verrazano Bridge in the Narrows at Stapleton Anchorage,
N.Y. Harbor is part of the Ship's Committee and two crewmembers of the ST
Cove Sailor (Cove Shipping), formerly the ST Erna Elizabeth. They are (I. to r.) AB
Herbert Thrower, deck delegate; Recertified Bosun Vincent Grima, ship's
chairman; Chief Cook C. C. Williams, steward delegate; ABs Joseph Frassetta
and Raymond Bunce III, and Chief Steward/Baker Manny Ciampi, secretaryreporter. The tanker paid off on July 9 sailing north the next day to take on grain in
the port of Albany, N.y.—the state's capital.
SECURITY IN UNITY
July 1979 / LOG / 27
/
�PI
SIU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENT
Cal Tanner
HEADQUARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
Dispatchers Report for Deep Sea
ALPENA, Mich
JUNE 1-30,1979
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New-Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
r
7
107
16
26
27
9
15
81
54
64
28
43
14
69
3
0
563
5
38
5
6
6
3
8
19
13
11
6
5
3
23
0
0
151
2
10
2
0
4
5
1
7
7
6
7
16
.0
9
0
1
77
5
80
12
21
32
8
14
78
42
46
7
48
31
94
5
1
524
7
71
8
12
9
9
7
31
22
12
8
15
7
38
14
0
270
4
8
1
3
12
9
0
6
8
6
2
15
3
9
0
2
88
8
148
14
31
20
11
25
118
63
69
54
60
14
110
0
1
746
1
40
5
6
9
3
6
28
15
5
10
10
3
23
0
0
164
0
9
2
0
3
1
2
13
4
4
14
21
0
17
0
0
90
4
122
19
28
19
7
34
116
29
41
17
48
.16
78
0
2
580
5
55
7
11
5
4
7
27
8
9
10
9
2
22
0
0
181
1
6
0
1
2
2
0
1
1
0
6
4
0
6
0
0
30
2
75
4
23
16
6
21
52
22
32
13
15
13
58
0
0
352
1
25
1
2
3
1
2
6
3
1
5
6
2
4
0
0
62
1
4
1
0
1
2
0
3
1
5
4
4
1
6
0
0
.33
1
36
5
23
6
2
11
40
' 19
40
7
22
19
29
0
1
261
8
168
24
31
20
10
20
69
45
33
33
23
76
0
1
588
5
186
4
29
13
4
4
45
18
37
105
46
14
45
0
2
557
1,939
995
710
ENGINE DEPARTMENT
Boston ...
New York
Philadelphia ..
Baltimore
Norfolk:
Tampa
Mobile .......
New Orleans ..
Jacksonville ..
San Francisco.
Wilmington ...
Seattle .:
Puerto Rico ...
Houston
Piney Point ...
Yokohama
Totals
4
82
12
23
18
5
19
65
34
46
5
29
10
55
9
1
417
4
44
3
12
5
3
4
28
5
14
4
7
5
13
2
0
153
1
2
2
1
5
1
0
• 1 ,
0
3
2
3
0
2
0
0
23
Port
1
64
6
11
19
7
10
52
42
37
2
26
11
49
13
0
350
2
41
4
12
11
5
8
31
15
24
3
14
8
25
8
1
212
1
6
5
4
14
2
0
1
0
4
1
5
1
4
0
1
49
STEWARD DEPARTMENT
Boston
New York
Philadelphia ..
Baltimore... ^.
Norfolk
Tampa
Mobile .......
New Orleans..
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Piney Point ...
Yokohama
Totals
Totals All Departments
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
0
51
2
16
18
5
15
28
17
14
5
9
8
34
4
0
226
1
16
1
1
5
1
2
4
3
0
3
5
1
2
5
0
50
0
1
1.
0
3
. 1
0
3
1
5
2
7
0
4
0
0
2B
0
35
2
20
19
3
10
43
23
17
3
19
9
23
6
0
232
4
34
3
5
12
0
3
23
11
0
2
13
7
15
40
0
172
0
10
2
3
13
3
0
16
4
23
0
19
1
13
• 0
0
107
ENTRY DEPARTMENT
0
179
4
99
18
17
22
6
13
52
40
20
18
30
12
53
56
1
461
0
82
5
15
31
6
2
30
13
24
38
35
5
27
0
2
315
1,385
815
443
20
.........
.........
6
1
29
16
25
4
12
12
1.106
654
244
on
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total numlser of men registered at the port at the end of last month.
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mas^s
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) XL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3~St. 58806
(218) RA 2-4110
FRANKFORT, Mich
.P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
1 S. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504)529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky.
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . 2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINTj Md.
St. Mary's County 20674
, (301)994-0010
PORT ARTHUR, Tex. .. .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. .1313 Fernandez, Juncos,
Stop 20 00909
(809) 725-6960
SEATTLE, Wash.
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
408 Avalon Blvd. 90744
YOKOHAMA, Japan .
Yokohama Port P.O.
28 / LOG / July 1979
(213) 549-4000
P.O. Box 429
5-6 Nihcn Ohdori
Naka-Kn 231-91
201-7935
West Coast Stewards Halls
HONOLULU, Hawaii .
PORTLAND, Or
The month of June wu an excellent one for shipping. A total of2,004jobs were shipped from SIU halls to SlU-contracted
deep sea vmseb. Of this total, only 1,106 jobs were filled by "A" seniority members, with the rest going to
and "C seniority
people. This is the best indicator of all that shipping is good to excellent throughout the country for SIU members in all ratings
and seniority classifications.
.800 N. 2 Ave. 49707
(517) EL 4-3616
707 Alakea St. 96813
(808) 537-5714
421 S.W. 5th Ave. 97204
(503) 227-7993
WILMINGTON, Ca. .. 408 Avalon Blvd. 90744
(213) 834-8538
SAN FRANCISCO, Ca. 350 Fremont St. 94105
(415) 543-5855.
�7
Foreign Tankers Collide Causing ' Worst Spill Ever'
Causing what the U.S. Coast
Guard has termed the world's
worst oil spill "yet, two foreignflag supertankers collided at
night on July 19 about 20 miles
northeast of Tobago in the Carib
bean. A total of 29 seamen are
missing and presumed dead.
Both ships are Greek-owned,
with one flying the Greek flag and
one registered in Liberia.
Despite radar and navigation
aids, the 1,139-foot Liberian
registered ST Aegean Captain
and the Greek-flag Atlantic
Empress found themselves only
600 yards from each other just
before the crash. The ships were
carrying a combined 470,000 tons
of crude, or 3.5 million barrels.
The Coast Guard estimated that
1.6 million barrels had spilled
into the sea.
Until this tragedy, the worst
oil spill ever occurred last year
when the Amoco Cadiz (another
Liberian registered tanker)
dumped 1.3 million barrels of
oil into the sea off the coast of
France.
The Aegean Captain had a
hole stove in her starboard bow
with forecastle fires put out after
two days. She produced a 25-mile
oil slick. Early last week after a
toW she was anchored 10 miles off
Trinidad.
The Atlantic Empress was still
burning early last week as she was
towed away from land leaking
Mobil-owned Arabian oil in a 60mile narrow wake.
However, wind, currents and
the sun were continuing to break
up the light, slimy, black slicks
keeping the blue-green waters
and white beaches of Trinidad
and Tobago clean.
-.•
Columns of black smoke billow and naptha flames burst out 700 feet from the
deck of the crippled Greek-owned, Liberian registered supertanker Atlantic
Empress 28 miles off the white beaches of Tobago and Grenada in the Caribbean
as black oil leaks from her stern after the collision with the Liberian registered ST
Aegean Captain on July 19.
New USPHS Outpatient Clinic Opened in St. Louis
SIU boatmen and seamen in
the St. Louis area have a new,
modern outpatient clinic to serve
their health needs.
The U.S. Public Heath Service
Outpatient Clinic at 1520 Market
Street, St. Louis, was officially
opened at a dedication ceremony
July 9.
The Market Street facility was
actually built in 1964. But the
clinic got too small for the
workload. With funding from the
federal government's Bureau of
Medical Services, the USPHS
clinic got a top-to-bottom reno
vation.
Today, the clinic offers a wide
range of services specially geared
towards the needs of seamen,
boatmen and their families. A
full-time staff of 25 doctors,
nurses and technicians provide
general medical and dental care.
There's an on-site pharmacy as
well as a complete medical
laboratory.
The outpatient clinic also has a
full-time physical therapist and
all necessary therapy equipment
for diagnosis and rehabilitation.
Specialists in obstetrics, gyne
cology, orthopedics, pediatrics
and oral surgery make calls at the
clinic twice a week. And two St.
Louis-area hospitals—the Lu
theran Medical Center and St.
Louis University Hospital—
provide care to American seamen
Steve Leslie, 65, And Still Going Strong as
Steve Leslie has come a long way
Head of Local 25, lUOE
from his days as a fireman aboard
U.S. ships in 1935. At that time,
Leslie was 21 years old. He'd been
shipping out in the blackgang
aboard Columbia Line ships, under
contract to the old International
Seamen's Union.
In 1939,-the boy from Jersey City,
joined the International Union of
Operating Engineers. He's been
active in Local 25 of that union and
in the International ever since. And
as he celebrates his 65th birthday
this month he's still going strong.
Today, Leslie is President and
Business Manager of Local 25 of the
Operating Engineers and a Vice
President of the International. He's
one of three original members still
serving on the Executive Board of
the AFL-CIO Maritime Trade
Department, sharing that distinc
tion with SIU President Paul Hall
and Operating Engineers VP Jack
McDonald.
For the past three years, he's also
been President of the North Eastern
States Conference of Operating
Engineers which represents 80,000
members from 31 Internationalaffiliated unions.
Steve Leslie makes his home in
Rumson, N J. with his daughter
Karen. He's been a good friend and
brother of the SIU for 40 years. We
wish him smooth sailing and best of
luck on his 65th and in the years that
lie ahead.
Steve Leslie shown here in 1935 photo with a friend aboard U.S. flag ship heading
toward Panama.
and boatmen on an in-hospital or
emergency basis.
The clinic is open Monday
through Friday from 7:45 AM to
4:15 PM. Clinic Director Norbert
P. Heib, Jr., expects the facility
to service about 32,000 outpa
tients during the coming year.
About 18 percent of the total will
be American seamen and boat
men.
"We want that percentage to be
much higher," Heib said. "Unfor
tunately, many seamen and
boatmen don't know about the
St. Louis USPHS clinic. We're
doing our best to let them know
we're here."
Mr. Heib, who's been the
director of the St. Louis clinic for
15 years, is proud of the facility.
"We have some of the finest
doctors at this clinic," Heib said
enthusiastically. "I think we
provide quality medical care."
Quality medical care for the
nation's merchant seamen is the
tradition of the USPHS system.
Public hospitals serving seafarers
have been around in some form
for nearly 200 years. In fact, the
first St. Louis hospital for
merchant mariners opened 124
years ago.
Some government officials
have tried, over the years, to close
down USPHS hospitals and
clinics. But the SIU has fought on
behalf of Union seamen and
boatmen for government funds
Jo open new clinics and upgrade
existing ones.
The Union's efforts are paying
off. The St. Louis outpatient
clinic is the third, new USPHS
facility to open in the past year.
July 1979 / LOG I 29
�Jfmal
Raymond Lofft
Perry, 77, died of
,^heart-lung failure
in the Nassau Bay
(Houston)
USPHS Hospital
on Apr. 29. Bro
ther Perry joined
the SIU in 1942 in
the port of Boston sailing as a chief
steward. He sailed for 42 years. Seafarer
Perry was born in Maiden, Mass. and
was a resident of Houston. Burial was in
Resthaven Cemetery, Houston. Surviv
ing are his widow, Irene; a daughter,
Mary Beth; his father. Dr. Fred A. Perry
of Melrose, Mass. and a sister, Mrs.
Ruth E. Jones of Melrose Highlands,
Mass.
William Frank
lin "Bill" Bam
berger, 56, suc
cumbed to heart
failure in Ala
meda, Calif, on
Nov. 16, 1978.
Brother Bam
berger sailed both
licensed and unlicensed. He graduated
from the MEBA District 2 Engineering
School, Brooklyn, N.Y. in 1967.
Seafarer Bamberger was born in the
Philippine Islands and was a resident of
San Francisco. Cremation took place in
Olivet Memorial Park Crematory,
Colma, Calif. Surviving is a daughter,
Vivian of Milpitas, Calif.
Pensioner John
Ray Sercu, 70,
died of heart-lung
failure in the New
Orleans USPHS
Hospital in April.
Brother Sercu
joined the SlU in
1,944 in the port of
New York sailing as a firemanwatertender. He sailed 45 years. And he
was a stationary engineer. Born in
Brighton, N.Y., he was a resident of
Lacombe, La. Burial was in Forest
Lawn Cemetery, Slidell, La. Surviving
are his mother, Anna of Rochester, N.Y.
and a sister, Mrs. Beatrice Baher, also
of Rochester.
Pensioner Wil
liam Franklin
Simmons, 63, died
of cancer in| the
Covington County
(Miss.) Hospital
in Collins on Apr.
14. Brother Simmons joined the
SIU in 1942 in the port of New York
Lon Folger
sailing as an AB. He sailed 41 years.
Jarrell Sr., 51,
Born in Mobile, he was a resident ofdied
on May 5.
Ellisville, Miss. Burial was in the Mobile
Brother Jarrell
Memorial Gardens Cemetery. Surviv
joined the SIU in
ing is a son. Ransom, a 1970 Union
the port of New
scholarship winner.
York in 1970
Pensioner
.
J
_
sailing as junior
Joseph "To
i\
HI engineer, elec
matoes" Stodolski, 75, died of a trician and fireman-watertender. He
heart attack at graduated from the MEBA School of
Sailors Snug Har Marine Engineering, Brooklyn, N.Y. in
bor, Sea Level, 1969. Seafarer Jarrell was a veteran of
N.C. on Mar. 11. the U.S. Navy in World War II. A native
Brother Stodolski of Mt. Airy, N.C., he was a resident of
joined the SIU in 1949 in the port of Levittown, N.Y. Surviving are his
New York sailing as a bosun. He sailed widow, Lorraine and a son, Lon J. Jr. of
41 years. And he was on the 1961 N.Y. Lake Ronkonkoma, N.Y.
Gilbert Payton,
Harbor beef picketline. He also at
25, died at the
tended a Union Convention in Wash
University of
ington, D.C. and a Piney Point Pen
Southern Ala
sioners Conference that same year.
bama Medical
Seafarer Stodolski was a veteran of the
Center,
Mobile on
U.S. Navy after World War 1. Born in
May 13. Brother
Connecticut, he was a resident of Sailors
Payton joined the
Snug Harbor. Burial was in St. Joseph
SIU
in 1973
.National Catholic Cemetery, Stamford,
Conn. Surviving are his widow, Helen following his graduation from Piney
and a sister, Mrs. Kay B. Kulakowski of Point. He sailed as an AB. He upgraded
at the HLS in 1974 and got his "A" book
Vero Beach, Fla.
in 1976. Born in Mobile, he was a
Pensioner resident there. Interment was in Whis
Lorenzo Perry pering Pines Cemetery, Prichard, Ala.
Kimball, 68, died Surviving are his widow, Kristina; a son,
of leukemia in Damario; two brothers. Seafarer John
Riverside Hospi E. and Paul E. Johnson, both of Mobile,
tal, Newport and a sister, Joyce .Ann JohnsonNews, Va. on Apr.
20. Brother Kim
Pensioner Wil
ball joined the
liam
Duward
Walker, 71, passed
Union in the port of Norfolk in 1962
away
on June 9.
sailing as a deckhand and pilot for the
Brother Walker
Pennsylvania Railroad, Norfolk from
joined the SIU in
1937 to 1977. He was a former member
1939 in the port of
of the Masters, Mates and Pilots Union
New Orleans sail
from 1942 to 1962. Boatman Kimball
ing as,a firemanwas born in Newark, Ohio and was a
watertender
for
32
years.
He was bom in
resident of Miles, Va^ Interment was in
McComb, Miss, and was a resident of
St. Paul Annex Cemetery, Susan, Va.
Hammond,
La. Surviving is his widow,
Surviving are his widow, Louise and a
Edith.
son, Thomas.
30 / LOG / July 1979
Tobe S. Beams,
65, died on May
21. Brother Beams
joined the Union
in the port of New
Orleans in 1956
sailing as a chief
cook, pilot, mate
and deckhand for
Dixie Carriers from 1956 to 1972. He
sailed 26 years and also deep sea.
Boatman Beams was a wounded veteran
of the U.S. Army's 22nd Infantry
Division in World War II. Born in
Williamsburg, Ky., he was a resident of
Fairfield, Ala. Surviving are his widow,
Eva Mae; two daughters, Anna Mae
and Elizabeth; and two brothers. Drew
Beams of Valley Station, Ky. and H. J.
Beams.
Pensioner
Harvey Mitchell
Biggs, 63, suc
cumbed to cancer
in Washington
Twsp., N.J. on
Mar. 31. Brother
Biggs joined the
Union in the port
of Philadelphia in 1960 sailing as a
tankerman and oil barge captain for the
Interstate Oil Transportation Co. He
was born in Plymouth, N.C. and was a
resident of Williamstown, N.J. Surviv
ing are his widow. Pearl; three sons,
Harvey Jr., Ronald and James and four
daughters, Virginia, Joyce, Janice and
Doris.
Pensioner
Miner Edwin
Cook, 82, died of
heart failure at
home in Galves
ton on Apr. 13.
Brother Cook
joined the Union
in the port of
Houston in 1960 sailing as a dragline
oiler for the U.S. Army Corps of
Engineers from 1941 to 1943. He was
also a member of the SlU-affiliated
UIW working at the Galveston
Wharves, Houston. Boatman Cook was
also an elevator spouter, tripper and
millwright assistant from 1943 to 1960.
He was a veteran of the U.S. Army after
World War I. Born in Houston, he was
a resident of Galveston. Burial was in
Old City Cemetery, Galveston. Surviv
ing are his widow, Rosena and a niece,
Mrs. George Monteau.
Kenneth
Roberts, 63,
joined the Union
in the port of
Detroit in 1964
sailing as a 2nd
cook for the Reiss
Steamship Co.
I and the Bob-Lo
Co. in 1964. Brother Roberts is a former
member of the Bartenders Union. He is
a veteran of the U.S. Army Signal Corps
in World War II. Laker Roberts was
born in Minnesota and is a resident of
Duluth, Minn.
Thomas A. Carney, 25, died on Mar.
15. Brother Carney sailed on the tug T.
B. Morton (Southern Ohio Towing)
from 1978 to 1979 and for Inland Tugs
in 1973. He was a resident of Granite, 111.
Surviving is his mother, Leota of
Granite.
Larry Plasek died on Mar. 20.
Brother Plasek sailed for the Barge
Harbor Towing Co., Houston in 1978.
He was a resident of Houston.
Pensioner Syl
vester Emmett
Walsh, 81, died of
heart failure in
Scranton, Pa. on
Feb. 22. Brother
Walsh joined the
SIU in 1939 in the
port of Mobile
sailing as an AB. He also worked as a
plant security guard. Born in Forest
City, Pa., he was a resident of Scranton.
Surviving are a brother, Frank of
Weirton, W. Va. and two sisters, Mrs.
Margaret Hodhnodle of Beaver Falls,
Pa. and Mrs. Agnes King of Harrisburg,
Pa.
Pensioner Ignasio Tirado, 63,
died of natural
causes in the Me
tropolitan Hospi
tal Center, New
York City on Apr.
28. Brother Tirado
joined the SIU in
1942 in the port of New York sailing as a
chief, cook. He sailed for 39 years. He
walked the picketline in the 1961 N.Y.
Harbor beef. Seafarer Tirado was born
in Samboli, P.R. and was a resident of
New York City. Interment was in
'Vivardi Cemetery, Mayaguez, P.R. Sur
viving is his widow, Altagrasia.
AN
Pensioner Jose
Toro, 66, died on
June 5. Brother
Toro joined the
SIU in 1944 in the
port of New York
sailing as a chief
cook. He was Born
I in Ponce, P.R.
and was a resident of the Bronx, N.Y.
Surviving are his widow, Gloria; a son,
Robert; two daughters, Martha and
Adelina and a mother-in-law, Mrs.
Angela Roman.
John Ed.
"Johnny" Mitch
ell, 50, died on
Apr. 27. Brother
Mitchell joined
the SIU in 1947 in
the port of Gal
veston sailing as a
deck engineer, .
pumpman and electrician. He was born
in Cameron, Tex. and was a resident of
Houston. Surviving are his widow,
Velma; three sons, John Jr., Guy and
Joe; a daughter, Mrs. Melanie M.
Stewart of Houston and Pleasonton,
Tex. and his father, Lloyd.
Pensioner
Bennie Woodrow
Morgan, 66, died
of heart failure in
the University of
Southern Ala
bama Medical
Center, Mobile,
on Apr. 22. Bro
ther Morgan joined the SIU in the port
of Mobile in 1958 sailing as an oiler and
fireman-watertender. He graduated
from the Andrew Furuseth Training
School, Mobile in 1958. He also
attended a Piney Point Educational
Conference. Seafarer Morgan was a
veteran of the U.S. Navy in World War
11. A native of Jackson, Ala., he was a
resident of Chickasaw, Ala. Interment
was in Wilson Annex Cemetery,
Whistler, Ala. Surviving are his widow,
Sadie and a son, John.
�"~W—
Pensioner Vik
tor Makko, 67,
died of arterio
sclerosis in Balti
more on Mar. 18.
Brother Makko
joined the SlU in
1943 in the port of
New York sailing
as a bosun. He sailed 41 years. Seafarer
Makko was born in Estonia, U.S.S.R.,
was a naturalized U.S. citizen and was a
resident of Baltimore. Interment was
in Oak Lawn Cemetery, Baltimore
County, Md. Surviving is his daughter,
Martha.
Pensioner Jo
seph James Melita,
70, passed away
from pneumonia
in St. Joseph's
Hospital, Balti-,
more on Apr. 18.
,Brother Melita
Joined the SIU in
1944 in the port of Balitmore sailing as a
bosun. He sailed 30 years. A native of
Baltimore, he was a resident there.
Interment was in the Gardens of Faith
Cemetery, Balfimore. Surviving arc his
widow, Louise and a daughter, Jeanette.
Pensioner Ed
win Gabrial Mit
chell, 68, passed
away on Apr. 11.
Brother Mitchell
joined the SIU in
1940 in the port of
New Orleans sailas a. chief steward
and chief cook. He sailed 32 years.
Seafarer Mitchell was a veteran of the
U.S. Coast Guard in World War 11.
Born in New Orleans, he was a resident
.there. Surviving is his widow, Virginia.
Richard Paul
"Whitey" Mottram, 51, died on
Apr. 21. Brother
Mottram joined
the SIU in 1945 in
the port of Boston
sailing as a chief
pump ma n and
QMED. He was born in Newburyport,
Mass. and was a resident of Long Beach,
Calif. Surviving are his widow, Wilma;
four sons, Gary, Donald, David and
Patrick; six daughters. Donna, Lara,
L.B. Mottram, Brenda, Linda and
Cheryl and a stepson, Darryl Woelger.
James John
O'Hara, 52, died
' of natural causes
in the Staten Is'v; land,N.Y.USPHS
p Hospital on Mar.
V 2 9 . Brother
t O'Hara joinedf the
SIU in the port of
New York in 1966. He sailed as a chief
steward and chief cook for Sea-Land,
Apex Marine and iOM. Seafarer
O'Hara sailed 35 years and also with the
MSC. He walked the picketline in the
1961 Greater N.Y. Harbor beef. And he
was a veteran of the U.S. Army in the
Korean War. A native of the Bronx,
N.Y., he was a resident of Mt. Vernon,
N.Y. Burial was in Calverton (N.Y.)
National Cemetery. Surviving are his
widow, Edith; three daughters, Jane,
Helen and Maureen; his father, Frank
of New York City and a sister, Mrs.
Helen Galluci of Mt. Vernon.
J. Caldwell died on May 30. Brother
Caldwell sailed for Mariner Towing
from 1972 to 1978. He was a resident of
Norfolk.
Ronnie Lamb died on June 13.
Brother Lamb sailed from the port of
St. Louis. He was a resident of Poplar
Bluff, Mo. ,
Leo E. Watts,
59, died 'on Apr.
10. Brother Watts
joined the SIU in
the port of New
York in 1950 sail
ing as a chief
steward and chief
cook for the Delta
Steamship Co. He sailed 31 years.
Seafarer Watts was born in Louisiana
and was a resident of Livingston, La.
Surviving are his widow, Dorothy; a
daughter, Susan and his mother.
Gertrude of Livingston.
Charles Edwin
Smith, 57, died on
Apr. 3. Brother
Smith
joined the
.1 JSff
^•
SIU in the port of
New York in 1956
sailing as an AB,
wiper and engine
delegate for SeaLand and PR Marine. He attended
Andrew Furuseth Training School,
Brooklyn, N.Y. in 1959 for lifeboat
training. Seafarer Smith was a veteran
of the U.S. Air Forces in World War 11.
He was. also a butcher. Born in
Rockaway, N.J., he was a resident of
Lake Hopatcong, N.J. Surviving is his
mother, Mrs. Catherine Savage of Lake
Hopatcong.
J.
Pensioner
Charles Wade
Thompson, 61,
died on Apr. 29.
Brother Thomp
son joined the SIU
in 1948 in the port
I
of New York sail
ing as a firemanwatertender. He sailed 37 years. Sea
farer Thompson was a veteran of the
U.S. Army in World War 11. A native of
Biloxi, Miss., he was a resident of
Jacksonville, Fla. Surviving are a son,
Nathan of Jacksonville and a sister, Elec
Thompson also of Jacksonville.*
Samuel Joe
Castle 111, 29, was
lost at sea off the
55 Sania Maria
(Delta 13nes) enroute to Callao,
Peru on Apr. 22.
Brother Castle
joined the SIU in
the port of New Orleans in 1967 sailing
as an OS. In 1969, he attended the HLS
Entry Trainee Program. He also sailed
for the Long Lines Co. Seafarer Castle
was born in New Orleans and was a
reside.nt of Oakland. Calif. Surviving
are his widow, Lana; a son, Samuel Joe
IV and his mother, Joyce of New
Orleans.
Charles M. Almond, 39, died on
Apr 8. Brother Almond joined the
Union in the port of Norfolk in 1977. He
sailed as a cook and deckhand on the
Tugs Margaret andShamokin{E\pre^.^
Marine) from 1974 to 1975. Inland
Boatman Almond was born in Raleigh,
N.C. and was a resident of New Berne,
N.C. Surviving are his widow, Julia and
two. daughters, Karen and Charlene.
Pensioner Richard Halsey Cheatham,
71, passed away on Apr. 26. Brother
Cheatham joined the Union in the port
of Norfolk in 1961. He sailed as a ferry
captain, pilot and mate for the Norfolk
County Ferries from 1940 to 1955. And
for McAllister Brothers from 1955 to
1971. Boatman Cheathani was a mem
ber of the UMW District 50 from 1955
to 1961. Born in Suffolk, Va., he was a
resident of Portsmouth, Va. Surviving
are three sons, Richard, Marvin and
Earl, all of Portsmouth,
Pensioner
Harold Otto
Keith, 60,
drowned in the
Fowl River, Coden, Ala, on May
7. Brother Keith
joined the SIU in
)
the port of Tampa
in 1957 sailing as a fireman-watertender
and pumpman. He sailed 24 years.
Seafarer Keith was a veteran of the U.S.
Navy in World War 11. Born in Salco,
Ala., he was a resident of Coden. Burial
was in Pine Crest Cemetery, Mobile.
Surviving are a daughter, Mrs. Jackie
Trawick of San Antonio, Tex.; his
mother, Mrs. Willie V. Keith of Mobile
and two sisters, Mrs. Idelle Eich of
Miami, Fla. and Mrs. Marie K. Peery of
8 Mile, Ala.
Pensioner
George Augustus
" • Kerr, 82, passed
away from cancer
in the Goddard
Memorial Hospi
tal, Stoughlon,
Mass. on Mar. 17.
Brother Kerr
joined the SIU in 1938 in the port of
Boston sailing in the steward depart
ment for 51 years. He walked the
picketline in the 1963 maritime beef and
the 1965 District Council 37 strike.
Seafarer Kerr was born in Jamaica,
B.W.l. and was a resident of Sharon,
Mass. He was a naturalized U.S. citizen.
Burial was in Forest Hill Cemetery,
Boston. Surviving are two sons, Dennis
and Clifford and a daughter, Mrs.
Josephine Chandler.
Donald Ralph
Kelley, 44, died of
a heart attack in
Charles Harwood
Memorial Hospi
tal, ChristianstedSt. Croix, V.I. on
May 11. Brother
Kelley joined the
SIU in the port of New York in 1962
sailing as an AB. He was a veteran of the
U.S. Army during the Korean War.
Born in Uniontown, Pa., he was a
resident of St. Croix. Interment was in
Oak Lawn Cemetery, Uniontown.
Surviving are a son, Donald Jr. of
Milwaukee, Ore. four daughters, Chris
tine, Lucinda, Katy and Teresa; his
parents, Mr. and Mrs. Roy and Anna
Kelley of Monaca, Pa. and a sister, Mrs.
Elsie Weimer, also of Monaca.
Pensioner
Henry Aloysius
Mooney, 82,
, > V
f.
passed away from
natural causes in
%
Kings Highway
(Brooklyn, N.Y.)
\
Hospital on Mar.
19. Brother
Mooney joined the SIU in 1946 in the
port of New Yo;-k sailing as an oiler,
deck maintenance, bosun and in the
steward department for 42 years. He
was on the picketline in the Greater N.Y.
Harbor beef in 1961. Born in Albany,
N.Y., he was a resident of Brooklyn.
Burial was in St. Agnes Cemetery,
Menands, N.Y. Surviving are a brother,
Edward of Albany and a sister, Eliza
beth, also of Albany.
Richard M. Hitchler, 55, died on
Miir. 15. Brother Hitchler joined the
Union in the port of Norfolk in 1976
sailing as a cook and barge steward for
20 years. He was a veteran of the U.S.
Navy in World War 11. Born in
Lugerville, Wise., he was a resident of
Virginia Beach, Va. Surviving are his
widow, Phyllis and a daughter, Mary
Joan.
Pensioner John Johnson died on May
28. Brother Johnson sailed out of the
port of Frankfort, Mich. He was a
resident of Arcadia, Mich. Surviving is
his widow, Ila.
Charles Odbert Zinn Jr., died on Feb.
21. Brother Zinn first sailed with the
SIU in 1952. He was a resident of Mt.
Rainier^ Md. Surviving is his widow,
Dorothy.
Harold Charles
Lowry, 54, died of
a heart attack
aboard the SeaLand Resource on
the high seas off
Algeciras, Spain
on Mar. 28.
Brother Lowry
joined the SIU in the port of Galveston
in 1950 sailing as a 2nd electrician, reefer
engineer and QMED. He was also an
aircraft mechanic and machinist. Sea
farer Lowry upgraded at Piney Point in
1974. He was a veteran of the U.S.
Army. Born in New York City, he was a
resident of Piney Point, Md. Cremation
took place in Madrid, Spain and his
ashes were flown to New York. Surviv
ing is a sister, Mrs. Carol Vodopia of
Long Island City, N.Y.
Pensioner
Francis Marvin
Carmichael, 76,
passed away from
natural causes in
the Staten Island
(N.Y.) USPHS
Hospital on Apr.
9. Brother Car
michael joined the SIU in the port of
San Francisco in 1961 sailing as a chief
steward. He hit the bricks in the 1965
District Council 37 beef. Seafarer
Carmichael was a former member of the
SUP. Born in English River Twsp.,
Iowa, he was a resident of Brooklyn,
N.Y. Burial was in Pinelawn Cemetery,
L.I., N.Y. Surviving are his widow,
Martha and a son, Michael.
Pensioner
Fernando Duque
Dacanay 81,
passed away from
heart failure in the
Good Samaritan
Hospital, Islip,
N.Y. on May 16.
Brother Dacanay
joined the SIU in 1947 in the port of
New York sailing as a 2nd cook. He was
a veteran of the U.S. Navy in-^World
War 1. Seafarer Dacanay was born in
the Philippines and was a resident of
Bayshore, N.Y. Interment was in
Claverton National Cemetery. Surviv
ing are a stepson, Arthur Weingard and
a granddaughter, Kim Weingard, both
of Brooklyn, N.Y.
Keith Farmer died on May 11.
Brother Farmer sailed from the port of
Houston for Harbor Barge. He was a
resident of Houston.
July 1979 / LOG / 31
�Sylvester Cyral Delistovich, 60,
joined the Union in the port of New
York sailing as a deckhand for the
Erie-Lackawanna Railroad from
1939 to 1979 and for the Delaware
and Western Railroad from 1937 to
1939. Brother Delistovich was also a
dockworker and a former member of
the Teamsters Union, Local 518 from
1959 to 1963. He is a veteran of the
U.S. Army in World War II. Boat
man Delistovich was born in Jersey
City, N.J. and is a resident there.
V-
Vernon C. Diggs, 66, Joined the
Union in the port of Norfolk in 1976
sailing as a cook for the W.P. Hunt
Co., Hampton, Va. from 1959 to
1979. Brother Diggs is a former
member of the NMU. He was born in
Mathews County, Va. and is a
resident of Mobjack, Va.
James H. Kelly, 62, joined the
Union in the port of Philadelphia in
1961 sailing as a mate, pilot and
captain on the tug B.M. Thomas for
23 years. Brother Kelly also sailed on
the tug LCWMJ(Independent Towing).
He was a member of the NMU and
International Longshoremen's Union
(ILA). Boatman Kelly was born in
Philadelphia and is a resident of
Zephyr Hills, Fla.
Derwood Downing Kent, 64, j
joined the Union in the port of
Baltimore in 1957 sailing as a chief
engineer for the Curtis Bay Towing
Co. from 1951 to 1979. Brother Kent
was formerly a shipyard worker. He
was born in Wicomico Church, Va.
and is a resident of Severna Park,
Md.
William Grover Mallard Jr.,62,
joined the Union in the port of
Norfolk in 1963 sailing as an engineer
and deckhand for the Cape Fear
Towing Co. from 1938 ^o 1979.
Brother Mallard was also a member
of the United Mine Workers Union
(UMW) District 50. He is a veteran of
the U.S. Army in World War II.
Brother Mallard was born in New
Bern, N.C. and is a resident of
Wilmington, N.C.
John William Ward, 61, joined the
SIU in 1948 in the port of New York
sailing as a cook and firemanwatertender. Brother Ward is a
wounded veteran of the U.S. Army in
World War 11. Seafarer Ward was
born in Utah and is a resident of
Seattle.
Alfred Reese "Blackie" Haskins,
59, joined the SIU in the port of
Philadelphia in 1953 sailing as a
bosun. Brother Haskins was on the
Seatrain Shoregang, Port Elizabeth,
N.J. from 1970 to 1974. He was an
LNG upgrader at the HLS in 1977.
Seafarer Haskins is a veteran of the
U.S. Army Infantry Corps Para
troopers in World War 11. Born in
Richmond, Va., he is a resident of
Brooklyn, N.Y.
Willy Frank "Cowboy" Manthey,
73, joined the SIU in 1946 in the port
of Baltimore sailing in the, deck
department. Brother Manthey sailed
on the old Robin Line. He walked the
picket line in the 1965 District
Council 37 beef. Seafarer Manthey is
a veteran of the U.S. Navy in World
War II. A native of Poland, he is a
naturalized U.S. citizen and a
resident of New York City.
32 / LOG / July 1979
Harold M. Karlsen, 65, joined the
SIU in 1941 in the port of New Or
leans sailing as a chief steward.
Brother Karlsen sailed 49 years. He
was born in Norway, is a naturalized
U.S. citizen and is a resident of
Slidell, La.
Elbert Dillon Winslow, 62, joined
the SIU in the port of Norfolk in 1958
sailing as a bosun. Brother Winslow
is a veteran of the U.ST Navy in
World War II. He was born in North
Carolina and is a resident of
Camden, N.C.
William Jackson McDonald, 56,
joined the SIU in 1946 in the port of
New Orleans sailing' as 2nd cook.
Brother McDonald sailed 38 years.
His son, William Scott McDonald of
Abilene, Tex. is a 1974 winner of a
Union college scholarship graduat
ing from Baylor U., with a degree in
accounting. Seafarer McDonald was
born in Bedias, Tex. and is a resident
of La Porte, Tex.
Remigius A. McDonald, 62,
joined the SIU in the port of Boston
in 1959 sailing as a bosun. Brother
McDonald is a veteran of the U.S.
y'^rmy in World War II. He was born
in Boston, Mass. and is a resident of
Dorchester, Mass.
Leon Clare Stillwell, 65, joined the
Union in the port of Detroit in 1961
sailing as a fireman-watertender for
the Mackinac City Transportation
Co. from 1961 to 1979. Brother
Stillwell sailed 38 years. He was born
in Michigan and is a resident of Carp
Lake, Mich.
Juan Reyes, 66, joined the SIU in
1947 in the port of New York sailing
as a chief electrician. Brother Reyes
sailed 43 years. He was on the
picketline in the 1961 N.Y. Harbor
beef and the 1965 District Council
No. 37 strike. Seafarer Reyes was"
born in Puerto Rico and is a resident
of Bayamon, P.R.
James Edward Flynn, 60, joined
the Union in the port of Philadelphia
in 1961 sailing as a tankerman for ;
lOT from 1950 to 1979. Brother
Flynn is a veteran of the U.S. Army
in World War II. He was born in
Bowers, Del. and is a resident of
Fredrica, Del.
Harry Lee Collier, 67, joined the
SIU in 1943 in the port of Baltimore
sailing as a chief steward. Brother
Collier sailed 37 years. He hit the
bricks in the 1962 Robin Line beef.
Seafarer Collier's daughter, Beverly,
won a Union college scholarship in
May 1971 graduating from Cornell
University, Ithaca, N.Y., with a
teaching degree. Born in Union City,
Tenn., Collier is a resident of St.
Albans, Queens, N.Y.
Barney Emil DabI, 65, joined the
Union in the port of Duluth in 1961
sailing as a deckhand and,firemanwatertender for the Great Lakes
Towing Co. from 1942 to 1979.
Brother Dahl was born in Duluth
and is a resident there.
Lorenzo Carrasquillo, 55, joined
the SIU in the port of New York in
1952 sailing as a-2nd cook. Brother
' Carrasquillo sailed 33 years. He was
' born in Puerto Rico and is a resident
of Chalmette, La.
Oscar Cooper, 66, joined the SIU
in the port of Mobile in 1962 sailing
as a chief pumpman. Brother Cooper
sailed 33 years. He was born in
Orangeburg, S.C. and is a resident of
Chickasaw, Ala.'
Leon Warren Franklin, 65, joined
the SIU in 1939 in the port of New
Orleans sailing as a chief steward.
Brother Franklin sailed 47 years. He
was born in New Orleans and is a
resident there.
Bertil Per Olof Hager, 57, joined
the SIU in 1946 in the port of Norfolk
sailing as a bosun. Brother Hager
sailed 42 years. And during the
Vietnam and World War II. He was
graduated from the Bosuns Recertification Program in 1975. He took
LNG training last year. Seafarer
Hager was born in Finland and is a
resident of Woodbury, L.I., N.Y.
Arthur J. Heroux, 66„ joined the
SIU in the port of New York in 1958.
He sailed AB. Brother Heroux sailed
38 years. He was born in Massachu
setts and is a resident of Hiram, Me.
Joseph Johnson Kemp, 63, joined
the SIU in 1940 in the port of Tampa
sailing as an AB. Brother Kemp
sailed 39 years. He was born in
Florida and is a resident of Carriere,
Miss.
John William "Blackie" Altstatt,
55, joined the SIU in 1943 in the port
of New York. He sailed as a bosun.
Brother Altstatt graduated from the
Bosun Recertification Program in
February 1974. He sailed with MSTS
'' during World War II. Seafarer
Altstatt was born in Keath, Okla. and
is a resident of Dustin, Okla.
Stephen Aloysius Divane, 63',
joined the SIU in the port of New
York in 1956 sailing as a chief
electrician. Brother Divane sailed 38
years. He walked the picketline in the
1961 Greater N.Y. Harbor strike and
the 1962 Robin Line beef. Seafarer
Divane was born in Ireland and is a
resident of Brooklyn. N.Y.
�SlU Hdqs. Official Pete Laleas Retires
SIU New York port official Pete
Loleas, "Mr. Nice Guy" 69, retired
early this month after a Union
membership and sailing career
which goes back to 1944.
Pete, whose familiar face has been
seen at the N.Y. Headquarters
registration counter since 1968,
upon his retirement told the Log
that he had always "loved the sea"
where he was "happy and serene."
And that "the SIU was like family,
his life." '
-Brother Loleas began his SIU
sailing career in World War II in the
steward department. At one point he
sailed as night "glory hole" steward
with shipmates Union SecretaryTreasurer Joe Di Giorgio and
retired Hdqs. Rep Ed Mooney. They
sailed aboard the cruise ship SS
Cavalier (Alcoa) on 17-day round
trip voyages from New York to the
Caribbean islands.
Previously, he had sailed from
Brazil to Europe to the Far East as
chief cook becoming chief steward
in 1950. In 1959, Seafarer Loleas
was called ashore for duty in the
SIU's Maritime Advancement Edu
cational Program.
For five years, he trained cooks
and stewards. Aboard ships, they
inspected the galleys for good food
and cleanliness. For another five
years, Pete paid ships off as a
patrolman until he joined N.Y.
Representative Johnny Dwyerat the
registration counter.
At 19, as a restaurant worker,
Loleas got strike scars literally
hitting the bricks in the Great
Depression 1929 picketline of the
Horn and Hardart Automat restau
rant chain's beef in New York.
Knocked flat, Pete's cranium con
nected with a gendarme's boot.
He had just arrived from Greece
after his high school graduation.
Pete, from age IVi, grew up there
after leaving his birthplace, the City
of Brotherly Love, Philadelphia.
Later on he was to walk the
picketline in'the 1946 General
Maritime, 1947 Isthmian, Bull Line,
Valchamp Chemical Co. and 1961
Greater N.Y. Harbor beefs.
With the U.S. in WW 2, we find
Loleas in '42 toiling in 106 degree
Persian (Iran) desert heat with a 200truck road-dock building USED
civilian crew. He was there 'til '44
when the highway reached the
Caspian Sea. It aided the U.S.
Army's Persian Gulf railroad to
deliver American tanks, planes.
cannon and ammo to the be
leaguered Russians.
From there it was a Liberty ship to
Port Said, Egypt for a month's wait
for a ship to Italy. Then to home in
February on the SS Juan de Fuca to
a three-month construction job in
Alaska's Aleutian Islands.
Now, at his Mt. Vernon, N.Y.
homestead, Pete, his wife, Dora and
his son, Harry, who is an aide to
Baltimore's mayor—look forward
to a three-month voyage to see kin in
Greece (she's never been there),
Brazil and Europe.
So Pete, Bon Voyage and Bon
Chance.
Pete Loleas
Make
More
Bread!
WageGuideline Gets Top Court
OK Over Labor's Objections
The U.S. Supreme Court has
allowed the government to hold
back Federal contracts from busi
nesses that don't meet the Admini
stration's wage and price guidelines.
The Court did this by refusing to
hear a case on the issue.
The Carter Administration has
threatened to withhold federal
contracts exceeding $5 million to
firms found to he violating its wage
and price standards.
Last March, the AFL-CIO and
nine affiliated unions filed suit
challenging the Administration's
position.
The AFL-CIO won the suit in a
Federal District Court on May 31.
The government then took the
case to the U.S. Appeals Court for
the District of Columbia. That
Court, on June 22, ruled in favor of
the Government.
The Supreme Court was then
formally petitioned by the AFLCIO to review that ruling.
However, it takes four judges to
review a case and only three of the
Supreme Court Justices were willing
to do so. They, were: Justices
Deposit in the SIU
Blood Bank—
It's Your Life
William Brennan, Byron White and
Thurgood Marshall.
The AFL-CIO stated that the
Supreme Court's decision leaves the
validity of the Administration's
wage and price guidelines program
"unsettled."
George Meany, president of the
AFL-CIO, said, "the inconclusive
end of the litigation has not shaken
our belief on the legal issue, which
may yet be determined by legal
actions in other cases."
The AFL-CIO contends that the
wage and price guidelines plan is
unconstitutional since the threat of
withholding federal contracts makes
it a mandatory rather than a
voluntary program.
Upgrade in the Steward
Department at HLS
Steward—September 17
Chief Cook—September 17
Cook and Baker—September 17
Assistant Cook—September 3
See your SIU Representative to enroll
DRntdieps Repirt for Grei! lies
JUNE 1-30,1979
noTAL REGISTERED
All Groups
Class A Class B Class C
TOTAL SHIPPED
All Groups
Class A Class B Class C
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Algonac (Hdqs.)
47
15
11
44
23
7
ENGINE DEPARTMENT
52
76
11
Algonac (Hdqs.)
31
13
16
34
19
5
STEWARD DEPARTMENT
40
44
0
Algonac (Hdqs.)
6
0
6
2
3
7
ENTRY DEPARTMENT
15
21
4
Algonac (Hdqs.)
23
78
98
41
0
0
0
Totals All Departments
107
106
131
99
135
60
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the.Beach" means the total number of men registered at the port at the end of last month.
107
141
15
19
90
July 1979 / LOG / 33
�iCalling Long, long Distance? Thank the
I HE SIU—contracted cable
The sleek 511 foot vessel is a
ship Long Lines paid a visit one-of-a-kind beauty in the SIU
recently to the beautiful New fleet and a tribute to modern
England port of Newington, technology. At peak operations
N.H. She was there to unload the C.S. Long Lines can employ
some cable at a local wire com up to 125 men, at least 68 of them
pany. Meanwhile, she waited for Seafarers.
orders about her next cableThe Long Lines is owned and
laying assignment.
•J
'if
Y
operated by the Transoceanic
Gable Ship Company, a subsid
iary of American Telephone &
Telegraph. Her cable laying and
repair missions may take her
crew to all areas of the globe.
Before reaching port in New
Hampshire, the Long Lines crew
-f
(
^ A
I"?-; I .
n-:
. "r>'i
Peering out of the window of the crane is deck department storekeeper Al Valente.
With a crew as large as the Long Lines' A\'s got guite a bit of storekeeping to do.
The cable ship Long L/nesis moo red to dock at Newington,New Hampshire. Note
the unusual bow of the cable-layer.
.TMJ
Bosun Herb Libby gives directions as he waits below the main deck for the next
craneload of stores to reach him.
I
\
y-
Steward Utilityman Andy Perrone (left) and waiter David Maldonado help stock
the refrigerator. Careful boys, that stuff's fragile!
34 / LOG / July 1979
•
Herbie Benzenberg who received his new "A" Book last month is at the controls in
the engine room. Herbie will be making his first trip on a cable layer and said she
was "different from any ship I'd ever seen."
�Long Lines
had completed repairing a 700
mile stretch of cable in the midAtlantic.
The job of repairing, splicing
new cable, and relaying the cable
was a new record for a mid-ocean
repair and was finished in the
relatively quick time of just under
two-and-one half months.
The crew was due to sign
articles on July 16 and afterward
the Long Lines would set sail for
San Diego and points unknown
to add another link to the ever
expanding chain of world-wide
telecommunications.
Cable AB Joseph Carender is a
veteran of many voyages on the C.S.
Long Lines.
The C.S. Long Lines as she lies in this picturesque New England harbor,
Chief Steward Ira Brown (left) and Chief Cook R. Trotman are largely responsible
for the ship's reputation as a "good feeder."
KNOW YOUR RIGHTS
KNOW YOUR RIGHTS
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is;
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
FINANCIAL REPORTS. The constitution of the SlU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
Bosun'sMate William MacArthur makes
sure all is well as cable is 'paid out' from
the cargo tanks.
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights arc clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against becau.se of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
IlilllllltUliniillllilltllHIiHillUllHlliUlllllllUilUllilUlllUllilililH
patrolman or other Union oflicial, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, I960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum. stances should any. member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
SEAFARERS POLIIiCAL ACTIVITY DONAl ION
•—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be''
solicited or received because of force, job discrimination,
llnancial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
con.stitutiunaI right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters hy certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y.11232.
July 1979 / LOG / 35
�Tug Defender and Crew on Coastwise Trade
In the event that any SIU member.s
have U'iial problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
NEW YORK, N.V.
Schulman & Abarbanel
350 Fifth Avenue
New York, N.Y. 10001
Tele. #(212) 279-9200
BALTIMORE, MD.
Kaplan, Heyman, Greenberg,
Engelman & Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301) 539-6967
HOUSTON, TEX.
Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713) 659-4455
TAMPA, FLA.
Hamilton & Douglas, P.A.
2620 W. Kennedy Blvd.
Tampa, Florida 33609
Tele. #(813) 879-9482 '
SAN FRANCISCO, CALIF.
John Paul Jennings, Henning
and Walsh
100 Bush Street, Suite 1403
San Francisco, California 94104
Tele. #(415) 981-4400
ST. LOUIS, MO.
Gruenberg & Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314) 231-7440
NEW ORLEANS, LA.
Barker, Boudreaux, Lamy,
Gardner & Foley
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
LOS ANGELES, CALIF.
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, California 90036
Tele. #(213) 937-6250
MOBILE, ALA.
Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904
DETROIT, MICH.
Victor G. Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220
BOSTON, MASS.
Joseph M. Orlando
95 Commercial Wharf
Boston, Massachusetts 02110
Tele. #(617) 523-1000
SEATTLE, WASH.
Vance, Davies, Roberts,
Reid &. Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.
Katz &. Friedman
7 South Dearborn Street
Chicago, Illinois 60603
Tele. #(312) 263-6330
36 / LOG / July 1979
Late last montti the crew of the SlU-manned Tug Defender took time out for this group photo at the messtable.They are(l. to r.)
Capt, Tom Dunton; Mate, Matt Drankowski; ABs William Williford and Ken Kirwin, Cook Richard Conway and Engineer Ed
Sampson.
Dispatchers Report for Inland Waters
JUNE 1-30,1979
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Boston
New York
Philadelphia ..
Baltimore
Norfolk
Tampa
Mobile
New Orleans ...
Jacksonville ...
San Francisco.,
Wilmington ...
Seattle
Puerto Rico ...
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
0
0
0
4
0
1
2
0
0
0
1
0
1
2
6
0
7
0
3
27
0
0
0
13
0
2
0
1
1
0
3
0
0
7
4
0
19
32
10
92
0
0
0
0
0
2
0
10
1
0
7
0
5
7
18
0
24
0
107
181
Totals All Departments
0
0
0
1
0
0
0
0
0
0
0
0
1
2
5
0
4
0
4
17
0
0
0
4
0
0
0
2
0
0
0
0
0
11
4
0
22
32
7
82
0
0
0
0
0
0
0
6
2
0
0
0
2
9
20
0
19
0
73
131
0
0
0
7
0
4
12
6
1
0
3
0
0
4
4
0
5
0
4
50
0
1
0
18
0
4
0
7
5
0
22
0
1
9
4
0
25
0
6
102
0
0
0
0
0
0
0
0
1
0
0
0
0
1
1
0
1
0
0
4
0
0
0
0
0
0
2
0
1
0
1
0
0
3
0
0
0
0
0
7
0
0
2
1
0
0
0
1
30
0 .
0
0
1
0
2
1
55
1
0
42
0
9
16 .
7
0
17
0
109
260
ENGINE DEPARTMENT
0
0
0
0
0
0
0
0
2
0
0
0
0
1
1
0
1
0
0
5
0
0
0
0
0
0
2
0
0
0
0
0
0
3
0
0
0
1
0
6
0
0
0
1
0
0
0
0
4
0
1
0
0
0
0
0
0
0
1
7
Port
Boston
New York
Philadelphia ..
Baltimore
Norfolk
Tampa
Mobile
New Orleans ..
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Port Arthur
Algonac
St. Louis
Piney Point ...
Paducah
Totals
••REGISTERED ON BEACH .
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Boston
New York
Philadelphia ..
Baltimore
Norfolk
Tampa
Mobile
New Orleans ..
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Port Arthur
Algonac
St. Louis
Piney Point ...
Paducah
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
2
0
0
0
0
0
0
0
0
2
0
0
0
0
1
0
0
0
0
0
3
0
0
0
1
0
0
0
20
3
0
STEWARD DEPARTMENT
0
0
0
1
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
3
5
0
0
0
0
0
0
0
1
2
0
1
0
0
0
0
0
3
0
14
21
0
0
0
0
0
2
0
1
0
0
0
0
0
0
0
0
1
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
11
12
0
0
0
1
0
0
1
2
0
0
0
0
0
1
0
0
0
0
0
5
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
4
0
0
5
0
0
0
0
0
0
0
8
3
0
2
0
0
0
0
0
3
0
14
30
35
103
209
21
86
146
59
114
320
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
�O O O O O A Couple of Victories, Past and Present O O O O O
The tradition of Victory lives on. Victory ships like the S.S. Binghamton Victory (left), were built for the War effort in 1944 and '45. But the ship, skippered by "Mad Dog"
Olsen, remained in service for Bull Line (above photo taken in ,1953), hauling supplies for an Air Force Base at Thule, Greenland. The Binghamton's retired
now, but the U.S.M.S. North Star III (right), christened the S.S. Emory Victory, is still going strong. The only diesel-built Victory ship is now operated by the Bureau of
Indian Affairs. She was snapped recently in the Bering Straits.
Help Your Brother Down the Road to Sobriety
eeing a blind man walk down a street makes the rest of us thankful
for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding
arm to the blind because we all think it must be a terrible thing tb be unable to see
where you're going.
An alcoholic can't see where he's going either, only alcoholics
don't have friends. Because a friend wouldn't let another man blindly travel a
course that has to lead to the destruction of his health, his job and his family.
And that's where an alcoholic is headed.
Helping a fellow Seafarer who has a drinking problem is just
as easy—and just as important—as steering a blind man across a street. All
you have to do is take that Seafarer by the arm and guide him to the Union's
Alcoholic Rehabilitation Center in Valley Lee, Md.
.
Once he's there, an alcoholic SlU member will receive the care and counseling
he needs. And hell get the support of brother SIU members who are fighting
»•.
the same tough battle he is back to a healthy, productive alcohol-free life.
The road back to sobriety is a long one for an alcoholic. But because of
ARC, an alcoholic SIU member doesn't have to travel the distance alone.
And by guiding a brother Seafarer in the direction of the Rehab Center,
youll be showing him that the first step back to recovery is only an
arm's length away.
S
Alcoholic Rehabilitation Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and counseling
records will be kept strictly confidential, and that they will not be kept
anywhere except at The Center.
Name
Book No.
Address
(Street or RFD)
(City)
(State)
Telephone No
I
I
(Zip) I
I
I
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, (301) 994-0010
July 1979 / LOG / 37
H
�Cynthia Cole,'75 Scholarship Winner, To Be a Teacher
Cynthia Marie Cole gave a lot of
thought to what she wanted her life's
work to be before she even entered
college. And when she won the SIU's
four-year, $10,000 college scholar
ship in 1975, she had a very definite
goal. She planned to become a
teacher and eventually end up as a
family counselor.
The daughter of recently-de
ceased SIU member. Recertified
Bosun Lonnie Cole, Cynthia is
It's A Good Idea!
,
V.
It's a good idea to specialize in skills that ore
needed today and mean job security tomor
row. It*$ Q good idea to learn marine electri
cal mamtena nee.
So /aAre the course. Marine Electrical Maintenance cktss starts August 20. Enroll now.
C^Qa§0ct HLS or your SIU Representative.
It's a good idea!
-
about to graduate from the Uni
versity of North Carolina at Greens
boro. Shell have a degree in Child
Development and Family Relations.
She will also have teacher certifica
tion for Kindergarten through grade
3, and a blueprint for the future.
"I'd like to start out with a
teaching position," Cindy said, "and
work on my Masters degree at the
University of North Carolina in the
summers." She's planning to do her
Masters work in counseling which
will give her the training necessary
for a job in marriage counseling,
counseling problem children or
parent training.
"I really like the idea of working
with parents, helping them handle
their children who may be having
problems in school or causing
discipline problems," she said.
Though she knows that teaching
isn't a wide-open field these days,
Cindy recently put in applications at
the schools in her home town of
Asheboro, N.C.
She has two good reasons for
wanting to wprk as close to Ashe
boro as possible. First of all, she
thinks her chances of landing a job
in Asheboro are pretty good. "It's
not the kind of place everyone goes
to get a job," she said, "so that's a
plus for me."
Secondly, Cindy's planning to be
married in December to her high
school sweetheart. And he works in
Asheboro.
Community Involvement
Cindy is well known in her home
town where her scholastic achieve
ments and community work have
won the praise and appreciation of
many of her neighbors. For three
years, Cindy has worked in summer
church programs. The past two
summers she's been the director of
church youth programs.
"I enjoyed it a lot," Cindy said.
"But it was a seven-day-a-week job.
On weekdays I planned day camp
activities for young kids. During the
evenings I scheduled outings and
Cynthia Cole
retreats for teenagers. And on
Sundays I led a Bible class."
Cindy also got some experience
with young kids during the school
year, faking care of two children for
one of her college professors.
But thanks to the SIU scholar
ship, she didn't have to hold down a
full-time job while getting her
college degree.
"I'm very appreciative for the
help I got from the SIU," Cindy
said of the scholarship. "It took a big
burden off my parents."
"Winning the scholarship also
mads my education seem so much
more worthwhile to me," she ex
plained. "If someone thought that
much of me to pay for my full
education, then f felt I wanted to
work very hard to live up to that."
Cindy's parents were also thrilled
when their daughter won the
Union's college award. Her father,
Lonnie Cole, passed away last
March after more than 30 years as
an SIU member.
Seafarer Cole joined the Union in
1947 in the port of Norfolk. He
shipped AB for many years and
graduated from the Union's Bosuns
Recertification Program in 1975.
A IMESSAGE FROIM YOUR UNION
DONT
GET
TANGLED
OP
WrTH
DRUG5
~IF~
CAUGHT,
VOii LO$E
YOUR
PAPERS
FOR
LIFE/
•e\/£e&
38 / LOG / July 1979
�From Classroom to Pumproom
The Pumproom Maintenance upgrading class yielded five graduates. Shown l-r,
L Tanner, J Siegel, G.Blanco, and J. Rozmus. R.Hipp, another pumproom grad, Is
not in the photo.
Current Electrical Grads
The last Electrical Maintenance class posed for this pix at PIney Point Front row
l-r: E. Fredrlckson, J. DelRlo, C. Coumas. Back row l-r G Glllland W White r'
.
o, w.
Clausen.
AB's A'plenty—Here Are Six and Twenty
- i.
V \
, -
Graduates of the recent AB, course at the Harry Lundeberg School In PIney Point, Md., are, front row (l-r): D. CentofantI, A, Yazldl, J. Sparks, D. Huddleston, D. Law, J.
Howe, T. Conroy, R. Brown. Second row (l-r): J. Girt, S. Anderson, W. HIckey, T.Epperson, J. Harris, M. Murdock, R. Mechler, 0. Moses, E. Rivera. Back row (l-r):
J. Eckhart, J. Polder,.E. McKlnley, R. Van Dyke, D. Whitmore, 0. Taylor, M. Shean, R. Chavers, H, Hofmann.
In Short Order—Cook & Bakers
Juanlto Bayonita (left) and Howard Williams went through the HLS Cook & Baker
course and came out with the diplomas they're displaying above.
They'll Follow the Stars
Since graduating from the Lundeberg School s course In Celestial Navigation,
these nine SID members really can follow the stars. In the first row, l-r,they are: W.
Brinkley, G. Mowbray. M. Bradshaw, C. Wood. Second row, l-r: J. James, G. Brown,
"N. Teller, E. Proudfoot and'T. Hulsart.
July 1979 / LOG / 39
�jm
^
LOG
RESERVE A SPACE
FOR THE FUTURE
JULY 1979
Official Publkjllon of Ihr Seafarers Internaiionii Union • Ailantk, Gulf, Laket and Inland Waters Disiriii • AFL CIO
DONATION (SPAD)
ASSIGNMENT FOR
TO:
Seafarers Vacation Plan
275 20th Street
Brooklyn, N.Y. 11215
ents required to be made
' cents per day for which
»AD, 675 Fourth Avenue,
h notice by certified mail
hall be effective as of the
thereafter.
Effective from this date,
by you to me for vacation b
I am entitled to vacation b
Brooklyn, N.Y. 11232. This
is given by me to you of re
date you receive it and appli
.tablished and administered
ures for candidates seeking
right to refuse to make any
directly to SPAD such amount
Jfied amount herein provided is
for the making of voluntary con< copy of SPAD's report is filed
jral Election Commission, Wash-
I acknowledge advice a,
by my union to engage in pv
political office and solicits ai
contributions, including this au
as \ may voluntarily determine it
to minimize administrative respoi
tributions. And this authorization
with the Federal Election Commi
ington, D.C.
) SPAD and copy to me.
This authorization has been
iW-Tiber's Signature
Member's name (Pi
W MI
» i/ /
Social Security Numbi \
f / /inribers Home Address
/
/
Book Number
•
1
State
•
Zip
2§§
DONT LET OUR SECURITY
RUNOUT
.A-
30'A DAY IS ALL IT TAKES
Sign the SPAD check-off today.
�
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
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Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
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Title
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July 1979
Description
An account of the resource
HEADLINES
SENATE VOTE, 74-3 TO KEEP ALASKA OIL IN US
HALL AMONG LEADERS AT CAMP DAVID
PRESIDENT CARTER HOSTS 10 DAYS OF MEETINGS TO DEVELOP ENERGY STRATEGY
UNION KNOCKS BILL GIIVING RAILROADS EDGE OVER TOWBOATS
GAO JOINS SIU IN CRITICISM OF COAST GUARD
ATLANTIC FISHERMEN’S UNION SEEKS MERGER INTO SIU-AGLIWD
W.C. STEWARD WELFARE CLAIMS TO BE HANDLED BY HDQRS.
SIU SCORES VICTORY FOR EAST COAST TUG JOBS
HOUSE, SENATE PLANNING ‘SWEEPING’ CHANGES IN MARITIME POLICY
NLRB RULES FAVORABLY IN VALERIE F. BEEF ON WEST COAST
IMPROVING USPHS CARE FOR SEAMEN GOAL OF SIU
VETERAN PUMPMAN FINDS NEW TANKERS AT NEW BALLGAME
NATIONAL MARITIME COUNCIL ELECTS AMOSS AS CHAIRMAN
MARAD CHIEF SAYS HE WILL BOSLTER U.S. DRY-BULK FLEET
ANNOUNCE NEW CONTRACT FOR WATERMAN RO/RO VESSEL
COMMITTEE ACTION IN CONGRESS
SHIP SAFETY INSPECTIONS ARE ‘INADEQUATE’ SAYS GAO
SIU INITIATES SERIES OF CONFABS FOR RIVERS’ BOATMEN
M/V TOM FRAZIER NEWEST ADDITION TO SIU INLAND FLEET
SIU CREWS 9TH LNG, EL PASO HOWARD BOYD
LIBERIAN-FLAG DUMPS ON NEW YORK; 120,000 GALLONS WORTH
APL PUTS 1ST OF 3 FORMER PFEL SHIPS BACK IN BUSINESS
U.S. PASSENGER SHIPS ON THEIR WAY BACK?
SIU FABORS BILL TO BRING SS UNITED STATES, INDEPENDENCE BACK UNDER U.S. FLAG
ZAPATA ROVER CREW RESCUES 3 OFF FOG BOUND CAPE MAY
FEDS STILL VERY COLD ON NEW LNG PROJECTS
HLS TRAINEES SWEEP TO VICTORY IN NEW YORK HARBOR’S 26TH INTERNATIONAL LIFEBOAT RACE
TRAINING, TEAMWORK THE KEYS TO VICTORY IN LIFEBOAT RACE
HALL TELLS MONEY PEOPLE, WORKERS MUST GET THEIR FAIR SHARE
TOWBOAT OPERATORS FACING DIESEL FUEL SHORTAGE ON WATERWAYS
ROY CURTIS FOUND THAT WELFARE PLAN TAKES CARE OF PENSIONERS
FOREIGN TANKERS COLLIDE CAUSING ‘WORST SPILL EVER’
NEW USPHS OUTPATIENT CLINIC OPENED IN ST. LOUIS
STEVE LESLIE, 65, AND STILL GOING STRONG AS HEAD OF LOCAL 25, IUOE
SIU HDQS. OFFICIAL PETE LOLEAS RETIRES
WAGE GUIDELINE GETS TOP COURT OK OVER LABOR’S OBJECTIONS
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
7/1/1979
Format
The file format, physical medium, or dimensions of the resource
Newsprint
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
Vol. 41, No. 7
1979
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/77f6ef5af790f4a569945e700967a5ad.PDF
140de00f4510bcb288a8458ba0f30c64
PDF Text
Text
ft
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
VOL, 41
No. 6
JUNE 1979
.«.11
New Tug Laura Haden,
New Jobs for Boatmen
Class Dates Set for New
Steward
Recertification Program
^/
Pages 24-25
.Y
JS
L
s;'
A
fowboat Operator
Scholarship Program a
Big Success
r
.. •
-v
J.'i
Ifill
.iyvr
~.^Oi
Special Supplement Pages 19-22
A Look at SiU's Greatly
Expanded Operations in
Los Angeles Harbor
Pages 11-14
7/1
President Carter Names
Hall to Export Council
•11
Page 3
..
IC
i
,ALLA_ikii£A!iri-2.A2Ml
^Jr-
.
^
�Senate Support Growing to Ban Alaska Oil Export
25 Senators Co-Sign Letter of Support
GAINST a backdrop of skyrocketing prices at the
nation's fuel pumps, the fight
over whether to export Alaskanproduced oil to Japan is heading
for the finish in Congress.
At presstime, floor action on
the crucial Export Administra
tion Act Amendments of 1979,
which will ban the export or swap
of Alaskan oil, had not begun.
But the measure, which wa§
favorably reported by House and
Senate committees last month, is
expected to come up for a vote in
both Houses in short order.
Anticipating an all-out battle,
supporters of the legislation are
marshalling their forces. In a
"Dear Colleague" letter, 25 U.S.
Senators urged colleagues to vote
yes on the legislation that will
guarantee Alaskan oil for do
mestic use.
"No issue is of more concern to
the American people," the Sen
ators' letter said, "than the
availability of sufficient supplies
of reasonably priced fuel.
"We owe it to the nation," the
A
Senators continued, "to exercise
necessary control over proposals
to send American oil overseas."
With the letter, the 25 Sen
ators, who hail from all areas of
the country, join scores of con
sumer, public interest and labor
groups in calling for passage of
the bill.
The growing number of sup
porters of the measure, including
the Consumer Federation of
America and the AFL-CIO, have
argued loud and long that ex
porting Alaskan oil to Japan
would:
• jeopardize U.S. national and
energy security;
• deprive the American people
of a badly-needed fuel source
and;
• cause the loss of tanker and
shoreside employment connected
with domestic transport of the
crude.
The only beneficiaries of an
Alaskan oil export or swap
would be the North Slope oil
producers.
Backed by Federal Energy
ru
in]
D
IMMil®
0 0.
\
Paul Hail
Merger as a Solution
One of the biggest and most historic mergers in the history of the
labor movement took place this month. It was the consolidation of
the Retail Clerks International Union and the Amalgamated
Meatcutters and Butcher Workmen.
The new organization will be know as the United Food and
Commercial Workers, and it will represent a diversified
membership comprising 1.3 million workers. This makes it the
largest union affiliated to the AFL-CIO.
The consolidation of these two unions is a replay—in a very big
way—of one of the most basic concepts of American trade
unionism.
Merger is a concept that was born with the labor movement
itself. And it is a concept that epitomizes the deep rooted meaning
of the movement—strength through unity.
It has been the SIU's experience that a well planned, well timed
merger is a tremendous plus not only for the merged organizations,
but for the memberships of both unions as well.
A merger adds strength to an organization. It increases its
resources. And it increases the merged union's ability to provide
better services and representation to its members.
A merger can also provide new ideas and new direction to an
organization since the officials of both unions can combine their
experience and individual expertise to foster growth and progress.
Most importantly, though, a merger, enables the new
organization to become more effective in two extremely crucial
areas. First, it adds to the effectiveness of the merged union in
spend less to transport the crude
overseas than to move it to the
lower 48 United States.
As Congress votes the Export
Administration Act Amend
ments, the choice is clearly one of
people-vs-profits. The final tally
on the measure will show whether
Congress stands up for the best
interest of the American people
or the oil companies.
Secretary James Schlesinger and
the state legislature of Alaska,
the oil companies have long been
pushing for a go-ahead to move
Alaskan crude to Japan and
bring in replacement supplies
from Mexico.
Because they could use foreign
tankers for both ends of the
exchange, the oil giants would
General News
Ship's Digests
Dispatcher's Reports:
Great Lakes
Inland Waters
Deep Sea
INDEX
Legislative News
Alaska Oil Battle
Page 2
SlU in Washington ... Pages 9-10
Fight Over Maritime
Authorizations
Page 3
Page 30
Page 33
Page 34
Page 26
Training Upgrading
"A" Seniority Upgrading.. Page 38
Piney Point Grads ...
Page 39
Union News
SlU Sues Coast Guard ... Page 3
President's Report
Page 2
Headquarters Notes
Page 7
Letters to Editor
Page 16
Brotherhood in Action ... Page 30
At Sea-Ashore
Page 23
SPAD Checkoff
Back Page
Court Fight Over 9 MSG
Tankers Goes On
Page 5
Great Lakes Picture
Page 8
Inland Lines
Page 6
Increased Pension
Page 4
Hess Taking Advantage
of V.I. Loophole
Page 17
Membership News
New Pensioners
Page 29
Final Departures
Page 32
Steward Recertiflcation
Program
Pages 24-25
Sugar Island
Page 15
Special Features
A Look at SlU
And L.A. Harbor... Pages 11-14
Towboat Operator
Scholarships
Pages 19-22
maintaining and increasing the job security structure of its
membership. Secondly, it enables the union to greatly expand its
efforts in developing new job opportunities for its members.
You see, mergers are often worked out between two unions that
were formerly in competition with one another for job jurisdiction
common to both.
In a case like this, a merger would eliminate the problems of
competition while at the same time foster cooperation.
The impact on the new organization formed by the merger of the
Retail Clerks and Meatcutters remains to be seen. The positive
results of merger often take a long time to surface.
In other cases, the results of merger come faster and are more
pronounced. I am proud to say that the merger of the SIUAGLIWD and the Marine Cooks and Stewards—exactly one year
ago this month—falls into this category.
In fact, the SIU, MCS merger has been one of the most
productive mergers m the modern maritime labor movement.
The reason I say this is because in the 12 short months since the
merger, we have significantly expanded our job base on the West
Coast for all SIU members.
The bottom line for any union must be jobs—that is, providing
employment for the union's members.
Today, the SIU has considerably more jobs for SIU members to
choose from than v/e had the same time last year. One of the biggest
reasons for this is the cooperative efforts of all concerned in trying
to make the SIU, MCS merger the"success it has been.
Merger, of course, is not the answer to everything. However, in
today's maritime industry—where the overall job picture is not
good—it is extremely important that all maritime unions explore
the possibility of merger.
The mergers we in the SlU have experienced in our history have
been good to us. And it is my sincere belief that consolidation of
efforts and resources among maritime unions today is absolutely
necessary for the good of our industry and the maritime labor
movement as a whole.
Again, merger is not the answer to everything. But to ignore it or
to abandon it as a possible solution to problems is extremely
shortsighted and a disservice to American maritime workers
throughout the country.
I*'!**
^
-i
3579 should be sent to Seafarers^lnternationai Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO 675 Fourth Ave Brooklyn NY
11232. Published monthly. Second Class postage paid at Brooklyn, N.V. V0I.-41, N0.6, June 1979. (ISSN #0160-2047)
«rLuiv.-, o/o rounn we., BrooKiyn, IN.Y.
2 / LOG / June 1979
�SlU Sues USCG for Failure to Enforce Safety Laws
FTER years of hammering
at the Coast Guard for
spotty
enforcement of U.S.
vessel inspection and other safety
laws, the SIU has taken the Coast
Guard to court.
A
In a suit filed in U.S. District
Court in New York on May 31,
the Union charged the Coast
Guard and several other govern
ment agencies with failing to act
"in accordance with their Con
gressional mandate to promote
the safety of life and property at
sea."
On behalf of all SIU members,
the Union is seeking a formal
Court declaration stating that
U.S.-registered vessels "be sea
worthy and fit for navigation and
that working conditions and
equipment be safe and fit for
intended use."
The Union also wants a man
datory court order to compel the
Coast Guard to enforce that
declaration.
In addition to the Coast
Guard, the SIU's suit names as
defendants; Secretary of Tran
sportation Brock Adams; Coast
Guard Commandant Admiral
John B. Hayes; Secretary of
Labor Raymond Marshall; Sec
retary of HEW Joseph Califano,
and U.S. Surgeon General Julius
Richmond. They are the chief
executives of-government agen
cies responsible for enforcing
health and safety laws.
Manning, Health and Safety
The Coast Guard and other
government agencies have 40
days to answer the Union's
charges. The Union, in a 52-page
document, cited dozens of viola
tions of U.S. legal codes which
the Coast Guard has either
overlooked or failed to enforce.
Among the charges is the issue
of insufficient manning. In nu
merous instances, the Coast
Guard has allowed a U.S.-flag
vessel to sail under-manned
putting both crew and vessel in
jeopardy.
The Union's suit states that by
allowing a ship to sail under
manned, routine maintenance of
a vessel is sometimes impossible.
Seamen are required to work
"unreasonable amounts of over
time," and there's often no back
up crew to fill-in in case of death,
injury or emergency.
The SIU has also charged the
Coast Guard with inadequately
enforcing health and safety
laws and regulations, sometimes
allowing major violations to
exist. These charges include:
• The Coast Guard's failure to
enforce the 3-watch standard
required by law aboard all deep
sea merchant vessels, and the 2watch standard required on tugs
and barges on voyages of less
than 600 miles;
• Instead of inspecting an
integrated tug/barge as two
separate units, the Coast Guard
treats them as a single vessel. This
"permits the tug/barge to avoid
compliance with many safety
requirements of the vessel inspec
tion and certification laws."
• Unsafe and unhealthy work
ing conditions such as excessive
noise levels, offensive odors and
fumes, unsafe cleaning supplies
and equipment and inadequate
fresh air breathing apparatus
used for tank cleaning are
allowed on many vessels;
• Crew quarters on some
American vessels are improperly
ventilated, in a unclean and
unsanitary condition and are not
equipped with proper plumbing.
These are among the docu
mented hazards to both crew and
vessel safety which back up the
SIU's charge that the Coast
Guard has repeatedly failed to
enforce the rights of seafarers.
Despite the fact that the Union
has notified them of health and
safety violations on countless
occasions, few corrective actions
have been taken.
We therefore saw no other
option than to appeal to the
courts to compel the Coast
Guard and other government
agencies to "take all necessary
measures to ensure the effective
enforcement" of the laws of the
OldlC^.
Senate, 85-2, Passes Marad Bill: House Fight Looms
WASHINQTON, D.C.-As the
Log goes to press, an important fight
in the House of Representatives to
save maritime jobs is about to begin.
For the second year in a row. Rep.
Paul McCloskey (R-Calif.) is trying
to cripple the Maritime Appropria
tions Authorization Act.
Meanwhile, however, the Senate
gave resounding support to the Act
by passing it by a vote of 85 to 2.
The Act covers fiscal year 1980.
Drawn up by the U.S. Maritime
Administration (Marad), the appro
priations include: $101 million for
the construction differential subsidy
(CDS) program; $256 million for the
operational differential subsidy
(ODS) program; $16 million for
maritime research and development,
and $25.8 million for maritime
education and training expenses.
The CDS and ODS programs
enable the U.S. maritime industry to
operate in the face of foreign
competition.
Without these subsidies many
companies would be forced to shut
down. That would mean the loss of
maritime jobs, both ashore and at
sea.
It's particularly the CDS program
that McCloskey has been attacking.
He says it's "a burden" and wants the
entire $101 million allowance elimi
nated.
McCloskey also wants to bar
funds from subsidized operators
from going to maritime research
organizations. McCloskey claims
that these organizations illegally
lobby on behalf of the merchant
marine.
In addition, McCloskey wants
Congress to okay a change in U.S.
law and allow subsidized American
ship operators to purchase new
vessels in low-cost foreign yards.
The ranking minority member of
the House Merchant Marine and
Fisheries Committee, McCloskey
had introduced these and other
amendments to the Committee.
They were all defeated.
However, he's likely to bring them
up again during floor debate before
the full House.
The SIU, along with Congres
sional supporters of a strong mer
chant marine, have been successful
in fighting McCloskey's attacks in
the past.
We are ready to do the saitve now
to insure a future for the U.S.
merchant marine.
Carter Names Paul Hall To Post on Export Council
SIU President Paul Hall was
sworn in as vice chairman of the
newly-reorganized President's
Export Council (PEC) last
month in a White House cere
mony presided over by President
Carter and Vice President Walter
Mondale.
The new Council, made up of
40 men and women representing
a cross-section of private indus
try, labor and politics, will
function as a Presidential ad
visory panel on matters of U.S.
export trade. President Carter
redesigned and expanded PEC as
part of his overall National
Export Policy.
Commerce Secretary Juanita
M. Kreps, who will act as liaison
between the Council and the
President, said PEC "will be an
important element in U.S. efforts
to take advantage of export
opportunities."
Reginald Jones, chief execu
tive officer of the General Electric
Co., was named chairman of the
group. Other Council appointees
Include leaders of the..business
community; Georgia Gov.
George Busbee; Newark, N.J.
Mayor Kenneth Gibson and vice
presidents of the United Auto
Workers and the Amalgamated
Clothing & Textile Workers
Unions.
The Council's membership is
rounded out by three U.S.
Senators, and three Congress
men, along with several Cabinet
members, the President's special
representative for Trade Negotia
tions and the head of the ExportImport Bank.
President Carter greeted rriembers of the new President's Export Council atter the
fyiay swearing-in ceremony. From l-r are: Gov. George Busbee of Georgia;
Council vice chairman Paul Hall and chairman Reginald Jones.
June 1-979 / LOG / 3
^"1
�1st Seafarer Gets Increased Deep Sea Pension
hen new pensioner Julio increment by continuing to
Alonso, 63, retired re accumulate seatime after be
cently, it was a milestone not only coming eligible for an Early
Normal Pension (20 years sea
for him but for the SI-U as well.
Alonso, who first shipped with time at 55 years of age). Brother
the SIU in 1942 as a wiper on the Alonso accumulated five years
Bull Line's Cornelia, has become seatime after becoming eligible
the first recipient of the Union's for Early Normal Pension. So he
new $400 per month deep-sea will receive five increments
pension.
amounting to $125 per month.
But the financial security of the
He qualified for the new
pension (up from $350 per Pension doesn't stop here for
month) by accumulating 125 Brother Alonso. Because he
days seatime this year. (The deep accumulated at least two years
Seafarer Julio Alonso
sea pension goes up another $50 seatime after qualifying for Early
to $450 per month in 1980. To
referring to his early days at sea,
Normal Pension, he is eligible for
qualify for the $450 pension, a the tremendous benefits of the "and there wasn't any OT for
Seafarer need only accumulate
Pension Supplement Program.
work on Sundays either. Thanks
125 days seatime after June 16, This Program provides him with
to the Union, all that's changed."
1980.)
a full year's pension bonus. In
Another thing Alonso has seen
However, Alonso, because of
change during a career that has
Brother Alonso's case, that
his overall seatime, will be getting amounts to $6,300 (12 x $525).
spanned 37 years are the living
more than his basic pension. He
Also, as a pensioner, Brother conditions on ships. The Cor
qualifies for five increments ($25
Alonso and his dependents are nelia, his first ship, was 26 years
per increment) under the Pension still covered by the Seafarers old when he went aboard her in
Welfare Plan, thus providing 1942. He shared a room with
Increments Program. His five
continued security for his family another wiper and three firemen
increments are worth an added
$125 per month to his basic during his retirement.
on that ship, right next to the
pension. So Brother Alonso will
compartment that housed the
"No Pension Years Ago"
ship's steering engine (a small
receive a pension of $525 per
"We didn't have any pension
month.
steam engine
that wasn't exactlv^
o
plan at that time," said Alonso,
A Seafarer qualifies for an
quiet).
W
Alonso worked his way up
from wiper to fireman and oiler,
and eventually upgraded to
electrician. He worked as elec
trician for his last 12 years at sea.
One of Alonso's regrets is that
he never graduated from high
school but, as he says, "I man
aged to do alright anyway.. .and I
owe a lot to the SIU tor that."
Interestingly enough, his son
David earned his high school
equivalency diploma at the Harry
Lundeberg School, after going
through the entry program some
years back. "For this alone,"
brother Alonso remarked, "I am
very grateful to the Union, that
my son got his high school
diploma."
Julio Alonso doesn't have any
specific plans as yet for his
retirement, but he does have a
schedule worked out already.
He'll spend half the year at his
home in Puerto Rico (the winter
months, of course), and the other
half at his residence in Liberty,
New York.
It sounds like a good plan to
us. We wish brother Alonso all
the best for his retirement years.
Trustees Revamp Rule on Initial Eligibility for Welfare Plan Benefits
In an effort to provide better
benefit protection for new seamen
and boatmen entering the maritime
industry, the Board of Trustees of
the Seafarers Welfare Plan has
voted to change the rules governing
initial eligibility for benefits.
The Trustces voted that as of May
1, 1979 a new employee need only
accumulate 75 days of employment
with an SlU-contracted company
to establish his initial eligibility for
benefits under the Seafarers Welfare
Plan.
The Trustees studied this matter
very carefully and came to the
decision that the old rule of initial
eligibility of 125 days in the previous
calendar year should be amended in
the best interest of the SIU member
ship and their dependents.
Therefore, the new 75 day initial
eligibility rule, as passed by the
Trustees, is effective" May 1, 1979.
The 75 day rule applies only to the
establishment of initial eligibility.
After doing so, the employee must
then work at least 125 days in each
calendar year to maintain his
welfare eligibility.
Seafarers Get 7V2% Wage,
Overtime, Vacation Increase
As of June 16, the financial
security of deep sea SIU members
moved up several notches as a V/2
percent hike in wages, regular
overtime, premium and penalty
rates went into effect. Vacation
benefits also increased by the same
percentage.
These increases come on top of
the substantial gains Seafarers
received as a result of the deep sea
contract ratified last June.
The contract calls for 7V2 percent
increases in wages and regular,
premium and penalty overtime rates
for each of the three years that the
pact is in effect.' The agreement negotiated last
year created a brand-new formula
for computing vacation benefits
which brought Seafarers increases in
4 / LOG / June 1979
vacation pay ranging from. 70 to 100
percent over previous rates, depend
ing on rating sailed.
Though the dollar figure varies
from rating to rating, this year's IVi
percent raises in wages, regular
overtime, premium and penalty
rates as well as vacation benefits,
bring important gains to deep sea
SIU members right across the
board.
The Union views these gains as
one step in a progression towards a
better future for SIU members, not
as the final step.
As SIU President Paul Hall said
last June when the deep sea contract
was ratified; "We should all look
upon this agreement as a spring
board for even further improve
ments in our lives as American
seamen."
An example of how the new rule
would apply is as follows:
• An employee begins work on
May 1, 1979. He has from May I,
1979 to Dec. 31,1979 to accumulate
75 days of employment with an SIUcontracted company.
On his 76th day of employment he
is immediately covered under the
Welfare Plan for the remainder of
the year and all of next year (1980),
providing he accumulates at least
one day employment in the six
month period immediately preced
ing date of claim.
In the event an employee starts
later in the year and is unable to
accumulate 75 days of employment
by December 31, 1979 he shall be
given an additional six months in
which to accumulate the required
number of days for initial eligibility.
However, for this employee to
remain eligible for benefits in 1981,
he must accumulate 125 days
employment in 1980.
It is hoped that the new rule will
more equitably meet the needs of the
membership.
Any questions concerning the new
rule can best be answered by writing
to the Seafarers Welfare Plan, 675
4th Ave., Brooklyn, N.Y. 11232.
Borinquen Committee
On Mar. 28, the crew of theSS Borinquen (Puerto Rico Marine) was paid off at Port
Elizabeth, N.J. While at it, the Ship's Committee and a member of the shoregang
gathered for this photo. They were (I. to r.) Deck Delegate E. Greaux; Steward
Delegate E. Lasso; Chief Steward John Nash, secretary-reporter; Engine
Delegate Pedro Figueroa and AB Paul Flores of the shoregang.
�Court Orders Crew Turnovers on 9 MSC Tankers
Union Fighting To
Re-Estoblish SiU
Crew Jurisdiction
WASHINGTON, D.C. - The
U.S. District Court of Appeals has
refused to issue an injunction
barring the turnover of crews from
SIU to NMU members on nine oil
tankers chartered by the Military
Sealift Command.^
The nine vessels involved are five
T-5 tankers formerly operated by
Hudson Waterways, and four Co
lumbia class carriers formerly oper
ated by Cove Shipping.
As the Log goes to press, all but
three of the vessels have been'taken
over by their new operator, NMUcontracted Trinidad Oil. The three
remaining vessels—the Susque
hanna, the Columbia and the
Hudson—are scheduled for crew
turnover in July.
Despite this setback, the battle
over these vessels is far from over.
The SIU is ready for a full 15rounder in ongoing court fights to
re-establish our jurisdiction on these
vessels.
The Union's legal counsel is
deeply emersed in the case, which is
already in its second month, and
could go on for another six to nine
months.
U.S. Navy the Culprit
The culprit at the bottom of this
complex case is the United States
Navy! Back in Nov. 1978, the Navy's
Military Sealift Command issued a
"request-for-proposals" concerning
the nine tankers.
This "request-for-proposals" was
a formal call to interested U.S.-flag
operators to submit commercial
bids for operation of the nine
vessels.
This is standard procedure in
determining the award of Govern-,
ment contracts to the private sector.
Normally, the lowest bidder is
awarded the contract.
The language in this "request-forproposals" and its attachments was
very specific. The language in
Article 6 (Attachment C) stated;
"The contractor shall pay the
officers and crews serving aboard
these tankers equal to the applicable
standard union agreements for the
industry..."
The key words in this statement,
as the SIU sees it, are, "the applic
able standard union agreements..."
Trinidad Low Bidder
Three SlU-contracted operators
submitted sealed bids. They were
Hudson Waterways and Cove Ship
ping, the former operators, and
Zapata Corp.
All three companies used the
SIU's Standard Tanker Agreement
in formulating their bids.
However, when the results were
announced on April 11, 1979, the
low bidder was Trinidad Oil, an
NMU company.
The Navy quickly awarded a fiveyear contract to Trinidad to operate
the vessels and ordered turnover of
the ship's crews.
The SIU, after examining and
studying Trinidad's bid and Navy
records, found that Trinidad—with
the permission of the NMU—used a
substandard contract in formulating
their bid. The SIU's legal counsel
immediately took action in the U.S.
District Court, Washington, D.C.,
to block the crew turnovers.
Under the standard NMU con
tract, an NMU seaman receives the
equivalent of 14 days pay for every
30 worked, representing the Vaca
tion benefit.
However, Trinidad's bid reflected
a Vacation benefit of only 5 days pay
for 30 worked.
In addition, Trinidad's bid re
flected a $7 per man, per day
SfU Opposed to Panama Canal Toll Hikes
The SIU has come out strongly
against a proposed 21 percent increase
in tolls for usage of the Panama Canal.
The Union's main objection to the
increases is that such a hefty hike will
encourage shippers to seek alternate
transportation modes to the Panama
Canal, such as railroads.
Recent history has proven that each
time Canal tolls go up, fewer ships
transit the locks. And since U.S. flag
vessels are among the chief users of the
Canal, the U.S. merchant marine and
maritime labor will be the first to suffer.
In a letter to the Secretary of the
Panama Canal Co., SIU Washington
Representative Charles Mollard stated:
"Inevitably, American-flag liner vessels
using the Canal will lose their com
petitive edge to available alternates, and
will be forced from the trade."
He also pointed out that if the
increases are put into effect, the Panama
Canal Co. could very well suffer a loss in
overall revenue due to a cutback in use
of the locks.
The Panama Canal Co. will make a
decision on the toll issue within the next
few weeks.
reduction in standard contributions
to the NMU Pension and Welfare
Plans.
The SIU maintained in court that
since Trinidad used an obviously
substandard agreement in submit
ting its bid, the bid was unlawful.
SIU companies submitting bids
used standard union agreements.
However, Trinidad did not use its
standard agreement. The SIU stated
that this gave Trinidad an unfair
advantage over other bidders. It also
violated the rules and conditions put
on the bidding process by the U.S.
Navy.
Open and Shut Case?
It appeared to be an open and shut
case. But things rarely are open and
shut in today's maritime industry.
With the blessing of the Navy,
District Court Judge June L. Green,
on May 25, 1979, refused to issue a
preliminary injunction against the
turnover of the ships to Trinidad.
She said, in refusing to issue the
injunction, that the SIU (and
District 2, MEBA-AMO) did not
show probable success in demon
strating that "the 5-for-30 plan is
substandard."
After her refusal, the SIU took the
case to the U.S. Court of Appeals
seeking a "stay" of the crew turn
overs until the full merits of the case
could be heard.
The Appeals Court issued the
"stay" earlier this month. But 10
days later,the Court lifted the "stay"
without explanation.
As a result, the ships have been
awarded to Trinidad, despite the
fact this court case is far from over.
Presently, the SIU is back in the
District Court seeking a "partial
final judgement" from Judge Green.
In addition to our argument that
Trinidad used a substandard con
tract, we are maintaining that the
bids do not meet the requirements of
the Service Contract Act.
If the District Court judgement
goes against the SIU, we will take
the case before the Appeals Court.
This could take from six to nine
months to get a final ruling.
NMU Halts Merger Talk With SIU
panies against Trinidad, Marine
Transport Lines and NMU, pre
cludes NMU's further participation
in NMU/SIU merger discussions.
"Also, introduction of statements
made at Ad Hoc Committee meet
ings to court proceedings raises
serious ethical questions. Therefore,
NMU hereby terminates imme
diately
its participation in any Ad
"NMU has withdrawn from
merger discussions with SIU be Hoc Committee meetings and pro
cause of SIU's participation in the ceedings as well as NMU/SIU
lawsuit against NMU and Trinidad merger discussions."
"Wall's notice was sent to Presi
Corporation, an NMU-contract
company. In a notice of NMU's dent George Meany, Secretaryintentions. President Shannon Wall Treasurer Lane Kirkland and Frank
Polara of the AFL-CIO; President
said:
"Widely disseminated and in- Paul Hall of SIU, President Ray
flamatory statements by SIU offi mond McKay of MEBA District 2
cers and MEBA District 2 in support and Professor John Dunlop, former
Secretary of Labor and merger
of lawsuit brought by two SIU/
MEBA District 2 contracted com committee coordinator."
Below is a reprint of an article
which appeared in the June 1979
edition of the NMU Pilot,, which
announces the NMU decision to
hreakoff merger talks with the SIU
as a result of the battle over the nine
tankers awarded to NMU-contracted Trinidad Oil.
Point Revere Committee
Dixie Boatmen Get Cost-of-Living Hike
As part of a contract nego
tiated by the SIU In 1977, SIU
Boatmen working for the New
Orleans-based Dixie Carriers Co.
received a 5.6 percent cost of
living wage adjustment effective
April 6.
This is the final COLA increase
the 315 Dixie Boatmen will
receive under the terms of the
current contract which expires
next year. The Boatmen received
a 1.6 percent COLA in 1978.
Cost of living add-ons are
based on increases in the Con
sumer Price Index and are
intended to help American
workers cope with the rising rate
of inflation.
Aboard a newly acquired SIU vessel last month are a crewmember and the Ship's
Committee of the S7 Point Revere (Point Shipping) at a payoff in Brooklyn, N.Y.
They are (seated I. to r.) Chief Steward C. White, secretary-reporter; Oiler Mike
Kraljevic, engine delegate, and Recertified Bosun Barney Swearingen, ship's
chairman. Standing (I. to r.) are Chief Cook David Smith, steward delegate, and OS
Gary Thomas.
June 1979 / LOG / 5
�New Orleans
Delta Queen Line's paddlewheeler Delta Queen beat her sister
steamboat the Mississippi Queen in the first leg of the initial 1,271-mile
Grea^t Steamboat Race from here to Cincinnati on May 18.
The two week race, the first in more than 100 years, began as the two
steamboats left the Poydras St. Wharf headed toward Audubon Park as
spectators lined the levees along the shores.
On board passengers competed in fishing and kite flying contests.
Philadelphia
Piney Point
The tug Papa Quay (Steuart Transport) was laid up for two months on
June 17 for new engine and deck equipment. She will also undergo deck
house modification.
Baltimore
The Norfolk, Baltimore and Carolina Line (NBC) plans to relocate
their operations to the 8-acre old Conrail Pier on Clinton St. in the
Canton area.
Great Lakes
The Luedtke Engineering Co. continues work on a dredging project at
Point Mouillee, south of Detroit. It's a channel-deepening project which
will permit loaded dredges and barges to approach the new, diked
disposal area. (The diked disposal area is designed to take polluted
materials for the next 10 years from the Detroit-Toledo area).
Hannah Inland Waterways is having built a new 290-foot liquid bulk
barge at the Nashville (Tenn.) Bridge Co. The Hannah 4001 will go into
service on the Lakes. She will be delivered in August.
The barge will be able to carry 40,000 barrels of oil and chemicals. She
will be 290 by 60 by 18'/4 feet and will be double skinned.
On July 1, the company will change its name to Hannah Marine Corp.
San Francisco
Chief executive of the SIU-contracted CrOwley Maritime Corp.
(world's top inland operator) Thomas B. Crowley, was elected U.S.
chairman of the National Liberty Ship Memorial.
The memorial will place the preserved Liberty ship SS Jeremiah
O'Brien in Golden Gate National Park here.
More tug and barge activity was reported in the harbor here on the
Delaware River due to the continuing N.Y. harbor tugboat strike in its
third month.
Columbia-Snake Rivers System
A three-day conference in the Pacific Northwest late this month
studied the status of the present and future locks on the Columbia-Snake
Rivers System.
Studied were the Ben Franklin Lock and Dam Project and up-river
navigation on the Columbia River from Pasco to Wenatchee, Wash.
The system stretches from Portland, Ore. to Lewiston, Idaho.
Mobile
The 5th U.S. Circuit Court of Appeals early last month denied a legal
bid to tie up the Tenn-Tom Waterway on the widening of the 232-mile
canal from 170 to 300 feet by the U.S. Corps of Engineers.
The challenge was by the Louisville & Nashville Railroad and
environmentalists. Other challenges are expected in court on the canal's
cost overrun.
The project was started in 1972 and is about 33 percent finished.
Completion is now expected in 1986.
Washington, D.C.
With diesel fuel supplies on the nation's waterways down to 80 percent
of normal and prices up 100 percent from January, inland fleet operators
asked the U.S. Department of Energy to give them 100 percent of diesel
fuel needs.
Some in the barge and towing industry saw dry tanks by summer.
Slowdown of water transportation would cripple export of U.S. crops"
and create domestic shortages of gas, heating oil, coai,|ct fuel, steel and
chemicals. The Farm Belt upriver would miss their fertilizers and fuel.
Barges and towboats move 22 percent of crude petroleum and its
products in this country. They also move 35 to 40 percent of our
agricultural products for export. Half of the barge traffic moves coal and
.oil.
A Tough Ordeal, But Welfare Plan Gave Him Peace of Mind
The past year was not an easy one
for John Wright. His wife, Janice,
passed away after a very long illness.
And the ordeal took its toll on
Brother Wright as well.
But as he says, "at least 1 know
that Janice had the best of care."
The Union, through the Welfare
Plan, did its best to minimize Brother
Wright's problems.
Alberta, Canada, and a deep sea
sailor for mqre than 45 years.
John's history with maritime
labor goes back to the bitter, bloody
strike of 1934 on the West Coast.
He was initially a member of the
Marine Firemen's Union in San
Francisco. He joined the SIU in
Mot jtcUtU
The doctor and hospital bills for
his wife's care kept coming and
coming. Overall, the bills amounted
to well over $20,000. But because of
the extent of coverage by the
Seafarers Welfare Plan, the prob
lems of bills were completely taken
off his shoulders.
This is what the SIU Welfare Plan
is all about. It's there to provide the
membership not only with financial
security. But to provide SIU mem
bers with the knowledge and
peace of mind, that if one of their
dependents becomes ill, the Welfare
Plan will enable them to get the best
possible medical care available. This
means a great deal, considering the
ever increasing cost of medical care
in this country.
6 / LOG / June 1979
1943. As an SIU member, he has
accumulated 23 years seatime.
Upon his retirement. Brother
Wright, a quiet man, said simply:
"I'll always support my Union."
We wish John, now a resident of
Brooklyn, N.Y., all the best in years
to come.
Pensioner iohn Wright
John Wright realizes this. And in
addition, he singled out the Welfare
Plan staff for "their kindness and
generosity in handling my affairs."
Brother Wright, now 64.years old,
recently retired from the Union.
He's a real old salt, born in Calgary,
Come to HLS.
Upgrade to AB.
Course Starts August 16
To enroll, contact HLS or your SIU
Representative.
�Headquarters
Motes
by SIU Execiilive Vice President
Frank Drozak
A Golden Opportunity for Stewards
Job security.
That's something the SIU has fought hard to create and improve upon
for maritime workers over the last 40 years.
But like a lot of things, job security comes in different forms, and is
achieved in different ways.
Sometimes it^s strictly up to the individual to go after and decide just
how much job security he wants.
The SIU sets up its programs so that a man, through his own initiative
and motivation, can add to the job security he already has.
The new Steward Recertification Program for chief stewards is such a
program.
Did you ever stop to think where a ship would be without a steward
department, or where a steward department itself would be without a
good chief steward?
Quite obviously, a ship couldn't function without the steward
department. And, by the same token, no steward department could
function—and function well—without a good chief steward. So often, the
difference between a good trip and a bad one is determined in the galley;
whether or not the ship's a good feeder.
There's a lot more to the job of chief steward than just seeing that three
good meals are put on the table each day. A good chief steward is
You Can't Afford Not To
manager, nutritionist, an expert on food preparation, and teacher all
rolled into one.
The SIU recognizes that the job of the chief steward is a vitally
important one, and one that carries with it a tremendous amount of
responsibility. It has its own challenges and, like jobs in other
departments, is continually effected by the introduction of new
technology.
It is with these thoughts in mind that the SIU decided to start the
Steward Recertification Program.
Specifically, the six-week program will be a refresher course for chief
stewards and will cover such subjects as inventory control, nutrition,
advanced culinary skills, menu planning, and shipboard inspections by
the Public Health Service. It will also include instruction in first aid and
cardio-pulmonary resuscitation.
But the goals of the program go far beyond the specifics.
First of all, it is hoped that each steward who completes the
recertification program will feel he's more knowledgeable than he was
before; that he's an even better chief steward than he was.
Secondly, and since the chief steward is the guidi'ng force of his
department, the quality of the department itself will be upgraded.
Thirdly, an improved steward department is bound to improve the
quality of life for everybody on a ship.
Then again, brothers, it will help us all. Because, when we improve
things on the ships—making them even better than they already are—it
perpetuates and adds to the good reputation of the SIU.
Job security is built on just that: a good reputation. It's one fact of life
in our business. When we do a good job, people will take notice and will
remember us.
The SIU has built itself up on its reputation over the last 40 years.
The new Steward Recertification Program is a golden opportunity for
those chief stewards who want to increase their job security. It starts on
Sept. 3, so don't wait to sign up.
Youll benefit from the Steward Recertification Program, and the
whole Union will too.
Trustees Drop Vacation
Eligibility to
75 Days for Boatmen
T
The Transportation Institute Towboat Operator Scholarship
Program pays you while you go to school at HLS. It gives
you free room, board and books. It helps you earn wheelhouse time while you learn boathandling skills. And HLS
graduates get day-for-day worktime credit.
You can't afford not to apply for a
Towboat Operator Scholarship
See your SIU Representative or contact HLS for details
HE Board of Trustees of the
Vacation Plan has reduced the
employment time requirements
governing the eligibility for Vaca
tion benefits for Boatmen.
The changes result from action by
the Trustees in their regular review
of the impact of new rules for SIU
benefit plans.
The new rule requires that a
Boatman accumulate 75 days em
ployment with an SlU-contracted
inland company to be eligible to
collect Vacation benefits.
In other words, a Boatman filing
for benefits today needs 75 days on
the boat of an inland company
signatory to the Vacation Plan to get
his Seafarers Vacation check. The
rule became effective May 1, 1979.
The old rule required that a
Boatman accumulate 125 days
employment before filing for vaca
tion benefits.
The 125-day rule was designed
after the Federal Government's
ERISA law governing pensions.
Initially, it was felt that one rule
governing all our benefit plans,
would be in the best interest of the
SIU membership for maximum
protection of the individual member.
However, after a review of the
operation of the 125-day rule, which
went into effect Jan. 1, 1979, the
Trustees felt that a 125 day employ
ment requirement was restrictive on
the Boatmen.
The Boatman, because of the
time-off provisions in SIU inland
contracts, needed an unduly long
time to accumulate 125 days em
ployment.
Take, for instance, the case of a
Boatman working under a collective
bargaining agreement whichprovides
a Boatman shall work 40 days on
and then have 20 days off.
Under this contract, it would take
the Boatman over six months to
accumulate 125 days employment.
This is true for all Boatmen working
a 2-on, 1-off schedule.
However, now under the new 75day rule, it will take the same
Boatman approximately four
months to accumulate the required
employment time for Vacation
benefits (the same time as a deep-sea
member).
When the SIU established the
Industry Wide Inland Vacation
Plan, the goal was to provide
substantial Vacation Pay to Boat
men and to provide it regularly.
The SIU
is confident that the new
/
75-day rule will answer the overall
goal of our Vacation Plan to benefit
our membership.
Deposit in the SIU Blood Bank—
It's Your Life
June 1979 / LOG / 7
�The
Lakes
Picture
^70 wSeason Looks Cvood
The International Association of Great Lakes Ports released a study
last month on Great Lakes shipping and port prospects for 1979. The
Association is predicting that the overall shipping picture for this year
looks very good, both for the Lakes and the St. Lawrence Seaway. The
1978 shipping season on the Seaway was a near-record year, the report
noted. Even though general cargo shipments were way down in 1978, due
to reduction in U.S. steel imports as a result of trigger pricing, active grain
trade offset the decline in steel carriage. This trend is expected to continue
in 1979.
Winter Navigation
The Great Lakes Basin Commission, an eight-state regional planning
group, has issued a formal challenge to the Army Corps of Engineers'
recommendations that year-round navigation on the Great Lakes be
approved by Congress.
A Commission report, made public on May 16 said, among other
things, that the Army Corps of Engineers had overstated the economic
benefits of winter navigation to the Great Lakes region.
A draft report on the feasibility of year-round navigation, eight years in
the making, included the Corps' contention that the extended shipping
season would benefit the nation to the tune of $337 million per year.
Included in that figure is an estimated $261 million in what the Corps
called "transportation rate savings."
The Army Corps of Engineers'draft study, issued in March, advocated
phasing in year-round shipping on the upper Great Lakes. In addition it
would extend the shipping season to 11 months on the Welland Canal,
Lake Ontario and the St. Lawrence River.
The tenure of the experimental winter navigation program expired last
year. The program will be scuttled unless Congress votes to extend it.
St. Lawrence Seaway
As the St. Lawrence Seaway moves into its 20th year, many are
marking the occasion by remembering the Seaway's early days and
evaluating the network's success.
When the Seaway, jointly financed by Canada and the U.S. at a cost of
$400 million first opened in 1959, the Queen of England and thenPresident Eisenhower were on hand for the official opening.
Its 20th anniversary is being feted more quietly. But many are saying
the Seaway's success has far outstripped the hopes of its original planners.
The waterway is not only solvent, but, some advocates contend it has
returned as much as $60 million to the U.S. Treasury.
One of the big selling points of the Seaway and other waterways to
shippers these days is that it is an efficient, economical transit system.
With fuel at a premium, water transport boasts mileage averaging WO ton
miles per gallon compared to 200 for rail transport, 58 for trucks and four
for planes.
The St. Lawrence Seaway network encompasses 16 locks, three rivers,
the five Great Lakes and three smaller lakes in the St. Lawrence. But the
Seaway project itself involved building or upgrading seven locks between
Montreal and Lake Ontario and eight in the Welland Canal.
Chicago
Hearings are scheduled before the House Merchant Marine &
Fisheries Committee and an investigation will be made by the General
Accounting Office into why Chicago's port is underused by both
commercial and government shippers.
An aide to Rep. Bennett Stewart (D-Ill.) said that "quite a few
government agencies are not using the port facilities here." Rep. Stewart
requested the GAO investigation to determine what transportation
modes are being used for government cargoes.
It's the opinion of Rep. Morgan Murphy (D-III.) who requested the
House Committee hearings that "the Great Lakes region has not been the
favorite among Government agencies in commerce."
Daluth
The newest vessel in the Kinsman fleet, the William A. McGonagle,
entered service last month after loading grain in Duluth. The company
will not be running the Kinsman Enterprise or the Henry Steinhrenner.
*
•
*
Another Kinsman vessel, the Harry L. Allen, which was destroyed in a
fire at a Duluth grain elevator last winter, was sold for scrap recently.
«
•
«
The Alastair Guthrie (Kinsman) flooded and her stern hit bottom as
she finished loading a cargo of grain in Duluth harbor recently. The
flooding was caused by a valve malfunctioning. The defective valve
controlled the flow of water coming into the ship's engine cooling system.
Though the flood mark in the ship's engine room reportedly hit 15 feet at
one point, the fact that the harbor was only 27 feet deep kept the Guthrie
from sustaining any serious hull damage when her stern hit bottom. Coast
Guard inspectors said, however, that electrical and boiler equipment
damage was heavy.
Algonac
Number 21 in American Steamship Co.'s SlU-crewed fleet of lakers
will be delivered in late August. The thousand footer is the eighth vessel to
be built under American Steamship's shipbuilding program which was
begun in 1973.
•
*
»
SIU members completed fitout of the L. G. Harriman (Huron Cement)
in early June. The cement carrier, which was built in 1923, was used as a
floating storage silo from 1976 through 1978 when she re-entered active
service.
The SIU is currently in negotiations with Straits Car Ferry on behalf of
the SIU crew of the Chief Wawatam. The negotiations are expected to be
wrapped up some time in June. Last month's Log mistakenly reported
that the SIU was holding contract talks with Straits Transit Inc.
A MESSAGE FROM YOUR UNION
NARCOTICS
WILL
Yoa UP
AND
YOU'LL LO/E
YOUR
PAPERS
FOR
LI FE /
8 / LOG / June 1979
�ijnuJiKjaiii
hinQton
ttl in
Seafarers International Union of North America. AFL-CiO
On the Agenda in
Congress...
Health of Seamen. The House Merchant
Marine and Fisheries Committee is holding
hearings this month regarding the health
and medical care of merchant seafarers.
Included in the hearings will be an
evaluation of the medical standards and
facilities of the U.S. Public Health Service
hospitals and clinics.
Railroad Deregulation. The Senate
Commerce, Science and Transportation
Committee is holding a series of meetings
this month on the Railroad Deregulation
Act. Senator Russell Long (D-LA) will be
chairing the hearings. We will be watching
these meetings closely since they will result
in recommendations on railroad freight
rates which will directly affect the economic
health of the inland waterways industry.
June 1979
Legislative, Administrative and Regulatory Happenings
Carter Signs Anti-Rebating Legislation
President Carter has signed legislation
which will strengthen the provisions
prohibiting rebating practices in the U.S.
foreign ocean-borne trades. The bill was
adopted by a voice vote earlier this month in
both the House and Senate.
During floor debate. Senator John
Warner (R-VA) pointed out that "the
Merchant Marine Act of 1936 declares that
it is the maritime policy of the United States
to have a merchant marine fleet sufficient to
carry...a substantial portion of the waterborne export and import foreign commerce
of the United States." He noted, however,
that "it is now perfectly clear that these
policy objectives have not been achieved
and, in fact, that the U.S. is in the grip of an
accelerating downward spiral."
According to Senator Warner, this bill
would help this situation by giving the
Federal Maritime Commission "the author
ity it needs to do an effective job" of
combating illegal rebating, "a primary
factor in the demise of the U.S. liner fleet."
As passed, this legislation:
1. gives the FMC authority to suspend the
tariff of any carrier which fails to
respond to a subpoena or discovery
order in a rebating investigation;
2. increases penalties for violations;
3. requires certification of a corporate
policy against rebating; and
4. empowers the FMC to assess civil
penalties for rebating violations.
Inland Waterways Scholarship Winners Tour Capital
Water Projects Authorization. The
Senate Environment and Public Works
Committee will be holding a series of
hearings this month regarding a number of
water policy and project proposals. Several
of these proposals will affect the inland
waterways. Senator Mike Gravel (DAlaska) will be chairing the hearings.
Merchant Marine Contracting. The
Merchant Marine Subcommittee of the
House Merchant Marine and Fisheries
Committee held a hearing June 11 on a
proposal to permit negotiated contracting
beyond the June 30, 1979 cutoff for
Maritime Administration sponsored sub
sidy and Title XI programs.
Vessel Sales. The House Merchant
Marine Committee will be holding a hearing
this month on a bill regulating the sale of
U.S.-documented ships.
Ocean Mining. The Oceanography Sub
committee of the House Merchant Marine
and Fisheries Committee will mark up
legislation regarding Deep Sea Mining
sometime this month. Afterwards, the
Mines and Mining Subcommittee of the
House Interior and Insular Affairs Commit
tee will mark up its version of the ocean
mining bill.
Outer Continental Shelf. The House
Select Committee on the Outer Continental
Shelf will continue its oversight hearings on
offshore oil and gas development. Hearings
are scheduled for July 9 and 23.
Panama Canal Authorization. The
Panama Canal Subcommittee of.the House
Merchant Marine and Fisheries Committee
will hold hearings on July 16 and 18 on
Panama Canal Authorization legislation.
Small Vessel Manning. The Coast Guard
Subcommittee of the House Merchant
Marine and Fisheries Committee will
conduct hearings beginning next month on
manning requirements for small commercial
vessels.
Twenty SIU Boatmen came to Washing
ton this month for a first-hand look at
their Union's legislative and political action
organization. The Boatmen came to the
nation's capital from the Harry Lundeberg
School in Piney Point where they are
participating in the Towboat Operator
Scholarship Program.
During their visit, they toured the Capitol
Building where they posed for a photo
before going on to view the House and
Senate chambers. Participating in the
program were: William Morris, Daniel
Baumann, Jose Charriez-Cotto, Daniel
Minnier, Charles West, William Home,
Joseph Carter, Robert Marshburn, Paul
Shipman, and Benjamin Shawn. Also,
Dennis Dietz, Harold Steen, David Frank,
Raymond Noakos, Robert Dallas, Thomas
Duffee, Kevin Brady, Donald Thayer,
Michael O'Donohue and Jerald Augoin.
Accompanying them on their tour were SIU
Legislative Representatives Betty Rocker
and John laccio. Also on the tour were
HLS instructor. Captain Irwin Gros, and
Nick Marrone, Port Agent, Piney Point.
June 1979 / LOG / 9
�ii^^B
Maritiine Industry
News
£1)0 51U in ^Vnsljinntor
House Committees Hold
Hearings On Deep Sea
Mineral Resources
Subcommittees of both the House
Merchant Marine Committee and the
Interior Committee held hearings earlier this
month on the Deep Seabed Mineral
Resources Act.
Phillip Hawkins, representing Ocean
Mining Associates, testified before the
Subcommittee on Mines and Mining that it
would appear advantageous to locate
processing operations in the United States
and retain the protections accorded to
American-flag vessels.
Hawkins warned, however, that the ocean
mining industry must be prepared to face
competition which might take advantage of
low cost energy and other competitive
advantages offered offshore. As a result, he
urged the early enactment of "ocean mining
legislation containing the maximum flexi
bility to compete in a highly competitive
world industry."
Marne Dubs of Kennecott Copper
Corporation testified before the Subcom
mittee on the Merchant Marine. Dubs
praised the compromises reached in the 95th
Congress on ocean mining legislation (H.R.
3350) and stressed the need for a "grand
father rights" clause in the present legisla
tion.
Dubs expressed his support for the
present language in the bill which would
require the mining ves.sel and at least one of
the transport vessels per mine~ site to be
documented under the laws of the United
.States.
T.I. Calls for
GAO Says USCG
Guaranteed Fuel
Should Do Better in
Allocation for Tugs Promoting Safety
The General Accounting Office (GAO)
and Towboats
has made Congress aware in a critical report
The Transportation Institute has re
quested the Economic Regulatory Admini
stration (ERA) to guarantee that tug and
towboat operators are allocated the fuel
necessary to continue the crucial job of
moving energy and farm cargoes by water.
Herb Brand, president of the Wash
ington-based marine transportation re
search organization, said that "without the
guaranteed availability of diesel fuel, tugs
and towboats ... will be unable to provide
this country with essential water transporta
tion service."
Brand, also warned that without the fuel
necessary to operate tug and towboats, "a
crucial link in our energy and foodstuffs
transportation system will be broken."
He pointed to the fact that water carriers
are the most economic and fuel-efficient
mode for the carriage of bulk commodities
and that over 60 percent of these commodi
ties consist of energy products such as coal
and petroleum products and over 10 percent
are farm and food products.
Brand concluded that if the nation's tug
and towboat fleet is not guaranteed its
necessary fuel supplies, "the disruption in
the massive movements of energy and farm
cargoes by water will have a ripple effect in
other essential segments of our industry, not
the least being heavy industry and public
utilities.
Senate Passes MARAD Congress Acts on
Authorizations
Alaska Lands Bill
The Senate, by a voice vote of 85-2, has
passed legislation which authorizes operat
ing funds for a variety of Maritime
Administration programs for fiscal year
1980.
The Senate bill was managed on the floor
by Senator Daniel Inouye (D-HI). He was
joined by Senator John Warner (R-VA),
ranking Republican on the Subcommittee
on Merchant Marine. Senator Warner
spoke in strong support of S. 640 and
concluded his remarks by stating that:
"Unless the Congress of the United
States begins to give greater support to
the U.S. merchant marine...our
country wHl LIO longer have a merchant
marine."
The Senate also accepted by voice vote
two amendments relating to the fishing
industry.
The first, offered by Senator Lowell
Weicker (R-CT), extends the Title XI and
capital construction fund provisions to
shoreside facilities used for landing,
processing, storing and distributing fish.
The second, offered by Senator Ted
Stevens (R—Alaska), would allow states to
qualify as a first mortgager for purposes of
the Merchant Marine Act, 1920. i his means
fishermen would not have to pay a one-half
of one percent annual trustee charge for
loans.
10 / LOG / June 1979
The House of Representatives late last
month adopted legislation which .sets aside
approximately 110 million acres of land in
Alaska as national parks, park reserves,
wildlife refuges and forests. This version of
Alaska Lands legislation (the so-called
Udall-Anderson substitute) was supported
by the Carter Administration and a coalition
of environmental organizations.
Under this bill, approximately 67 million
acres would be classified as wilderness. It
allows mining of valid existing claims, and
requires that the National Petroleum
^serve in Alaska be opened to private oil
and gas leasing.
In the Senate, meanwhile, similar legisla
tion (S. 9 and S. 22) is pending before the
Committee on Energy and National Re
sources.
.SPAD is Ihc Sll''s political fund and our polilical arm in
Washinfpon, O.r. The Sill asks for and accepts voluntary
contributions only. The Union uses the money donated to
SPAD to support the election campaqtiis of leigHlators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SlU to work effectively on the vital
maritime issues in the Cnnftress. These are issues that have
a direct impact on the jobs and job security of all SiU mem
bers, deep-sea. inland, and Lakes.
The SIU urges its members to contmue their fine record
of support for SPAD. A member can contribute to file
SPAI) fund as he or she sees fit. or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purcha.se from the EEC
in Wa.shin);lon, D.C.
that the Coast Guard must step up its efforts
to promote safer marine transportation.
GAO claimed that "increased marine
traffic and volume of cargo, including
hazardous material, has led to a growing
number of serious accidents."
This is why so-called "discrepancies"such
as buoys being offstation, missing aids
relocated without adequate notice, or
structural problems "need to be corrected
as quickly as possible to minimize the risk to
mariners and the possibility of legal action."
GAO disclosed that as of October, 1978,
34 marine accident lawsuits were pending
"with a potential cost to the Government of
almost $29 million."
Among the recommendations suggested
by GAO to improve the Coast Guard's
response to aid discrepancies were:
• Establishing performance standards
based on sound data rather than intuitive
judgment.
• Making greater use of specially trained
and equipped repair teams.
• Reassessing workload distribution for
buoy and construction tender, giving
consideration to transit times and age of
tenders.
GAO also emphasized that the Coast
Guard should exercise its authority to mark
sunken vessels if the owner cannot or will
not do so.
Finally, GAO criticized the Coast Guard
for not evaluating "simpler, less costly
alternatives for vessel traffic management
before establishing vessel traffic service
systems in the ports of New York, New
Orleans, and Houston. This has resulted in
unnecessary expense to the Government and
increased burdens on mariners and the
Coast Guard."
Carter Nominates
Nemirow To Top
Marad Slot
President Jimmy Carter has nominated
Samuel B. Nemirow, as Acting Assistant
Secretary of Commerce for Maritime
Affairs, to fill the slot vacated by Robert J.
Blackwell last April. Nemirow had served
under Blackwell for seven years.
Nemirow, a native of Connecticut, has
been with the Maritime Administration
since 1972, serving in a variety of positions,
including General Counsel, member of the
Maritime Subsidy Board, and Deputy
General Counsel for Maritime Aid
Contracts.
Before joining Marad, he was with the
Department of Transportation and the
Federal Maritime Commission. Mr. Nemi^row holds several awards, including the
Commerce Department's second highest,
the Silver Medal, received in recognition of
the role he played in formulating the
U.S./U.S.S.R. Maritime Agreement.
�LOS
ANGELES
HARBOR
A Look at SlU's Expanded Operations
:-
The Santa Mariana and her three sister passenger ships are regular callers to Los Angeles enroute to South America. SlU-contracted Delta Line bought these vessels
from Prudential Line last year. They are providing scores of new job opportunities to SlU members on the West Coast.
HE SIU has always been an
important presence in the
heavy traffic moving in and out
of the Los Angeles Harbor area.
In the last few years though,
the Union's activities and scope
of representation on the West
Coast have broadened tremen
dously. As a result, hundreds of
new jobs of many varieties in the
L.A. Harbor area have been
created for the meaand women
protected and represented by the
SIU.
SIU members are employed in
passenger and cargo transport, in
service work in the L.A. Harbor,
as well as in nearby shoreside
jobs, to a greater extent than ever
before. And there are as many
reasons for the Union's increased
presence in the area as there are
kinds of jobs for SIU members.
Here are some of them:
• Tanker trade. Alaska's oil
fields yield 1.2 million barrels of
crude a day. Much of that oil is
moved by tanker from Alaska's
north slope to the West Coast.
Many of the tankers carrying
T
Alaskan crude into and out of manning Alaska Construction's has turned out to be tremen
L.A. Harbor are crewed by SIU "crew barges" which function as dously successful and beneficial
living quarters for construction to all concerned.
members.
As a result of the merger,
• Passenger ships. Last year crews while they are building
hundreds of West Coast steward
the SlU-Contracted Delta offshore oil platforms.
Steamship Co. bought Pruden
• MCS merger. The final department personnel now enjoy
tial Lines. Included in the sale details of the Marine Cooks & the job security and protection
were-four passenger ships which Stewards merger with the SIU the SIU offers.
Since the SIU and the MCS
frequently call, at Los Angeles AGLIWD are now completed.
bound for South America or the The East-meets-West unification
Continued on Page 12
Carribean. The Santa Maria.
Santa Mariana. Santa Magdalena and Santa Mercedes., with
their SIU crews, represent a re
birth for the Union's fleet of
cruise ships.
• Tugs and barges. Expanded
job opportunities for SIU Boat
men in L.A. Harbor were made
possible by the activities of SIUcontracted Crowley Maritime..
Overall, Crowley's activities
have opened up 200 jobs for SIU
Boatmen in the company's tug
and barge fleet in Los Angeles. When the SlU-manned passenger ship Santa Mariana (Delta Line) called in the
Crowley boats do shipdocking port of Los Angeles recently, SfU officials Ken McGregor, patrolman (seated left)
work, they bunker ships and are and Joe Goren, co-po'l agent (seated second from left) visited the vessel. Along
involved in lightering tankers with them are the ship's committee, including: Charles Jackson, engine delegate;
Herman Ulrich, educational director; Marvin Garrison, secretary-reporter; Juan
offshore.
Osorio, steward delegate; Al Resendez,sailing reefer maintenance; Herwood
In addition, SIU members are Walters, ship's chairman, and J. A. Rusheed, deck delegate.
June 1979 / LOG / 11
�LOS
ANGELES
HARBOR
Continued from Page 11
have become one Union, we've
consolidated our Union halls
under one roof. In order to better
service the expanded SIU mem
bership we're in the process of
extensively remodeling the
former MCS hall at 350 Freemont St., in San Francisco.
Because of the merger, the
SIU's deep sea membership has
grown. But the merger has also
brought nearly 500 culinary
workers who staff the former
luxury liner Queen Mary under
the SIU banner.
The Queen is now permanently
moored in L.A. Harbor, where
she's used as a floating hotel and
museum. And the former MCS
waiters, busboys, cooks and
kitchen helpers are now repre
sented by the SIU.
Los Angeles harbor is a stopoff point for many SIU members
bound for distant ports. Sea
farers crewing SlU-contracted
Sea-Land and Delta ships are
often seen passing through the
harbor. And SlU-crewed tankers
with their cargoes of Alaskan oil
call there regularly.'
But the harbor is home to
Union boatmen who provide
necessary in-port services. And
for the SIU members represented
by the Union's industrial division
who can be found shoreside in the
L.A. area, working in shops and
factories like Paulsen Wire Rope.
The growth of the SIU in and
around the L.A. Harbor has been
truly significant. That growth has
meant greatly expanded job
opportunities and job security for
SIU seamen, boatmen and in
dustrial workers.
During the days of the gold
rush, California was known as
the golden opportunity state. For
SIU members, the L.A. Harbor
area offers more golden op
portunities now than ever before.
The SIU has greatly expanded its job opportunities for Boatmen in the L.A. harbor area as a result of activities of SIUContracted Crowley Maritime. On the {ug.Howard H, recently in L.A. area are some of the crew along with SIU Patrolman Ken
McGregor, left. They are, (I. to r.): Bill Haynie and Mike Privette, able seamen; Ken Hunt, captain, and Dave Domanque, mate.
Much of the SIU's work in L.A. area has to do with lightering
tankers offshore and bunkering ships. On the job aboard
Barge 203 recently are tankermen Jim Wilson. 'Cft, and
Tom Hultren.
• '-'...A
On the tug Feather River, recently, which is part of the Crowley
operation in L.A. area are young Boatmen William Daughtry,
captain, (left) and Lloyd LaBeach, cook.
•
* V * ' ' 'i "
t3&
i
A happy crew is a good crew. .And the crewcf the lug Spartan appear happy in this photo taken recently before a day's work in
L.A. harbor. They are (I. to r.): N. Forman, mate; J. Luke, able seaman; Ron Echeverio, chef; Steve Warford, captain, and
Andrew Cleland, engineer.
12 / LOG / June 1979
-'V: .i-AC.
�LOS ANGELES HARBOR
The Queeti Mary, once the Queen of the Sea. is still a Queen. But today she's a floating hotel, restaurant and museum anchored in Long Beach. She is manned by
as many as 500 SlU members in the busy summer season working as waiters, bartenders and more.
IV
Aboard the Queen Mary, outside one of the restaurants on the ships are SlU
Aboard the Queen Mary at the seafood bar in the Lady
Hamilton Restaurant are O. Erives, bartender; Mario
Tejeda, cook and Gabriel Juarez, cook.
In the Lady Hamilton Restaurant aboard the Queen Mary are pretty SlU members
(I. toi.) Chris Stratton, Carol Leydon, and Carol Tomich, all waitresses, and Harriet
Tomich, hostess.
The SlU also has industrial shops under contract in L.A. areas including Paulsen Wire Rope. Photo shows four
Paulsen workers along with Jesse Solis, SlU representative, on the left.
On the SlU-manned tug HowardH are SlU Boatmen (I. to r.) D. Domanque. mate; Stig Ehrulund, cook and W.
Haynie. able seaman.
^
Standing outside the wheeihouse of the SiU-manned
tug Guide is Boatman John Boleyn, mate.
June 1979 / LOG / 13
�sss
sa
11
Holding up life ring bearing the name of their tug, Feather River, are SlU Boatmen
Grover Kelley, engineer, and Wayne Katez, mate.
Aboard their hard working tug Guide in LA. harbor are SlU Boatmen Howard
George, engineer, and William Cox, cook.
5'-.
The SlU-manned tug Catano participates in all types of harbor work including
lightering and bunkering. The tug's barge is manned by SlU barge tankermen (I. to
r.) Richard Perkin, John Bradley and Frank Rodriguez.
The SlU-manned tugs Escort and Glory shown tied up in L.A. harbor before going
out for a day's work.
14 / LOG / June 1979
The SlU-manned tug Howard H does a lot of hard work in L.A. as can be seen by
heavy equipment on deck.
SlU Boatmen aboard tug Envoy, which is part of the SlU's expanded operations in
L.A. harbor are (I. to r.) Bob Clinton, mate; Steve McCleary, captain, and Larry
Jamison, cook.
�Capt. Joe Bradshaw (left) and Chief Engineer Jerry Gould working in the dredge's
wheelhouse.
AB Charlie Scherons (right) hands up stores to AB Dave Nrnan,
SlU's New Honey Is Hopper Dredge Sugar island
The new honey of the SIUcrewed dredging fleet these days
is the brand new, self-propelled
hopper dredge Sugar Island.
Built by North American
Trailing Co., she's the second
self-propelled hopper dredge to
be built, owned and operated by
a private company. And the
second to carry a top-to-bottom
SlU crew.
Like her two-year-old twin
sister the Manhattan Island, she
measures 281 feet and has a
loaded draft of \9Vi feet. And like
the Manhattan Island, when the
Sugar Island opens her split hull
and empties her 3600 cubic yard
capacity hopper, she stops traffic.
Both dredges are the end result
of pioneering hydraulic tech
nology. Their hulls are split down
the middle and open so dredged
materials can be dumped at sea.
The hulls are hinged foreward
and aft by special systems that
include hydraulic rams.
Using water pressure, the rams
add an extra measure of control
to the dumping process. They
prevent sudden impacts to the
hull and also hold the hull
bottom steady when it's open, up
to a maximum span of 16y2 feet.
Dredging last month in Gafveston Harbor is the hopper dredge Sugar Island (N. American Trailing).
The Sugar Island, which runs
under 6750 hp, has a 70 foot
dredging capacity. Her two
dredge pump systems each in
clude a suction pipe that mea
sures 27 inches in diameter and a
24 inch discharge pipe which
work at a combined 1700 hp.
She is now working off Galves
ton.
The brand new hopper dredge
is both a source of jobs and a
source of pride to the SIU.
The Union has been working
for the creation of a privately
operated dredging fleet to work
side-by-side with the Army Corps
of Engineers for many years.
The Sugar Island and the
Manhattan Island are the two
solid cornerstones of that fleet.
|p,
galley. Chief Cook Vernon Johnson (left) shows GSU Joe Lebeau the
ropes. He got his chief cook's endorsement at Riney Point last year.
June 1979 / LOG / 15
.1
�LET1EBS
Special Equipment Benefits
TO 1HE EDITOB
latman's Son Wins
$10,000 Grant
My family d I wish to thank the SIU for the many benefits provided
to members i dependents.
We are a ery proud that our youngest son, Lewis, was recently
awarded oni the SIU's Annual $10,000 Charlie Logan Scholarships.
This was qJ a financial relief and will insure the uninterrupted
education oPth our children.
I urge all fmbers to encourage their children with college aspirations
to prepare pselves and apply for the Scholarships.
Sincerely and Fraternally,
Leslie W. Collier III
Coinjock, N.C.
, -
[He's an Engineer Now
As w/h know a college education is a necessity in today's world.
Wheth( be in business, medicine or engineering thCre is a great demand
for edi ed men and women. Unfortunately in this time of financial
stress t ixpense of such an education is immense. Most of the American
middle ss does not have the financial capacity to send their children to
college thout a great deal of sacrifice.
I amrever in the SIU's debt for giving me the opportunity to be one of
those icaied people: The SIU has allowed me to get a well-rounded
educa» in the process of becoming a mechanical engineer.
Thi igineering field encompasses an unlimited range of work. Its
scope iges from nuclear and conventional power plants to the design
and c»truction of submarine support systems.
Asu can see the opportunities for learning and for advancement
facinPe are countless. The SIU Scholarship Program has assisted
mysind others to achieve goals which otherwise would have been
beyqour grasp. I sincerely hope that the Union can continue and
enlafthis program to aid its members and their families. As a recipient
of tlcholarship I consider it a great honour and will strive to reflect this
hoif in my future work.
n I wish to thank the SIU for the opportunity to gain the
ed/ion needed to achieve my personal goals. Without the assistance of
thi afarcr's Union my future would not look as bright as it does right
n(
Very truly yours,
Edward V. Gilaber.t
My thanks to the Union and the Welfare Plan for the check to pay for
my husband's hearing aid. It is so good to have a dependable Union to call
"ours." We are very grateful for everything that has been done in our
behalf. Thanks again. I don't know what we would do without the SIU.
Sincerely,
Mrs. Berry Tippius
Savannah, Ga.
• ^
A Smooth ReHrement
Just a note of thanks and appreciation to the Union for the splendid
job they have done in handling my retirement. I am proud to say I haven't
missed a payday. I appreciate the privilege I have had to belong to a great
Union.
Fraternally,
Delmas A. Cornelius
Uving and Loving If on Penslofi
Hi y'all. I'm living good in Bisbee, Arizona. Plenty of mountains, fresh
air. And no crime. Rent is cheap and jobs available. I'm enjoying every
day on my pension. Miss the sea, though!
Fraternally,
Joe Scaramutz, Retired
Bisbee, Arizona
This QMED can count on a
ford of Thanks From Pensioner
[want to convey my heartfelt thanks to the SIU and especially to the
[farers Welfare Plan for the manner in which this office so efficiently
idled my claims when I became permanently disabled. This was truly.a
: gesture. All I can say is long live the SIU. Thanks again to our
ernational President Paul Hall and the thousands of brother members
lich make up this fine organization.
Fraternally,
Paul Capo, Retired
Metairie, La.
Afofwe to Membm On Job Cnll Protethre
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
« membership certificate
• registration card
16 / LOG / June 1979
• clinic card
• seaman's papers
INLANb
He knows diesel engines . . . He's ready for the diescl-powered
ships that are coming off the ways. He's got job security for
today and tomorrow.
You can have it. too. Just take the diesel engines course for
QMED's at HLS.
It starts July 23
Sign up now!
'' ^
Contact HLS or your SIU Representative.
�Hess
Shaded
By
Umbrella
of
Virgin
Islands
Loophole
The U.S. Virgin Islands are
known to travelers as one of the
world's prettiest vacation spots.
But they are better known to
American seamen as a notorious
haven for oil companies from
U.S. law.
The VirginTslands are exempt
from the Jones Act, which
mandates that all waterborne
cargoes moved between U.S.
ports be shipped on U.S.-flag
vessels. The oil companies, in
particular Amerada Hess, have
taken complete advantage of the
exemption.
In the latest travesty, the
Supreme Court has, in effect,
granted the Amerada Hess Corp.
leave to continue hauling Alas
kan crude to the U.S. East Coast
via its Virgin Islands refinery on
foreign flag tankers.
By their decision not to hear a
suit filed jointly by the SIU, the
American Maritime Assn., and
the Shipbuilders Council of
America, the highest court in the
country has turned thumbs down
on the U.S. flag fleet and the jobs
of hundreds of American sea
men. And they have given Hess
their blessing to continue violat
ing the spirit, if not the letter, of
both the Jones Act and the Trans
Alaska Pipeline Authorization
Act (TAPS).
When the Jones Act was
passed in 1920, the U.S. Virgin
Islands were exempted from its
jurisdiction for a legitimate
reason. The U.S.-flag fleet was
not readily available for service in
the trade at that time.
In 1965, attracted by the V.I.
loophole, Hess built an oil
refinery on St. Croix. That
refinery is now the largest in the
world, capable of handling
600,000 barrels of oil per day.
The overwhelming bulk of the
oil is moved in and out of St.
Croix on flag-of-convenience
tankers.
Moving foreign crude to the
St. Croix refinery may currently
be outside the jurisdiction of the
Jones Act. But moving Alaskan
oil from Valdez to the Virgin
Islands and from the Islands to
the U.S. East Coast on foreign
LOG
Official Publkalion of the Seoforers International Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFl-CIO
June, 1979
Vol. 41, No. 6
Executive Board
Paul Hall
President
Frank Drozak
Joe DiGlorgio
Executive Vice President
Secretary- Treasurer
luiumss
James Gannon
Cal Tanner
Vice President
389
Editor
Mike Gillen
Edra Ziesk
Assistant Editor
Assistant Editor
Marietta Homaayonpour
Don Rotan
Assistant Ei'ditor
West Coast Assistant Editor
Ray Bourdius
Assistant Editor
Frank Cianciotti
Writer! Photographer
Dennis Lundy
Photography
Marie Kosciusko
Administrative Assistant
George Vana
Production!Art Director
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District AFL-CIO 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
uisirici, HFL V,«./,
Brooklyn, N.Y. (ISSN #0160-2047)
tankers is a blatant manipulation
of the law from where we sit.
We think that even though
Hess makes a stopover in St.
Croix to refine the Alaskan
crude, the voyage is essentially a
Valdez-to-East Coast run, and
should be subject to the pro
visions of the Jones Act.
The Court thinks each leg of
the run is a separate trip and each
trip is "outside the coastwise
trade of the U.S."
In addition, Hess' use of a
Liberian-flag tanker in the Alas
kan oil trade violates the TAPS
Act. We pointed out to the Court
of Appeals last year that Con
gress' intent in passing the TAPS
Act was to keep foreign tankers
out of the Alaskan oil trade
". . . for environmental pur
poses."
The Court said no. Stepping
around the issue, the Court
decided that "the most that can
be said is that various Congress
men assumed that... only Amer
ican vessels would be involved in
the transport of Alaskan crude in
the United States."
As far as we're concerned the
Supreme Court has totally
missed the boat. Hess is clearly
maneuvering around both the
Jones Act and the TAPS Act.
And they're violating the job
rights of American workers as
well as the safety of American
waters in the process.
The SIU thinks it's time Hess,
as well as the other oil giants,
were made accountable to the
laws of the United States. If those
laws are so loosely worded that
an oil company can sail a flag-ofconvenience ship right through
their loopholes, then the laws
need to be rewritten. And if the
courts won't do it, then Congress
must.
During the current session of
Congress, legislation to close the
V.I. loophole for the carriage of
pertoleum and petroleum prod
ucts is an important part of our
overall legislative goals.
We're also working on legis
lation which will clearly state that
both the crude and the jobs which
flow from the Alaskan oil fields
belong to the American people.
We want these laws crystal
clear and air-tight. So no Court
can misunderstand them. And no
oil company can violate them.
June 1979 / LOG / 17
�Special Equipment Benefits
My thanks to the Union and the Welfare Plan for the check to pay for
my husband's hearing aid. It is so good to have a dependable Union to call
"ours." We are very grateful for everything that has been done in our
behalf. Thanks again. I don't know what we would do without the SIU.
Sincerely,
Mrs. Berry Tippius
Savannah, Ga.
f
Boatman's Son Wins
$10,000 Grant
My family and I wish to thank the SIU for the many benefits provided
to members and dependents.
We are all very proud that our youngest son, Lewis, was recently
awarded one of the SIU's Annual $10,000 Charlie Logan Scholarships.
This was quite a financial relief and will insure the uninterrupted
education of both our children.
1 urge all members to encourage their children with college aspirations
to prepare themselves and apply for the Scholarships.
Sincerely and Fraternally,
Leslie W. Collier III
Coinjock, N.C.
, -
He's an Engineer Now
As we all know a college education is a necessity in today's world.
Whether it be in business, medicine or engineering thtre is a great demand
for educated men and women. Unfortunately in this time of financial
stress the expense of such an education is immense. Most of the American
middle class does not have the financial capacity to send their children to
college without a great deal of sacrifice.
I am forever in the SIU's debt for giving me the opportunity to be one of
those educated people; The SIU has allowed me to get a well-rounded
education in the process of becoming a mechanical engineer,
This engineering field encompasses an unlimited range of work. Its
scope ranges from nuclear and conventional power plants to the design
and construction of submarine support systems.
As you can see the opportunities for learning and for advancement
facing me are countless. The SIU Scholarship Program has assisted
myself and others to achieve goals which otherwise would have been
beyond our grasp. I sincerely hope that the Union can continue and
enlarge this program to aid its members and their families. As a recipient
of this scholarship 1 consider it a great honour and will strive to reflect this
honour in my future work.
Again 1 wish to thank the SIU for the opportunity to gain the
education needed to achieve my personal goals. Without the assistance of
the Seafarer's Union my future would not look as bright as it does right
now.
Very truly yours,
Edward V. Cilaber.t
A Smoortt Retirement
Just a note of thanks and appreciation to the Union for the splendid
job they have done in handling my retirement. I am proud to say I haven't
missed a payday. I appreciate the privilege I have had to belong to a great
Union.
Fraternally,
Delmas A. Cornelius
Living and Loving It on Pension
Hi y'all. I'm living good in Bisbee, Arizona. Plenty of mountains, fresh
air. And no crime. Rent is cheap and jobs available. I'm enjoying every
day on my pension. Miss the sea, though!
Fraternally,
Joe Scaramutz, Retired
Bisbee, Arizona
This QMED can count on a
great future.
i y *
Word of Thanks From Pensioner
I want to convey my heartfelt thanks to the SIU and especially to the
Seafarers Welfare Plan for the manner in which this office so efficiently
handled my claims when I became permanently disabled. This was truly a
fine gesture. All I can say is long live the SIU. Thanks again to our
International President Paul Hall and the thousands of brother members
which make up this fine organization.
Fraternally,
Paul Capo, Retired
Mletairie, La.
Notke to Members (h Job Call Pntedure
When throwing In for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
clinic card
seaman's papers
He knows diesel engines . . . He's ready for the diesel-powercd
ships that are coming off the ways. He's got job security for
today and tomorrow.
You can have it, too. Just take the diesel engines course for
QMED's^HLS.
It starts July 23
'
"V
Sign up now!
INLAND
Contact HLS or your SIU Representative.
16 / LOG / June 1979
J:
�(
The U.S. Virgin Islands are
known to travelers as one of the
world's prettiest vacation spots.
But they are better known to
American seamen as a notorious
haven fgr oil companies from
U.S. law.
The Virgin Islands are exempt
from the Jones Act, which
mandates that all waterborne
cargoes moved between U.S.
ports be shipped on U.S.-flag
vessels. The oil companies, in
particular Amerada Hess, have
taken complete advantage of the
exemption.
In the latest travesty, the
Supreme Court has, in effect,
granted the Amerada Hess Corp.
leave to continue hauling Alas
kan crude to the U.S. East Coast
via its Virgin Islands refinery on
foreign flag tankers.
By their decision not to hear a
suit filed jointly by the SIU, the
American Maritime Assn., and
the Shipbuilders Council of
America, the highest court in the
country has turned thumbs down
on the U.S. flag fleet and the jobs
of hundreds of American sea
men. And they have given Hess
their blessing to continue violat
ing the spirit, if not the letter, of
both the Jones Act and the Trans
Alaska Pipeline Authorization
Act (TAPS).
When the Jones Act was
passed in 1920, the U.S. Virgin
Islands were exempted from its
jurisdiction for a legitimate
reason. The U.S.-flag fleet was
not readily available for service in
the trade at that time.
In 1965, attracted by the V.I.
loophole, Hess built an oil
refinery on St. Croix. That
refinery is now the largest in the
world, capable of handling
600,000 barrels of oil per day.
The overwhelming bulk of the
Umbrella of Virgin Islands Loophole
oil is moved in and out of St.
Croix on flag-of-convenience
tankers.
Moving foreign crude to the
St. Croix refinery may currently
be outside the jurisdiction of the
Jones Act. But moving Alaskan
oil from Valdez to the Virgin
Islands and from the Islands to
the U.S. East Coast on foreign
LOG
Officiol Publication of the Seoforers International Union of
North Americo, Atlantic, Gulf, Lakes and Inlond Waters District,
AFL-CIO
June, 1979
Vol. -»!, No. 6
Executive Board
Paul Hall
President
Frank Drozak
Executive Vice President
SltlfU PHESSl
Joe DiGiorgio
Cal Tanner
Secretary- Treasurer
Vice President
James Gannon
389
Editor
Mike Gillen
Edra Ziesk
Ray Bourdius
Assistant Editor
Assistant Editor
Assistant Editor
Don Rotan
Marietta Homayonpour
Assistant Editor
IVest Coast Assistant Editor
Frank Cianciotti
Writer! Photographer
Dennis Lundy
Photography
Marie Kosciusko
Administrative Assistant
George Vana
Production!Art Director
Published monthly by Seafarers International Union. Atlantic. Gulf. Lakes and Inland Waters
District AFL-CIO. 675 Fourth Ave.. Brooklyn. N.Y. 11232. Tel. 499-6600. Second class postage
'
paid at Brooklyn. N.Y. (ISSN #0160-2047)
tankers is a blatant manipulation
of the law from where we sit.
We think that even though
Hess makes a stopover in St.
Croix to refine the Alaskan
crude, the voyage is essentially a
Valdez-to-East Coast run, and
should be subject to the pro
visions of the Jones Act.
The Court thinks each leg of
the run is a separate trip and each
trip is "outside the coastwise
trade of the U.S."
In addition, Hess' use of a
Liberian-flag tanker in the Alas
kan oil trade violates the TAPS
Act. We pointed out to the Court
of Appeals last year that Con
gress' intent in passing the TAPS
Act was to keep foreign tankers
out of the Alaskan oil frade
". . . for environmental pur
poses."
The Court said no. Stepping
around the issue, the Court
decided that "the most that can
be said is that various Congress
men assumed that... only Amer
ican vessels would be involved in
the transport of Alaskan crude in
the United States."
As far as we're concerned the
Supreme Court has totally
missed the boat. Hess is clearly
maneuvering around both the
Jones Act and the TAPS Act.
And they're violating the job
rights of American workers as
well as the safety of American
waters in the process.
The SIU thinks it's time Hess,
as well as the other oil giants,
were made accountable to the
laws of the United States. If those
laws arc so loosely worded that
an oil coinpany can sail a flag-ofconvenience ship right through
their loopholes, then the laws
need to be rewritten. And if the
courts won't do it, then Congress
must.
During the current session of
Congress, legislation to close the
V.I. loophole for the carriage of
pertoleum and petroleum prod
ucts is an important part of our
overall legislative goals.
We're also working on legis
lation which will clearly state that
both the crude and the jobs which
flow from the Alaskan oil fields
belong to the American people.
We want these laws crystal
clear and air-tight. So no Court
can misunderstand them. And no
oil company can violate them.
June 1979 / LOG / 17
c.
�SlU N.Y. Port Agent Jack Caffey. left, and Congressman Leo 0. Zeferetti (D;N.Y.)
stand before ttie wreath presented In memory of seamen who gave their lives in
service of the country.
A large crowd was on hand to honor the merchant marine on Maritime Day.
During the ecumenical service in New York's St. Paul's Chapel are, I. to r.. The
Rev. Monsignor Thomas McGovern, New York Port Chaplain: Adm. A. B. Engel,
USCG, (ret.), U.S. Merchant Marine Academy Superintendent: Jack Caffey, SlU
N.Y. Agent: James P. McAllister, McAllister Associates: Captain James Flelshell,
USCG, Captain of the Port of N.Y.: John Bowers, Exec. V.P., I.L.A.: and The Rev.
James R. Whittemore, director. Seamen's Church Institute of New York and
New Jersey.
Maritime Day—Remembering Our Merchant Marine
n impressive and solemn
L ecumenical service, com
plete with trumpet and organ
accompaniment, was held in New
York's historic St. Paul's Chapel
on May 21, honoring merchant
seamen who have given their lives
for the country.
Officiating at the service which
was part of New York's Maritime
Day ceremonies, were the Rev.
Monsignor Thomas McGovern,
port chaplain. New York, and the
Rev. James R. Whittemore,
director of the Seamen's Church
Institute of New York and New
Jersey.
The SIU, represented by N.Y.
Port Agent Jack Caffey, partici
pated in the dedication of a
memorial wreath, which was
followed by one minute of silence
and the tolling of a lone church
bell.
The ceremonies continued a
short time later on the outdoor
plaza of the World Trade Center.
The packed audience was treated
to an impressive musical pageant
put on by midshipmen from the
U.S. Merchant Marine Academy
at Kings Point, N.Y.
A
18 / LOG / June 1979
One of the highlights of the day
was a speech delivered by Rep.
Leo C. Zeferetti, (D-N.Y.), a
solid friend of maritime. Zeferetti
made no attempt to gloss over the
deplorable condition of the U.S.
merchant marine and the mari
time industry in general.
"Unfortunately," said Zef
eretti, "we are no longer a leader
among the maritime nations of
the world." He went on to point
out that the neglect of the
merchant marine has resulted, in
1978, in the loss of "more than $7
billion, which was paid into the
coffers of foreign-flag shipping
companies."
Zeferetti, a strong advocate of
cargo preference legislation,
called for a new merchant marine
that can "meet and beat the
competition by being big enough
and fast enough and dependable
enough to carry its share of the
load. We cannot be satisfied with
merely staying afloat."
New York's Maritime Day
observance closed with the tradi
tional wreath ceremony and
musical response. A wreath in
memory of seamen who gave
their lives in service of the
country was brought before the
speakers' platform by sponsors
representing government, labor
and management.
Maritime Day is normally
observed on May 22, the day the
SS Savanrah, first steamship to
ever cross the Atlantic Ocean,
departed Savannah, Ga. on her
historic voyage in 1819. Cere
monies were held in New York a
day earlier this year to coincide
with its observance of World
Trade Week.
future is Hew
Are You Ready for tt?
yoit CM Bei
Take the LNG Course at HLS.
Course Starts August 20.
See Your SIU Representative or contact HLS to enroll.
�;r^
•'^ippsoi^
-s-v^wji^;^:-.;:
OPERATOR SCHOLARSHIP
Over 100 SlU Boatmen Have Gotten Their Licenses
T
ALKING about the Trans
portation Institute Towboat
Operator Scholarship, SIU Boat
man James Widgeon said, "I just
hope others can go through the
Program and grasp the oppor
tunity."
Grasp the opportunity! Those
are really the key words to keep in
mind. This Program is a unique
chance to improve your job skills.
It's being offered by the Trans
portation Institute in coopera
tion with the SIU and the
Lundeberg School. It's a tremen
dous opportunity for SIU Boat
men.
On the following pages, arti
cles appear about some of the
Boatmen—both young and old—
who took advantage of this
benefit.
The Scholarship Program is a
three-month course during which
you receive a weekly stipend of
$125. Also, your tuition, room,
board, and books are free.
You will be taught by instruc
tors who are dedicated to helping
you get that license. As you will have either gotten better jobs at
see in the following interviews, much higher pay or are well on
the Boatmen were impressed with their way because of the Program.
the quality and dedication of the
Some of them who wanted a
teachers at the Lundeberg School. change, have been able to move
Also, HLS is well equipped for on to other SIU contracted
hands-on training. The School companies. This mobility is made
owns a pushboat, a tug, and easier because there are over 100
barges.
inland companies under contract
An important plus is that all with the SIU. Through the Union
the boathandling time at the Hiring Hall you can move from
School is credited as work time one company to another. With
by the Coast Guard. Further, if the license and the SIU member
you went through the HLS ship in your hand, you're not
Deckhand and/or Tankerman locked into one place.
Program, that time is counted as
In 1978 the Program was
established by the Washington,
work time as well.
A number of Scholarship win D.C.—based Transportation
ners also remarked about the Institute in order to have enough
pleasant surroundings at the capable mates and pilots for the
Lundeberg School. Boatman Institute's member companies.
T.I. is a maritime research and
James James put it this way, "It's
educational organization. It is
a terrific deal all around."
composed of 174 companies
Licensed Boatmen In Demand
involved in inland waters, har
Most importantly, the Pro bors, and deep sea transporta
gram makes your skills more tion.
saleable and gives you greater
Herb Brand, president of T.I.,
flexibility.
said that the companies are very
The Boatmen on these pages happy with the quality of work
manship displayed by the more
than 100 Boatmen who have
completed the course.
"When the Institute estab
lished this Program, it did so
because it felt that the companies'
employees are the best potential
source for obtaining additional
skilled manpower. Our feelings
have proven correct. The grad
uates of the Program have gone
back to the boats and have done
an outstanding job. We could not
be happier about the results of
this unique Program. It is helping
to keep the industry growing."
A class just ended at the School
and another will begin on July
9. The next class after that starts
on Oct. 1.
If you would like to apply for
the Scholarship or would like to
find out more about it, simply
contact your SIU representative
or write to:
Towboat Operator
Scholarship Committee
Harry Lundeberg
School
Plney Point, Md. 20674
It's a ^Don't Miss' Opportunity for inland Members
Juno 1979 / LOG / 19
�>ls Male Vififh Crowley, He's Moving Biggest RO/RO Barges in World
One of the oldest Boatmen to
go through the T.I. Towboat
Operator Scholarship Program is
Brother James S. James.
At 55 when he was in the first
Scholarship class over a year ago,
Brother James realizes that age is
no barrier to upgrading. He just
completed the six-week Celestial
Navigation course at the Harry
Lundeberg School. And he plans
to go back to the HLS to remove,
the tonnage limitation on his
mate's license.
As Brother James put it, that
course plus Celestial Navigation
"gives me the world to go to."
Formerly a deep sea able
seaman with SlU-contracted
Sea-Land Service, Brother James
made use of the Union Hiring
Hall to work for Crowley Towing
and Transportation out of Jack
sonville, Fla.
He now uses the mate's license
he got through the Scholarship
Program to push the world's
biggest roll-on roll-off barges.
Talking about the Program,
Boatman James said, "It's the
finest opportunity in the world
for anybody." He added that the
Lmideberg School has "top
instructors with unlimited pa
tience."
Brother James also remarked
about "the nice setting" at the
School which is located in Piney
Point, Md. He said "the accom
modations and vocational classes
are as fine as can be."
Born in San Antonio, Tex.,
Boatman James now lives with
his wife in Riverview, Fla.
Boatman James James (left) tielps hold up certificate of appreciation given by the first
Scholarship Program class to HLS instructors. Brother James, one of the oldest boatmen
to go through the course, is now a mate with Crowley Towing and Transportation. Holding
the other end of the certificate is Capt. Irvin Gros, an instructor at the Lundeberg School.
Only 23,George Mowbray Soiling
Mate With G&H Towing
Working as a steersman for National Marine on the National Hero, Brother Keith Foil (left) is
shown here with Capt. William J. Greer. Boatman Foil had high praise for both the
Scholarship Program and the help he's getting now from Capt. Greer,
Keith Foii Zeroing In on Pilot's Job
With a Little Help From a Friend
SIU Boatman Keith Foil is
grateful for a number of things
concerning his job.
First, he's glad he applied and
got accepted to the Lundeberg
School Entry Trainee Program in
1975. Second, he's thankful there
was a Scholarship Program
available to help him get his
license. And third, he's very
happy that he got aboard the
same National Marine boat as
Captain William J. Greer.
First things first. Foil was
working as a carpenter in New
Orleans' French Quarter when he
and a friend decided to ship out
to earn some money for a busi
ness venture. At the SIU Hall
Foil was told about HLS. It took
a year but he finally applied and
went through the Entry Trainee
Program.
Foil liked his career as a
Boatman so much he stayed with
it and subsequently returned to
the School for the Inland-West
ern Rivers course and the AB
Tugs and Tows-Any Waters
class.
He then went through the third
Towboat Operator Scholarship
Program. "Without the Scholar
ship I would not have been able
to afford the Towboat Program,"
Foil said. He particulary appre
ciated the teachers at the School
who, he said, "really care."
He also greatly appreciates the
help he's been getting aboard the
National Hero from Capt. Greer.
"This man has done everything in
the world to help me. He helped
me get into National Marine's
Steersman Program. And be
cause we're on the same watch, he
explains everything about the
river to me."
Foil, who is 25 years old, said,
"Capt. Greer is willing to help
people out. It's people like him
that make the Union."
A utility tankerman before he
entered the Scholarship Pro
gram, Brother Foil is now a pilot
trainee and hopes to be a fullfledged pilot in about three
months. With the help of the
Scholarship Program and Capt.
Greer he should be well prepared
for it.
Just as Brother James James
knows you're never too old to
upgrade. Boatman George Mow
bray knows you're never too
young.
Twenty-three years old now.
Brother Mowbray graduated
from the first ToWboat Operator
Scholarship Program over a year
ago. He just completed the
Celestial Navigation course at the
Harry Lundeberg School and he
plans to go back there in October
for the First Class Pilot course.
Sailing as a relief mate with
G&H Towing, Mowbray works
in the Houston and Galveston,
Tex. area. Because of the Celes
tial Navigation course, he hopes
to get a regular boat soon.
He joined the Union in 1977
after completing the Entry
Trainee Program at the Lunde
berg School.
Born in Wilmington, N.C.,
Mowbray now lives with his wife
in Dickinson, Tex.
Commenting on the Program's
advantages Brother Mowbray
noted that he is "making more
money now." He added that he
will be earning even better pay
with both the Celestial Naviga
tion and First Class Pilot courses
behind him.
Boatman Mowbray noted that
he was "impressed with the
Scholarship Program. The in
structors really help if you're
willing to learn. I recommend this
course to anyone who has the
time."
Brother Mowbray summed up
his feelings about the Program
when he said, "It's foolish to pass
it up."
George Mowbray is shown in the wheelhouse of the tugboat used at the Lundeberg School
for training. Brother Mowbray, who recently completed the Celestial Navigation course at
HLS, graduated from the first Scholarship class over a year ago. He is now working relief
mate with G&H Towing out of Houston and Galveston, Tex.
X
niHi
�sm
Boatman Ron Meinke Doubled
His Pay With His License
Going through the T.I. Towboat Operator Scholarship Pro
gram made "a lot of difference"
to Brother Ron Meinke. For one
thing, it "doubled" his pay.
Boatman Meinke was working
as a deckhand for C.G. Willis
when he participated in the
second class. After completing
the Program, he got several jobs
through the SIU Hiring Hall
including his present one with
Express Marine.
Now Brother Meinke is a mate
aboard the Tug Active out of
Camden, N.J. His boat works in
A. graduate of the second class of the
Scholarship Program, Boatman Ronald
Meinke went from deckhand with CG Willis
to mate with Express Marine •
the Chesapeake and Delaware
Bays and goes as far as New York
and Providence, R.I. The
usually pushes a petroleum or
coal barge.
Commenting about the Schol
arship Program, Brother Meinke
said "a lot of men don't seem to
understand the Program. It's
very worthwhile—every bit of it.
I recommend it to anyone who
wants to stay in the business." He
added, "it's the only way to go."
Boatman Meinke says he
believes "in having a good
education." Right now he's
looking into the possibility of
taking more courses at the
Lundeberg School.
A native of Cleveland, Ohio,
Boatman Meinke, who is 37years-old, lives in Virginia Beach,
Va. He joined the SIU in 1972.
Brother Meinke became a
boatman after getting out of the
Navy. He says he's "enjoyed
every minute" of his work. "It's
been good to me."
With his new job as mate and
his plans to upgrade even further.
Brother Meinke's future as a
boatman will continue to be
good.
Boatman James Pope Went From
Deckhand to Pilot With Scholarship
"It's worth more than anything
it may have cost to put it
together," is the way SIU Boat
man James Pope described the
Towboat Scholarship Program.
A graduate of the second class.
Brother Pope used his license to
go from deckhand to pilot with
SlU-contracted Western Towing.
He's now on the Bronco which
mainly works in the Houston,
Tex. area. Brother Pope's boat
loads many of the LASH vessels
that come into Houston.
Pope admits that when he went
to the Lundeberg School for the
Program, "I didn't know what to
expect. I was really surprised.
The School does a tremendous
job."
Since his mother is a teacher.
Brother Pope is familiar with the
teaching profession. He said,
"I was very impressed with the
instructors at the School. Be
cause of the teachers in the
Scholarship Program, anyone
who was willing to apply himself,
could succeed in getting a license."
He added, "considering the
short time they had and the
tremendous amount of material
that had to be learned, the
teachers couldn't have been
better."
^
Only 21 years old, Brother John Brown is already a captain with Crescent Towing of New
Orleans, La. He is shown here in the fall of 1978 aboard the Elizabeth Smith on which he
was a relief captain. Now he's captain of the Jason Smith.
John Brown's a 21-Year-Old
Captain Thanks to Scholarship
"I don't think I would have
been able to go through the
Towboat Operatar Program
without the Scholarship," said
Boatman John Brown.
A very young graduate of the
Program, Brother Brown is only
21 years old. He went through the
first class over a year ago and is
now a captain with SlU-contracted Crescent Towing.
Brown's boat, the Jason Smith,
works between Baton Rouge, La.
and the Huey Long Bridge in
New Orleans.
As a result of the T.l. Scholar
ship Program, Boatman Brown
said he now has "a betterjob with
better money." He was working
as a deckhand with Crescent
when he entered the Program.
Brother Brown had high praise
for the Harry Lundeberg School.
"It's a real fine place. It gives you
so many opportunities. And the
teachers are the best. They take
their weekends off to help you."
Boatman Brown is planning to
go to the HLS for his pilot's
license. He'll be following a
family tradition. "My Dad was a
river pilot and years ago he also
worked for Crescent."
Brother Brown, who lives in
New Orleans, joined the SIU in
that city three years ago, soon
after he graduated from high
school.
Towboat Program Will Help
Dave Marotta Go a Long Way
A pilot now with SlU-contracted Western
Towing. Brother Pope was a deckhand
before he graduated from the second T.I.
Towboat Operator Scholarship class.
Brother Pope, 29, was born in
Waco, Tex. and now lives in
Crockett, Tex. with his wife and
three children.
Asked how he became a boat
man, Brother Pope said he's
always been interested in the
water. He first tried working on a
shrimp boat and then sailed on a
charter fishing boat.
When a friend of his suggested
he become a boatman, he fol
lowed it up. Now, with the help of
the Towboat Operator Scholar
ship Program, he's piloting his
own boat.
As Dave Marotta put it, he left
his job at an electrical appliance
company in Schenectady, N.Y.
because "there was no chance of
advancement."
That's why he eventually went
through the Lundeberg School
Entry Trainee Program, joined
the Union, and took a job with
National Marine.
He didn't stop there. Brother
Marotta participated in the first
Towboat Operator Scholarship
Program. He's now a steersman
for National Marine on the
National Goal The boat runs
from Mobile to Houston and
usually pushes crude oil barges.
Brother Marotta says he "def
initely recommends the Scholar
ship Program" to other Boatmen.
Talking about the Lundeberg
School he suggested that "if a
young man gets a chance to go
to HLS he should take the
opportunity. Through the School
you are able to upgrade at an
earlier age than you would
otherwise."
Brother Dave Marotta, 23 years old, is a
steersman with National Marine aboard the
National Goal.
Marotta himself is 23. After he
had left his job in Schenectady,
N. Y., he went to Florida where he
was working on sailboats.
When he heard about the
towboat industry, Marotta went
to the SIU Hall in St. Louis, Mo.
That led to his application and
acceptance into the HLS Entry
Trainee Program in 1976.
�Without His Scholarship, John Vomer Would Still Be a Deckhand
After River Boatman John
Varner finished the second Schol
arship class, he felt like seeing a
little more of the U.S.
has surely given him mobility as
well as a better job.
As Brother Varner said, if it
wasn't for the Program, "I'd still
He had been a deckhand on the be a deckhand." He added that
Rivers with National Marine. because of the Scholarship, "I've
But through the SIU Hiring Hall been able to broaden my exper
in Piney Point, Md., he found a iences."
Like other Boatmen who have
job on the West Coast.
been through the Program,
At 27 years of age Brother Varner feels that he could not
Varner is a mate in Long Beach have gotten the license on his
Harbor for Crowley Towing and own. "The teachers at the School
Transportation. And in his spare helped give me self-discipline."
time he's basking on the beach He also thinks the "academic
under that California sun.
work really helped."
The T.I. Scholarship Program
Since he plans to continue with
his college studies. Boatman
Varner was particularly pleased
with the college credits he re
ceived while attending the Pro
gram.
Through an agreement be
tween Maryland's Charles County
Community College and the
HLS, college credits can be
earned by successfully complet
ing certain courses.
Boatman Varner received five
credits for the Towboat-Western
Rivers class and eight credits for
the Towboat-Inland Course.
Both of these he completed while
in the Scholarship Program.
Because of the Scholarship Program and
the SIU Hiring Hall, Boatman John Varner is
now a mate in Long Beach Harbor, Calif, for
Crowley'Towing and Transportation,
John Finch: You Can't Beat It, Free Fverything and a License
In discussing the Scholarship
Program, John Finch hit the nail
on the head when he said,
"You're being paid to go to
school."
Besides pointing to the weekly
stipend given to the Program's
participants. Boatman Finch
A graduate of the third Scholarship class,
Brother John Finch is now a mate on the
East Coast with lOT.
noted that tuition, room and
board, and books are free.
Brother Finch, who graduated
from the third Scholarship class,
said the Program "is very good
for young and old—for anyone
willing to learn."
A mate now with the SlU-contracted Interstate and Ocean
Transport on the East Coast,
Finch had been an ordinary
seaman with Harbor Towing
when he entered the Program.
On his present boat, the IVycotnico. Brother Finch is pushing
oil barges on the Chesapeake Bay
and its tributaries.
Boatman Finch decided to
switch from Harbor Towing after
receiving his 200-mile ocean
mate's license since that endorse
ment will be more useful with
lOT.
Twenty-three years old. Bro
ther Finch was an entry trainee at
the Harry Lundeberg School in
Scholarship Program Made
Fred Shiferdek a Chief Mate
The T.I. Towboat Operator
Scholarship Program "gets you
what you want if you apply
yourself," said Brother Fred
Shiferdek.
Well Boatman Shiferdek did
apply himself during the first
Scholarship class and now he's
working as chief mate for Crow
ley Towing and Transportation.
Brother Shiferdek, who was an
AB for Crowley when he entered
the Program, works on the
Jacksonville, Fla. to Puerto Rico
run.
Shiferdek first joined the SIU
in 1965 and initially sailed deep
sea in the deck department. He
later switched to the towing
industry.
Brother Shiferdek became
familiar with boats at an early
age. His father was a fisherman in
22 / LOG / June 1979
A chief mate for Crowley Towing and
Transportation, Brother Fred Shiferdek was
an AB for the company when he entered the
Program.
the Florida area and so Shiferdek
was "raised on a boat."
Born in Jacksonville, Boatman
Shiferdek now lives with his wife
and daughter in St. George, Ga.
which is not far from the Florida
border. He is 35 years old.
1975. He had heard about the
School through a brother who
attended HLS and told him "it
was really great."
Another of Finch's brothers,
Stewart, completed the fourth
Towboat Operator Scholarship
Program. The brothers are
following in their father's foot
steps. He's also an SIU Boatman
for Harbor Towing.
Born in Washington, D.C.
Brother John Finch is now living
in Millersville, Md.
NBC Has a Winner In Scholarship
Grad James Widgeon
James Widgeon wanted to
follow in his brother-in-law's
footsteps and see the world.
That's why he went through the
Lundeberg School Entry Trainee
Program in 1972.
Well, Brother Widgeon didn't
quite make it around the world.
In fact he didn't make it past the
Eastern Seaboard. But he's sat
isfied.
After working deep sea for
three months, he became a
Boatman for SlU-contracted
NBC Lines and has been with the
company for 6'/2 years.
Following completion of the
Scholarship Program, Brother
Widgeon received his license and
soon went from deckhand to full
time mate and relief captain. He
usually works on the Martha M
traveling from Norfolk to Balti
more and Philadelphia. The boat
pushes old Navy LST barges
carrying containerized cargo and
roll-on roll-off cargo.
Widgeon noted that the extra
money he earns in his new job is
"very helpful."
Talking about the Scholarship
Program he said, "it was out
standing. Ninety percent of it for
me was getting along with the
people. And the teachers therewere great. They gave help
whenever I needed it."
An SIU Boatman with NBC Lines on the
East Coast, Brother James Widgeon
became a fulltime mate and relief captain
for the company soon after completing the
Scholarship Program.
He also added that the "setting
at the Lundeberg School was
very pleasant."
In 1972 Brother Widgeon had
gone through the General Edu
cation Development Program at
the HLS and received his Mary
land high school diploma.
Boatman Widgeon, who is 23
years old, was born in North
hampton County in Virginia. He
now lives with his wife in Chesa
peake, Va.
SECURITY IN UNITY
�At Sea 1/ Ashore
SS Jacksonville, SS Seattle
Eight U.S. sailboats set to compete in the Pan American Games next month
in Ponce, P.R. sailed aboard the containerships SS Jacksonville and SS
Seattle to the port of San Juan recently.
The Federal Maritime Commission (PMC) okayed the carriage as a courtesy
to the U.S. Olympic Sailing Committee.
After sea trials in Newport, R.I., six of the boats were loaded onto the 504foot Jacksonville in 35-foot containers at Port Elizabeth, N.J.
Two other 14-foot Snipe class sailboats were loaded onto the Seattle in the
port of Jacksonville.
Delta Line Ships
From July 6 to 16, the ST Del Sol will sail from the Gulf to Conakry, Guinea
with a cargo of 630 metric tons of bagged wheat flour and 7,930 metric tons of
milled rice.
Also from the Gulf on two voyages to Puerto Cortes, Honduras, the ST Delta
Mar in the middle of July and early August will carry 2,300 metric tons of bulk
wheat. The ST Delta Sud in late August will carry 1,900 metric tons of bulk
wheat to the same port.
From Sept. 1-14, the ST Delta Norte on the same run will haul 1,400 metric
tons of bulk wheat.
Early this month, the SS Delta America loaded with 1,000 tons of general
cargo, ran aground 232 miles southwest of Kingston, Jamaica.
It was reported that two tugs were hired to refloat the vessel. And a 1,900
ton coaster chartered to help lighten the ship.
Staten Island (N.Y.) USPhlS Hospital
A new plaque honoring the U.S. merchant mariners who died while on duty
in peace and war has been dedicated here. It is located at the hospital's main
entrance near the flagpole.
Waterman Steamship
.last month. Waterman applied to MARAD for a Title 11 construction
subsidy for 150 single skin LASH barges worth $14,617,200.
The 61'/2-ioot long, 31-foot, 2 inches wide and 13-foot deep barges will be
built at the Equitable Shipyards in New Orleans or Madisonville, La.
Forty will be delivered in December, 72 in March and 38 in May.
Washington, D.C
The Transportation Institute (TI) a maritime research organization, is
publishing a new magazine "to inform and educate" the public on the U.S.
merchant marine.
It's named the "U.S. Flag." And its first issue focused on the merchant fleet
and national defense. The study found Uncle Sam vulnerable at sea because
of U.S. reliance on foreign ships and strategic materials (like oil) and the
growth of the Communist merchant fleets.
VLCC Massachusetts and ST Banner
Awarded the Jones P. Devlin Safety prize last month for the second year of
accident-free operations were the VLCC Massachusetts and the ST Banner
(both lOT).
The award was made by the American Institute of Merchant Shipping
(AIMS).
American President Lines
SIU steward department people aboard American President Lines (APL)
ships will be sailing to China late this year or in early 1980.
The company recently bought three former Pacific Far East Line ships to
replace smaller vessels.
Last month APL containerships Presidents McKinley, Polk and Van Buren
won the company's annual Fleet Safety Award for logging a combined
1-million plus crew hours and 376,343 nautical miles sailing into 244 ports with
no lost time accidents in 1978.
One officer and a crewmember in the 20-ship APL fleet saved the lives of two
passengers last year with the Heimlich Maneuver when food lodged in their
windpipes at meals.
San Juan
A fifth RO/ RO ship has been added to the fleet of the Navieras de Puerto Rico
(PRM), the 1974-built SS Caguas, c\-SS El Taino. She can carry 385 trailers
and 150 vehicles from here to Jacksonville.
The company's SS Ponce and 55 Bayamon will be refitted.
Merchant Marine Essay Winners
Maritime Overseas presented $500 last month to high school student Eli
Veitzer of the San Diego Propeller Club of the U.S. for his winning essay "The
U.S. Merchant Marine—An Essential Economic Factor" in the club's annual
Harold Harding Memorial Contest.
Sea-Land gave $250 to John Yong-Hwan Hong of the Honolulu Club for his
winning essay.
Waterman gave essay wirmer Sheryl E. Causey of the Georgetown (S.C.)
Club a cruise from New Orleans to Europe.
Delta Lines gave winner Mark E. Goza of the Baton Rouge (La.) Club a trip to
South America.
APL gave Carolyn Hadley of the Golden Gate (Calif). Club and Kim Yen Thi
Nguyen of the L.A.-Long Beach Club trans-Pacific voyages.
American Commercial Barge Line (ACBL) awarded Sandra L. Skaggs of the
Paducah (Ky.) Club a boat trip up the Mississippi from St. Louis to
Minneapolis.
Hannah Waterways gave Great Lakes trips to Tina L. Lewis of the
Wilmington (N.C.) Club and to Karen A. Yeh of the Savannah (Ga.) Club.
El Paso Southern Committee
Grouped on the fantail of a launch alongside the LNG ElPaso Southern (El Paso
Gas) at the end of last month are herShip'sCommitteeand a crewmember of (I. tor.)
QMED Tony De Cande; with the SIU since 1944: Deck Delegate Paul Butterworth,
Recertified .Bosun Ballard Browning, ship's chairman; Baker James Morgan,
steward delegate (with the SIU since 1945) Chief Steward Harry Huston, secretaryreporter and QMED Bob Hemming, engine delegate. The LNG paid off at Cove
Point, Md.
June 1979 / LOG / 23
�New Steward Recertification Program Set To
The dates have been set and the
course mapped out for the new
Steward Recertification Pro
gram.
The first class is scheduled to
start Sept. 3 at the Harry
Lundeberg School in Piney
Point, Md. Two other classes will
be held this year. Eight sessions
are set at six week intervals from
Jan. 6 through Oct. 27, 1980.
Applicants for the Steward
Recert Program must have class
"A" seniority and meet one of the
following eligibility requirements
a'^ formulated by the Seafarers
Appeals Board:
• three years seatime in a rating
above 3rd cook or assistant cook
with at least one of the three years
as chief cook, or;
• four months seatime as 3rd
cook, assistant cook or higher,
plus four months as cook & baker
or higher, plus four months as
Chief Cook, with certificates of
completion from HLS for each
course, or;
• nine months seatime as 3rd
cook or assistant cook plus four
months as cook & baker plus four
months as chief cook with HLS
certificates for cook & baker and
chief cook courses, or;
• nine months seatime as 3rd
cook or assistant cook, plus nine
months as cook & baker, plus
four months as chief cook with an
HLS certificate for the chief cook
course.
A specially elected three-man
committee of qualified stewards
will select the Recertification
Program participants.
Each class of eight will spend
six weeks at HLS sharpening up
cooking, baking and food prep
aration skills in the school's fully
equipped, modern galleys. The
program also stresses nutrition,
shipboard sanitation, storing
goods and inventories, how to
work with the often confusing
metric system as well as firefighting and first aid instruction.
As the top-rated man in his
department and a member of his
ship's Union committee, a chief
steward should also he know
ledgeable about what's going on
in the Union and the industry.
quarters in New York for semi
nars in industrial relations.
The Steward Recertification
Program pays off for everyone.
So after the HLS-based train
ing session, each class in the
Steward Recert Program will
spend two weeks at SIU head
STEWARD DEPARTMENT RECERTIFICATION PROGRAM
ATTACH
APPLICATION
(Please Print)
PHOTO
HOME PORT:.
DATE:
NAME: (In Full).
Middle
First
Last
(
ADDRESS:
Code Phone
City, State, Zip
Street
)
DATE OF BIRTH:.
SOCIAL SECURITY NO.:.
PLACE OF BIRTH:.
BOOK NUMBER:
HEIGHT:
PRESENT SENIORITY STATUS:.
WEIGHT:
DEPARTMENT:
EYES:
RATING:
HAIR:
LAST SIU CLINIC CARD DATE:.
No
AMERICAN CITIZEN? Yes
Place:
Certificate No.:
Alien Registration No.:
IF NATURALIZED, Date: _
IF ALIEN, Type of Alien:
I hereby request to participate in the Steward Department Recertification Program for Chief Stewards.
DO YOU HOLD A U.S. COAST GUARD ENDORSEMENT AS A LIFEBOATMAN IN THE U.S. MER
CHANT MARINE?
YES
NO
DATE RECEIVED
DO YOU HOLD A MARITIME ADMINISTRATION FIRE-FIGHTING CERTIFICATE?
YES
NO
DATE RECEIVED
HAVE YOU ATTENDED ANY OF THE FOLLOWING PROGRAMS?
AFTS/HLSS ENTRY PROGRAM:
YES
NO
FROM
TO
PORT
HAVE YOU ATTENDED ANY STEWARD DEPARMENT UPGRADING PROGRAMS AT THE H.L.S.S.?
YES
NO
FROM
TO_
PROGRAM
EDUCATION
Name
Highest Grade
Completed
Yes
No
Grammar
(
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Junior High
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High School
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College or Univ.
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Trade Schools
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OVER —
24 / LOG / June 1979
Graduated
Type of Course
�Get Under Way Sept. 3^ 1979
Through the specially designed
courses the program offers,
recertified SIU stewards will be
the best trained in the industry,
And the Chief Stewards who go
through the program will be
working their way towards topnotch job security.
For Steward Recertification
applications, talk to your SIU
representative, or contact your
local Union hall.
SERVICE REQUIREMENTS
ALL CANDIDATES MUST HAVE SEATIME AND/OR TRAINING IN COMPLIANCE WITH ONE OF
THE FOLLOWING:
Chief Stwd.
a. three years seatime in a rating above 3rd Cook or Assistant Cook one year of which shall be as Chief Cook or,
b. four months seatime as 3rd Cook or Assistant Cook or higher, four months seatime as cook and baker or higher,
four months seatime as Chief Cook and hold HLS certificates of completion for each program, or
c. nine months seatime as 3rd Cook or Assistant Cook or higher, four months seatime as cook and baker or higher,
four months seatime as Chief Cook and hold HLS certificates of completion for the cook and baker and Chief
Cook programs, or
d. nine months seatime as 3rd Cook or Assistant Cook or higher, nine months seatime as cook and baker or higher
and four months seatime as Chief Cook and hold an HLS certificate of completion for the Chief Cook program.
\
.• m
!
^ r
LIST SEATIME REQUIREMENTS
Year
Vessel
Company
Rating
Signed on
Signed off
Number
of Days
-to.
.to.
.to
-to.
-to.
to.
to.
to.
to
TOTAL:
List one (1) day's seatime in last six (6) mo. & ninety (90) days in last calendar year.
.PORT:.
DATE:.
.SIGNATURE:.
At the meeting of the Steward Dept. Selection Committee, held on.
Brother
^has been—
(Full Name in Ink)
(Approved or Disapproved)
for entry into the Steward Dept. Recertification Program for.
SELECn-ION COMMITTEE
30
(Chairman)
June 1979 / LOG / 25
�; •,- .ro f:
!n!i<aBSBS>?«sis»«®«'sisas^^
m jii!ij.m,u.i»j ' mi<n
I;B.BI!I,]WIJI.LI
-v
SIU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Cal Tanner
Lindsey Williams
HEADQUARIERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
Dispatchers Report for Deep Sea
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
ALPENA, Mich
MAY 1-31,1979
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
11
107
10
18
23
6
21
86
34
58
25
43
8
100
13
1
564
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
0
32
4
7
4
4
4
18
13
8
4
8
3
16
0
0
125
0
5
2
3
7
6
2
5
1
6
8
15
0
13
0
0
73
10
84
12
40
32
5
20
74
37
80
12
22
13
105
16
2
564
4
60
11
28
7
5
11
31
14
20
4
9
7
40
11
0
262
2
9
2
4
14
2
1
7
2
10
3
11
1
18
0
1
87
4
143
7
27
18
12
28
129
46
57
46
81
18
136
0
1
753
2
35
4
5
7
2
3
31
14
5
11
10
2
22
0
0
153
1
10
1
4
2
4
3
14
4
3
13
19
0
13
0
0
91
1
115
12
22
22
7
32
117
38
40
22
48
15
92
0
1
584
2
49
8
9
6
3
10
20
16
12
8
10
3
24
0
1
181
2
13
0
0
0
2
0
2
2
3
6
5
0
9
0
1
45
2
59
4
11
17
4
17
63
30
36
23
29
11
61
0
0
367
1
21
1
4
3
2
0
10
4
4
4
6
1
5
0
0
66
1
8
2
0
1
1
0
1
0
7
1
7
2
4
0
0
35
8
164
21
30
13
16
21
83
38
32
41
38
20
81
0
1
607
6
189
4
34
13
10
6
39
11
47
99
54
16
60
0
1
589
1,00>
760
ENGINE DEPARTMENT
Port
1
73
7
9
18
5
26
73
23
40
8
31
11
56
11
1
Boston
New York
Philadelphia
Raltimnre. =
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
4
32
7
8
8
3
3
20
11
13
6
• 8
2
17
0
1
143
0
7
0
0
3
1
0
4
1
3
2
3
1
5
0
0
30
Port
1
68
9
30
13
1
17
40
16
56
7
16
9
67
13
1
364
6
54
10
13
13
4
9
31
6
11
4
11 ..
7
32
11
0
222
0
3
1
2
6
2
0
3
2
2
0
7
2
6
0
0
36
STEWARD DEPARTMENT
2
34
3
4
12
3
7
38
15
16
5
14
7
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama .".
Totals
1
12
0
4
3
0
0
4
2
1
2
4
1
3
2
0
39
4
0
192
1
2
3
1
3
1
0
0
0
9
1
2
1
2
0
0
26
Port
Boston
NewYofk
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
TOTAL SHIPPED
All Groups
Class A Class 8 Class C
5
52
3
20
12
1
17
46
14
28
5
8
6
36
4
0
257
0
34
5
11
8
1
7
17
6
12
1
5
5
22
24
2
160
0
4
2
8
16
1
0
9
0
34
0
12
2
25
0
0
113
ENTRY DEPARTMENT
0
31
3
18
9
2
11
^
1
9
5
1
165
Totals All Departments
6
104
23
21
13
11
19
51
25
33
17
21
17
67
44
0
472
4
70
4
17
19
7
2
24
7
35
48
35
5
41
0
1
319
0
0
0
1
34
6
24
11
5
10
37
17
32
7
25
21
31
0
1
262
779
448
1,185
644
236
1,966
•'Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" medns the total number of men registered at the port at the end of last month.
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio'
1290 Old River Rd. 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, NJ.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex
534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Juncos,
Stop 20 00909
(809) 725-6960
SEAITLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
408 Avalon Blvd. 90744
(2lJ) 549-4000
YOKOHAMA, Japan . . . . P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
West Coast Stewards Halls
HONOLI LI!, Hawaii ... 707 Alakea St. 96813
(808) 537-5714
PORTLAND, Or
421 S.W. 5th Ave. 97204
(503) 227-7993
During the month of May, shipping was excellent for SIU deep sea members. A total of 2,065 jobs were shipped through the
Union's network of hiring halls. Overall, the 2,065 figure is an increase of 236 jobs over the previous month. What is especially
significant is that of all the jobs shipped in May, only 1,185 were filled by "A" seniority people. Basically, this'mcans that
shipping is good to excellent for all SIU members, no matter what their rating or seniority is in the Union. It means job security
for all deep sea members.
26 / LOG / June 1979
WILMINGTON. Ca. . .408 Avalon Blvd. 90744
(21.^) 834-8538
SAN f RANCISt'O, Ca. 350 Fremont St. 94105
(415) 543-5855
.
J
�3-Year Contract Won For Boatmen at Harbor Towing
The SIU has negotiated a new
three-year contract with the
Harbor Towing Co., of Balti
more, bringing substantially
increased wages, pension and
welfare benefits to Boatmen who
work on the company's tugs and
barges.
In addition, the SIU has
succeeded through this contract,
in bringing the benefits of the
SIU Industry Wide Inland
Vacation Plan to these Boatmen.
Harbor Towing operates tugs,
a harbor boat and barges in the
Baltimore area.
In addition to increased wages
and a built-in cost of living
adjustment (COLA), the contract
provides for new major medical
coverage, and a greatly increased
death benefit.
Effective June 1, 1979, Harbor
Towing Boatmen planning on
retirement will be eligible for a
$50 per month increase in
pension, raising the monthly
pension benefit from $340 per
month to $390 per month. To get
this increase, the employee need
only accumulate 125 days em
ployment after June 1, 1979.
Effective June 16, 1980,
Harbor Towing employees will
receive an additional $50 increase
in the pension benefit bringing it
up to $440 per month.
Ni
To qualify for this increase, the
Boatmen need only accumulate
125 days employment after June
16, 1980.
In addition to the increase in
the basic pension, the SIU also
succeeded in gaining the Early
Normal Retirement Pension
benefit (20 years employment
time at 55 years of age) for these
Boatmen for the first time.
Because these Boatmen now have
the Early Normal Pension, they
also qualify for the Early Normal
Pension Increments program and
the Special Pension Supplement
Program for employment time
accumulated after June 1, 1979.
The Increments Program
provides that once the Boatman
qualifies for the Early Normal
Pension, he can get an additional
amount, or increment, on top of
his monthly pension for every
additional full year (365 days)
that he works. He can get a
maximum of seven increments.
Each increment is worth $25 per
month increase in the pension.
The Pension Supplement
Program provides one full year of
Pension benefits in a lump sum as
a bonus to the eligible Boatman
who works two full years (730
days) after qualifying for the
Early Normal Pension.
The new Death Benefit cover
age provided for active Harbor
Towing employees has been
greatly increased according to
terms of the new contract.
Whereas $5,000 used to be the
maximum benefit, families can
now receive graduated benefits as
high as $20,000 in the event of an
active member's death.
Major medical coverage for
dependents of Boatmen have also
been won. Major medical pro
vides 80 percent of all charges
over and above expenses covered
by the basic Welfare Plan. This is
a milestone gain for these
Boatmen.
Improvements have been real
ized in other areas as well. The
new contract provides for an
increase in the optical benefit (to
$40), extended coverage for
dependents who are full-time
students (from 19 to age 25), and
payment for emergency treat
ment received in a doctor's office.
With the backing of the SIU,
employees of Harbor Towing
have won a contract that will
further improve the quality of life
for them and their families.
•*
7
The team that negotiated the new three-year contract with Harbor Towing Co.
Pictured, front row, I. to r., are Boatmen Curtis Hintze, Matt Wesley, and Gerard
Tyler. Back Row, I. to r., George Costango, Baltimore port agent, and Boatmen
Arthur Kinsella, Mike Furman, Gerry Cifarelli, and Stanley Knopp.
New 3~Ye&r P&ct Bnrsgs Inland Vacation Plan to Hannah Boatmen
The SIU has wrapped up a solid,
new three-year agreement for SIU
Boatmen who crew Hannah Inland
Waterway Corp.'s Great Lakes fleet
of tugs.
The package includes substantial
wage increases over the three years
of the agreement, as well as im
proved welfare and pension benefits.
The agreement also includes firsttime coverage for Hannah Boatmen
under the SIU's Inland Vacation
Plan.
In less than three years, the SIU
has achieved coverage for nearly 95
percent of all SIU Boatmen under
the Inland Vacation Plan.
The Hannah agreement covers 50
Boatmen who work the six active
tugs in Hannah's fleet which are
involved in oil and petro-chemical
transport. The ice-breaking tugs run
year-round in the Great Lakes area.
But the company's primary contract
is to keep the region's Edison power
plants supplied with fuel.
With the new contract, Hannah
employees join other SIU Boatmen
in receiving the best vacation
benefits in the industry under the
Union's Inland Vacation Plan.
The new contract also makes
Hannah employees eligible for a
major increase in pension benefits.
In addition, through increased
employer contributions to the
Seafarers Welfare Plan negotiated
by the Union at the bargaining table,
Hannah Boatmen are now entitled
to greatly expanded welfare cover
age for themselves and their families.
Boatmen Crew New Tug Laura Haden in Galveston
The tug Laura Haden, the
second of 11 new boats to be built
for Texas-based G & H Towing
Co., was crewedhy SIU Boatmen
earlier this month in Galveston.
The first boat in the series, the
Titan, was delivered to the
company in April. Three more
tugs are presently on the ways at
the Diamond Shipyard in Savan
Waterman to Build nah, Ga.
All 11 tugs will be of identical
its Third RO/RO
construction and horsepower
The Waterman Steamship Corp. will (3,200), and will carry a crew of
build its third roll on/roll off.
nine.
Construction subsidy was okayed last
Of the three new tugs now
October to build the first two
ships at the Sun Shipbuilding and under construction, the first is
Drydock Co. in Chester, Pa. The third due out in about six weeks. As
yet, she's unnamed. The other
ship will cost $73 million to build.
She will be able to carry 1,500 20-foot two tugs are due out in six to
.containers on the Gulf-Indian Ocean eight months.
run. The others will.sail on the GulfAll of the new G & H harbor
Northem Europe run.
Waterman is also in the process of tugs will operate ouL of Galves
ton, Texas.
building two LASH ships.
Part of the crew of the new Laura Haden are, I. to r., J.R. Branch, mate; J.L. Payne,
chief engineer; S.H. Lederman, deckhand; and David Tisdale, deckhand.
June 1979 / LOG / 27
V.1ST?A
�ti
Retail Clerks, i^eafcufters Merge: Biggest in AFL'CIO
A milestone in labor history was
reached this month as the Retail
Clerks International Union and the
Amalgamated Meatcutters &
Butcher Workmen voted to merge
their unions into the United Food &
Commercial Workers.
The new UFCW, with a collective
membership of close to 1.3 million,
is now the largest AFL-CIO af
filiated union.
The nearly unanimous merger
votes, capping seven years of onagain, off-again negotiations, were
taken at what were to be the final
conventions of the Retail Clerks
and the Meatcutters as separate
unions.
Following the ratification votes,
delegates met together in Wash
ington, D.C. to launch the founding
convention of the infant union.
President Jimmy Carter, AFLCIO Secretary-Treasurer Lane
Kirkland and SIU head and AFLCIO Senior Vice President Paul
Hall were on hand to hail the
historic merger along with other
prominent labor and political lead
ers.
This is a "notable achievement,
not just for the labor movement,
but for our country," President
Carter told UFCW convention
delegates.
Serving as temporary chairman
of the merger convention Lane
Kirkland told cheering delegates
that in today's world, the labor
movement, "needs all the unity we
can muster."
Kirkland then yielded the chair to
William H. Wynn who will serve as
President of the new UFCW. Wynn
had been President^ of the Retail
Clerks since 1977.
Harry R. Poole, President of the
Meatcutters since 1976, was
named one of two UFCW Executive
Vice Presidents, along with Thomas
G. Whaley, formerly Secretary-
Treasurer of the Clerks. Samuel J.
Talarico, who was SecretaryTreasurer of the Meatcutters, will
hold the same post in the UFCW.
In his first speech as UFCW
President, Wynn admitted that the
new name still sounded a little
strange. But "in short order," he
predicted, "we will not only be
comfortable with our new name
but proud of it and of our merged
unions."
The UFCW will be "a dynamic
organizing union," Wynn prom
ised. "Combining of resources will
produce more effective service to
the membership."
NLRB Upholds SIU, MFU, SUP in Valerie F. Beef; Await Injunction
The National Labor Relations
Board has upheld the contention
that West Coast .seamen who had
manned the integrated tug barge, the
Valerie F, were entitled to their jobs
back.
NLRB Regional Director Natalie
Allen found that the employers
operating the Valerie F had unlaw
fully discriminated against members
of the former Marine Cooks &
Stcwa.rds Unio.n, Ihe Sailers Union,
Marine Firemens Union and the
Marine Engineers Beneficial As
sociation.
Director Allen said the Board will
seek a Federal Court injunction
barring the employers from hiring
only persons from the Masters,
Mates and Pilots, for all jobs on the
tug, from Captain to messman.
In addition to upholding the
unions' claims, the Board dismissed
counter charges by the employers
and MMP that the West Coast
unions were themselves being
unfair.
Both the tug and its barge have
been idled for the past month, as
members of the SIU Pacific and
A&G Districts, along with the
MEBA, maintained round-theclock picketing. The tug itself is
being picketed in San Francisco
while its loaded barge is being
picketed in the port of Stockton,
Calif.
Until earlier this year, the Valerie
F was manned by unlicensed deck,
engine and stewards from the SUP,
MFU and MCS (now SIU), licensed
engineers from the MEBA and
mates from M M P. The vessel carries
bull rice from California to Puerto
Rico and chemicals on its return
voyage.
In March of this year, the boat
was laid up in -Jacksonville for
repairs and the crew paid off.
Several weeks later. Bulk Foods
Incorporated, announced the trans
fer of the vessel to a new company.
However, when it was reactivated,
only crew members were hired who
claimed to be members of the
Masters, Mates and Pilots. Even the
Cook and messman where said to be
members of the MMP, in addition
to members of the unlicensed deck
and engine departments and mem
bers of the licensed engine de
partment.
Total employment went up by
144,000 workers to 96,318,000
working last month. The overall
labor force increased by 136,000
workers to 102,247,000. The small
gain in employment was far below
the 350,000 monthly average during
the last six months.
In major industries, only trans
portation, construction, public
utilities and wholesale and retail
trade had sizable job gains in May.
Since last August, the jobless rate
has hovered in the 5.7 to 5.9 percent
range.
The black jobless rate was 11.6
28 / LOG / June 1979
company, and the paper transfer,
together with the agreement with
MMP, was a gimmick to get out
from under the legal debts owed to
the unions' funds.
A Federal injunction will have the
effect of dissolving the agreement
Bulk Foods and the Rice Growers
Association have with MMP and
ordering the employers to rehire the
lioCiiai gcU ^CcllllCll.
In San Francisco, SIU Repre
sentative Ed Turner said, "If there
ever was a case that proves that the
maritime unions should merge and
get together, then it is the Valerie F.'''
SOHIO Drops Plan to Build
Long Beach Terminal, Pipeline
In another about-face, the Stan
dard Oii Co. of Ohio (Sohio) has
announced it is terminating its
California-to-Texas pipeline pro
ject. The proposed $1 billion oil
terminal and pipeline facility was
intended to channel 500,000 barrels
of Alaskan crude daily to the Mid
west via Long Beach, Calif.
This is not the first time Sohio has
changed its mind. Last month the
Log reported that Sohio had de
cided to go ahead with the crude
transfer facility. This was a reverse
of a March statement that they were
cancelling the project.
percent, more than double that of
Announcing the oil company's
whites' 5.2 percent. Teenage jobless withdrawal from the project. Sohio
ness rose to 16.8 percent, four times Chairman .Alton W. Whitehouse
higher than adult males' unemploy cited regulatory delays which had
ment rate of 3.9 percent. Adult tied the facility up for five years.
females had their rate go up to 5.8 "Today," Whitehouse said, "the
percent.
project's economics are marginal at
Chief AFL-CIO economist Rudy best and do not support inherent
Oswald said that he believed jobless risks."
ness would climb even higher than
The change in the West Coast oil
the 6 to 7 percent predicted for the picture was believed by many to be a
rest of the year because declining major factor in Sohio's decision to
worker purchasing power would be scrap the project. Five years ago,
an additional damper on the econ there was more oil on the West
omy.
Coast than the refineries there could
Secretary of Labor Ray Marshall handle. But with cutbacks in Iranian
said that $75 million appropriated oil imports, the glut of crude in
would help private companies train California has diminished and a
poor workers for permanent jobs. Sohio spokesman said recently that
He hoped $325 million would be the need for a pipeline capable of
voted in 1980. lax rebates go to handling 500,000 barrels of oil was
employers who train unskilled "reduced."
workers for 200,000 expected jobs.
There would, however, be plenty
U.S. Unemployment Stays at
5.8% as Economy Slows Down
WASHINGTON, D.C.—The na
tion's unemployment rate stayed at
5.8 percent in May. The lack of
significant employment growth
showed that there is an economic
slowdown throughout the country.
In affidavits supporting their
charges of unlawful discrimination,
the West Coa.st unions pointed out
that the new operators of the vessel
were the same people as were in
Bulk Foods, which claimed bank
ruptcy.
Not only were the company
personnel the same, the offices,
phone numbers and operating
procedures wprp
cqrn^ before,
Inasmuch as Bulk Foods owed the
various union pension and welfare
funds nearjy $100,000, the union
alleged, it was clear that the socalled new company was a dummy
of oil to fill the 1,000 miles of
pipeline Sohio had proposed to
build if North Slope oil fields were
operated at maximum production
levels. Right now Alaska's oil fields
yield 1.2 million barrels a day.
Production could be' stepped up to
1.8 million.
"This significant gain (in produc
tion)," a recent New York Times
editorial stated, "has been stalled by
a lack of suitable markets."
That suitable market, as far as
North Slope oil producers are
concerned is Japan. The oil com
panies have long wanted Congress
to okay an oil swap deal where
Alaskan crude would be exported to
Japan and replacement supplies
brought in to the U.S. from Mexico.
But the swap looks good to the oil
companies. They could save money
in transportation costs by using
foreign-flag tankers for the U.S.-toJapan run.
Today, any oil swap involving
Alaskan crude is prohibited by U.S.
law. But Congress will soon decide
whether to allow Alaskan oil ex
ports or bar them completely as they
prepare to vote the Export Admini
stration Act of 1979.
As Congress gets ready to decide
the fate of Alaskan oil, the SIU
hopes that the interests of the
American-people will carry more
weight than the North Slope oil
producer's greed for profits.
�Howard Norman Negard, 65,
joined the Union in the port of
Duluth in 1961 sailing as an oilerand
linesman for the Great Lakes Towing
Co. from 1944 to 1979. Brother
Negard was also a Harry Lundeberg
School of Seamanship upgrader. He
was born in Duluth and is a resident
there.
Miguel Marquez, 65, joined the
SIU in the port of Houston in 1962
sailing as a fireman-watertender.
Brother Marquez was born in Queretaw, Mexico and is a resident of
Galveston.
Ferdynand Szoblik, 69, joined the
SIU in 1944 in the port of New York
sailing as a chief cook. Brother
Szoblik sailed 50 years. He also sailed
on the Polish. French and English
merchant marine fleets. Seafarer
Szoblik was on the picketline in the
1961 Greater N.Y. Harbor strike.
And he attended two Piney Point
Educational Conferences. Born in
Poland, he is a naturalized U.S.
citizen and is a resident of Houston.
Stanton Brown Marshall, 65,
joined the SIU in 1943 in the port of
Boston sailing as a fireman-watertender. Brother Marshall was born in
Connecticut and is a resident of Old
Saybrook, Conn.
Christopher "Scotty" McBrien, 65,
joined the SIU in the port of New
York in 1951 sailing as chief electri
cian. Brother McBrien is a wounded
veteran of the U.S. Army Transpor
tation Corps in World War 11 sailing
on the troopship
Queen Mary
from 1940 to 1941. He was born in
Alloa, Scotland, is a naturalized U.S.
citizen and is a resident of San
Francisco.
Justine Santana Molina, 59,
joined the SIU in 1944 in the port of
Philadelphia sailing as a chief cook
and chief steward. Brother Molina
was born in Puerto Rico and is a
resident of the Bronx, N.Y.
Evangelos P. "Angelo" Nonis, 65,
joined the SIU in the port of New
York in 1953 sailing as a deck
engineer. Brother Nonis sailed 28
years. He is a veteran of the Greek
Army. Seafarer Nonis was born in
Volos, Greece, and is a resident of
F.via, Greece.
Teodoro Ruiz, 65, joined the SIU
in 1940 in the port of New York
sailing as a bosun. Brother Ruiz was
born in Puerto Rico and is a resident
of Fajardo, P.R.
Nickolaos G. Saslos, 52, joined the
SIU in the port of New York in 1964
sailing as a QMFD which he earned
at the HL3 in 1974. He is also a pump
machinist. Seafarer Saslos was on the
picketline in the 1963 Rotobroilbeef.
He is a veteran of the Greek Army
during the Civil, War from 1948 to
1951 and sailed in the Greek mer
chant marine. Born in Athens,
Greece, he is a resident of Chalkis,
Futuea, Greece.
Dale Susbilla, 74, joined the SIU in
the port of Wilmington, Calif, in
1968 sailing as a QMFD and chief
electrician. He upgraded to chief
electrician in 1973 and QMFD at
Piney Point in 1977. Seafarer Sus
billa also graduated from the HLS
Refrigeration Container Course and
Advanced Electrical Procedures
Course in 1976. He also sailed with
the U.S. Military Sea Transport
Service. Born in the Philippine
Islands, he is a resident of Carson,
Calif.
Laurence Mistrot Young, 68,
joined the Union in the port of
Houston in 1957 sailing as a captain
and pilot for the G«&H Towing Co.,
Galveston from 1946 to 1979 and the
U.S. Army Corps of Engineers from
1939 to 1941. Brother Young is a
veteran of the U.S. Coast Guard in
World War II. He was born in
Galveston and is a resident of
Freeport, Tex.
Ik
Mohsain Saleh Ahmed, 65, joined
the Union in the port of Detroit in
1968 sailing as an OS and in the
steward department for Kinsman
Marine from 1967 to 1979. Brother
Ahmed was born in Yemen and is a
resident of Lackawanna, N.Y.
Homer Ronald Bourque, 64,
joined the Union in the port of
Lorain, Ohio in 1961 sailing as a
deckhand and fireman-watertender.
Brother Bourque is a former member
of the International Union of Operat
ing Engineers, Local 25. He is a
veteran of the U.S. Navy in World
^ War 11. He was born in Quebec
^ Province, Canada, is a naturalized
U.S. citizen and is a resident of Sault
Ste. Marie, Mich.
Teddy Edward Korenich, 65,
joined the Union in the port of
Detroit in 1969 sailing as a deckhand
and deck watchman. Brother Koren
ich was born in Wardner, Ida. and is
a resident of Germfask, Mich.
^
Floyd Walker, 62, joined the SIU
in 1946 in the port of Mobile sailing
as a cook and chief steward. Brother
Walker is a veteran of both the U.S.
Navy and the U.S. Coast Guard in
World War 11. He was born in
Alabama and is a resident of Lillian
Ala.
Robert Stanley McKenney, 66,
joined the Union in the port of
Baltimore in 1957 sailing as a chief
engineer for Baker-Whiteley from
1969 to 1979. Brother McKenney is a
former member of the ILA, Local
1510. He was born in Northeast, Md.
and is a resident of Baltimore.
Orville Wesley Pruitt, 56, joined
the Union in the port of Baltimore in
1957 sailing as a captain for the
Steuart Oil Transportation Co.,
Piney Point, Md. from 1961 to 1979.
Brother Pruitt was formerly a
member of the United Steel Workers.
He is a veteran of the U.S. Coast
Guard (USCG) in World War 11.
Boatman Pruitt graduated from
HLSS Towboat Operators Course.
Boatman Pruitt was born in Tangier,
Va. and is a resident there.
Julio Alonso, 63, joined the SIU in
1942 in the port of Mobile sailingasa
chief electrician. Brother Alonso was
on the Sea-Land Shoregang, Port
Elizabeth, N.J. He is also an auto
mechanic. Seafarer Alonso was born
in Puerto Rico and is a resident of
Liberty, N.Y.
John Rile Steele, 72, joined the
Union in the port of New Orleans in
1969 sailing as a cook for the Red
Circle Transportation Co. from 1968
to 1979 and for the Oil Transport Co.
from 1927 to 1966. Brother Steele is a
veteran of the U.S. Army Signal
Corps in World War 11. He was born
in Marlboro, Mass. and is a resident
of Tampa.
.-fc ^
William F. Barth, 62, joined the
SIU in 1944 in the port of Philadel
phia sailing as a chief steward and
chief cook. Brother Barth sailed on
the old Robin Line. He also sailed
inland on the tug
(Curtis Bay)
in 1972. Seafarer Barth was born in
Philadelphia and is a resident there.
Henry Bursey, 63, joined the SIU
in the port of New York in 1962
sailing as a 3rd cook. Brother Bursey
sailed 36 years. He hit the bricks in
the 1962 Robin Line beef. Seafarer
Bursey was born in Lake Village,
Ark. and is a resident of Oakland.
Calif.
Frank C. TIedeman, 60, joined the
Union in the port of New York in |
1963 sailing as a deckhand for the
Erie-Lackawanna Railroad from
1939 to 1979. Brother Tiedeman was
also a member of the U M W and IBT.
He is a veteran of the U.S. Army in
World War 11. Boatman Tiedeman
was born in Paterson, N.J. and is a
resident of Forest Park-Clayton, Ga.
Stanley E. Duda, 59, joined the
SIU in 1941 in the port of New York
sailing in the deck department.
Brother Duda was born in Brooklyn,
N.Y. and is a resident of Elmont,
N.Y.
Paul Henry Latour, 63, joined the
Union in the port of Duluth, Minn, in
1961 sailing as a linesman, coal
passer and fireman-watertender for
the Great Lakes Towing Co. from
1941 to 1979. Brother Latour is a
former member of the General
Drivers Union, No. 346 from 1937 to
1940. He was born in Duluth and is a
resident there.
James Daniel Johnson, 61, joined
the SIU in the port of New Orleans in
1955 sailing as a cook for 34 years.
Brother Johnson is a veteran of the
U.S. Army in World War 11. He was
born in Louisiana and is a resident of
New Orleans.
Roy Edward James, 71, joined the
SIU in 1947 in the port of Mobile
sailing as a fireman-watertender.
Brother James sailed 42 years. He is a
veteran of the pre-World War II U.S.'
Army. Seafarer James was born in
Michigan and is a resident of
Galveston.
Raleigh E. Paul, 55, joined the Union in the port of
Norfolk in 1961 sailing as a cook, deckhand and
tankerman for Allied Towing fron 1972 to 1979.
Brother Paul sailed 30 years. He was an organizer in
the Gulf Atlantic Towing Co. drive in 1960. Boatman
Paul is a veteran of the U.S. Air Force in World War
11. He was born in Ronsonville, N.C. and is a resident
of Aurora, N.C.
June 1979 / LOG / 29
•rasst'js.-v:.
�"liTiir
A longrange shot catches the LNG El Paso Southern (El Paso Gas) offloading her cargo recently at an offshore unloading point near Cove Pt., Md.
Setting the dinner table for hungry
seagoing chow hounds is GSU fvlike
•Riggs.
Baker James Morgan checks rolls he
just baked. Brother Morgan has been in
the SID since 1945.
Chief Cook Robert Brown trims the
steaks. He's been sailing with the SlU
since 1946.
Getting the dishes ready for the next
meal is GSU Ron Johnson.
Help Your Brother Down the Road to Sobriety
eeing a blind man walk down a street makes the rest of us thankful
for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding
arm to the blind because we all think it must he a terrible thing to he unable to see
where you're going.
An alcoholic can't see where he's going either, only alcoholics
don't have friends. Because a friend wouldn't let another man blindly travel a
course that has to lead to the destruction of his health, his job and his family.
And that's where an alcoholic is headed.
Helping a fellow Seafarer who has a drinking problem is just
as easy—and just as important—as steering a blind man across a street. All
you have to do is take that Seafarer by the arm and guide him to the Union's
Alcoholic Rehabilitation Center in Valley Lee, Md.
Once he's there, an alcoholic SIU member will receive the care and counseling^
he needs. And hell get the support of brother SIU members who are fighting
tu
the same tough battle he is back to a healthy, productive alcohol-free life.
The road back to sobriety is a long one for an alcoholic. But because of
ARC, an alcoholic SIU member doesn't have to travel the distance alone.
And by guiding a brother Seafarer in the direction of the Rehab Center,
youll be showing him that the first step baek to recovery is only an
arm's length away.
S
I
Alcoholic Rehabilitation Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and counseling
records will be kept strictly confidential, and that they will not be kept
anywhere except at The Center,
Name
Book No.
Address
(Street or RFD)
(City)
(State)
Telephone No. ...,
1
1
(Zip) 1
I
I
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, (301) 994-0010
1
30 / LOG / June 1979
mm
�Do you want
to learn how to
work on diesel engines? Well, by
,taking the Diesel Engines course at
the Harry Lundeberg School you
can learn about the maintenance
and operation of diesel engines.
The industry needs qualified sea
farers to work on diesels. You can
be the answer to this need. There
are more diesel-propelled vessels
coming off the ways every day.
The Diesel Engines course will give
you the skills you need. One sea
farer who recently went through
the course wrote to the school say
ing, "The diesel course really helped
me. Because of the shop training, I
am confident with diesel engines
that I work with."
You can gain this confidence,
too. The course consists of
extensive practical training
and classroom sessions.
These include: high and
low speed diesel engine
operations, the construction
and principles of various diesel en
gines, and the operation and main
tenance of diesel engine plant aux
iliary systems.
Shop training consists of the
complete overhaul of six General
Motors, 6 cylinder 71 series diesel
engines and auxiliary equipment.
Students learn the use of various
gauges, meters and instruments.
They tear the engines down to the
crankshafts, inspect the parts and
measure for wear. By using the
manufacturer's manual, the students
reassemble the engines, time and
tune them.
One of the instructors for the
course commented, "The students
are amazed to see how the engines
look when they are torn down. They
are reluctant to put" them back to
gether. But when they successfully
If any parts show wear, they are
replaced. The students learn how
to measure for any deterioration.
For QMED's Today
Diesels are the Key
The shop training is very important
to the success of the diesel
engines course.
assemble and tune the engine on
their first tn/, they are more confi
dent in their abilities."
The students in the diesel engines
course gain know-how and confi
dence about diesel engines. They
can work on a diesel propulsion
vessel. They can maintain the en
gine and its auxiliary systems. The
QMED who takes the diesel engines
course is qualified. He is a very valu
able member of the engine depart
ment. You can be this person. Take
the Diesel Engines course at HLS.
Have a secure future. For more in
formation, contact the Harry Lunde
berg School, Vocational Education
Department or your SlU representa
tive. The next course starts Septem
ber 3. It's your chance to learn
about diesel engines.
I
Through the use of a micrometer, diesel engines student measures the
piston rings.
During the diesel engines courses, the students overhaui six CM six
cyiinder 71 series diesel engines.
June 1979 / LOG / 31
•v:-
�mm
HVN8S»8KW^ —si-^-
^ - ^'X- ;;""'.i'-'®5?
Pensioner Wes
Pensioner John
ley O. Reed, 70,
Joseph Kurcap,
died of a heart
85, passed away
attack at home in
from pneumonia
Elberta, Mich,
in the Dorchester
on
Apr. 6. Brother
(Md.) General
Reed joined the
Hospital on Apr.
Union in the port
15. Brother Kur
of
Elberta in 1953.
cap joined the
Union in the port of Baltimore in 1956 He sailed as wheelsman and AB for the
working as a vessel tender and shop Ann Arbor (Mich.) Car Ferries. Laker
watchman for the Curtis Bay Towing Reed was born in Michigan. Burial was
Co. Boatman Kurcap was born in in Blaine Twsp. Cemetery, Benzie
Maryland and was a resident of County, Mich. Surviving are his widow.
Cambridge, Md. Burial was in St. Pansy and three daughters, Mary, Nina
Stanislaus Kostka Cemetery, Baltimore and Norma.
City, Md.
Raymond Lou
Terry Lee Osis Sheldon, 55,
termeier, 25, died
died of heart fail
in Metairie, La. on
ure in Deland,
Mar. 7. Brother
Fla. on Mar. 17.
Ostermeier joined
Brother Sheldon
the SlU in 1974
joined the Union
following hisgradin the port of
uation from the
Frankfort, Mich,
H L S Entry in 1972. He sailed 37 years as a bosun
Trainee Program. He sailed BR/Utility and cook and baker. From 1970 to 1978
on the LASH Sam Houston (Water he sailed aboard the Challenger (Ce
man).Seafarer Ostermeier was born in
ment Transit). Laker Sheldon was a
Pipestone. Minn, and was a resident
veteran of the U.S. Army in World War
there and in New Orleans. Interment
II and a USAF airman in 1950 at
was in Woodlawn Cemetery, Pipestone. Selfridge AFB, Mt. Clemens, Mich.
Surviving are his parents, Mr. and Mrs.
Born in Detroit, he was a resident of
Donovan and Audrey Ostermeier of
Deland. Interment was in Deland
Pipestone; five sisters, Lynette, Debra,
Memorial Gardens. Surviving are his
Marcia, Shelly and Mary.
widow, Minnie; a daughter, Marie Ann
and his paretits, Mr. and Mrs. Lee and
Pensioner John
Helen Sheldon.
Paerels, 72, passed
f-
Melvin Harold
Ecker, 53, died of
heart failure in
Livingston (Tex.)
Memorial Hospi
tal on Mar. 5.
Brother Ecker
joined the Union
%
/'
in the port of
Houston in 1957 sailing as gn AB and
mate for G & H Towing from 1957 to
1979. He was a veteran of the U.S. Army
in World War IT Born in Stillwater,
Minn., he was a resident of Houston.
Burial was in the Galveston (Tex.)
Memork.1 Park Cemetery. Surviving
are his widow, Lillian of Livingston; a
daughter, Mary Ann; his father, Ru
dolph; a sister, Mrs. Lois Walker of
Galve.ston and a stepson, Larry Dean
Curlee.
Bruce Oscar
Blair, 50, suc
cumbed to blood
poisoning in St.
Joseph's Hospital,
Houston on Feb.
22. Brother Blair
joined the Union
in the port of
Chicago in 1978 sailing as a 2nd and
chief cook. He sailed on the MIV
Gauntlet and Adventurer (Caribe
Tugboat) from 1977 to 1978. And for
Crowley Marine and the American and
Reiss Steamship Cos. Boatman Blair
was a veteran of the U.S. Army in World
War 11. Born in Plainview, Tex., he was
a resident of Slaton, Tex. Surviving are
a son, Barney of Lubbock, Tex. and his
father, Edgar and mother, Neta.
Pensioner Gar
land Lester Hogge,
66, died of arterio
sclerosis in St.
Mary's Hospital,
West Palm Beach,
Fla. on Mar. 10.
Brother Hogge
joined the Union
in the port of Baltimore in 1957 sailing
as a captain for Baker, Whiteley Towing
Co. from 19.50 to 1976. He was born in
Samos, Va. and was a resident of
Cockeysville, Md. Interment was in
the Dulaney Valley Cemetery, Cockeys
ville. Surviving are his widow, Mabel; a
son, Charles and a daughter, Carol
Lynn.
Carl Maurice
Noonan, 53, suc
cumbed to cancer
in the Paul Oliver
Memorial Hospi
tal, Frankfort,
Mich, on Apr. 14.
Brother Noonan
[joined the Union
in the port of Elberta, Mich, in 1954
sailing as a cabinwatch and porter on
the M/V Viking (Ann Arbor (Mich.)
Car Ferries) from 1947 to 1978. He was
a veteran of the U.S. Navy in World
War 11. Laker Noonan was born in
Empire, Mich, and was a resident of
Brethern, Mich. Interment was in the
Brethern Cemetery. Surviving are his
widow, Harriet and a brother. Glen of
Maple City, Mich.
Daniel lJus Knapp died on Mar. 28.
Brother Knapp sailed with National
Marine Service in 1976 and 1978 out of
the port of St. Louis.
32 / LOG / June 1979
away on Apr. 26.
Brother Paerels
joined the SlU in
1946 in the port of
New York sailing
as a bosun. He
sailed 53 years.
Seafarer Paerels was a member of the
SUP from 1934 to 1946. And he was a
veteran of both the U.S. Navy and U.S.
Army in World War II. Born in
Louisiana, he was a resident of Long
Beach, Calif. Surviving are his widow,
Fermina; two sons, Emulio and Johnny
and a stepdaughter.
A ngel Luis
RIos, 56, died on
Apr. 23. Brother
Rios joined the
SlU in 1944 in the
port of New York
i sailing as, a chief
I cook and baker
for Sea-Land and
Puerto Rico Marine. He was aboard the
SS A/a rogi/ez (Sea-Land) when she was
seized by the Cambodians on May 26,
1975. Seafarer Rios was on the picketline in the 1961 N.Y. Harbor strike. In
1960, he was the winner of a Union
Personal Safety Award for sailing
aboard an accident-free ship, the SS
France. A native of Arecibo, P.R., he
was a resident of Catano, P.R. Surviv
ing are his widow, Ana; three sons.
Angel Jr., Eduardo and J.E. Rios of
Carolina, P.R.; two daughters, Maria
and Maria Dei Rosario and his mother,
Candelaria of New York City.
Pensioner Wil
liam Lee Jones,
65, died of a heart
attack in Blount
Memorial Hospi
tal, Maryville,
Tenn. on Feb. 7.
Brother Jones
I joined the SlU in
the port of Mobile in 1951 sailing as an
AB for 42 years. He was born in Georgia
and was a resident of Tallassee, Tenn.
Burial was in Chilhowee Cemetery,
Tallassee. Surviving are his widow,
Lydia; a daughter, Billie Lee of Chil
howee and his mother, Mrs. Mary J.
Davis, also of Chilhowee.
Joel Ward Strzelecki, 23, died in
R ogers
City
y (Mich.) Hospital
on Feb. 9. Brother
Strzelecki joined
the Union in the
port of Alpena,
Mich, in 1977
sailing as an AB on the MjV Charles
Wilson and on the SS McKee Sons
(American Steamship) from 1977 to
1978. He was a former member of the
United Steelworkers
Union. Laker
Strzelecki was born in Rogers City and
was a resident there. Surviving are his
parents, Mr. and Mrs. Clarence and
Adeline Strzelecki of Rogers City.
Clarence John
Walta, 41, died of
lung failure in
Mercy Hospital,
Moose Lake,
Minn, on Apr. 1.
Brother Walta
joined the Union
in the port of San
Francisco in 1964. He sailed as a chief
steward, cook and baker. From 1975 to
1978, he sailed for the S& E Shipping Co.
Laker Walta was a veteran of the U.S.
Army in the Korean War. Born in
Duluth, Minn., he was a resident of
Askov, Minn. Burial was in Sunnyside
Cemetery, Willow River, Minn. Surviv
ing are two sons, Michael and Rickey;
three daughters, Linda, Susan and Mary;
his parents, Mr. and Mrs. Adolph and
Marie Walta, all of Askov and a step
brother and sister-in-law, Mr. and Mrs.
Robert and Elizabeth Oliver of El Paso,
Tex.
•
; • f,-
V,
Pensioner William E. Hart, 55, died
on Jan. I. Brother Hart joined the SIU
in the port of New York in 1955 last
sailing as a QMED. He sailed 34 years.
Seafarer Hart hit the bricks in the 1961
N.Y. Harbor beef. He was a veteran of
the U.S. Navy in World War H. Born in
New York City, he was a resident of
Bisbee, Ariz. Surviving are his widow,
Loretta of Wilmington, Calif, and two
brothers, T. J. McCarthv of Queens,
N.Y., N.Y. and Michael "Mickey" Hart,
also of Queens and a sister. Mrs. Joseph
(Mary) "Pat" Hughes of Davie, Fla.
Pensioner Ed
gar Long Jr., 48,
died on Apr. 15.
Brother Long
joined the Union
in the port of Nor
folk in 1959. He
sailed as a deck
hand. Boatman
Long was a veteran of the U.S. Army
during the Korean War. A native of
Person County, N.C., he was a resident
of Hurdle Mills, N.C. Surviving are his
widow, Martha; a son, Michael; and
two daughters, Martha and Marsha.
Pensioner Ed
ward L. McElroy,
67, died of a heart
attack in Holmdel
County, N.J. on
Mar. 5. Brother
McElroy joined
the Union in the
port of New York
in 1960 sailing as a deckhand and tug
dispatcher for the Penn-Central Rail
road from 1936 to 1975. He also was a
longshoreman for the Harborside
Warehouse from 1935 to 1936. Boatman
McElroy was a member of the Interna
tional Organization of Masters, Mates
and Pilots Union from 1936 to I960.
Born in Jersey City, N.J., he was a
resident of Keyport, N.J. Surviving is
his widow, Mary.
Recertified Bo
sun Lonnie Clovis
Cole Jr., 52, died
of a lung clot in
Randolph Hospi
tal, Asheboro,
N.C., on Mar. 9.
Brother Cole
I joined the SIU in
1947 in the port of Norfolk. He sailed 34
years, and graduated from the Union's
Bosuns Recertification Program in
November 1975. Seafarer Cole was a
veteran of the U.S. Navy in World War
11. One of his daughters, Cynthia Cole
was a 1975 SIU scholarship winner.
Cole was an avid fisherman. Born in
Randolph County, N.C., he was a
resident of Asheboro, N.C. Burial was
in Oaklawn Cemetery, Asheboro.
Surviving is his widow, Frances Marie;
two daughters, Joy and Cynthia and his
parents, Mr. and Mrs. Lonnie and Lila
Cole Sr. of Seagrave, N.C.
Pensioner Jo
seph Fazio, 84,
died on Nov. 7,
1978. Brother Fa
zio joined the SIU
in 1947 in the port
of New Orleans
sailing as a cook.
He was born in
Italy and was a resident of Chalmette,
La. Surviving is his widow, Josephine.
Pensioner Carl
E. "Red" Gibbs,
68, succumbed to
arteriosclerosis in
Jacksonville, Fla.
on Mar. 18. Bro
ther Gibbs joined
the SIU in 1938 in
the port of Balti
more sailing as a bosun. He sailed 30
years and during World War II and the
Vietnam War. Seafarer Gibbs also
attended the 1970 Piney Point Crews
Conference No. 7. And he was a veteran
pf the pre-World War II U.S. Army.
Born in Virginia, he was a resident of
Jacksonville. Interment was in River
side Memorial Cemetery, Jacksonville.
Surviving are a stepdaughter, Trinda
Tressler; a nephew, Russell Ardeel
Gibbs of Elliccpt City, Md.; a niece,
Margaret Lester of Roanoake, Va. and
a cousin, Barbara Ann V. Nugent of
Jaeksonville.
�a.#-
SlU Scholarship Winner Eyes Architectural Engineering Career
When he won the SIU's $10,000
four-year college scholarship in 1972,
Thomas H. Rood planned a degree,
and a career, in architectural engi
neering.
The son of Seafarer Donald L. Rood
said the field of architectural engi
neering had interested him since high
school because "it involves the most
important aspects of construction
today, including the challenges of
high-rise buildings and urban re
newal projects in developing alternative
city systems."
In 1972, Tom went to Penn State
University to begin his training as an
architectural engineer. But in his
junior year, he switched his major to
business which he now describes as a
"mistake."
It turned out that a career in
business wasn't what he wanted to do
so Tom took a job and some time off
from school to reevaluate his plans.
While working as the shipping mana
ger in a bookstore near the Univer
sity, he decided to go back to his
architectural engineering.
Tom is excited about the prospect
of starting on the career ladder as an
architectural engineer, especially now,
because, he explains "in the field they
are finally starting to concentrate on the
environmental impact of construction."
Tom feels his particular interest in
urban renewal work fits right in with
the growing ecological concerns in
the field and he's looking forward to
his first job. "After graduation I'll
have to start at the bottom," Rood
said, "working as a draftsman or an
assistant in an engineering firm and
begin working my way up."
When he has free time from his
demanding class work, Tom pursues^
his hobby of stamp collecting. He also
likes being outdoors and is a member
of the University hiking club. "There
are plenty of places to hike and camp
around here," Tom said, "because
this campus is pretty much in the
middle of nowhere."
Another interest of Tom's is read
ing and he describes himself as "a real
science fiction buff," which, he adds,
runs in the family. "1 picked up my
interest in science fiction from my
father."
Tom's father. Seafarer Donald L.
Rood, sails in the deck department
Dlspiliiliiirs Rmrl for Great lies
MAY 1-31,1979
*TOTAL REGISTERED
All Groups
Class A Class B Class C
TOTAL SHIPPED
All Groups
Class A Class B Class C
and has been a member of the SIU
since 1945. "Right now," Tom said,
"my dad's on a Sea Land ship which
makes regular runs between Port
Elizabeth, N.J. and Rotterdam."
Even though his father has been a
seaman for the better part of the last
35 years, Tom said he never really
considered shipping out himself. "My
father and I talked about it quite a bit,"
Tom said, "but dad always told me
whatever career 1 chose was up to me.
He just wanted me to know seafaring
was open to me if 1 wanted it."
Seafarer Rood is happy about his
son's career choice and was very
proud when Tom won the SIU college
scholarship.
Tom described himself as "ec
static" when he got the news he'd won
the Union's college award. "I wasn't sure
I'd get it," he said, "and was very pleased
when 1 did. 1 think it's an extremely
worthwhile program which can help a
lot of people get the kind of education
they want."
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
74
20
11
7
55
11
15
1
41
22
15
0
45
93
104
Totals All Departments
178
149
50
134
121
12
•"Total Registered" means the number of men who actually registered for shipping at the prart last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
150
127
139
Algonac (Hdqrs.)
75
83
ENGINE DEPARTMENT
Algonac (Hdqrs.)
44
27
35
31
STEWARD DEPARTMENT
Algonac (Hdqrs.)
13
1
24
7
4
ENTRY DEPARTMENT
Algonac (Hdqrs.)
4
47
101
33
0
0
4
Thomas Rood
KNOW YOUR RIGHTS
%
KNOW YOUR RIGHTS
CONSTITUTIONAL RICfHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records arc available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of thc.se contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your con.tract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
KNOW YOUR RIGHTS
patrolman or other Union ollicial, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY — THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been rcaflirmed
by membership action at the September, I960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be pard
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should imrtiediately be reported to Union headquarters.
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights arc clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fuuvt. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received bccau.sc of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y. 11232.
June 1979 / LOG / 33
�Want To Broaden
Your Horizons?
In the event that any SIU members
have legal problems in the various
ports, a list of attorneys whom they can
eonstilt is being published. The mem
ber need not choose the recomtnended
attorneys and this list is intended only
for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
Upgrade at HLS!
These Courses Starting Soon:
LNG—August 20
FOWT—August 30
Marine Electrical Maintenance—August 20
Welding—August 20
Able Seaman—August 16
Automation—August 6
Steward—August 20
Chief Cook—August 6
Cook and Baker—August 6
Assistant Cook—September 3
Lifeboatman—August 2, 16, 30
Tankerman—August 2, 16, 30
Diesel Engines—September 3
NEW YORK, N.V.-Schulman &
Abarbanel
350 Fifth Avenue
New York, N.Y. 10001
Tel. #(212) 279-9200
B VLTIMORi:, MI).—Kaplan,
Hcyman. Grcenbcrg, Engolman
Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore. Maryland 21201
Tele. #(301) 539-6967
HOU.S 1 ON, 1 EX.—Cortibs.
Areher & Peterson
Amerieana Building
8 1 1 Dallas Street
Houston, Texas 77002
Tele. #(713)659-4455
TAMPA, FLA.—Hamilton,
Douglas and Bennett, P.A.
2620 W. Kennedy Blvd.
Tampa, Fla. 33609
Tel. #(813) 879-9482
SAN FRANCISCO, CALIF.John Paul Jennings, Henning
and Walsh
100 Bush St., Suite 1403
San Francisco, Calif. 94104
Tel. #(415) 981-4400
ST. LOUIS, MO.—Gruenbcrg
& Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314)231-7440
NEW ORLEANS, LA.—Dodd.
Barker. Boudreaux, Lamy
& Gardner
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
LOS ANGELES, CALIF.—Bodle,
Fogel, Julber, Reinhardt,
Rothschild & Feldman
5900 Wilshire Boulevard
Los Angeles, Calif. 90036
Tel. #(213) 937-6250
MOBILE, ALA.—Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205)433-4904
DETROIT, MICH.- -Victor G.
Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313") 532-1220
BOSTON, MASS.—Mr. Joseph
Orlando
Latti & Fiannery
95 Commercial Wharf
Boston, Mass.
SEATTLE, WASH.—Vance,
Davies, Roberts, Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.- -Katz &
Friedman
7 South Dearborn Street
Chicago, 111. 60603
Tele. #(312)263-6330
34 / LOG / June 1979
Dispatchers Report for Inland Waters
MAY 1-31, 1979
noiALREGISTERED
TOTALSHIPPED
All Groups
Class A Class 8 Class C
Port
0
0
0
000
0
0
0
320
000
2
0
0
9
0
2
179
0
6
6
000
Wilmington
4
Seattle
Puerto Rico
Houston
PortArthur
Algonac
St. Louis
Piney Point
Paducah
0
0
2
8
0
4
5
3
Totals
41
12
0
1
8
7
0
24
48
8
123
17
0
5
8
10
0
13
0
68
138
Port
Wilmington
Seattle
Puerto Rico
Houston
Port.Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
All Groups
Class A Class B Class C
DECK DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
*'«'REGISTEREDON BEACH
All Groups
Class A Class B Class C
0
0
0
000
0
0
0
0
1
0
000
1
3
2
0
0
0
235
1
4
6
000
3
0
0
2
10
0
2
4
5
30
1
0
0
6
9
0
27
50
9
113
1
0
1
7
17
0
5
0
39
83
0
0
0
OlO
0
0
0
4
15
3
000
4
2
2
17
0
2
6
10
54
2
5
0
000
3
' 23
56
103
0
0
7
6
0
3
0
4
0
1
12
4
0
28
0
2
34
0
9
17
7
0
14
0
92
234
ENGINE DEPARTMENT
,...
0
0
0
000
0
0
0
000
000
0
0
0
0
0
0
001
0
1
0
000
0
0
0
000
0
0
0
000
000
0
0
0
0
0
0
000
0
0
0
000
0
0
0
000
0
0
0
001
000
0
0
0
0
0
0
10
20
0
1
0
000
0
0
0
0
0
0
1
2
3
00
0
0
0
0
0
0
0
0
1
0
010
0
0
0
0
0
0
2
2
3
000
0
0
0
0
0
0
0
1
0
030
0
0
0
0
0
1
1
1
4
001
0
0
0
1
0
0
0
0
0
000
0
1
1
6
1
5
Port
0
2
0
0
6
3
0
3
1
3
4
31
STEWARD DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
0
0
0
000
0
0
0
000
0
0
0
0
0
1
0
0
0
000
0
0
0
000
0
0
0
1
0
0
0
0
0
000
0
0
0
000
0
0
0
0
1
0
New Orleans
002
003
108
000
0
0
0
0
0
0
0
0
0
0
0
0
000
0
0
0
0
4
0
0
0
0
1
0
11
4
5
15
000
0
0
1
0
0
0
0
0
1
0
0
0
000
0
0
0
1
4
2
0
0
0
0
0
13
4
5
28
Mobile
Jacksonville
1
0
0
1
1
2
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
PortArthur
Algonac
St. Louis
Piney Point
Paducah
Totals
000
0
0
1
0
0
0
0
0
0
0
0
0
100
0
0
0
0
3
2
0
0
1
1
0
18
4
4
27 .
Totals All Departments
46
133
170
0
0
0
1
1
l
36
124
101
*'Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach"7neans the total number of men registered at the port at the end of last month.
1
0
0
i
Q
3
63
111
293
-rtnv"'
1
�i..-
•m
OGDEN WILLAMETTE, (Ogden
Marihe), April 17—Chairman, Recerti
fied Bosun H. C. Hunt; Secretary P.
Franco; Educational Director J.
Rounds; Deck Delegate VVm. J. Smith;
Engine Delegate F. Ramos; Steward
Delegate J. Campfield 3rd. No disputed
OT. Report to Log;/"A very special
ship's meeting was held in the Port of
Baytown, Texas and we are all very
thankful to God we are here to hold it. A
not so Happy Easter Sunday morning
at about 0230 the general alarm went off
to man the stations. The lifeboats were
ready in less than five minutes. There
was fire and smoke on the bow. The
Captain ordered all hands to the bow
and all hands responded in seconds. We
had a collision with a Venezuelan cargo
ship. We had hit her in the stern and her
stern section was now imbedded in our
bow. But what this special meeting is all
about is the way the crew and officers
came through with quickness, calmness
and efficiency. No one lost their cool.
We just want to celebrate that all of our
brothers are here to say, hello!"
STUYVESANT (Cove Shipping),
April 8--Chairman J. B. Lundborg;
Secretary W. Higgs, Sr.; Educational
Director J. Moore; Deck Delegate
Joseph A. McDougall; Engine Delegate
Alfred R. Long; Steward Delegate R. C.
Collins. Some disputed OT in steward
department. Crew gave a vote of thanks
to the steward department for a job well
done. Report to Log: The chairman
received the following from Franklin P.
Liberty, master—"Dear Bosun: A note
to commend you and the deck depart
ment for the fine work you all did
during our stay at Parita Bay. Your fine
work resulted in our not losing any
cargo time and I wish to thank you all
for a job well done."
OVERSEAS OHIO (Maritime Over
seas), April 15—Chairman, Recertified
Bosun Ben Mignano; Secretary C.
Shirah; Educational Director D. White;
Deck Delegate J. Doyle; Engine
Delegate E. Murry; Steward Delegate
L. Ross. No disputed OT. Chairman
discussed the impcrtaace of donating to
SPAD and also for all crewmembers to
read the Log so you will know what is
going on in the Union. Next port
Marcus Hook, Pa.
EL PASO SOUTHERN (El Paso
Marine), April 15—Chairman, Recerti
fied Bosun B. C. Browning; Secretary
Huston; Educational Director E. Deland; Deck Delegate Paul Butterworth.
Some disputed OT in deck and engine
departments. Chairman thanked the
crew for a smooth trip. Also the steward
department for an excellent Easter
dinner. Report to Log: "Had a nice
Spring cruise this trip, made a slow trip
around the Azores sightseeing and
stopped over in Gibraltar for the night.
Then we sailed up the Spanish coast to
Malaga and then across the Mediter
ranean to Arzew. We spent sixteen
hours loading and then sailed for home.
Cove Point, Md."
MONTICELLO VICTORY (Victory
Carriers), April 15—Chairman Recerti
fied Bosun Anthony Calderia; Secretary
Duke Hall; Educational Director Juan
Rodriquez; Steward Delegate H. Con
nolly. No disputed OT. Secretary
reported that all members should take
advantage of the upgrading classes at
Piney Point to keep yourself ready and
able to take a job on the new type of
ships that are being introduced to the
industry. The Log was received, read
and discussed. Chairman urged all
members to read it and to pass it on so
all can read it and know what is going on
in the Union. A vote of thanks from the
crew to the steward department for a job
well done by Juan Rodriquez. Observed
one minute of silence in memory of our
departed brothers. Next port Baltimore.
ACHILLES (Newport Tankers Inc.),
April 15—Chairman, Recertified Bosun
Perry Konis; Secretary C. A. Guerra;
Educational Director 1. Hatzagannis;
Steward Delegate Francis Gordon
Shaw. No disputed OT. Chairman gave
a vote of thanks to all department
delegates for a job well done. Observed
one minute of silence in memory of our
departed brothers.
OGDEN CHALLENGER (Ogden
Marine), April 29—Chairman, Recerti
fied Bosun F. H. Johnson; Secretary R.
De Boissiere; Educational Director W.
Turner; Deck Delegate W. V. Luyn;
Engine Delegate J. Flynn; Steward
Delegate Emanuel Lowe. No disputed
OT. Educational Director discussed the
importance of safety aboard ship
because the life you save may be your
own. Urged all to report any unsafe
conditions so they can be made safe.
Report to Log: "A vote of thanks to
Chief Steward R. De Boissiere for a job
well done. A special vote of thanks to
Emanuel Lowe whose cooking and
preparation of food is unequalled. He
had made us all gain weight. Our hats
are off to him, he is leaving and we all
will miss him. Also a thank you to Baker
Osborne Williams and Third Cook
Thurman Olds. A special vote of thanks
to Chairman F. H. Johnson for his
leadership and concern for the wellbeing of the ship and deck department.
He has made this ship a wonderful place
to be with his humour and assistance. It
is greatly appreciated. A vote of thanks
to the engine department and to Ancient
Mariner J. Kavanagh. Observed one
minute of silence in memory of our
departed brothers." Next port Guyannille.
AMERICAN HERITAGE (Apex
Marine), April 16—Chairman, Recerti
fied Bosun Juan Vega; Secretary M.
Deloatch; Educational Director C.
Merritt; Steward Delegate Teddy E.
Aldridge. Chairman discussed the
importance of members upgrading
themselves at Piney Point and the
importance of participating in SPAD.
Some disputed OT in deck and engine
departments. The chairman extended
high praise to the Steward M. Deloatch
and the Chief Cook T. Aldridge for the
best menus and the very best prepara
tion of food. A vote of thanks is not
enough. Gourmet is the best way to
describe them. Chairman to see about a
better gangway in the Port of St. Croix
and other ports before an accident
happens. Next port Delaware.
PISCES (Apex Marine), April 15—
Chairman, Recertified Bosun Roy
Theiss; Secretary Fred Hicks; Educa
tional Director Norman Gene; Engine
Delegate M. Israel. $9 in ship's fund. No
disputed OT. Chairman urged all those
who need upgrading should avail
themselves of the opportunities at Piney
Point as soon as possible. Secretary
reported that the vessel has called at
Wilmington, N.C., Charleston, S.C.
and St. Petersburg, Fla. and foreign at
St. Croix, Virgin Islands where the crew
spent a memorable time ashore. Next
port Jacksonville.
SEA-LAND COMMERCE (SeaLand Service), April 22—Chairman,
Recertified Bosun Lothar Reck; Secre
tary E. Caudill. $190 in movie fund. No
disputed OT. Chairman held a safety
meeting on this trip and safety films
were shown. Also discussed the import
ance of donating to SPAD. Contribu
tions to the American Marine Library
were posted in the messhall. Observed
one minute of silence in memory of our
departed brothers. Next port Seattle.
COLUMBIA (Cove Shipping), April
22—Chairman, Recertified Bosun H. C.
Cain; Secretary C. Loper Jr.; Educa
tional Director A. Avzangelis; Deck
Delegate Jack Brown. No disputed OT.
Chairman discussed the advantages of
upgrading at Piney Point and the
importance of donating to SPAD.
Movies were exchanged at St. Croix,
Virgin Islands. A vote of thanks to the
steward and chief cook for a job well
done. Next port St. Croix.
DELTA ARGENTINA (Delta
Steamship), April 8—Chairman, Re
certified Bosun Floyd Peavoy; Secre
tary N. Johnson; Deck Delegate B. R.
Churchill; Engine Delegate R. E. Smith;
Steward Delegate James Tucker. $162
in movie fund. No. disputed OT.
Chairman urged all members to make
an additional trip and that it is very
necessary to wait until each man's
replacement arrives. Also the import
ance of donating to SPAD. Secretary
reported that the steward gave a vote of
thanks to a fine deck gang and engine
department and urged each member to
upgrade as soon as possible. Educa
tional Director gave a vote of thanks to
the steward department for prompt
service and good food. Next port
Houston.
TRANSCOLORADO( Hudson
Waterways), April 1—Chairman Nich
olas Nagy; Secretary Thomas Ulisse;
Educational Director Charles Gal
lagher; Deck Delegate Melvin Keeffer;
Engine Delegate Troy D. Smith;
Steward Delegate John G. Shaw. No
disputed OT. Chairman advised all
crewmembers to read Executive Vice
President Frank Drozak'scolumnin the
April Log. Educational Director ad
vised all to go to upgrading school at
Piney Point for the endorsements
necessary for job security. Anyone who
has a drinking problem should contact
the Union about entering the Alcoholic
Rehabilitation Program. This can be
done without any cost or hassle to the
participant. Next port New Orleans.
DELTA BOLIVIA (Delta Lines),
April 1—Chairman, Recertified Bosun
Luther Pate: Secretary J. Freeman;
Engine Delegate Charles Bortz; Ste
ward Delegate James Barclay. Chair
man reported that there is a very good
crew on board and that all members
should take advantage of Piney Point
an<^ the upgrading programs. Received
a letter from Jack Caffey regarding
contract for these vessels. A vote of
thanks to the steward department for a
job well done.
Official ship's minutes were also
received from the following vessels:
SAM HOUSTON
ANCHORAGE
SEA-LAND RESOURCE
SEA-LAND VENTURE
POINT JULIE
OGDEN WABASH
OGDEN CHARGER
SANTA MARIA
SEA-LAND PRODUCER
SEA-LAND TRADE
PUERTO RICO
BORINQUEN
DEL SOL
SEA-LAND SAN PEDRO
POTOMAC
BAYAMON
FLOR
MOHAWK
SEA-LAND PIONEER
SEA-LAND EXCHANGE
THOMPSON PASS
SUGAR ISLANDER
ST. LOUIS
DELTA ECUADOR
MOUNT VERNON VICTORY
SANTA MAGDALENA
AGUADILLA
ZAPATA ROVER
MAYAGUEZ
GOLDEN MONARCH
DELTA PERU
CONNECTICUT
ALLEGIANCE
OVERSEAS VIVIAN
OVERSEAS ALEUTIAN
OGDEN CHAMPION
BOSTON
LEO
ATLANTIC
ARECIBO
SEA-LAND ADVENTURER
JEFF DAVIS
MARYLAND
CHARLESTON
WESTWARD VENTURE
COVE COMMUNICATOR .
MOUNT WASHINGTON
SANTA MARIANA
SEA-LAND GALLOWAY
WALTER RICE
SEA-LAND HOUSTON
DELTA COLOMBIA
TRANSCOLUMBIA
TEX
DELTA PANAMA
OVERSEAS JOYCE
HUMACAO
CANTIGNY
OVERSEAS WASHINGTON
GUAYAMA
DELTA SUD
TAMARA GUILDEN
SEA-LAND CONSUMER
BRADFORD ISLAND
COVE NAVIGATOR
SUSQUEHANNA
OVERSEAS HARRIETTE
JACKSONVILLE
OVERSEAS ULLA
BALTIMORE
SEA-LAND ECONOMY
June 1979 / LOG / 35
es
m
�m:
.'jr^;«i-v<rC-.
.,-^.> - - P^-.;.VjKrf'- •
HLSS President Gives SlU's Views on Education to Senate Hearings
"It is difficult to measure what an
educational achievement means to
an individual, but at the Lundeberg
School we have seen students of all
ages begin to believe in themselves."
This was how Hazel Brown,
president of the Lundeberg School,
summed up the full meaning of the
many and varied educational
programs which have been pio
neered at the SlU's School at Piney
Point.
Ms. Brown made her remarks at a
special hearing of the Senate
Committee on Human Resources
earlier this month. The Senate had
called the hearing to examine the
problems of the nation's educational
system with respect to preparing
young people and adults for "their
working lives."
The hearings were initiated by a
worried Senator Harrison A.
Williams Jr. (D-N.J.). In explaining
the reason for the hearings. Senator
Harrison said;
"We are told in the popular press
that college may no longer be a de
sirable route to the world of work.
... Some observers are more pessi
mistic and claim that changes in the
economy, the nature of the work
force and the cost of post secondary
education make college education a
less and less desirable investment for
more and more people.'-'
Ms. Brown presented to the
hearings the SlU's belief and
commitment to education as the key
to advancement not only in mari
time, but in all work environments.
She said "SIU members have
accepted the advent of automation
and have been attending upgrading,
recertification, and retraining
courses. During 1978, 175 seafarers
earned licenses, 1,068 earned
endorsements, and 496 received
certificates of achievement for
successfully completing advanced
courses in their vocational fields. All
the vocational courses are approved
and^ evaluated by th^ United States
Coast Guard."
Ms. Brown added: "Since the
Lundeberg School's beginning, the
SIU membership has become mdre
involved and interested in educa
tion. The school now offers college
courses in cooperation with the
Charles County Community C9Ilege. The Lundeberg School has
become a satellite program of the
Community College. All courses
have been evaluated by the Ameri
can Council on Education and given
recommended college credits.
HEY!
Lundeberg School President Hazel Brown described the highly successful
educational programs at the Harry Lundeberg School as she testified before the
Senate Committee on Human Resources earlier this month.
Commerce Sec. Backs Build,Man
American in Ocean Mining Bill
WASHINGTON, D.C.-The use
of American-built and registered
ships in the deep sea mining industry
has been endorsed by U.S. Secretary
of Commerce Juanita Kreps.
Her department changed its
previous position and now backs
the Deep Seabed Mining bills before
Congress.
The SIU and the AFL-CIO's
Maritime Trades Department have
been strong supporters of these bills.
Kreps is now working within the
Carter Administration to win sup
port for the legislation.
In a letter to the director of the
Office of Management and Budget,
she wrote, "... The Department of
Commerce urges the Administra
tion to adopt a position requiring all
mining vessels used under U.S.
license to be constructed and
documented under the laws of the
United States."
She pointed out that U.S. control
would help protect the environment
and the safety of the mining sites.
Also, Kreps said that American
documentation "will assure U.S.
control over these operations in the
event of war or other national
emergency."
The Commerce Secretary noted
that construction and registration in
the U.S. would also mean more jobs
for Americans.
Finally, she noted that "the longterm financing which might be
available to U.S.-built recovery
vessels under Title XI of the
Merchant Marine Act, 1936, could
make them extremely attractive to
the consortia involved in deep
seabed mining."
Notice to Members On Shipping Proeeihire
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
36 / LOG / June 1979
• "H
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
.1
Are you going to stay down there on your
#
hands and knees all your life?
Get up out of the grease spills. Come to HLS. Take the FOWT
course. Earn your rating. Make more money.
Course Starts .August 30
To enroll, see your SIU Representative or contact:
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301) 994-0010
SlU'.s McCartney Keynotes
Bay Area Memorial Day Services
SIU Representative George McCart
ney was the principal speaker at colorful
Memorial Day services in San Fran
cisco. The services were held at Woodlawn Memorial Cemetery.
Sponsored by the American Legion
and Veterans of Foreign Wars, the
ceremonies paid tribute to the men and
women who served in the nation's
merchant marine as well as in the Armed
Forces.
Following ceremonial raising of the
flag and lowering to half mast by a color
guard from the U.S. Marine Corps, the
assembled throng heard from a number
of dignitaries. They included SIU
Representative Ed Turner and former
San Francisco Mayor, Elmer Robinson. <3
In his speech to the assembled throng,
of people, McCartney stressed that the ;
best way citizens of America could
honor its war dead was to make sure the
nation remained strong.
He said in part: "Our Armed Forces,
Coast Guard and Merchant Marine are
bulwarks of our defense against the
enemies in the world. We must keep
those defenses strong. In order to
continue to honor our dead in peace, we
must be strong enough to ensure that we
do have peace."
The memorial service concluded with
the traditional rifle volleys and "Taps",|
by members of the color guard.
�5
j
Seafarer John Alberti, one of 12 going through the Bosun Recertification Pro
gram, looks over some of the equipment at Coast Guard Headquarters in the port
of New York. This phase of Bosun Program gave participants a first-hand look
at a sophisticated vessel traffic svstem,
Seafarers participating in Bosun Recertification Program get a rundown from
Coast Guard spokesman on how USCG monitors traffic in the busy port of New
York.
Bosuns Set to Wrap Up 1st Recertification Class of 79
A new group of 12 recertified
bosuns will soon turn to after
their two-month recertification
class finishes up in New York
early next month.
This will he the first class to
graduate since the Seafarers
Appeals Board reinstituted the
Bosun Recertification Prograiii
in January. Two more classes will
he held this year, with one
beginning on Aug. 6 and another
beginning on Nov. 30.
The bosuns spent the first 30
days of the class attending
various training sessions at the
Harry Lundeherg School in
Piney Point, MU. Field trip;
were taken from there to pert
inent locations in the Washing
ton, D.C. area, including the U.S.
Capitol Building, Transportation
Institute, and the headquarters of
the AFL-CIO.
Besides touring SIU facilities
and attending more training
sessions, a number of educational
field trips were taken by the
bosuns during their month-long
stay in New York. Among the
places visited were Coast Guard
headquarters, the El Paso ship
! Bosuns took field trio to the El Paso training center near LaGuardia Airport in
[New York to view bridge, engine consol and cargo room simulators similar to
the equipment on LNG ships operated by El Paso.
simulator at La Guardia Airport, they're also cast in the role of
the U.S. Public Health Service, Union representative and ship's
the Sea Land offices, and the chairman. This is one reason why
Marine Port Council of Greater the Bosun Recertification Pro
gram was started in the first
New York.
All respects of Union op place. The Union recognizes the
erations, as well as the various unique and important role of the
factors—political and otherwise hosun on SIU ships.
The SIU wants its bosuns to he
— that effect Union members, the
maritime industry, and labor in well informed, not just about the
general will he covered by the new equipment going onto the
bosuns before they complete the ships, hut about the political and
other forces that effect us as well.
class.
Bosuns are important men on The Bosun Recertification Pro
SIU ships. Besides the fact that gram is one way for us to remain
they coordinate work on deck. strong—through education.
El Paso technician gives bosuns a look see at the company's LNG cargo room
simulator. Crews for El Paso's LNG ships go through training on these simulators.
June 1979 / LOG / 37
�Seniority
Upgraders
•
Stephen J. McGurgan
Seafarer Ste
phen J. McGur
gan, 22, is a 1977
graduate of the
I. undeberg
School. In 1978,
he upgraded to
AB there. He has
his lifeboat, fire
s' fighting and
cardio-pulmonary resuscitation
endorsements. He resides in Ken
sington, Conn, and ships from the
port of New York,
John Carroll Carr Jr.
Seafarer John
Carroll Carr Jr.,
21, graduated
from Piney
Point in 1976,
He upgraded
there in 1977 to
FOWT, and to
QMED earlier
this
year.
Brother Carr has the lifeboat,
firefighting and cardio-pulmonary
resuscitation endorsements. Brother
Carr lives in .Arnold, Mo, and ships
from the Gulf,
Thomas L. Gary
Seafarer
Thomas L. Gary,
24, graduated
from the Harry
Lundeberg
School in 1973,
Brother Gary
u pgraded to
FOWT there
in 1975 and to
QMED this year. He also completed
th° GEO High School Equivalency
Program. He has his lifeboat,
firefighting and cardio-pulmonary
resuscitation tickets, A resident of
Atlantic Beach, Fla,, he ships from
all ports.
r
Joseph Boevink
Seafarer Jos
eph Boevink, 26,
is a 1975 grad
uate of the Lun
deberg School's
Entry Program.
He upgraded to
AB at HLS in
1977, Brother
Boevink plans to
take the LNG and Tankerman
Courses at the School, He has his
lifeboat, firefighting and cardio
pulmonary resuscitation endorse
ments, He was born in San Jose,
Calif., lives in Panama City, Fla.
and ships out of all ports.
Alan H. Nelson
Seafarer Alan
H. Nelson, 27,
graduated from
the HLSS in
1968. He up
graded to FOWT
there in 1970,
Brother Nelson
is enrolled for
the QMED
Course at Piney Point for Oct, 1, He
has the firefighting, lifeboat and
cardio-pulmonary resuscitation
tickets. He was born in Baltimore
where he resides and ships out of the
ports of Baltimore and Piney Point,
Angel Mercardo
Seafarer An
gel Mercardo,
27, graduated
from the Harry
Lundeberg
School of Seam a n s h i p 's
(HLSS) Entry
Trainee Pro
gram, Piney
Point, Md, in 1975, He also
upgraded to FOWT there in 1978, In
October, Brother Mercardo will
upgrade to QMED at the HLSS, He
has his lifeboat, firefighting and
cardio-pulmonary resuscitation
tickets, A native of Brooklyn, N,Y,,
Mercardo ships out of the port of
New York,
Dropped Out in lOth Grade,
He Gets His H.S. Diploma at HLS
SIU member Jim Riccio of Cleve
land, Ohio recently completed the high
school equivalency program at the
Lundeberg School and achieved his
high school diploma.
After dropping out of school in the
10th grade. Seafarer Riccio found HLS
"to be the best place to get your
diploma," He has been a member of the
SIU since 1975 and found out about the
GED program by reading the Log.
Seafarer Riccio commented, "The
GED program is very good. It is a good
opportunity to get a diploma in a short
time," He was among 18 other students
in a class which recently achieved their
high school diplomas through the
program at the Lundeberg School, This
was the largest graduating class since the
GED program has been in existence.
When asked what he liked most about
the program. Seafarer Riccio said, "The
classes were small and all the teachers
were very helpful. They would help you
with any area of study in which you are
weak," The high school equivalency
program is very individualized, "You
can learn more when you are working
individually," said Seafarer Riccio,
Even though this was his first visit to
the Lundeberg School, Jim Riccio has
plans of returning to upgrade sometime
in the near future. He would like to
recommend the high school equivalency
program to his fellow Seafarers and
encourages everyone to take advantage
of this program.
Jim Riccio
The high school equivalency program
is open to all members in good standing.
For further information contact your
SIU representative or write to the
following address:
Academic Education Department
Harry Lundeberg School
Piney Point. Md 20674
Personals
Anton Bruun Crew
Anyone that was aboard the SIU Re
search Vessel "Anton Bruun" in the
1960's in the Indian Ocean, and has a
crew list, please send a copy to Jack
(Saki Jack) Dolan, Chief Steward, 62
Galloway Road, Warwick, N,V. 10990.
He needs it to finish an article for the
Log.
Big Bad Tom call your long lost
Brother-In-Law Little Bad Bill in Cali
fornia, 714-889-1743.
John Liningston
Please contact your sister Mrs. K. A.
Waddell, 5861 Hollyhurst Way, Sac
ramento, Calif. 958232. She is anxious
to hear from you.
Wliat's Wrong?
Monthly Membership Meetings
Date
Port
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Algonac
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St, Louis
Cleveland
July 2
July 3
July 5
July 5
July 5
July 6
July 9
July 10
July 11
July 12
July 16
July20
July 14
July 5
July 21
July 3
July 10
July 18
July 13
July 12
38 / LOG / June 1979
Deep Sea
Lakes, Inland Waters
2:30 p.m
2:30 p.m
2:30 p.m,'
9:30a.m
2:00 p.m
2:30p.m
2:30p.m
2:30 p.m
2:30p,m
2:30 p.m
2:30 p.m
,.,,, 2:30p.m
10:30a.m
2:30p,m,
UIW
7:00 p.m.
7:00 p.m.
7:00 p.m.
7:00p.m.
—
—
7:00p.m.
7:00 p.m.
—
—
—
—
—
1:00 p.m.
2:30 p.m.
—
2:30p,m.
—
If yon can find out and fix it, you've
got great job security and good pay.
So take the Marine Electrical Maintenance
Course at HLS. It starts August 20.
See your SIU Representative or contact
HLS to enrolL
�/
.22 Qualified Men for the Engine Department
Here's 22 more QMED graduates at the Harry Lundeberg School of Seamanship, Piney Point, Md. They are(front row I. tor.) J. Galeas, A. Shaw, R.Barnes, C.Martinez,
E. Haynie and I. Abas. In the middle row (I. to r.) are L Gayle, D. Dokulil, R. Hipp, J. Fisher, M. Mefferd, G. Hughes, W. Davidson and M. Phillips. The back row (I. to r.)
are T. Taylor,-J. Hall, T. Gary, J. Carr, M. Freeman, B. Fowler, K. Craig and D. Turner.
Taking to the Lifeboats
Showing off their Lifeboat Course diplomas are (I. to r.) graduates E. Olsen, C.
Jefferson and A. Wooten.
LNGers—Deck and Engine
Deck and engine department LNG Course graduates have their picture taken
after graduation. They are (front I. to r.) H. Nakea, Recertified Bosun Aubrey
Waters, J. Cade and Recertified Bosun Tom Brooks. Standing (I. to r.) are R.
Dawson, W. F. Murphy, J. Wells, H. Bennett and B. Hassen.
A New Cook & Baker
^re You Getting dishpan Hands?
t
Well, get yourself out of the soap sudsl
Upgrade in the Steward department
atHlS.
Chief Steward—August 20
Chief Cook—August 6
Cook and Baker—August 6
Assistant Cook—September 3
Sign Up Now!
<
See Your SlU Representative ^
or
Contact HLS
New Cook and Baker Ronald Jones
-Shows diploma.
June 1979 / LOG / 39
�•gyiiCfcTCi*Taa3Mi
What is job security? And what's the '
Union doing to protect the Job security of
the membership?
"Our voluntary SPAD contributions have
brought the SIU out on top of battles
before," Paradise continued, and if we ail
sign the SPAD checkoff we're giving our
Union support to fight for us in
Washington in the future."
That was the main point of discussion at a
recent ship's Union meeting aboard the
ST Ogden Willamette. And the answer
Bosun Leo Paradise, ship's chairman, and
steward Paul Franco, ship's secretary
came up with was—plenty.
"Now is the best time to sjgn the SPAD
checkoff," Paul Franco, ship's secretary
added. "The fight is in round one and
there are 14 more rounds to go."
Brother Paradise pointed out an article in
the January issue of the Log called
"Common Cause Study Flawed." That
article, originally published in an
independent newsletter, scored a report
by Common Cause which had praised
Rep. Paul McClosky (R-Calif.) as a
champion of the public interest because
he worked to defeat the labor-backed
cargo preference bill.
Round 2 is right around the corner.
Brother Franco noted that the SIU has
launched an all-out effort to get Congress^
to overturn a recent court ruling allowing
the Amerada Hess Corp. to use foreign
flag" tankers for the Alaska oil run. (See
December Log, "Hess Gets OK to Use
Foreign Flags for Alaska Oil.")
"If Hess gets away with this," Brother
Franco warned, "so will others. Think
about how many of our jobs will be lost,"
Franco said, painting a picture of a job
call at an SIU hall where Seafarers look
up at a blank shipping board and then at
each other, wondering what went wrong.
The article concluded that Rep. N\cQ\osky
opposed U.S. maritime for one
reason—because he lined his pockets
with contributions from the oil industry
and American-owned foreign flag
interests.
"All SlU members should read this article,
not once, but twice," Brother Paradise
said. "Rep. McClosky is out to break all of
us in the maritime industry. He's out to
destroy everything we've fought for over
he years—new ships, improved job
security and a strong U.S. merchant
leet."
"That's when it's too late," Franco said,
"but it's not too late now. Let's sign the
SPAD checkoff to make sure our future
will be secure."
The Willamette ship's committee talked
about two of the ways in which SPAD
contributions have enabled the Union to
work to make the present and future jobs
of Seafarers more secure.
"It's our SPAD donations that fight the
enemies of U.S. maritime like Rep.
McClosky," Paradise said urging everyone
o sign the new SPAD checkoff
authorizing the Seafarers Vacation Plan to
deduct 30 cents a day from their vacation
benefits for the SPAD fund.
"We wouldn't be at the top of the industry
now if it weren't for SPAD," Brother
Franco said, "and we have to fight to stay
on top."
ASSIGNMENT FOR SEAFARERS PGLItiCAL ACTIVITY DONATION (SPAD)
TO:
DATE
Seafarers Vacation Plan
275 20th Street
Brooklyn, N,Y. 11215
Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made
by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which
I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue,
Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail
is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the
date you receive it and applicable only to vacation benefits both earned and payable to me thereafter.
I acknowledge advice and understand that SPAD is a separate segregated fund established and administered
by my union to engage in political activities and to make contributions and expenditures for candldsjes seeking
political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any
contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount
as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is
to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con
tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash
ington, D.C.
This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me.
Member's name (Print)
Member's Signature
Social Security Number
Members Home Address
City
Book Number
%
OFFICE COPY
11 Ite-I'I'-V •
State
Port
Zip
�
Dublin Core
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
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Title
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June 1979
Description
An account of the resource
HEADLINES
SENATE SUPPORT GROWING TO BAN ALASKA OIL EXPORT
25 SENATORS CO-SIGN LETTER OF SUPPORT
SIU SUES USCG FOR FAILURE TO ENFORCE SAFETY LAWS
SENATE, 85-2, PASSED MARAD BILL: HOUSE FIGHT LOOMS
CARTER NAMES PAUL HALL TO POST ON EXPORT COUNCIL
1ST SEAFARER GETS INCREASED DEEP SEA PENSION
TRUSTEES REVAMP RULE ON INITIAL ELIGIBILITY FOR WELFARE PLAN BENEFITS
COURT ORDERS CREW TURNOVERS ON 9 MSC TANKERS
UNION FIGHTING TO RE-ESTABLISH SIU CREW JURISDICTION
NMU HALTS MERGER TALK WITH SIU
SIU OPPOSED TO PANAMA CANAL TOLL HIKES
DIXIE BOATMEN GET COST-OF-LIVING HIKE
A TOUGH ORDEAL, BUT WELFARE PLAN GAVE HIM PEACE OF MIND
TRUSTEES DROP VACATION ELIGIBILITY TO 75 DAYS FOR BOATMEN
CARTER SIGNS ANTI-REBATING LEGISLATION
HOUSE COMMITTEES HOLD HEARINGS ON DEEP SEA MINERAL RESOURCES
T.I. CALLS FOR GUARENTEED FUEL ALLOCATION FOR TUGS AND TOWBOATS
GAO SAYS USCG SHOULD DO BETTER IN PROMOTING SAFETY
SENATE PASSED MARAD AUTHORIZATIONS
CONGRESS ACTS ON ALASKA LANDS BILL
CARTER NOMINATES NEMIROW TO TOP MARAD SLOT
LOS ANGELES HARBOR A LOOK AT SIU’S EXPANDED OPERATIONS
SIU’S NEW HONEY IS HOPPER DREDGE SUGAR ISLAND
HESS SHADED BY UMBRELLA OF VIRGIN ISLANDS LOOPHOLE
MARITIME DAY- REMEMBERING OUR MERCHANT MARINE
AS MATE WITH CROWLEY, HE’S MOVING BIGGEST RO/RO BARGES IN WORLD
KEITH FOIL ZEROING IN ON PILOT’S JOB WITH A LITTLE HELP FROMA FRIEND
ONLY 23, GEORGE MOWBRAY SAILING MATE WITH G&H TOWING
NEW STEWARD RECERTIFICATION PROGRAM SET TO GET UNDERWAY SEPT. 3, 1979
3 YEAR CONTRACT WON FOR BOATMEN AT HARBOR TWOING
NEW 3-YEAR PACT BRINGS INLAND VACATION PLAN TO HANNAH BOATMEN
WATERMAN TO BUILD ITS THIRD RO/RO
RETAIL CLERKS, MEATCUTTERS MERGE: BIGGEST IN AFL-CIO
NLRB UPHOLDS SIU, MFU, SUP IN VALERIE F. BEEF; AWAIT INJUNCTION
SOHIO DROPS PLAN TO BUILD LONG BEACH TERMINAL, PIPELINE
FOR QMED’S TODAY- DIESELS ARE THE KEY
HLSS PRESIDENT GIVES SIU’S VIEWS ON EDUATION TO SENATE HEARINGS
COMMERCE SEC. BACKS BUILD, MAN AMERICAN IN OCEAN MINING BILL
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
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6/1/1979
Format
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Newsprint
Type
The nature or genre of the resource
Text
Identifier
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Vol. 41, No. 6
1979
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/5eb2f5299f69555f9692d7a4e483adf0.PDF
ce1015e86dc05a949f652c9f76449aed
PDF Text
Text
/
-
~~ .
UBRJlRf
HJlIHty ':"NDEBE!fG SCHOOl OF SEAIIAIISIIIP
I
AwaEliiP-'-s
, .0 ~ .i·n Co leg;'Scl,01arships
Pages 20-21
Official Publication of the Seafarers International Union. Atlantic, Gulf, Lakes and Inland Waters District. AFL-CIO
~~ '541
MAY 1979
7
SIU Crews 1sf of 11
New Tugs for G&H Towing
Support in Congress Grows to Stop Alaska Oil Export
Page 3
Ne\N Bosun Recertification Program Gets
Pages 12-13
Under~ay
�USCG Backs Down on Plan To Eliminate Tankermeh
SlU's 5-Year Fight
Pays Off
F
'^IVE years ago—in 1974—the
Coast Guard proposed a set
of rule changes which would have
eliminated the requirement for a
certified tankerman aboard tank
barges under tow.
For these past five years, the
SIU has had a running battle
with the Coast Guard over these
proposed changes.
This month, the persistence of
the SIU paid off when the Coast
Guard announced that it was
calling off the rule-making pro
ceedings.
For the time being, at least, the
jobs of hundreds of unlicensed
tankermen have been saved, and
the safety of their vessels and
crewmates have been secured.
This is what has happened:
In 1974, the Coast Guard
announced proposed rule
changes which would have trans
ferred the tankerman's jobs to
licensed personnel in the wheelhouse. In effect, the Coast Guard
was saying that there was no need
for a separate tankerman aboard
tank barges underway.
The SIU immediately objected
to the proposed changes. In a
strongly-worded letter to the
Coast Guard, SIU President Paul
Hall summed up the Union's
concern over the proposed rule
changes this way: "The removal
of the tankerman from tank
barges underway is not justified
by any factual or operational
evidence, and would result in a
vital skill being lost from the
crew."
Throughout the long running
battle with the Coast Guard, the
SIU has continued to maintain
that it is essential that the training
and skills of tankermen be
improved and then maintained at
HP A
Paul Hall
A Commitment to the Future
T
WO extremely important events occurred this month—events which
1 believe epitomize the modern day thrust of this organization.
First was the announcement of the winners of this year's SIU college
scholarship grants. Overall, the Union will provide $70,000 in college
scholarships to eight deserving recipients.
Four of the winners are dependent children of SIU members. Each of
them will receive a $10,000 four-year scholarship.
We are all proud of these fine young students. But we should be
equally proud of the fact that the four other winners are SIU
members themselves. Two will receive the four-year $10,000 grants. And
two will receive the $5,000 two year awards. (See pages 20-21)
The second event was the start this month of the second phase of the
Bosun Recertification Program. (Pages 12-13)
Twelve SIU members are presently going through this two-month
program. It is designed to provide these men not only with an indepth
look into the many programs and problems involving our Union. But it
will provide them with the tools to properly perform the crucial job of
ship's chairman.
This group represents the first of three special classes of the Bosun
Recertification Program to be conducted this year.
The reason I attach such significance to these two events is that they
loudly demonstrate this organization's total commitment to education.
They are also vivid evidence of how far we have come in our efforts to
provide top notch educational opportunities to our members.
It is my very strong belief that one of the things which severely
handicapped the seamen's movement years ago was the unavailability of
education to seamen and boatmen.
In fact, when we established this organization in 1938, the availability
of education for seamen was no better than it was at the turn of the
century.
Back then, there was little thought about education for seamen. We
were embroiled in bitter battles to provide better wages, conditions and
fringe benefits to SIU members.
However, after World War H, when the nation's legislators began to
systematically dismantle the U.S. merchant marine, it became apparent
a high level. And, the Union has
backed up its assertions with an
effective training program at the
SI U's training center at the H^rry
Lundeberg School in Piney
Point, Md.
The Coast Guard persisted all
during this time in trying to
eliminate the tankerman's job—
even though the SIU demon
strated that the tankerman's
presence was essential for the
safety of the tow under way.
What the Coast Guard propo
sal would have wrought is poten
tial disaster. By combining the
job responsibilities of towboat
operator and tankerman, the
Coast Guard was offering to put
unbearable pressures on the
towboat operator. The result
would almost certainly have been
neglect of the tankerman's re
sponsibility under way with all of
the attendant hazards to crew and
vessel safety, as well as increased
possibility of pollution.
The
Coast
Guard
has
abandoned its efforts to eliminate
the requirement of having a
separate qualified tankerman
aboard tows, at least for now. In
their announcement, the Coast
Guard said that they would study
the matter further.
That's good. The SIU believes
that any study will show that the
role of the tankerman is essential
in dealing with many hazards that
are normally faced during the tow
of volatile substances in tank
barges. We believe the study will
also document the need for
tankermen in dealing with the
normal maintenanceand repair of
tank barges under tow.
The SIU, for its part, will
continue to offer training and
upgrading programs to improve
the skills and efficiency of
tankermen.
to us that fighting for the best contracts was only one part of the very
difficult job of protecting the interests of this membership. In brief, we
were slapped in the face with the fact that a good contract means nothing
unless there are jobs to fill.
As the saying goes, the handwriting was on the wall. If we were to grow
and prosper as an organization, we had to be prepared for the future. The
answer for us then, as it remains today, is education.
We started out small in our commitment to education. Our first
program was a lifeboat training course. The Union provided its first
college scholarship some 27 years ago.
These initial programs were more symbolic than anything. But they
were a start—a cornerstone on which to build for the future.
Today, it should be with a great deal of pride that every SIU member—
young and old alike—should look upon our educational programs.
Because it is my belief that our Union—with the help of the Lundeberg
School—provides the finest educational opportunities for seamen and
boatmen anywhere in the country.
These programs cover every area of educational importance to an SIU
member. A young seaman or boatman, with a little desire, can go from an
entry rating to the top of his respective department in just a few yea/s
simply by taking advantage of the educational opportunities available at
HLSS. These vocational programs can also be used as college credits fof
those wishing to get a degree. Each program has been evaluated
separately by the American Council on Education. For instance,
completion of the FOWT course is worth six college credits. QMED is
worth 18 credits.
Our School also provides a comprehensive program for academic
education. This program is designed not only to aid our members in their
vocational studies, but to help them improve their own all-around
academic abilities. In this regard, the School also has a GEO High School
Equivalency Program. Well over 1,000 SIU members have taken
advantage of it and have achieved their diplomas. This is a tremendous
tribute to both the School and the hundreds of members who worked
hard to advance themselves.
In our complex industry, though, vocational and academic education
is only the beginning. The Lundeberg School also helps to provide
education concerning the Union itself, developments in the industry, and
the many political programs the SIU participates in to protect thejobs of
SIU members while at the same time promoting the U.S. maritime
industry.
Brothers, the SIU is in excellent condition today despite the fact that
our industry as a whole is in trouble. Education has played a key role in
our success.
It would be easy to say that we have done a good job in regard to
education and stop right here. But the plain and simple fact is that we
must continue to both expand our programs and our commitment to
education if we expect to continue to grow as an organization.
We have come a long way in building our educational programs. They
have paid off for us. They will continue to pay off for us. My advice is to
be proud of them and take advantage of them.
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO 675 Fourth Ave Brooklvn N
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No.5, May 1979. (ISSN #0160-2047)
<
y < •
2 / LOG / May 1979
r
�Support in Congress Grows to Bar ASaska Oil Export
House, Senate Units
Vote 'Yes' to Halt
Oil Export Scheme
A
s bumper-to-bumper lines con
tinue to form at gas stations
across the country, increasingly
bitter opposition is being voiced
over plans to export Alaskanproduced crude oil to Japan.
The most recent evidence of
opposition to exporting America's
largest domestic oil supply came
earlier this month as two crucial
votes were taken in Congress.
By a solid 21-9 margin, the House
Foreign Affairs Committee voted in
favor of the strongly worded amend
ment to the Export Administration
Act of 1979. Introduced by Rep.
Howard Wolpe (D-Mich.), the"
amendment would extend and
strengthen restrictions barring the
export or exchange of Alaskan
crude under any but the most critical
emergency situations.
An almost identical bill intro
duced before the Senate Banking,
Housing and Urban Affairs Commit
tee by Sen. Don Riegle (D-Mich.)
was narrowly passed by an 8-7 vote.
Committee passage of the mea
sures was hailed as a victory for U.S.
consumers and the country's na
tional security needs by a broadbased coalition of consumer, citizenaction and labor groups which have
fought against the Alaskan oil
export scheme for over a year. Floor
action on the act is expected in both
the House and the Senate in the
course of the next few weeks.
Modeled on legislation drafted by
Rep. Stewart McKinney (R-Conn.)
the current
legislation
says
essentially that Alaskan oil should
be reserved for the use of the energy
hungry United States.
The Export Administration Act
of 1979, tagged H.R. 3783 in the
House and S.737 in the Senate,
mandates that the export, exchange
or swap of Alaskan crude can be
authorized by the President only if
such exports result in benefits to
U.S. consumers.
If passed, the Act would fulfill
Congress' original intent in authori
zing construction of the TransAlaskan Pipeline when it promised
this domestically produced oil to the
INDEX
Legislative News
Alaska Oil Battle
Page 3
SlU in Washington ... Pages 9-10
Fight Over Maritime
Authorizations
Page 5
Union News
Seatrain Yard Closes
Page 14
President's Report
Page 2
Headquarters Notes
Page 7
Letters to Editor
Page 18
Brotherhood in Action ... Page 16
At Sea-Ashore
Page 17
SPAD Checkoff
Back Page
SlU Wins 5-Year Fight
Over Tankerman
Page 2
Great Lakes Picture
Page 8
Inland Lines
Page 6
A First For Boatmen;
Early Normal Pension... Page 7
U.S. Only Major Power
to Neglect Fleet
Page 19
American people.
Specifically the Act would allow
the President to go ahead with an
export or exchange of Alaskan
North Slope oil only under the
following circumstances:
• such export would not diminish
the quantity or quality of crude in
the U.S.;
• within three months of any
export, the cost of imported oil to
American refiners and of oil to U.S.
consumers is reduced. These items
would have to be verified by a semi
annual government audit;
• any exports are approved under
a terminable contract;
• the exports must be proven
necessary to protect national se
curity.
Congress would have final say on
any proposed Alaskan oil export,
with the authority to approve an
export plan within 60 days of
receiving the President's reason for
authorizing it.
Also included in the measure are
guidelines for any exports of Alas
kan crude to Mexico or Canada and
under yvhat conditions an emer
gency sale of Alaskan oil "to a
friendly state" could take place.
This month's House and Senate
Committee votes were viewed by
Congressional observers as a defeat
for the Carter Administration. The
Administration, and Energy Secre
tary James Schlesinger in particular,
have consistently advocated export
ing North Slope crude to Japan
because they claim such exports
would improve the U.S. balance of
payments and create new jobs.
But sponsors and supporters of
the Export Administration Act
agree that the only true beneficiaries
of an Alaskan oil export would be
the multi-national oil companies.
Though the companies engaged in
production of North Slope crude
have already raked-in record break
ing profits they would be able to save
an additional "few pennies per
barrel," Rep. McKinney said, by
using foreign flag tankers to move
the crude abroad instead of U.S.
bottoms which are required for
domestic transport of the crude.
"Exporting Alaskan oil may help
the oil companies' profits," Sen.
John Durkin (D-N.H.) proclaimed
recently, "but it will not help solve
General News
Ship's Digests
Dispatcher's Reports:
Gieat Lakes
Inland Waters
Deep Sea
Page 24
Page 31
Page 28
Page 35
Training Upgrading
"A" Seniority Upgrading.. Page 37
Piney Point Grads
T Page 30
Membership News
New Pensioners
Final Departures
Helped Him Beat
Mean Streets
Tug Titan
Page 36
Page 34
Page 28
Page 14
Special Features
SlU Scholarship
Winners
Pages 20-21
" Bosun Recertification
Program
Pages 12-13
the country's energy problems."
The Carter Administration's
contention that Alaskan oil exports
would create new Jobs has been
loudly rebutted by labor, consumer,
and citizen action groups including
the Consumer Federation of Amer
ica; the Citizen/Labor Energy
Coalition and the Consumer Energy
Council of America among many
others.
In a statement opposing the
export of domestic oil, the AFLCIO charged that the U.S. economy
would suffer "through the loss of
tanker employment, shoreside and
shipyard jobs, and the tax and wage
benefits they produce."
In addition, exporting Alaskan oil
and bringing in replacement supplies
from either the Middle East or
Mexico would force the U.S. into an
increasingly dependent relationship
with unstable foreign countries.
The Consumer Federation of
America pointed out that if Alaskan
oil were exported, America's already
"gross dependence" on foreign oil
suppliers would increase. And the
nation's economy and national
security would suffer.
Opponents of the export scheme
view the next few weeks as crucial to
convince congressmen and sena
tors that passage of the Export
Administration Act of 1979 is in the
best interests of the United States
and the American people.
SOHIO Gets OK to Build Terminal
One of the arguments used by the oil
companies to build their case for the
export of Alaskan crude is that moving
the oil to .lapan is the only way to ease
the current glut of North Slope crude on
the U.S. West Coast.
But California's South Coast Air
Quality Management District threw a
wrench into that argument last month
by unanimously granting the Standard
Oil Co. of Ohio a permit to go ahead
with construction of their proposed $1
billion tanker terminal and pipeline
facility.
Sohio's distribution system, which
will move Alaskan crude to the MidWestern United States via Long Beach,
Calif, now needs only an okay from the
State Air Resources Board. That
approval is expected shortly since Sohio
has agreed to comply with anti
pollution standards.
"I am optimistic," said ARB Chair
man Tom QuinnC'that we can reach our
decision within one or two weeks."
Though ground-breaking for the
pipeline and tanker facility now seems
to be only weeks away, two months ago
it looked like it would never be built.
California voters had given a green
light to the Sohio project last November
but in March the company announced
that they were scrapping the project
becau.se it appeared to be hopelessly
bound up by bureaucratic red tape.
However, Sohio decided to go ahead
with the planned facility after receiving
assurances from California Gov. Jerry
Brown that the necessary permit
application procedures would be
speeded up.
The Sohio facility will be the first
constructed specifically to handle high
sulfur Alaskan crude. When it's com
pleted, the distribution system will be
able to move 500,000 barrels of oil a day,
channeling the crude from Prudhoe Bay
to markets in the Midwest via the Long
Beach facility.
Approval of the Sohio project is
especiaWy limety as Congress gets ready
to debate the Export Administration
Act which would, if passed, reserve
Alaskan crude for domestic use.
The existence of a C'alifornia-to-M idwest distribution system in the near
future will undoubtedly be a factor in
their decision.
Log, Stewards News Merge
As the first anniversary of the
merger of the SIU and the
Marine Cooks & Stewards Union
approaches, we are proud to
announce that the Log and the
Stewards News have completed a
merger of our own.
The Stewards News, official
publication of the Marine Cooks
& Stewards Union for the past 27
years (643 issues), ceases publica
tion this month. And with it, the
Log will expand its coverage of
West Coast maritime news to
pick up where the Stewards News
is leaving off.
Even though the merger of the
SIU and MC&S took place last
June, the Stewards News con
tinued to publish while the details
and mechanics of the merger
were finalized.
The merger of the Log-and the
Stewards News is therefore
another step in putting the final
touches on what has been a truly
beneficial consolidation of two
brother unions.
Don Rotan, editor of the
Stewards News all these years.
will become part of the staff ol
the Log as West Coast Associate
Editor. The Log will benefit from
his many years as a maritime
writer and editor.
We feel that the merger of the
Stewards News and the Log will
give the SIU membership a better
publication all around. We
warmly welcome aboard our new
readers on the West Coast, the
members of the former Marine
Cooks & Stewards Union.
Notice to
SS Pittsburgh,
SS Oakland
Crewmembers
The Log wishes to notify ail
crewmembers who served aboard
the Sea-Land containerships SS
Pittsburgh (Voyage # 086) and
the SS Oakland (Voyage # 125)
that they have checks awaiting
them at the Union Hall in the
port of New York. To receive
these checks, contact SIU Repre
sentatives Leon Hall or Jack
Caffey at the Hall, or call them at
(212) 499-6600.
May 1979 / LOG / 3
�MCS Medical Plan Merged With SiU Welfare Plan
Consolidation Provides
Major Medical Coverage
to MCS Dependents
Dependents of active former MCS
members will be beneficiaries of a major
improvement in medical coverage
beginning July 1, it has been announced.
The improved benefits will result
from a change from Group Health
Coverage to a "Major Medical Benefits"
System. It comes from the merger of the
former MCS Welfare Plan with that of
the Seafarers International Union.
Inclusion of dependents of former
MCS members in the larger SIU
Welfare Plan will permit greater
benefits at no increased cost to the
companies.
Under the new plan, all dependents
will be able to select the doctors of their
choice, as well as hospital or clinic.
Although some former MCS members'
dependents have used so-called "directpayment" form of coverage, the vast
number of them have been covered bysuch Group Health Systems as Kaiser
(Permanente) Foundation, or the Puget
Sound Medical Group.
The major benefit, however, will
come from increased dollars allowances
for sickness or hospitalization than the
MCS Plan was able to furnish.
The greater resources of the SIU
permit better benefits at less cost than
was possible under the MCS. The
increased benefits are a direct result of
the MCS merger with the larger SIU.
Under the SIU Plan, dependents are
entitled to certain basic benefits which
the plan pays in full. That was similar to
the MCS Plan. However, under the SIU
Major Medical coverage, the SIU Plan
will pay up to 80% of a variety of costs
over the basic amounts. This is particu
larly valuable in the event of prolonged
hospitalization or illness—where the
medical expenses seem to go on and on.
Benefit schedules will be available in
all SIU offices before July 1. Summary
booklets of the SIU Welfare Plan are
currently available in SIU offices and
will be mailed to all concerned within
the next month or so.
If you do not receive a copy of the
booklet, copies of the benefit schedule
and Summary Plan booklet are avail
able and can be obtained by writing:
Seafarers Welfare Plan, 675 Fourth
Avenue, Brooklyn, N.Y. 11232
However, the following are some
examples of how the new Major
Medical benefits will work.
Famous Liners Mariposa and
Monferey Sold for $2.7 Milii*
The famous Pacific liners, SS
Mariposa and SS Monterey, went on
the auction block last month in San
Francisco, and were sold to an Ameri
can businessman for $2,700,000 for the
two vessels.
Under the terms of the bidding
procedures, other prospective buyers
had 48 hours in which to bid more than
the $2.7. When there were no more bids
by the deadline. Federal Judge Lloyd
King declared the new owner to be
Edward J. Daly, president of World
Airways. Inc. The airline is one of the
world's largest charter airlines and is
based in Oakland, Calif.
The ships were ordered auctioned off
by Judge King, sitting in as bankruptcy
judge over dissolution of Pacific Far
East Lines' assets. PEEL was judged
bankrupt last June. For years the vessels
had been manned by SIU Pacific
District members.
Next closest bidder to Daly was T.
Wan, a Taiwanese shipbuilder, whose
losing bid was only $50,000 less than
Daly's.
The winning bid was considerably
below what waterfront observers had
expected to be offered. Before the
'Right-to-Work' Bill
Dies In Maine
State House
The labor movement has won another
victory in its fight to halt any expansion
of the number of States with "right-towork" laws on their books.
The latest victory came in Maine
where the State Senate voted 21 -9 to kill
the bill. The House voted 85-59 against
the measure.
A "right-to-work" law allows a
worker in a union shop to work under
union contracts without paying dues or
joining the union.
Gov. Joseph E. Brennan, a Demo
crat, had vowed to veto the bill even if it
had passed.
Much of the credit for the bill's defeat
can be attributed to the actions of the
Maine State Federation of Labor, AFLCIO.
4 / LOG / May 1979
auction, most estimates of the probable
offerings were between $5 and $6
million for the two vessels.
The Mariposa was built in 1953, as
the SS Pine Tree Mariner, and the
Monterey was built in 1952, as the
Free State Mariner. They were pur
chased in 1956 by Matson Navigation
Company, of San Francisco.
riiat year they were converted into
passenger liners in Portland, Ore. Both
are air conditioned throughout, carry
ing 365 passengers at a service speed of
20 knots.
Beginning in 1957, Matson, through
its subsidiary. Oceanic Steamship
Company, operated the two ships in the
California, Hawaii, South Pacific trade.
In addition to passengers, both vessels
carried substantial amounts of cargo in
special refrigerated cargo holds.
In 1971, Matson sold its subsidiary
operations to Pacific Far East Lines,
including the two liners. Previously,
Matson had withdrawn from ervice,
two other liners, the SS Lurline and
S'S' Matsonia, in the face of mounting
operating costs and ruinous competi
tion from airlines.
PEEL continued operating the ships
to the South Pacific until it, in turn, sold
its trade route operations to the South
Pacific to Farrell Lines, in 1975.
Thereafter, it continued operating the
two liners to Hawaii and on a variety of
cruises.
Following a determination by the
Federal Maritime Subsidy Board not to
renew operating subsidies, the two ships
were laid up in San Franeisco, the
Monterey . 'm January, 1978 and the
Mariposa the following April.
As to the future of the two liners—
that was still as dark after the sale as
before. Daly would not say what he
intended to do, although he facetiously
suggested he might moor one in the
Oakland Estuary as a "floating cathouse."
Deposit in the SIU
Blood Bank—
It's Your Life
Major Medical Benefits
This benefit provides the extra protection you need to help meet the large
expenses when long periods of disability results from a serious sickness, or a
severe accident.
It supplements the Basic Medical Benefits by providing additional payments
for hospital's and doctor's services.
After payment of your Basic Medical Benefits, then Major Medical pays 80%
of the remaining covered expenses. Remember, there is no deductible or
maximum as in most plans.
For examples, note the following:
HOSPITAL BENEFITS
Suppose your depencjent's hospital bill was in the amount of $40,000.00 for
which $4,000.00 represents hospital miscellaneous charges after the 90th day.
Then the following would apply:
$16,000.00
Room & Board
Hospital
Miscellaneous
20,000.00
36,000.00
3,200.00
80% of $4,000.00 39,200.00
Total Payable
800.00
$40,000.00
Covered by the Basic Plan
Covered by the Basic Plan (within 90 days)
Covered by Basic Plan
Miscellaneous charges covered after90th day
Charge you are responsible for
DOCTOR'S VISITS
Suppose your dependent's attending physician's bill was in the amount of
$ 1,200.00 just for medical visits. The following would apply:
Charges
1st day
2nd day
3rd day to 60th day
$
50.00
25.00
870.00
($15 per visit)
61st day on
255.00
$1,200.00
Basic Plan
Allowance
Major Medical
15.00
10.00
348.00
(80% of$35) $ 28.00
(80%of$l5)
12.00
(80% of$422) 337.00
$
0 $373.00
(80% of$255) 204.00
$581.00
51.00
$246.00
You
Pay
7.00
3.00
185.00
SURGICAL BENEFIT
Suppo.se your dependent's surgeon charges $1,000,000 for a surgical procedure.
The following would apply:
Charge
Basic Plan
Major Medical
$1,000.00
$450.00
(80% of $550.00) $440.00
Therefore the plan will pay $890.00 in total.
You Pay
$110.00
MATERNITY BENEFIT
Suppo.se your wife has a baby and the total charges for prenatal care, delivery,
hospital stay, and post-partum care total $2,000.00. The following would apply:
Maternity Charges
Basic Plan
Major Medical
Vou Pay
$2,000.00
$500.00
(80% of $1,500.00) $1,200.00
$300.00
There is no annual maximum as there are normally with other plans.
Oil Profits Zoom as Crude Firms
Seek More With Decontrol
The nation's major oil companies all
reported large profit gains for the first
quarter of 1979, topped by an incredible
303 percent profits boost posted by the
Standard Oil Co. of Ohio.
Also reporting increases were: Amer
ada Hess Corp., up 279 percent; Texaco,
Inc., up 81 percent; Gulf Oil Corp., up
61 percent; Standard Oil of California,
up 43 percent; Cities Service Co., up 42
percent; Getty Oil Co., up 42 percent;
Exxon, up 37 percent; Indiana Stan
dard, up 28 percent; Shell Oil, up 16
percent; Marathon Oil, up 16 percent
and; Phillips Petroleum, up 4 percent.
Sohio's huge earnings increa.se as well
as Exxon's profit jumpareduein partto
the companies' Alaskan North Slope oil
production. Sohio and Exxon, together
with the Atlantic-Richfield Co. own 93
percent of Alaskan oil.
Despite the already staggering profits
posted for ihe first quarter, the oil
companies want more. They will rake in
more a lot more if they get President
Carter to decontrol domestic crude oil
prices. And it looks like they will
because the Administration favors
decontrol.
A White House report released last
month said, "it is estimated that
decontrol would increase domestic oil
producers income before taxes by $1
billion in 1979, $5 billion in 1980 and
$9.3 billion in 1981."
Opposition to oil decontrol is very
strong. AFL-CIO President George
Meany said following release of the oil
companies' first quarter profits: "As
depressing as today's figures are, they
are only an indication of the gloomy
inflation picture for the months ahead if
the Administration is successful in its
efforts to decontrol crude oil prices."
To calm the protests over decontrol,
the Administration proposed to recap
ture a portion of the oil companies'
earnings increases through a "windfall
profits tax," which, by their own
estimates, would return less than half of
the expected profits bonanza between
now and October, 1981.
The money recovered through the
profits tax would be used to help lowincome families who can't afford oil
price increases; to improve mass transit
systems, and to investigate alternative
energy sources.
A windfall profits tax, the Admini
stration report said, would "in one form
or another, apply to all domestically
produced oil," with one notable excep
tion.
Oil from Alaska's North Slope would
be exempt from the profits tax, because
"the transportation costs of bringing
this oil to market are very high."
With or without a windfall profits
tax, American consumers are going to
get burned by the oil companies.
�•.
MeCloskBy Sharpening Axe for Maritime Authorizations
T
HE SIU and supporters of a
strong U.S. maritime industry
are ready to square off with Rep.
Paul McCloskey (R-Calif.) in the
fight that is sure to come when the
Maritime Appropriations Authori
zation Act of Fiscal Year 1980 is
debated by Congress in the weeks
ahead.
The bill has already come through
the House Merchant Marine Sub
committee where several damaging
amendments offered by Rep.
McCloskey were turned back.
But McCloskey, the ranking
minority member of the House
Merchant Marine and Fisheries
Committee and U.S. maritime's
most vocal detractor, has promised
to renew his efforts to butcher the
Maritime Authorizations bill during
full House debate.
As it now stands, the FY 1980
budget for maritime, drawn up by
the Maritime Administration, totals
$398.8 million. That sum breaks
down into $101 million for the
construction differential subsidy
(CDS) program; $256 million for
the operational differential subsidy
(ODS) program; $16 million for
maritime research and development,
and $25.8 million for maritime
education and training expenses.
McCloskey's hatchet is aimed at
the vitally important construction
differential subsidy program which
provides funds for the cost differ
ence in constructing a new vessel in a
U.S. shipyard and building it in a
foreign yard.
low-cost foreign yards.
Other McCloskey sponsored
amendments which were defeated by
the Subcommittee and which the
Congressman is likely to re-introduce before the full House include:
• making the award of opera
tional subsidies contingent on
keeping manning levels within 50
percent of Coast Guard manning.
However Coast Guard manning
does not take into consideration
steward department personnel or
maintenance.
• barring funds from subsidized
operators from going to maritime
research organizations, which Mc
Closkey claims, lobby on behalf
of the merchant marine.
The CDS program is crucial for
both the survival of the U.S.
shipbuilding industry and the re
newal of the American flag bulk
fleet. As SIU Washington Represen
tative Chuck Mollard pointed out in
testimony before the House Sub
committee, "the U.S. may begin to
develop a new generation of bulk
vessels through the funds requested
for FY 1980 ship construction."
But McCloskey thinks the con
struction subsidy program is "a
burden." He wants the entire $101
million CDS appropriation, along
with 30 percent of the Maritime
Administration's budget in connec
tion with the program, scrapped.
In addition, McCloskey wants
Congress to okay a change in U.S.
law and allow subsidized U.S. ship
operators to purchase new vessels in
McCloskey is no novice at leading
attacks against the U.S. maritime
industry. During debate on the FY
1979 Maritime Authorizations bill
he sponsored a raft of amendments
which would have crippled both the
bill and the American merchant
marine had they passed.
But McCloskey's attacks were
successfully beaten back last year.
Supporters of the 1980 Maritime
Authorizations bill including the
SIU, many maritime labor and
industry groups, as well as the bill's
sponsors. Rep. John Murphy (DN.Y.) in the House and Senators
Howard Cannon (D-Nevada) and
Daniel Inouye (D-Hawaii) in the
Senate, plan to wage an all-out
battle to have this funding measure
passed intact.
SIU Blocks Takeover of 9 MSC Tankers: Court Battle Continues
The fight goes on in the SIU's
efforts to retain its representation of
unlicensed crews on nine MSCchartered tankers, whose contracts
expired earlier this year.
The tankers involved are five T-5's
operated by Hudson Waterways and
four Columbia class tankers, oper
ated by Cove Shipping.
Initially, the contracts were
awarded by the MSC to the NMUcontracted Trinidad Oil after what
we consider was the use of question
able tactics during the contract
bidding process.
As it stands now, though, the SIU
has won an injunction from the U.S.
Court of Appeals barring turnover
of the ships' crews. The injunction
will stay in effect until the Appeals
Court passes final judgement.
The Union suffered an initial
setback in the courts when District
Court Judge June L. Green denied
an injunction and awarded the
tankers to Trinidad Oil.
The SIU took the case to the
Appeals Court, which
awarded
the injunction.
Unfortunately, one of the ships,
the American Explorer underwent a
crew change before the Appeals
Court decision.
It is our contention that the
Trinidad Corp. gained the upper
hand in the bidding process only
after a sub-standard and perhaps
illegal contract proposal was sub
mitted by the NMU.
Under terms of the contract in
question, seamen would receive only
five vacation days for every 30 days
worked, as opposed to the 14 days
specified in standard NMU con
tracts. The NMU also agreed to cuts
in pension and welfare contributions
amounting to $7 per man per day.
We consider this to be a violation
of the bidding rules as well as a
violation of the Service Contract
Act which states that a successu,
contractor must pay wages and
fringe benefits equal to the amount
employees were entitled to under
the previous contract.
S/U Wins $2,800 Back Pay Settlement for Boatman
The SIU has won a $2,800 settlement
for back pay for an SIU Boatman, fired
from his job on the M/T Venturer
(Mariner Towing) without cause.
The SIU office in Jacksonville
demanded that Boatman Charles T.
Baker, the discharged SIU member he
given hack his job plus all the pay he lost
because of this illegal discharge.
At first the company refused. But the
Union pressed the grievance through the
SIU contract's grievance procedure. As
a result the company agreed to give
Baker his job hack, hut no seniority, and
no hack pay.
SIU then demanded arbitration
under the SIU contract. The company
then said they wanted to settle this case.
The Union wanted Baker to get his
job hack with full seniority and full pay
for all the time he lost because of this
illegal discharge.
The company finally gave in and
agreed to pay Baker $2,800. Baker got
his job hack, got his seniority hack and
got his $2,800.00 hack pay.
The Baker case demonstrates that our
contracts protect the membership
against unjust discharges.
The SIU contract protects our
members against many other unjust
actions by the companies, so use it for
your own protection.
U.S.C.G. Tightens Rules On Great Lakes Manning
IThe U.S. Coast Guard has notified seaman in notifying the captain that he
the Captains of all Great Lakes vessels is leaving the ship. The contract says
that unless the ship's crew consists of the that a seaman must notify the captain
minimum manning requirements as a full 24 hours in advance of his plans to
outlined on the ship's certificate, the leave the vessel. However, because of
vessel will not be allowed to sail.
the strong Coast Guard threat of
The Coast Guard also^ stated that prosecution, it is suggested that when
crewmembers essential to the naviga
tion and operation of the vessel who
leave ship without giving proper notice
or who fail to join the vessel are subject
to prosecution under the charge of WASHINGTON, D.C.—The country's
desertion. Such prosecution could lead unemployment rate last month rose
to the revocation of a seaman's papers slightly to 5.8 percent (a nine-month
average) from February's and March's
under Title 46 of U.S. Code 222.
5.7
percent. This means 5,937,000 are
The SIU does not want any of its
members prosecuted on such a charge. jobless.
Hard hit were the nation's tecr:agers,
Nor does the Union want any of our
whose
jobless rate rose sharply to 16.5
vessels hung up in port because of
insufficient personnel, whether they be percent!
Total employment declined in April
licensed or unlicensed.
by
670,000 (the biggest monthly decline
We therefore urge our Great Lakes
members to follow closely the duties of a since 1968) following eight months of
giving the 24-hour notice you give it
to the captain in front of at least two
witnes.ses.
In this way, you will be protecting
yourself, and at the same time you will
give the Union the opportunity to find a
proper replacement.
Unemployment Edges Up to 5.8%
economic growth. This leaves 96.2
million persons working out of a 102.1
million U.S. workforce.
The unemployment rate for adult
men last month was 4 percent as against
5.7 percent for adult women, unchanged
for both since March. White joblessness
went down to 4.9 percent while blacks
rose to 11.8 percent.
White teenagers had an unemploy
ment rate of 13.9 percent compared to
black teenagers 34.5 percent!
May 1979 / LOG / 5
�Zenith Dredging Co. of Duluth, Minn, is now deepening the Duluth Harbor
and is busy at another dredging project in the harbor at Barker's Island.
Peter Kiewit«feSons was declared low bidder on an $8-million dike repair job
in the port of Cleveland. Work is set to start in early June.
*
The Great Lakes Dredge & Dock Co. was awarded the dredge contract to
deepen the harbor of Fairport, Ohio.
Houston
G & H's new tug Titan began work in Galveston in the middle of May. A week
later, the company's other new tug, the iMura Haden was delivered.
New Orleans
Mobile
Contract negotiations here were completed with the Bariod Co., a division of
the National Lead Co., on May 13. The signed pact covers five tugmen. Its terms
include increased wages, increased pension and welfare benefits and the
company agreed to the new Inland Vacation Plan.
Early last month the 105-foot Tug J. Barton Greer (Mobile Towing)
overturned and sank at the Alabama Dry Dock and Shipbuilding Co piers on
Pinto Is.
The tug capsized in the early a.m. while moving the SS Mayo Lykes out of
a berth.
Four crewmembers and Pilot Dewey Standard scrambled onto a liferaft and
were picked up by the tug Doria Moran (Moran Towing).
Divers were sent down to determine the cause of the sinking, assess damage
and possible salvage.
Negotiations with the George Whiteman Towing Co. last month lead to a
three-year agreement plus halting the sale of one of the company's tugs to a non
SIU company. This helped to save eight jobs.
The company wanted to sell the tug/I. fK Whiteman io a non-union operator
out of Florida. But the SIU filed a forrhal grievance as provided for under the
existing contract. It advised Whiteman that the Union would go the full route to
discourage the sale and would take action, including legal action, to save the
member's Jobs and welfare benefits.
On Apr. 27, SlU-contractcd Crescent Towing bought the tug. She is now
working in the New Orleans Harbor at shipdocking and towing.
Crescent also is now operating a new addition to its fleet, a converted N.Y.
Harbor railroad carfloat tug, the Elizabeth Smith on work above the Huey Long
Bridge on the Mississippi.
The company now has two other converted (all work done in the Main Iron
Works, Houma, La.) New York railroad tugs, the Sandra Smith and the Jason
Smith. They also have bought the ocean-going Tuf^ San Luis from the U.S. Corps
of Engineers in Philadelphia.
Tenn-Tom Waterway
The lower Tenn-Tom Waterway at Cochrane, Ala. had the start of its first
commercial traffic last month when four barges headed downstream to Mobile.
The 232-mile barge canal, biggest waterway project in U.S. history, is almost
30 percent completed. It will bring the Midwest 800 miles nearer to the Gulf.
Annual tonnage is expected to hit 28 million tons of grain, ore and coal.
Construction completion is seen in 1984.
Inland Waterborne Commerce
U.S. inland water traffic rose 1.8 percent last year despite a bad winter. There
was an increase of 10,966,000 short tons to 626,800,000 tons hauled in 1978.
Paducah, Ky.
Baltimore
The Union Hall in this Ohio River port has been completely remodeled.
Members have been coming in for a looksee with shipping real good.
Ongoing negotiations for Harbor Towing's 50 Boatmen were moving along
the middle of this month. The agreement expires the end of the month.
St. Louis
Great Lakes
SlU's Luedtke Engineering Co. has been awarded a four to five job projects
package contract by the U.S. Corps of Engineers. The small dredging jobs are on
Lake Superior in isolated areas. They'll run from Little Lake, Mich, to Two
Harbors, Wise.
Luedtke also got another dredging contract in Erie, Pa. It is currently work
ing in Point Mouillee, Mich.
Before the onboard meeting with five crewmembers on the Mj V J. W. Hershey
recently. Port Agent Mike Worley found that Boatman Donald Morgan had a
leg injury. The agent personally accompanied Brother Morgan to Finley
Hospital, Dubuque, Iowa, and back to the boat in the Mississippi.
•
A number of SfU companies were honored by the Coast Guard for their
icebreaking efforts this winter.
Certificates of Merit went to National Marine Service, ACBL, and Federal
Barge Lines.
Cove Engineer Committee
Be One
SIU Headquarters Rep Ted Babkowski (second right) is at a payoff on MaySonthe
ST Cove Engineer (Cove Shipping) at the Hess Oil Terminal, Port Reading, N.J.
With him are the Ship's Committee of (I. to r.) Pumpman Nick Grigoratos,
educational director; R. D. Whaley, engine delegate; Recertified Bosun John
Pierce, ship's chairman and Chief Cook Nazareth Battle, steward delegate.
Notke to UeaAers On JtA CM thoteJure
•When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
6 / LOG / May 1979
clinic card
seaman's papers
INLAND
Take the
Able Seaman Course
at HLS
It starts July 5
�ma
Headquar
by SIU Execulive Vice President
Frank Drozak
T
HERE'S an old expression which says the only bet that's a sure thing
is that nothing stays the same. Everything changes. That's true about
any industry you can name. And it's especially true about maritime.
Keeping up with the constant changes and the special skills demanded
by the industry is the responsibility of every SIU member right across the
board. If we don't have the skills, we can't crew our contracted
equipment. It's that simple.
Making training opportunities available to the membership is the
responsibility of the Union. That's why we started the Harry Lundeberg
School in Piney Point. And that's why we built it up into the finest
training facility for seamen and boatmen in the country today.
The opportunities for advancement at HLS range from entry training
all the way up to the highest rated job in every department. And the higher
you go, the more money you make.
SIU members in every segment of the Union—deep sea. Great Lakes
and inland—can benefit by upgrading. But in this column, I want to stress
the special opportunities available to SIU Boatmen.
Right now, the inland sector is the most wide open in the industry in
terms of real opportunities for expansion. Boatmen who take advantage
of the upgrading courses HLS has to offer will see immediate
results. There are top to bottom jobs on the inland waterways just
waiting for skilled, qualified personnel to fill them.
The need for skilled licensed towboat operators, for example, is so
great there's a special scholarship available to Boatmen that's offered as
an incentive to take the course.
That scholarship is sponsored by the Transportation Institute, a
Washington, D.C.-based research and promotional organization for the
maritime industry with 174 inland and deep sea member companies.
The towboat operator course runs 12 weeks and it includes classroom
and hands-on training aboard the School's own tug and towboat, as well
as help in preparing for the Coast Guard licensing exam.
A Boatman who's accepted for the course under the TI scholarship
program gets not only top-notch training, he'll get $ 125 a week, free room
and board and all the necessary supplies for the 12 weeks of the course.
TI started the towboat operator scholarship to make sure their member
companies would have a source of skilled boatmen to work their
towboats. They're saying they need skilled personnel. And we must fill
that need.
Obviously, though, an inland boatman who's not familiar with the
courses HLS offers can't take advantage of them.
That's one of the reasons why the Union has stepped up representation
efforts in the Gulf and Western Rivers area—to make sure the
membership realizes the tremendous opportunities in the inland indus
try and how HLS can prepare them for those opportunities.
The men serving as delegates on SlU-contracted boats also have an
important part to play in letting fellow Boatmen know about the Union's
upgrading programs. Union delegates should make it a point to talk
about training courses during Union meetings on their boats. And about
the fact that once you've got the necessary training, there's nothing to stop
you from moving to the top-rated, big money jobs in the inland industry.
I think one of our recent graduates of the towboat operator's course put
it best when he said: "It's good to be involved with the towing industry.
It's a growing industry and I'm going to grow with it."
Keeping up with the changing needs of the maritime industry has
always been one of the hallmarks of the SIU. So has having the most
qualified, highly trained membership in the industry.
The only way we can live up to our reputation, though, is to keep
changing with the times. So HLS will continue to offer a wide range of
courses tailored to the needs of both the industry and SIU members. But
it's up to the membership to take advantage of them.
Another First For SIU Boatmen: Early Normal Pension
more and Norfolk; Taylor & Ander
son; Independent Towing; BakerWhitely Towing; Interstate Oil;
Crowley Towing of the West Coast
and Hawaii; IBC Co.; Delaware
River Barge; Mariner Towing and
Gellathin Barge.
Both Boatmen Alexander and
George will be collecting a monthly
pension of $390 which includes the
pension increase of $50 per month,
negotiated as part of the new
agreement with these same 11 SIUcontracted inland companies.
Under these new contracts. Boat
men who put in 123 days seatime
after Jan. 1, 1979, or after the
Pensioner Jennis S. Alexander is the first inland boatman to qualify for retirement
effective date of the new contract,
under the SIU harly Normal Pension program Plore. Boatman Alexander (left)
will receive a monthly pension of
receives his first pension check along with congrats Irom SIU roprosontativo
$390.
Mike Sacco.
The inland pension rate will go up
engines," because "that's all there
an additional $50 a month, to $440 days after June 16, 1980.
was around here in those days," a
The total $100 jump in monthly
for retiring Boatmen who work 125
fellow SIU member explained,
pension benefits applies to all three
adding
that he'd known .lennis
types of pensions available to
Alexander "ever since I vvore
Boatmen; the. Regular Normal
knickers."
Pension, the Disability Pension, and
Boatman Henry George also
the newly-available Early Normal
worked for McAllister during the
Pension.
Union's 1961 organizing drive. He'd
The first recipients of the Early
been a tugboat captain for many
Normal Pension, Boatmen George
years with McAllister, and before
and Alexander, are well-known
that with Curtis Bay Towing Co.,
figures around the Norfolk Union
hall where fellow SIU members and their predecessor. Wood Tow
speak of them fondly as "two hard ing Corp.
Both men are rightfully proud of
working men who were all for the
Union and well-liked by all parties." their work record and equally proud
- Brother Alexander, who became of their association with the SIU.
And the Union is glad that the Early
an engineer like his father before
Normal Pension program is now
him was with McAllister Brothers
available
to capable, dedicated
when that company was organized
Boatmen like Alexander and George.
by the SIU in 1961. Alexander, a
We wish them well and we'll
Union shop steward for 17 of his 19
years with McAllister, had earned continue working to bring new and
Boatman Henry George (right) picked up his first pension check from SIU-rep
his diesel engineer's license by the better benefits to our hardworking
David "Scrapiron" Jones at the Norfolk Union hall last monlh. Brother George was
time he retired. But in his early years SIU brothers, be they working on
a tugboat captain for many years until retiring under the Unioh's Early Normal
the rivers, the Lakes or the deep sea.
as a boatman his license read "steam
Pension recently
The first two SIU Boatmen ever to
retire under the Early Normal
Pension program picked up their
first pension checks from the
Norfolk Union hall recently.
Boatmen Jennis S. Alexander and
Henry S. George worked for McAl
lister Brothers of Norfolk until they
applied for the Early Normal
Pension which requires that an
applicant be 55 years of age and
have 20 years (7300 days) seatime.
Up until last year, SlU-contracted
inland companies did not partici
pate in the Early Normal Pension
program. But the Union began
negotiating for this benefit during
the last round of contract talks and
there are now 11 inland companies
participating in the program.
They include: McAllister Brothers
of Philadelphia and Norfolk; Curtis
Bay Towing of Philadelphia, Balti
May 1979 / LOG / 7
�The
Lakes
Picture
Reports from the port of Duluth say that as of the first week of May, Lake
Superior was still covered with ice. Coast Guard icebreakers are out daily on the
largest of the Great Lakes to assist the lakers moving in and out of the port.
Vessel activity has loosened up the ice. But high winds are said to be moving a lot
of it back into the harbor.
FY 19SO Budget
President Carter's budget for fiscal year 1980, which was recently submitted to
Congress, includes funding requests for continued work on 36 Great Lakes basin
water resource projects being carried out by the Army Corps of Engineers. Funds
were also earmarked for channel and harbor dredging projects and for
construction work on 12 diked areas which will serve as disposal sites for dredged
polluted sediments. The total sum requested by the President for Great Lakes
projects is $102 million.
Alf^onac*
Union officials are beginning contract negotiations with the SlU-contracted
Straits Transit Inc. which operates the ferries Christina Mae, Island Queen.
Mackinac island II and Island Princess between Mackinaw City and Mackinac
Island in northern Michigan. This is the last remaining agreement with SIUcontracted Great Lakes companies to be negotiated this year.
A mock-up of the Edmund Fitzgerald has been sailing the Great Lakes
recently for a film crew shooting a fictionalized version of the Fitzgerald tragedy.
Meanwhile, a Canadian company has proposed filming the real Fitzgerald, lying
in a tangled heap on the lake bottom, for another purpose. The company has
submitted a proposal to Oglebay-Norton, which owned the Fitzgerald, to
transmit television pictures of the wreck by using a cable-controlled vessel called
a constructor. They say a video investigation may resolve some of the
unanswered questions about how and why the ore carrier went down in Lake
Superior in 1975. Observers say, however, that Oglebay-Norton feels the tragedy
has already been studied enough and it is unlikely that they will agree to any
further investigation.
Frankfort
The SI U-contracted car ferry C/7r of Milwaukee, laid up since March 26
because of rudder damage, is out of the shipyard.
Meanwhile, the car ferry Viking continues to run on a normal schedule, with
the SI U crew working 20 days on and eight off. The Milwaukee will follow a fiveand-two schedule.
1
Dniuth
Buffalo
The president of SI U-contracted American Steamship Co. went to
Washington last month to deliver an annual address to Congress on the state of
Great Lakes shipping.
D. Ward Fuller told Congressmen from the Great Lakes area who make up the
Great Lakes Task Force and Council of Lake Erie Ports that Lakes shipping
activity was good last year. He noted that several new ships had been delivered to
U.S. companies in 1978 (one of which was American Steamship's SlU-crewed
Mj V Buffalo), and that three new self-unloaders, including one to American
Steamship, would be delivered in 1979.
Fuller's speech keyed on the nation's energy problems and on the role the
Great Lakes could play in easing them. "As rising oil prices focus more attention
on our vast coal resources," he said, "the Great Lakes shipping community
invites you to see a transportation system that overcomes the dislocation
problem in coal production and coal consumption in an economically sound and
environmentally clean...distribution network.
"The Great Lakes played a fundamental role in the industrial development of
our country," Fuller concluded. "We now stand ready to play another major role
by helping to resolve one of America's most critical needs—energy."
St, Lawrence Seaway
The 1979 shipping season marks the 20th anniversary of the St. Lawrence
Seaway. During its years of operation, tonnage moving through the Seaway has
tripled and last year surpassed 60million tons. The tonnage totals far outstrip the
expectations of the Seaway's planners.
Meetings^
SIU members who crew the car ferries Viking ax\d City of Milwaukee ratified a
new, three-year agreement this month. Negotiations between the Union and the
Ann Arbor Railroad which operates the two vessels, were wrapped up at the end
of April.
n4'V«4sillcl
An ore-transfer facility capable of accommodating thousand footers,is in the
blueprint stage for Cleveland harbor. The project is planned by Con Rail to
replace their Whiskey Island ore dock which was destroyed by high winds in
1978. Con Rail's project means Cleveland will get an ore transfer facility after all.
Originally, Republic Steel had been planning to build an ore dock in Cleveland
but changed their minds and their facility is now under construction in Lorain,
Ohio.
The hot debate on whether or not winter navigation should be made a
permanent feature of Great Lakes shipping is still raging. In order to gel a crosssection of public opinion on the issue, the Army Corps of Engineers has been
holding a series of public forums to discuss its draft study on the Navigation
Season Extension Program on the Great Lakes. The April and May meetings are
being held in Indiana, Michigan, Ohio and New York.
A jointly-sponsored government/industry conference to review the progress
of 89 programs which are part of a five-year plan to improve commerce on the
Great Lakes and the St. Lawrence Seaway is planned for June 20-22 in
Milwaukee. The open meeting is being sponsored by the Maritime
Administration, the St. Lawrence Seaway Development Corp., the Coast Guard
and the Army Corps of Engineers.
Trend Toward Diesel Power New Challenge to Blackgang
''HE decade of the 1970's has
been hallmarked by "astro
nomically" rising oil prices, accord
ing to Robert J. Blackwell, former
secretary of commerce lor maritime
affairs, and "more and more Ameri
can ship operators are seriously
looking" to slow-speed diesel pro
pulsion as a cost-efficient altern
ative.
"Rising fuel costs have signifi
cantly changed the U.S. ship operat
ing picture," Bladkwell said at the
dedication of the Marine Diesel
Engineering Facilities of the U.S.
Merchant Marine Academy last
month. "For the first time in modern
commercial shipping, fuel costs have
passed crews' wages as the number
one cost item in U.S. ship opera
tions."
The MarAd chief pointed out that
in the last 10 years, the cost of
bunker fuels has risen to the point
where they now account for about
half of a ship's operating costs.
Diesel fuel can cut operating costs
by as much as 30 percent, Blackwell
said, citing a recent MarAd survey
T
8 / LOG / May 1979
which "indicates that, at today's
prices, a 35,000 dwt vessel with slowspeed diesel propulsion could be
operated in our foreign (dry-bulk)
charter trade with annual fuel
savings of $750,000 compared to
operating a similar ship with steamturbine propulsion."
The shipbuilding activity of
several F!U-contracted companies
exemplifies the trend to diesel. Just
last year Sea-Land announced a
major program to build 12 new
containerships by 1980. All of the
new vessels will be diesel-powered.
Sea-Land also converted four
steam driven vessels to diesel last
year. Another SlU-contracted com
pany, Ogden Marine, has two dieselpowered ships on order.
New ships built with diesel
engines are not, however, exclu
sively the province of the deep sea
fleet. The latest addition to the
Unlon-crewed Great Lakes fle'et,
American Steamship Co.'s Mj V
Buffalo, is powered by twin diesel
engines.
Diesel propulsion is unquestion
ably the wave of the future, Blackwell said. Even though "less than
5 percent of the ocean-going U.S.flag merchant fleet is propelled with
diesc! machinery... nearly 45 per
cent of ships now under construc
tion or on order for use in the
U.S.-flag fleet will be dieselpowered."
increased Training
A fleet that is increasingly diesel
driven requires special knowhow
from engine department crewmembers. "As more and more ships turn
to diesel power," SIU Executive
Vice President Frank Drozak com
mented recently, "some engine room
jobs will require special training in
diesel engines.
"Because the SIU recognizes that
the rising costs of bunker fuels will
mean a continuing move to diesel,"
Drozak continued, "the Lundeberg
School offers a course in diesel
engines."
The four-week course, which is
open to and recommended for
QMEDs, is designed to provide SIU
members in the engine room with
the special skills and knowledge a
diesel-powered vessel demands.
Through both classroom and
practical training, the course famil
iarizes students with the operation,
design, construction and character
istics of diesel engines. (Watch the
Log for dates of upcoming diesel
engine courses at HLS.)
With fuel costs continuing to
skyrocket, diesel propulsion is a
logical step for the U.S.-flag mer
chant fleet. SIU members who
invest a short four weeks to take the
H LS diesel engine course will enable
both themselves and their Union to
keep pace with the clear course of
the maritime industry.
Deposit in the
SIU Blood BankIt's Your Life
�mill
Seafarers International Union of North America. AFL-CIO
May 1979
Legislative, Administrative and Regulatory Happenings
On the Agenda In Congress...
Hearings are continuing this month in
both the House and Senate on a number of
maritime matters. The SIU's legislative staff
is attending these hearings and will be
keeping close watch on the progress of
pending legislation.
OUTER CONTINENTAL SHELFThe House Select Committee on the Outer
Continental Shelf is continuing its oversight
hearings on the Outer Continental Shelf
Lands Act which was passed last year. In
March, the full House voted to extend the
life of this "watchdog" committee for
another 15 months. We, of course, are in
favor of this committee's efforts to make
certain that there is no watering down of the
provisions of the OCS Act which requires
100 percent American manning of offshore
oil rigs and platforms, as well as U.S.
manning of all supply and crew vessels.
CRUDE OIL TRANSPORT—The Sen
ate Energy and Natural Resources Com
mittee is holding hearings on S. 968, which is
a bill to speed up the processing of
applications for crude oil transportation
systems. Specifically, the hearings are aimed
at finding ways to cut the red tape on getting
permits for building pipelines to transport
crude from port areas to inland refineries.
REBATING—The Merchant Marine
Subcommittee of the House Merchant
Marine and Fisheries Committee will hold a
hearing on H.R. 3055. This legislation
would sharply increase the fines for illegal
rebating, and would give the Federal
Maritime Commission greater power to
investigate the practices of foreign-flag
shippers operating in the U.S. foreign
trades. As the law stands, there are now
severe restrictions against U.S. operators.
The thrust of this new legislation would be to
expand the anti-rebating rules to all
shippers, and thereby take away the unfair
advantages now enjoyed by foreign shippers
in our trade.
LAW OF THE SEA-The House For
eign Affairs Committee conducted a hearing
on the coming 8th Session of the U.N. Law
of the Sea Conference. U.S. Special
Ambassador Elliot Richardson testified,
and once again aired his position that the
-U.S. should not proceed with any ocean
mining legislation until the U.N. group had
adopted a position on the so-called rights of
"under-developed" nations.
OCEAN MINING —Meanwhile, the
Oceanography Subcommittee of the House
Merchant Marine and Fisheries Committee
has scheduled hearings later this month on
legislation relating to deep seabed mining.
These hearings will begin May 22 before the
committee which will be chaired by
Congressman Gerry Studds, (D-Me.).
Additional hearings and final mark-up of an
Ocean Mining bill will take place June 1921.
RAILROAD DEREGULATION-The
Surface Transportation Subcommittee of
the Senate Commerce Committee will
conduct hearings later this month, and in
early June, on a Senate bill which would end
some regulations affecting railroad oper
ations and rates. Senator Russell Long (DLa.) will conduct the hearings. The SIU will
be monitoring these meetings- and will also put into effect certain improvements which
submit positions on the proposed regula the Congress mandated when it authorized
tions. It is important that we watch these the USPHS budget last year. The committee
hearings carefully because deregulation of will also be taking a look at medical care of
railroad operations could have serious seamen who are stricken at sea; the
consequences for the nation's inland repatriation of seafarers who get sick in
waterways operators, and would affect the foreign areas and ports, and other matters
Jobs and Job security of thousands of SIU relating to the health care of seamen while
Boatmen.
they are at sea.
USPHS HOSPITALS, CLINICS-The
U.S.-CANADIAN FISHING — The
House Merchant Marine and Fisheries Fisheries Subcommittee of the House
Committee has scheduled hearings begin Merchant Marine and Fisheries Committee
ning June 11 to examine the results of has scheduled a hearing to examine the
Congress' decision to maintain and upgrade implementation of the U.S.-Canadian
the U.S. Public Health Service hospital and Fishing Agreement. I his oversight hearing
clinic system. These oversight hearings will will take place June 19 under the chairman
determine whether the Administration has ship of Congressman John Breaux (D-La.).
Seafarers Come to Washington For Political Briefing
Eleven more "A" Seniority Upgraders came to
Washington last month for a first-hand look at
the legislative and political action operations of
their Union. The visit was an important part of
the SIU's educational program to provide the
Union's membership with an awareness of the
importance of political action as it directly
relates to the jobs and job security of American
seafarers.
During their visit, the SIU members met at the
Transportation Institute where the .staff gave
them a broad view of the many legislative
problems facing the maritime industry. They
also went to the AFL-CIO Maritime Trades
Department where they met and talked with
members of the MTD and SIU legislative team.
Later in the day, the SIU upgraders toured the
U.S. Capitol where they saw the House and
Senate chambers, and met with the staffs of
several Congressmen.
Pictured here on the steps of the Capitol are
SIU upgraders Dale Malmberg, William
Mullins, Rene Rosario, Milton Alverez,
Anthony Gordon, Raymond Diaz, Douglas
Meadows, George Cruz, Richard Shellenback,
Hon'l Naken and Ned Oliver. Accompanying
them on their tour are SIU Legislative
Representative Betty Rocker and New Orleans
Rep. Louis Guarino.
May 1979 / LOG / 9
�Cl)c sm in tonshmglo^l^
Industfy
News
Congress Continues Fight To Restrict Export of Alaska North Slope Crude
Congress is continuing its efforts to
strengthen existing restrictions on the
export of Alaska North Slope crude oil. This
is what has been happening in the past few
weeks...
On May 9, the House Foreign Affairs
Committee voted down (21-9) an effort to
scuttle an amendment by Congressman
Howard Wolpe which would stiffen the
restrictions on the export of Alaska oil.
Congressman Wolpe's amendment —
which is substantially the same as that which
was originally drafted by Congressman
Senate Unit Finds
Federal Agencies
Avoid U.S.-Flag Use
The Senate Commerce Committee found
out something this month that the SlU has
been pointing to for some time. And that is
that many Federal Agencies, which are
bound by law to use U.S.-flag ships to carry
cargoes generated through these Agencies,
are not doing so. In fact, the Senate
Committee found that many Federal
Agencies are actively trying to get around
the use of American ships whenever they
can.
The Senate Committee pointed out one
recent incident relating to this problem. It
involved the Office of Management and
Budget (OMB). It was brought to the
Committee's attention that OMB chief
Lester Fettig had written a letter to a top
Commerce Department official questioning
the scope of the 1954 cargo preference law
which requires the use of U.S. flag ships for
government generated cargo.
Fettig's letter said bluntly: "Quite apart
from the question of legality, we are
concerned with the increased cost and
resultant inflationary impact of these
regulations (cargo preference). As you know
President Carter has opposed legislative
efforts to extend the 'Buy American Act' to
Federal guarantees because of its potential
inflationary impact. A cargo preference,
provision would appear to have the same
detrimental effect."
The Senate Committee called the OMB
letter "one of the many irrational attempts
by a Federal Agency with no legislative
responsibility for maritime policy or
programs to undermine our legislatively
enacted national maritime policy to
promote the U.S. merchant marine, and
hinder the efforts of the agency created to
implement that policy."
The Senate Committee urged a commit
ment on the part of Government to the U.S.
merchant marine, noting that Congress
should "make every effort to assure that to
the maximum extent possible the admini
stration and implementation of all Federal
programs bearing on our efforts to promote
the U.S. merchant marine are in harmony
towards that end."
Senate to Examine
Oil Shortages
The Energy Regulation Subcommittee of
the Senate Energy and Natural Resources
Committee has scheduled a series of
hearings to examine the nation's crude oil
and diesel fuel shortages.
The hearings will be chaired by Senator J.
Bennett Johnston (D—La.).
10 / LOG / May 1979
Stewart McKinney—would prohibit the
export of American oil unless the following
facts could be clearly defined:
• That the exports will not diminish the
quantity or quality of petroleum in the U.S.;
• That the exports would result in lower
prices to the American consumer;
• That any export agreement could be
terminated immediately if crude oil supplies
to the U.S. are interrupted or threatened;
• That such exports of U.S. oil are clearly
in the national interest.
The Wolpe amendment would also
require that both houses of Congress
approve any export agreement submitted by
the President.
In the Senate, meanwhile, the Senate
Banking, Housing and Urban Affairs
Committee passed on May 7 an amendment
by Senator Don Riegle which contains
language very similar to the Wolpe amend
ment in the House.
The Carter Administration is proposing
to swap the Alaska oil in a three-way scheme
which would ship U.S. oil to Japan in trade
for Mexican crude.
Opposition to the proposed export of
Alaska oil has come from a wide spectrum of
consumer and labor groups. In addition to
the SIU and most other American maritime
labor organizations, strong opposition to
the Carter plan has come from the AFL-CIO
and the affiliates of the AFL-CIO Maritime
Trades Department.
U.S. Flag Fleet Tops 22 Million Tons
SlU-manned LNG Libra will be joined by other LNG's in future.
Latest figures from the U.S. Maritime
Administration revealed that the privatelyowned ocean-going fleet of the U.S.
merchant marine comprised a record 22.5
million deadweight tons (dwt) on April 1.
This represented an increase of 1.8 million
dwt over the past year.
The MARAD report showed that the
U.S. fleet totalled 749 (only 550active) deepdraft vessels—an overall increase of seven
ships since April I, 1978.
In addition, the report showed that as of
April 1, five merchant ships totalling nearly
3 million dwt were under construction or on
order in American shipyards. These in
cluded nine tankers, 11 liquefied natural gas
(LNG) carriers, 13 intermodal vessels, II
dry-bulk carriers, three cargo break-bulk
ships, and eight special-type vessels.
SPAD is the SIU's political fund and our political arm in
Washington, D.C. The SIU asks for and accepts voluntary
contributions only. The Union uses the money donated to
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress. These are issues that have
a direct impact on the jobs and Job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The SIU urges its members to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the EEC
in Washington, D.C.
�SlU Vice President Lindsey Williams Retires
S
IU Vice President Lindsey J. the port of New Orleans sailing
Williams, 64, son of a union deep sea in all deck department
printer and a pioneer in organiz ratings. He was also ship's
ing deep sea sailors and inland delegate on the SS Atlantic.
boatmen for the SIU has retired.
During World War II, he
Brother Williams has been sailed in almost every combat
vice president in charge of the zone where the U.S. merchant
Gulf since 1960. He was New marine delivered military sup
Orleans port agent from 1950 to plies to the fighting fronts. Many
1960 when he succeeded the late times his ships came under air,
SIU Vice President Earl "Bull" sub and sea attacks with one
Shepard as agent there.
being torpedoed and sunk under
Williams was also Gulf Coast him in the Pacific.
Area Director of the Inland
Coming ashore after the war,
Boatmen's Union from 1961 to Williams became a Union official
1976 when the IBU merged with being assigned as a Gulf area
the SIU A&G District. He be organizer. There he was involved
came an International Vice in the drive to organize the
President in 1965 and a trustee of Isthmian Line. Later he was
the Seafarer's Pension Plan in assigned as the Union's director
1968.
of organization, headquartered
Coming out of Poplarville, in the port of New York.
Miss, to New Orleans at the early
In 1958 he took part in the El
age of 21, he began his maritime Mundo beef in Puerto Rico. The
career working on towboats on next year he was organizing the
the Mississippi in 1935. From SIU of Canada on the Great
then on he became very active in Lakes. And in 1961 he was in the
organizing river tug and towboat Philadelphia maritime-Team
men.
sters beef and the Circle LineIn 1942, he joined the SIU in NMU beef.
Kh'
SOVIET
flOUBlECliOSS!
Along with a group of SIU members in the port of New Orleans, SIU Vice President
Lindsey Williams (center) led hundreds of Seafarers and other maritime workers
in 1976 in picketing the Federal building in that port during SlU's fight to insure that
U.S. flag ships got their rightful share of grain cargoes going to Russia. Also in
photo is C.J. Buck Stephens (left), recently retired SIU New Orleans port agent.
If the SIU had a picketline up. you can be sure Lindsey Williams was there doing
duty. In above photo, Brother Williams (left on picketline) hits the bricks in the
Robin Line Beef in the early 60's. Right in front of Lindsey on line is SIU President
Paul Hall.
Seafarer Williams was also the
chief organizer in the drive to
organize the Cities Service Oil
Co. He was responsible for
bringing many other new com
panies under the SIU contract.
Back in New Orleans, he was the
first port agent to put black chief
stewards on passenger ships.
Williams was elected a delegate
to the Union's 13th Biennial
Convention in Washington, D.C.
in 1967. In 1976, he was on the
ballot in the 1st Congressional
District of Louisiana as a candi
date to the Democratic Party's
National Convention.
He was the first union official
appointed to a major commission
in New Orleans, the Public Belt
Railroad Commission in March
1960. He was also the first person
to receive the annual Greater
New Orleans AFL-CIO Com
munity Service Award for out
standing citizens in 1968.
In 1978, he got the A. Philip
Randolph Institute Award. And
he has been honored by Loyola
University's Institute of Human
Relations, the City of Hope, the
Knights of Columbus and the
Lions Club.
In addition to his many posts
with the SIU, Brother Williams is
president of the Greater New
Orleans AFL-CIO Central Body
representing more than 100
unions. He is also president of the
New Orleans Maritime Trades
Council for the AFL-CIO Mari
time Trades Department. In
addition, he is chairman of the
AFL-ClO's Committee on Poli
tical Education in Louisiana.
Today he is still vice chairman
of the Louisiana Boxing Com
mission. He's enjoying retirement
with his wife, Mary; son, Patrick,
born on St. Patrick's Day, and
daughter, Lynne Estelle.
f 'j'
SIU Vice President Lindsey Williams
French Coast Residents Unnerved By Latest Liberian-Flag Sinking
A Liberian "flag of convenience"
tanker has once again become involved
in a major maritime disaster off the
coast of France.
This latest in a series of accidents
involving flag of convenience vessels.
occurred when the Liberian-registered
Gino collided with the Norwegian ship
Team Castor, off the Brittany coast, on
April 28.
Though all 37 crewmembers of the
Gino were rescued, the ship sank just six
Lakes Seafarers Get May I COLA Hike
As of May 1, 1979, cost of living
adjustments added an additional 21
cents per hour to the wages of Great
Lakes Seafarers working on SIUcoiitracted Great Lakes Association of
Marine Operators (GLAMO) and
Kinsman Lines vessels.
The May increase, coupled with the
13 cent wage adjustment Great Lakes
SIU members received in February,
brings 1979 COLAs up to a total of 34
cents an hour.
COLAs are computed quarterly and
are based on rises in the Consumers
Price Index. For every .3 point jump in
the index, wages increase one cent per
hour. The March index climbed to
209.3, a hike of 6.4 over the figures for
December.
The next adjustment date is Aug. 1.
hours after the collision, taking its
41,000 tons of oil with it.
Although a determination has not yet
been made as to which vessel was at
fault, the mishap underscores the
pattern of poor performance exhibited
by flag of convenience tankers.
The sinking of the Gino was the
fourth major accident involving Li
berian-registered tankers off the French
Coast alone, since the Torrey Canyon
sank in 1967 (spilling 123,000 tons of
oil). Another Liberian tanker, the
Amoco Cadiz, produced the worst oil
spill in history when it ran aground off
the French Coast last year, spilling
273,000 tons of oil.
Earlier this year another flag of
convenience tanker, the Greek-regis
tered Andros Patria, was lost off the
French Coast. Though pollution in that
accident was minimal^ all but three of
the 32 persons aboard the ship were lost.
Fortunately, in the case of the Gino,
there were no deaths and very little
pollution caused by the accident. But
residents and businessmen along the
French Coast, mindful of the threat of
pollution represented by every flag of
convenience tanker that passes, are not
consoled.
As one man pointed out, "Everyone
in Brittany knows perfectly well that a
catastrophe such as the Amoco Cadiz
could happen again at any time. We
insist that the authorities take steps to
prevent this from happening."
But will enough be done before the
next catastrophe involving a flag of
convenience tanker occurs?
May 1979 / LOG / 11
1
�Safety first. Ttiat's thie message HLS lifeboat instructor John Potts, standing,
stresses as he reviews the how-to's of shipboard lifesaving equipment with the 12
men in the Bosun Recertification Program.
What does a Seafarer do if a fellow crewmember suffers a heart attack aboard
ship? If he's learned cardio-pulmonary resuscitation techniques, being
demonstrated by an HLS instructor above, he'll be able to administer crucial first
aid which could save a heart attack victim's life. All participants in Bosun Program
will receive cardio-pulmonary resuscitation certificates.
1st of 3 Classes of New Bosun Recertification
An SIU bosun is a key man
aboard ship who plays two vitally
important roles.
As the highest unlicensed
shipboard rating on deck, a bosun
is required to know all aspects of
deck department jobs aboard any
SlU-contracted vessel. That
includes knowledge of the tech
nological equipment used aboard
the newest class and size vessels
under SIU contract.
Just as important, the bosun is
the Union's representative aboard
ship. In his role as ship's chair
man, an SIU bosun has to he
familiar with the issues which
both directly and indirectly affect
the lives of Seafarers. That means
being able to field questions
during ship's Union meetings
about the SIU contract and
constitution, the Union's welfare
program and the tough legisla
tive and economic problems
facing the industry today.
Enabling bosuns to keep pace
with changes in the industry and
the labor movement is what the
Bosuns Recertification Program
is all about. When the Seafarers
Appeals Board reinstituted the
Bosuns Recert program last
John Albert!
January, they provided qualified
SIU members with the opportu
nity to contribute to their Union,
to the smooth running of their
ships and to their own financial
and job security. Recertified
bosuns earn shipping preference
over all uncertified bosuns.
Edward O'Connell
Ralph Moore
David Manzanet
Tlie 12 bosuns and so era! LJ'J upgraders pose on the stops of the Capitol
building during their recent visit to Washington.
12 / LOG / May 1979
William Babbitt
Clifford Leahy
�SlU Legislative representative Betty Rocker and Washington Representative
Chuck Mollard (seated at head of table) clue Bosuns in on the Union's political
and legislative work in Washington, D.C.
HLS Instructor Joe Wall gives members participating in the Bosun Recertification
Program a rundown on the latest innovations in shipboard technology they can
expect to come in frequent contact with in the future
Program Gets Under Way
This year's first class of recerti
fied bosuns will be graduating
next month. The class began May
7.
Two more classes arescbeduled
for this year: from Aug. 6 through
Sept. 30 and from Oct. 8 through
Nov. 30.
The two month class sessions,
where participants spend the first
30 days at the Lundeberg School
in Piney Point and the second 30
days at Union headquarters in
N.Y., are limited to 12 seamen
per class.
The initial phase of the Bosuns
Recertification Program proved
to be one of the most successful
education programs the SIU had
ever conducted when it was
suspended in 1976 after 402
Seafarers had completed the
program.
It's sure to be successful this
time around, too, because it's a
program that benefits all in
volved.
A tour of major organizations in the nation's capital is included on the agenda of the Bosuns Recertification Program. Here,
bosuns admire a mosaic mural that icovers a wall in the lobby of the AFL-CIO building.
Nick Kratsas
May 1979 / LOG / 13
�Seatrain Yard Closes; 1,300 UiW Members Laid Off
T
he gates of the Seatrain Ship
yard in Brooklyn, N.Y. banged
shut on May 8, leaving 1,300 SIUaffiliated United Industrial Workers
Union members, who made up the
yard's workforce of shipfitters, pipe
fitters, welders and other trades,
without jobs.
When work on the TT Bay Ridge,
the last of four supertankers built by
Seatrain at the former Brooklyn
Navy Yard over the last 10 years,
was completed two months ago ac
tivity at the yard dwindled. Several
hundred UIW members were laid off
at that time, though a company
spokesman had said they were "tem
porary layoffs while Seatrain gears
up to repair and build smaller vessels
such as oil barges now that the
The sprawling Seatrain Shipyard, the former Brooklyn Navy Yard, shut down this
month and 1,300 SlU affiliated United Industrial Workers Union members were
laid off. The Seatrain Yard, like so many other American shipyards, has been
severely hurt by competition from foreign yards.
supertankers are completed.
"We're in the process of bidding
for new contracts," the spokesman
said last January, adding "we hope
to bring the workers back."
But Seatrain, like so many other
American shipyards, was unable to
bid successfully on new ship con
tracts which more and more, are
being awarded to subsidized foreign
yards.
One Seatrain official said the U.S.
Government's "lack of a cohesive
maritime policy," was responsible
for this month's massive layoff and
for the general decline in U.S. ship
building.
Rep. Frederick W. Richmond (DN.Y.), whose congressional district
includes the yard, blamed the "selffish successful lobbying of the oil
companies" against legislation that
would have required 9.5 percent of
U.S. oil imports to* be carried on
U.S. ships for the layoffs.
Passage of the cargo preference
bill which was before Congress in
1977 would have spurred U.S. ship
building and helped to prevent what
Rep. Richmond called the "dis
astrous blow to the economy of our
borough."
Seatrain was not only one of the
largest UlW-contracted companies,
it was an important source of
employment for the surrounding
economically depressed neighbor
hoods of Brooklyn.
Most of the UIW Seatrain work
ers were minorities recruited from
these neighborhoods. They worked
hard to develop, their skills in special
training programs. Now the future is
very uncertain.,
The UIW along with the company
has filed for government assistance
under the Trade Adjustment Assis
tance Act on behalf of the laid-off
Seatrain workers. This legislation
says that U.S. workers who lose
their jobs because of competition
from foreign imports are eligible for
financial and re-training aid from
the government.
Seatrain workers were given the
equivalent of 16 hours' pay instead
of a 48-hour layoff notice. The
company also paid them for accumuated vacation time.
This month's layoffs are not the
first the shipyard workers have
experienced since Seatrain set up
operations in the old Brooklyn Navy
Yard in 1969. In 1975, 3,000
employees were furloughed pending
the company's reciept of federal aid
to complete the supertankers that
were under construction at the time.
The SlU is currently working for
passage of several bills in Congress
to bolster U.S. shipbuilding includ
ing a guarantee for construction
differential subsidies for U.S.-built
ships so that American yards can
compete with cut-rate foreign yards,
and allow U.S. ocean mining com
panies to begin deep seabed mining
operations.
Both of these bills will lead to new
vessel construction and would give a
much-needed boost to U.S. ship
yards.
SlU Crews 1st of 11 New Boats for G&H Towing
SIU Boatmen crewed the first in a
long line of modern tugboats to be
built by the G&H Towing Company
in Texas.
The new boat, delivered to G & H
in early April, is the 3200 h.p. Titan.
The boat is one of 11 the Texas
based company will have built in the
near future.
G&H will employ the Titan for
shipdocking and other harbor work,
mainly in the area between Galves
ton and Texas City, Texas.
The next in line for the G&H fleet
will be the M/ V Laura Hayden. She
will probably be calling her first SIU
crew by the end of this month.
I
The Titan, the newest boat in the G&H Towing fleet, on her way to a harbor job in
Texas City.
J. R. Branch the Titan's captain maneuvers the vessel into position from his
vantage point in the wheelhouse.
14 / LOG / May 1979
V
.
Deckhand Wayne Dean pulls in the
stern line as the Titan gets ready to go
into action.
The entire crew of the Titan gathers on the tug's stern for a group photograph.
They are from left to right: Larry Williams, deckhand; J. R. Branch, captain; Lyn
Sears, engineer and Wayne Dean, deckhand.
�• tTH- W.-^?r^-_ .r.'.CS*
V. -.. •...•^T^-^.- jx cw
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House Unit Dumps Watchdog Renegotiation Board
Rep. McCloskey,U.S. Maritime's Big Foe, Helped Defense Contractors Have Their Way
B
owing to pressure from the nation's
defense contractors and their
champion. Rep. Paul McCloskey (RCalif.), the House Subcommittee on
General Oversight & Renegotiation has
ended the 28-ycar tenure of the Renego
tiation Board.
This important watchdog agency was
created by Congress in 1951 to monitor
and recover excessive profits from
defense contractors. It was hailed in
recent hearings by Congressman Jack
Brooks (D-Tex.) as "the one agency...
that is bringing money into the
Treasury."
Rep. Brooks testified before the
Subcommittee in favor of continuing
the life of the Board. The Board's
function was to audit defense con
tractors, making sure that the com
pany's profits did not go over statutory
guidelines. The job was a difficult
undertaking because of the highly
specialized military equipment supplied
by the contractors and the lack of
competition in the industry.
Unlike other federal regulatory
agencies, the Renegotiation Board's
powers were periodically reviewed by
Congress. Following hearings last
month on whether or not to continue the
watchdog panel, the House Subcom
mittee motioned to report the bill out to
the full committee. That motion was
defeated and, as a consequence, the
Renegotiation Board was abolished.
Testifying against the Board's con
tinuation, as he has in years past, was
Rep. McCloskey who numbers defense
contractors among his campaign con
tributors aiid most prized constituents.
McCloskey has also proven himself to
be the most consistent detractor of a
strong U.S. maritime industry in
Congress.
A study prepared by the Washington,
D.C.-based Transportation Institute, a
maritime research organization, re
vealed that McCloskey received thou
sands of dollars in campaign contribu
tions from major defense contractors
such as Hewlett-Packard, Signal Co.,
Teledyne Inc., and Watkins-Johnson
Co. Those companies, in turn, were
awarded close to $500 million in prime
military contracts by the government.
In a lengthy document, McCloskey
denied the Institute's charges. One
specific denial related to a point in the
study which said he had received
"$5,142 from executives and attorneys
of Hewlett-Packard Co. and their
families."
McCloskey's rebuttal said that Mrs.
David Packard, wife of the company's
chairman, '"did contribute to me in one
election. A number of Hewlett-Packard
executives who live in my district and
who are friends, neighbors or ex-clients,
have supported me over the years and
the wife of one Hewlett-Packard
executive managed two of my con
gressional campaigns."
Such a "denial" lends credence to the
Institute's charge that McCloskey's
efforts to scrap the Renegotiation Board
"were consistent with the interests of
Mr. McCloskey's defense contractor
contributors in general,and particularly
of companies such as Watkins-Johnson
and Teledyne. which were required by
the (Renegotiation) Board to repay
excess profits in the past."
The Renegotiation Board had come
under fire not only from McCloskey,
but from more independent critics who
termed it a "dumping ground for failed
politicians with friends in the White
House."
Carter Wanted Board
However, since President Carter took
office, he has attempted to return the
Board to its original status as an
effective watchdog panel.
It's Your Move . ..
MAK£ IT IN THE RIGHT DIRECTION—
Make your move toward good pay, excellent wor
king conditions, a secure future. Enroll now in
the LNG course at HLS. Classes start June 25 and
July 23. See your SIU Representative
or contact;
the Harry Lundeberg School,
Vocational Education Department,
Piney Point, Maryland 20674.
In a March 28 editorial favoring
renewal of the Board, the New York
Times said; "... President Carter has
taken the board seriously, appointing
new members with expertise in govern
ment procurement. With time and
modest funding... the board could
become a formidable weapon in the
fight to reduce the cost of government."
The primary argument cited by Rep.
McCloskey to back up his view that the
Board should "close up shop," was that
the Board was inefficient. Few of those
who favored continuing the Board
disputed its past inefficiency. "No one
believes that the Board has done very
well," said the N. Y Times, "but for the
first time a President has set out to make
the agency work. If it's broke, fix it;" the
editorial urged, "don't throw it away."
"The Federal government needs an
agency," Rep. Jack Brooks told the
Subcommittee, "to protect itself against
greedy or unscrupulous contractors
who are not satisfied with making a
reasonable profit, but are always
looking for ways to beat old Uncle Sam
out of another dollar."
McCloskey, apparently, was much
more concerned about the money the
Board cost defense contractors than the
sums those contractors overcharged the
government.
"Estimates of paperwork costs alone
to 4500 defense contractors required to
file with the Board are over $200
million," McCloskey told the House
Subcommittee. And the money it cost
the defense contractors to appeal cases
when they were charged with bilking the
government "have exceeded the govern
ment's recovery in those cases."
When the Transportation Institute
began their probe of McCloskey's
campaign contributors last year it was in
the belief that the ranking minority
member of the House Merchant Marine
& Fisheries Committee had a close
working relationship with the nation's
oil companies.
McCloskey had led the move to
defeat the SllJ-backed cargo preference
bill in the House last year, accusing
supporters of the legislation of taking
contributions from the "maritime
lobby," meaning the SIU and other
maritime unions.
The T.l. study revealed that Mc
Closkey had taken hefty contributions
from people connected with the Stand
ard Oil Co. of California, one of the
nation's largest oil companies.
"The Transportation Institute re
vealed," said an article in the inde
pendent political newsletter. Political
Action Report, "that McCloskey had
good reasons to lead the fight against
cargo preference, none of which had to
do with looking out for the public
interest or declaring independence from
the maritime lobby."
McCloskey's successful effort to
terminate the Renegotiation Board is
equally suspect.
APL Corners Bargain: Buys 3
Containerships for $40 Million
American President Lines has pur
chased three of bankrupt Pacific Far
East Lines' C-8 containerships, it was
announced in late April by the company
in San Francisco. The three ships
involved were 55 Golden Bear. 55
Japan Bear and 55 Thomas E. Cuff'e.
The SIU will represent steward depart
ment personnel on the ships.
APL got the three ships for
$40,525,000, considered a bargain price
in this day of high construction costs
throughout the world. Ihe three ships
were bought at a federal auction, under
the jurisdiction of Bankruptcy Court
Judge King. Actual price for individual
vessels was $13 million each for the
Golden Bear and Japan Bear and
$14,525 million for the Thomas E.
Cujfe.
The company said the three vessels
would be put in the shipyard immedi
ately for general inspection and over
haul. Although no figures were given, it
was expected that APL might spend as
much as $1 million each, to bring the
ships up to company standards.
All three ships were built as LASH
type ships in 1971-72. During 1977-78
they were converted to all-container
vessels. Original construction price was
$31 million each. Conversion to con
tainerships cost another $5 million each.
Those figures, together with an esti
mated $50 million each construction
cost today are what give the belief that
APL managed to get a bargain.
The company announced that the
Golden Bear will become the 55
President Grant; the Japan Bear the 55
President Monroe and the Thotnas
Cuffe will become the 55 President
Hoover.
APL officials said they hoped to have
the first of the three ships on loading
berth by the first of July, with the others
following at still undetermined times.
APL also stressed that the purchase
of the former PFEL ships was in
addition to three containerships which
will be constructed in New Orleans. The
company a month ago announced
signing of contracts for the construction
of three huge vessels with Avondale
Shipyards in the Gulf port.
The first of those ships is expected to
be in operation some time in 1982.
The double announcements of ship
construction and purchase of the three
PFEL ships was the first "shot in the
arm" experienced for West Coast
shipping in more than a year.
During 1978, the bankruptcies of
Pacific Far East Lines and States
Steamship Company had brought
Pacific District unions down to a total
of 32 ships under contract with the
Pacific Maritime Association.
Chemical Union
Pushes Boycott of
Strikebreaker
The International Chemical Workers
Union has requested that union mem
bers and their families boycott the
products of Sanderson Farms, a chicken
processing operation. ICWLI is involved
in a difficult strike with the company.
Chemical Union President Frank
Martino said that his Union "has
worked hard to develop local and
national support for the boycott to
escalate the pressure on the company in
hopes the.se efforts will persuade the
employer to be more reasonable about
negotiating a fair and equitable con
tract."
Martino advised that the company '
ships out of Mississippi to Alabama,
California, Chicago, Louisiana, Penn
sylvania, Puerto Rico. St. Louis,
l ennesse and Wisconsin. Fhe products
go under the labels "Miss Cioldy" and
"Southern Beauty."
May 1979 / LOG I 15
k
�p\>C
"Alcoholism is a disease, it can
be treated." This statement was
made by President Paul Hall. The
Seafarers Alcoholic Rehabilitation
Center was founded on this prem
ise.
Seafarer Monte Pereira said, "It
was a big relief when I accepted
alcoholism as a disease." He at
tended the programs at the Center
in October of 1977. When he came
to the Center, Monte said he was
in very bad shape. He expected
people to treat him in a cold man
ner. "I was greeted with a warm
welcome," he said. "Everything was
completely different from what I
had imagined. There were people
here who were concerned about
me and didn't look down at me."
Seafarer Frank Conway went
through the program in March of
1976. He commented, "I was scared
; when I first came
; to the Center. I
expected to find
a hospital-type
place but every
thing was differ
ent. The staff gave
me individual al\ tention and love.
I was very impressed with the sur
roundings, the serenity, the grounds
and the facilities."
Seafarers Helping Seafarers
These two seafarers have been
sober since they left the Center.
They have now returned to the ARC
as counselors and are helping their
fellow seafarers and boatmen solve
their problems with alcohol. Monte
commented, "I know that there are
plenty of people out there who are
like me and I am grateful to have
the opportunity to be able to help
them like the staff helped me."
Through treatment, Monte was
able to get his self respect back.
With this step in his new life, he
became a new person with new
goals, values, and attitudes. "I grew
to know myself as a sober person,"
The staff at the Center helped
these seafarers in many ways. Mon
te and Frank are, in turn, offering
the same assistance to their broth
ers. The residents are given the
facts about alcoholism. They learn
about the disease they have and
accept the realities "^of recovery.
Monte said, "I believe that there is
S
Seafarer Frank Conway talks with a fellow
the Center.
no such thing as a reformed alco
holic. You either recover or die."
Since they have been through
the same experience, Monte and
Frank feel they
have an advan
tage. Frank com
mented, "I know
how they feel.
We can therefore
trust each other
without playing
games. I can't lie
to them and they can't lie to me."
Monte feels that "It really is a
shame. If a person realizes he is an
alcoholic in the early stages of the
progression, he wouldn't have to
go as far as I did before he starts
recovery."
When these seafarers returned to
a ship they were surprised. Frank
said, "The crew respected me for
being able to get sober. They cared
and were very gentle. I followed
The counselors help the seafarers in any way that they can to get their
lives straightened out. Monte makes a call in a seafarer's behalf.
All of the counselors work together to help their brothers. Here, Frank
and Monte speak with Rick Reisman, Director of Counseling Services.
16 / LOG / May 1979
•' -M'-. ,
V! •
.
ining
the advice that the staff at the ARC
gave me and it helped me to re
main a recovering alcoholic."
The staff at the Center not only|
help seafarers and boatmen get and
stay sober, they also help them get |
the rest of their lives straightened i
out, too. This includes relationships
with family, friends, fellow workers
and the job. Many seafarers go
through the upgrading programs at
the Lundeberg School when they
leave the Center. Frank said, "I
couldn't have made it without the|
Center."
"The Center is a place where a|
guy can get in touch with reality.
As a counselor, I am getting as
much out of the program as the
residents are," commented Monte.l
Frank summed up his feelings
about the Center with, "When you
come to the Center, you can stop
running. When you leave, you canj
walk away with dignity."
�Golden Dolphin and bndeavor
At Sea if Ashore
Two SlU subsidy-built supertankers the Golden Dolphin and Golden
Endeavor (Westchester Marine) have been allowed by the Maritime
Administration to enter the dry bulk ocean preference trades.
SS Robert Toombs and Thomas Lynch
Mobile
The Waterman Steamship Co. here last month filed a subsidy application with
the U.S. Maritime Subsidy Board (MSB) for its Trade Route 17 between the
Atlantic and Gulf and Indonesia, Malaysia and Singapore.
The proposed run would make 18 sailings a year in the 20-year contract
sought.
Survival Suits and Capsules
Freezing water survival suits for seafarers and enclosed survival capsules for
offshore oil rig workers were in the news last month.
One 42-year-old fisherman actually owes his life to the suit when his capsized
boat pitched him into the 55 degrees Pacific off Oregon. Although survival time
there is only 30 minutes, he was picked up by the Coast Guard 24 hours later, 10
miles off the coast. His body temperature had dropped only 1 degree.
Though the suits were developed in the early 1960s, "you couldn't give them
away then. People weren't safety minded," said a spokesman for the
manufacturer. Last year, almost 25,000 suits were bought, many for the chilly
Great Lakes.
They're made of a synthetic rubber -icoprene, cut oversize with big feet to hold
shoes and a 3-digit hand for grasping. A rustproof beryllium zipper seals the suii
up to the chin, a snug hood snaps down over the forehead and an inflatable pillow
cradles the neck.
New testing and improved safety for self-powered, enclosed survival capsules
used on Gulf offshore oil rigs were urged by the National Transportation Safety
Board to the Coast Guard.
The escape capsules are used instead of lifeboats to pass through flaming oil.
Three years ago a mobile drilling rig sunk in 30-foot seas there drowning 13 out
of 35 as one of the two 20-man, 13-foot capsules capsized 30 miles off Port
O'Connor, Tex.
The rig platform fell over and sank when engine failure and a parted towline
knocked out two of the three tugs moving her. High winds helped.
The board recommended improved towing, securing and escape procedures.
LNG Gemini
Talk about good feeders!
On the LNG Gemini (Energy Transportation) Steward/Cook Frank
Costango featured for Christmas dinner; deviled eggs, eggnog, lobster stuffed
tomatoes, consomme printaniere, roast tom turkey and prime rib of beef plus
baked Danish ham, fruit cake and Georgia pecan pig.
Ordinarily, Seafarers aboard can have for breakfast: papaya and honeydew
melons, Denver omelette and hot cakes and biscuits. Dinner: roast leg of lamb,
country dumplings and banana cream pie. Wow!
Sea-Land
Noting the company's "experienced transportation professionals,"a Sea-Land
official said that 99.8 percent of their cargoes-two out of every 1,000 —arrive
damage free. A good deal of the credit for this record goes to SlU professionals
who make up the unlicensed crews on Sea-Land ships.
From July 1-10 and July 16-25 respectively, the Robert Toombs and Thomas
Lynch (Waterman) will carry from the Gulf to Sri Lanka 9,000 and 5,000 metric
tons of bagged wheat.
Egypt, Bangladesh and Jamaica
By U.S. law, half of the 210,000 metric tons of American wheat and flour
worth $34.8 million to be sold to Egypt and half of the 10,000 metric tons of
soybean and cottonseed oil sold to Bangladesh for $6.1 million, must be carried
in U.S. bottoms.
Bangladesh also will buy 400,000 tons of U.S. wheat or Hour under the law.
Jamaica will buy 73,000 tons of U.S. corn worth $8 million, too.
Canton, China
The National Maritime Council (NMC) has requested Secretary of Commerce
Juanita Kreps, bargaining here May 14-17 for a shipping agreement between the
U.S. and Mainland China, to base it on a cargo-sharing plan.
The NMC wants the treaty to insure U.S. ships with at least 40 percent of the
cargo moving between both countries. Also, that the treaty would not exempt
China from the Controlled Carrier Act which requires compensatory rates in the
U.S. trades.
In addition, NMC wants no unreasonable restrictions of either country's
berthing and port access, services and facilities.
A recent study shows that China's 700 deep sea vessels carry 70 percent of
their trade.
ST Achilles
In mid-June, the ST Achilles (Nev/pori Tankers) will sail from the Gulf to Port
Said, Egypt with a cargo of 40,000 metric tons of bagged wheat.
New York
The annual average ol seagoing jobs in the U.S. merchant marine dropped to
20,500 last year -an all time low.
A two-month dock strike against container cargo here resulted in this port
handling 10 percent more general foreign trade(15,705,124tons)cargo last year,
1 he trade's value was up 17.2 percent to $36.5 billion. Exports hit $12 billion;
imports $24.5 billion.
The port beat out the port of New Orleans by 44 percent.
SS John Penn and Alex Stephens
In mid-June, the STs John Penn and Alex Stephens (Waterman) will haul
from the Gulf to Sri Lanka (Ceylon) 5,000 to 7,500 metric tons of bagged wheat
flour respectively.
ST Flor
From June 25 to July 5, the ST Flor (Altair Steamship) will .sail from a U.S.
North Pacific port to Indonesia with a cargo of20,000 metric tons of bulk wheat.
Ogden Connecticut Committee
Here's the Ship's Committee and crewmembers of the ST Ogden Connecticut
(Ogden Marine) at a payoff on Apr. 25 at the Exxon Bayway Dock, Linden, N.J.
They are (seated I. to r.) Bosun J. Broadus, ship's chairman; Deck Maintenance J.
W. Mullis, deck delegate, and Chief Steward A. B. Freeman, secretary-reporter.
Standing'(!. to r.) are AB Torh McElaney, Messman Robert O'Neill and Chief Cook
R. Thomas, steward delegate.
To crew U.S.-flag ships today, you've got to keep up with
technology. So keep your job secure. Learn shipboard autoniation. Take the automation course at HLS. It starts August 6.
To enroll, contact HLS or your SIU Representative.
May 1979 / LOG / 17
�Proud to Be SlU Member
Pensioner Praises Plan
My wife passed away after a long illness, which meant huge doctor and
hospital bills. Thanks to the Seafarers Welfare Plan, I was relieved of
these expenses and I received such kind and generous help from the
Welfare Plan's staff and administrators. I would like to express my
gratitude to them and the officials and membership for making this
possible.
I can take great pride in belonging to such a great Union and wish
everyone the best for the future.
Fraternally,
John D. Wright, Retired
Brooklyn, N.Y.
V,A, Benefits for Seamen
While going through some old papers, 1 came across an editorial
printed in the New York Daily Mirror on Sept. 1, 1944. It said that
Admiral Land, who was War Shipping Administrator, and Rep. Bland,
who was chairman of the House Merchant Marine and Fisheries
Committee, were going to introduce legislation to place merchant seamen
on the same level in regards to government benefits as were provided the
Armed Forces. Needless to say it was never done.
1 was a radio operator from 1940 through 1952 aboard merchant ships.
On two ships, 1 had U.S. Navy enlisted men serving as radio operators
under my direction and supervision. This was not an unusual occurrence.
When civilian radio operators were unobtainable, U.S. Navy men were
assigned to work with the civilian operator although they were a part of
the Navy Armed Guard.
On all merchant ships during World War 11, the Navy Armed Guard
Commander was legally in charge of the civilian radio operator. The
Naval Instruction Book for merchant marine radio operators stated that
the Armed Guard Commander was the communications officer of the
ship in charge of all personnel and operations.
Merchant marine radio operators, along with masters, went to prevoyage briefings at the port naval headquarters for instructions for the
coming voyage.
In connection with the SlU's presentation with the Defense Dept.
concerning veterans benefits for seamen who served on ships in war
zones, 1 think it should be emphasized that merchant seamen sailed on the
same ships along with Navy Armed Guard crews.
1 greatly appreciate the SlU sending me copies of the Log over the
years. 1 would never have known about the G.l. Improvement Bill of
1977 without the Log.
Here's hoping that the Review Board looks favorably on granting
merchant seamen veterans benefits. Also best wishes for continued
success for the SlU.
Fraternally,
Fred Huntley
Nevada City, Calif.
My family and I wish to extend a very deeply felt thank you for the
hospital and maternity benefits paid by the Seafarers Welfare Plan. We
feel that the SIU is a sincere organization and that the SIU lives and
respects the title of "Brotherhood of the Sea."
I am proud to belong to this fine organization and I urge all our Union
brothers and sisters to have faith in the SlU. I realize no organization is
perfect and I have heard "stories" of poor servicing. But I would like to
counter those stories with one of my own.
I have sailed with the SI U for eight years. I am presently sailing as able
seaman. All my dealings with the Union have been fair and square. I have
never been cheated or lied to. I receive m.y vacation and other benefits
promptly, and 1 find shipping as an "A" book member to be a very secure
job.
I thank the SlU personally for the fine life I am living now. It has made
my dream come true.
Fraternally,
Stephen Garay
SS Westward Venture
Seafarer's Wife Baffling Illness
This letter is to thank the officers at the Baltimore hall for their
kindness in sending flowers to my wife, Virginia, in the hospital. I would
also like to extend my thanks to the Welfare Plan for the help it has given
me with her medical bills. It has taken the hard work of everyone
concerned in the SIU to make this possible, and I wish to thank everyone
and God bless you all.
Fraternally,
George Tyler
507 Goldsborough Ave.
Cambridge, Md. 21613
Just Like the Waldorf Astoria
This voyage has been very exceptional in that our Chief Cook Emanuel
Lowe has fed us as if we were dining in the Waldorf Astoria. His
dedication to making cooking and baking an art cannot be equalled by
anyone 1 have met in 30 years of going to sea. Our respective weights
have gone up considerably. Emanuel will be leaving the ship when we
arrive in Tampa. 1 sincerely wish to say on behalf of the officers and crew
that we will greatly miss Brother Lowe.
I would also like to say a word about our Bosun F. H. Johnson. He has
rebuilt this ship from stem to stern. His good nature, humor and
willingness to lend a hand and an ear has made this ship what it is today.
Our hats off to both these oldtimers. Bosun F. H. Johnson and Chief
Cook Emanuel Lowe.
Fraternally,
Rudy DeBoissiere, Chief Steward
Ogden Challenger
Donates to SPAD
1 have just sent in a meager donation to SPAD to support the SlU's
political activities.
The article in the November 1978 Logon page 2entitled Seamen May
Be Deelared Eligible for Veteran Benefits stimulated me to drop a minor
vice for several weeks to put this donation together.
If the proposal in the article should come to pass, there is a possibility I
could benefit. If it does not, 1 benefit from dropping a minor vice. I can't
lose. 1 hope the SlU won't either.
Best Regards,
E. R. Caughie
Sailors Union of the PadOc
(1942-1953)
Union, Wash.
18 / LOG / May 1979
At sea on the Ogden Challenger are (I. to r.)
W. V. Luyn, able seaman: Emanuel Lowe,
chief cook and Rudy DeBoissiere, chief
steward.
Oldtimer, Bosun F. H. Johnson in the words
of his shipmates on the Ogden Challenger,
"rebuilt this ship from stem to stern."
�U.S. Is Only Major World Power ignoring Maritime
O
I
N May 8, 1979 nearly 1,300
members of the SlU-affiliated
Ifnited Industrial Workers Union
were laid off from their jobs when
the Seatrain Shipyard in Brooklyn,
N.Y. shut down operations.
Most of the workers are black or
Hispanic recruited from the eco
nomically depressed neighborhoods
surrounding the Yard. For the past
10 years, these workers have de
veloped topnotch shipyard skills.
And their efforts pumped new life
into the old Brooklyn Navy Yard.
Needless to say, the closing of the
Yard has dealt a devastating blow to
the economic stability of the affected
neighborhoods and the scores of
small businesses which depend heav
ily on the Yard for survival.
Beyond the personal tragedy of
the 1,300 hard working men and
women who have lost their jobs, the
closing of the Seatrain Yard holds
widespread implications for the
entire American maritime industry.
The plain and simple fact is that
the 1,300 Seatrain workers, and
hundreds of other maritime workers
in recent years, have lost their jobs
because the U.S. Government re
fuses to acknowledge the necessity
of a strong American-flag merchant
marine for the economic and stra
tegic security of this country.
All of the world's major powers
make absolutely sure that their
merchant fleets are capable of
carrying significant percentages of
their own commerce. That is, all the
major powers except the United
States.
The Soviet Union, for instance,
carries more than 50 percent of its
commerce on its own vessels. Red
China carries an incredible 70
percent of its commerce. Japan
carries over 40 percent. And Great
Britain and France each carry over
30 percent of their commerce on
their merchant ships.
In disturbing contrast, the United
States-flag merchant marine in 1978
carried a paltry 4 percent of Ameri
can commerce. It's a sad commen
tary on America's position as a
world power when you consider the
fact that the U.S. fleet carried nearly
50 percent of the nation's commerce
at the end of World War II. At that
time the U.S. had both the number
one merchant licet and number one
shipbuilding industry in the world.
At that time, America was also the
greatest power in the world.
But such a statement is at best
questionable, especially in regard to
seapower.
I'he SI Li has been fighting lor
many years to reverse the downward
trend of U.S. maritime. I he Unittn
has been doing its best to bring the
industry back to a position of
The U.S. Government continues
respect in world maritime circles.
to tell the American people that the
But it's a tough job. Especially
U.S. is still the greatest world power.
when Congress loudly echoes the
song of Big Business and the multi
nationals which goes, "if it's cheaper
overseas, then buy it overseas."
This is the problem in a nutshell.
The U.S. Government has thought
lessly allowed the U.S. fleet and the
U.S. shipbuilding capacity to erode
Official Pifblicotlon of tfie Seaforerc International Union of
Vol 41, No. 5
May, 1979
North Arnorico, Atlantic, Gull, Laket and Inland Woters Oittrict,
because it's cheaper to ship cargo
AI^LCIO
and
to build ships foreign.
Executive Board
This attitude on the part of
Paul Hall
President
Government sealed the fate of the
Seatrain Shipyard. But Seatrain is
Cal Tanner
Joe DiGiorgio
Frank Drozak
yice President
Secretary- Treasurer
Executive Vice President
not the only victim of this policy.
Lindsey Williams
The Bethlehem Steel Yard in
Vice President
Sparrows Point, Md. is in serious
lltlOil PIfSSi
389
jeopardy. Maryland Shipbuilding
James Gannon
Editor
is on the verge of collapse. Sun Ship
Mike Gillen
Edra
Ziesk
Ray Bourdius
yard
in Philadelphia is in trouble.
Assistant Editor
Assistant Editor
Assistant Editor
So is the National Steel and Ship
Don Rotan
building Yard in San Pedro, Calif.
West Coast Assistant Editor
Let's face it, without shipyards
Dennis Lundy
Frank Cianciotti
there are no ships. Without ships
Photography
Writer! Photographer
there is no fleet. And without a
George Vana
Marie Kosciusko
viable
U.S. merchant fleet, America
Production!Art
Director
Administrative Assistant
is in trouble.
Published monthly by Seafarers International Union, Atlantic. Gulf, Lakes and In and Waters
District AFL-CIO, 675 Fourth Ave,, Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
The SIU is not a prophet of doom.
paid at Brooklyn, N Y. (ISSN #(>] 60-2047)
But we area Union that likes to tell it
LOG
like it is. And the truth is that
Congress must take action to bolster
the stance of America on the world's
sealanes.
We are also not naive. And we
know that no one is going to do
anything to help American maritime
without pressure being brought to
bear on them.
So, at the present time the SIU is
continuing its efforts in Washing
ton, D.C. to get action.
Vv'e are now working hard on two
very important issues concerning
our industry.
One is the Maritime Authoriza
tions bill. This bill provides Govern
ment construction and operational
differential subsidies to help AmvCiri
can ships and shipyards compete
with the foreigners.
The second bill is a measure to
clear the path for development of an
American ocean mining industry.
The bill is presently in the Senate
and it contains a man-American
clause which we consider crucial to
the success of the bill.
Neither one will be easy to win.
They are only two of the many issues
the SIU is working on to help revive
the American maritime industry.
Neither one of the bills will provide a
cure-all for the industry. In fact,
they're only a drop in the bucket.
But in this business, you have to take
it one step at a time. And that is what
the SIU is doing.
May 1979 / LOG / 19
�i
-rtaitisfiii.
SlU Awards $70,000 in College Scholarships to Members, Dependents as Part of Committment to Education
HE Seafarers Welfare Plan
Annual College Scholarships
have been awarded for this the
27th year of the program. It will
open up a new world of learning
and challenge for a total of eight
active Seafarers or dependents of
Seafarers.
The Scholarship Awards Com
mittee has announced that two
active Seafarers will be recipients
of the $10,000, four-year scholar
ship award, while two others will
be set up to pursue two-year
programs with $5,000 two-year
awards.
These awards bring the total
number of active Union members
who have received scholarships
to 39. This year also marks a
milestone in the awarding of
college scholarships to dependdents of Seafarers. Four $10,000
awards will go to dependents this
year, bringing the total up to 100
since the program began.
The scholarship program has
been named for the late Charlie
Logan, who passed away in 1975.
Logan had been a consultant to
the Union Plans' Board of Trus
tees, and was a good friend of the
SlU for years.
The two four-year scholarships
awarded to active Seafarers this
year went to Byron U. Jordan
and Stephen Patton, who both
sail deep-sea.
Byron Jordan, 26, is a 1972
graduate of the Harry Lundeberg
Sehool, where he was class
bosun, who sails as FOWT. He's
especially interested in biochem
istry and said that his experiences
at sea have influenced his desire
to pursue studies in that field.
"Journeys to third world
countries brought me face to face
with many of the problems facing ,
the world population. I began
reading books on biology (while
at sea). The biologist's concern
for solving many of these prob
lems attracted me to this disci
pline."
Jordan plans to attend either
Reed College, in Oregon, or the
University of California.
Stephen Patton, 24, a 1974
graduate of the Lundeberg
School who has earned his
QMED rating, also credits his
seafaring experiences as being a
positive influence on his life.
"Those five years (at sea) have
given me confidence and a sense
of responsibility," he said. "I
realize now that my future—my
career—will not come by divine
revelation but by hard work, and
that I can do, and do well, any job
I set my mind to.'
T
Patton plans to have his mind
set on studying mechanical engi
neering at the University of
Wisconsin, and possibly to at
tending graduate school later on,
where he would either continue
studies in that field or in law. He
is also considering going for his
third assistant engineer's license
someday, if he doesn't decide to
pursue a career in law.
Two-year, $5,000 scholarships
for active Seafarers have been
awarded to Gary Westerholm
and Keef Settino, both deep-sea
members.
Gary Westerholm, 25, is a 1974
graduate of the Lundeberg
School, and an "A" seniority
upgrader, who sails in the engine
department as QMED. He plans
to use his award to study archi
tecture at the University of
Washington.
He's interested in the way
"architecture as environmental
design may influence a culture's
or an individual's state of mind
and state of being by manipula
tion of space and form."
Keef Settino, 25, is also a 1974
HLS graduate and "A" seniority
upgrader. He sails as AB. In his
College Boards, Keef ranked in
the top one percent in the country
in his verbal scores. Even after he
begins his studies he'll still be
close to the sea, geographically as
well as emotionally. He has his
eye on the College of the Virgin
Islands, the University of Cali
fornia at Santa Barbara, and Key
West Community College.
His probable area of study will
be history and American litera
ture. He's also interested in
sharpening up his creative writ
ing skills. Another Joseph
Conrad in the making?
The active Seafarer named as
this year's alternate, who would
receive a scholarship award
should one of the others be
unable to use it, is Boatman
Robert W. Eichmann. Eichmann, 22, is a 1975 graduate of
the Lundeberg School who re
ceived his operator's license in
1977.
Four Dependents Win
Four dependents of Union
OF m9
2 Members, 4 Dependents
members have been named as
recipients of $10,000, four-year
scholarships. They are:
Lewis Collier, 18, of Coinjock,
N.C., the son of tug captain
Wiehrs L. Collier who works for
McAllister Bros. Young Collier is
interested in studying for a degree
in physics at either the University
of South Carolina, North Caro
lina, or Duke.
Maria Kuduck, 17, of Miami,
Fla. the daughter of SIU pen
sioner Raymond Kuduck who
sailed in the engine department
with the SIU since 1955 (he
retired last year). Maria would
like to study computer science at
either the University of Miami,
the University of California, or
Miami Dade Community Col
lege.
Todd Tutson, 17, of Houston,
Tex. is the son of Seafarer Alvin
Tutson who has sailed deep-sea
in the steward department since
1964. Todd has set his sights on a
career in civil engineering and
would like to attend the either
the California Institute of Tech
nology, Duke, or Rice University.
Seafarer Stephen Patton, 24. a 1974 grad ot
tHLSS won a $10,000 award.
Teresa Voliva, 18, of Suffolk,
Va. is the daughter of boatman
James C. Voliva who works as
AB for McAllister Bros, out of
Norfolk. Teresa would like to
turn her love of horses into a
career as an "equine veterina
rian." She's interested in attend
ing either the Virginia Polytech
nic Institute and State University,
Radford College, or Old Domin
ion University.
These scholarships are clear
manifestations of the SIU's deep
interest in, and longstanding
commitment to, education. With
out a doubt, this commitment is a
hallmark of the Union, and one
of the reasons why it is as strong
as it is today.
The Charlie Logan Scholar
ship Program is also the means
for certain bright and forwardlooking individuals to realize
their dreams in this competitive
world.
Win 4-Year $10,000 Grants;
Seafarer Gary Westerfiolm won a 2- year
$5,000 sctiolarsfiip.
Seafarer Keef Settino, 25, won a 2$5,000 award.
2 Members Win $5,000
2-Year Scholarships
Seafarer Byron Jordan, 26, won 4-year
$10,000 SlU Scholarship.
Maria Kuduck, 17, daughter of Pensioner
Ray Kuduck Won $10,000 grant.
Teresa Voliva, 18, daugtiter ot Boatman
James Voliva won ttie $10,000 award.
Boatman James Voliva won't have to
worry about his daughter's college ex
penses thanks to the $10,000 SIU Scholar
ship,
Todd Tutson, 17, son of Seafarer Alvin
Tulson won a 4-year grant.
SIU pensioner Ray Kuduck is a happy
man. His daughter is going to college for
free. She won a $10,000 scholarship.
Seafarer Alvin Tutson is the proud father
of scholarship winner Todd Tutson,
Lewis Collier, 18, son of Boatman Wierhs
Collier, received a $10,000 award.
May 1979 / LOG / 21
�r
Philly PHS Cares to Make Their Care Best in US.
'Philadelphia takes good care of
seamen.
Not every U.S. Public Health Service
in the country has the kind of reputation
that would evoke such a statement from
all parties concerned. But those words
were spoken recently—and with ac
curacy, we believe—in reference to the
USPHS Outpatient Clinic in Philly.
Union officials, seamen, and PHS
reps alike seem to agree that it is one of
the best such facilities in the country.
What makes it so good? Well, besides
the fact that it boasts some of the most
modern equipment available (such as a
blood analysis machine and a glaucoma
testing machine), it also has what its
director, Larry Eldrich, calls **006 of
the nicest locations in the U.S."
Occupying the entire seventh floor of
Philadelphia's old, yet well-maintained
Federal Building at 2nd and Chestnut
Streets, the Outpatient Clinic is just a
short walk to the waterfront in the heart
of Philly's historic district. So its
location is both convenient and pic
turesque.
But equipment and location alone
does not, of course, a good clinic make.
The added ingredient found in the
Philadelphia USPHS Outpatient
Clinic, is the human factor: a real and
high level of concern for the welfare of
seamen. The combination of all these
ingredients is what gives the clinic its
good reputation.
Went Aboard Neptune
Its reputation is further enhanced by a
physical therapy program so good that
the University of Pennsylvania and
Temple University send students there
to study hydrotherapy (the treatment of
physical ailments with water). The clinic
also employs a full-time physical
therapist.
Passing out booklets on the medical care offered by the Public Health Service
is Philadelphia Outpatient Clinic director Larry Eldrich, center. Others on the
tug Neptune are, I. to r.. Bud Mohan, mate; Philadelphia SIU rep Joe Walsh; Bob
Trainor, oiler; Alfred Seller, cook; Capt, Ray McMullen; and Walt Vickery,
deckhand.
The intent of the Philadelphia
Outpatient Clinic to provide, ana
improve upon, its quality service to
seamen was demonstrated recently
when clinic reps went aboard the tug
Neptune for an informal "get ac
quainted" meeting in Philly.
Clinic director Larry Eldrich, Mary
Geibel, LPN, and Dr. Y. J. Kim were
Joined by SIU Philadelphia representa
tive Joe Walsh for a two-hour tour of
the waterfront that included a first-class
lunch prepared by the Neptune's cook,
Alfred Seller.
The Neptune, originally built by
Bethlehem Steel for the Erie R.R. Co. in
1953, is now operated by Independent
Towing. Her crewmembers and skipper,
Ray McMullen, put the Neptune
through her paces while amiably
chatting with the PHS reps and making
them feel t'home.
All in all, it was an enjoyable and
productive afternoon. For whenever
people get together under such circum
stances there's bound to be easy
communication. And that, in turn, leads
to better understanding all around—
which was the purpose of the meeting in
the first place.
The USPHS Outpatient Clinic in
Philadelphia is exemplary, and one that
all such facilities would do well to
emulate. It does, indeed, take good care
of seamen.
The USPHS Outpatient Clinic in Philadelphia is complete with its own modern
laboratory, above, and the latest equipment.
30-Year Ban on Red Chinese Ships Ends
The first Communist Chinese mer
chant ship to enter a U.S. port in 30
years arrived in Seattle April 18, 1979.
The vessel, the Liu Lin Hai, sailed from
Mainland China in ballast. She took on
a load of 1.5 million bushels of corn
and sailed for Shanghai the following
week.
The voyage was more symbolic than
anything. It was the first physical
evidence, other than political courtesies,
of the normalization of relations
between the United States and Main
land China.
So far, one American ship the Letitia
Lykes (Lykes Bros. Steamship), has
made the Pacific crossing to China. The
U.S. vessel's cargo manifest showed
shipments of salted hides, goose fea
thers, nails, sausage casings, canned
jellyfish, bristles and assorted manufac
tured goods.
Among those dockside to meet the
Chinese ship in Seattle were Senators
Henry "Scoop" Jackson and Warren
Magnuson, both democrats from the
State of Washington.
There are a variety of views on just
22 / LOG / May 1979
how much trade will flow between the
two nations after initial trade agree
ments are worked out sometime in the
future.
But no matter how much or how little
trade will flow, the SIU believes the U.S.
must negotiate some sort of bilateral
shipping arrangement with the People's
Republic of China. Such an agreement
must guarantee that a fair portion of
the cargoes involved would be carried in
U.S.-flag ships.
The -Liu Lin Hai. shown here entering Seattle harbor, is the first Communist Chinese ship to visit the U.S. in 30 years.
�7
Recertification Program Planned
New Opportunity for SlU Stewards
Job Security for all Seafarers
—it's one of our union's main
goals. Now, the SIU, the Harry
Lundeberg School and com
pany representatives have
worked together and devel
oped a great new program to
help build job security for SIU
Chief Stewards.
Aboard SIU ships, the Chief
Steward has a lot of responsi
bilities. He must be a people
manager and a business man
ager. He should have solid
control over everything in his
department. He must have an
expert's knowledge of food
preparation, shipboard sani
tation, stock and inventory
procedures, nutrition and
safety standards. And he must
be a capable teacher, espe
cially when working with new
and younger members of his
department.
These are a lot of responsi
bilities for one person. They
require special skills and the
ability to adapt to new meth
ods and equipment.
Inventory/stock rotation procedures are very important topics
which are covered in the six week program.
A Chief Steward should have administrative skills. Distribution
of work details, keeping time sheets and schedule planning
will be covered in the course.
In an industry that is al learned in this program will
ways looking to the future, it build job security for every
is important to keep up with Steward who graduates from
the latest developments. it. And, because of this pro
Keeping up means keeping gram, shipping companies
your job security. This is why will know they can continue
HLS is offering the new Stew to rely on the SIU to provide
the most highly trained Chief
ard Recertification Program.
The new skills that are Stewards available
Stewards in the Recertification program will work with HLS
students in a supervisory role. Here, students are gaining ad
vice on galley routines and food preparation.
The Steward
Recertification Program...
will provide an extra measure
' of job security for SIU Chief
Stewards. It will update all the
skills it takes to manage the
Steward Department. Here's
what the program will cover:
• Inventory Control
• Vessellnspections by
Public Health
• Efficient Use of Food
• Advanced Culinary Skills
• Nutrition in Menu Planning
• Typing
• First Aid and CPR
The Harry Lundeberg School galleys provide a very suitable environment for on the job train
ing in personnel management.
Every Chief Steward who
completes this program can
be certain that he's on top in
his field. So sign up nowl See
your SIU Representative or
contact HLS to enroll.
Stewanl Recertification Program Starts Sept. 3
May 1979 / LOG / 23
�SEA-LAND PIONEER (Sea-Land),
March II—Chairman, Recertified
Bosun M. Kerngood; Secretary R.
Donnelly; Educational Director H.
Messrck; Steward Delegate James
McCormick. No disputed OT. $70 in
ship's fund. Chairman gave a talk on the
safety program and noted that films are
to be shown on each trip. Also discussed
the importance of donating to SPAD. A
vote of thanks to the steward depart
ment for a job well done. Next port
Long Beach, Calif.
AMERICAN HERITAGE (Apex
Marine), March 25—Chairman, Recer
tified Bosun Frank Teti; Secretary M.
Deloatch; Educational Director E. W.
Shower; Deck Delegate Joseph Olson;
Steward Delegate Teddy E. Aldridge.
No disputed OT. Chairman held a
discussion on the importance of young
men upgrading themselves at Piney
Point and the dates open for the Bosun
Recertificatioh Program. Also noted
the importance of donating to SPAD.
The crew extended a vote of thanks to
Steward Marvin Deloatch and Chief
Cook Teddy Aldridge for a great job.
The crew e.njoyed the best menus and
gourmet cooking and a very clean ship.
Have never seen this kind of food on any
other ship. The steward always kept the
decks shining and it is so clean it is like
living in the Hilton Hotel. Next port
Stapleton, S.I., N.Y.
GALLOWAY (Sea-Land Service),
March 7—Chairman, Recertified Bo
sun George Burke; Secretary O. Smith;
Educational Director J. Abbott. No
disputed OT. Chairman discussed the
topic of the safety meeting that was held
earlier that day. It dealt with the
identification bracelet that is put out by
the Medic Alert of Turlock, Calif.
Suggested that anyone who is suffering
from an illness that may need emergeney
treatment should apply for same.
SEA-LAND COMMERCE (SeaLand Serviee), March 18—Chairman,
Recertified Bosun Lothar Reck; Secre
tary E. C. Caudill; Steward Delegate
Walter Stewart. No disputed OT. $120
in movie fund. Chairman spoke on
upgrading and the advantages that it rep
resents. Also that there are not enough
members attending shipboard meetings.
A safety meeting was held and a safety
movie was run on this trip. Observed
one minute of silence in memory of our
departed brothers. Next port Seattle.
SEA-LAND ECONOMY (SeaLand), March 18 Chairman, Recerti
fied Bosun A. McGinnis; Secretary L.
Nicholas; Educational Director H.
Duhadaway; Deck Delegate B. Jarratt;
Engine Delegate E. Bain; Steward
Delegate E. Arnold. No disputed OT.
Chairman discussed the various classes
being held at Piney Point including the
Bosun Recertifieation Program. Also
advised the crew of the new safety strip
from Sea-Land for shower stalls.
Reminded everyone to let chairman
know if they had any safety suggestions.
Next port Port Everglades, Fla.
TRANSCOLUMBIA (Hudson Wa
terways), March 25—Chairman, Recer
tified Bosun W. S. Byrne; Secretary
Sam Davis; Educational Director E.
Kawek;. Deck Delegate James Powell.
Some disputed OT in steward depart
ment. $20 in ship's fund. The ship was a
long time in the port of Alexandria,
Egypt. Some of the crew were cheering
President Carter and Anwar Sadat in
Alexandria. All the vessels in the harbor
were cheering the President by fog horn.
Next port Bremerhaven.
24 / LOG / May 1979
BORINQUEN (Puerto Rico Marine),
March 25—Chairman, Recertified
Bosun Joe Puglisi; Secretary J. Nash.
Some disputed OT in deck and steward
departments. A vote of thanks was
extended to the Chief Steward by the
Chairman and the Educational Direc
tor. Steward thanked the baker for
making pizza on his own time. A
discussion was held on the importance
of donating to SPAD. Observed one
minute of silence in memory of our
departed brothers. Next port Port
Elizabeth, N.J.
MASSACHUSETTS (Interocean
Mgt.), March 18—Chairman, Recerti
fied Bosun James Colson; Secretary O.
Johnson; Educational Director J.
Shuler. No disputed OT. Chairman
discussed upgrading at Piney Point and
the new Bosun Recertifieation Pro
gram. Secretary held a discussion on
LNG ships and what the requirements
are and how upgrading can help.
Brother Harry A. Pruss was hurt bad
from a fall and was taken ashore to the
hospital. A vote of thanks to the steward
depai iiiieiil for a Job well done.
SANTA MERCEDES (Delta Steam
ship), March 22—Chairman, Recerti
fied Bosun Egon D. Christiansen;
Secretary S. N. Smith; Fdiicational
Director William Slusser; Engine
Delegate Robert J. Jones. Some dis
puted OT in steward department.
$221.44 in ship's fund. Chairman re
ported that to date it had been a very
good trip and thanked everyone for
their cooperation. Advised all crewmembers that if you should be getting
off you should try and go to the Lundeberg School for upgrading. You should
get your lifeboat ticket and also go to
firefighting school. Discussed the im
portance of donating to SPAD. Next
port Los Angeles.
OVERSEAS ALEUTIAN (Maritime
Overseas), March 11 Chairman Fran
cis C. Adams; Secretary R. H. Mann.
Some disputed OT in engine depart
ment. $20 in ship's fund. All communi
cations received were read and posted.
Educational Director advised ail mem
bers to go to Piney Point for upgrading.
Report to the
"We ; ineerely thank
the Lo}> for all it's, doings." Next port
Philadelphia.
PUERTO RICO (Puerto Rico Ma
rine), March 18—Chairman, Recerti
fied Bosun Willie D. Crawford; Secre
tary T. Jackson; Educational Director
H. P. Calloe; Deck Delegate Paul E.
Holloway; Steward Delegate Eddie
Villasol; Engine Delegate Douglas
Laughlin. Some disputed OT in deck
and engine departments. Chairman
advised that all members should go to
Piney Point and upgrade. Also that
those eligible should apply for the
Bosun Recertifieation Program. This
will not only help you and mean better
jobs and job security but wUJ also help
your Union. A vote of thanks to the
steward department for a job well done.
Next port San Juan.
JEFF DAVIS (Waterman Steam
ship), March 10—Chairman, Recerti
fied Bosun George E. Annis; Secretary
Ralph Collier; Educational Director S.
Wilson; Steward Delegate P. Clark.
Some disputed OT in engine depart
ment. A message was sent to Captain
Yarbrough and his family in regard to
the death of his two brothers. The deck
and steward department donated $90
for flowers. Chairman noted that there
are over 50 movies on board this voyage
and discussed the importance of donat
ing to SPAD. Observed one minute of
silence in memory of our departed
brothers.
DELTA URUGUAY (Delta Steam
ship), March 17—Chairman, Recerti
fied Bosun R. Broadus; Secretary A.
Rudnicki; Educational Director D.
Peterson; Deck Delegate J. Kemp;
Engine Delegate A. Sczypiorski; Stew
ard Delegate H. Allen. No disputed
OT. Chairman advised all crewmembers
to use the tunnel whenever cargo is
being worked and in bad weather.
Everyone should practice good safety
habits at all times. Educational Director
advised all those with qualified time to
upgrade themselves and to check the
latest Log for class dates. Noted that the
Bosun Recertifieation Program has
been reopened.
NECHES (Cove Shipping), March
11,—Chairman Louis W. Hachey;
Secretary E. Sims; Educational Direc
tor P. Pappett. No disputed OT.
Received notice from Headquarters on
the Bosun Recertifieation Program,
time, place and eligibility requirements.
Posted on bulletin board. Chairman
gave a vote of thanks to the steward
department for a job well done. There
has not been a bad meal on the ship in
five months. Outstanding service and a
steward who takes pride in his profes
sion. Gave a vote of thanks to the deck
and engine departments for making a
hard voyage run so smooth. Noted it's
people like this who make him proud he
is in the SlU.
SEA-LAND FINANCE (Sea-Land
Service), March 21—Chairman, Re
certified Bosun J. Spuron; Secretary A.
Reasko; Educational Director Hacker.
No disputed OF. All communications
were posted. Chairman advised all
crewmembers to go to the upgrading
classes at the Lundeberg School.
Discussed
the
importance
of
donating to SPAD. Observed one
minute of silence in memory of our
departed brothers.
MOUNT WASHINGTON (Vic
tory Carriers), March 6 Chairman,
Recertified Bosun Alan Whitmer;
Secretary B. Guarino; Educational
Director Oscar Cooper. Some disputed
OT in deck department. Chairman gave
a talk on the upgrading school at Piney
Point and how all those who are eligible
should take advantage of it. Also
discussed the importance of donating to
SPAD. All communications received
were posted on the bulletin board. A
vote of thanks to the baker and the
steward. Al.so to Gary Haynes for the
good job of pinch hitting for the missing
crew mess. Observed one minute of
silence in memory of our departed
brothers.
SEA-LAND VENTURE (Sea-Land
Service), March 2—Chairman, Recerti
fied Bosun W. Bobalek; Secretary H.
Ridgeway; Educational Director D.
Rojas. No disputed OT. Chairman
reports that everything is running
smooth. Held a discussion on the
articles that appear in the Log . Also on
the importance of donating to SPAD. A
vote of thanks to the steward depart
ment for a job well done. Observed one
minute of silence in memory of our
departed brothers.
OVERSEAS CHICAGO (Maritime
Overseas), March 25 —Chairman J. S.
Rogers; Secretary C. Veazie; Steward
Delegate James A. Payton. No disputed
OT. All communications received were
read and posted. Chairman noted that
the question about transportation is to
be settled by boarding patrolman at
payoff. Educational Director advised all
members to look into upgrading
programs being offered at Piney Point.
A vote of thanks to the steward
department for a job well done. A vote
of thanks from the steward to the crew
for their help and concern in the
cleanliness of the messrooms. Next port
Baton Rouge, La.
SEA-LAND LEADER (Sea-Land
Service), March 11 —Chairman, Recer
tified Bosun Hans Lee; Secretary J. Utz.
No disputed OT. Chairman noted that
members should take advantage of
Piney Point upgrading classes. Secre
tary read a story from the Ijog on the
proper treatment of burns. A vote of
thanks to the steward department for a
job well done.
Official ship's minutes were also
received from the following vessels:
ROBERT E. LEE
EL PASO SOUTHERN
LNG ARIES
POTOMAC
PENNY
DELTA AMERICA
COVE TRADER
OVERSEAS ULLA
VIRGO
ACHILLES
BOSTON
JACKSONVILLE
OGDEN WABASH
DELTA MAR
CONNECTICUT
OGDEN CHALLENGER
PISCES
MOUNT VERNON VICTORY
COUNCIL GROVE
SANTA MARIA
ATLANTIC
MARYLAND
DELTA NORTE
DEL ORO
OVERSEAS ALICE
OVERSEAS ALASKA
SEA-LAND EXCHANGE
OVERSEAS VIVIAN
COVE ENGINEER
OVERSEAS VALDEZ
OVERSEAS NEW YORK
MAINE
DELTA BRASIL
COLUMBIA
COVE RANGER
SEA-LAND CONSUMER
DELTA AFRICA
TAMPA
OGDEN WABASH
COVE NAVIGATOR
MANHATTAN
TAMARA GUI EDEN
BALTIMORE
COVE LEADER
COVE EXPLORER
GOLDEN DOLPHIN
COVE COMMUNICATOR
ALEUTIAN DEVELOPER
ALLEGIANCE
DELTA COLOMBIA
OGDEN WILLAMETTE
ANCHORAGE
�Slinging Coal Was a Way of Ufe for OldHi^Jire^n
... ......
by John Bunker
Mr: Bunker is head of the Seafarers
Historical Research Department.
OAL slinging firemen are a thing of
the past at sea and are fast becom
ing extinct on the Great Lakes, where
this rigorous profession still flourished
for many years after it had all but
disappeared on salt water.
Most of the Lakes firemen who are
still left are aided by automatic stoking
devices which take much of the labor
and grime out of firing in a stokehold.
Norman Tober is one of many SlU
oldtimers who remember the days of
"banjos and slicing bars" on the Lakes.
The old firemen callpd their shovels
"banjos" and the slicing bars, were 12
foot long, 40 pound steel pokers used to
break up clinkers and keep a good
circulation of air through the fires. A
fireman worked as much with his slicing
bar as he did with his "banjo."
Tober started his Lakes firing on the
steamer Harry T. Ewing in 1949. She
was a real veteran of the ore trade,
having been built in 1902.
C
When we wanted to show we were extra
He also fired
f.rcd boilers on .he
Mln:,,
^hen
the Sullivan
good or annoy the 'Chief a bit we would
Brothers. This ship was a typical coal
let the needle crawl over the red line so
burner with two boilers, having two fires
the safety valve would go. pop-popin each boiler. There were two firemen
pop"
on a watch, taking turns at firing and
Hardest part of a firing job. he recalls,
coal passing. Coal passers shoveled coal
was learning to "pull" a fire and build it
from the bunkers to the fireroom plates
up all over again after the clinkers had
and did other dirty jobs such as blowing
been removed. To do this, he explains,
tubes with a portable high pressure
you would "wing" the fire, with the slice
steam line on the older ships.
bar. piling the good coals on one side
Deep .sea ships usually carried one
and then the other while you broke up
coal passer for each two firemen. North
and raked out the clinkers. You then
Atlantic liners often had 20 or more
threw on a little new coal at a time,
firemen and passers on a watch.
distributing it over the grates until you
Part of a fireman's job at the end oi a
had a roaring fire again.
watch was to rake ashes out of the fire
A fireman's nightmare, he says, was
pits onto the floor plates, douse them
trying to keep up a head ol steam with
with water, and break up the big clinkers
poor coal.
with a sledge hammer. At the beginning
"Sometimes." he says, "we'd get coal
of the next watch it was the job of
with all kinds of junk in it -like bricks,
firemen or coal passers to shovel the
sod. grass, bottles and other stulf.
ashes into a big bin. from which they
A skilled stoker could throw a shovel
were ejected through the hull into the
full of coal into the furnace without
Lake by water pressure. On some ships
hitting the fire doors and spilling a drop.
ashes had to be hoisted up to the deck in
Being able to spread it out over the
ponderous buckets and thrown over the
grates from front to rear was the mark ot
side.
.
a good fireman.
The fireman was a skilled technician.
"We wore dungarees, sweatshirts and
"A good fireman," says Tober. "was
heavy gloves to keep from getting singed
proud of being able to keep the needle
when we worked the.slicing bars right in
on the red line on the steam gauge.
Seafarer Norman Tober, who started his
sailing career slinging coal, demonstrates
how the coal was slung years ago. -
.
A
no. on^e oL coa, .u,ners w.c. were l.e Lea,, d
front of the furnace." he recalls. "It fell
like the names were peeling the skin
right off your face., .like a volcano was
shooting out on you.
,
"By the end of a watch you looked lixe
vou'd been rolling around in a coal
mine. You never got all the grime
washed off. It sure gave a man a terrific
appetite. Anything tasted good
"Some guys loved the stokehold.
Tober says. "1 was a watch mate with an
old Norwegian who had been tiring for
30 years on coal burners. He walked
with a permanent stoop in his back but
he was so good at his job he could spend
half of a watch sitting on his shovel and
smoking a pipe while 1 was struggling to
keep 250 pounds on the gauge.
"Those were tough men...and tough
jobs Once in a while 1 got to stand under
a vent and feel the fresh air or go up the
fidlev and look at the scenery for a lew
minutes. But most of the \ime it was
work and sweat - shovel, slice and
U.S
After a few years on the Lakes Tober
migrated to salt water. His discharges
show lime on such ships as the Rohm
Grew Steelore, Jean LaFiite. Antinuous. Long Lines. Purplesiar and
l.ongview Victory.
I.e. Ic. n.ny y.ars
FROIW YOUR UNION
NARCOTICS
V/ILL
EAT
YOU UP
AND
YOU'LL LO^E
YOUR
PAPERS
FOR
LIFE
May 1979 / LOG / 25
�Industrial Relations at HLS
MARGARET NALEN, Director of Academic Education, explains scholarship
opportunities for Seafarers to upgraders in the new Industrial Re
lations program.
Program Meets New Needs of Members
In response to the changing
needs of the SlU membership, the
Harry Lundeberg School has re
vised the Industrial Relations pro
gram for upgrading students. Stu
dents who attend the program will
acquire an in-depth understanding
of how the Union uses its strength
to advance the interests of Seafar
ers, Boatmen and their industry.
Students are also helped to see
the vital importance each of them
plays in the SlU organization.
The format for this new program
gives upgraders the opportunity to
meet experts in the different areas
of the curriculum. Classes meet at
various times during the upgraders'
stay, and each session follows a
seminar-type design. Plenty of time
is allowed at the sessions so that
students can ask questions and
have them answered by the ex
perts.
This new program offers mem
bers the chance to meet and talk
with the officials and experts who
are working on their behalf. It is
now an on-going part of the curric
ulum at HLS. The new course is
available to every Seafarer and
Boatman who upgrades at HLS and
is yet another educational oppor
tunity for all members of the Sea
farers International Union.
26 / LOG / May 1979
SlU Executive Vice President FRANK DROZAK speaks with students in the upgrading vocational
programs at the Lundeberg School. He is the keynote speaker of the new industriai relations pro
gram at HLS.
DAVE DOLGEN and CHUCK MOLLARD (seated at table) answer questions from HLS students.
�Experts in the Maritime Field are Featured
The goal of the new Industrial
Relations program at HLS is to give
upgraders at the school an oppor
tunity to meet and learn from the
leaders in many different areas of
maritime who are working on be
half of Seafarers, Boatmen and
their industry. As part of the new
program, the leadership of the Un
ion, experts from the Contract De
partment, the Seafarers Welfare
Plan, the Transportation Institute,
the Maritime Trades Department
and the Harry Lundeberg School
now give presentations and lead
discussions.
Approximately 300 Seafarers and
Boatmen attended the program so
far to ask questions of SlU Execu
tive Vice President Frank Drozak,
who serves as keynote speaker for
the start of each new course. Dur
ing the course, the students also
discuss contract provisions and
SAB procedures with Contract Offi
cer Red Campbell and learn about
pension and welfare benefits from
Administrator of the Seafarers
Welfare Plan Carolyn Gentile and
Claims Department Supervisor Tom
Cranford.
Transportation Institute experts
Rich Saul and Captain Richard
Stone cover the economics of the
towing industry and deep sea
shipping industries respectively and
lead the discussions which follow.
Chuck Mollard, SlU Washington
representative, works with Director
of Legislative and Political Activities
for the Maritime Trades Department,
Dave Dolgen to cover issues of
political importance to the member
ship and to explain the vital role of
SPAD in furthering the interests of
Seafarers and Boatmen.
Lundeberg School Vice Presi
dent Mike Sacco covers history and
the SlU Constitution and also
introduces and coordinates the
other presentations.
HLS staff members Margaret
Nalen, Charlie Nalen and Rick
Reisman discuss education, up
grading and alcoholism.
TOM CRANFORD.
Claims Department Supervisor
CAROLYN GENTiLE, Administrator of the
Seafarers Welfare Plan.
Contract Officer
RED CAMPBELL
CAPTAiN RiCHARD STONE
Director of
inland Waters
RICH SAUL.
May 1979 / LOG / 27
�SlU Helped Him Beat the Mean Streets of N,Y.C.
. It's a long way from the streets of
Harlem to the deck of an LNG ship, as
Seafarer Leroy Tanner will readily
admit. But Tanner, 28, a 1971 graduate
of the Harry Lundeberg School Entry
Program who grew up in New York
City, is ready to go aboard his first LNG
ship—the El Paso Savannah.
Tanner won't have far to travel,
however, when the new LNG carrier
Seafarer Leroy Tanner, and his wife, Yvonne, during a recent visit to theLog office
in Brooklyn, N.Y.
crews up in Norfolk sometime in June.
He now calls Appamatox, Va. home,
and lives there with his wife, Yvonne,
and their 3-year-old daughter, Shantay.
Things are looking pretty good these
days for Leroy Tanner, but it wasn't
always that way. He well remembers
what it was like trying to get a job back
before he attended the Lundeberg
School.
"I'd go for a job interview and they'd
ask me, 'You got any skills? No? Well,
we'll call you.' And then I'd never hear
from them again." Tanner has got his
skills now. and no more trouble trying
to find a job.
Leroy Tanner's skills are in demand
these days, but it didn't happen
overnight. He has applied himself in his
seafaring career, and has taken advan
tage of every educational and upgrading
opportunity that the SlU has put before
him. Referring to the many upgrading
courses offered at the Harry Lundeberg
School, Tanner said, "I've taken just
about every course they've got."
That's saying a lot, but it's just about
correct. Since his first years working in
the steward department as messman,
steward utility, and third cook. Tanner
has switched to the engine department
where he has quickly upgraded from
wiper to FOWT to QMED. He has also
Dispatchers Report for Inland Waters
APRIL 1-30,1979
nOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Boston
New York
Philadelpfiia ..
Baltimore
Norfolk
Tampa
Mobile
New Orleans .
Jacksonville .,
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Port Arthur
Algonac
St. Louis
Piney Point ...
Paducah
Totals
0
0
0
3
0
1
4
11
1
0
3
0
0
6
4
0
0
1
8
42
0
1
0
7
0
3
0
5
2
0
10
0
0
5
10
0
16
27
3
89
0
0
0
1
0
0
0
49
0
0
23
0
2
23
10
0
6
0
39
153
Totals All Departments.
0
0
0
2
0
0
1
6
0
0
4
0
0
7
6
0
1
1
3
31
0
0
0
0
0
0
0
1
0
0
2
0
0
7
12
0
17
27
4
70
0
0
0
0
0
0
0
10
0
0
5
0
0
15
10
0
5
0
10
55
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
3
0
4
0
0
0
0
0
0
0
20
2
0
0
0
0
4
1
0
0
0
0
27
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
1
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
3
0
6
0
0
0
0
0
0
0
0
2
0
0
0
0
5
0
0
0
0
0
7
0
1
0
18
0
5
0
6
4
0
13
0
0
6
4
0
14
1
1
73
0
0
0
3
0
3
0
54
2
0
22
0
7
16
17
0
15
0
92
231
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
1
0
0
0
19
0
0
3
0
1
1
1
0
1
0
1
28
STEWARD DEPARTMENT
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
2
0
0
0
.0
0
1
0
0
0
0
0
0
0
0
0
0
1
3
0
5
46
98
0
0
0
0
0
0
0
8
0
0
0
0
1
0
0
0
0
0
1
10
190
0
0
0
0
0
0
0
0
0
0
10
0
0
0
0
0
0
0
0
0
34
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
3
0
4
0
0
0
0
0
0
0
2
0
0
0
0
1
0
1
0
0
0
1
5
0
0
0
0
0
0
0
1
1
0
0
0
0
0
1
0
1
0
1
5
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
2
0
1
4
0
1
0
0
0
0
0
11
3
0
0
0
1
0
0
0
3
0
8
27
80
67
75
78
286
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
28 / LOG / May 1979
0
0
0
1
0
6
13
10
4
0
3
0
0
10
12
0
3
0
6
68
ENGINE DEPARTMENT
Port
Boston
New York
Philadelphia .
Baltimore
Norfolk
Tampa
Mobile
New Orleans .,
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Port Arthur
Algonac
St. Louis
Piney Point ...
Paducah
Totals
•"'REGISTEREDON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Boston
New York
Philadelphia ..
Baltimore
Norfolk
Tampa
Mobile
New Orleans ..
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ..,
Houston
Pott Arthur
Algonac
St. LOUIS
Piney Point ...
Paducah
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
taken courses in marine electrical
maintenance, automation, refrigeration
systems maintenance, and is presently
taking the pumproom maintenance and
operation course while waiting to ship
aboard the E! Paso Savannah.
Tanner completed the LNG safety
course in 1978 and also has his
firefighting, lifeboat, and cardiopul
monary resuscitation training under his
belt.
The desire to learn, and the deter
mination to follow up on that desire, has
been the key to success for Leroy
Tanner. While still sailing as messman
he'd venture down into the engine room
on his free time to learn what he could
about ship propulsion and engine
maintenance.
"I was interested," Tanner told us.
But instead of just sitting around talking
about his interest, he went and did
something about it. By 1976 he had
upgraded to QMED and has been
sailing in that capacity ever since,
mostly on tankers.
Giving credit where credit's due.
Tanner had much praise for the teachers
at the Lundeberg School. "I've received
a lot of encouragement from every
body," he said, "at the school and on the
ships. And that has really helped."
Tanner also said that joining the
SIU was "the best thing that ever
happened to me."
People who are enthusiastic about
learning, and show a desire to upgrade
themselves, don't have to look far for
encouragement in the SIU, as Leroy
Tanner has found out.
It's ironic that Tanner, with his
attitude about learning, has not yet
gotten his high school diploma. He
plans on taking the GEO course at the
Lundeberg School, and getting his
diploma, as soon as he can work it into
his schedule. But so far he's been too
busy doing other things (including
picking up some 40 college credits along
the way through his Piney Point
courses!).
So what's next for Leroy Tanner?
Well, he'll go aboard the El Paso
Savannah as a QMED soon. But he's
already looking beyond that. "I want to
try for an engineer's license some day,"
he told us.
He's come a long way since he decided
to head out on his own from 117th
Street in New York City. And we
wouldn't be surprised if, some day, we
wrote a story about a new merchant
marine engineer by the name of Leroy
Tanner.
Personals
Lowell D. Hardwick
Please contact, Missr J. G. Martin,
52 Barrow St., New York, N.Y. 10014.
, Kenneth Killion
Please contact, editor of the Log, Tel.
(212) 499-6600 Ext. 242.
Australia Info
Anyone wishing to hear about
Australia, please contact, Edward
Terrazzi, 74 Payne St., Burnie, Tas
mania, Australia 7320.
W. F. Lindberg
Please contact, San Francisco Hall,
1311 Mission St., San Francisco, Calif.
Tel. (415) 626-6793.
Ernest Skipper
Please contact, Elois Laywell, 1810
Airline, Space 13, Houston, Tex. 77009.
Tel. 868-4112.
�IWbrried Member Turns Happy When Plan Pays $1,857Medical Bill
Seafarer Stephen Garay couldn't
be happier these days. He and his
wife, Cathy, have a brand new
daughter, Mariah. They're building
their dream house in St. Maries,
Idaho. And as he says, he has "very
good job security shipping with my
'A' seniority classification."
The only thing that had worried
Steve in recent months was an
$1,857.75 hospital and surgical bill
surrounding the birth of his daugh
ter.
In his eight years as an SIU
member, he never had cause to file
for medical benefits from the
Delta Peru Committee
N.Y. Port Agent Jack Caffey (seated I. center) checks the crew's list of the SS
Delta Peru (Delta Lines) at a payoff on Apr. 26 at the 39th St. Pier, Brooklyn, N.Y.
He's flanked by part of the Ship's Committee of (left) Recertified Bosun Peter
Sernyk, ship's.chairman and (right) Reefer Engineer Jesse Hall. Seated opposite
them are (rear) N.Y. Patrolman Darry Sanders and (front) Chief Electrician Chris
Tsipliareles, educational director. Standing (I. to r.) are Crew Messman Carlos
Lopez, Chief Steward R. Hutchins, secretary-reporter and Engine Delegate David
Shaw.
TOP MAN
HE EARNS TOP
DOLLAR
Seafarers Welfare Plan, and he
wasn't sure how much would' be
covered. But he was more than
happy to find out that the entire
$1,857.75 bill was picked up by the
Welfare Plan.
Steve found out what so many
other SIU members have discovered
when they file for Welfare benefits
for the first time. He found that the
Seafarers Welfare Plan is an ex
tremely comprehensive one. And
that it is designed to protect the
member and his dependents to the
fullest possible extent.
When he was notified that the
Plan would pick up the entire bill,
Steve said, "1 was quite moved by
the news as it was the first time 1 had
ever received a benefit of this
nature."
He also said, "I sure will vouch for
the sincerity of the SIU. And my
Union brothers can always count on
my loyalty to the Brotherhood of the
Sea."
Steve started with the SIU in 1971
after graduating from the Lunde
berg School Entry Training Pro
gram. He has since upgraded to Able
Seaman. And he has achieved his
Seafarer Stephen Garay
"A" book by participating in the "A"
Seniority Upgrading Program.
At the present time, Steve is
.sailing AB on the SS Westward
Venture running from the West
Coast to Alaska. When he gets off
the ship, he'll be heading back to
Idaho to do some more work on his
house and enjoy his time with his
wife and baby.
But he knows that while he's
home, a long way from the ocean
and a long way from a Union hall, he
and his family are still protected
through the benefits of the SIU. As
Steve says, "1 really believe the SIU
is motivated by Brotherhood."
Monthly Membership
Meetings
Port
New York
Philadelphia
Baltimore ..'
Norfolk
Jacksonville
Algonac
Houston
New Orleans .
Mobile
San Francisco
Wilmington .
Seattle
F^iney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Date
Deep Sea
I.akes, Inland Waters
IIIW
7:00p.m.
7:00 p.m.
7:00p.m.
7:00 p.m.
June 4
June 5
June 6
June 7
June 7
June 8
June 11
2:30p.in.
2;30p.m.
2;30p.m.
9;30a.m.
2:00p.m.
2;30p.m
2:30p.m
June 12 .,
June 13
June 14
June 18
June 22
2:30p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
7:00p.m.
—
—
10:30a.m
2:30p.m
—
—
2:30p.m
2:30p.m
—
—
—
1:00p.m.
—
—
—
—
—
June 9
June 7
June 16
June 5
June 12
June 13
June 15
June 14
7:00p.m.
—
Boston Committee
He's Chief Pumpman
You can be top man, too.
Take the Pumproom Maintenance and Operations
Course at HLS.
It's your ticket to the top.
It starts July 23.
To sign up, contact:
Harry Lundeberg School
"Vocational Education Department
Piney Point, Maryland 20674
Phone: (301) 994-0010
At a payoff on Apr. 24 at Port Elizabeth, N.J. is the Ship's Committee of the
containership 5:- Boston (Sea-Land). From (I. to r.) are Engine Delegate Joe
Daoosta, Deck Delegate Victor Pacheco, Educational Director D. Pase and
Stewaro Delegate Vi^icr Silba.
May 1979 / LOG / 29
�P55^..^
More Lifeboatmen
Hit The Books—Now Cooks
(And Bakers)
f
Showing off lifeboat course certificates are: (I. to r.) A. Dix, H. Archibald.
G. Hamilton, and J. Harris.
New cook and bakers are: (I. to r.) F. Robinson, R. Brown, and D. Robinson.
LNG Three
Pass The Reefer Class
Shown after successfully completing the refrigeration class are: front row, (I. to r.)
L. Tanner and C. Coumas; back row, (I. to r.) C. Cummingham, G. Gilliand, and A.
Hooper. -
•••
Four, Five
Steward department members who recently completed the LNG safety course
are: front row, (I. to r.) E. Kilford and R. Trotman; back row, (I. to r.) S. Piatak, J.
Andresen, H. Archibald.
The Harrv Liindeberg €61' School of Seamanship
T
*'For a better job today, and job security tomorrow.
will Roam The Seas...As AB's
Lined up after completing the AB' upgrading course at the Lundeberg School are: front row, (I. to r.) D. Dommer, S. Pollock, B. James, D. Penrose, M. Romero,
M. Uniake, W. Grimes, D. Martz, D. Gumport (instructor): middle row, (I. to r.) K. Meyer, M. Lambert, K. Quinn, J. Turkus. J. Wolos, J. Darda, C. Sprott, M. Haumann;
back row, (I. to r.) 0. Geisler, B. Shaw, J. Muscato, T. Culotta, K. Crimmons, C. Kiafert, E. Ayvazian, D. Torres, and S. Glasser.
30 / LOG / May 1979
SfeB*;
�In Less Than Two Years, HLS Grad Is Cooking With Gas
When the newest American LNG
[ship, the LNG Libra, sailed out of
Quincy, Mass. on her maiden voyage
this month. Seafarer Larry Dockwiller,
a new "A" seniority upgrader, was
aboard.
The gas ship won't be anything new to
Dockwiller, however. At 23, he's
already a real LNG veteran.
In fact, Dockwiller was a member of
the first crew to ever work an American
LNG ship. Just a month after he
graduated from the Harry Lundeberg
School, in May, 1977, he went aboard
the first LNG ship ever built in the
Western Hemisphere—the LNG Aqua
rius—as a general steward utility
(GSU).
Dockwiller's ticket to participate in
that historic event was the certificate he
received after completing the Basic
I^G Safety Course at the Lundeberg
School.
Since 1977, Dockwiller has worked
exclusively on LNG ships. He took a
break from his duties on the Aquarius to
upgrade to cook and baker early last
year, which he subsequently worked as
on both the Aquarius and the LNG
Gemini.
The only thing that will be new for
Larry Dockwiller when he goes aboard
the Libra will be his new job: he'll be
that ship's very first chief cook.
"I never cooked in my life," he told us,
"till 1 got on a ship. My mom always had
a meal on the table." That was back in
Austin, Texas. Since then, in Just two
years, Dockwiller has learned a lot, and
achieved a lot. And he's become one of
the best marine cooks in the business.
How did he do it? Quite simply, he
worked at it, and he took advantage of
the upgrading opportunities that, he
says, "are there for everybody."
Sticking with a job is also a Dock
willer trademark. During the first 22
months following his graduation from
the Lundeberg School, he put in 18
months at sea. This has helped him to
get ahead and to save some money.
Dockwiller has also kept his ears
open, mostly listening to the culinary
wisdom of his galley mentor, long-time
SlU member Frank Costango. He made
no attempt to hide his gratitude for the
help Costango has given him in learning
to become a first-rate cook. "He's taught
me everything," Dockwiller told us.
When asked if he had any misgivings
about doing the job of a chief cook,
Dockwiller just shook his head and said,
"I haven't had any complaints so far;
nobody's lost any weight on any ship
I've been on."
Dockwiller will be teamed up with
Frank Costango again when the LNG
Libra begins her maiden voyage (Cos
tango will be sailing as Steward/cook).
So we don't imagine anybody's going to
lose any weight on that ship either.
We wish both the LNG Libra and her
crew smooth sailing in the years to
come.
DisDitcliiirs Rnort fv Great lakes
APRIL 1-30,1979
noTAL REGISTERED
TOTAL SHIPPED
All Groups
Class A Class B Class C
All Groups
Class A Class 8 Class C
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Algonac (Hdqrs.)
105
29
3
126
98
2
42
12
8
3
33
15
13
0
41
87
Totals All Departments
256
199
55
240
156
8
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
125
114
87
112
ENGINE DEPARTMENT
Algonac (Hdqrs.)
66
26
9
72
40
STEWARD DEPARTMENT
Algonac (Hdqrs.)
13
5
2
42
18
3
ENTRY DEPARTMENT
Algonac (Hdqrs.)
72
139
41
0
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Larry Dockwiller
KNOW YOUR RIGHTS
KNOW YOUR RIGHTS
CONSTITUTIONAL RIOHTS AND OBI IGATIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or ofiicer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for-this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
KNOW YOUR RIGHTS
HiitHiifliiinuiiiiii^iiiiiiiiiiiiiiiiHiiiiiiiniiiiifiniiiiiiifiiiiiiiiiiiiiiiiiiiiiiiiiii^
patrolman or other Union official, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally ref rained f rom publishing any article serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, 1960, meetings
in all constitutional ports. Ihe responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipf, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
SEAFARERS POLIl ICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds arc used to f urther its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notif y the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social • interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y. 11232.
May 1979 / LOG / 31
�t
Law of Sea Confab Still Hung Up on Ocean Mining
S
till hamstrung on the critical ques
tion of how the mineral wealth of
the world's oceans will be mined and
distributed, the United Nations Law of
the Sea Conference wrapped up another
session in Geneva last month.
"Many issues proved impossible to
solve during this session," said U.S.
Conference Ambassador Elliot L.
Richardson, "and it is far from clear that
they can be solved during the next."
The Law of the Sea Conference is
scheduled to resume in New York in
July, when deep seabed mining rights
will be the number one topic on the
agenda.
The 156 nations participating in the
Conference have been meeting spo
radically since 1958 to create a formal,
international agreement governing the
use of the oceans and their natural
resources.
Arguments concerning the movement
of ships on the ocean's surface were
settled during the past Conference
sessions. Last month's six-week session
yielded accords on fighting ocean
pollution; on creation of marine
research stations and on granting land
locked states access to surplus fish
stocks in coastal states.
But the sticking point at this session
such an agreement would cause losses to
remained, as it has been in the past, the
Western mining companies; would give
question of who shall retrieve and profit , political control over ocean resources to
from the vast treasure of mineral-rich
the Third World and would cause a
nodules found on the ocean floor and
tremendous loss of potential jobs for
valued at as much as $3 trillion.
American workers—as many as 20,000
Developing Third World countries by
jobs by the year 2000.
far outnumber industrialized nations in
The U.S. delegation wants to make
the delegate make-up of the Law of the
sure that the valuable nodules lying on
Sea Conference.
the ocean bottom are distributed under
While both industrial and devel
reasonable terms and conditions.
oping nations agree that a treaty
A status report on the Law of the Sea
governing deep seabed mining should
Conference prepared by the U.S.
reflect the sentiment of the U.N. that the
General Accounting Office noted that
wealth of the oceans is the "common
the "objective of the U.S. delegation is
heritage of mankind," there's little
to achieve a comprehensive treaty that
agreement on how that sentiment can be
protects essential U.S. interests.
translated into practical terms.
Ambassador Richardson is not
The developing colintries continue to
hopeful about a quick resolution of the
advocate, as they have in the past,
tangled issues snagging agreement on
establishing a U.N.-run International
deep sea mining. The green light for
Seabed Authority which would act as an
U.S. companies to begin retrieving the
international mining company.
minerals of the oceans is far more likely
The Authority would require Western
to come from the U.S. Congress than
nations, including the U.S., with the
the Law of the Sea Conference in the
know-how and capital to mine the
near future.
ocean's minerals to.channel both profits
A Deep Seabed Ocean Mining Bill
and sophisticated technology back to which would allow American com
the Authority for the use of the panies to begin mining operations in the
developing countries.
absence of an international treaty, is
It is the position of the AFL-CIO that currently before a Senate committee.
the legislation is similar to an SIUbacked Ocean Mining Bill which
received House approval last year.
This year's Deep Seabed Ocean
Mining Bill has the strong backing of
the SIU and the labor movement
because it contains a clause mandating
the use of U.S.-flag ships and workers in
the ocean mining industry.
Under Section 102(C)(2) of the Deep
Seabed Ocean Mining Bill, U.S.
companies who engage in deep seabed
mining would be required to use a
minimum of one U.S.-documented
vessel per mining site to transport the
nodules.
Such a provision would create
thousands of jobs for American seamen
and for workers engaged in shoreside
support industries.
Last year the SIU pushed hard to get
Congress to attach amendments to the
1978 Ocean Mlining legislation which
would guarantee American workers a
share of the jobs created through the
brand-new ocean mining industry.
The Union has resumed efforts this
year to make sure the Deep Seabed
Mining Bill, with the American jobs
provisions intact, makes it through
Congress.
Training Board Zeros in on Manpower Needs of Great Lakes
The annual Spring meeting of the
Maritime I raining Advisory Board,
held Apr. 25-27, zeroed in on manpower
needs on the Great Lakes. The meeting
was attended by representatives of
Government, management and labor.
---.I
-A*
^1
The conference was held at the Great
Lakes Maritime Academy in Traverse
City, Mich. It was chaired by Captain
Arthur W. Gover, the Director of Sandy
Hook Pilot School.
I here were several speakers featured
at the meetings. Arthur Friedberg,
director of the Office of Maritime
Manpower of the Maritime Administra
tion reported on a study performed by
MAR.AD called "Great Lakes Man
power Requirenients. "
In his presentation, Friedberg stated
that shortages of officers e.xisted on the
Quality of Work
Life Concern of
U.S. Labor
The American Center for the Quality
of Work Life met recently in Washing
ton, D.C. to inform trade unionists
about the programs in existence exam
ining Quality of Work Life.
The main objective of the meeting was
to stimulate an active discussion on
quality of work life issues among trade
unionists and to identify strategies for
furthering appropriate QWL activities
by and with unions.
Among the participants were Hazel
Brown, president of the Lundeberg
School and Michael Gaffney, project
engineer for the Human Resources
Project. They shared with the others
information about the study "Human
Resources in Ship Operations," which is
being conducted by the Lundeberg
School with the cooperation of U.S.
maritime labor.
During the first two days of discus
sions, the topics covered were aimed
toward understanding the meaning of
the quality of work life, the objectives,
structure, union role and public policy.
The second day focused on examples of
programs that are already in existence.
32 / LOG / May 1979
Great Lakes. These deficient areas
include 5 percent shortage in the deck
department and a 10 percent shortage of
engine department personnel. Accord
ing to the MAR AD study, the acade
mies arc not supplying the Lakes region
with the necessary officers. Friedberg
commented, "recently a man 101 years
old renewed his license and is working
on the Lakes,"
f
I
A
Dan Smith, representative of MEBA,
District 2. expressed labor's views on the '
requirements for the Great Lakes. He
said that MEBA agreed with the
projections made by the MARAD
study. Smith said the average age of a
M EBA member on the Lakes is47. Onethird of these people are eligible to
receive pensions right now. In comput
ing the future demands of manpower on
the Lakes, the study did not consider
time-off for licensed engineers. The
Coast Guard is requiring a minimum for
manning. According to Smith, this is a^
blessing from a safety and fatigue
standpoint.
Another featured speaker was Allen
.1. Pesch of Eclcc-Tech Associates. Mr.
Pesch's presentation was an explanation
of the study, "Human Resources in Ship
Operations, " which is being conducted
by the Harry Lundeberg School in
cooperation with several maritime
unions. The presentation was wellreceived and several members of the
Advisory Board felt it is timely.
While attending the Advisory Board
meeting, the representatives from the
Harry Lundeberg School, Miss Hazel
Brown and Charlie Nalen, director of
Vocational Education at HLS, visited
the Great Lakes Academy and observed
their programs. This is an objective of
the MTAB—for its members to visit
each others operations each year.
Committee elections were also held at
the annual event. Charlie Nalen was
elected to chair the Education Commit
tee of the MTAB. Other members of this
committee are Ron Spencer, MEBA;
Captain Bill Rich, Masters, Mates &
Pilots; Commander Rjchard Hess, U.S.
Coast Guard; and Bill Sembler, SUNY
State Maritime. This group's project is
the production of a survival manual.
M iss Hazel Brown, President of H LS,
was reelected to a four vear term on the
Maritime Training Advisory Board's
Executive Committee. Other members
of this committee are Roy Luebbe,
MEBA District I; Pat Nazarro, Merch
ant Marine Academy, Kings Point, New
1
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U .-v
m* >-J
York; and Spec Denning, Barber
Brothers, inc.
Next year's annual meeting will be
hooted by the Merchant Marine Aca
demy in Kings Point, New York.
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It's your Industry
And it needs you
03
Move to the top. Apply now for a Transportation Institute
Towboat Operator Scholarship. It's the best deal in the country
for Boatmen who want to get ahead:
• special three-month curriculum offered only at the
Harry Lundeberg School
• room, board and books free
• tuition free
• weekly stipend of $125
• time spent in on-the-job training is Coast Guard
approved as the equivalent of wheelhouse time
• day-for-day work time credit, for HLS entry grad
uates
See your SIU Representative to apply. Do it today!
�Education Today . . .
Growth and Opportunity for Seafarers
educational process and to enjoy its
benefits themselves. From the growth
they see at HLS, they can see the great
strides they have made as professionals.
And this is encouraging to every mem
ber.
A perfect example of this is a Sea
farer who started out in the basic read
ing program at HLS. When he return
ed to upgrade, he also studied for and
achieved his GEO diploma. Now he's
attending college through the Charlie
Logan Scholarship Program.
In fact, 1 know that the GED pro
gram has opened the door to education
for many Seafarers and Boatmen. A
high school diploma is something so
many members never had the oppor
tunity to earn. This program gives
them the chance. And, because they
succeed in this program, they are en
couraged. They believe they can suc
ceed in higher education, too. They
can because they think they can!
Margaret Nalen, Director of Academic Education at HLS, coordinates the Char
lie Logan Scholarship Program.
The educational opportunities for Seafarers—and Seafarers' re
sponse to these opportunities—have grown tremendously in the past
few years. This year, more Seafarers than ever applied for Charlie
Logan Scholarships. These scholarships make advanced education
possible for many Seafarers and Boatmen and their dependents. Re
cently, Margaret Nalen, who coordinates the Charlie Logan Scholar
ship Program and who is Director of Academic Education at the
Harry Lundeberg School, discussed the educational opportunities for
Seafarers-and reflected on the advances S1U members have made in
the field of education . . .
Q. Margaret, why do you think the
Charlie Logan Scholarship Program
has grown so much?
A, Well, the Scholarship Program op
erates the same way as the other bcnctits for Seafarers. Ifs designed to meet
the needs of Seafarers and Boatmen.
Seafarers and Boatmen now see the
need for education in their lives. They
see what it can do for them. They want
opportunities for education. The Char
lie Logan Scholarship Program is this
kind of opportunity. And because it is,
the program has greatly expanded in
its scope. Originally, one 10,000 dollar
award was olTered for Seafarers. In the
last few years an additional 10,000 dol
lar award for Seafarers who are very
highly qualified has been developed.
And, we are now offering two 5,000
dollar awards, too. These awards are
for Seafarers who Want to advance
their professional education.
Q. In what ways is the program tail
ored to meet the needs of Seafarers and
Boatmen?
A. There are several different aspects
of the program that are designed with
them in mind. First of all, there are the
two different kinds of scholarships I
mentioned—10,000 dollar awards and
5,000 dollar awards. These awards
give Seafarers and Boatmen a choice.
They can apply for a 10,000 dollar
award and gain a college degree; or
they can apply for a 5,000 dollar award
and pursue skill-training in some voca
tional or technical area. The special
ten thousand dollar award assists the
very academically-advanced Seafarer.
The other three awards are designed
for those who have been out of school
for a number of years, who are work
ing people. This division of awards
allows the applicants to compete with
others whose skills and backgrounds
are similar to their own.
And because we know that every ap
plicant is a working person, the schol
arship winners are given extra time to
complete their programs of study. The
5,000 dollar award winners have four
years to complete their program. A
10,000 dollar award winner has six
years. So, the scholarship winners can
continue to ship out and earn money
and still have time to complete the
program.
Q. Margaret, you said earlier that
Seafarers and Boatmen want oppor
tunities for education. What leads you
to this belief?
Q. Another recent advance at HLS
has been the development of the col
lege credits programs. Do you think
this has been an important develop
ment in education for Seafarers?
A. Oh, definitely. The credits avail
able from Charles County Community
College and through the American
Council on Education's recommenda
tions are evidence that Seafarers and
Boatmen today arc learning skills and
materials that arc collegc-lcvel. And
these credits are making advanced de
grees available to the members. So tar',
two Seafarers have earned Associate
of Arts degrees from Charles County
Community College through the col
lege credits program.
Q. What efforts arc made to keep
Seafarers and Boatmen informed about
the opportunities available to them?
A. Well, we try several different ap
proaches in an effort to reach as many
members as possible. First of all, we
try to "advertise" our programs in the
Log, because this is such a vital means
of communication for all of the mem
bers. Then, too, we keep all the port
agents and SIU representatives inform
ed about GED, college credits, the
scholarship program and all the other
programs. Also, 1 communicate direct
ly with as many members as possible
who come to HLS to take courses or
attend meetings and conferences. This
kind of communication is vital because
these Seafarers can then return to their
ship or boat and share the information
with their fellow workers.
And one of the newest things we
have developed is a booklet designed
especially for Seafarers and Boatmen
that explains the Charlie Logan Schol
arship Program in detail. We designed
it so that it would be simple and easy
to use. It has all the information in it
that a Seafarer would need to apply
for a scholarship. I wanted to make it
as easy as possible for members to
apply.
Q, Margaret, how would you summa
rize your approach to the Scholarship
Program? What is your philosophy
about it?
A. Basically, I sec this program—and
all of our educational programs—as
opportunities for Seafarers and Boat
men to be the best they can be. I want
the programs to serve and beneftt the
people they arc designed for. I want
them to be stepping stones for the
growth of every Seafarer and Boat
man. For these reasons, I want the
programs to be adaptable and respon
sive to the members' needs. My goal
is to continue to expand and develop
the educational opportunities for Sea
farers and Boatmen as their needs ex
pand and develop.
"Each year the number and ciualily of seafarer applications had increased. The
two-year as.sociate degree .scholarships provide a tremendous opportunity for
seafarers to advance their skills and prepare for their future job needs."
Dr. Donald Maley, Chairman
Department of Industrial Education
University of Maryland
College Park, Maryland
v//^
Member, Scholarship
Selection Committee
A. I see it all the time in their re
sponse to the educational programs
that are available. There has been great
growth in the vocational opportunities
at HLS, for example. Seafarers and
Boatmen now turn to the school for a
variety of educational needs—basic
academic skills, vocational growth,
high school diplomas, college credits.
And 1 see it in the ever-growing num
ber of applicants for the Charlie Logan
Scholarships. We had more applicants
than ever before this year.
Q. Do you think (hat the opportuni
ties at HLS have contributed to Sea
farers' belief in education?
A, Seafarers have always believed in
education. But, before HLS, they very
often didn't get a chance to participate
in education. Now at the school, they
have the chance to be a part of the
-mm/Am
May 1979 / LOG / 33
�Pensioner
John C. Drummond, 80, passed
away on Feb. 3.
Brother Drummond joined the
SIU in 1944 in the
port of New York
sailing as a chief
cook. He sailed 52 years. Seafarer
Drummond was born in Jamaica, W.I.
and was a resident of Baltimore.
Surviving is a daughter, Mrs. Joan N.
Bryant of Philadelphia.
Norwood Lee
Keller Jr., 30, died
on Feb. 1. Brother
Keller joined the
SIU in the port of
New York in 1968
sailing as a saloon
messman. He was
a graduate of the
HLSS in San Francisco. Born in New
Orleans, he was a resident there.
Surviving is his mother, Bertiel and a
relative, James Jones of New Orleans.
Bacilio "Bill"
Llanez, 51, died in
the New Orleans
USPHS Hospital
on Mar. 18.
Brother Llanez
joined the SIU in
1945 in the port of
Tampa sailing as
an AB for 35 years. He was a delegate
to the HLS Educational Conference
Workshop No. 2. A Florida native, he
was a resident of Tampa. Surviving are
his widow, Judy; two stepdaughters,
Michelle and Lisa and a sister, Mrs.
Josephine Vitale of Tampa.
Georges
Trapezas, 55, died
on Jan. 8. Brother
Trapezas joined
the SIU in the port
of New York in
1959 sailing as an
oiler. He sailed for
31 years. Seafarer
Trapezas served in the Greek Royal
Navy in World War 11 sustaining a hand
wound when his ship, the SS Valiant
Effort was sunk in the Mediterranean.
He was born in Alexandria, Egypt and
was a resident of New York City. Burial
was at sea. Surviving are his widow,
Ann Louise and a sister, Stomatia of
Alexandria.
^
Samuel M .
Kerr, 37, died on
Oct. 14, 1978.
Brother Kerr
joined the Union
in the port of Duluth, Minn, in
1973 sailing as
an AB and assist
ant cook for the Bay Shipping Co. and
the Kinsman Marine Transportation
Co. He sailed deep sea with Sea-Land.
Laker Kerr upgraded to quartermaster
at the HLSS, Piney Point, Md. in 1974.
He was a veteran of the U.S. Navy
during the Vietnam War. And he was a
high school teacher. Born in Terre
Haute, Ind., he was a resident of Seattle.
Surviving are his mother, Margaret and
a sister, Virginia, both of Wingate, Ind.
34 / LOG / May 1979
Pensioner
Alton Roscoe
Booth, 56, died on
Feb. 27. Brother
Booth joined the
SIU in 1942 in
the port of New
Orleans sailing as
a chief steward.
He sailed 37 years and on the Delta
Line. Seafarer Booth also attended a
Piney Point Educational Conference.
Born in Doyle, La., he was a resident of
Norco, La. Surviving are three daugh
ters^ Mrs. Donna M. Noto of Ham
mond, La., Margaret and Marilyn; a
nephew, Billy Booth and a niece, Diane
Booth.
Pensioner
Fred Ulmer Buckner, 63, suc
cumbed to heartlung failure in
St. Luke's Hospi
tal, Jacksonville
on Jan. 27.
Brother Buckner
joined the SIU in the port of Savannah
in 1957 sailing as a deck engineer. He
sailed for 36 years. Seafarer Buckner
also attended a HLSS Educational
Conference. A native of Savannah, he
was a resident of Yulee, Fla. Burial was
in St. Bonaventure Cemetery, Savan
nah. Surviving are his widow, Fenella; a
stepson, Russell Simmons and two
sisters, Mrs. Iris Bacon and Mrs. Nell
Spiers, both of Savannah.
Pensioner
Leon Jordan, 67,
died on Mar. 17.
Brother Jordan
joined the SIU in
1938 in the port of
Mobile sailing as a
chief cook. He
sailed 36 years.
Seafarer Jordan was born in Mobile and
was a resident of Daphne, Ala. Surviv
ing are his widow, Nancy and a
daughter, Mrs. Josephine Williams of
Mobile.
Pensioner
Andrew A. G. McCloskey, 69,
passed away on
Mar. 14. Brother
McCloskey joined
the SIU in 1947 in
the port of New
Orleans sailing as
a chief pumpman and in the steward
department. He sailed for 38 years.
Seafarer McCloskey was born in
Algiers, La. and was a resident of New
Orleans. Surviving are his widow,
Gladys and four daughters, Joy Ann,
Eileen, Catherine and Deborah.
Pensioner
Joseph F. S.
Barron, 68, died of
heart disease on
Jan. 27. Brother
Barron joined the
SIU in 1938 in the
port of New
siOI.
Orleans sailing as
a chief steward. He sailed for 45 years.
Seafarer Barron was born in Alabama
and was a resident of Arcadia, Calif.
Burial was in Harbor Lawn Cemetery,
Costa Mesa, Calif.
Pensioner
Juan H. Hernan
dez, 91, passed
away from natural
causes in Lu
theran Medical
Center, Brooklyn,
N.Y. on Mar. 11.
Brother Hernan
dez joined the SIU in 1938 in the port of
New York sailing as a chief cook. He
sailed 46 years and during World War
II. Seafarer Hernandez also attended a
Piney Point Crews Conference in 1970.
Born in Puerto Rico, he was a resident
of Brooklyn. Burial was in Evergreen
Cemetery, Brooklyn. Surviving are his
widow, Sofia and two daughters. Zinnia
and Mrs. Gladys Tacorontc of
Brooklyn.
Pensioner
Alvin Raymond
Ma*»e, 75, suc
cumbed to lung
failure in the
North Carolina
Baptist Hospital,
WinstonSalem recently.
Brother Mabe joined the SIU in 1947 in
the port of Norfolk sailing as a firemanwatertender. He also was a boilermaker.
And he was a veteran of the U.S. Armed
Forces. Seafarer Mabe was born in
North Caorlina and was a resident of
Mt. Airy, N.C. Burial was in Skyline
Memory Gardens Cemetery, Mt. Airy.
Surviving are his widow, ^Ima; three
sons, Charles, Robert and Larry and a
daughter, Mildred.
Joseph Brown
Huszar Sr., 38,
was lost over
board at sea on
Jan. 18. Brother
Huszar joined the
SIU in the port of
New Orleans in
1962 sailing as a
chief pumpman and QMED. He sailed
20 years. Seafarer Huszar was a veteran
of the U.S. Navy during the Vietnam
War. Born in Albany, La., he was a
resident of Holden, La. A memorial
service was held for the deceased.
Surviving are his widow, Jeanie; a son,
Joseph; a daughter, Jessica and his
mother, Mary of Holden.
Robert Allen
Stokes, 61, died
of heart disease on
arrival at the
Greater Laurel
(Md.) ' Beltsville
Hospital on Dec.
28, 1978. Brother
Stokes joined the
SIU in the port of Baltimore in-1962
sailing as an AB and deck delegate. He
sailed 23 years. Seafarer Stokes was a
veteran of the U.S. Army Infantry in
World War II. Born in Charlottesville,
Va., he was a resident of Laurel.
Interment was in the Monticello
Memorial Park Cemetery, Charlottes
ville. Surviving are a son. Seafarer
Franklin Stokes—a 1977 Piney Point
grad—a stepson, James V. Young and a
sister, Mrs. Virginia E. Dupuis of
Laurel.
Thomas F.
Johnson, 53, died
on
Mar.
8.
Brother .lohnson
joined the SIU in
the port of New
York in 1962
sailing as an AB.
He sailed 25 years.
Seafarer Johnson also was a former
member of the Textile Workers Union.
And he was a veteran of the U.S. Navy
in World War II. Born in Paterson,
N.J., he was a resident of Point
Pleasant, N.J. Surviving are his widow,
Margaret; a stepson, Richard Tampsick
and his mother, Mrs. Rose Donnelly of
Paterson.
Pensioner
Jewell Bennett,
58, died on Mar.
14. Brother Ben
nett joined the
SIU in the port of
San Francisco in
1964 sailing as a
2nd cook and
ship's delegate. He sailed 23 -years.
Seafarer Bennett was a veteran of the
U.S. Army in World War 11. Born in
Marshall, Tex., he was a resident of San
Jose, Calif. Surviving are his widow,
Marina of Portland. Ore. and three
sisters, Mrs. Cora Stewart of San Jose,
Mrs. Minnie Lue Nichols and Mrs.
Othella Stevens of Richmond, Calif.
Ralph Bonefont
Jr., 19, died in
Kings County
Hospital, Brook
lyn, N.Y. on Feb.
19. Brother Bonefont joined the
SIU in the port of
Murray Martin, 58,; died of a heart ,
New York in 1978.
attack on Mar. 21. Brother Martin
He sailed as an entry rating. Seafarer
joined the Union in the port of Mobile
Bonefont was born in Brooklyn and was
sailing for Radcliffe Materials from
a resident there. Interment was in
1968 to 1979. He was born in Bogaluas,
Rosedale Cemetery, Linden, N.J.
La. and was a resident of New Orleans.
Surviving are his parents, Mr. and Mrs.
Surviving are his widow, Evelyn; three
Ralph and Francisca Bonefont and a
sons, Roger, Lawrence and Allen and
relative, Mrs. Sonia Bonefont, all of
two daughters, Stella and Linda.
Brooklyn.
Donald E.
Owens, 19, acci
dentally drowned
in the bay off
Waterport Wharf,
Gibraltar while
going ashore in a
launch from the
ST Traveler
(Ogden Marine) on Jan. 24. Brother
Owens graduated from HLSS in 1978.
He sailed as an OS. Seafarer Owens was
a veteran of the U.S. Army. A native of
Baltimore, he was a resident of Jessup,
Md. Surviving is his fathef, Joseph.
Pensioner
Alfred Throne,
80, died of a
stroke on arrival
at the East Jef
ferson Hospital,
Metairie, La. on
Feb. 19. Brother
Throne joined the
SIU in 1945 in the port of New
Orleans sailing as an AB, bosun and tug
pilot for 40 years. Seafarer Throne was
born in Norway, was a naturalized U.S.
citizen and was a resident of Metairie.
Burial was in Lakelawn Cemetery, New
Orleans. Surviving is his widow, Elvina.
Pensioner
Wilfred Chap
man, 82, passed
away from natural
causes in St.
Mary's Hospital,
Brooklyn, N.Y. on
Mar. 1. Brother
Chapman joined
the SIU in 1944 in the port of New York
sailing in the steward department. He
hit the bricks in the 1961 N.Y. Harbor
beef. Seafarer Chapman was born in
Trinidad, W.l. and was a naturalized
U.S. citizen. He was a resident of
Brooklyn. Cremation took place in the
Greenwood Crematory, Brooklyn.
Surviving is a sister, Mrs. Pearl A. Bruce
of New York City.
�SIU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North .America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Cal Tanner
Lindsey Williams
HEADQUARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
APRIL 1-30,1979
*TOTAL REGISTERED
TOTALSHIPPED
All Groups
Class A Class B Class C
Port
All Groups
Class A Class B Class C
DECK DEPARTMENT
Boston
New York
5
85
4
23
1
9
6
95
3
47
1
8
Baltimore
Norfolk
31
12
13
7
6
3
31
14
21
10
9
10
Philadelphia
9
Tampa
4
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
23
58
32
42
23
77
15
77
Piney Point
Yokohama
Totals
5
1
499
4
2
7
18
8
1
4
3
1
15
0
0
110
1
1
1
12
6
2
7
10
1
7
0
0
67
Port
8
1
13
67
31
36
10
77
11
69
7
2
478
4
135
8
37
25
11
29
114
49
68
38
68
23
131
0
3
743
3
30
3
8
6
1
8
21
10
5
12
4
3
19
0
0
133
1
14
1
5
4
0
1
19
4
4
12
13
0
13
0
0
93
1
115
15
36
14
6
27
87
33
55
23
43
12
95
0
1
563
4
61
3
9
4
4
14
23
15
9
7
8
6
30
0
0
194
2
16
0
0
1
1
2
1
2
2
6
6
0
9
0
1
49
7
0
0
99
3
64
4
16
13
2
23
61
29
47
22
25
11
70
0
0
390
0
22
2
4
5
1
3
9
3
3
3
3
2
7.
0
1
68
4
153
22
32
16
13
14
78
29
31
36
43
17
78
1
2
569
5
172
3
33
15
6
6
38
10
59
68
51
16
80
0
1
563
964
743
12
1
2
4
5
18
15
7
9
22
5
44
1
11
5
10
6
11
6
11
14
0
234
0
0
94
ENGINE DEPARTMENT
Boston
New York
1
89
0
35
1
7
0
64
1
35
Seattle
Puerto Rico
61
7
3
2
4
0
53
8
13
1
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
Ran Francisco
Wilmington
7
19
10
2
15
41
29
22
12
Houston
Piney Point
Yokohama
Totals
48
7
1
371
8
1
3
7
8
12
3
7
4
26
0
0
135
Port
0
0
1
1
0
1
1
0
2
2
0
0
20
/
Boston
2
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
Seattle
Puerto Rico
Houston
Piney Point '.
Yokohama
Totals
2
3
1
1
0
7
4
3
1
0
0
0
0
0
2
0
1
2
28
9
5
0
1
20
7
0
16
24
15
23
9
.,,v
0
15
36
2
0
242
4
4
1
54
2
5
0
1
0
0
24
Port
0
New York
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Totals All Departments
0
3
3
1
0
1
2
3
0
5
1
24
8
1
164
5
1
0
33
2
51
2
21
13
1
3
33
15
12
9
32
10
38
3
0
245
6
2
32
9
6
10
10
0
6
18
8
5
4
1
17
2
0
0
0
0
43
0
20
4
17
1
8
25
1
163
0
9
0
0
3
. 0
0
2
0
8
4
9
1
2
0
0
38
ENTRY DEPARTMENT
Boston
Philadelphia
43
6
0
319
8
12
8
6
3
18
14
8
4
STEWARD DEPARTMENT
3
51
5
14
11
1
10
54
21
21
8
2
6
.•
5
3
200
401
273
0
0
0
1
37
8
20
10
5
9
45
15
38
7
21
22
36
0
1
275
1,312
700
384
1042
561
226
1971
26
92
64
18
5
25
15
24
10
1
5
23
9
22
4
7
9
35
26
15
12
3
3
16
4
41
24
51
42
0
34
0
0
3
39
16
27
2
16
42
9
4
35
8
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BAL I IMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617)482-4716
BUFFALO, N.Y. .
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL. 9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEYELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONYILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
.lERSEY CITY, N.J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, l ex. . . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Juncos,
Stop 20 00909
(809) 725-6960
SEATTLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan
P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
West Coast Stewards Halls
MONOI.l l.r, Hawaii .. . 707 Alakea .St. 96SI3
(808) 537-5714
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
J
As it has been month after month for the past several years, shipping in April 1979 remained good to excellent at SI I! deep sea
A&G ports as a total of 1,829 Seafarers were shipped through SlU Halls to SI Li-contracted vessels around the nation and
around the world. Of this total number, only 1,042 of the jobs were taken by "A"seniority members, indicating that shipping is
good for all SlU members regardless of rating or seniority classification.
I'ORTI.AND, Or
42! S.W. 5th Ave. 97204
(5(D) 227-7993
VMI.MINtiTON. Ca. . ,408 Avalon Blvd. 90744
(213) 834-85.38
SAN I RANf ISf O. ( a. .350 I remont St. 94105
(415) 54.3-5855
May 1979 / LOG / 35
—
�Homer R. Borque, 64, joined the
Union in the port of Toledo, Ohio in
1961 sailing as a deckhand, firemanwatertender and oiler. Brother
Borque sailed for the Esco Dredge
and Fill Corp., Erie, Pa. in 1961. He
was a member of the International
Union of Operating Engineers, Local
25 from 1957 to 1961. Laker Borque
is a veteran of the U.S. Navy in
World War 11. Born in Quebec
Province, Canada, he is a resident of
Sault Ste. Marie, Mich.
Milton E. May, 65, joined the
Union in the port of Alpena, Mich, in
1965 sailing as a deckhand and 2nd
cook on the ST Crapo (Huron
Cement) and the Amersand Steam
ship Co. Brother May was born in
Alpena and is a resident there.
Pensiti
Jackie Ray Jacobs, 65, joined the
SIU in the port of Philadelphia in
1969 sailing as a fireman-watertender. He sailed 20 years. Born in
West Virginia, he is a resident of
Philadelphia.
—W
Reino E. Salo, 65, joined the
Union in the port of Detroit in 1960
sailing as an oiler. Brother Salo sailed
on the SS La Liberie from 1957 to
1966. He sailed 31 years. l aker Salo
was born in Superior, Wise, and is a
resident of Poplar, Wise.
Leonard J. Porceili, 61, joined the
Union in the port of New York in
1961. Brother Porceili sailed as a
deckhand for the Erie-Lackawanna
Railroad from 1936 to 1979. He was
born in Hoboken, N.J. and is a
resident of Jersey City, N.J.
Calvin C. Harris, 61, joined the
Union in the port of Mobile in 1956
sailing as an oiler and engineer for the
Radcliff Materials Co. since 1951.
He was born in Uriah, Ala. and is a
resident of Bay Minette, Ala.
Thor Lovas, 65, joined the Union
in the port of Duluth, Minn, in 1956
sailing as an AB, Brother Lovas has
been sailing under the U.S.-flag since
1932. He is a veteran of the U.S.
Coast Guard. A native of Norway, he
is a naturalized U.S. citizen. Laker
Lovas is a resident of St. Petersburg,
Fla.
Henry D. Armstrong, 58, joined
the SI U in the port of Norfolk in 1953
sailing as a 3rd cook. Brother
Armstrong was also a salesman. He is
a veteran of the U.S. Army in World
War II. Born in Charlotte, N.C., he is
a resident there.
rs
Theologos D. Kalaitzis, 67, joined
the SIU in the port of Houston in
1962 sailing as a 3rd cook. Brother
Kalaitzis was born in Greece and is a
naturalized U.S. citizen. He is a
resident of Athens, Greece.
Bernard F. Fimovicz, 56, joined
the SIU in the port of New York in
1952 sailing as a bosun. Brother
Fimovicz sailed 35 years. He hit the
bricks in the 1962 Robin Line beef
and the 1965 District Council 37
strike. He also attended a Piney
Point Crews Conference. Seafarer
Fimovicz was born in Salingvill,
Ohio and is a resident of Warwood,
W.Va.
Robert J. Bird, 61, joined the
SIU in the port of Houston in 1961
sailing as a fireman-watertender.
Brother Bird sailed 19 years. He is a
veteran of the U.S. Army in World
War II. A native of Kentucky, he is a
resident of Houston.
Henry S. Chemel, 65, joined the
SIU in the port of Miami, Fla. in
1950 sailing as a fireman-watertender. Brother Chemel was born in
Poland and is a resident of Hialeah
Gardens, Fla.
Rafael L. Torres, 60, joined the
SIU in 1944 in the port of New York
sailing as an AB. Brother Torres was
born in Ponce, P.R. where he is a
resident.
Edward F. Woods, 49, joined the
SIU in the port of New York in 1953
sailing as an AB. Brother Woods is a
veteran of the U.S. Marine Corps
during the Korean War. He was born
in Brooklyn, N. Y. and is a resident of
Dumont, N.J.
Jake Tipton, 64, joined the SIU in
the port of Baltimore in 1963 sailing
as a chief pumpman. Brother Tipton
sailed 28 years. He was born in North
Carolina and is a resident of Erwin,
Tenn.
Joseph W. Kusmierski, 65, joined
the SIU in 1945 in the port of New
York sailing as a bosun and ship's
delegate. Brother Kusmierski sailed
48 years. He is also a machinist. And
he is a veteran of the pre- and World
War 11 U.S. Navy. Seafarer Kusmier
ski was born in Grand Rapids, lyiich.
and is a resident of Houston.
Hemington Haddon Hurlstone,
65, joined the SIU in 1945 in the port
of Mobile sailing as a bosun. Brother
Hurlstone sailed 51 years. He was
born in Cayman Braq, B.W.I, and is
a naturalized U.S. citizen. Seafarer
Hurlstone is a resident of Hamilton,
Ala.
Pensioner Steve Huren Living It Up in Las Vegas
People do all kinds of things after
they retire. Some get a parttime job
to keep busy. Some try their hand at a
new business. And some Just hang
around and take it easy.
But some people, like retired Sea
farer Steve Huren, use their leisure
years to burn the candle at both ends
—and in the middle. And what better
place to do it in than Las Vegas.
Steve retired three years ago at the
age of 59 on an SHJ Early Normal
Pension. He had 22 years seatime
when he decided to call it a day.
As he recalls, "it wasn't an easy
decision to make. I'd been around
the SIU since joining the Union in
1943 at the old hall on Stone Street in
Manhattan. And believe me, I loved
every minute of it."
But as Steve says, "there's more to
life than just work, so after 33 years of
going to sea, 1 figured the time was
right to take my pension while I was
still young enough to enjoy it."
It seems that Steve is certainly
enjoying it. As he says, "there's no
place in the world like Las Vegas for a
single guy like me."
Steve lives in a trailer home that he
bought after retirement. He says,
"you'd be surprised how much room
there is in one of these things for
living and entertaining."
Now 62, Steve also says he has
figured out a fool-proof way to win at
the casino. And he's not shy about
divulging it. "Don't be greedy," he
says, "and you'll win all the time."
He claims he has made a couple of
leasonably good scores for $3,000 or
$4,000. "But as soon as 1 get it, 1 spend
it on something foolish."
But Steve is by no means a foolish
spender. He has a strict budget he
follows so that he will always have his
bills paid right on time.
Every once in awhile, though, Steve
manages to break loose from Las
Vegas when the salt water in his veins
starts acting up. When that happens,
he jumps into his car and takes a drive
up to San Francisco. He'll drop by the
hall and visit with his old shipmates
for a few days. Then it's back to Las
Vegas for some more night life.
Steve also goes back occasionally to
visit his brother and two sisters (they
visit him, too) who live in New. Jersey.
In fact, he lived near them when he
first retired, but found it "too quiet."
So Steve Huren-~born in West
Virginia, a resident of New York and
San Francisco for many years—is now
doing what he wants to do on his SIU
pension—have fun. We wish him
well.
Pensioner Steve Huren, center, shows niece and family around trailer camp in Las
Vegas, Steve is living it up in his retirement years in Vegas.
36 / LOG / May 1979
�Seniority
Upgraders
Douglas L. Meadows
Seafarer
Douglas L. Mea
dows, 26, grad
uated from the
Lundeberg
School Entry
Program in 1975.
He upgraded to
AB in 1978. Bro
ther Meadows
has his firefighting, lifeboat and
cardio-pulmonary resuscitation
training. He lives in Lake City, Fla.
and ships from the port of Tampa.
George L. Cruz
Seafarer
George L.- Cruz,
23, is a 1972
Harry Lunde
berg School
graduate. He
upgraded to AB
last year. And he
has received his
lifeboat, firefighting and cardio-pulmonary
resuscitation training. Brother Cruz
lives in New York and ships from
that port.
Anthony A. Gordon
.NS
Seafarer An
thony A. Gor
don, 25, gradu
ated from the
Harry Lunde
berg School's
Entry Program
in 1974, Brother
Gordon upgraded to AB in
1977.He also has his cardio-pulmo
nary resuscitation training and
firefighting and lifeboat endorse
ments. He lives in Philadelphia and
ships out of that port.
Raymond Diaz
Seafarer Ray
mond Diaz, 24,
graduated from
the Harry Lun
deberg School in
1972. He sails as
an AB which he
upgraded to in
1974. Brother
Diaz has his life
boat, firefighting and cardio-pulmo
nary resuscitation tickets. He is a
resident of New York City and ships
out of the port of New York.
Rene R. Rosario
Seafarer Rene
R. Rosario, 25,
is a 1976 grad
uate of the HLS
Entry Program.
He upgraded to
firemanwater-tender in
1977. In addi
tion, he holds
firefighting, lifeboat and cardio
pulmonary resuscitation tickets.
Brother Rosario lives in Brooklyn,
N.Y. and ships from the port of New
York.
William J. Mullins
Milton M. Alvarez
Richard J. Shellenback, Jr.
Seafarer Wil
liam J. Mullins,
24, graduated
from the Harry
Lundeberg
School Entry
Trainee Pro
gram in 1974.
Brother Mullins
upgraded last
year to AB and deck maintenance.
He first sailed in the inland field as a
tankerman and deckhand. In 1978,
he sailed on the LNG Gemini
(Energy Transport). That year he
also finished the LNG and Welding
courses, and intends to upgrade to
Quartermaster. Mullins holds life
boat, firefighting and cardio-pul
monary resuscitation tickets. He
lives in Dallas, Tex. and ships out of
Port Arthur and Houston, Tex.
Seafarer Mil
ton M. Alvarez,
28, is a 1975
graduate of the
Lundeberg
School's Entry
Program. He
upgraded to AB
in 1978. Brother
Alvarez also
completed the LNG Course at Piney
Point. He is a veteran of the U.S.
Army from 1971 to 1974. And he has
his firefighting, lifeboat and cardio
pulmonary resuscitation tickets. He
resides in Rio Piedras, P.R. and
ships out of the port of San Juan,
PR.
Seafarer Rich
ard J. Shellen
back, Jr., 23,
graduated from
the Harry Lun
deberg Entry
Trainee Pro
gram in 1977. He
upgraded to AB
there in 1978.
And he completed the LNG and
Disc Welding Courses at Piney
Point this year. Also he has his
lifeboat, firefighting and cardio
pulmonary resuscitation endorse
ments. Brother Shellenback resides
in Belmar, N.J. and ships out of the
port of New York.
DON'T UPGRADE AT HLS.
Dale H. Malmberg
Seafarer Dale
H. Malmberg,
22, is a 1976
gra.duate of
Piney Point.
Brother Malm
berg upgraded
to fire m a n watertender in
1977. He also
sailed as a pumpman. And he got his
GED high school diploma at the
HLS and completed the General
Safety Course. He's now aiming for
his QMED endorsement. He has
his firefighting, lifeboat and cardio
pulmonary resuscitation tickets.
Malmberg resides in Oxnard, Calif,
and Florissant, Mo. and ships from
all ports.
IT WON'T MAKE ANY
DIFFERENCE.
Ned P. Oliver
Seafarer Ned
..P. Oliver, 58,
joined the SlU in
the port of
Houston in 1968.
He sailed as
engine mainte
nance and 2nd
pumpman. Bro
ther Oliver up
graded to QMED in 1973. He also
holds lifeboat and cardio-pulmon
ary resuscitation endorsements. In
1943, he graduated from the U.S.
Maritime School in St. Petersberg,
Fla. and worked on the oil rigs in the
Gulf of Mexico. He lives and ships
out of the port of Houston.
Hon1 K. Nakea
Seafarer
Hon'l K. Nakea,
51, joined the
SlU in the port
of San Francisco
in 1970. He up
graded to AB in
1975. Brother
Nakea has his
firefighting, life
boat and cardio-pulmonary resusci
tation training and is looking
toward his Quartermaster ticket.
Brothel^ Nakea is a veteran of the
U.S. Army duri,ng the Korean War.
He is a native of Hawaii and ships
out of the port of San Francisco.
UNTIL YOU OPEN YOUR
WALLET.
These courses begin at HLS soon:
LNG —June 25, July 23
Pumproom Maintenance
and Operations —Juiy 23
Diesei Engines —Juiy 23
Abie Seaman —Juiy 5
Automation —August 6
Transportation institute Towboat
Operator Scholarship Program —Juiy 9
Steward —Juiy 23
Lifeboat —Juiy 5, 19, August 2
Tankerman —Juiy 5, 19, August 2
To enroll, see your SlU Representative or contact:
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301) 994-0010
May 1979 / LOG / 37
�Mayaguez, Captured by Cambodians, to Be Scrapped
T
HE 55" Mayaguez, the SIUmanned American container
ship which became the subject of
world-wide attention on May 12,
1975 when she was seized by
Cambodian gunboats, will be un
ceremoniously auctioned for scrap.
The ship's owners, Sea-Land
Orient Ltd., made this announce
ment on Wednesday February 21,
1979 in Hong Kong. A spokesperson
for the company said the 10,485-ton
ship, built in 1945, is "too old to
be efficient."
It s always sad when a good hard
working ship is laid to rest. But it's
especially sad when a ship like the
Mayaguez^ which has truly left her
mark on history, is relegated to the
boneyard.
The following story is a recap of
the 72 hours of the ''Mayaguez
Incident."
On the afternoon of May 12, 1975
'•I
the Mayaguez was enroute to
Sattahip, Thailand from Hong
Kong. The 225 containers she
carried were loaded with general,
non-military cargo. Everything
seemed to be normal as she cruised
about 60 miles from the Cambodian
mainland.
The seas were calm the skies clear
and blue. Daily work schedules and
watches were beirrg.,^carried out
routinely. The entry in the log book
read "everything running
smoothly," or so it appeared.
Gunboats Fired on Them
The gunboats approached rapidly
from the stern. Their first warning
shots were all but lost in the din of
the chipping hammers. By 1500 the
39 man crew of the Mayaguez, 28 of
them SlU members, were prisoners
of Cambodia's Khmer Rouge.
At first, nine Cambodians, lateras
^
.V-'
'i.-'
i
.
The Mayaguez is shown being towed away from Koh Tang Island by the destroyer
USS Holt on IVlay 15. 1975 after American military forces freed her from capitivity.
38 / LOG / May 1979
A photo taken by a crewmember of the Mayaguez shows one of the Cambodian
gunboats that seized the American freightship.
many as 50, roamed the Mayaguez'
decks and passageways. However,
no violence or mistreatment of the
crew ever took place.
The worst incident occurred when
Chief Steward Ervin Anderson was
forced at gunpoint to stop typing the
supper menu. It seems the soldiers,
unable to speak English, thought he
might somehow be wiring for help.
Luckily, Radio Officer Wilbert
Bock was able to radio .several
Maydays before the ship was
boarded.
The Cambodians were the only
guests for supper that night, coming
in pairs for bits of food and fruit.
The crew had little appetite and
many spent their first night as
captives aboard ship without benefit
of sleep.
The next morning. May 13, the
Mayaguez was forced to follow one
of the gunboats (as many as six more
had joined the original boarding
party) through uncharted waters to
a new anchorage off Koh Tang
Island.
From here they were transferred
to two Thai fishing vessels which the
Khmer Rouge had captured five
months earlier for allegedly fishing
in Cambodian waters. Soon after
wards^ the entire crew was reunited
aboard the larger of the Thai boats.
There was little food aboard the
overcrowded fishing vessel and very
little water. The vessel was taken
close in to Koh Tang Island but
anchored outside the breakers. By
now American planes were passing
overhead at regular intervals, keep
ing surveillance over the crew.
Gunfire from the Cambodians, as
the planes pas.sed, insured everyone
a restless Thursday night aboard the
fishing boat.
Early Wednesday morning May
14, the fishing vessels headed back
toward the Mayaguez, leading the
crew to believe they would be
returned. As they neared the ship
though, they veered off and headed
straight for the Cambodian main
land.
U.S. Planes Fire on Captors
As they and their gunboat escorts
sailed toward the port of Kompong
Som, U.S. warplanes flew ever
clo.ser and were fired upon by the
Cambodians as they passed.
To the amazement of the crew and
their captors the planes suddenly
attacked. Strafing blows were fired
all around as close as 30 feet off the
bow and starboard. As they neared
Kompong Som, tear gas bombs
were twice dropped on the deck.
Everyone was crying, coughing and
choking. Some men were throwing
up, others received gas burns. But
fortunately, no one was injured
seriously.
Later on, the crew realized the
planes were only trying to keep them
away from the mainland where it
would be difficult to keep track of
their whereabouts. Still, by about
noon, they limped into the harbor at
Kompong Som. They did not stay
long however. Instead they were
brought to an anchorage about an
hour up the coast. It seems the
Cambodian Government was fear
ful of an attack on the town.
Later that afternoon the boat was
moved three hours out in the Gulf of
Thailand to a small uninhabited
island. Here, they were removed
from the fishing boat and for the
first time since their capture set foot
on land.
While on the island the crew was
free to roam about. Some climbed
trees and picked bananas. They were
fed rice and small portions of
chicken and some coconuts by their
captors. A few crewmembers be
came ill after drinking bad water
from a nearby brook.
Finally, they were approached by
a Cambodian officer who spoke
English. He communicated to them
that the Cambodians were peace
loving people. He wanted the
bombings by U.S. planes to cease
and told of how over 100 of his
soldiers had been killed already.
The Captain of the Mayaguez,
Charles T. Miller, told the officer he
could have President Ford stop the
bombing only if everyone was safely
returned to the ship. The officer
agreed that this would be done.
Freedom
Early Thursday morning, they
were hustled aboard the fishing
vessel along with the Thai fishermen
and three armed guards. They cast
off and headed to sea escorted by
one Cambodian gunboat. About a
mile out the guards jumped across to
�Happy crewmen waved from the bow as the Mayaguez pulled into Singapore following her rescue. Bosun Jack Mullis is in the middle
the gunboat and they were left on
their own.
The Thai fishermen, realizing that
after five months of captivity they
were finally free, began to jump and
shout for joy. The three congratu
lated each other and the Mayaguez
crew. They were still several hours
from the Mayaguez but the ordeal
was over. The happy Thais cooked a
succulent fish breakfast and the
remainder of the voyage wasjoyous.
For the first time in three days the
crew ate heartily.
As they neared the Mayaguez they
were met, and after identification,
picked up by the destroyer USS
Wilson. They were then returned to
the Mayaguez and set a course for
Singapore. After 72 hours it was
finally over.
It's History Now
On February 19, 1979 the Maya
guez steamed into Hong Kong
harbor, perhaps for the last time.
Some people may forget her but,
certainly none of the 39 crewmen
who were aboard for that fateful
voyage. Also, none of the families
and friends of the 41 American
servicemen who were killed or the 50
who were injured in the rescue
operations will ever be able to forget
her name: Mayaguez.
Mayaguez Bosun: Kind Words, Fond Memories
JI
Recertified Bosun Jack Muilis was ail smiles as he recalled the Mayaguez.
James C. Mullis, "Jack" to his
friends, had some kind words to say
about his former ship, the Mayaguez.
Brother Mullis was aboard as bosun at
the time the ship was pirated and for 10
months prior to that famous incident.
Mullis said he was "sorry to hear they
were fixin' to scrap it." He learned of
Sea-Land's plans while attending a
"Mardi Gras" celebration in his home
port of Mobile, Ala.
Brother Mullis remembered that the
company once thought of changing the
name of the Mayaguez because the ship
"attracted so much attention" in all her
ports-of-call. He was glad they didn't go
through with that idea because he felt
"the name has meaning."
The 33 year veteran Seafarer said the
Mayaguez was "a good running ship all
the timal was bosun." He.said he "hated
to get off her"but was forced to fly home
because his mother "was probably
worried over all the news reports."
Mullis recalled that the Cambodians
only boarded the containership because
"they thought we were hauling sophisti
I
cated intelligence equipment." In
reality, the Mayaguez cargo was of the
general non-military type. To prove this
to the world Sea-I^nd officials allowed
six containers to be inspected at the
random request of newsmen when the
ship reached Singapore, following its
relea.se by the Cambodians.
Brother Mullis is presently on SIU
disability pension because of heart valve
surgery he underwent last year. His last
job was as bosun aboard the SIUcontracted Carolina (Puerto Rico
Marine).
"I was hurtin' for 12 days," he said,
before deciding to see a doctor. Then
thinking it was "probably only gas
pains" he was shocked to learn his main
heart valve was in danger of closing and
surgery would be necessary. The surgery
was performed in December 1978, at
Bethesda Hospital in Maryland.
Jack is a real trooper, though. He's
"taking it easy now" but intends "to get
out there again as soon as I get the
okay." He usually ships out about 10
months a year. It'.s hard to keep a good
man down.
May 1979 / LOG / 39
�Support SPAD Checkoff Today
For Job Security Tomorrow
A strong U.S. maritime in
dustry is the bread-and-butter of
SIU members and it's also a
crucial part of the country's
national and economic security.
A strong, growing American
maritime industry can serve the
nation in times of prosperity and
national emergency. And the
healthier the industry is, the
better the job security is for SIU
Seafarers and Boatmen.
The United States needs a
commitment from Government
for a national merchant fleet,
built in American shipyards and
crewed by American seamen and
boatmen, capable of doing the
job that has to be done in both the
foreign and domestic trades. And
that means a strong U.S. fleet—
from the largest supertanker to
the smallest tug.
These are the reasons the SIU
spends so much time and effort
fighting on the political front in
Washington.
But our ability to keep on
fighting depends directly on SIU
members supporting those ef
forts. That support means sign
ing a form like the one printed
below, authorizing the Seafarers
Vacation Plan to deduct 30 cents
per day from your vacation
benefits for the SPAD (Sea
farers Political Activities Dona
tion) fund.
The 30 cents a day will be used,
like every other voluntary SPAD
contribution, to further the
Union's political work on behalf
of the entire SIU membership.
Because of the new 30 cent
SPAD checkoff, SIU patrolmen
are no longer soliciting or accept
ing out-of-pocket SPAD dona
tions. But Seafarers and Boat
men who wish to make direct
contributions to SPAD can still
do so at Union headquarters.
Political activity is a way of life
for the SIU and it always will be.
Because even if the jobs of SIU
members are secure for today,
nothing says the same will be true
tomorrow, unless we keep on
working.
The harder we work in Con
gress for legislation that boosts
the U.S. maritime industry, the
better off every member of this
Union will be.
After all, our jobs are what
keep us going. And 30 cents a day
is a small price to pay to make
sure those jobs will be there
tomorrow.
CXficiil Publicilion of ihe S«jfartr> InlcrtullunjI Union • AlUnlic, Gulf, Ljkn inJ InUnd W<fti> Di>fiicl » AFL-CIO
MAY^19^
ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD)
TO:
DATE
Seafarers Vacation Plan
275 20th Street
Brooklyn, N.Y. 11215
Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made
by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which
I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue,
Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail
is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the
date you receive it and applicable only to vacation benefits both earned and payable to me thereafter.
I acknowledge advice and understand that SPAD is a separate segregated fund established and administered
by my union to engage in political activities and to make contributions and expenditures for candidates seeking
political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any
contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount
as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is
to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con
tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington,T).C.
This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me.
Member's name (Print)
Member's Signature
Social Security Number
Members Home Address
City
State
Port
Book Number
OFFICE COPY
Zip
2SI
�
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
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Paul Hall Maritime Library Microfilm 1939-1993
Publisher
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Seafarers International Union of North America
Dublin Core
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May 1979
Description
An account of the resource
HEADLINES
USCG BACKS DOWN ON PLAN TO ELIMINATE TANKERMAN
SIU’S 5-YEAR FIGHT PAYS OFF
SUPPORT IN CONGRESS GROWS TO BAR ALASKA OIL EXPORT
SOHIO GETS OK TO BUILD TERMINAL
LOG, STEWARDS NEWS MERGE
MCS MEDICAL PLAN MERGED WITH SIU WELFARE PLAN
FAMOUS LINERS MARIPOSA AND MONTEREY SOLD FOR $2.7 MILLION
OIL PROFITS ZOOM AS CRUDE FIRMS SEEK MORE WITH DECONTROL
‘RIGHT-TO-WORK’ BILL DIES IN MAINE STATE HOUSE
MCCLOSKEY SHARPENING AXE FOR MARITIME AUTHORIZATIONS
SIU BLOCKS TAKEOVER OF 9 MSC TANKERS: COURT BATTLE CONTINUES
SIU WINS $2800 BACK PAY SETTLEMENT FOR BOATMAN
U.S.C.G. TIGHTENS RULES ON GREAT LAKES MANNING
ANOTHER FIRST FOR SIU BOATMEN: EARLY NORMAL PENSION
TREND TOWARD DIESEL POWER NEW CHALLENGE TO BLACKGANG
ON THE AGENDA IN CONGRESS
CONGRESS CONTINUES TO FIGHT TO RESTRICT EXPORT OF ALASKA NORTH SLOPE CRUDE
SENATE UNIT FINDS FEDERAL AGENCIES AVOID U.S.-FLAG USE
SIU PRESIDENT LINDSEY WILLIAMS RETIRES
FRENCH COAST RESIDENTS UNNERVED BY LATEST LIBERIAN-FLAG SINKING
1ST OF 3 CLASSES OF NEW BOSUN RECERTIFICATION PROGRAM GETS UNDER WAY
SEATRAIN YARD CLOSES; 1,300 UIW MEMBERS LAID OFF
SIU CREWS 1ST OF 11 NEW BOATS FOR G&H TOWING
HOUSE UNIT DUMPS WATCHDOG RENEGOTIATION BOARD
REP. MCCLOSKEY, U.S. MARITIME’S BIG FOE, HELPED DEFENSE CONTRACTORS HAVE THEIR WAY
APL CORNERS BARGAIN: BUY 3 CONTAINERSHIPS FOR $40 MILLION
U.S. IS ONLY MAJOR WORLD POWER IGNORING MARITIME
PHILLY PHS CARES TO MAKE THEIR CARE BEST IN THE U.S.
30-YEAR BAN ON RED CHINESE SHIPS END
SLINGING COAL WAS A WAY OF LIFE FOR OLDTIME FIREMEN
INDUSTRIAL RELATIONS AT HLS PROGRAM MEETS NEW NEEDS OF MEMBERS
EXPERTS IN THE MARITIME FIELD ARE FEATURED
SIU HELPED HIM BEAT THE MEAN STREETS OF N.Y.C.
LAW OF SEA CONFAB STILL HUNG UP ON OCEAN MINING
TRAINING BOARD ZEROS IN ON MANPOWER NEEDS OF GREAT LAKES
QUALITY OF WORK LIFE CONCERN OF U.S. LABOR
EDUCATION TODAY… GROWTH AND OPPORTUNITY FOR SEAFARERS
PENSIONER STEVE HUREN LIVING IT UP IN LAS VEGAS
MAYAGUEZ , CAPTURED BY CAMBODIANS, TO BE SCRAPPED
Creator
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Seafarers Log
Source
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Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
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5/1/1979
Format
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Newsprint
Type
The nature or genre of the resource
Text
Identifier
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Vol. 41, No. 5
1979
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/c3d81f90a5d51118880e25e671dae59c.PDF
489371122fa5d573b69111852756fc76
PDF Text
Text
"•r
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
18 Boatmen
Get Towboat
Licenses at HLS
APRIL 1979
4
xgy
'1^4^
Pages 14-15
A Great
Fitout on Lakes
Pages 25-28
I
Look At How
SlU, MCS
Merger Is
Working Out
Pages 19-22
Battle Brewing
Over Maritime
Authorizations
Bill
Page 3
T"
;.:r
•.••••'
•
^
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•'
.
.->.•<•••
tA'-- •
-
Harbor Tug,
Terence
Smith,
Latest
Addition to
inland
Fleet
'Eii'iyii!pj,":nti
Page 5
�[,f.
New Bill Would Halt Scheme to Export Alaska Oil
Consumer, Citizen
Groups Leading Fight to
Save North Slope Oil for
U.S. Use.
A
broad crosssection of U.S.
labor, consumer and public
interest groups, instrumental in
pressuring the Carter Administra
tion into last months announce
ment that they were temporarily
tabling plans to export Alaskan oil,
arc continuing efforts to get the issue
settled once and for all.
Many of these organizations have
rallied behind a bill Rep. Stewart B.
McKinney (R-Conn.) recently in
troduced in Congress. The bill
would extend and strengthen restric
tions on the export of Alaska North
Slope crude as spelled out in an
amendment to the Export Admini
stration Act, sponsored by the
Connecticut congressman in 1977.
"When offering this measure,"
Rep. McKinney said, referring to
the 1977 amendment, "I agreed to
limit the export restriction to a
period of two years because, despite
a history of noncooperation by the
North Slope producers ... oppo
nents of my amendment assured me
that a domestic distribution system
for Alaskan oil would be well on the
Paul Hall
way to completion at the end of that
period.
"This has not happened," McKin
ney said when introducing the more
stringent H.R. 3301 in the House.
"At a time when this country is faced
with shortages of heating and
aviation fuels, is attempting the
expansion of a strategic petroleum
reserve and is considering the
cancellation of weekend gasoline
sales, the export of Alaskan oil goes
beyond reason ..."
The new bill is designed to fulfill
the intent of the Trans-Alaska
Pipeline Authorization Act which
targeted Alaskan oil for domestic
use. It states that the President can
authorize the export or exchange of
Alaskan North Slope oil only if:
• such export will not diminish
the quantity or quality of crude in
the US.;
• within three months of such
exports the cost of imported oil to
U.S. refiners is reduced and the price
of oil to U.S. consumers, decreased.
The measure stipulates these cost
items must be verified by a semi
annual government audit.
• the exports are made under a
terminable contract, and;
• the exports are necessary to
protect national security.
0X0.
The Future Is Never Secure
he toughest kind of guy to beat is the guy who keeps coming at
his opponent no matter how much he gets hit. He won't win all his
fights. But he'll win most of them and learn from all of them. And one
thing for sure, win lose or draw, his opponents will respect him because
they know that they have been in a fight.
We should all be proud of the fact that this is the kind of reputation the
SlU has built in the labor movement and throughout our industry.
We have gained this reputation not so much out of desire, but out of
necessity. Because in our industry, survival, much less prosperity, is a
day-to-day struggle.
In other words, we can never be sure that what we have today will be
there for us tomorrow. It doesn't work that way in maritime.
The plain and simple fact is that we have to fight hard and work hard in
many areas both to protect what we already have achieved as well as to
improve ourselves across-the-board.
But as the saying goes, it's easier said than done. And a look at some of
the issues we are involved in this month—as outlined in detail in this issue
of the Log—is as good an example as any of what 1 am talking about.
For instance, SIU members crewed another new LNG ship this month,
the LNG Libra. She is the eighth American-flag liquid natural gas carrier.
It is much to our credit that SIU members man all eight of them.
We also crewed up another new tug this month, the Terence Smith, in
the port of New Orleans.
The manning of these two vessels is extremely important to us. It
represents progress for the Union. It means more jobs for SIU members.
But at the same time as SIU crews were going aboard these new
additions to our deep sea and inland fleets, the Union became embroiled
in a struggle to maintain the jobs of SIU members on nine Military Sealift
Command tankers.
The tankers involved are five T-5's and four Columbia class vessels. In
all they represent more than 160 jobs for this membership.
»
We are in danger of losing them because, in competitive bidding, a nonSi U company came in as the low bidder to operate the ships for MSC.
We feel that there were many improprieties in the bids. And we are
doing everything possible, within the law, to have the bids set aside.
We will fight to maintain our jurisdiction on these ships. But the fact
T
The President must present his
reasons for authorizing an Alaskan
oil exchange or export to both
Houses of Congress. Both must
approve the plan within 60 days for
it to be enacted.
The comprehensive measure also
sets conditions under which Alaskan
crude can be exported to Mexico or
Canada and provisions guiding the
circumstances of a possible emer
gency sale of Alaskan oil "to a
friendly state."
A long list of labor and consumer
organizations support the bill.
Included are the Consumer Federa
tion of America; the Citizen/ Labor
Energy Coalition; the Consumer
Energy Council of America and the
Environmental Policy Center. The
AFL-CIO Executive Council and
the Federation's Maritime Trades
Department have also voiced strong
support of the bill.
The bill, said MTD Executive
Secretary-Treasurer Jean Ingrao, "is
in the best interests of the American
people." It will protect vital domes
tic oil supplies; keep the U.S. from
becoming increasingly dependent on
unstable foreign countries for oil,
and safeguard tanker and shoreside
employment opportunities for
American workers.
Major opponents of the measure
are the Administration's Energy
Secretary James Schlesinger, and
the oil companies involved in
production of crude on Alaska's
North Slope. The oil companies
want "to save a few pennies per
barrel in transportation costs,"
exporting the oil. Rep. McKinney
said.
Sohio, Phillips Petroleum, Arco
and Exxon all recorded "recordbreaking" earnings ranging between
30 and 134 percent last year. Those
profit increases were attributed to
North Slope production, McKinney
told fellow congressmen.
Clearly, the oil companies have
been concerned, all along, with
lining their own pockets, not with
the energy needs of the American
people or U.S. national security.
"Are you willing," Rep. McKin
ney demanded of his colleagues in
Congress, " to inform your consti
tuents that this Congress is allowing
the export of domestically produced
crude oil, increasing its reliance on
imported crude and foxesaking the
intent of theTrans-Alaska Pipeline
Authorization Act in order to allow
theNorth Slope producers to further
increase their earnings by reducing
oil transportation costs?"
that we have to fight to do so is a prime indication that we can take
nothing for granted in our business. The future is never completely
secure.
Another issue of grave importance that we are involved in this month is
the brewing battle over the Maritime Authorizations bill.
This bill is crucial to our industry because it mandates the amount of
government subsidy money the industry will receive for the next fiscal
year.
There was a time when the Authorizations bill—which must be voted
on every year—would move through Congress with hardly a dissenting
vote.
But times have changed. Anything and everything concerning
maritime meets with stiff resistance in Congress today. And the Maritime
Authorizations bill is no exception.
We are hopeful that we will be successful in getting a strong
Authorizations bill through Congress this year. But again, we have to
fight to make it so. No one is going to present u'S with the pork chops. We
have to take care of our own business our own way.
There is no question that our industry—and the SIU as a part of it—is
faced with many difficult problems. But it's nothing really new to us.
Throughout our history, we have had to fight for everything we have ever
achieved. It's just that we can't stop fighting if we expect to continue
progressing.
Overall, the SIU has done well in the face of adversity. Despite the fact
that the maritime industry as a whole is shrinking, we have grown as an
organization and we have expanded the scope of our representation.
Years ago, the SIU represented only deep sea sailors on cargo ships.
But today, we represent deep sea people of all types. Lakes seamen,
dredge boatmen, and tug and towboatmen from all areas of the nation.
In addition to this, our merger with the Marine Cooks and Stewards
Union last year has worked out extremely well for both unions. The
success of this merger has proven once again that American seamen are
all brothers. And that in the long run, unlicensed seamen in this country
would be better off under the banner of one strong, united union.
As we look to the future, brothers, the road toward continued progress
will not be an easy one to travel. And if we expect to be successful, there
must be a total effort on the parts of everyone concerned in our Union.
We have the tools to get the job done. We have a good legislative staff in
Washington. We have the finest educational opportunities for seamen
anywhere in the country at the Lundeberg School in Piney Point. We
have a strong leadership and a good solid hard working membership.
The most important thing though is participation. We have the
programs to build on for the future. But to be successful in the long run, it
is up to us to make these programs work. This means supporting SPAD.
It means upgrading in Piney Point. And it means helping the Union out in
our efforts to organize non-union seamen and boatmen.
It is not going to be an easy job. But the efforts we put forth today willl
pay off for us all in the years ahead.
on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, Aa-CIO, 675 Fourth Ave Brooklyn N'Y
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No.4, April 1979. (ISSN #0160-2047)
orooKiyn, IN,T.
2 / LOG / April 1979
�i I
>
SlU Set for Battle Over Mctritiitie Authoritations Bill
Expected McCloskey Amendments Would Cut Heart Out of CDS Program
I
n an instant replay of last year,
Rep. Paul McCloskey (R-Calif)
is expected to introduce at least
three damaging amendments to the
crucial Maritime Appropriations
Authorization Act for Fiscal Year
1980 when floor debate on the bill
begins in May.
The proposed budget for the U.S.
maritime industry, as formulated by
the Maritime Administration, totals
$398.8 million for Fiscal 1980.
That sum breaks down into: $101
million for the construction dif
ferential subsidy (CDS) program;
$256 million for the operating
differential subsidy (ODS) program;
$16 million for maritime research
and development activities and;
$25.8 million for maritime educa
tion and training expenses.
The primary target of McCloskey's planned attack is the con
struction differential subsidy pro
gram. This indispensable program
provides funding for the cost
difference between building a new
vessel in a U.S. shipyard and
building one abroad.
McCloskey, the ranking minority
member of the House Merchant
Marine and Fisheries Committee,
wants to eliminate the entire $101
million CDS appropriation. He also
wants to cut 30 percent of the
Maritime Administration's operat
ing expenses in connection with the
CDS program.
In addition, McCloskey is at
tempting to get Congress to allow
subsidized U.S. operators to pur
chase vessels constructed in a
foreign shipyard, a practice that is
now prohibited by law.
"CDS is a burden," McCloskey
said in a "Dear Colleague" letter
seeking support for the subsidy
cutbacks from fellow Congressmen.
It weighs heavily, he continued, "not
only on the taxpayers who must
subsidize U.S. shipyards in com-
Carter Sets May 22, 1979
As National Maritime Day
\
By The President of The United States of America
"The influence and the importance of the American Merchant Marine
extends well beyond our thriving ports. It affects all Americans. Our
Merchant Marine carries the products of our farms and factories to
consumers in our domestic trades, among our fifty States and
possessions, and links the U.S. industrial and agricultural heartland with
our overseas trading partners. Most of the gross tonnage carried in U.S.
foreign trade is vvaterborne.
"In addition to their vital role in commerce and trade, America's
shipping and shipbuilding industries have distinguished themselves in
providing logistic and combat support to our armed forces in times of
war.
"The men and women of our Merchant Marine can be justly proud of
their contributions to our Nation's economy and national defense. In
these dual roles, American seafarers have carried out their re
sponsibilities with great dedication and ability.
"In recognition of the importance of the American Merchant Marine,
the Congress, by joint resolution of May 20, 1933 (48 Stat. 73, 36 U.S.C.
145), designated May 22 of each year as National Maritime Day in
commemoration of the departure from Savannah, Georgia, on that date
in 1819 of the SS SAVANNAH on the first transatlantic voyage by any
steamship and requested the President to issue annually a proclamation
calling for its appropriate observance.
"NOW, THEREFORE, I, JIMMY CARTER, President of the United
States of America, do hereby urge the people of the United States to
honor our American Merchant Marine on May 22, 1979, by displaying
the flag of the U nited States at their homes and other suitable places, and
I reqi'.est that all ships sailing under the American flag dress ship on that
day."
JIMMY CARTER
INDEX
Legislative News
Alaska Oil Battle
Page 2
SlU in Washington ... Pages 9-10
Fight Over Maritime
Authorizations
Page 3
Union News
Improving Seamen's Care
at USPHS
Page 6
President's Report.
Page 2
Headquarters Notes
Page 7
Letters to Editor
Pago 16
Brotherhood in Action ... Page 24
At Sea-Ashore
Page 18
SPAD Checkoff
Back Page
U.S.C.G. Withdraws
Rule on Tows
Page 5
Great Lakes Picture
•. Page 8
Inland Lines
Page 6
"Plans Paid Oven $8>Million in 1 st Quarter ... Page 4
Bilateral Trade
Agreements
General News
Ship's Digests
Dispatcher's Reports:
Great Lakes
Inland Waters
Deep Sea
Page 17
Page 29
Page 37
Page 35
Page 34
Training Upgrading
"A" Seniority Upgrading.. Page 39
Piney Point Grads ... Pages 12-13
Membership News
New Pensioners
Final Departures
18 Boatmen Get
Licenses
Tug Terence Smith
Page 36
Page 32
Pages 14-15
Page 5
Special Features
Special Supplement on " '
' SlU, MCS Merger .-Pages,19-22r.
Great Lakes Fitout ., Pages 25-28
petition with an oversupply of low
cost foreign yards, but also to the
U.S.-flag ship operators who are
now required to purchase their ships
in U.S. yards."
During mark-up sessions on the
bill, McCloskey was successful
in getting a provision attached
which would prohibit the award of
CDS funds for any vessel unless it is
offered for enrollment in the Sealift
Readiness program.
The Congressman's attempts to
devastate the CDS funding program
have already been turned back by
the House Subcommittee on Mer
chant Marine and Fisheries. So were
two other McCloskey-sponsored
amendments. One would have
barred operational subsidies unless
manning levels were no more than
50 percent above the Coast Guard
level. The other would have pre
vented any funds from subsidized
operators from going to the mari
time research organizations which
McCloskey claims engage in lobby
ing for the merchant marine.
McCloskey won't be deterred by
this setback. His amendments will
be closely scrutinized by the entire
House as were similar McCloskey
amendments in last year's fight for
the Authorizations bill.
Sponsors of the maritime appro
priations legislation, including the
House sponsor. Subcommittee
chairman John Murphy and Sena
tors Howard Cannon (D-Nevada)
and Daniel Inouye (D-Hawaii) on
the Senate side, have plenty of
ammunition for the fight ahead.
Witnesses in Favor
Scores of witne.sses before both
the House and Senate Subcom
mittees have already testified in
favor of the bill.
Many, including subcommittee
chairman Murphy, said the legisla
tion does not go far enough.
Murphy said the CDS appropria
tion was a "marginal, slim hand-out
to an industry that desperately needs
to replace ships," and scored Mc
Closkey for his efforts to cut the
already "minimal, emasculated
program."
SlU Washington Representative
Chuck Mollard, appearing before
the House Subcommittee, extended
the Union's support for the Authori
zations bill. Even though Mollard
agreed that the funds tapped were
"minimal," he said, "they are,
however, necessary to continue the
programs set out in the 1970
Merchant Marine Act."
"The SIU is particularly pleased,"
Mollard continued, "that the U.S.
may begin to develop a new genera
tion of bulk vessels through the
funds requested for FY 1980 ship
construction."
The need to revitalize the U.S.flag dry bulk fleet was cited as
crucial by witnesses before both
Congressional subcommittees.
Herb Brand, president of the
Transportation Institute, said the
$101 million CDS authorization,
"together with $23 million of carry
over funds will be used to construct
four ships; one LASH and three
bulk carriers. The construction of
these ships will provide the benefit of
maintaining the shipyard mobiliza
tion ba.se necessary to ensure the
nation's defense and security."
Virtually every representative of
maritime labor and industry who
spoke before the two Congressional
subcommittees supported the Mari
time Authorizations bill. Many
testified that the ailing U.S. mer
chant marine needed more than the
legislation would provide.
But no one agreed with Rep.
McCloskey who sees the current
maritime authorization legislation
as a "golden opportunity," for the
U.S. to take advantage of the
"bargain" prices offered for new
vessel construction in foreign ship
yards and thereby "acquire a large
merchant fleet at a fraction of the
cost it would take to build it in U.S.
yards."
Edwin M. Hood of the Ship
builders Council of America shot
back at McCloskey for dismissing
not only the plight of the U.S.
maritime industry but the employ
ment needs of thousands of Ameri
can shipyard workers.
"No other activity," Hood said,
"creates such a wide diversity of
employment in such a variety of
other industries ... as does ship
construction and repair."
"Mr. McCloskey's avowed pur
pose," he continued, "is to export
this widespread activity through a
deliberate diversion of merchant
ship construction contracts to
shipbuilders in other countries. Jobs
for many thousands of skilled
shipyard workers who now face
unernployment would likewise be
exported."
The Congressman from Cali
fornia has built his reputation on
being the most consistent and
caustic critic of a strong, U.S.-flag
merchant marine. Those who
strongly support the Maritime
Appropriation Authorization Act,
including the SIU and many other
maritime labor and industry groups,
have no intention of letting Mc
Closkey draw and quarter this
crucial bill.
Marad OK's 2nd Elect. For Six Delta C-4's
The U.S. Maritime Administration
has approved the addition of a 2nd
Electrician to the unlicensed engine de
partment crews on Delta Lines six C-4
freighters. The ships involved include
the Delta Columbia, Ecuador, Bolivia,
Panama, Peru, and Delta Venezuela.
The ships run from the U.S. East Coast
to South America.
The SIU requested ihaf the company
put a 2nd Electrician on each of the
ships nearly 10 months ago because of
the workload. However, all manning
increases on subsidized vessels must be
approved by the Maritime Administra
tion. It took Marad until this month to
finally give approval for the extra man.
Two months ago, Marad had ap
proved the addition of a Passenger BR
on these six vessels when they are
carrying passengers. The ships have a
capacity for 12 passengers.
April 1979 / LOG / 3
,•
�:
SlU Plans Paid Over $8 Million in 3 Months of '79
During the first three months of this year, the Union's Welfare, Pension and Vacation Plans
paid out over $8 million in benefits to SlU members—deep sea. Great Lakes and inland waters—and
their dependents. The total figure is $8,368,057.16. These figures printed below demonstrate once
again that job security is only one aspect of the overall security provided the SlU membership.
Seafarers Welfare, Pension, and Vacation Plans
Cash Benefits Paid
January, February, March 1979
w
i
:
:
:
t
t
SEAFARERS WELFARE PLAN
ELIGIBLES
Death
In Hospital Daily @ $1.00
In Hospital Daily (s> $3.00
Hospital & Hospital Extras
Surgical
Sickness & Accident
$8.00
Special Equipment
Optical
Supplemental Medicare Premiums
DEPENDENTS OF ELIGIBLES
Hospital & Hospital Extras
Doctors' Visits in Hospital .
Surgical
Maternity
Blood Transfusions
Optical
Special Equipment
Number
of
Benefits
Amount
Paid
26
521
218
72
17
13,636
3
383
89
$100,971.00
521.00
654.00
18,946.33
8,675.50
109,088.00
713.00
14,510.92
5,564.16
1,210
496
472
88
5
286
500,627.47
28,368.99
84,201.74
32,560.88
758.00
10,698.26
50
366
418
42
67
2
9
5
4,702
181,564.20
141,169.35
47,020.52
14,989.31
2,301.50
221.00
2,253.42
1,265.00
51,415.78
:
:
:
i
i
:
:
PENSIONERS & DEPENDENTS
Death
Hospital & Hospital Extras
Doctors' Visits & Other Medical Expenses
Surgical
Optical
Blood Transfusions
Special Equipment
Dental
Supplemental Medicare Premiums
23,203
207,410.28
9,486.21
3,801.21
8,095.23
1,907,576.06
SEAFARERS PENSION PLAN
Pension
TOTAL SEAFARERS PENSION PLAN
5,875
5,875
1,698,964.34
1,698,964.34
SEAFARERS VACATION PLAN
Deep Sea
Great Lakes
Inland
TOTAL SEAFARERS VACATION PLAN
2,135
799
771
3,705
3,359,126.07
938,247.86
464,142.83
4,761,516.76
32,783
$8,368,057.16
MEDICAL EXAMINATION PROGRAM .
SCHOLARSHIP PROGRAM
BLOOD BANK PROGRAM
SPECIAL SERVICES DEPARTMENT ....
TOTAL SEAFARERS WELFARE PLAN
TOTAL WELFARE, PENSION & VACATION
:
4 / LOG / April 1979
20
�.... -
USCG Vi/gthdraws Bid to Seattle S-W&tch'Systegn on 600-Mile Tows
Yielding to pressure from the SIU and
other maritime unions, the Coast Guard
announced last month that it was
withdrawing its interpretive rule on the
manning of uninspected towing vessels.
The Coast Guard said the written
comments and testimony they received
were overwhelmingly opposed to the
rule change.
The Coast Guard s interpretive rule
would have replaced the current threewatch standard for crews of uninspected
towing vessels on voyages in excess of
600 miles with a 12 hour, two-watch
standard (6 hours on, 6 off).
When the proposal was first pub
lished and comments invited by the
Coast Guard, the SIU sent a letter to the
agency blasting the suggested change in
watch standards.
"It is incredible," the Union ex
claimed, "that the government agency
responsible for promulgating regula
tions to increase safety of life at sea
could propose a rule which seeks to
regress to safety standards that existed a
half century ago."
Congress recognized in 1936 that the
two-watch system, in use at that time,
placed vessels and crews in what they
called "a constant state of jeopardy."
Congress enacted the standard which
exists today. That is a three-watch
system for crews on vessels over 100
gross tons operating on the Great Lakes
and on coastal and offshore waters
(voyages of less than 600 miles are
exempt).
In addition to scrapping the latest in a
run of attempts to amend the threewatch standard, which would have
turned maritime safety back 50 years,
the Coast Guard has pulled a propo.sal
they had been considering defining "rest
tirne" for licensed operators on unin
spected towing vessels.
The Union had argued that the term
was meant to protect the vessel and the
crew by providing the operator with
enough "rest time" so that he was best
able to perform his duties. The Coast
Guard's proposal on rest time, the SIU
said, would be a disservice to safety at
sea because it is "unclear, inadequate,
improper and totally meaningle.ss."
The Coast Guard apparently agreed
with that assessment. In withdrawing
the proposal on rest time. Admiral J.B.
Hayes, Coast Guard Commandant, said
the agency had concluded "that publish
ing a rule regarding what constitutes
work time versus rest time would create
more problems than it would solve,"
and "that no useful purpose would be
served by issuance of this propo.sed
rule."
While gratified by the Coast Guard's
decision on both the three-watch
standard and the rest time proposals.
the SIU hopes the agency will stop
tinkering with operational work stand
ards which arc already in the best
safety interests of both crew and vessel.
The Coast Guard could more profit
ably spend its time by working to
revamp those maritime standards which
arc less than adequate to protect life and
property at sea.
AFL-CIO Launches ^Operation Price Watch'
Program to Monitdr Living Costs
A nationwide price monitoring effort
was launched by the AFL-CIO earlier
this month at a conference held in
Washington which attracted more than
250 representatives from all sections
of the nation's labor movement.
"Frankly, we believe that mandatory,
across-the-board controls on the price
of everything and the income of
everybody—in this period of time—
would be more equitable and more
enforceable. In fact, we believe that
'Operation Price Watch' will prove that
point."
SIU President Paul Hall—who is also
the senior vice president on the AFLCIO Executive Council—was chairman
of the opening session. The major
speakers at the all-day conference
included AFL-CIO President George
Meany; Alfred E. Kahn, chairman of
the President's Council on Wage &
Price Stability; and Senator Howard M.
Metzenbaum (D-Ohio), a leading critic
of President's Carter's failure to stem
runaway living costs.
In outlining the scope of the Federa
tion's "Operation Price Watch,"Meany
said the union's monitors will be
checking prices weekly at "hundreds of
thousands" of retail outlets to let
President Carter and his Administra
tion in on "the hard and unpleasant facts
about price increases."
Both Meany and Hall reminded
President Carter that the AFL-CIO has
repeatedly told the Administration that
its so-called "voluntary" wage-price
guidelines are not only unfair, but they
are also unworkable. Both Federation
leaders stressed the point:
'AFL-CIO Vice President Paul Hall chaired the opening session ot the Federationsponsored conference on Operation Price Watch. More than 250 Union
representatives from virtually every labor organization in the United States at
tended. Seated next to Hall is AFL-CIO President George Meany and, at right,
Alfred E. Kahn, chairman of President Carter's Council on Wage & Price Stability.
Union Fighting to Save SIU Jobs on Nine Sealift Tankers
The SIU is fighting to prevent the loss
of jobs currently held by Seafarers
aboard nine Military Sealift Command
tankers.
At stake are a total of 167 unlicensed
jobs aboard five T-5 tankers, operated
by the SlU-contracted Hudson Water
ways Co., and four Columbia-class
vessels, contracted out to Cove Tankers
by the MSC.
Several months ago, the MSC sent
out requests for bids from the private
sector for the manning and operation of
the nine ships.
Following the opening of the bids, the
MSC announced on April 11 they
planned to award the operating con
tracts to the Trinidad Corp. of Philadel
phia which operates with National
Maritime Union personnel.
The SIU feels Trinidad's bids were
improper and, as a result, discrimina
tory to other companies which entered
proposals on the contract.
The Union's initial action was to file a
formal protest charging impropriety in
the bidding procedure with the General
Accounting Office and the MSC.
If the GAG doesn't set aside these
bids, the Union is prepared to file an
injunction halting the turnover of crews
on the vessels from SIU to NMU. If
necessary, the Union will take the fight
for jobs and job security to court.
Until a formal ruling on the matter is
handed down, the nine vessels will retain
their SIU crews.
The five T-5 tankers, the USNS
Maumee, Shoshone. Yukon. American
Explorer and USNS Potomac, were
built in the 1950's and carry between
24,300 and 24,470 dwt of liquid cargo.
The Columbia-class vessels, all 672
feet long, are the USNS Columbia,
Neches, Hudson and Susquehanna.
These tankers date from the 1970's and
all have a cargo capacity in excess of
37,000 dwt.
All of the Columbia-class ships, as
well as the T-5 tanker Potomac are
bareboat chartered to the MSC. The
other T-5s are government-owned, and
all nine tankers are the bread-and-butter
of scores of Seafarers who have crewed
the ships for many years.
The Union has no intention of
relinquishing the MSC contracts to
Trinidad Corp. when the bidding
procedure seemed strongly tainted with
impropriety. We will see the fight
through as many court battles as
necessary to make sure the MSC
contracts are awarded under proper and
equitable circumstances.
Crescent Adds Tug Terence Smith to Fleet
SlU-contracted Crescent Towing of
New Orleans has added another new
boat to its fleet providing new jobs for
SIU Boatmen. This one, the former
railroad tug San Luis is the largest and
most powerful owned by Crescent.
The recently refurbished tug will go
by the name Terence Smith which was
the name of Crescent's founder and first
president.
The boat was completely recondi
tioned by Crescent's own team of
engineers at the company's docks on
Patterson St. in New Orleans. Crescent
often buys old railroad tugs and restores
them in a metamorphic like process that
leaves them looking and running better
than when they were new.
Most importantly, though, each
addition for the Crescent fleet means
more jobs for SIU members.
The 1800 horsepower Terence Smith •
will be used in shipdocking and other
general harbor work around the New
Orleans area as are the other boats in the
Crescent fleet.
April 1979 / LOG / 5
,1.'
I
�leg will probably open in early May.instead of the normal Apr. 15-25 says the
U.S. Army Corps of Engineers in St. Paul, Minn.
The late opening is due to high water in the Mississippi and Lake Pepin, 40
miles below St. Paul, and the more than usual 100 percent thin ice coverage on
Lake Superior.
The Great Lakes Towing Co. last month called out their towing vessels to
begin another banner year.
St. Louis
Word from here is that ACBL Engineer Terry Lingenfelyer of Hardy, Ark. is
quite an artist.
»
Norfolk
SIU Boatmen sailing with the Norfolk, Baltimore and Carolina Lines (NBC)
and the Express Marine Towing Co. here late last month ratified their new
contracts. I^sides gains in wages and welfare benefits, both contracts now
contain the SIU Inland Vacation Plan.
Baltimore
Contract negotiations began this month with the Harbor Towing Co. for its 50
SIU Inland Boatmen. The company handles oil barges in the Baltimore Harbor.
Their contract expires the end of next month.
Great Lakes
On Apr. 16, the SlU-contracted Great Lakes Dredge and Dock Co. of
Cleveland put 27 Lakes Boatmen on their dredging project of the Cleveland
Harbor and the Cuyahoga River. The job going "full blast" should take three
months. It had been started last fall.
Peter Kiewit & Sons put their first crews of the season on all their boats for the
Cleveland Dike Disposal Project begun last year.
Luedtke Engineering Co. started several dredging projects, including the one
in the port of Toledo, Ohio.
The Zenith Dredge Co. of Duluth, Minn, began the fitout of their dredges for
several dredging projeets in the Minnesota and Wisconsin area.
The port of Duluth and navigation on the Upper Mississippi River's 100-mile
Solid ice jams this winter choked off the Missouri River's heavy traffic
especially at Sioux City, Iowa, where a new bridge is being built. The ice on most
of the river's 2,315 miles halted traffic from November to mid-March. If the Ohio
River had this much ice, Pittsburgh and Cincinnati would be in trouble.
Port Arthur
Sabine Towing Co. here has started construction of two new harbor tugs. The
first tug is set for delivery in September or October. Construction of the second
tug has just started.
*
A new operation has begun in this port as the Crowley Towing Co. began
moving oil barges from Texas to Florida ports.
The Port Arthur SIU Medical Clinic is now open seven days a week, 24 hours a
day.
Galveston
The former 16,000 cubic yard Dredge Ezra Sensibar (Construction
Aggregates) now the Dredge Long Island will be used to dredge here. She
recently completed her part of the $17-million, 9-million cqbic yard dredging of
Tampa Harbor.
The 10,316 gross ton dredge was built in 1971 in Houston.
Jacksonville
SIU Boatmen in this port are now using the facilities of the USPHS Clinic
here.
SIU Working With USPHS to Improve Seamen's Care
For many years the U.S. Public
Health Service Hospitals have pro
vided service to merchant seamen.
But, as is well known, there have
sometimes been breakdowns in this
service along the way. Seamen have
encountered various difficulties in
their dealings with the USPHS
hospitals, especially in trying to
receive priority treatment.
To their credit, the USPHS
hospitals are making a real effort to
evaluate these problems, and to
improve their overall service as it
applies to seamen.
The Seamen's Health Initiative
Plan (SHIP) is one such effort being
made by the USPHS to upgrade its
programs. Outside organizations
who have a vital interest in the
USPHS hospitals—including the
SIU—have been invited and are
participating in the SHIP Program.
At a recent meeting of SHIP's
Access to Care Committee, attended
by the SIU, a number of suggestions
were made as to how the USPHS
hospitals could improve access to
care for seamen, their primary
beneficiaries.
The suggestions, which would if
implemented affect SIU seamen,
include the following:
1. An improvement should be
made in the notification system that
requires-seamen to report to the
PHS when they use private hospitals
on an emergency basis. The SIU
urged that the present 48-hour
notification rule be changed, allow
ing for a more realistic notification
period.
6 / LOG / April 1979
m
2. The SIU urged that the PHS
pay for emergency care where a
reasonable effort is made to let
PHS know that a private hospital is
being used on an emergency basis.
3. It was suggested that a toll-free
number be established for seamen
who check into a private hospital in
an emergency situation and wish to
notify the PHS. Such a call would
fulfill legal notification require
ments.
4. A study will be made of ways
the PHS could further improve its
system for actually giving priority
care to primary recipients, such as
seamen (who in many cases need to
catch ships and are pressed for time).
5. A review will be made of the
masters certificate so that there is a
clear idea of the duty status of the
seamen. An attempt will also be
made to list physical qualifications
that may be needed as a general
standard for seamen. The SIU
indicated it is concerned about this
area and we will be closely involved
in whatever is produced.
6. An effort will be made to
improve the utilization of the
hospital's system by beneficiary
groups such as offshore oil and gas
industry workers and Inland boat
men. All of these groups are
infrequent PHS hospital users. In
regard to this, an effort will be made
to provide publicity in trade publica
tions and other magazines about the
availability of PHS system to
various classes of U.S. seamen.
In addition to the meeting of the
Access to Care Committee, three
other groups within the Seamen's
Health Improvement Plan are also
meeting to discuss problems relating
to seamen and the PHS. These are
the "Physical Qualifications for
Seamen," "Care at Sea," and
"Safety Aboard Ship" groups.
The SIU is taking an active role in
these meetings to foster the best
interests of the membership. The
Access to (2are Committee will meet
again next month, and the SIU will
there.
Increased Tank Barge Safety
Focus of New House Bill
A bill to remedy the problem of oil
pollution from tank barges has been
introduced in the House by Rep. Gerry
E. Studds (D-Mass.).
Rep. Studds recently presented a pile
of statistical information in Congress to
hammer home the point that legislation
to improve construction and tighten
operating safety standards for tank
barges is long overdue.
The legislation's aim is the eventual
conversion of the U.S. tank barge fleet
to double hull construction standards.
"All newly buiit barges," the bill
reads, "must be equipped with double
hulls and, as of Jan. 1, 1983, all existing
barges 15 years of age or older must be
equipped with double hulls."
The SIU supports Congressman
Studds' effort to improve tank barge
safety and to cut the number of oil spills
and accidents from these vessels. But the
Union feels the measure doesn't go far
enough.
In a letter to Rep. Studds dated April
2, SIU Washington representative
Chuck Mollard said that the Union
"agrees that action must be taken to
improve safety standards in this in
dustry."
On top of the double hull construc
tion standards spelled out in Rep.
Studds' bill, Mollard outlined several
additional proposals which the Union
feels "would greatly improve the
operational safety record of the tug and
barge industry."
The Union's proposals include:
• that all entry grade or new boatmen
successfully complete a basic training
program prior to securing employment.
• that all inland boatmen possess
proof of qualification and general
health in order to be eligible for
certification to serve on inland vessels;
• that all vessels towing tank barges
have on board a certified tankerman
whose duties are separate from those of
the towboat operator; and
• that all vessels operating as part of
our domestic shipping industry be
subject to occupational safety and
health regulations that recognize the
uniqueness of this industry and the
importance of such operations to the
marine environment, and safety of life
and property.
While the SIU feels that the construc
tion standards contained in Rep.
Studds' bill are a necessary part of
improved tank barge safety, the Union's
additional suggestions would round-out
the legislation, providing both tank
barges and the crewmen who operate
them with a broader measure of
protection.
�Headquartt^rs
by SIU Executive Vice President
Frank Drozak
Take Advantage of Your Benefits
I
t's difficult for some people to imagine what it was like in the days
when seamen struggled to earn a living that provided little real
security for their families.
Thanks in large part to the role of labor unions, those days are now
looked upon as "ancient history," even though it really wasn't all that long
ago.
Nowadays, a man can pour a solid foundation for his family to build
upon. And it's not one that's going to get ripped up by an untimely illness
or other unplanned for crisis.
Over the years, a lot more has come to deepsea and inland members of
the SIU than improved wages.
Did you ever stop to think what kind of real security your family would
have without all the various benefits Union members now enjoy?
Take the Seafarers' Welfare Plan, for example. We all know how
difficult it can be to save up money, and how quickly it can go when it
comes to pay the monthly bills. But unexpected hospital bills can wipe
a man out, unless he's ready for them. The SIU Welfare Plan provides the
kind of coverage that keeps this kind of economic setback from
happening.
The Welfare Plan is wide ranging and provides coverage for
hospitalization, surgical, maternity, and other types of treatment, as well
as out-patient treatment for dependents. This kind of coverage can
arpount to thousands of dollars saved over the long run.
Some of the most outstanding benefits available to Union members are
the educational opportunities provided by the SIU. This is the kind of
benefit members can take advantage of, and draw from, at any time for
immediate gratification as well as long term rewards.
But a man has got to go after these educational benefits; you've got to
sow before you can reap the harvest. The Harry Lundeberg School in
Piney Point, MD. has got all the equipment you need to work with.
At the Lundeberg School, a wide variety of courses are available for
deepsea and inland members who want to upgrade. And, unlike betting
on the horses or buying stocks, there's no risk involved when you invest
the time to take a course. And you can bet on the returns.
Aside from the programs available for those who want to upgrade,
there are other educational benefits available to SIU members, such as
the high school equivalency (GEO) program offered at HLS. College
.scholarships are also available to Union members and their dependents,
and a number are awarded each year.
But, again, only the ones who display some foresight and initiative are
going to gain from the SlU's educational benefits.
The SIU has fought hard to establish another benefit for inland
members—the Industry Wide Vacation Plan. At present some 90 percent
of SlU-contracted inland operators pay into this Plan, and thousands of
boatmen have already received vacation checks as a result of the Union's
efforts. All deepsea members are already covered by a Vacation Plan.
No seaman likes to think of the day when he'll depart this world, but it's
a fact of life—one that once resulted in undue hardship for a seaman's
family. With today's death benefits, something the SIU has also worked
hard to establish for its members, just that much more security has been
added to the world of the Seafarer and his family.
The SIU has established many benefits for its members, as these few
paragraphs have attempted to show. In some cases they lie dormant,
ready to come to the aid of a seaman and his family in a time of
emergency. Others are there, just waiting for the right person to come
along and take advantage of it.
In any case, these benefits are one trademark of a strong Union that's
tuned into the needs of its members. And those benefits are as good as
geld.
600 Seamen Pack West Coast Maritime Conference
San Francisco—One of the largest
gatherings of American merchant
seamen in years turned out late last
month to participate in an SIUsponsored conference focusing on, "The
Maritime Industry, Where Does It
Stand Today?"
More than 600 members of the
Sailors Union of the Pacific, the Marine
Firemen's Union and the SIUAGLIWD took an active role in the all
day session.
SIU President Paul Hall chaired the
Conference, which took special aim at
the problems facing Pacific Coast
shipping.
Among the Union officials who
presented special reports were Paul
Dempster, president of the SUP;
Whitey Disley, president of the MFU;
Frank Drozak, executive vice president
of the SIU; Ed Turner, West Coast SIU
representative and head of the former
Marine Cooks and Stewards union, and
SIU representative Chuck Mollard.
Government and industry spokesmen
also participated to give those in
attendance a more complete picture of
the problems facing American maritime
today. They included: Thomas Patter
son, Western Region Director of the
U.S. Maritime Administration; Ed
Flynn, president of the Pacific Mari
time Association; Herb Brand, presi
dent of the Washington, D.C. based
Transportation Institute and Capt.
Dick Stone also of the Transportation
Institute.
The Conference was timely and very
necessary. It came at a time when
shipping for Pacific Coast seamen
employed by companies affiliated with
the Pacific Maritime Association is
seriously depressed.
As noted by SUP President Paul
Dempster. Pacific Coast shipping has
steadily declined since 1959. At that
time, PMA companies operated 134
ships. Today, 32 ships make up the
PlsiA fleet.
Dempster expressed hope that there
would be a turnaround for Pacific Coast
shipping with "the opening of the China
trade and extensive marine require
ments of the offshore oil drilling
industry, deep seabed mining and LNG
transport."
Ed Turner of the former MCS blamed
in part the decline of Pacific Coast
shippping on "automation and mech
anization."
However, he noted that the merger
last year of his Union with the SlUAGLIWD has helped former MCS
members cope better with the decline in
Pacific Coast jobs.
MFU President Whitey Disley also
expressed his deep concern with the
Pacific Coast situtation. He noted
"inroads made by foreign fleets into the
U.S. trades" as a major cause of the
problerp.
Mthough concerned with the prob
lems facing the West Coast, all of the
speakers expressed hope that the
problems could be overcome.
SIU Executive Vice President Frank
Drozak, trying to bring the problems
into perspective said, "each day brings
new challenges to the continued opera
tion of a viable American merchant
fleet."
He told the gathering of seamen that
the SIU had advanced as an organiza
tion despite the problems of the industry
in large part due to effective political
action.
But he said that there are still many
obstacles to be overcome. And only
continued hard work, with the coopera
tion of the entire maritime labor
movement, would insure the industry's
future.
SIU Intercedes With USPHS,
Saving Member From $926 Bill
In March, 1978 Seafarer Merrill
Hummell checked into the St. Joseph's
Hospital in Reading, PA. for eiiteirijency
medical treatment.
Under such emergency circumstances,
the U.S. Public Health Service will
handle the bill if they are properly
notified of the seaman's whereabouts
within 48 hours.
But Seafarer Hummell almost got
stuck with the $926 bill because he failed
to notify the PHS that he had checked
into the St. Joseph's Hospital.
The SIU came to the aid of brother
Hummell, and the PHS eventually
agreed to pick up the tab. But the PHS
made it clear that proper procedures
had not been followed.
In a letter to the SIU, Dr. Leonard
Backman of the PHS stated that, "It is
unfortunate that notification did not
occur. However, it remains the responsi
bility of the seaman or someone on his
behalf to notify the nearest PHS health
care facility prior to being discharged
from emergency care."
Seafarer Hummell made the mistake
of thinking that the St. Joseph's
Hospital would notify the PHS. It
doesn't work that way; and it almost
cost him a bundle as a result.
Until some other system can be
worked out, seamen have no choice but
to conform with the notification
requirements of the PHS. A simple
phone call, followed up by a telegram
documenting the notification, fulfills a
seaman's responsibility in this regard.
More than 600 members of the SUP, MFU and SlU-AGLIWD attended maritime
conference last month in the port of San Francisco.
April 1979 / LOG / 7
. 1.'
�Algonac'
The
Lakes
Picture
Fit Out
With the first of April, just about all SlU-contracted Great Lakes vessels were
fitting out and several had begun their first runs of the season. The Nicolet
(American Steamship Co.) led off the 1979 shipping season for the Union-crewed
Great Lakes fleet on Feb. 27. By mid-April all SlU-contracted lakers are
expected to be running with the exception of the Bob Lo Co.'s two passenger
ferries which begin operating on Memorial Day. Another possible exception is
American Steamship's John A. Kling which ran into minor trouble during fit out
and had to be taken to the shipyard for repairs. The engine and steward
departments were already aboard the Kling but the deck department was
cancelled until further notice.
Other SlU-contracted vessels are fitting out in the following ports: Toledo (14
ships fitting out); Detroit (4); Muskegon, Wise. (2); Manitowoc, Wise. (1);
Superior (3); Sturgeon Bay (2); Sandusky (1); Chicago (1); Buffalo (2); Duluth
(2); Green Bay (2), and Erie (6).
"
Former SlU Vice President Fred Farnen was honored at a testimonial dinner
on St. Patrick's Day for his role in "the struggle to bring respect and dignity to
American seamen." Farnen an SIU V.P. since 1947, also served on the
Executive Board of the Detroit Metropolitan AFL-CIO and the Michigan State
AFL-CIO and was Secretary-Treasurer of the federation's Maritime Trades
Dept. until his retirement last year. The testimonial dinner, held at the Retail
Employees Union Hall, was co-sponsored by the Michigan State AFL-CIO and
the Metropolitan Detroit AFL-CIO Council.
The unusually cold Great Lakes winter, which brought shipping to a nearstandstill, took its toll on some Michigan island dwellers as well. The residents of
Hansens Island depend on the SI U-contracted Champion Auto Ferries to shuttle
them across the St. Clair river to the mainland. Champion, which runs four car
ferries during the spring and summer, uses only one vessel during the winter
months. Equipped with their own ice-breaking equipment the ferries don't
usually encounter major difficulties. But last month an ice jam trapped the auto
ferry at the dock in Algonac and the several hundred hardy souls who make their
year-round home on Hansens Island were stranded for several days until the
ferry could be freed.
*
*
*
*
The deep freeze conditions on all the Lakes made the winter of 1979 an ideal
time for testing a new air bubbler icebreaking tug and the 140-foot KatmaiBay is
passing every test with flying colors. The tug made it through snow-covered ice
that ran 27 inches thick and Coast Guardsmen think the air bubbler design could
prove a major boon to Great Lakes winter shipping.
Clean Waters
The St. Paul District of the Army Corps of Engineers expects the Port of
Duluth to open on schedule on April 19, despite their original prediction that the
solid ice cover on Lake Superior would delay the port's opening until early May.
An annual report on the water quality in the Great Lakes, issued by the
International Joint Commission, said that pollution in the Lakes "remains a
critical problem and serious and effective controls are needed promptly," to
answer it. The Commission is made up of water quality experts from all the Great
Lakes states and the Canadian government.
In addition to the warnings, the report included a little good news. The levels of
certain toxic substances have been reduced, the Commission reported, citing
lower levels of phosphorous, PCB, mercury, DDT and other contaminants. The
levels of these carcinogens may soon be low enough, one Commission member
said, "for us to remove the warning against eating salmon caught in Lake
Michigan."
€hiea|$o
St. Lawrence Seaway
The Sam Laud (American Steamship) was the first ship to call at the port of
Chicago this year. She was in to pick up a load of coal.
The Medma Challenger (Cement Transit Co.) is expected to,bring her first
cargo of cement into Chicago during the first week in April. The Challenger was
originally scheduled to arrive in Chicago several days earlier but the 30 inch solid
ice, which tied up a number of Great Lakes ports, forced postponement of the
vessel's first run.
The thick ice, which is usually a source of delays and frustrations on the Lakes,
did provide at least one blessing for an SlU member.
Last month, as he was lowering radar equipment from the Medusa Challenger
to the shore. Bosun Carl Shircel lost his balance and fell overboard. Shircel got
away with relatively minor bruises from his 25-foot fall because he landed on
thick ice blanketing Lake Michigan. If he had hit icy water, he would not have
been so lucky.
The opening of the 79 shipping season marks Step two in the three-year phase
in of tolls on the St. Lawrence Seaway. Last year, when tolls were increased on
the waterway for the first time since the Seaway opened in 1959, many maritime
industry spokesmen were pessimistic about the effect the tolls would have on
Seaway usage. But 1978 turned out to be a good year for the Seaway despite toll
increases and despite the fact that a strike by Canadian iron ore workers caused a
large decline in iron ore shipments throughout the waterways.
Traffic on the Welland Canal during 1978 was up to 65.7 million metric tons
which is .9 percent higher than last year's totals. Traffic on the Montreal-Lake
Ontario section of the Seaway was down by about the same percentage to 56.9
million tons.
The St. Lawrence Seaway Authority, which administers the network for the
U.S., said the major factor contributing to last year's strong cargo movement was
that grain traffic was at its highest level since the Seaway opened.
Duluth
SlU-contracted Kinsman Lines recently purchased the ore carrier
McGonnagle from U.S. Steel which will be run in place of the Kinsman
Enterprise. The Enterprise, built in 1906, is the old-timer of Kinsman's fleet. The
SlU crew formerly aboard the Enterprise, will man the McGonnagle.
Delta Bolivia Committee
Ihe Professional Touch
That's what graduates of the Marine Electrical
Maintenance Course have—the professional skills
to maintain electrical systems aboard ship. These
are the skills that mean more money and more
job security. They're the skills you get when you
take the Marine Electrical Maintenance Course.
So sign up Now! See your SIU Representative or
contact:
Harry Lundeberg School
Piney Point, Maryland 20674
(301) 994-0010
Course Starts April 30
SIU N.Y. Patrolman Ted Babkowski (seated left) checks the papers of Steward
Delegate James Barclay (seated right) at a payoff early this month aboard the SS
Delta Bolivia (Delta Lines) at the 39th St. Pier in Brooklyn. N.Y. The rest of the
Ship's Committee (standing I. to r.) are Recertified Bosun Luther Pate, ship's
chairman; Deck Delegate Charles Bortz and Engine Delegate Francis Wagner.
8 / LOG / April 1979
�tiUl in tonslitnqto
Seafarers international Union of North America. AFL-CIO
April 1979
Legislative. Administrative and Regulatory Happenings
Congress Moves to Restrict Export of Alaska North Slope Oil
Congressman Stewart McKinney (RConn.) has introduced legislation which
would extend and strengthen the restric
tions on the export of Alaskan North Slope
oU. A strong move has been under way—
pushed by the giant oil interests—to export
this American oil to Japan. The latest
gimmick would be to swap the Alaska oil for
Mexican petroleum.
The McKinney proposals would require
the President to determine four factors
before the oil could be sold, exchanged or
swapped in any deals—(1) that it will not
diminish the quantity or quality of crude oil
in the U.S.; (2) that any such exchange
would, within three months of the export,
reduce the costs of imported oil to U.S.
refiners, and that this will result in lower
prices to American consumers; (3) that any
exchange will be made pursuant to a
contract that can be terminated; and (4) that
such an exchange or sale is necessary to
protect our own national interests.
The proposed amendment also would
require that the President submit his finding
to Congress within 60 days, and that
Congress must—by concurrent resolution—
approve the export or exchange of oil.
The McKinney amendment has the strong
support of a number of consumer groups,
environmental interests, business organiza
tions, as well as the entire U.S. maritime
community.
On the Agenda In Congress...
IN COMMITTEE
Maritime Administration (MARAD)
Authorizations—House. The Subcom
mittee on Merchant Marine earlier this
month agreed to three amendments to the
1980 authorizations for the Maritime
Administration. They are:
• No construction or operation dif
ferential subsidies will be paid unless the
vessels are offered for enrollment in a Sealift
Readiness Program approved by the
Secretary of Defense:
• The construction subsidy may be
decreased by five percent where the vessel
under construction is not part of an existing
or future ship design series:
• Title XI (ship construction loan
guarantees) for 1980 will be limited to $1.5
billion.
MARAD Authorizations—Senate. Herb
Brand, president of Transportation Insti
tute, testified before the Senate Merchant
Marine and Tourism subcommittee earlier
this month to urge Congress to affirm its
commitment to "the establishment of a
strong national maritime policy." In his
testimony. Brand noted the particular
importance of a construction differential
request of $101 million which, together with
$23 million left over from last year, will be
used for building four ships—one LASH
and three bulk carriers. Brand said: "The
construction of these ships will provide the
incentive and means for maintaining a
shipyard mobilization capability to insure
our nation's defense and security."
Liner Code of Conduct. The House
Merchant Marine subcommittee will hold a
hearing on April 26 on the United Nations'
Code of Conduct for the Liner Conference
System. The international code—when
adopted—will have a direct affect on
conference rates for ocean carriers in the
U.S. foreign trades.
Port Safety. The Coast Guard subcom
mittee of the House Merchant Marine and
Fisheries Committee will hold a hearing
later this month on a number of amend
ments to the Port Safety Act. Congressman
Mario Biaggi (D-N.Y.) will be chairman of
the hearing.
Oil Spill Liability. The House Coast
Guard subcommittee will mark up the Oil
Spill Liability Fund bill this month.
Agricultural Trade Act. The Foreign
Agricultural Policy subcommittee of the
Senate Agricultural Committee is holding a
series of hearings this month on the
Agricultural Trade Act. We will be watching
these hearings to determine,the attitude of
this committee toward the use of U.S.-flag
ships in the shipment of U.S. agriculture
products.
, Water Resources Projects. The House
Water Resources subcommittee is continu
ing hearings this month on the President's
proposed changes in cost-sharing policies
for water resources projects. Included in the
study is a requirement for a state cash
contribution and the proposed 20 percent
non-Federal cost sharing level for flood
protection.
LNG Sites and Facilities. The House
Oceanography subcommittee will hold a
hearing April 26 on legislation concerning
locations and facilities for gasification and
storage of liquid natural gas (LNG).
SIU Seniority Upgraders
Visit Washington for A hook at Political Action
h
''fi
As an important part of their on-going
educational activities, eight more Seafarers came
to Washington late last month for a first
hand look at their Union's political action
program.
The group included eight "A" Seniority
Upgraders and two SIU officials. During their
day-long visit to the nation's capital, the
maritime trade unionists visited the AFL-CIO
Maritime Trades Department where they met
and talked with the MTD and SIU legislative
staffs. They also visited the Transportation
Institute where they were given an in-depth
briefing on some of the many legislative and
political issues facing the maritime industry.
Later in the day, the Seafarers toured the Halls
of Congress, which included a visit to the House
and Senate chambers, and meetings with the
staff members of Congresswoman Barbara
Mikulski (D-Md.), and Congressman Bob
Eckhardt (D-Texas).
Pictured here on the steps of theCapitol with
SIU Legislative Representative Betty Rocker are
Seafarers John Aelick, Larry Dockwiller,
Robert Firth, William Gizzo, Charles Zulaut,
Gordon Pearson, Jeffrey Kass, Kadir Amat, and
SIU representatives Don Tillman and Pat
Pillsworth.
April 1979 / LOG / 9
.""•-'Hi'
,y;.:,
�•mmmr
f
Industry
1
News
Committee Approves Alaska Lands Bill
The House Merchant Marine and Fish
eries Committee has approved an expanded
Alaska lands bill that would set aside 128
million acres for natural resource develop
ment.
This new legislative measure—which sets
aside six million more acres than was
ILA's Scotto Calls
for National Cargo
Policy for
US-Flag Ships
"Above all else, the U.S. must develop
national cargo policy which assures our
merchant marine a fair share of all types of
cargo."
That was the summation of a statement
admitted by Anthony Scotto, vice presi
dent and legislative director of the Interna
tional Longshoremen's Association, to a
hearing this month held by the House
Merchant Marine Committee.
In his statement, Scotto warned the
Congressmen: "We are the world's greatest
trading nation, yet we have not made any
significant progress to prevent our economy
and our security from becoming totally
dependent upon foreign vessels operated by
foreign governments."
Citing the Prussian's penetration into the
U.S. ocean trades and the growth of stateowned fleets among the emerging nations,
Scotto charged that the U.S. is hamstringing
its own merchant marine by expecting it to
operate "as if state-owned fleets did not
exist, and as if international cargo prefer
ence laws and predatory rate practices were
non-existent."
The ILA vice president said two things
should be undertaken at once to assert our
nation's commitment to its merchant
marine. "All federal agencies should be
directed to use U.S.-flag vessels to the fullest
extent possible, and a national cargo policy
must be developed and implemented to
build a U.S.-flag fleet.
proposed by the House and Senate last
year—now goes before the full House for a
vote. The land which has been set aside.in the
proposed legislation contains a rich poten
tial of oil and gas deposits for future
development. Strong opposition to the
development of these natural resources is
expected again from environmental groups.
In pointing out the importance of set
ting aside certain areas for future explora
tion, Congressman John B. Breaux, whose
subcommittee has been holding hearings on
this bill in both Washington and Alaska,
said: "The coastal plain is considered to have
the highest onshore gas and oil potential in
the state of Alaska."
Congress Extends Life Of DCS Watchdog Panel
By a very close vote—194-172 — the
House late last month voted to extend for 15
months the life of a special Congressional
Committee to act as a watchdog on the
Outer Continental Shelf Act which was
passed last year.
The SIU strongly endorsed this measure
to insure that there will be no compromise or
watering down of the provisions of the Act
which require 100 percent American
manning of offshore rigs and platforms, as
well as U.S. manning of supply vessels.
The extension of the Congressional watchdog panel on the Outer Continental Shelf
enables this panel to monitor activities and insure that American workers are employed
100 percent in DCS operations.
US-Flag Fleet Hits 21,9 Million Tons
The privately-owned ocean-going fleet
of the U.S. merchant marine climbed to a
new record of 21.9 million deadweight tons
(dwt) on Feb. 1, 1979 according to the latest
figures of the U.S. Maritime Administra
tion.
Compared to Feb. 1, 1978, thq number of
ships in the U.S. fleet increased by four to
747, (only 550 are active) and the capacity of
the U.S. fleet expanded by 1.6 million tons
over what it was a year ago. The large gain in
capacity during the past year reflects the
larger size of the new shins added to the fleet,
and the comparatively smaller size of the
older vessels that were sold or scrapped
during the past 12 months.
The MARAD report also revealed that 56
merchant ships—totalling more than 3.5
million deadweight tons—were under
construction or on order in American
shipyards as of Feb. 1. These new additions
to the U.S.-flag fleet will include: 11 tankers,
11 liquefied natural gas vessels, 11 intermodal carriers, 12 dry-bulk vessels, three
cargo break-bulk carriers, and eight special
type ships.
SPAI) Ls the SIL's political fund and our political aim in
Waihinftton, D.C. The SIU aslu for and acccpl.<i voluntary
contributions only . The Union uses the money donated to
SPAD to support the election campaifpis of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress. These are issues that have
a direct impact on the jobs and job security of all SIU mem
bers. deep-sea, inland, and Lakes.
The SIU urges its members to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the FEC
in Washington, D.C.
Anthony Scotto, vice president, Interna
tional Longshoremen's Association.
10 / LOG / April 1979
The U.S.T. Atlantic, 390.000 dwt tanker,
crewed recently by SIU members in
Newport News, Va., is characteristic of the
new and larger ships today.
�Heart Attacks At Sea Claim 9 of 10 Victims:
SiU Trying to Cut Those Odds Thru CPR Training
o you know what to do if a fel
low seaman suffers a heart at
D
tack? Would any of your shipmates
know how to help in the event you
were stricken? Unfortunately, the
answer to both of these questions is
probably no.
Most seamen do not know what
to do in the event of a heart attack.
As a result, more than nine out often
seafaring heart seizure victims in a
five-year period have died.
This somewhat unnerving statistic
was compiled by the Information
and Analysis Staff of the Office of
Merchant Marine Safety, U.S.
Coast Guarcjl Headquarters, Wash
ington, D.C. The data shows that in
the period from July 1,1972 to Sept.
30, 1977 there were approximately
646 heart attack victims on U.S. flag
vessels^ Of these 599, or about 93
percent of the total died before
receiving any medicaUattention
whatsoever.
The Coast Guard survey shows
that over 60% of the seamen who
suffered heart attacks were in the 4059 age group. It also shows that the
average American merchant sailor is
almost 50 years of age, making him a
prime target for heart problems.
Obviously, U.S. seamen need help
but, where can he get it? The answer
is simple: from one of his shipmates
who is trained in cardiopulmonary
resuscitation (CPR) techniques. It is
believed that this procedure, if
administered promptly and effi
ciently, could have saved many of
the seamen who experienced heart
failures.
The Harry Lundeberg School in
Piney Point Md., recognizing the
need to train seamen to administer
cardiopulmonary resuscitation, of
fers a course to do just that.
The CPR course is comprehensive
and can be shaped to fit almost any
schedule. It lasts for a total of 12
hours and can usually be completed
within a week or two.
Instructor Dan Browne, left, shows two SIU members how to apply a tourniquet
during first aid and CPR training at the Lundeberg School.
SIU upgrader practices chest pumps used to revive heart attack victim as
instructor Jim Hanson looks on. At the present time, 9 of 10 seamen who suffer
heart attacks at sea die. The SIU is trying to cut down those odds through the
Cardio Pulmonary Resuscitation course at the Lundeberg School.
Instructors Dan Browne and
Jimmy Hanson will teach conscien
tious students how to recognize the
warning signs of a heart attack and
deal with them properly.
Cardiopulmonary resuscitation is
mandatory for all new HLSS
trainees and for those taking LNG
and some other courses. Others need
only to apply at the school's
vocational department office if they
wish to receive this vital training.
Upgraders or anyone who cannot
fit the CPR course into their regular
schedule, merely have to inform the
department and a schedule will be
worked out for them.
The course not only teaches lifesaving techniques for shipboard
heart attack victims but also
procedures to follow for choking
victims and victims of respiratory
arrest.
So, next time you are going to be
at HLSS why .not take the Cardio
Pulmonary Resuscitation course
and encourage your shipmates to do
the same? Knowledge of what to do
in the event of a heart attack could
save a life. Other people's knowledge
could save yours.
Jim Hanson, instructor, left, shows Seafarer proper way of giving mouth-to-mouth
resuscitation to a heart attack victim.
$20,000 Graduated Death Benefit Means Added Security
Since the new graduated death
benefit was initiated last year, the
beneficiaries of 10 departed SIU
members have been awarded the
maximum benefit of $20,000. Other
awards have also been paid out in
lesser amounts:
These awards provide continued
security for the families of seamen
as well as boatmen who qualify for
the benefit.
In fact, death benefit payments to
the loved ones of deceased seamen
and boatmen represent one of the
largest expenditures made by the
Seafarers Welfare Plan.
In the 12 month period from Dec.
1977 to Dec. 1978, the Plan paid
over $1,225,000 in death benefits. Of
this amount, over one quarter of a
million dollafs was paid under the
new Graduated Death Benefit.
The graduated death benefit ap-
The SIU Wins Vote At Shawn's Launch
The SIU has won an organizing vic
tory in the Norfolk/Newport News
area where employees of Shawn's
Launch Service, Inc. have voted in
favor of the SIU as their sole bar
gaining agent.
Shawn's Launch Service, Inc. oper
ates some 10 diesel-powered launches in
the lower James River area, shuttling
crews back and forth between ship and
shore. They operate launches out of
both Norfolk and Newport News.
The election was conducted -in
Norfolk, Va. on March 23 with a
majority of Shawn's 12 fulltime em
ployees voting for the SIU.
The SIU wishes to extend a hearty
"Welcome " to the employees of
Shawn's Launch Service, Inc.
plies to inland boatmen wbo are
employed by one of a growing list of
SlU-contracted companies, includ
ing: Mariner Towing; McAllister
Bros. (Philadelphia and Norfolk);
Mobile Towing; Moran Towing of
Texas; ST Towing; ST Transporta
tion; Taylor and Anderson; Baker
Whiteley Towing; Crowley Towing
(West Coast); Curtis Bay Towing
(Norfolk, Baltimore and Philadel
phia); Delaware River Barge; G & H
Towing; IBC Company; Indepen
dent Towing; Gellethin Barge; and
Interstate Oil.
The eligibility requirements for
the graduated death benefit are as
follow^s:
• $5,000— 125 days seatime in the
previous calendar year, and 1 day
employment in the 6 month period
immediately preceding date of
death.
• $10,000—125 days seatime in
each of the 3 consecutive previous
calendar years, and 1 day in the six
month period immediately preced
ing date of death.
• $12,000—125 days in each of
the 4 consecutive previous calendar
years, and one day in the previous
six months.
• $15,000—125 days in each of
the 5 consecutive calendar years,
and I day in the previous six
months.
• $17,500—125 days in each oX
the 6 consecutive previous calendar
years, and 1 day in the previous six
months.
• $20,000—125 days seatime in
each of the 7 consecutive previous
calendar years, and I day in the six
month period immediately preced
ing date of death.
This graduated death benefit ap
plies to active seamen and Boat
men only; it is separate and apart
from the death benefit paid out to
beneficiaries of retired members.
April 1979 / LOG / 11
�All of this group are able-bodied seamen, all newly graduated from the AB Course
at HLSS. In the 1 st row (L to r.) are J. Perry, B. Bess, K. Nicaise, H. Montalvo, R.
Taylor, R. Couby, 8. Seaus, T. Ross and V. Panagiotatos. Bringing up the rear row
(I. to r.) are D. Davis, P. Ennest, W. l\/litchell, 0; Gabrielsen, C. Holtrey, l\/l. Wayne, G.
Naujokas, B. Wheeler, D. Vonderhaff, D. Kiernan, R. Smith, Kevin McCartney, S.
Bush, J. Rddgers, L. Ledwon, J. Ahdrews, J. Mikolasczyk, C.Wagner and A. Mack.
Upgrading Programs Paying Off for SiU Members
I
n the world of big business it can
take a lifetime to work your way
up to the top of the corporate ladder.
In the SIU, though, it's a different
story. The Jacob's Ladder that runs
from entry rating level to the top
rated jobs offers Job security for the
Seafarer or Boatman who makes the
effort to upgrade his skills. And, for
S'lU members, a climb to the top of
the profession can be accomplished
in a very short time.
If an SIU member wants to, he
can become a top rated professional
in his department in as little as three
to four years.
A young seaman can graduate
from the Lundeberg School's trainee
program at the age of 19, for
example, and start shipping out as
an ordinary seaman.
After putting in only eight months
seatime as an OS, that Seafarer can
return to Piney Point to earn his
Able Seaman's endorsement.
If he then ships out as an AB for a
total of 36 months, he can im
mediately get his Green Ticket Able
Seaman Unlimited Any Waters
endorsement.
Opportunities for advancement
are available for members who want
to move up in the steward and
engine as well as the deck depart
ments. And upgrading pays off
across the board for SIU members in
the Great Lakes and inland seg
ments of the industry as well as for
those who ship deep sea.
Even with all the benefits SIU
members rack up by upgrading their
skills, it's not always easy to find the
time to take an upgrading course.
Though it usually takes Just four to
six weeks to complete most classes at
HLS, it sometimes takes a lot of
planning to fit a course into a busy
schedule.
Since time is a valuable com
modity to an SIU member, the
Union has made sure that the month
or two a Seafarer invests at HLS is
time well spent, by building the
Lundeberg School into the biggest
and best training facility for seamen
in the country.
When the School started out ten
years ago it offered a single lifeboat
course to Seafarers. You can still
take the lifeboat course. But today,
the qualified instructors at HLS also
teach a wide and varied curriculum
that includes training in the most
advanced, technological equipment
currently in use in the industry.
By taking advantage of the
Lundeberg School, an SIU mem
ber is taking advantage of a broad
range of Job opportunities, in
creased Job security and the higher
money that goes with higher rated
Jobs.
Diesel Engine Course Grads
Two New Assistant Cooks
'iiiiiiii,
Two new assistant cooks (I. to r.) Angel Soto and Jack Harris.
Diesel Engine Course graduates are (I. to r.) Al Schmitt, Bob Brazell and
J. P. Visier.
24 Firemen-VVatertenders on Call
In front of the HLS Music House are graduates of the Firemen-Watertender
Course. They are (front I. to r.) Scott Tera, Ali Hassan, Mohamad Sharan, Clarence
Smith, Melvin Brumfield, Art Elmodhji, Herbert Rippons, Tim Van Peh, Jack
Andrews, Jim McDaniel and Ron Gilmette. Standing (I. to r.) are Joseph Da Costa,
Curtis Johnson. Gary Johnston, Butch Vane. Pat Hemenger. Rocky Oden Glenn
Watson. Bill Strode. Don Givens. Stan Allen. Rolend Grice. Roland Richardson
and Barry Day.
12 / LOG / April 1979
i
�Hill tiii'>iiK»iW'.<;gi?L-')ipgg
Ready for the Lifeboats
Showing they're ready for the lifeboats are Lifeboat Course grads (I. to r.) Gary
Johnston, Bill Strode, Clarence Smith and W. D. Mitchell,
LNG: Deck and Engine
16 ABs Are Graduates
On a windy day aboard the SS Zimmerman at HLSS are 16 graduates of the AB
Course. In front are (I. to r.) R. Mincey, M. Tracy, M. Houlihan, J. Capp, S.
Whitehead, S. Wallace and W, Wood. At back (I. to r.) are L. Grandall, W. Yanson,
M. Muscato, S. Williams, R. Brown, C. Marks, P. Herring, R. Jueland and G.
Hetherington.
A Firefighting Cook
HLSS
Both deck and engine department Seafarers pictured here have completed the
LNG Course. They are (front I. to r.) S. Browning, J. Peltz, R. Caruthers and R.
Mancini. Rear (I. to r.) G. Hoover, W. Tillman, Recertified Bosun Walter Nash and R.
Heikus.
Firemen-Watertenders All
Upgrading
Cook and Baker grad Gary Hamilton
shovN his diploma and firefighting
certificate from
to Shoot the Stars
Late last month these Fireman-Watertender Course grads posed for this photo. In
front are (I. to r.) A. Wootten, L. Jacobson, J. Perry, T. Sharp giving the thumbs up
sign, M. Rodriguez, J. Poste'l and E. Olsen. In the middle (I. to r.) are T. Bearss, P.
Orr M. Brown, R. Solis, C. Mitchell, B. Bingham and T. Dooley. At the rear (I. to r.)
are D Ling, J. McKay, J. Doe (obscured) A. Asle, R. Story and M. Gay.
LNG Course graduates in both the engine and deck departments are (front I. to r.)
Evan Jones, Robert Goodrum, Jack Davis, Michael McNally, William Foley,
Christopher Cunningham, Robert Farmer and Alphonse Thomas Jr. Rear (I. to r.)
Graduates of the Celestial Navigation Course are (seated I. to r.) Boatmen Robert
Hudgins, Robert Hope Jr., G. T. Decker, Gary Creighton and Roland Benz.
Standing (I. to r.) are Dan Taylor Jr. and Red Guerrin.
are Paul Sbriglio, John Frazier, Sid Veach, Fred Jensen, Marion Beeching, Ed
Parsley, Don White, Walter Kimbrough and Rafael Atehortua.
April 1979 / LOG / 13
# . • ^
^ ,
- V. •. 1
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�/
The Finest Opportunity Anywhere
There are many reasons for the
success of the Towboat Operator
Scholarship program. It gives each
student a weekly stipend of 125
dollars and free room, board, and
books. The awards are granted on
a very competitive basis. As Boat
man Joseph Berlando put it, "It's
worth it. I couldn't have come with
out the scholarship." And Brother
Craig Brown was especially im
pressed with the quality of instruc
tion. "It is hard to learn all the
material you need to know on your
own. The teachers were very good
and gave us guidelines to study
from," he said.
The Transportation Institute Towboat Operator Scholarship Program
consists of many hours of boat handling experience. For all of the boat
men, this wheelhouse time was credited to them as work time.
he will encounter when he is in
command of a boat. Brother Her
man Jernigan commented, "The
instruction was very thorough,and
organized." "The whole program is
excellent," said Brother Jeffrey
Parkin. All of their boathandling
time was credited as actual work
time by the Coast Guard for all of
the scholarship recipients.
Boatman Stewart Finch thinks,
"The entire scholarship program is
a really good idea." Brother Finch
and four other students received an
additional benefit. Because they
graduated from the basic vocation
al program, the entire time that
m
The classroom instruction covered many aspects of towboat handling
such as rules of the road, chart navigation and weather.
Piloting and navigation are very important skills for the SlU Boatmen. The
knowledge he gains from the scholarship program assures the company
and crew of a qualified operator.
The scholarship curriculum con
sists of both classroom instruction
and extensive on-the-job training.
In the classroom, students work on
rules of the road, towboat handling,
towboat seamanship, aids to navi
gation, chart navigation, winds,
tides, weather and currents, pilot
ing, radar navigation, radio direc
tion finding, and chart work. The
boatmen were able to apply the
concepts they learned in class by
spending many hours aboard the
HLS tug boat, pushboat and barges.
This on-the-job training was as
individualized as the classroom.
Every student experienced real
boathandling situations like those
these boatmen spent in the pro
gram was credited as work time.
The scholarship winners also ac
quired a new understanding of their
industry. While in the program, the
Boatmen visited the Transportation
Institute in Washington, D.C. Here,
they learned of the economic fac
tors which affect the maritime in
dustry, the impact of government
policies on their job responsibilities
and projected growth patterns for
the towing industry.
With this kind of knowledge, in
addition to their excellent job skills,
the scholarship winners are helping
to keep the towing industry strong
and progressive.
in the classroom sessions, students are shown here with instructor Paul
Aliman as they discuss navigation.
in order to gain boat handling experience, boatmen work with the tug
and barges on a night shift.
Because of the extensive training in the wheelhouse, students are able
to apply the skills they learn in the classroom. Here a boatman ap
proaches the pier and barges at HLS for a day's work (right).
14 / LOG / April 1979
�V
r
A..,
Since the beginning of the program, nearly 100 boatmen have been able to get their towboat operator iicenses. This is a big achievement for the boatmen and for the industry.
_ _
Because of the scholarship program, many SlU boatmen
nave been
oeen able to upgrade their Skills and move up in
have
the deck department. They may not have
been able to do this without the program.
More Boatmen Advance
The Transportation Institute Towboat Operator Scholarship Program
at the Lundeberg School recently
graduated another class of quali
fied SlU towboat operators.
Since the program was estab
lished In 1978, almost 100 boatmen
have entered the towing Industry
with the skills to perform efficiently
In the wheelhouse of towing ves
sels. For all of these boatmen, the
Scholarship Program opened the
door to job advancement.
Boatmen William West com
mented, "The industry Is really
growing. The SlU and HLS are look
ing ahead. The school Is a positive
thing for all of us." Boatmen Morris
Thibodeaux said, "New boats are
being built every day and I want
to be a part of this wide open field."
Many boatmen who feel this way
have attended the Lundeberg
School and have upgraded their
skills. They are now working in the
Industry and are still growing with
le field. "There are a lot of people
who don't know what they are miss
ing. It Is a wonderful opportunity,"
said Brother Edgar Zlegler.
Stewart Finch
Gregory Lukowski
i
Barry Schuffels
Morris Thibodeaux
Students in the basic, vocational proI gram are beginning their careers as
boatmen through the training at HLS.
William West
Edgar Zeigler
April 1979 / LOG / 15
�sprint This in Bold Letters'
Captain Captures Respect
We the crew of the SS Sea-Land Economy would like the membership
to know that during the illness and death of our late Brother, Seafarer
E. Bakanas, that Capt. C.S. Olson extended every possible care, day and
night, for our stricken brother's health and comfort.
On arrival in Port Everglades, the captain, out of respect for our dead
Brother had the flag flown at half mast. Of all my years going to sea, I
have never seen this tribute paid to a crewmember.
All hands join me in saying; "It takes a good man to captain a ship, but
a better man to capture respect.
Fraternally,
L. Nicholas, Secretary-Reporter
SS Sea-Land Economy
$300 to SPAD
As a retired member of the Marine Cooks and Stewards Union
(recently merged with the SIU-AGLIWD), I realize the work the Union is
doing to protect the jobs of its members while at the same time trying to
strengthen the U.S. merchant marine in regard to both domestic and
foreign trades.
Therefore, I have forwarded a check in the amount of $300 to the office
of the secretary treasurer as my donation to SPAD. I hope that my
donation will serve both for the benefit of the Union as well as the benefit
and security of our country.
Fraternally,
Johann T. Ullrich
San Francisco, Calif.
New Pensioner
Just a note to let my friends and shipmates know I picked up my first
pension check in the Norfolk hall recently.
1 would like to thank the Union for making this benefit possible. Also, I
want to note that the Welfare Plan was always prompt in settling any
claim I ever had while I was sailing.
I would like to have been able to work a few more years. But it is good
to know that you have the Union security when you need it.
I am submitting this letter to the Log to be published in bold letters so
my fellow Seafarers including officials can take notice' of same,
I wish to thank the Seafarers Welfare Plan and its staff for their great
interest and the businesslike manner in which they handled my claims.
My wife passed away on Oct. 1, 1978 and the hospital and other bills
were stocked up on me. I thereby appealed to my port agent Buck
Stephens in New Orleans in my dark hours of despair and he responded
in a most efficient and sympathetic manner.
I must now state that I could not expect any more speed or financial
assistance than was given me by the greatest Welfare Plan in all the
industrial system in this country.
This could not have happened had it not been for the excellent
leadership of this Union, in particular President Paul Hall.
I want to let my fellow Seafarers read these lines so that they take a
greater interest in supporting the SlU to the best of their ability. Even if it
hurts a little, for what you now cultivate you will harvest in the wintry
days of your life. 1 once again urge the membership to support the Union,
which 1 consider the greatest maritime organization in the U.S.A.
Fraternally,
James Morrison
Westwego, La.
Top Notch Steward Dept,
1 would like to pass along my compliments to the steward department
for an excellent job done aboard the SS Charleston (Sea-Land) on recent
voyage #346, Capt. Francis M. Haggerty, commanding.
The steward department consisted of the following SlU members:
Chief Steward Stephan Piatak; Chief Cook William Seltzer; Cook &
Baker Pedro Mena; 3rd Cook Kurtoslav Svoboda; Messmen Sylvester
Paduano and Paul Moran; Utilitymen Christopher Chubb, Brian Russell
and Elliot Gorum.
Tbe department was well supervised. The meals were quite tasty, salads
were excellent and a fine conscientious job was done by all concerned.
The Cook & Baker turned out some real good pizza along with the usual
assorted pastries.
Fraternally,
A. Gilmore, REO (Sparks)
SS Charleston
A AMBD who doesn't knm how to
work on diesef engines contd be
waiting a long time.,.
Fraternally,
Chester Cochran
Route 5 Box 229
Mebane, N.C. 27302
^MHBS to Go Before I Sleep'
I was put to much inconvenience and expense to track down a
suspected "aneurysm" at a time when my arthritis was flaring up. 1 even
went to Cleveland Clinic to get an "opinion." More recently I went to
USPHS, Baltimore, though. And there I discovered something.
Actually, the point I'm trying to make is that whoever you come into
contact with in that facility shows a personal commitment to your health
and well being.
I was there two weeks undergoing tests complete with x-rays, the whole
"schmear." They have a barium milkshake there that's just grand—it's
mint flavored.
Some wag said that "if you take care of your body, it will last you a
lifetime." Well, that's just what I aim to do from here on.
I hope to get my "permanent unfit for duty" because as the great poet
Robert Frost once said, "I have appointments to keep and miles to go
before I sleep," or some such thing.
Fraternally,
Clarence Cousins
Butler, Pa.
16 / LOG / April 1979
for bis skip to come in.
So learn diese! skills—you'll be ready to work
aboard any of the new tankers, ore carriers and
containerships. Take tke Oiesef iufines Course
ut ntS, It's just for kMEP's and it will mean
better job opportunities and job security for you.
Course Starts May 28
To enroll, see your SlU Representative or contact HLS
�«
lilRMWA
•w-2rS!«!g?^:J-rAff^.%=-aJr:,^
O
Bilateral Trade One Answer to U.S. Fleet's Ills
ne of Robert J. Blackwell's last
acts as Maritime Administrator
was to report on how the American
merchant marine shaped up in 1978.
Unfortunately, his report revealed,
it's been "shaping up" to the point of
doing a disappearing act. Its condition,
quite simply, is practically laughable.
The only ones doing the laughing,
however, are our competitors and
ideological adversaries.
According to Blackwell's report, U.S.
flag carriage in 1978 "only accounted for
about 4 percent of the 819 million tons
moved in our foreign trade."
As pathetically dismal as 4 percent
might appear, the figures for certain key
areas of the trade are even worse. U.S.
tankers, for example, carried less than 3
percent of our total trade in tankerborne commodities. And in the dry bulk
area, our bulkers actually accounted for
less than 2 percent of our total trade in
dry bulk commodities.
Speaking of dry bulk carriers, there
are 5,000 of them operating worldwide,
while the fptal U.S. dry bulk fleet
consists of only 16 ships (including four
in lay-up): The average age of U.S.
bulkers is a shameful 25 years.
Take a casual look around the world.
What other major maritime trading
nation would allow such a condition to
exist?
Not Great Britain—it carries over 30
percent of its foreign trade. Not France:
over 30 percent. Not West Germany: 20
percent. Not Norway: 30 percent. Not
Japan: over 40 percent. And certainly
not the Soviet Union. Its merchant
marine carries over 50 percent of its
water-borne foreign trade.
Many well-meaning yet uninformed
people shrug these statistics off by
saying, "Well I'm a good American. I
believe in free trade and if we can't
compete... well that's just the way it
goes." Others say the same thing to
somehow justify their patronage of
foreign-flag vessels, which is as close to
being un-American as you can get.
No real American with even the most
basic awareness of the security and
economic requirements of a strong
nation, would favor "free trade" for free
trade's sake if, as a result, it threatened
our very existence as a free country.
"Free trade at all costs" is the rhetoric
of a multi-national conglomerate whose
only real interest is its profits, not the
security of our nation.
We don't want to knock free trade.
It's well and good,to a point. But when it
threatens our country by putting us in a
weakened position where we can't
compete with even third-rate powers,
it's time to change our policy.
Other free world countries have
recognized this concept and have dealt
with it sensibly. Let's face it, if free trade
without any kind of government "help"
were the only criterion, then countries
like Norway and Great Britain wouldn't
bo able to cornpcte—and very well —
which is something we haven't been able
to do for years.
So what makes the difference? The
answer is a sound national policy; a real
commitment to maintaining a strong
merchant marine to the point where our
country can handle a significant portion
of our foreign trade.
Maritime Administrator Blackwell
suggested in his report that "U.S.
maritime policies will have to become
more cognizant of the signs indicating
that nationalistic policies" will become
more significant in world shipping in the
years ahead."
So what can be done about it? For one
thing, we need more bilateral and multi
lateral trade agreements. These agree-
ments, such as the u.^.-Russian grain
deal, stipulate that each trading partner
will carry a specified percentage of cargo
flowing between the countries involved.
The United Nations Conference on
Trade and Development (UNCTAD)
proposes 40-40-20 splits in bilateral
trade agreements. The U.S. State
Department, for some inexplicable
reason, has opposed any UN resolution
supportive of bulk cargo sharing. We
sometimes wonder whose side they are
on. In the dry bulk area especially, such
agreements could only benefit our own
miniscule dry bulk fleet.
Other things could help to stimulate
growth in the U.S. bulk fleet. Black
well's report recommended that changes
be made in the bulk carrier subsidy
programs. "Basically," he pointed out,
"regulations and restrictions imposed
on recipients of subsidies have been
major deterents to firms that could he
considered prime candidates for partici
pation in a U.S. dry-bulk program."
Easing of the 20-year vessel replacement
obligation would be one way to
encourage participation in this
program.
One additional prescription sug
gested as a partial cure for our fleet's ills
would be, quite simply, to get tough in
our approach to the problem. A wishywashy. approach to rebuilding our
merchant marine will only result in
further stagnation or decay.
Specifically, we should initiate a
tough crackdown on foreign-flag rate
cutting which, if necessary, could
include banning certain foreign lines
from our trade.
In spite of State Department reluc
tance to broaden our country's bilateral
trade agreements, there are other
federal agencies that take the opposite
viewpoint.
The Department of Labor, in a recent
position statement on maritime issues,
said that the U.S. should "seek bilateral
agreements wherever possible not only
for economic reasons, but for security
consiaerations as well, buch agreements
are also necessary to put into effect the
goals mandated by the Congress in 1936,
and repeated as recently as 1970."
Has the U.S. State Department
forgotten about the Merchant Marine
Acts of 1936 and 1970? Has the U.S.
Congress?
SECURITY IN UNITY
LOG
Official Publication of the Seafarers International Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFLCIO
April, 1979
Vol 41, No 4
Executive Board
Paul Hall
Pn'sidem
Frank Drozak
Executive Vice President
Cal Tanner
Vice President
Joe DiGiorgio
Secretary- Treasurer
Lindsey Williams
Vice President
iLttoa Piiissl
James Gannon
Editor
Ray Bourdius
Assistant Editor
Edra Ziesk
Assistant Editor
Mike Gillen
Assistant Editor
Frank Cianciotti
Writer! Photographer
Dennis Lundy
Photof^raphy
Marie Kosciusko
Adtninistrative Assistant
George J.Vana
Production/Art Director
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y. (ISSN #0160-2047)
April 1979 / LOG / 17
!
�•Xr'-imitr f-r yr
Orange, Tex.
At Sea If Ashore
Valdez—Trans-Alaska Oil Pipeline
Oil tankers in the near future may have more crude to haul from here as late
last month the Atlantic Richfield Oil Co. (ARCO) said it plans to develop its
leases in the Kuparuk Oil Field west of the Prudhoe Bay Oil Field on Alaska's
North Slope at a cost of some $350-million.
By 1982, ARCO expects to be pumping about 60,000 barrels of crude daily
from the field; With 10,000 barrels a day pumped by 1984.
The crude moves south from the North Slope through the Trans-Alaska
Pipeline to the marine terminal here for transshipment to refineries in the lower
48 United States.
ARCO's head said "The nation's need for domestic energy was a major factor
in our approving the program now."
SS Potomac
Carrying coal to Rotterdam-Amsterdam for the next few months for the
Military Sealift Command from the ports of Norfolk and Philadelphia will be the
23,846 dwt SS Potomac (Hudson Waterways).
Seafarers next year will man the first of five new 36,000 dwt bulk carriers to be
built in the Levingston Shipyard, Orange, Tex.
The keel of the first vessel has been laid and she will be delivered in December
1980. She's the first bulk carrier to be built in the U.S. since 1974.
They will be 612 feet long, have a beam of 93 feet and sail between the Gulf and
the Far East with cargoes of grain, steel, sugar and lumber.
West Coast
SIU members here in the steward department, formerly from the merged
Marine Cooks and Stewards Union, next January will man the new
containership SS Kauai (Matson Line).
Last month the company got MARAD's subsidy okay to build the ship in the
Sun Shipyard in Chester, Pa. She will cost $73.9 million, carry 1,000 varied sized
containers and tanks to hold 2,400 long tons of molasses.
Delta Line
Delta has added the port-of-call of Puerto Limon on Costa Rica's Atlantic side
on the U.S. East Coast-Venezuela-Columbia-Central America run.
On the run, three Delta ships sail every two weeks from the ports of New York,
Philadelphia and Baltimore to Aruba/Curacao, Puerto Cabello, La Guaira,
Guanta, Maracaibo, Cartagena, Puerto Limon, Puerto Cortes and Santo
Tomas.
New Orleans
London
Ogden Marine will buy two U.S.-flag 37,800 dwt tankers built in 1969 from
United Tankers for $31 million. Ogden now has seven U.S. tankers in the
domestic trades. It has six U.S. tankers in the overseas trades. About 80 percent
of this tonnage operates under long term charter.
The Eagle Leader and Eagle Charger will be renamed the Ogden Leader and
the Ogden Charger.
The Ogden Charger has a charter with Exxon to 1980 with a two-year
extension option and the Ogden leader is available.
Last year world shipbuilding hit a 10-year low as fewer merchant ships were
built, according to Lloyd's here.
In 1978 only 18.2 million gross registered tons (grt) of shipping were built,
down 34 percent from 1977's 27.5 million grt built.
Japan's 6.3 million grt built led the world in shipbuilding and was 34.7
percent of the total.
Israel
By U.S. law, half of the 400,000 metric tons of American wheat worth $5.4
million to be sold to Israel must be carried in U.S.-flag bottoms.
The wheat will be shipped from Gulf and Atlantic Coast ports.
ST Beaver State
MARAD has agreed to let the 91,849 dwt ST Beaver State (Westchester
Marine) make a third voyage carrying crude from the port of Valdez, Alaska to
the Exxon Refinery in Benicia, Calif.
Nova Scotia
The 32,531 dwt British tanker YT Kurdistan loaded with 29,000 tons of heavy
crude split in two in high seas and sank last month 44 miles north of Cape Breton
Is. and Sydney, Nova Scotia.
Since the ship sank at night, no one could see if any oil had spilled out onto the
Cabot Strait fishing grounds.
Six hours before the sinking, the tanker's crew reported two cracks running up
the vessel's sides.
All 41 of the crew were taken aboard the Canadian Coast Guard icebreaker Sir
William A lexander.
The tanker had put out an SOS at 10 p.m. as she began to break up after
turning toward Sydney for repairs.
Personals
Raymond Patrick Russo
Please contact your sister, Stella
Imondi, 26 Lafayette St., Johnston, R.I.
02919, Tel. 231-7759.
The tools of your trade
Allen P. Alexander
Leam to moke them work
lor you
Please contact your son, Lewis R.
Alexander, 20003 Harlan Ave., Carson,
Ca. 90746.
Leroy Davis
Please contact editor of the Log, Tel.
(212) 499-6600 Ext. 242.
... Apply now
lor the Transportation
Institute Towboat
Operator Scholarship
Thomas Vain
Please contact John W. Altstati,
(Blackie Altstatt), Route No. 1, Dustin,
Ok la. 74839, Tel. (918) 656-3212.
Ronald E. Vantress
Please contact your wife or your
grandmother in New Orleans, La., Tel.
(504) 944-9458.
• Special three-month curriculum offered only at the Harry
Lundeberg School
» Room, Board and Books Free
Old Shipmates
• Tuition free
Any old shipmates who care to may
contact Harry T. Justice at 951 N. 42nd
Apt. 205 Seattle, Washington, 98103.
• Weekly stipend of $125
Cordon Linden
Time spent in on-the-job training is Coast Guard ap
proved as the equivalent of required wheelhouse time
Please contact, by mail, Matthias
Soldierer, 5222 Nancy Way, Riverside,
Ca. 92503.
G. Saylor
M. Meckler
G. Marzett
K. Lindsay
Please contact Red Campbell at
Headquarters, Tel. (212) 499-6600 ext.
213.
• Day-for-day work time credit for HLS Entry Graduates
Completed applications must
be received by June l
To apply, see your SIU Representative.
18 / LOG / April 1979
01
�Unity, Security Anchors of SiU, MCS Merger
"I have a way to go before going on pension, but I feel a lot more secure about it becaixse I
know inside myself that as part of the SIU my future benefits will be waiting for me whenever
I need, them. I also know I still have a future going to sea—something I was getting worried
about before the merger."
Ron Bautista, Room Steward, SS Santa Maria
little less than a year ago, members can remain active
A
members of the SIUAGLIWD and the Marine
Cooks & Stewards over
whelmingly approved a
merger of the two organiza
tions.
The vote showed that both
memberships recognized that
the problems in the maritime
industry can best be overcome
by a consolidation of efforts by
all concerned.
Accordingly, SIU and MCS
members voted by better
than 95% margins to consoli
date the unions themselves. In
turn, the results have meant
expanded job opportunities in
the face of a greatly decreased
amount of Pacific Coast ships
in operation.
The merger has also
provided former MCS mem
bers with an alternative to
early retirement. Many MCS
people, because of a shortage
of jobs on the West Coast, were
contemplating retirement.
However, now with more jobs
to choose from as a result of
the merger, these new SIU
seamen while at the same time
building up additional
pension credits. Essentially, it
has meant greater security for
all involved.
How has this historic
merger of Atlantic, Gulf and
Pacific Coast seamen worked
out? And what do members of
the former MCS think about
their new station as SIUAGLIWD members?
To find out, we visited each
of the four passenger liners
operated by Delta Steamship
Company when the ships
arrived in San Francisco from
their voyages to South
America. Former MCS
members man much of the
steward departments on these
vessels.
One thing is clear—Kipling
was all wrong when he said
that the East and West could
never meet. At least insofar as
it applies to the crews aboard
these four ships. (Delta
bought these vessels from
Prudential Lines last year.)
LOG
Official Publication of the Seafarers Iniernalional Union • Ailaniic. Gulf, Lak^ and Inland Waters District • AFL CIO
The answer to the question
of how the merger has worked
out was a unanimous decision
— it's worked out fine.
Members of all three depart
ments on each of the four ships
expressed keen satisfaction
with the results, demon
strating conclusively that a
seaman is a seaman no matter
what coast he may come
from.
APRIL 1979
As far as the question of
what the Pacific Coast
stewards think of the
merger—that's best indicated
by the random interviews
given the Log by various crew
members on the Santa Maria,
Santa Mariana, Santa
Mercedes and Santa Magdalena. Some of the inter
views are printed on the
following pages.
One of the hallmarks of the SIU, MCS merger has been brotherhood, everyone striving to
work together for the good of everyone aboard. Just ask the ship's committee of the SS'
Santa Mariana. They are from the left: Recertified Bosun Tom Price, ship's chairman; Juan
Osorio, steward delegate; Marvin Garrison,. secretary-reporter: Brad Lipets, engine
delegate: Clyde Kent, deck delegate, and Paul Olson, educational director. Also in photo
are Patrolman Gentry Moore (second from right) and Steve Troy (right), SIU West Coast
Headquarters Representative.
The SS Santa Mercedes traversing the breathtaking Straits of Magellan. She is one of fourpassenger/cargo ships operating off the West Coast carrying both SIU A&G members and
former MCS members. She is operated by Delta Lines.
SIU West Coast Headquarters Representative SteveTroy (seated) writes out report during
visit to the SS San/a Maria (Delta Lines). Seated left is Patrolman Gentry Moore. Standing (I.
to r.) are Recertified Bosun John Stout: Deck Delegate Percy Kennedy and Steward
Delegate Tony Glados. Seated right are Chief Electrician John Ross and Engine Delegate
Ray Hart.
April 1979 / LOG / 19
�Interviews Aboard the 55 Santa Magdalena
HEINZ SEEL, Second Steward:
"I'm very satisfied with the merger.
I find that I'm making more money
than before which means I'm better
off financially under the SIU
contract. We have fewer beefs now
and at the same time I feel that my
future is more secure than before
the merger."
R. J. LOWE, Chef: "We're in great
shape. We don't have the interdepartment quarrels that used to
bug everyone. Personally, I'm proud
to be part of the SIU and I will go
along with whatever we have to do
because I know it will be whatever's
best for the seamen."
STEVE AKENS, Chief Cook:
"The merger has worked for
everyone's advantage. Without it
we'd have no jobs. And we're all
working together—unity among co
workers is the one thing that's really
important. We have it now."
interviews Aboard the
55 Santa Mariana
DOYLE CORNELIUS, Deck
Steward: "We certainly wouldn't be
working for Delta Lines if we hadn't
merged when we did. Things go
along more smoothly on these ships
and when everyone is merged into a
single Union for all three unlicensed
departments it will still be better."
FLOYD INGLEBRET, Chief
Cook: "From what I've experienced
so far, the merger has been good for
all of us. We have more security than
we did before. I expect, though, that
the real benefits of the merger are
yet to come. The future is what we're
planning for and we can't expect
everything to change in six or eight
months."
interviews Aboard 55 Santa Maria
DOTTIE LAWSON, Stewardess:
"We all have job security and
eventually it will mean more jobs for
everyone. We make more under the
SIU contract than we did before. We
are a happy crew—a happy family
aboard a happy ship. All are fair and
honest with one another, and
frankly, I just love the SIU deck and
engine departments on here."
LARRY TINKHAM, Bartend.er:
"I have a lot more job security than I
had before the merger. I am pleased
with the cooperation among all crew
members—whether in the galley, on
deck or in the engine room. One
unit—one Union, that's what we are
now. As one Union the whole crew is
working for the best operation of the
ship."
EMMA MILLER, Stewardess:
"Where would I be without the
merger? Where would all of us be,
for that matter? It's fantastic that
we merged and I'm very glad that
the SIU offered us the opportunity
to merge. We are better off under
the SIU and I'm sure things will get
better and better in the future."
REUBEN BLACKBURN, Chief
Steward: "Well, we now have job
security and pension security—for
me and for all the members.
Working with the SIU deck and
engine departments has been an
enlightening and rewarding
experience these past months. I'm
sorry we didn't merge long before
we did."
BILL HARTER, Chief Baker: "To
begin with, the pay on these ships is
better under the SIU contract than
it was before, and that's saying a lot
these days."
ERIC DE BLANC, BartenderLounge Steward: "I have to go along
pretty much with Doyle's views. I'm
glad the MCS broke the ice, so to
speak, and start the merger ball
rolling. The sooner we are one Union
the sooner we can all share all the
benefits, regardless of what union
we started with."
RON BAUTISTA, Room Stew
ard: "I have a way to go before going
on pension, but I feel a lot more
secure about it because I know
inside myself that as part of the SIU
my future benefits will be waiting
for me whenever I need them. I also
know I still have a future going to
sea—something I was getting
worried about before the merger."
VINCE COSS, Waiter: "Before
the merger I heard a lot about socalled "inferior SIU contracts."
Well, I know that's a lie from stai't to
finish because I'm making more
now than I was before the merger.
I come from a union family and I
know that delivering the goods for
its members is the mark of a good
union. And boy, is the SIU
delivering the goods for its
members, I'm just sorry we didn't
merge before—what took us so
long?"
NICK SERITIS, Chief Baker:
"What does the merger mean to me?
It means I have a job—you see me
working right here. It means I'm
going to get a pension when the time
comes for me to go ashore. It means I
have a future and it means I know I
have security for my family as well."
URSULA IBERT, Headwaitress:
"I guess the most important thing
for me personally has been job
security. Without the merger we'd
be without jobs insofar as passenger
ships are concerned. Merger is unity
and unity is strength. And we need
all the strength we can muster in the
merchant marine these days.
20 / LOG / April 1979
HARRY GEIER, Third Steward:
"If I knew how great belonging to
the SIU was going to be I would have
shouted for merger a long time
before we got the chance to vote.
Living together and working
together aboard ship under one
Union is a lot easier. It's also added
some more strength to the maritime
voice in Washington, D.C. And by
contributing to SIU's SPAD, I have
the opportunity to make my small
voice heard there as well.
BURT RICHARDSON. Chief
Pantryman: "The merger was one of
the greatest acheivements we've
experienced in the steward
department in many a year. The
SIU contract is superior to what we
had before and the cooperation and
harmony aboard ship with all three
departments under one banner is so
great."
SIGRID GAHSAMAS, Steivardess: "Probably the best thing
that has happened so far is the
understanding between all mem
bers of the steward, deck and en
gine departments. We have such
good comradeship and things are so
harmonious. I didn't realize before
that everyone belonging to just one
Union could bring about such good
mutual working relationships.
JUAN OSORIO, Room Steward
(and Steward's Delegate): "I don't
want to knock any other union, but
since the merger, life aboard these
ships is better because we cooperate
between departments instead of
competing with one another. I just
hope that the officials of all the
different unions see the light and
merge into one big Union as soon as
possible."
FREDDIE VIDAL, Second
Steward: "To me, two of the most
important things are job security
and pension security. I know that we
have it now, as part of the SIU. The
merger has made my work easier
aboard ship, as well. I just wish that
all the unlicensed departments were
in one union."
RON SAUNDERS, Chef: "I've
gone to sea for many years and the
merger is the best thing that's
happened to us since the '34 strike. I
was getting worried about my
pension but I don't worry now. I
know that under the SIU banner I'll
get everything I've earned. We
should have merged a long time ago.
PHIL DESETT, Room Steward:
"I have a job I wouldn't have without
the merger. It has meant belonging
to one big group of friends and
shipmates regardless of the
department the individual works in.
It sure has made life aboard ship
much easier than before."
KEVIN GIBBONS, Bar-Lounge
Steward: "It's sure offered job
opportunities we wouldn't have had
otherwise. I really enjoy the
togetherness we have on the ship
among all departments. It's much
more pleasant working aboard ship
when we are all together as one
Union."
JOE MOUTON, Crew Pantryman: "The merger has given me a
chance to cook for some of the finest,
gentlemen I've ever met going to
sea. I mean the men in the SIU deck
and engine departments—they are
the tops. Of course, I make more
money under the SIU contract and
what beautiful harmony we have
among all departments."
April 1979 / LOG / 21
�:v:m
Interviews Aboard the SS Santa Mercedes
PETER MARTI, Second Stew
ard: "I remember when Ed Turner
used to talk about the importance of
the union getting together, there
were some who said there were too
many problems to resolve first. But
we went ahead and merged with the
SIU and what did we find? The
problems people talked about didn't
exist—they were just paper tigers.
In the final analysis, we have fewer
problems than before the merger,
and life aboard ship is easier. And
we have some sense of security now,
some sense of going forward to
better things."
CHARLES SIMPSON, Asst.
Headwaiter: "There's a much better
feeling all over the ship since the
merger. I've seen a tremendous
amount of unity among all the
members of all departments, and
that makes for more enjoyable
working conditions. We have more
jobs and better benefits now. I'm
happy we have merged; it was long
overdue."
RUDOLF SPRINGAT, Chief
Baker: "Merging with the SIU was
the best thing that could have
happened to the MCS. We couldn't
have survived without the merger. I
was worried about my future in the
industry but I don't have to worry
now.
BILLY ROGERS, Lounge Stew
ard.: "We had to have some security
for the future and the merger helps
guarantee it. The cooperation
among all SIU crewmembers is
great. The take home pay works out
better for us under the merger. I'm
certainly glad we merged the
unions.
LOUIS MENDOZA, Chef: "The
merger's one of the best things that's
happened to us. It means jobs and
that's pretty doggone important to
all of us. I personally think Ed
Turner deserves a vote of thanks for
taking the lead in the merger. It
certainly is nice the way we get
along so well with the SIU deck and
engine departments."
BRUNA WILLIAMSON, Lounge
Stewardess: "I like the togetherness
under the SIU. It's much better that
we are united instead of trying to go
it alone. We now have hopes for a
better future for the men and
women who sail."
MARVIN GARRISON, Chief
Steward: "In my job I have to think
of unity and harmony among crew
members for everyone's best
interests. I have never known such
unity and harmony as we have since
the merger. It's a very comfortable
feeling to know that we are all
together, all striving for the same
goals, because that's the only way
we're going to accomplish anything
in the maritime industry."
Recertified Bosun Jack Kingsley (left) heads up the ship's committee on the SS Santa Mapda/ena. Also in photo, from the left, are; Frank Silva. engine delegr.te; SIU representative
George McCartney: Harry Grier, steward delegate; Irving Glass, deck delegate and Harold Welsh, educational director.
22 / LOG / April 1979
\
,
:
I
�Ocean Mining Billf With U.S. Ship Clausef in Senate
When the Deep Seabed Ocean
Mining Bill went before the U.^. House
of Representatives last year, it won a
resounding 312 to 80 vote of approval. It
looked as though it would receive
similar treatment in the Senate, thus
giving the ailing U.S. maritime industry
a much-needed boost.
But it was not to be. The bill never was
voted upon in the Senate before that
august body adjourned for the year, in
spite of the fact that a number of
important Senate committees had given
the bill their approval.
The long, drawn out process is now
beginning all over again. Only this time,
the House has said it will not even
consider the Bill until the Senate can get
its act together to vote upon it.
Senate action on the bill could take
place later on this year (committee
hearings have already begun). But it's
not likely to go before the House again
until some time in 1980.
It's the same old story! Other major
maritime trading nations build up their
fleets, or at least continue to maintain
them at a much higher level than our
own, while we continue to drag our
anchor through the political and
legislative mud.
U.S. Economy At Stake
The importance of seabed mining
projects, not only to our maritime
industry but to our nation's economy
and security in general, can not be
underestimated.
Va.st quantities of nickel, copper,
manganese, and cobalt lie on the ocean
floor, waiting to be mined. Deepsea
mining projects to recover these min
erals represent a potential golden
opportunity for our country.
Enlightened development of the.se
mineral deposits, with the best interests
of our country in mind, can help us to
increase our self-sufficieney in supply
ing vital raw materials. It would also
lessen our balance of payments deficit
by decreasing our dependence on
foreign sources and suppliers for these
raw materials.
The SI U is especially interested in one
particular section of the Deep Seabed
Ocean Mining Bill—Section 102(C)(2).
Inclusion of this section in the final
version of the bill would ensure U.S.
control over mining vessels as well as the
vital mineral deposits in question.
Section 102(C)(2) will require each
mining permittee to use at least one
U.S.-documented vessel for the trans
portation of minerals recovered from
the ocean's floor.
The beneficial effects of this section
on the U.S. maritime industry would be
far-reaching. But, without controls on
foreign flag encroachment in this area,
deepsea mining will take place at the
expense of our industry, American
labor, and of the U.S. economy.
On the other hand, if section 102(C)(2)
is included in the final version of the bill,
it would encourage growth in the min
uscule U.S.-flag bulk fleet. At present,
virtually all strategic minerals imported
by our country are carried in foreign flag
bulkers.
Passage of the Deep Seabed Ocean
Mining Bill, with section 102(C)(2)
included, would guarantee thousands of
We're the Steward Department
l^^atHLS
We'll teach you the skills you need to move up in the Steward
Department. Come to HLS. Upgrade. You'll get a good deal
you'll get a better job and more pay when you finish.
Sign up to move up.
See your SIU Representative or contact HLS.
Chief Steward: May 28
Chief Cook: May 14, June 25
Cook and Baker: May 14, June 25
Assistant Cook: June 11
new jobs on seabed mining vessels, as
well as in related shoreside industry.
The multi-national "vultures" are
waiting in the wings to pounce on the
rich mineral deposits in American
waters. If the Deep Seabed Ocean
Mining Bill is eventually passed, in its
most effective form, then the vultures'
wings will be well clipped, in this crucial
area at least.
Zapata Rover Committee
After a run from tfte Gulf to onload crude at Aruba and the Virgin Islands, the ST
Zapata Rover (Zapata Bulk) hove to at Stapleton Anchorage, S.l., N Y. to off load
and payoff on Mar. 20. At the payoff was the Ship's Committee of (I. to r.) GSU
Alton Pollock, steward delegate; Chief Steward J. Lamb, secretary-reporter;
Recertified Bosun Horace Rains, ship's chairman; AB Robert Cooper, deck
delegate; QMED Gilbert Rodriguez, engine delegate and Chief Pumpman Charlie
Durden, educational director.
Pension Benefits Clarified
On Certain inland Contracts
During recent negotiations with a
3.) The Early Normal Pension Incre
number of SlU-conlracled tug and
ments program entitles a Boatman to
barge companies, the Union won some
increase his pension check by an
very important improvements in pen
additional $25 per month for every extra
sion benefits.
full year he works. After fulfilling the 20
Among the companies involved are:
years employment at age 55 require
McAllister Brothers of Philadelphia
ments for Early Normal Pension, a
and Norfolk; Curtis Bay Towing of
Boatman will receive a $25 increment
Philadelphia, Baltimore and Norfolk;
for every additional full year (365 days)
Taylor & Anderson; Independent
he works, up to a maximum of seven
Towing; Baker-Whitely Towing; Inter
increments.
state Oil; Crowley Maritime; IBC Co.;
4.) The two additional years of
Delaware River Barge; Mariner Towing
employment necessary to receive extra
and Cellathin Barge.
benefits under the Increments program,
There have been a number of in
also qualify Boatmen for the Early
quiries, however, from Boatmen work
Normal Pension Supplement program.
ing for these companies concerning their
The Early Normal Pension Supplement
new pension benefits. So, in an effort to
is a bonus equal to a full year of perfSion
clarify these questions, following is a
payments. It is awarded to eligible
breakdown of the new benefits as well as
Boatmen in a lump sum and it is only
eligibility requirements for receiving
given once.
So, if a Boatman works two addi
them:
1.) The pension benefit is increased
tional full years (730 days) after
by a total of $100 per month. The
qualifying for the Early Normal Pen
increase, however, goes into effect in
sion and after the employer begins
making the necessary contributions, the
two steps. The first increase ($50) is in
Boatman will receive the two $25
effect. To be eligible for this increase, a
increments plus a lump-sum Supple
Boatman who qualifies for retirement
need only accumulate 125 days employ
ment check totalling a year's worth of
pension benefits.
ment this year.
The second $50 increase goes into
If you are a Boatman working for one
effect June 16, 1980. To be eligible for
of the Inland companies listed above,
that increase, the member qualifying for
consider the following:
retirement need only get 125 days
If you have fulfilled the 20 years of
employment after June 16, 1980.
seatime at age 55 requirements for Early
2.) The Early Normal Pension gives a
Normal Pension this year, plus the 125
Boatman the opportunity to retire at age
days of employment in 1979, you're
55 provided he has fulfilled the require
eligible for a pension of $390 per month.
ment of 20 years (7300 days) of
By working an extra two full years,
employment at that age.
you will be eligible for two pension
After fulfilling the requirements for
inerements totaling $50 per month. This
the Early Normal Pension and after the
sum added to the monthly pension
employer begins to make the necessary
benefit effective June 16, 1980 would
contributions, a Boatman has the
bring the Boatman's pension up to $490.
opportunity to increase his pension
In addition, the two extra full years of
payments in two ways; through the
employment would qualify you for a
Early Normal Pension Increments and
Pension Supplement check. That check
Early Normal Pension Supplements
will equal $5,880—a full year of pension
benefits in a lump-sum.
programs.
April 1979 / LOG / 23
�».»,.«!=>^itiijiii ii ii^imippH
iiia8S«3»®aj86®sfe-..
1^
Ships Built ^Exceptional' Safety Record in Alaska Oil Trade
gallons of crude oil into the Atlantic
The Coast Guard released a report
Ocean off Massachusetts. And barely
last month citing as "exceptional" the
two years later, another Liberian-flag
safety record of the port of Valdez. And
vessel caused the worst spill in world
American merchant seamen deserve a
history.
great deal of the credit.
When the Amoco Cadiz broke up off
In the year and a half since Alaskan
Portsall, France in March, 197^8, 68
tanker and oil terminal operations
million gallons of crude spilled into
began, the equivalent of only 20 barrels
French waters, blighting 70 miles of
of oil have been spilled out of 400
million shipped from the port. And, coastline and wiping out the fishing
with very few exceptions, the tankers industry of northern France.
A report prepared by the National
that have been moving the.crude out of
Oceanic and Atmospheric Administra
Valdez are U.S.-flag vessels, manned by
tion
in the wake of the Amoco Cadiz
American seamen including some 26
tragedy
stated; "We have never seen
ships crewed by SIU members.
biological damage of this geographical
The Coast Guard presented their port
extent
in any previous oil spill."
safety findings to an international
The
devastation
of the Cadiz accident
conference on oil spills which was
prompted a rash of protests against the
jointly sponsored by the Coast Guard,
use
of flag-of-convenience ships, includ
the American Petroleum Institute and
ing
an Oil Safety Liability bill intro
the Environmental Protection Agency.
duced
into Congress by Rep. John
Coast Guard Capt. W. L. N. Fisken of
Murphy (D-N.Y.).
the Valdez Marine Terminal told the
Murphy's bill didn't make it through
conference that the oil safety record at
Congress
last year but the chairman of
Valdez proves that "it is possible to
the House Merchant Marine and
operate with a minimum number of
Fisheries Committee is sponsoring a
spills and that oil can be kept on board if
similar
measure this year.
proper precautions are taken."
Aimed at limiting the "increasingly
In addition, the high degree of safety
frequent" incidence of flag-of-conat the Alaskan port points up the fact
venience tanker tragedies, the bill would
that ships manned by well trained,
hold vessel owners and operators
conscientious American seamen are far
responsible for any oil spill damage
and away the best and safest vessels caused by their tankers.
afloat, especially when measured
The bill would also create a back-up
against the safety records of flag-of- compensation coffer, funded by a
convenience tankers.
minimal, per-barrel charge on petro
For example, in 1976, the Liberian- leum and its products received at U.S.
flag Argo Merchant dumped 7.6 million
terminals and refineries to be used for
cleanup expenses and damage to
property and natural resources.
Hearings on the legislation, which has
the strong support of the SIU as well as
many American-flag vessel operators
are continuing and such a bill would go
a long^ way towards minimizing the
impact of oil spills.
But barring unsafe, flag-of-convenience vessels from American waters
altogether would go even further
towards ensuring that America's vital
oil supplies make it to their point of
destination, and America's waters and
coastlines are never again threatened by
oil spills of devastating proportions.
A Three-Gallon Donor
Seafarer Arthur Sankovidt (left) takes It easy after giving blood totaling three gal
lons over a period of years at the Headquarters Clinic recently. Nurse Gloria
Passanisi (right) beams her approval. Brother Sankovidt is the record holding
blood donor in the Union.
Help Your Brother Down the Road to Sobriety
eeing a blind man walk down a street makes the rest of us thankful
for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding
arm to the blind because we all think it must be a terrible thing to be unable to see
where youVe going.
An alcoholic can't see where he's going either, only alcoholics
don't have friends. Because a friend wouldn't let another man blindly travel a
course that has to lead to the destruction of his health, his job and his family.
And that's where an alcoholic is headed.
Helping a fellow Seafarer who has a drinking problem is just
as easy—and just as important—as steering a blind man across a street. All
you have to do is take that Seafarer by the arm and guide him to the Union's
Alcoholic Rehabilitation Center in Valley Lee, Md.
Once he's there, an alcoholic StU member will receive the care and counseling^
he needs. And hell get the support of brother SIU members who are fighting
£5
the same tough battle he is back to a healthy, productive alcohol-free life.
The road back to sobriety is a long one for an alcoholic. But because of
ARC, an alcoholic SIU member doesn't have to travel the distance alone.
And by guiding a brother Seafarer in the direction of the Rehab Center,
you 11 be showing him that the first step back to recovery is only an
arm's length away.
S
I
I
Alcoholic Rehabilitation Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and counseling
records will be kept strictly confidential, and that they will not be kept
anywhere except at The Center.
Name
I
I
I
I
I
Book No.
I
I
Address
(Street or RFD)
(City)
(State)
Telephone No. ...
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, (301) 994-0010
24 / LOG / April 1979
(Zip)
j
I
I
I
�Steve Azookari, AB, painting the bow of the Richard J. Reiss.
GREAT LAKES FITOUT
F
The Adam E. Cornelius {Aroehcan Steamship Co.) as she
appeared in Cleveland recently.
Kenneth Jones tidying up on the Richard J. Reiss.
^itout time on the Great Lakes
is always remembered as a
sign of imminent spring. A spring
not of blossoms and song-birds
but of coal dust and chipping
hammers and the various sounds
attributed to the many jobs that
go into preparing a steamer for
the upcoming shipping season.
Hpwever there is much more to
fitout than merely the annual
redressing of the fleet.
Of course, there will always be
the stark reality of paint brushes
and arc welders. But, aside from
this, there is a certain feeling in
the air that one cannot put into
such simple terms. A feeling of
warmth that is more than simply
the coming of spring.
Perhaps it is the heartfelt
warmth that comes when old
friends are reunited after a long
hiatus. Friends who have sailed
together through many shipping
seasons and greeted each other in
the same manner at the start of
countless fitouts.
Indeed there is the feeling one
gets upon returning home after
an extended absence. For many
seamen who ply their trade on a
Great Lakes' steamer, now is the
time they truly return home.
After all, many will spend the
next nine months working their
vessel. In fact, most Lakers
return to the same ship with each
new season.
Certainly, the song of a robin
will never be unwelcome, but to
a Great Lakes' mariner it is no
more music to his ears than the
first blast of the steamboat's
whistle.
Conveyorman Conrad Schmidt, beginning his 38th season
on the Lakes, at work aboard the Richard J. Reiss •
April 1979 / LOG / 25
�Down below on the Adam E. Cornelius. Oiler Mike
Budnick, kneeling, and Richard Glowacki, fireman/
handyman, putting on handhold covers.
Allen Rinwick, wiper, taking on supplies for the engine room of the Richard J. Reiss.
Bob Eckley, bosun, wields a paint brush on the
Richard J. Reiss.
GREAT LAKES FITOUT
.
*
• '
--I-.
'
••-•V
^
'
Bosun Arthur Mieike, left, and Deckhand Fadel M. Named, bring
ing one pf the William R. Roesch's lifeboats up to form.
Dave Cameron, QI\/1ED, does some work on the
Richard J. Reiss' steering gear engine.
The William R. Roesch, (Pringle Transit), in Toledo, looking good for the 1979 season.
"
=•
Ah, fresh milk! Missed Eli, porter, on theMc/<eeSor7S.
Second cook Ed Bechard does the honors on the
Adam E. Cornelius.
26 / LOG / April 1979
HT".
-"xi;- .-.Tstriai
�Algehmi Nasar, wipeF, tightens up the boiler on the
Adam E. Cornelius.
Jim Hunt, second cook, at work on the Richard J. Reiss.
X'-msM
Muffins for the crew of the McKee-Sons in Toledo. Holding the pan; Julian
Budnick, second cook, with Obad Mawri, porter.
Take five (four?): I. to r., second cook All Amulsleh, SID patrolman Jack Allen,
second cook Alie Mutahr, and Joe Schefke, porter, aboard the Roger M. Kyes in
Toledo, Ohio.
April 1979 / LOG / 27
- :L'
IS.
�"
ffliTjifirt^'^-*- "-*'•'•" -r
T-v -•' WHS', ••*^'"»
John Monaco, deckhand, tightens the bearing cap of the main drive gear on a Great Lakes Dredge and Dock
dredge.
Dredgeman Donald Menter checks the
oil on one of Great Lakes Dredge &
Dock's dredge engines. He's a carpen
ter in the off season and has been with
GLD & D for 23 years.
Frank McCann, deckhand, puts some
finishing touches on the J,ohn A.
McGuire (Great Lakes Dredge & Dock,
Cleveland). McCann -is senior deck
hand with GLD & D and has been on
the McGuire since .1954.
Tmmm
Deckhand Norman Moennich does some painting on
a Great Lakes Dredge and Dock launch. Moennich is
also president of the St. Vincent de Paul Society jn
Cleveland and spends much of his off season time
working with the society. He has been with GLD & D
for 29 years.
The Miss Lana (Peter Kiewit & Sons, Cleveland) and deckhands, I. to r., Ed Doetz,
Bill Taylor, and Corky Parrish.
George Finnerty, deckhand, getting the
right tools for the job on the John A.
McGuire.
The lineup, at the Great Lakes Dredge & Dock Shipyard, Cleveland, Ohio;
28 / LOG / April 1979
- L-.-.
�SEA-LAND ECONOMY (Sea-Und
Service), Febniary 4—Chairman, Re
certified Bosun A. McGinnis; Secretary
L. Nicholas; Educational Director H.
DuHadaway; Deck Delegate B. Jarratt;
Engine Delegate J. R. Graydon;
Steward Delegate E. Arnold. $86 in
ship's fund. No disputed OT. Chairman
introduced the letter from Headquar
ters iajeference to the Bosun Recertification program, explained and read it in
its entirety. Secretary pointed out
various articles in the latest Log. He
emphasized the fact that Headquarters
is on a 24 hour call. Report to Log: "The
illustrated book on the Harry Lundeberg School was appreciated very
much. Especially by those who were
there from the start in 1967. They found
it fantastic and exactly as Paul Hall said
it would be." Next port Rotterdam.
DELTA PERU (Delta Steamship),
February 28—Chairman, P. Syrnik;
Secretary R. Hutchins; Engine Delegate
D. Shaw; Steward Delegate S. Bell.
Some disputed OT in deck and engine
departments. Secretary advised all
those with the time and necessary
qualifications should upgrade them
selves for their own benefit. For more
security and better paying jobs.
Observed one minute of silence in
memory of our departed brothers. Next
port Philadelphia.
MONTICELLO VICTORY (Victory
Carriers), February 11—Chairman,
Recertified Bosun Anthony Caldeira;
Secretary Duke Hall; Deck Delegate
Jim Barbaccia; Engine Delegate Steve
Crawford; Steward Delegate Robert
Black. No disputed OT. Chairman
discussed the advantages of upgrading
at Piney Point and urged all members to
take advantage of this opportunity.
Secretary requested all members to
donate to SP.AD. Everyone was advised
to read the Log from the front page to
the back page to keep up with what is
going on in the Union and what is being
done by our Union officials and the SlU
Washingtoni staff to insure our future.
Observed one minute of silence in
memory of our departed brothers.
MARY (Marlin Steamship), Feb
ruary 4—Chairman, Recertified Bosun
T. D. Hitburn; Secretary C. N. John
son; Deck Delegate E. Wallace. Some
disputed OT in deck department. The
Log was received and passed out to each
delegate for everyone to read and find
out what is going oh in the Union. A
vote of thanks was given to the steward
department for a Job well done. All were
advised to get shot cards before leaving
ship.
DELTA PARAGUAY (Delta Steam
ship), February 4—Chairman, Recerti
fied Bosun R. Ferrera; Secretary
Robert B. Marion; Educational Direc
tor Frank Chavers; Deck Delegate J.
Klondyke; Engine Delegate C. Perdue;
Steward Delegate C. Barkins. No
disputed OT. Chairman gave a talk on
the benefits to be gained from upgrad
ing at Piney Point. A vote of thanks to
the steward department for a Job well
done. Next port New Orleans.
PUERTO RICO (Puerto Rico Ma
rine), Februap^ 4—Chairman, Recerti
fied Bosun W. D. Crawford; Secretary
T. Jackson; Educational Director 11. P.
Calloe; Deck Delegate Paul Holloway;
Steward Delegate Eddie Villasol. Some
disputed OT in deck department.
Chairman read the information that had
been received on the classes to be held in
1979 for the Recertification Program
for Bosuns. Urged all those who qualify
to apply. A vote of thanks to the steward
department for a Job well done. Next
port San Juan.
NEWARK (Sea-Land Service), Feb
ruary 25—Chairman, Recertified Bosun
Denis J. Manning; Secretary C. M.
Modellas; Educational Director L.
Bryant; Engine Delegate W. West. No
disputed OT. Chairman advised all
members to take advantage of the
courses now open in Piney Point to
upgrade yourself. Also discussed the
importance of donating to SPAD and
how SPAD can help in Job .security.
Urged all members to read the Log to
keep in touch with what is going on in
the Union. All members should try to
keep up the ship's fund so that there are
some monies available in case of
emergency. For the benefit of some
seamen who want to go to Russia read
the January issue of the Log as there are
35 ships that are being extended subsidy
to carry grain to Russia. A vote of
thanks to all crewmembers by the
steward for helping the crewmess by
bringing their dirty dishes to the pantry
after eating. A compliment was received
from the Sea-Land commissary superin
tendent to the steward after conducting
inspection in the galley, boxes etc. and
found it very satisfactory. Observed one
minute of silence in memory of our
departed brothers.
POINT MARGO (Point Shipping),
February 25—Chairman, Recertified
Bosun J. Northcott; Secretary B.
Fletcher; Engine Delegate S. Goins.
$11.50 in ship's fund. No disputed OT.
Chairman reported that the ship left
Houston, Texas with a load of grain
enroute to Alexandria, Egypt. The next
port of payoff is Houston, Texas. Also
held" a discussion on the Recertification
program that is going to reopen in Piney
Point, Maryland in the very near future.
Everything is running smoothly.
DELTA ARGENTINA (Delta
Steamship), February 4—Chairman,
Recertified Bosun Floyd Peavoy;
Secretary N. Johnson; Educational
Director U. H. Sanders. $160 in movie
fund. No disputed OT. Chairman noted
how urgent it is for each member to
attend the- shipboard meetings to
negotiate beefs. Secretary gave a vote of
thanks to the deck and engine depart
ment for their cooperation in helping to
keep the messhall and pantry in order
between steward department working
hours. A vote of thanks to the steward
department for a Job well done.
JAMES (Ogden Marine), February
25—Chairman Doyle Ellette; Secretary
O. Esquivei. No disputed OY. Chair
man reminded the new members to see
the patrolman about new forms to fill
in. Also to find out when the new classes
for upgrading are going to start.
Everyone should try to go to Piney
Point and upgrade if you have the
qualifications because our Union needs
rated men. It will also mean a better
paying Job for you and more Job
security. A vote of thanks to the steward
department for a Job well done.
SEA-LAND PIONEER (Sea-Land
Service), February 25—Chairman,
Recertified Bosun M. Kerngood; Secre
tary R. Donnelly; Educational Director
H. Messick. $72 in ship's fund. No
disputed OT. Chairman held a dis
cussion on the proper way to fill out
beneficiary cards to help the Union to
properly distribute benefits. Many of
the cards are outdated or without
proper beneficiaries. A vote of thanks to
the steward department for a Job well
done. Next port Oakland.
DEEP SEA
Official ship's minutes were also received from the following vessels:
SEA-LAND GALLOWAY
DELTA SUD
OVERSEAS ULLA
DEL SOL
SANTA MARIANA
OVERSEAS VALDEZ
PISCES
ANCHORAGE
BAYAMON
SEA-LAND MARKET
JACKSONVILLE
DELTA VENEZUELA
*
DELTA BOLIVIA
BORINQUEN
AQUIDILLA
COVE EXPLORER
DELTA COLUMBIA
OAKLAND
VIRGO
OVERSEAS ARCTIC
POTOMAC
DELTA MAR
STUYVESANT
MASSACHUSETTS
ROSE CITY
DELTA PANAMA
CHARLESTON
MOHAWK
TEX
ZAPATA RANGER
OVERSEAS JOYCE
DELTA ECUADOR
TAMPA
PONCE
OGDEN CHALLENGER
DELTA AMERICA
GOLDEN ENDEAVOR
ZAPATA PATRIOT
SAM HOUSTON
OVERSEAS NATALIE
CANTIGNY
CONNECTICUT
WALTER RICE
CAROLINA
MONTPELIER VICTORY
THOMAS JEFFERSON (Water
man Steamship), February 18—Chair
man, Recertified Bosun Donald Pool;
Secretary Sigmund Rothschild; Educa
tional Director B. Cooley. $130 in
movie fund. No disputed OT. Chairman
held a discussion "on Paul Hall's report
in the Log and suggested that all mem
bers should read this report on page two
of the current Log. Also discussed and
requested all crewmembers to read the
new SPAD checkoff program listed in
the current Log on the back page.
President Paul Hall's report and the
back page of the Log were posted on the
bulletin board. The steward is accepting
donations for the movie fund for the
coming new voyage. Also advised all
crewmembers of the importance of
donating to SPAD. The ship's baker.
Coy Hendricks, was hospitalized while
negotiating the Kiel Canal and received
exceptional treatment while he was
there.
ARECIBO (Puerto Rico Marine),
February 18, 1979—Chairman, Recer
tified Bosun W. Velazquez; Secretary
J. G. Guilles; Educational Director D.
Manafe; Deck Delegate John Montanez; Engine Delegate Carlos Bone' font; Steward Delegate Edwardo
Vazguez. No disputed OT. A letter was
received from Headquarters about the
upcoming Bosun Recertification Pro
gram. It was noted that further details
could be found in the Log. Any
questions relating to the program are to
be directed to the Seafarers Appeals
Board. A vote of thanks to the steward
department for a Job well done.
SEA-LAND EXCHANGE (SeaLand Service), February 4—Chairman,
Recertified Bosun Verner Poulsen;
Secretary Ronald B. Barnes; Educa
tional Director George E, Renale; Deck
Delegate John McLaughlin. No dis
puted o r. Chairman held a discussion
on the need for all members to read the
Log to keep up with Union activities.
He requested the crew to take better
care of the washing and drying ma
chines and to keep the area clean. A vote
of thanks to the steward department for
a Job well done. Observed one minute of
silence in memory of our departed
brothers. Next port Seattle.
AMERICAN EXPLORER (Hudson
Waterways), February 17—Chairman
R. F. Garcia; Secretary A. Hassan;
Educational Director Espositio; Deck
Delegate Jim Spencer; Steward Dele
gate Rudolph Manfield. Some disputed
OT in deck department. A letter was
posted by the educational director
pertaining to the reopening of the Bosun
Recertification Program. Also noted
that applications were available for
anyone who was interested. Read a
conimunication received froni the U.S.
Navy concerning the professional Job
done while refueling the Navy ship
Truckee. A telegram was forwarded to
Executive Vice President, Frank Drozak. .Also discussed the importance of
donating to SPAD. Next port Charles
ton.
SEA-LAND COMMERCE (SeaLand Service), February 11—Chair
man, Recertified Bosun Lothar G.
Reck; Secretary E. Caudill; Educational
Director Agulia; Steward Delegate
Walter Stewart. $78 in ship's fund. No
disputed OT. Chairman held a safety
meeting and several items were dis
cussed. Educational Director discussed
the importance of donating to SPAD. It
was noted that there should be a
donation made to the Cancer fund in
Harvey Mesford's name. Observed one
minute of silence in memory of our
departed brothers, and mentioned were
Earl Shepard and Harvey Mesford.
Next port Long Beach.
April 1979 / LOG / 29
�O S, Steve Cipullo applies a little elbow
grease while lubricating a set of rollers
Steve was part of the standby crow supplied
by the SlU to prepare the Libra before the
ship sailed.
The massive,
T
LNG Libra, 8th U.S. Flag
Gas
Carrier,
Sails
on
P.n.w
he LNG Libra, the
the sixth
sixth LNG
LNG prior experience on LNG ships.
shins.
vessel built by Energy Trans One, for instance, is Chief Steward
port Company, set sail on its maiden Frank Costango who is taking out
voyage to Indonesia on April 18.
his fourth LNG carrier., Frank likes
The 986 foot long ship becomes the the modern galleys found on the new
8th LNG vessel to fly the U.S. flag. vessels and says the ships are "the
Like all previous U.S.-flag LNG best we have in the whole fleet."
ships, the Libra is manned by SIU
Chief Steward Costango takes
seamen.
particular pride in helping a young
Most of the Libra's crew have had steward department prospect from
Piney Point to become a top-notch
cook. In a single six month voyage
his third cooks are usually prepared
to upgrade to cook and baker and
second cooks are ready to take on a
chief's responsibilities. Needless to
say, the young guys look up to
Frank.
Two more veterans of the LNG
Heet are Quartermaster Howard
Webber and QMED Imro Salo
mons. Both sailed aboard the LNG
Aquarius which was the first LNG
ship built for the U.S. flag fleet.
QMED Salomons, who spent 16
months on the Aquarius said he
learned a lot from the Aquarius"
and that all the knowledge he gained
from that first trip is "making it a
whole lot easier" to run the power
at Ihe helm and ponders theiWG /.to's upcoming
K-
while the L/bra^wasintor^^^'^^
port.
30 / LOG / April 1979
Manny Ciampi kept everyone well fed
their o^n fashion^
S
^
Of many LNGlyaSs a°nd thme' G S
Pollard, Ken Johnson and Mark S. Richardson.
® Terence
�^
ordinaries on the LNG Libra is
Seafarer Kevin Tremblay.
Every picture tells a story, don't it? Well at least this one does Quartermaster Evan Jones
smiles while the Libra's sailing board says all there is to
Jones
Wiper Melvin "Wizard" Brown also sailed on
the LNG Aries prior to making this trip. He
hopes to have his FOWT endorsement by
the time he sets out on his next LNG ship.
Maiden
Voyage
With
Experienced
SiU
Crew
plant on the Libra.
r \rr^ 1 ;u..^ . n • • .L rAnother Seafarer with LNG
experience is wiper Melvin Brown
who spent six months as G.S.U. on
the LNG Aries. Brown is known as
"Wizard" to his shipmates, a name
he was given while taking his LNG
training at the Harry Lundeberg
School. Melvin said of his first LNG
trip, "it was nice, that's why I'm
back." He intends to upgrade to
QMED and eventually get his
engineer's license as soon as he has
enough seatime.
Not all the crew are "old salts"
however. OS Richard Grant just
completed his LNG course at Piney
Point on April 2nd and is making
his first voyage of any kind on the
LNG Libra. Richard feels that "the
waiting is the worst part" and was
anxiously looking forward to the
ship's rapidly approaching sailing
time.
.u
^
other LNG carriers in Energy
Transport s fleet bringing the pre-
Indonesia to Osaka,
Japan. Others in operation are the
LNG's Aquarius, Aries, Leo, Capri-
corn, and Gemini. A seventh ETC
ship, the LNG Virf^u is slated for
completion by August.
These happy fellows comprise some of the LNG Libra's deck personnel: they are left to right: Paul Klippel, O.S.: Evan Jones, quartermasterBob O Rourke, bos n : John Hamot and Howard Webber, guartermasters: W. F. Murphy, A.B.: and Jeffrey Thompson and Richard
Grant (kneeling) O.S. s.
These three gentlemen are certainly not strangers to LNG ships. From the left are: First
Ass't. Engineer Harding Hill who was relief first on LNG Aries', Chief Engineer Marty
Schwemmer who was on board both the LNG Capricorn and the LNG Aquarius and the
SlU's own QMED Imro Salomons who spent 16 months as QMED on the first SlU-contracted L.NG vessel the LNG Aquarius.
QMED Imro Salomons and Bill'Stagner of the General Regulator Company go over some
last minute checks of the Libra's intricate control board. Veteran LNGer Salomons has it
down pat by now.
April 1979 / LOG / 31
�Velton J. Aus
tin Sr., 57, died on
Jan. II. Brother
Austin joined the
Union in the port
of Norfolk in 1966
sailing as a launch
operator for the
Virginia Pilots
Assn. from 1964 to 1979. He also sailed
as a tankerman for the Allied Towing
Co. and GATCO in 1972. Boatman
Austin was a veteran of the U.S. Army.
He served during the Korean War with
the U.S. Coast Guard. A native of
Hatteras, N.C., he was a resident of
Elizabeth City, N.C. Surviving are his
widow, Mary; three sons, Velton,
Richard of Frisco, N.C. and Alphe; his
mother, Mrs. Maggie Stowe of Eliza
beth City; two brothers. Boatman
Elwood Austin of Hatteras and Melvin
of Buxton, N.C. and a relative, Boat
man William M. Stowe of Hatteras.
Pensioner Mi
chael Cekot, 57,
died of a heart
attack in the
U.S. Veterans Ad
ministration Hos
pital, Lyons, N.J.
on Jan. 30. Bro
ther Cekot Joined
the Union in the port of New York in
1963 sailing as a tug deckhand for the
Erie-Lackawanna Railroad from 1951
to 1979 in Jersey City, N.J. He also
worked as a heat treater for the Crucible
Steel Co. from 1940 to 1942. Boatman
Cekot was a veteran of the U.S. Air
Forces in World War II and he was a
professional singer. Born in Jersey City,
he was a resident there. Surviving are his
widow, Evelyn; a son, Michael and a
daughter, Georgia.
Pensioner An
drew Monte, 75,
passed away on
Feb. 6. Brother
Monte joined the
Union in Port
Arthur, Tex. in
1963 sailing as an
engineer for Ma
rine Towing from 1948 to 1951 and for
Sabine Towing from 1951 to 1969. He
was a union member since 1960.
Boatman Monte was born in Maurice,
La. and was a resident of Beaumont,
Tex. Surviving is his widow, Helen.
Michale A. "Mike" Vandenabeele,
53, was lost off the sunken Mj V Owen
Childress (ASBL) in the Ohio River off
Owensboro, Ky. on Jan. 1. Brother
Vandenabeele joined the Union in 1968
sailing as a cook for Cities Service then,
for ACBL since 1976 and on the J. W.
Hershey (Inland Tugs) last year. He was
a former member of Teamsters Local
600. Boatman Vandenabeele was a
veteran of the U.S. Navy in World War
11. Born in Alaska, he was a resident of
Beekley, Mo. Surviving is his widow,
Glorius.
Kim W. Devere died on Feb. 2.
Brother Devere sailed for the Radcliffe
Materials Co. from 1977 to 1978. He
was a resident of New Orleans.
Carlos C. Forsythe died on the tug
Martha (NBC Lines) on Jan. 28. Brother
Forsythe was a resident of Norfolk.
Pensioner Harry
Lawrence E.
W.
Lapham, 67,
"Lee" Ellison, 65,
died
of a heait
died on Feb. 2,
attack in the Paul
Brother Ellison
Oliver Memorial
joined the SIU in
Hospital, Frank
the port of Hous
fort, Mich, on
ton in 1963 sailing
Jan. 31. Brother
as a 3rd cook. He
Lapham joined
sailed for 27 years,
last on the Mj V Zapata Ranger the Union in the port of Frankfort in
(Zapata Bulk). Seafarer Ellison was 1953. He last sailed as an oiler and
born in West Virginia and was a resi fireman-watertender for the Ann Arbor
dent of South Houston. Surviving are Railroad Car Ferries from 1973 to 1975.
his widow, Kathryn; a daughter, Pamela He was born in Detroit, Mich, and was a
^ resident of Elberta, Mich; Interment
and a brother. Seafarer Lee Ellison.
was in Rose Hill Cemetery, Empire,
Claude M.
Mich. Surviving is his widow, Gloria.
Koenig, 48, died
on Mar. 9. Brother
Pensioner Har
Koenig joined the
old J. Norris, 66,
Union in the port
died of heart-lung
of New Orleans in
failure in the Buf
1956 sailing as a
falo, N.Y. General
deckhand for the
Hospital on Feb.
George W. Whit
3. Brother Norris
man Towing Co.
joined the Union
4^
from 1949 to 1979. He also sailed for the
in the port of Buf
Coyle Line and for Crescent Towing. falo in 1961 sailing as a deckhand, lines
Boatman Koenig was born in Gretna, man and tug fireman for the Great
La. and was a resident there. Surviving Lakes Towing Co. from 1936 to 1974.
are his widow, Patricia; three sons,
He was born in Buffalo and was a
Claude, Michael and Dale and a
resident there. Burial was in Mount
daughter, Terry.
Calvary Cemetery, Cheektowaga, N.Y.
Surviving are his widow, Mary and two
Tommy Penne- sons, William and John.
baker, 54, died on
Pensioner John
Jan. 26. Brother
T. Robinson, 57,
Pennebaker
died on Feb. 9.
joined the SIU in
Brother Robinson
the port of Hous
joined the Union
ton in 1962 sailing
in the port of
as an AB. He was
V
i
Detroit in 1960
a veteran of the
sailing as a fire
U.S. Navy in World War 11. Seafarer
man - watertender
Pennebaker was born in Freeport, Tex.
and was a resident of Emory, Tex. for the Reiss Steamship Co. and for the
Kinsman Marine Transport Co. He
Surviving are two sons, Glenn and
sailed
27 years. Laker Robinson was a
James; a daughter, Billie and a sister,
veteran of the U.S. Navy in World War
Mrs. Romie Hennen of Emory.
11. A Tennessee native, he was a resident
Pensioner Al of Algood, Tenn. Surviving are his
bert J. C. "Al" widow, Lucille and three sons, Jimmy,
Yip, 74, passed Tom and Richard.
away in San Fran
Edward Ar
cisco on Dec. 22,
nold, 60, died on
1978. Brother Yip
#
• 1
Feb. 12. Brother
joined the SIU in
1
k
Arnold joined
the port of New
the SIU in the
York sailing as a
port of New York
fireman-watertender and cook. He
in 1955 sailing as
sailed 25 years. Seafarer Yip was on the
a firemanpicketline in the 1963 New York
, watertender. He
maritime beef. And he graduated from sailed for the Waterman Steamship
the Andrew Furuseth Training School, Co. from 1974 to 1978. Seafarer
Brooklyn, N.Y. in 1959. He was a Arnold hit the bricks in the 1961
veteran of the U.S. Marine Corps in Greater N.Y. Harbor beef and the
World War 11. Born in China, he was a 1962 Robin Line strike. He was a
U.S. naturalized citizen and a resident veteran of the U.S. Army Signal Corps
of San Francisco. Cremation took place in World War 11. Born in Texas, he was
in the Pleasant Hill Crematory, Sebas- a resident of Long Island City,
topol, Calif. Surviving are his widow, Queens, N.Y. Surviving is his widow,
Sook; two sons. Jack E. Chiang Yeh of
Martha.
San Francisco and C. Kong Yip of
Cliina and a daughter, Mun Yip of
James J. GalHong Kong.
luzzo, 52, suc
cumbed to cancer
in St. John's Hos
Pensioner Aupital, Cleveland,
gu.stus B. Bryan,
Ohio on June 24,
77, was dead on
1978. Brother
arrival at the
Galluzzo joined
Dodge (Ga.)
the Union in the
County Hospi
port of Cleveland in 1962 sailing as an
tal of injuries
sustained in a oiler for the Great Lakes Towing Co.
from 1944 to 1975. He was a member of
truck-car accident
on Highway 280, Rhine, Ga. on Jan. 29. the Operating Engineers Union from
Brother Bryan joined the SIU in the 1957 to 1962. During that time he was a
port of Savannah in 1952 sailing as a stationary fireman for the Cayahuga
fireman-watertender and 3rd cook. He County, Ohio and the City of Cleve
was also a crew delegate. Seafarer land, Division of Streets. Laker Gal
Bryan was born in Rhine and was a luzzo was a veteran of the U.S. Army in
resident there. Burial was in Bay World War 11. Born in Cleveland, he
Springs, Rhine. Surviving are his was a resident there. Burial was in Holy
Cross Cemetery, Cleveland. Surviving
widow. Jewel; a son, Wimberly of
are
his mother, Grace and a sister, Mrs.
Eastman, Ga. and a daughter, Elaine of
Mary Blaha, both of Cleveland.
Rhine.
Jimmy Lee
Durden, 35, suc
cumbed to lungheart failure in the
Grady Memorial
Hospital,-'Atlanta,
Ga. on Jan. 23.
Brother Durden
joined the SIU in
the port of New York in 1964 sailing as
an AB. He sailed on the SSArecibo (PR
Marine Mgt.) last year. Seafarer
Durden graduated from the Andrew
Furuseth Training School, Brooklyn,
N.Y. in 1964. Born in Monroe, Ga., he
was a resident of Atlanta. Interment
was in the Sharon Baptist Church
Cemetery, Loganville, Ga. Surviving
are his widow, Glenda of Forest Park,
Ga.; a daughter, Joyce; his mother,
Runelle of Atlanta and a sister, Mrs.
Gloria Smith of Snellville, Ga.
Edward BakaInas, 48, died on
It he Sea-Land
Economy at sea
on Feb. 15. Bro
ther Bakanas
[joined the SIU in
the port of Cleve
land in 1973 sail
ing as an OS and BR utility out of the
port of Jacksonville on the Sea-Land
Economy from 1977 to 1979. He also
sailed for the Puerto Rico Marine
Management Co. Seafarer Bakanas
sailed on the Lakes for the American
Steamship Co. and for Kinsman
Marine from 1973 to 1974. He was a
veteran of the U.S. Army before the
Korean War. Born in Lithuania, he was
a naturalized U.S. citizen and was a
resident of Cleveland, Ohio and
Lantana, Fla. Surviving are a son,
Edward of Cleveland and a daughter,
Mrs. Vida Ursic, also of Cleveland.
Pensioner Au
gust Cbarous,
77, passed away in
the U.S. Vete
rans Administra
tion Hospital,
Jamaica Plains,
Mass. on Jan. 16.
Brother Charous
joined the SIU in the port of New York
in 1957 sailing as a 2nd pumpman. He
sailed 34 years. And he walked the
picketline in the 1961 N.Y. Harbor beef,
the 1962 Robin Line strike and the 1965
District Council 37 beef. Seafarer
Charous was a veteran of the U.S. Navy
in World War 11. Born in the United
States, he was a resident of West
Sommerville, Mass.
Pensioner Samuel S. Bear, 73, died of
natural causes in the Lykes Memorial
Hospital, Brooksville, Fla. on Feb. 4.
Brother Bear joined the Union in the
port of Baltimore in 1956 as a tug
operator and "bargeman for the Western
Maryland Railroad. He also was an AB
in the Baltimore Shoregang. Boatman
Bear was born in Binghamton, N.Y. and
was a resident of Springhill, Fla.
Interment was in the Florida Hills
Memorial Gardens Cemetery, Brooks
ville. Surviving are his widow, Geraldine; two sons, Russell and Joseph and a
daughter, Diana.
Pensioner Russell J. Savage, 74, died
at home in Bishopville, Md. on Jan. 4.
Brother Savage joined the Union in the
port of Philadelphia in 1961 sailing as a
deckhand and tug captain from 1944 to
1971. He sailed as a relief captain for the
P. F. Martin Co. in 1954. Boatman
Savage was born in Delaware. Burial
was in Bishopville Cemetery. Surviving
is a daughter, Mrs. Eva N. Bunting of
Bishopville.
�Appeals. Court Saves Rate^Cutting Russian Line From FMC Axe., .
T,he fight being waged by the Federal
iMarltime Commission against the
infair rate-cutting practices of the
iRus^ian-owned Baltic Shipping Co. has
Ibeen stymied due to an action this
[month by the U.S. Court of Appeals.
Voting to stay "indefinitely" the
I FMC'S proposed cancellation of Baltic's
(tariffs set for April 26, the court gave
(the Soviet-flag shipping company a
[green light to continue operating in the
U.S. foreign trades. The ruling came
[despite the fact that Baltic violated U.S.
! law by failing to comply with an FMC
investigation into their rate setting
practices.
By their action the court has under
cut the newly-enacted Controlled
Carrier Act which, with the strong
support of the SIU, was passed by
Congress last year. The act was de
signed to restore, the U.S. merchant
fleet to a competitive position in the
U.S: foreign trades by empowering the
FMC to suspend or cancel the rates of
any carrier engaged in unjust or
unreasonable rate setting^ practices.
The commission's move against
Baltic would have barred the company
frorn U.S. ports. It was the first test of
the infant law and it ran into trouble
right from the start.
'Habitual' Violations
In April, 1978, the commission,
acting on suspicions that Baltic was
engaged in "international and wide
spread misrating of cargo...and habi
tual non-compliance with tariff provi
sions on space charters," made its first
attempt to obtain rate information from
Baltic.
Baltic complied partially with the
FMC's request for information but
never turned over those records tagged
"key documents" by the commission.
After repeatedly warning the company
that they intended "to use every remedy
at our disposal to achieve adherence
with U.S. law by any carrier operating in
our foreign commerce," the commis
sion proposed to suspend the rates of the
Soviet company.
Baltic squawked loudly over the
impending rate suspension, charging the
FMC with "improper, illegal" pro
cedure. Their protests were echoed by
the Soviet Merchant Marine Ministry
which threatened retaliatory action if
the rate suspension went through.
Playing their final card, Baltic
petitioned the U.S. Court of Appeals for
a stay of the tariff suspension. The
court ruled in Baltic's favor despite the
stern warning from the FMC that
"carriers competing with Baltic will be
seriously disadvantaged and the com
mission's power to regulate sharply
undercut if a stay is granted."
Whether the court's ruling will have
an impact on the commission's regula
tory power will be seen shortly as the
FMC takes the battle to secure fair and
equal treatment for the U.S. merchant
marine into Round Two.
Investigating FESCO
The FMC is ready to suspend 140
tariffs of the Russian-flag Far Eastern
Shipping Co. as of May 7. The
commission found Fesco's rates are
"unjust and unreasonable." Fesco, like
Baltic, has claimed the move is "unfair,"
and could conceivably follow the lead of
her Soviet sister company by taking the
matter to court.
Meanwhile, the SIU along with
several other maritime unions and
spokesmen of the U.S. maritime indus
try have reacted sharply to the court's
move in the Baltic case. .
The SIU has supported the Con
trolled Carrier Act since it was first
introduced in Congress because it was a
step towards protecting ever-increasing
shares of U.S. cargoes from being
siphoned off by the predatory rate
slashing of the Soviets.
But the recent action by the Court of
Appeals, which weakens a law vital to
the survival of the U.S. merchant fleet,
means the efforts to restore the Ameri
can merchant marine to a competitive
footing in the U.S. foreign trades is
returned to square one.
Blackwell Resigns Post After Long Career of Promoting US, Flag
Robert J. Blackwell, martime admin
istrator since 1972, has submitted his
resignation, effective Apr. 9. With this,
the maritime industry has lost one of its
most sympathetic and effective infighters.
Blackwell has served simultaneously
as assistant secretary of commerce for
maritime affairs, maritime administra
tor, and chairman of the maritime
subsidy board.
•01
Commerce Secretary Juanita Kreps
called Blackwell's resignation a "great
loss," and said that he had been
"instrumental in modernizing and
expanding the American merchant
marine and greatly improving the
productivity of the American shipbuild
ing industry."
Blackwell worked hard to implement
the provisions of the Merchant Marine
Act of 1970, and the differential subsidy
programs that grew out of it. These
subsidies gave a new lease on life to a
rapidly dwindling merchant marine.
It is much to Blackwell's credit that he
managed to make headway against
strong opposition, in difficult times. He
won wide bi-partisan support, serving
under three different Administrations.
Among Blackwell's greatest accom
plishments were the 1972 U.S./Russian
Shipping Agreement and other bi
lateral trade agreements, which came
about largely through his efforts.
Rep. John Murphy (D-N.Y.), chair
man of the House Merchant Marine and
Fisheries Committee, called Blackwell a
"valuable executive who performed his
duties in the highest tradition of
Government."
Blackwell's career in federal service
spanned 24 years. He started as a trial
lawyer in the old combined Maritime
Administration/Federal Maritime
Board.
Blackwell's resignation as maritime
administrator was unfortunate since it
is generally agreed he was one of" the
very best to ever hold that position.
His replacement has not yet been
named but it appears the nod may go to
Blackwell's assi.stant. Deputy Maritime
Administrator Samuel B. Nemirow.
There are some five individuals pres
ently under consideration for the
position, including Nemirow.
We share the sentiments of Com
merce Secretary Kreps at the departure
of Robert J. Blackwell as maritime
administrator. She remarked that his
"expertise, effectiveness and dedication
will be sorely missed."
Welfare Plan Was There When
Boatman Fred Shekell Needed It
Robert J. Blackwell
Cove Ranger Committee
SIU Boatman Fred Shekell of
Paducah, Kentucky is certainly
smiling easier these days. The
reason for his joy is that he knows
he can depend on the Seafarers
Welfare Plan to be there in times
of need.
tail
Recently, Fred's wife was
forced to undergo surgery for a
disorder of the upper respiratory
tract. The resulting doctors' fees
and hospital costs totaled over
$4,000.00. The Seafarers Welfare
Plan's dependent coverage paid
100 percent of the bills.
When asked how he felt about
the dependent coverage Fred's
reply was "oh my God, I don't
know what we would have done
without it." After a moments
reflection he added "probably,
I'd be in the poor farm." Thanks
to the plan he won't have to
worry about that.
in the Brooklyn, N.Y Seatrain Shipyard on Apr. 16 is theSS Cove Ranger
(Cove Shipping). On deck with the Manhattan skyline in the background is
the Ship's Committee and two crewmembers (I. to r.) Chief Cook Barney
Johnson, steward delegate; AB Joe Cosentino, deck delegate; OSs
William Mitchell and Bobby Goldhirsch, Bosun Franz Schwarz, ship's
chairman and Chief Steward Simon Guitierez, secretary-reporter.
Fred has been working for
ACBL for the past five years as
lead deckhand. He generally
moves from boat to boat wher- ^
ever his services are required.
Boatrrian Shekell is proud of
SIU Boatman Fred Shekell
his membership in the SIU and
says he's gotten back "all he's
paid in" over the years and more.
As Fred says "our union is tops."
April 1979 / LOG / 33
�SIU Atlantic, Golf, Lakes
Si Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DlGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Cal Tanner
Lindsey Williams
HEADQUARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
Dispatchers Report for Deep
ALPENA, Mich
MARCH 1-29,1979
•TOTAL REGISTERED
All Groups
Class A Class B Class C
•
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
6
108
7
21
19
11
28
72
47
55
20
33
9
84
4
1
525
1
31
2
6
5
3
4
15
9
10
9
4
0
19
0
0
118
1
9
1
3
11
4
2
6
5
7
10
14
0
12
0
0
85
Port
,
.
2
75
13
21
18
5
24
58
23
46
13
18
7
68
6
0
397
6
27
3
8
3
3
9
15
13
9
2
• 3
1
18
0
0
120
2
5
0
1
1
0
0
0
1
4
2
3
0
7
0
1
27
Totals All Departments
7
51
5
7
17
.3
10
26
11
15
7
6
20
30
10
0
225
1
2
1
1
9
10
4
4
6
7
3
8
7
14
1
0
78
6
149
11
40
26
10
23
142
64
68
34
71
21
139
0
4
810
2
32
2
6
6
1
7
24
7
15
14
6
3
24
0
0
149
2
16
0
4
8
0
1
15
1
6
20
18
0
22
0
0
113
2
82
9
11
7
9
30
40
24
34
12
18
15
51
6
0
350
4
35
3
9
5
5
10
8
12
16
2
5
12
22
10
0
158
0
1
0
0
1
1
1
0
1
4
1
1
5
5
0
0
21
1
94
13
32
21
7
27
108
43
59
31
33
14
123
0
1
607
4
53
7
13
7
5
13
46
15
14
6
10
6
21
0
0
220
2
16
0
0
2
2
5
3
4
7
9
0
13
0
1
64
3
53
8
12
20
8
15
73
29
41
20
22
13
66
0
0
383
1
14
2
7
9
0
3
7
3
5
4
5
4
8
0
0
72
0
8
0
0
3
1
1
0
0
6
4
11
1
5
0
0
40
3
142
24
34
15
9
16
90
30
27
46
43
18
87
0
3
587
13
167
3
40
18
7
4
42
13
91
72
51
14
89
0
1
625
1028
842
0
STEWARD DEPARTMENT
2
43
4
7
14
7
17
37
25
18
19
12
4
45
4
0
258
3
12
1
7
2
1
2
4
3
1
3
3
1
7
3
0
53
0
7
0
0
1
0
0
0
1
6
0
5
1
2
0
0
23
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco.
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
7
93
20
19
21
10
30
57
46
41
10
21
39
66
4
2
486
ENGINE DEPARTMENT
Port
Boston
New York
Philadelphia .'.
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
4
62
3
17
13
11
22
38
25
22
9
10
15
41
4
1
297
7
50
2
10
11
0
6
17
14
5
2
8
10
15
41
0
198
2
16
5
4
3
4
2
1
3
16
1
10
6
7
0
0
80
ENTRY DEPARTMENT
7
31
9
14
11
3
6
27
13
20
6
8
10
22
4
0
191
4
99
13
12
16
6
14
46
28
22
27
21
13
62
54
3
440
5
95
5
21
11
11
6
15
8
42
30
23
10
40
0
1
323
0
0
0
6
37
8
21
12
5
5
51
17
34
12
14
15
37
0
1
275
1371
731
458
1133
581
179
2075
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass ...... .215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, NJ.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Juncos,
Stop 20 00909
(809) 725-6960
SEAITLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kciiucdy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGION, Calif.
510 N. Broad St. 90744
(213)549-4000
YOKOHAMA, Japan .
Yokohama Port P.O.
34 / LOG / April 1979
6^
P.O. Box 429
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
West Coast Stewards Halls
HONOLULII, Hawaii ... 707 Alakea St. 96813
(808) 537-5714
PORTI.AND. Or
Shipping was very good to excellent at all SIU halls for deep sea members. A total of 1,893 deep sea jobs were shipped
through the Union s hiring hall system last month. That's an increase of 675 Jobs over the previous month. It's interesting to
note that of the nearly 1,900 Jobs shipped, only 1,133 were taken by "A" seniority members. This indicates that shipping is
good for all members in all ratings and all seniority categories.
800 N. 2 Ave. 49707
(517) EL 4-3616
421 S.W. 5th Ave. 97204
(503) 227-7993
WILMINGTON, Ca. . 408 Avalon Blvd. 90744
(213) 834-8538
SAN FRANCISCO. Ca. 350 Fremont St. 94105
(415) 543-5855
�Young Engineer Says SIU Gave ^Best Opportunity I Ever Had'
There are some things in life a man
never forgets, such as the timely
opportunity that comes along setting
him up in a rewarding career.
Seaman Ed Rivers, 31, has been an
MEBA (Dist. 2) engineer for the last 10
years, but he still maintains that, "the
best opportunity I ever had in my life
was getting into the SIU."
The Log spoke with Rivers at the
MEBA Upgrading Center in Brooklyn,
N.Y., where he's preparing for his First
Assistant (steam, any horsepower)
license examination.
Rivers attended the "old" Harry
Lundeberg School when it was still
located in Jersey City, N.J. He shipped
as OS on the Morning Light (Water
man) but switched to the black gang as
wiper for his second trip.
"That second trip was one HI never
Dispatchers Report for Inland Waters
MARCH 1-29,1979
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Boston
New York
Philadelphia .,
Baltimore
Norfolk
Tampa
Mobile
New Orleans ..
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Port Arthur
Algonac
St. Louis
PineyPoint ...
Paducah
Totals
.-'f
0
0
0
1
0
2
5
0
2
0
1
0
0
3
10
0
4
1
1
30
0
1
0
7
0
0
0
2
1
0
3
0
0
9
140
13
30
1
81
0
0
0
3
0
2
0
9
2
0
1
0
6
8
12
0
8
0
45
96
Totals All Departments.
0
0
0
0
0
0
0
0
0
0
0
0
0
5
8
0
3
1
1
18
0
1
0
1
0
0
0
0
0
0
0
0
0
12
15
0
1
32
1
63
0
0
0
0
0
0
0
3
1
0
0
0
3
8
11
0
4
0
10
40
0
0
0
3
0
7
15
5
5
0
4
0
0
9
15
0
7
0
1
71
0
0
0
14
0
2
0
5
3
0
10
0
1
11
2
0
16
5
2
71
0
0
0
3
0
3
0
17
5
0
4
0
10
8
72
0
18
0
73
213
0
0
0
0
0
0
0
1
0
0
0
0
0
4
0
0
0
0
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
2
0
0
0
1
0
0
0
0
1
0
3
0
1
0
1
0
2
0
1
10
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
1
0
3
6
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
3
0
1
5
0
1
0
1
0
1
0
7
3
0
0
0
2
1
1
0
6
0
12
35
ENGINE DEPARTMENT
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
I
0
2
0
0
0
1
0
0
0
0
3
0
3
0
1
1
0
0
1
0
0
10
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
1
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
2
0
4
0
0
0
0
0
0
0
1
2
0
0
0
1
0
0
0
1
0
4
9
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Boston
New York
Philadelphia .
Baltimore
Norfolk
Tampa
Mobile
New Orleans .,
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Port Arthur
Algonac
St. Louis
Piney Point ...
Paducah
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
34
87
115
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
0
0
0
0
0
0
1
1
1
0
0
0
1
1
1
0
0
0
4
4
STEWARD DEPARTMENT
0
0
0
]
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
1
0
0
0
0
0
0
0
0
2
0
0
1
3
3
1
19
70
47
82
78
forget," said Rivers, Tt was on the
Maiden Creek. We were running
between Bremerhaven and New York
and got caught in a North Atlantic
storm in December."
It took the Maiden Creek some 17
days to finally straggle into New York,
almost twice as long as it normally
would take. Crewmembers at the time
reported 60-foot waves, and consider
able damage was done to the ship. (The
Seafarers Log ran a story on the ordeal
in January, 1966).
That North Atlantic experience didn't
deter Rivers from pursuing his career at
sea. He continued to ship out, and
upgraded to FOWT in 1966. Soon after,
he found himself on the Vietnam run
where he had a couple of close calls.
Rivers sailed as oiler on three
Vietnam-bound vessels. He was in Da
Nang on one occasion, off the De Pauw
Victory, quenching his thirst in a local
establishment, when some marines
came crashing through the door firing
their, guns behind them. He and his
shipmates had to spend the entire night
there until the "all clear" was sounded.
On another occasion, the ship ahead
of his in the Saigon River came under
heavy Viet Cong fire, killing at least one
man.
Rivers upgraded once again in 1969,
to third assistant engineer. Then, in
1975, he successfully stood for his
second assistant's license.
He's well on his way to the top of the
black gang totem pole now, but Ed
Rivers has never lost sight of where he
came from. "The SIU really helped me,"
he said, "and I'll never forget it."
258
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
Ed Rivers
A MESSAGE FROM YOUR UNION
NARCOTICS
ARE FOR
LO^ER^
•
/F CAU6FT
you l.OfE
YOUR PAPERS
FOR L/FE/
•
THINK
ABOUT/T/
April 1979 / LOG / 35
�FeHx Apcntc, 63, joined the SIU
in 1947 in Puerto Rico. Brother
Aponte hit the bricks in the 1961
Greater N.Y. Harbor beef. He
graduated from the Union's Bosuns
Recertification Program in June
1975. Seafarer Aponte was born in
Puerto Rico and is a resident of
Ponce, P.R.
Mack Donald Brendle, 61, joined
the SIU in the port of Lake Charles,
La. in 1955. Brother Brendle sailed 35
years. He graduated from the Bosuns
Recertification Program in Septem
ber 1974. Seafarer Brendle also ^
attended the 1972 Piney Point Crews
Conference. He is a veteran of the
U.S. Navy in World War 11. Born in
Bastrop, La., he is a resident there.
r
««'
>?»
Raoui P. Cabrera, 62, joined the
SIU in the port of New York in 1953
sailing as a fireman-watertender and
engine delegate. Brother Cabrera
also sailed as a 3rd assistant engineer
in 1966 after graduating from the
MEBA Engineering School, Brook
lyn, N.Y. He was born in Delaware
and is a resident of Philadelphia.
Rocco N. Caruso, 56, joined the
SIU in 1948 in the port of New
Orleans sailing as an AB. Brother
Caruso sailed on the Calmar Steam
ship Co. Line and was on the
Baltimore Shoregang from 1966 to
1974. He is a veteran of the U.S.
Army in World War II. And he is a
tailor. Seafarer Caruso was born in
Italy and is a resident of Baltimore.
William C. Crawford, 48, joined
the SIU in the port of Baltimore in
1959 sailing as a chief cook. Brother
Crawford sailed 26 years. He sailed
deep sea from 1953 to 1971 and on
the inland waters for the Curtis Bay
Towing Co. from 1971 to 1979. And
he is a veteran of the U.S. Army
during the Korean War. He was born
in Ohio and is a resident of Balti
more.
Anthony R. Ducote, 65, joined the
SIU in the port of New York in 1951
sailing as an AB and cook and baker
for 29 years. Brother Ducote is a
veteran of the U.S. Air Force in
World War 11. He was born in
Markesville, La. and is a resident of
New Orleans.
Robert L. Wroton, 58, joined the
SIU in 1944 in the port of Norfolk
sailing as a fireman-watertender for
42 years. Brother Wroton was born
in Virginia and is a resident of
Norfolk.
Ventura Gilahert, 65, joined the
SIU in 1948 in the port of New York
sailing as an AB for 33 years. Brother
Gilahert also sailed on the inland
waters. He walked the picketline in the 1961 N.Y. Harbor strike
and the 1965 District Council 37 beef.
Seafarer Gilahert was born in ^
Madrid, Spain, is a naturalized U.S.
citizen and a resident of Brooklyn,
N.Y. His son, Edward is a 1975
Union scholarship winner.
Valloyd L. Foisy, 63, joined the
Union in the port of Cleveland in
1961 sailing as a tug deckhand and
lineman for the Great Lakes Towing
Co. from 1950 to 1979. He sailed for
27 years. Brother Foisy also worked
as a carpenter for the American Ship
Co. and was a member of the AFLClO Carpenter's Local 2291 from
1939 to 1946. He is a veteran of the
U.S. Army in World War 11. Laker
Foisy was born in Lorain, Ohio and
is a resident there.
36 / LOG / April 1979
rps9!
I
Pensijw
Oskar Kirs, 65, joined the SIU in
1944 in the port of New York sailing
as an AB and bosun for 32 years.
Brother Kirs was on the picketline in
the 1961 N.Y. Harbor beef. He
upgraded at the HLSS in 1976.
Seafarer Kirs was born in Mustjala,
Estonia, U.S.S.R. and is a natural
ized U.S. citizen. He is a resident of
Brooklyn, N.Y.
Comer
Woodrow L. Mull, 62, joined the
Union in the port of Frankfort,
Mich, in 1961 sailing as a porter and
coalpasser for the Arcadia (Mich.)
Railroad No. 1 and the Ann Arbor
(Mich.) Car Ferries Railroad from
1960 to 1979. Brother Mull was born
in Garwell-Farwell, Mich, and is a
resident of Frankfort.
John Aloysius Reardon, 67, joined
the Union in the port of Chicago in
1964 sailing as an AB and quarter
master for McKee Sons and the
Gartland Steamship Co. Brother
Reardon attended the U.S. Maritime
School, Hoffman Is., N.Y. during
World War 11. He is a former
member of the NMU and was a
member of the Teamsters Union for
20 years. Laker Reardon was born in
Brookfield, 111. and is a resident of
Three Rivers, Mich.
Arvid C. Saxon, 65, joined the
Union in the port of Detroit in 1960
sailing as an AB and pilot for 41
years. Brother Saxon was born in
Stambaugh, Mich, and is a resident
of Escanaba, Mich.
Eugenic Ojeda, 49, joined the SIU
in the port of New York in 1955
sailing in the steward department for
35 years. Brother Ojeda was born in
Bayamon, P.R. and is a resident
there.
Albert R. Packert, 58, joined the
SIU in 1944 in the port of New York
sailing for 35 years. Brother Packert
graduated from the Bosuns Recerti
fied Program in February 1976. He is
a veteran of the U.S. Navy in World
War 11. Seafarer Packert was born in
Brooklyn, N.Y. and is a resident of
Seattle.
r
Clarence M. Smith, 72, joined the
SIU in 1944 in the port of Philadel
phia sailing as a bosun. Brother
Smith sailed for 36 years. He was
born in Cape May, N.J. and is a
resident of Clementon, N.J.
Iv
Chester Cochran, 56, joined the
Union in the port of Detroit in 1956
sailing as an oiler for the Erie Sand
Steamship Co. and for the Boland
Steamship Co. Brother Cochran
sailed 28 years. He was born in North
Carolina and is a resident of Mebane.
N.C.
Allen A- B. Ellis, 65, joined the
SIU in 1939 in the port of Baltimore
sailing as a fireman-watertender.
I Brother Ellis was born in Florida
and is a resident of Tampa.
Edward J. KleczkowskI, 65,
joined the Union in the port of
Baltimore in 1956 sailing as a
deckhand for the Curtis Bay Towing
Co. from 1956 to 1979. Brother
Kleczkowski is a former member of
the ILA Local 1337. He was born in
Baltimore and is a resident there.
Woodrow F. Seward, 64, joined
the Union in Port Arthur, Tex. in
1963 sailing as a tankerman and
assistant engineer for the Port Arthur
Towing Co. in 1956 and for the
Sabine Towing Co. from 1957 to
1979. Brother Seward is a former
member of the United Marine
Division Local 340 and the Retail
Clerks Union from 1960 to 1963. He
was born in Galveston, Tex. and is a
resident of Port Arthur.
Deposit in the
SIU Blood Bank-
It's Your Life
Stanford A. Smith, 65, joined the
SIU in 1938 in the port of New
Orleans sailing as a cook and baker
for 31 years. Brother Smith is a
veteran of the U.S. Navy in World
War 11. He was born in New Orleans
and is a resident of Metairie, La.
Raffaele Spiteri,66, joined the SIU
in the port of New York in 1957
sailing as a bosun. Brother Spiteri
sailed 36 years. He upgraded to
quartermaster at Piney Point in 1974.
Seafarer Spiteri was on the picketline
in the Chicago maritime beef. He was
also a rigger at the Todd Shipyards.
Born in Malta, he is a naturalized
U.S. citizen and a resident of New
York City.
George W. Stidham, 62, joined the
SIU in the port of Wilmington in
1955 sailing as a deck maintenance
for 28 years. Brother Stidham is a
veteran of the U.S. Navy's Seabees'
83rd Division in World War 11. He
was born in Eureka, Calif, and is a
resident of Los Angeles.
Alfred Edison Howse, 54, joined
the SIU in 1944 in the port of Mobile
sailing as an AB, deck maintenance
and ship's delegate for 36 years.
Brother Howse also sailed inland for
the Mobile Towing Co. He was born
in Cullman,. Ala. and is a resident
there.
Woodrow Wilson Burnham, 65,
joined the Union in the port of
Mobile in 1974 sailing as an engineer
for the Radcliffe Materials Co. from
1957 to 1979. Brother Burnham was
born in Freeport, Fla. where he is a
resident.
Delmas A. Cornelius, 63, joined
the Union in the port of Norfolk in
1960 sailing as a tankerman and
captain for GATCO from 1952 to
1962 and for lOT from 1962 to 1979.
Brother Cornelius is a former mem
ber of the UMW Local 50. He was
born in North Carolina and is a
resident of Hertford, N.C.
�N.O. Porf Agent C. J. Buck Stephens Retires
New Orleans Port Agent C. J. Buck
Stephens , 62, an original member of the
SIU, retired recently. Former Piney
Point and Mobile Agent Jerry Brown is
his replacement.
Brother Stephens will stay on.
though, in his post as secretary-
treasurer of the New Orleans Maritime
Trades Department.
He's "taking it easy" and doing "work
around the house 1 couldn't do in 30
years." Buck is looking forward to
"going fishing."
Sailing since 1935 with all ratings in
(Isthmian) when that company was first
organized and struck. That same year he
hit the bricks in the Bonus Strike. In
1946, he was in the General Strike and
the Isthmian Strike, when the company
signed. And he led the picketline in the
Dixie Carriers organizing drive in the
1960s.
Buck has received awards from the
Boy Scouts of America, the A. Philip
Randolph Institute Award in 1977 and
as chairman of the Father Twomey
Dinner Committee for Loyola Univer
sity's Institute of Human Relations in
1971.
He's enjoying his retirement with his
wife, Eudora; daughter, Mrs. Carol
Jean Zanka and grandson.
Take One Giant Step
Toward Building a
Better Future
Upgrade at HLS
J
These Courses Starting Soon
LNG—May 28 '
Marine Electrical Maintenance—April 30
Diesel Engine for QMED's—May 28
Welding—June 25
Towboat Operator Scholarship—June 1
(completed applications due)
Lifeboat—May 24, June 7, 21
Tankerman—May 24, June 7, 21
Chief Steward—May 28
Chief Cook—May 14, June 25
Cook and Baker—May 14, June 25
Assistant Cook—June 11
Maintenance of Shipboard Refrigeration Systems—June 11
To enroll contact HLS or your SIU Representative
Sign Up Now!
Upgrading Pays Off
When It's Time to Pay Off
Waterman May Build
4 More LASH Ships
Waterman has asked bids to build
four new LASH ships. This is in addi
tion to the two they are now building.
Seafarers man three others.
In early April, MARAD okayed
Waterman construction money for 150
lighters. They're for the LASH ships
ready next year. The 61.5 foot, 360 dwt
lighters will cost $14.6 million.
They'll be built at the Equitable
Shipyards, New Orleans or Madisonville. La.
Waterman is also building two R/0
R/O container ships. They'll cost $137.4
million. And they're being built at the
Sun Shipyard, Chester, Pa.
The two new LASH ships presently
being built costing $139.5 million will
sail from the East Coast and the Gulf to
the Far East. They're being built at the
Avondale Shipyards, New Orleans.
They'll replace old breakbulk ships on
the Far East run. and have a MARAD
operating subsidy to 1997.
C. J. Buck Stephens
the engine department, Stephens joined
the SIU on Dec. 8, 1938 in the port of
New Orleans, his hometown. The next
year he was dispatcher at the Union
Hall. In 1940. he was elected the port's
joint patrolman. He was elected port
agent in 1960.
During World War II he sailed in all
combat /.ones. He holds a 2nd assistant
engineer and stationary engineer li
censes and picked up his firefighting
endorsement in 1973.
A veteran of many SIU organizing
drives and strike picketlines, Stephens
in 1939 was riding the SS Steel Raider
Notice From
Mesford Family
Mrs. Agnes Mesford, widow of
the late Harvey Mesford, Seattle
port agent who died Jan. 7, 1979 of
cancer, has requested that the Log
print the following notice:
"The family of Harvey Mesford
would like to thank everyone for the
kind expressions of sympathy which
were deeply appreciated."
Monthly Membership
Meetings
Deep Sea
Lakes, Inland Waters
Date
Port
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Algonac
Houston ....
New Orleans .
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
= = = = = May 7
May 8
May 9
May 10
May 10
May II
May 14
May 15
May 16
May 17
May 21
May 25
May 12
May 10
May 19
May 15
May 15
May 16
May 18
May 17
UIW
2;30p.m
2:30p.m
2:30p.m
9:30a.m
2;00p.m
2:30p.in
2:30p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
10:30a.m
2:30p.m
—
—
2:30p.m
—
2:30p.m
~
7:00p.m.
7:00p.m.
7-.0Qp.m.
7:00p.m.
—
—
7:00p.m.
7:00p.m.
—
—
—
—
—
—
1:00p.m.
—
—
—
—
Dispitclieps Report fir Great lekes
MARCH 1-29, 1979
•TOTAL REGISTERED
TOTAL SHIPPED
All Groups
Class A Class B Class C
All Groups
Class A Class B Class C
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Algonac (Hdqrs.)
60
17
6
79
38
3
33
11
8
4
29
13
7
1
11
2
1
0
64
76
58
Totals All Departments
254
143
63
217
94
8
•'Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
137
102
74
ENGINE DEPARTMENT
Algonac (Hdqrs.)
66
21
5
90
45
STEWARD DEPARTMENT
Algonac (Hdqrs.)
21
6
3
48
11
ENTRY DEPARTMENT
Algonac (Hdqrs.)
107
99
49
0
0
• April 1979 / LOG / 37
�r
rfrtt
Hero iSeafarer Saves Drowning Passenger Off
Salazar lost an expensive watch and a
new pair of shoes. Delta Steamship,
happily came through with a check to
help defray some of the cost of the lost
items. He keeps the check stub in his
wallet for a souvenir.
It takes a special kind of heroism to
dive fully clothed with no regard for
personal safety into the ocean in rough
seas to save a drowning person.
But that's exactly what Seafarer
Hernando Salazardid recently. And his
efforts saved the life of an elderly
woman, who was a passenger on
Salazar's ship.
Like so many mishaps at sea, it
happened very quickly. Salazar, a few
crewmembers and 14 passengers were
returning by launch to their ship, the
De//a Panama, after a day ashore in
Buenaventura, Colombia.
The vessel was anchored five miles
outside the port awaiting berthingspace
to unload.
The seas were very choppy with three
to four foot waves. The launch pulled
cautiously alongside the ship and the
deck-watch lowered the gangway.
The rough waves rocked the launch,
and as passenger Mrs. Thorton Fell
waited to leave the launch she was
pitched over the side.
Mrs. Fell started to fight the waves
and she began to be swept away.
Seafarer Salazar, without even taking
off his shoes, dove in after her and swam
toward her. When he reached her, she
was struggling under the weight of her
clothes and was near panic.
Salazar grabbed Mrs. Fell lifeguard
style and guided her back to the launch
Seafarer Hernando Salazar
where other crewmembers helped the
two aboard.
Brother Salazar was rewarded with a
hug and a kiss from Mrs. Fell and a
sincere "thank you for saving my life."
Saving a life, although not routine
duty to Salazar, is also not completely
new to this brave seaman.
He had received lifeguard training as
a young man in his native Colombia.
And some years ago, he saved a woman
swimmer in a pool in Miami.
Salazar said, "I've always been a
strong swimmer. I'm just happy that I
was able to lend a hand."
During his rescue heroics. Brother
If you know reefer maintenance,
you can make good money.
So be a refrigerated container
mechanic. Take the course. Get
the skills. Enroll now! See your
SIU Representative or contact:
Notke to Members On Job Call Proredure
When throwing in for work dur
ing n job call at any SIU Hiring
Hail, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
KNOW YOUR RIGHTS
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contract.s, arc posted and available
in all Union hallsj. If you feel there has been any violation
of your shipping or .seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board'Tiy certified mail, return re
ceipt requested. 1 he proper address for this is;
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20lh Street, Brooklyn, N.Y. 1I2I5
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or toj the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as- filing for OT on the pre r
sheets and in the proper manner. If, at any time, any S'U
38 / LOG / April 1979
imi
Harry Lundeberg School
PIney Point, Maryland]
20674
Phone: (301) 994-0010
Refrigerated Container
Mechanic Course
Starts June 11
INLAND
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SIU
Atlantic. Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and dl.shursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
'i'
[ibi Of
Brother Salazar has been a member
the SIU since 1978. His first seafaring
job was as a messman. He later switched
to the engine department. He now sajls
QMED and reefer engineer. He makes
his home in Miami.
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
(fliiM!tl|j!$il!l!!i!lilf|||||lilH!!llll|[||j|l>lllllllili|li||iiil|||||||illl|^
patrolman or other Union official, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY — THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless. he is given such receipt. In the event anyone
attempts to require any such payment be made without'
supplying a recei;jt, or if a membei; is required;to m^lfe a
payment and is given an official, receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
SEAFARERS POLITICAL ACTIVIIY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary.> No contribution may he
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
' constitutional right of access td Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters hy certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y. 11232.
�John A. Aelick
Charles E. Zulauf HI
Sandon S. Pearson
Seafarer
John A. Aelick,
19, is a 1976
graduate of the
Lundeberg
School. He up
graded to FOWT
in 1978. In addi
tion, he holds
lifeboat and fire
fighting endorsements, and has
received cardio-pulmonary resusci
tation training. He lives in Charles
ton, S.C. and ships from the port of
Jacksonville.
Seafarer
Charles E. Zul
auf 111, 25,
graduated from
the Harry Lun
deberg School
Entry Training
Program
in
1977. He up
graded to AB
last year, and has also completed
training for lifeboat, firefighting,
and cardio-pulmonary resuscita
tion. Brother Zulauf lives in Balti
more and ships from the port of New
York.
Seafarer
Sandon S. Pear
son, 26, gradu
ated from the
Harry Lunde
berg Entry Pro
gram in 1976.
He upgraded to
FOWT in 1978.
He has his life
boat, and firefighting endorsements,
and has also completed the cardio
pulmonary resuscitation course.
Brother Pearson lives in Springfield,
Mass. and ships from the port of
New York.
Robert K. Firth
Larry Dockwiller
Seafarer
Larry Dock
willer, 23, grad
uated from the
Lundeberg
School's Entry
Program
in
1977. He also
[completed the
LNG
safety
course there before going aboard his
first ship, the LNG Aquarius, also in
1977. He served as GSU in the first
crew to ever work an American
LNG ship. Brother Dockwiller
upgraded to Cook and Baker in
1978. He will go aboard the newest
American LNG ship, the LNG
Libra, as Chief Cook, later this
month. Dockwiller also has his
lifeboat, firefighting, and cardio
pulmonary resuscitation endorse
ments. He lives in Texas and ships
from the port of New York.
Bill Gizzo
Seafarer
Bill Gizzo, 21,
graduated from
the Harry Lun
deberg School's
Entry Program
in 1974, ship
ping in the
engine depart
ment. He up
graded to FOWT in 1978. He also
has his lifeboat and firefighting
endorsements, as well as having
received cardio-pulmonary resusci
tation training. Brother Gizzo is a
resident of Greenbelt, Md. and ships
from the port of New York.
Seafarer
Robert K. Firth,
22, graduated
from the Harry
Lundeberg
School in 1977.
Firth sails as a
third cook. He
has also received
his lifeboat,
firefighting, and cardio-pulmonary
resuscitation training. Brother Firth
is a resident of Jacksonville, Fla. and
also ships out of the port of
Jacksonville.
It's Your Move ...
Jeff Kass
Seafarer
Jeff Kass, 25, is
a 1974 Harry
Lundeberg
School gradu
ate. He up
graded to AB
last year, and
has also re
ceived lifeboat,,
firefighting, and cardio-pulmonary
resuscitation training. Brother Kass
ships out of West Coast ports.
Kadir Amat
Seafarer
Kadir Amat, 21,
is a 1975 grad
uate of the Lun
deberg School's
Entry Program.
He upgraded
from OS to AB
in 1977. Brother
Amat has his ~
lifeboat and firefighting endorse
ments, and has also received cardio
pulmonary resuscitation training.
He lives and ships from the port of
New York.
MAKE IT IN THE RIGHT DIRECTION
Make your move toward good pay, excellent
working conditions, a secure future. Enroll
now in ttie LNG Course at HLS. Next class
starts May 28. See your SIU Representative
or contact tlie Harry Lundeberg School, Vo
cational Education Department, Piney
Point, Maryland 20674.
Montpelier Victory Committee
Notke to Members On Shi/^ing Procedure
When throwing in for work dur
ing a job call at any SlU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
Job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SlU Shipping
Rules:,
'^Within each claims of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that
classifica
tion seamen may only register and
sail as entry ratings in only one
department."
Recertified Bosun David Gilmore (left) ship's chairman of the ST Montpelier
Victory (Victory Carriers) is here with a crewmember and the Ship's Committee of
(I, to r.) Chief Steward Hans Spiegel, secretary-reporter: Wiper John "Buffalo"
Orloff, engine delegate; OS Blaze Llanos and AB Louis Perez, deck delegate. The
crew was paid off on l\/lar, 22 at Stapleton Anchorage, S.I., N.Y.
April 197.9 / LOG / 39
t
1 I'
\ iJ - _ V Mt
�r
UKsssesjLi:;
"Our voluntary SPAD cdhtributions have
brought the SlU out on top of battles
before," Paradise continued, and if we all
sign the SPAD checkoff we're giving our
Union support to fight for us in
Washington in the future."
What 1s job security? And what's the
Union doing to protect the jot security of
the membership?
That was the main point of discussion at a
recent ship's Union meeting aboard the
ST Ogden Willamette. And the answer
Bosun Leo Paradise, ship's chairman, and
steward Paul Franco, ship's secretary
came up with was—plenty.
"Now is the best time to sign the SPAD
checkoff," Paul Franco, ship's secretary
added. "The fight is in round one and
there are 14 more rounds to go."
Brother Paradise pointed out an article in
the January issue of the Log called
"Common Cause Study Flawed." That
article, originally published in an
independent newsletter, scored a report
by Common Cause which had praised
Rep. Paul McClosky (R-Calif.) as a
champion of the public interest because
he worked to defeat the labor-backed
cargo preference bill.
Round 2 is right around the corner.
Brother Franco noted that the SlU has
launched an all-out effort to get Congress
to overturn a recent court ruling allowing
the Amerada Hess Corp. to use foreign
flag' tankers for the Alaska oil run. (See
December Log, "Hess Gets OK to Use
Foreign Flags for Alaska Oil.")
"If Hess gets away with this," Brother
Franco warned, "so will others. Think
about how many of our jobs will be lost,"
Franco said, painting a picture of a job
call at an SlU hall where Seafarers look
up at a blank shipping board and then at
each other, wondering what went wrong.
The article concluded that Rep. McClosky
opposed U.S. maritime for one
reason—because he lined his pockets
with contributions from the oil industry
and American-owned foreign flag
interests.
"That's when it's too late," Franco said,
"but it's not too late now. Let's sign the
SPAD checkoff to make sure our future
will be secure."
"All SlU members should read this article,
not once, but twice," Brother Paradise
said. "Rep. McClosky is out to break all of
us in the maritime industry. He's out to
destroy everything we've fought for over
the years—new ships, improved job
security and a strong U.S. merchant
fleet."
The Willamette ship's committee talked
about two of the ways in which SPAD
contributions have enabled the Union to
work to make the present and future jobs
of Seafarers more secure.
"It's our SPAD donations that fight the
enemies of U.S. maritime like Rep.
McClosky," Paradise said urging everyone
to sign the new SPAD checkoff
authorizing the Seafarers Vacation Plan to
deduct 30 cents a day from their vacation
benefits for the SPAD fund.
'We wouldn't be at the top of the industry
now if it weren't for SPAD," Brother
Franco said, "and we have to fight to stay
on top."
ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD)
TO:
DATE
Seafarers Vacation Plan
275 20th Street
Brooklyn, N.Y. 11215
Effective from this date, I hereby assign, direct*and authorize you to deduct from payments required to be made
by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which
I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue,
Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail
is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the
date you receive it and applicable only to vacation benefits both earned and payable to me thereafter.
I acknowledge advice and understand that SPAD is a separate segregated fund established and administered
by my union tc engage in political activities and to make contributions and expenditures for candidates seeking
political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any
contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount
as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is
to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con
tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash
ington, D.C.
This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me.
/
Member's name (Print)
Member's Signature
Social Security Number
Members Home Address
City
.
Book Number
State
Port
OFFICE COPY
',.•
.c.fr
iMBMBXaSESS:2
Zip
288
�
Dublin Core
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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April 1979
Description
An account of the resource
HEADLINES
NEW BILL WOULD HALT SCHEME TO EXPORT ALASKA OIL
SIU SET FOR BATTLE OVER MARITIME AUTHORIZATIONS BILL
EXPECTED MCCLOSKEY AMENDMENTS WOULD CUT HEART OUT OF CDS PROGRAM
CARTER SETS MAY 22, 1979 AS NATIONAL MARITIME DAY
USCG WITHDRAWS BID TO SCUTTLE 3-WATCH SYSTEM ON 600-MILE TOWS
UNION FIGHTING TO SAVE SIU JOBS ON NINE SEALIFT TANKERS
SIU WORKING WITH USPHS TO IMPROVE SEAMEN’S CARE
INCREASED TANK BARGE SAFETY FOCUS OF NEW HOUSE BILL
600 SEAMEN PACK WEST COAST MARITIME CONFERENCE
SIU INTERCEDES WITH USPHS SAVING MEMBER FROM $926 BILL
CONGRESS MOVES TO RESTRICT EXPORT OF ALASKA NORTH SLOPE OIL
ON THE AGENDA IN CONGRESS…
COMMITTEE APPROVES ALASKA LANDS BILL
ILA’S SCOTTO CALLS FOR NATIONAL CARGO POLICY FOR US-FLAG SHIPS
CONGRESS EXTENDS LIFE OF OCS WATCHDOG PANEL
US-FLAG FLEET HITS 21.9 MILLION TONS
HEART ATTACKS AT SEA CLAIM 9 OF 10 VICTIMS: SIU TRYING TO CUT THOSE ODDS THRU CPR TRAINING
UPGRADING PROGRAMS PAYING OFF FOR SIU MEMBERS
THE FINEST OPPORTUNITY ANYWHERE
BILATERAL TRADE ONE ANSWER TO U.S. FLEET’S ILLS
UNITY, SECURITY ANCHORS OF SIU, MCS MERGER
OCEAN MINING BILL, WITH U.S. SHIP CLAUSE, IN SENATE
PENSION BENEFITS CLARIFIED ON CERTAIN INLAND CONTRACTS
SHIPS BUILT ‘EXCEPTIONAL’ SAFETY RECORD IN ALASKA OIL TRADE
GREAT LAKES FITOUT
LNG LIBRA, 8TH U.S. FLAG GAS CARRIER, SAILS ON
MAIDEN VOYAGE WITH EXPERIENCED SIU CREW
APPEALS COURT SAVES RATE-CUTTING RUSSIAN LINE FROM FMC AXE
BLACKWELL RESIGNS POST AFTER LONG CAREER OF PROMOTING U.S. FLAG
N.O. PORT AGENT C.J. BUCK STEPHENS RETIRES
HERO SAVES DROWING PASSENGER OFF DELTA PANAMA
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
4/1/1979
Format
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Newsprint
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
Vol. 41, No. 4
1979
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/7147c359fdebc150b45d8b91523f3054.PDF
902d9fb32fec77430a7fc9b715478c50
PDF Text
Text
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
SlU Inland Fleet Continues to Expand
With Growing of New Tug Vigilant
Page 13
#i-A-
^
% I "A.^
ji
-" ' 'ii',' ».
?M*p ,/_,•
mMSmmY
TransparttM^on InsHtwte, Rep. MeCiaskey
Debofe^Over Campaign Cdntriimlions
Pages 27-30
•,.
'=?=••• •- •
NO 3^
MARCH 1979
�AFL-CIO Backs All-Out Effort to Bolster Maritime
T
HE AFL-CIO has roundly en
dorsed a comprehensive legislative
effort aimed at uplifting America's
maritime industry. This commitment
gives increased strength and new clout
to maritime labor's ongoing efforts to
protect and expand job opportunities
for American maritime workers in all
segments of our industry.
This new legislative package was
developed by the AFL-CIO Ad Hoc
Committee on Maritime Legislative
Policy. Contributing maritime unions
on the Committee include the SIU,
NMU, MEBA, Radio Operators,
MM&P, I LA and other seagoing and
shoreside maritime unions. The package
will be a key part of labor's legislative
goals in the 96th Congress.
Development and adoption of this
program is an especially important
victory for the maritime labor move
ment. Such a unified effort on the part
of maritime unions could not have taken
place a number of years ago. But
increased unity and cooperation acrossthe-board among U.S. maritime unions
in recent years have laid the cornerstone
for the reconstruction and revitalization
of the nation's maritime industry.
Largest Trading Nation
In endorsing the program at their
meetings last month in Bal Harbor, the
AFL-CIO Executive Board pointed out
the "serious problems" faced not only by
the U.S. maritime industry but by all the
world's free trading nations. As stated,
"these problems are directly traceable to
the cut-throat competition of runaway
flag fleets and the predatory practices of
the Soviet bloc maritime interests."
The United States is the largest
trading nation in the world. And while
U.S. waterborne tonnage has gone up
almost 600 percent in the past 30 years,
the number of ships bearing the U.S.
flag has gone down 75 percent.
The less than 550 American flag
vessels carry only five percent of this
nation's foreign commerce. However,
"if American ships Were carrying just
50% of the nation's foreign trade it
would increase the U.S. flag fleet to
some 4,000 ships." If this were to occur
the resulting benefits to maritime
related industries would have a substan
tial favorable effect on the entire U.S.
economy.
Essentially, labor's program for
maritime calls for implementation of
legislative policy in three important
areas;
(1) National Trade Policy;
(2) National Energy Policy;
(3) National Maritime Policy.
The outline calls for the establishment
of a national trade policy to counteract
the "non-official actions" many other
nations engage in but which are
prohibited here. These practices include
"rebates, rate-slashing and other favor
able treatment which increase the
amounts of cargo carried by their
(foreign) own flag operators."
Bilateral Trade
U.S. national trade policy as spelled
out in labor's statement calls for
"negotiation of bilateral shipping
agreements" with other nations includ
Paul Half
7o Have Friends, You Must
Be a Friend
T
lie best way to find out who your friends are is to get yourself into a
jam. A true friend will be there when you need him to give any help he
can. And in this respect, you'll probably find that the people who come
through for you when the chips are down are people that you have helped
in some way somewhere along the line.
It makes .sense. To have friends, you must first be a friend. And to
expect help, you must first be willing to pitch in when the going is tough.
With this in mind, I'm proud to .say that the SIU has many staunch
friends and allies throughout the American labor movement. We have
them because it has been the tradition of the SIU never to turn down a
request for aid from a brother union.
Time after time, SIU members have volunteered to walk a picketline,
support a boycott or contribute to the strike fund of another union in a
jam.
This record of support has gained for the SIU the reputation of being
an organization that can be depended on in tight quarters.
It has also provided us with the means to muster widespread support
throughout the labor movement on issues pertaining to the well being of
our organization and the U.S. maritime industry as a whole.
SIU members should realize that maintaining the job security structure
of our Union has never been an easy job. As seamen, we have had to fight
for everything we have ever achieved. No one has ever given us anything
without a struggle. That's the way it's always been. And that's the way it
will continue to be.
Today, as a result of our efforts over the years, the SIU is in good shape.
SIU members enjoy a high degree of job security. And all of our benefit
plans are in excellent condition.
ing trade with the Peoples Republic of
China.
Bilateral trade agreements will "serve
to increase employment, protect against
over tonnaging and provide a means to
enter restricted trades."
The program also notes that while the
Trade act of 1974 calls for the protection
of manufacturing industries, U.S.
shipping "is not receiving the stipulated
protection provided to other industries,
under the Trade Act." The enforcement
of this act is necessary to prevent the
"dumping" practices of Soviet bloc
shippers in the U.S. trades.
Energy Policy
The Ad Hoc Committee on Maritime
Legislative Policy and the AFL-CIO
Executive Board are in complete
harmony about the need to develop a
national energy policy regarding mari
time "which will enhance America's
energy production and transportation
security."
This can be accomplished by:
• Forbidding the exporting or swap
ping of any Alaska North Slope oil.
Alaskan oil is our "only reliable and
predictable crude oil reserve."
• Closing the Virgin Islands loophole
which seriously undermines the effec
tiveness of the Jones Act. The Jones Act
stands as the backbone of U.S. shipping.
But as a result of the loophole, foreign
flag ships are able to carry oil from the
Virgin Islands to the U.S. mainland,
encouraging "dependency on foreign
ships for vital energy resources."
• preventing lightering from offshore
transshipment vessels to the U.S.
mainland by foreign flag carriers. This
practice is detrimental to "U.S. vessels.
seamen, shipbuilders and metal trades
workers," and "increases the likelihood
of oil spills and resultant environmental
damage to our coastal waters.'
• Continuing the importation of
liquified natural gas by ship. Because of
advanced U.S. technology and the
experience and training of U.S. crews
LNG can safely be transported on U.S.
flag LNG ships.
• Mining of deep sea bed by U.S. built
and U.S. manned vessels. This will keep
the U.S. "self-sufficient" in the harvest
ing of the valuable resources the deep
seabed has to offer, such as copper,
cobalt, manganese and nickel. Also,
"creating thousands of jobs and provid
ing the U.S. with a supply of these
minerals essential to our economy and
security."
Finally, national maritime policy
should be developed to "promote and
strengthen the U.S. merchant marine"
by means of implementing and enforc
ing existing laws, such as the Jones Act.
Also, by reaffirming "the maritime
program outlined by President Carter in
1976.
"The U.S. Government...should not
compete with private industry for
commercial work...when private in
dustry and workers can perform the
necessary work in an efficient, econom
ical manner...The favorable impact
upon jobs for American workers is
obvious."
A strong Merchant Marine can only
serve to stimulate the U.S. economy and
"enhance our international prestige" by
increasing employment here, generating
income and favorably tilting "our
balance of payments situation."
But we have to face the fact that although we are in good shape, the
U.S. maritime industry as a whole is not. And in this business, if one end
of the industry starts to sink, it's only a matter of time before the rest of the
industry goes down as well. For instance, if we allow our shipbuilding
base—which is in serious jeopardy—to collapse, then in a few years the
U.S. fleet itself begins to deteriorate.
It's like a ship at sea. If one end sinks, the whole ship sinks. It may not
all sink at the same time, but the end result is just as definite. In other
words, the SIU should derive no comfort from knowing that if our
industry slowly sinks we will be among the last to go down.
My point simply is this. Our ability to maintain the jobs and job
security we presently enjoy is linked directly to our ability to preserve,
promote and expand the entire American maritime industry.
But to say the least, this is a monumental job. And it is a job that no one
organization can do on its own.
American operators are facing unprecedented competition from
foreign-flag and communist bloc shipping. And maritime programs—
both the ones already in existence and proposed programs—are meeting
the highest level of opposition in Congress in our history.
This is why it is s<i important to us to be able to marshal the forces of
labor on our behalf. And this is why the ability to do so is more important
to us today than ever before.
In this regard, SIU members should be aware that the AFL-CIO
Executive Board, representing 13 million workers, has pledged its
support for a legislative package aimed at a total overhaul of American
maritime. (See story this page.)
In addition, the AFL-CIO Maritime Trades Department, the largest
constitutional department within the Federation, has pledged its special
support in implementing the goals of maritime labor. (See special
supplement pages 17-24.)
What must be remembered here is that to seek help on tough problems
is not an admission of weakness. The most foolish thing an organization
can do is to believe that it can go it alone on all issues all the time.
At the same time, though, we cannot sit back and expect our friends to
carry the full load. We must intensify our own efforts on all fronts. We
must work a little harder each day in the critical areas of politics,
education and organizing. And SIU members must continue to play their
part by supporting the Union's programs across-the-board.
With this kind of all out effort on our part, coupled with the support we
have gained within the labor movement, I am confident that we can bring
our industry back to a position of respect on the world's sealanes.
Anything less than a total effort simply won't cut it.
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District AFL-CIO 675 Fourth AWP
11232. Published monthly. Second Class postage paid at Brooklyn. N.Y. Vol. 41, No.3, March 1979. (ISSN #0160-2047)
'
2 / LOG / March 1979
Rroniriwn wv
Brooklyn, N.Y.
�Alaskan Oil Will Not Be Exported-— for Now
Administration Heeds Opposition to Export Plans From Labor, Consumer, Energy Groups
T
»
he Carter Administration has
shelved plans, at least for the
moment, to export Alaskan North
Slope oil to Japan, according to
Energy Secretary James Schlesinger.
Testifying recently before the
Senate Energy Committee, Schlesinger said the Administration had
decided not to proceed with export
plans at the present time because
"there was no rousing response from
Congress when we surveyed them on
this issue."
Opposition to the oil swap plan,
which called for export of Alaskanproduced crude to Japan and
imports of replacement oil supplies
to the U.S. from Mexico, was
widespread and mounting steadily.
Labor and consumer groups, as
well as coalition groups such as the
Citizch/Labor Energy Coalition
which includes 70 citizen activist
agencies and labor unions, were
among those voicing strong objec
tions to the Alaskan oil export
proposals.
In every case, the groups repre-
Opposition to
Alaska Oil Export
is Widespread
Protests against the Alaskan oil
export plan have come from all over the
energy-hungry United States, from
organizations representing a broad
cross-section of U.S. citizens.
In addition to organized labor, strong
opposition to the export proposal has
been lodged by the following consumer
and citizen's groups:
Consumer Federation of America,
Energy Policy Task Force,
jEnergy Action,
Public Citizen,
National Council of Senior Citizens,
Campaign for Economic Democracy,
National Clients Council,
Environmental Policy Center,
Rural America, ^
Massachusetts Fair Share,
Illinois Public Action Council,
Citizens Action Coalition of Indiana,
Ohio Public Interest Campaign,
Carolina Action,
Citizens Action League,
Northern Plains Resource Council.
INDEX
Legislative News
AFL-CIO Supports Maritime
Page 2
SlU in Washington ... Pages 9-10
Russians Upset Over
Rate Bill
Page 5
Union News
Inland Growing From SlU
Political Action
Page 4
President's Report.
Page 2
Headquarters Notes
Page 7
Letters to Editor
Page 14
Brotherhood in Action
Page 6
At Sea-Ashore
Page 16
SPAD Checkoff
Back Page
Boatman Gives $1,000
to SPAD
Page 4 "
Great Lakes Picture
Page 8
Inland Lines
Page 6
Alaskan Oil Export On Hold
Page 3
L 1
senting a diverse cross-section of
U.S. citizens, urged the Administra
tion to scrap the export scheme
because the American people and
U.S. national security had nothing
to gain and much to lose if the deal
went through.
Exporting Alaskan crude would
violate the spirit of U.S. energy
independence in which Congress
passed the Trans-Alaska Pipeline
Act in 1973.
Meany Writes Carter
In a letter to President Carter
dated Feb. 9, AFL-CIO President
George Meany urged the chief
executive to recall the wording of the
pipeline legislation before okaying
the oil export. "It has been the clear
intent of CongresspPresident Meany
said, "that Alaska North Slope oil be
developed for domestic consump
tion so as to decrease our de
pendency on insecure foreign oil
supplies.
"The so-called swap," Meany
charged, "...does not decrease our
reliance on OPEC oil or otherwise
contribute to our energy security."
The oil trade-off wouldn't in
crease by a single barrel the amount
of oil available to American con
sumers because the imports from
Mexico would match the exports to
Japan.
But the country would, as Meany
pointed out, be trading off increased
energy reliance for greater de
pendence on unstable foreign sup
pliers.
The U.S. is already much too
dependent on foreign oil sources,
said the Consumer Federation of
America, one of the largest and most
active consumer groups in the
country.
Alaska Only U.S. Reserve
In a statement that came down
hard on the oil swap proposal, the
Consumer Federation charged that
America's "gross dependence" on
foreign oil suppliers "forces con
sumers to pay artificially high prices
for energy, fuels inflation and the
decline of the dollar...and leaves
the nation vulnerable to supply
disruptions instigated by the OPEC
nations for political or economic
purposes."
Bilateral Trade With China Page 7
General News
Ship's Digests
Dispatcher's Reports:
Great Lakes
Inland Waters
Deep Sea
Page 12
Page 26
Page 25
Membership News
New Pensioners
Final Departures
Coalpasser to Engineer..
Tug Vigilant
Page 33
Page 34
Page 32
Page 13
Special Features
Special Supplement on MTD
Meetings.............Pages 17-24
, J.I„ Mcgio..s|<ey.
_.
, ,.
Debate
Pages 27-30
r J
The oil companies have been
sitting on pipeline plans because
they have been waiting for the
Administration's decision on the oil
exports.
Since they would not be bound by
U.S. maritime trade laws for either
the U.S.-to-Japan or Mexico-toU.S. ends of the swap, the oil
companies could lower their trans
portation costs by using flag-ofconvenience instead of American
tankers to move the oil. Savings on
transportation would mean the oil
companies could share in higher
profits.
i
But such savings on transporta
tion costs would not be reflected in
the price of oil for either Japanese or
American consumers. "The con
sumer would gain no benefit," the
AFL-CIO Executive Council said in
a recent statement blasting the
export scheme, "being forced to pay
the international price for oil
wherever it may come from." In
addition, the statement continued,
the U.S. economy would suffer
through "the loss of tanker employ
ment, shoreside and shipyard Jobs,
and the tax and wage benefits they
produce."
• "Swapping U.S. oil for foreign oil
makes no sense," the AFL-CIO
statement said. "It is nothing more
than a gimmick devised by the oil
companies to circumvent U.S. law
and boost their profits.
"At a time when the nation face<^^'
oil cutbacks at U.S. refineries,
declining imports from Iran, and the
prospect of gasoline rationing,
export of U.S. oil supplies would be
a national energy policy disaster."
Reprinted below is the text, of a letter sent by AFL-CIO
President George Meany to the President of the United
States expressing labor's strong objections to the proposed
Alaskan oil swap.
February 9, 1979
The President
The White House
Washington, D.C. 20500
Mr. President:
We are deeply concerned about a matter that could have a severead verse effect
on American consumers. I am referring to increasing reports that the
Administration intends to work out a swap arrangement with Mexico which
would result in the export of Alaska North Slope oil to Japan. We oppose such
proposals and urge they be rejected.
It has been the clear intent of Congress that Alaska North Slope oil be
developed for domestic consumption so as to decrease our dependency on
insecure foreign oil supplies.
The so-called swap, which is in reality a means to export Alaskan oil to Japan,
does not decrease our reliance on OPEC oil or otherwise contribute to our energy
security, especially important in light of the Iranian oil cutoff. If it is in fact in the
national interest to purchase oil from Mexico, it should be accomplished without
a corresponding decrease in our North Slope reserves.
Most importantly, the ultimate effect of the export/swap proposal is to
increase the profits of the multinational oil companies without any reduction in
oil prices or other benefit to the consumer.
We again urge you to reject such export/swap proposals as being against the
best interests of the American people and contrary to the nation's goal of energy
independence.
Sincerely,
George Meany
President
Page 35
Training Upgrading
"A" Seniority Upgrading.. Page 39
Piney Point Graces
Page 31
•II:-
Alaskan crude is currently Amer
ica's only real oil resource. Targeting
it solely for domestic use would not
only beef up U.S. energy security, it
would force the oil companies to
retrofit existing West Coast oil
refineries and build trans-continen
tal pipelines to move the crude to the
lower 48 United States.
• •
SHI/ NMU Merger Talks Continue
President Shannon Wall of the
NMU and President Paul Hall of the
SIU have announced to their respec
tive memberships that their merger
discussions are making satisfactory
progress. In a recent meeting, the two
presidents authorized specific steps
designed to facilitate the merger
process.
Various representatives of both
organizations are now iil the process
of developing policies that will lead to
reciprocal shipping and related pension
benefits, Coordin^tiop ,of the activities
of their Washington offices and coordi
nated efforts on the international scene
have also been agreed to. They have also
instituted a review and analysis of their
constitutions to reconcile differences.
These and other measures are designed
to smooth the way towards eventual
merger.
Meeting with and assisting the two
presidents have been John Dunlop,
former Secretary of Labor, and Frank
Polla-ra, special assistant to George
Meany.
As the talks progress Wall and Hall
will be making additional reports to
their memberships on the nature of
their discussions.
March 1979 / LOG / 3
N-
�SlU Political Action Has Spurred Inland Expansion
' I 'he Merchant Marine Act of
A 1970 did a lot more than
stimulate construction of vessels
for the deep-sea trade. It also
gave a much-needed shot in the
arm to the inland industry, by
opening up construction sub
sidies for tugs, towboats, and
hundreds of barges.
Final passage of the Act was
much to the credit of the SIU, as
it came about largely through the
efforts of the Union's political
action program in Washington.
SIU Boatmen should be proud to
know that it was their contribu
tions to SPAD that enabled the
Union to spearhead passage of
this bill.
The Merchant Marine Act of
1970—as far as our industry is
concerned—was the most impor
tant piece of maritime legislation
to come along since 1936. And it
was in the face of considerable
opposition—some of which came
from within the industry itself—
that it finally did come into being.
cial Lines has built 24 towboats
and 415 barges under Title XI
provisions of the Merchant
Marine Act of 1970.
This has meant the creation of
hundreds of new jobs for SIU
Boatmen at this one company alone.
Overall a total of 341 Title XI
contracts for self-propelled,
shallow-draft vessels have been
awarded since 1970. Another 65
are now pending.
The number of barges ap
proved under Title XI now stands
at 1,780, while contracts for an
additional 244 are pending. More
than a third of the barges either
approved or pending are—or will
be—SlU-contracted.
The efforts of the SIU's politi
cal action team on behalf of the
membership would not be possi
ble without the direct support of
the membership itself. And the
member's contributions to SPAD
is the kind of support that enables
the SIU to bring about such
things as the Merchant Marine
r0
There's no telling where the
inland industry might be these
days if it hadn't been for the
Merchant Marine Act of 1970.
Up the river without a barge?
Certainly with lot fewer of
them, and the towboats to push
them, than we now have today.
The list of tugs, towboats, and
barges, built with construction
subsidies since 1970, is a clear
indication that the efforts of the
SIU have greatly benefited the
inland waters industry and its
workers, in particular SIU Boat
men.
Take the case of just one SIUcontracted inland operator. As
of Sept. 30 of last year, SIUcontracted American Commer-
Act of 1970. Immediate and
short-term gains are well and
good, but it is the legislation with
long-range implications that will
bring the greatest security to SIU
members and their families.
SPAD is sort of like that
towboat pushing fuel barges on
the Mississippi: the fuel it delivers
keeps the political arm of the SIU
running in the best interests of the
membership. Without it we'd be
bucking the currents without any
power.
r
The towboat Joe Bobzien, put into service last year by American Commercial Barge Lines of Jeffersonville, Ind., is one of
some 24 towboats either built or being built by the company under auspices of the Merchant Marine Act of 1970. The
company also built several hundred barges under the Title XI subsidy program. The SIU's political action program, supported
by the membership's donations to SPAD, spearheaded this bill through Congress.
SIU Boatman Donates $1,000 to SPAD To Protect SIU Jobs'
Maybe living and shipping on the
Great Lakes, surrounded by the largest
fresh water masses in the world, makes
you think big.
SIU member John Antich certainly
thinks big. This year he made a $1,000
contribution to the Seafarers Political
Activities Donation. And last year.
Brother Antich donated $500 to the
Union's SPAD fund.
Brother Antich is proud of the 20
years he's put in working SIU tugs on
the Great Lakes. And he feels his job,
along with the jobs of his fellow SIU
members, are secure because the Union
fights on the political front every day to
keep them secure.
Antich also believes it's up to the SIU
membership to back up the Union's
work in Washington. To Brother
Antich, that support means making
SPAD donations.
"There are a lot of jobs available to
Union members because of SPAD,"
Antich said. "By supporting the Union
through SPAD donations, we're pro
tecting those jobs now, and we're giving
the Union the resources to protect our
4 / LOG / March 1979
Boatman John Antich
jobs in the future."
Boatman Antich made a direct, and
very generous, contribution to SPAD.
But that's not the only way Seafarers
and Boatmen can keep the Union's
political activities geared up.Under the new SPAD checkoff
program, SIU members can authorize
the Seafarers Vacation Plan to deduct
30 cents a day from their vacation
benefits for the separate SPAD fund
where it will be used, like any voluntary
contribution, for the Union's political
work.
Because of the SPAD checkoff
program, SIU patrolmen are no longer
soliciting or accepting out-of-pocket
SPAD contributions when servicing a
vessel. But anyone who wishes, like
Brother Antich, to contribute directly to
SPAD can still do so at Union head
quarters.
SPAD's doing an important job,
according to Boatman Antich who
explains that the SPAD contributions
enable the Union to work for Congres
sional legislation that favors the mari
time industry and American seamen.
"My job is important," Antich said,
"and knowing it's going to be there
tomorrow is important, too. Without
the Union's political work, our jobs
might not be as secure as they are now.
Or we might have fewer jobs.
"That's why I support SPAD," he
concluded. "It's the only way I have to
help the Union protect my job."
Antich has been an SIU member since
1953 and a tugboatman since 1957. He
works as a deckhand on the Chicagobased Great Lakes Towing Co. tug
Colorado and lives in nearby Niles,
Illinois with his family.
Brother Antich also holds an opera
tor's license for uninspected towing
vessels which, he said, "doubles the
amount of job opportunities available."
Before joining the Union, Antich
worked on tuna fishing boats on the
West Coast. "Working on those boats
got me interested in sailing on the
Lakes," he said.
Bqt sailing wasn't the only profession
he tried his hand at. "I worked as a
professional chef for many years,"
Antich said, explaining that he gave it
up because the hours were too irregular.
Antich was also employed as a welldigger in Chicago before he took to the
I.akes.
Right now. Boatman Antich is
waiting for the spring thaw and the
regular shipping season to start. And he
knows, because of SPAD, his job on the
tug Colorado will be there when the ice
on the Great Lakes melts.
�Russians Furious Over FMC Efforts to Half Rate Slashing
Russian maritime officials are furi
ous over the U.S. Federal Maritime
Commission's (FMC) efforts to restore
fair competition to the U.S. foreign
trades at the expense of Soviet shipping
practices.
The FMC has threatened to boot
Baltic Shipping, a major Russian owned
line, out of the U.S. foreign trades for
failure to comply with an FMC investi
gation of illegal rate slashing.
Baltic maintains that their records are
"secrets" they do not have to divulge to
anyone. The FMC says that unless they
turn their "secrets" over, Baltic will be
banned from American ports as of
April 26, 1978.
Until this year, the FMC had been
powerless to deal with the anti-competi
tive rate-slashing practices of Soviet
shipping. However, bolstered by the
political efforts of the SIU, Congress
passed the Controlled Carrier Act early
last year. The Act gives the FMC the
authority to subpoena records and
conduct investigations of state-owned
fleets suspected of illegal shipping
practices in the U.S. foreign trades.
The FMC has not been alone in its
fight against "predatory Soviet mari
time policies." Japan and the Common
Market nations have also threatened
action against Soviet shippers for their
practice of "rate slashing" and "dump
ing" on free world trade routes. Bills
similar to the Controlled Carrier Act
may soon be enacted in both places.
The USSR Merchant Marine Min
istry has screamed foul and has said it
will retaliate if the Western countries
continue "discrimination"against Baltic
and other Communist bloc lines.
The Soviets, of course, have been
"discriminating" against free world
shipping all along. Since the U.S.
opened its ports to the USSR in 1971,
Russian policy of selective rate cutting
has led to decreased shares of U.S.
cargoes for U.S. shipping companies.
Now, maybe this trend will finally be
reversed.
The Russians are not dead yet,
though. They have petitioned the U.S.
Court of Appeals to stay the cancella
tion of its tariffs scheduled for April 26.
The Russians claim the FMC's pro
posed ban of Baltic from U.S. Atlantic
& Gulf European trades is unfair.
The FMC on the other hand has
countered with the statement that
"carriers competing with Baltic will be
seriously disadvantaged and the Com
mission's power to regulate will be
sharply undercut if a stay is granted."
The FMC asked for prompt action in
dealing with the Soviet owned com
pany, noting that Baltic could avoid any
consequences by merely furnishing the
requested information "which it ad
mittedly possesses or could assemble."
Baltic has provided the Commission
with some 4,300 documents but, with
out certain "key documents" or "ci
phers." All the other data is "virtually
useless."
It is the SIU's desire to see the U.S.
Court of Appeals allow the Federal
Maritime Commission's decision to
stand on its merits and let the Con
trolled Carrier Act fulfill the purpose for
which it is intended. This action will
help protect the viability of American
flag shipping and provide a better
competitive balance for all involved.
Hall: Neglected Fleet Hurts U.S. Capacity to Deliver In Emergency
SIU President Paul Hall was the key
note speaker at a recent meeting of the
National Defense Transportation Asso
ciation in New York.
The Association is dedicated to the
principle that only with a good trans
portation system can, we protect our
nation's freedom and security.
Hall, who is also Senior Vice Presi
dent of the AFL-CIO, as well as
President of the Maritime Trades
Department, underscored the vital
importance of the merchant marine to
our country's security when he spoke of
the "capacity to deliver—that's what
wars are all about." He went on to ask
the question, "Where does that leave
us?"
Admittedly, that doesn't leave us in a
very good position, especially when you
consider the unprecedented build-up of
the Russian merchant marine.
"What is needed is direction and par
ticipation on the part of the Administra
tion and the White House," Hall said.
He added that communication, as
usual, is one of the main obstacles to
progress in this area, and that "we"—
meaning labor, management, and the
wake people up to the importance of
maintaining a strong merchant marine.
Right now, our logistical supply
capacity is in deplorable shape. And it's
not going to get better unless more
people begin to listen to what we've been
saying for years.
Plainly speaking, the situation is bad.
As Hall pointed out, "In an emergency
situation today, we would not have
sufficient ships either to resupply U.S.
forces or to shift to alternative sources
of supply in the event of an embargo on
essential raw materials such as oil."
NMC Says Lack of Clear LNG
Policy Will Hurt U.S. Shipbuilding
SIU President Paul Hall
military—have an "obligation to get
together" to discuss our nation's real
logistical and defense deficiencies.
"We should try and press for an area
where we can all meet together," Hall
continued "I don't believe enough talk
is going on and I'm not sure enough
contact is being made."
The SIU has been doing its utmost to
Getting to the top
doesn't have to be a
long haul.
We'll help
you get
there
Move up in the Engine Department. Take the FOWT Course
at HLS. It's your first step up the career ladder. It starts May
10. To enroll, contact HLS or your SIU Representative.
The National Maritime Council
(NMC) a maritime labor-management
promotion organization ol which the
SIU is an active member—last month
asked the Carter Administration's
Department of Energy why it is
dragging its feet on the import of
liquified natural gas (LNG) and the
building of LNG ships to carry the fuel.
The Administration has been trying
to make up its mind on these questions
since late 1977, So the NMC finds the
lack of a definite LNG policy by the
Government "disturbing."
Only last December the Department
of Energy (DOE) killed two LNG
projects as "too costly" by El Paso Gas
and Tenneco to build 16 new LNG
carriers. Other pending LNG plans—
now in limbo—would have built 16
more LNGs.
American shipbuilders have a key
technological lead in LNG construction.
So the needed U.S. construction subsidy
to build LNG ships is only half that of
conventional cargo vessels.
At present, the SIU is crewing seven
U.S.-flag LNG ships—two for El Paso
and five for the Energy Transport Co.
"ix other LNGs are being built in
American shipyards, also to be crewed
by the SIU.
In a letter to DOE Secretary James R.
Schlesinger—triggered by the agency's
nix of the LNG projects NMC's new
executive secretary, C. William Neuhauser said his organization was in no
position to judge the merits of the two
projects (El Paso and Tenneco) but "it
appears to us that these applications
were hindered by a lack of overall LNG
import policy."
Neuhauser added that the NMC
"requests that you (Sec. Schlesinger)
direct the task force (studying LNG
policy) to complete its work so that
potential importers of LNG and our
nation's shipyards will know where they
stand."
The letter noted the "conspicuous...
silence" of the task force.
The project-by-project "ad hoc
approach to I.NG import policy," Neu
hauser went on, "has a spillover effect
in an area of critical concern to the
NMC, namely the economic health of
this nation's shipyards, faced now with
a drying up of new orders and an all but
sure timetable of reduced activity and
layoffs."
Ogden Wabash Commitfee
Recertified Bosun Elmer Barnhill (right) ship's chairman of theSTOgden Wabash
(Ogden Marine) early this month is with the Ship's Committee of (I. to r.) Steward
Delegate Dewey E. Emory, Engine Delegate Walter W. Chancoy and Deck
Delegate P. M, Graham. The tanker paid off at Stapleton Anchorage. Staten
Island, N.Y. on Mar. 7.
March 1979 / LOG / 5
�gg^
with the resulting high water marks. At Alton, 111. north of here, floodstage wa
recorded at Locks and Dam 26 with the water 3 feet over the banks.
High water on the Ohio River also hit the port of Paducah, Ky.
Great Lakes
Jacksonville
SlU-contracted Crowley Maritime's Trailer Marine Transport will for the
next two years carry provisions for the Military Sealift Command from this port
to the U.S. Naval Base at Guantanamo Bay (GITMO) Cuba.
Leaving here every other Monday, the run will take 4'/2 days by Crowley's
9,000 hp die.sel tugs and double-deck R/O R/O refrigerated barges.
Washington, D.C.
A new Inland Towing and Dredging Council of the Transportation Institute
(Tl)—a maritime research organization—last month elected officers to form
programs to advance the industry.
Elected chairman was S.D. Campbell, chairman of the board of Foss Launch
& Tug Co. of Seattle and named secretary whs William R. Saul, president of the
Stcuart Oil Transportation Co. of Piney Point, Md.
The council will watchdog legislative and regulatory agencies here concerned
with the continued productivity and efficiency of water transportation.
T.I. is setting up means to discuss these issues with the appropriate Govern
ment agencies.
St. Louis
Heavy ice had the Illinois Waterway here all jammed up early this month
Last month the U.S. Maritime Administration (MARAD) okaye
construction loan and mortgage insurance to the SlU-contractcd Hannah Inlan
Waterways—the Lakes biggest oil and chemical tug and barge transpo
company. Hannah will use the funds to build two-doubled skinned liquid barge
at a cost of $5.9 million.
The first to be built will be a 37,000 barrel barge set to be delivered this yea
from the Nashville (Tenn.) Bridge Co. The second, a 58,000 barrel barge will b
delivered next year from the Equitable Shipyards, New Orleans.
Houston
G & H Towing has one of its new tugs, the first of nine on order, undergoin
sea trials after delivery recently. The delivery of the second tug is expected by th
end of this month. Three more of the nine tugs are under construction wit
delivery dates seen on a continuing monthly basis.
Mobile
Informed sources now say that the 1981 completion date of the projecte(
Tennessee-Tombigbee Canal, which would link this port via the above namec
rivers with the Midwest's Ohio and Mississippi Rivers, has been set back to 1984
due to legislators' opposition to the U.S. Army Corps of Engineers spending oi
the project.
Norfolk
U nion members sailing with the Norfolk, Baltimore and Carolina Lines (N BC
will vote on their new contracts at the end of this month.
The new contracts feature gains in wages, welfare benefits and the SIU Inlanc
Vacation Plan.
Railroads Lobbying for Higher User Fees to Hamper Inland Wafers
Another effort to undermine the
competitive edge the economic and
efficient inland waterway industry holds
over other modes of domestic trans
portation has been launched in
Congress.
Rep. Berkley W. Bedell (D-Iowa)
introduced the "Transportation Users
Equity Act of 1979" recently which
would impose user charges on shallowdraft vessel operators using any inland
waterway.
The bill has been referred to the
House Public Works, Transportation
and Ways and Means Committees. It
would empower the Secretary of the
Army to establish "a schedule of user
charges to recover 25 percent of each
navigation project constructed, op
erated, rehabilitated or maintained by
the Secretary on any inland or intracoastal waterway in the U.S."
Bedell's bill follows on the heels of last
year's successful move to impose a fuel
tax on the inland operators.
The Navigation Development Act,
signed into law by President Carter last
October, schedules a tax on diesel and
other liquid fuels used by commercial
cargo vessels traveling the inland and
intracoastal waterways of the U.S.
Beginning with a 4 cents per gallon levy
in Oct., 1980, the fuel tax rises to 10
cents per gallon by Oct., 1985.
Last year's fuel tax marked the first
time in U.S. history a user charge had
ever been imposed on the nation's
inland waterway network.
The final tax schedule was worked
out by a joint Hou.se/Senateconference
committee. It was a compromise
measure that imposed lower charges
than called for in a Senate bill. Passage
of the bill was liTiked to authorization of
badly-needed funds to reconstruct
Locks & Dam 26 in Alton, 111.
The Locks & Dam renovation project
has been a top priority of the inland
industry for many years. Over the
course of the fight, while the industry
staunchly opposed imposition of any
inland user charges, it became apparent
that funds for the crumbling Illinois
facility would never materialize unless
the fuel tax the railroad had long
lobbied for, was also imposed.
Imposition of the fuel tax was a
victory for the railroads in their fight to
blunt the competitive advantage the
U.S. waterway network holds over rail
transport.
Robert E. Lee Committee
In deep financial trouble, the rail
roads viewed the inland fuel tax as a way
of making water transportation less
economical to use.
Maritime industry spokesmen credit
the railroads with this year's effort to
further diminish the dominance of the
inland navigation system over other
modes of transport.
But it is also felt unlikely that
Congress will vote to impose additional
inland waterway charges at this time.
Since a fuel tax was just signed into
law five months ago, both industry
spokesmen and Congressional ob
servers agree chances the Congress will
vote to impose back-to-back charges on
the inland waterways are slim.
In addition, under the authority of
last year's fuel tax bill. Congress is to
conduct a study in 1983 to determine
whether the tax has substantially hurt
the industry.
For these reasons, maritime industry
representatives feel the inland water
ways are relatively safe from further
taxes, at least until 1983.
But the Bedell hill underscores the
fact that the railroads plan to keep their
allies active in Congress until taxes on
the inland navigation system bring the
costs of water transport closer to that of,
cargo by rail.
The Union, along with SlU-contracted inland operators and other
maritime groups, is not about to allow
an endless run of taxes on the waterways
to cripple the inland industry.
The SIU will continue working in
Congress to make sure that the interests
of SIU Boatmen who work the thou
sands of miles of navigable U.S. rivers
and channels are protected.
ts
Mtmey
Make your time as an OS pay.
Upgrade te AS at SIS,
The Ship's Committee and the crew of the LASH Robert E. Lee (Waterman) paid
off at Pier 7, Brooklyn, N.Y. on Feb. 28. The committee here (I. to r.) is Deck
Delegate George Hamilton, Engine Delegate Stephen Jones, Recertified Bosun
Alfred Hanstvedt, ship's chairman: Chief Steward Robert Boyd, secretaryreporter. and Steward Delegate Nelson Rojas.
6 / LOG / March 1979
To enroll, contact HtS or your SIU Representative.
�T.I. Study: Bilateral Shipping
Pact With China a Must
The United States is on the threshold
of negotiating a maritime agreement
with mainland China which will reopen
Chinese ports to American-flag vessels
for the first time since the Communists
came to power in 1949.
But unless the Carter Administration
officials who will be traveling to Peking
this spring target a major role for the
U.S.-flag fleet as a number one priority
in any negotiated shipping agreement,
American seamen and the U.S. econ
omy will end up shortchanged.
This was the thrust of a study recently
released by the Transportation Institute
titled "China Trade...Will the U.S.
Count Itself In or Out?" (T.I. is a
research organization for the maritime
industry.)
The U.S. must draw up a bilateral
shipping agreement with China the
study urged, "if U.S.-flag ships are to
play more than a minimum role in U.S.
China trade."
Though U.S. trade with mainland
China was resumed in 1972, the ships of
both nations have been barred from the
ports of the other pending resolution of
the issue of nearly $2 million in
American assets which were seized by
the Chinese Communists when they
came to power.
Now that this issue has been settled,
U.S. and Chinese negotiating teams are
ready to hammer out a shipping
agreement. And if the maritime treaties
the Chinese have signed in the past are
any indication, China won't come up
short on cargo.
In the bilateral shipping agreements
the Chinese have negotiated with 13
other countries, they have made* sure
their own vessels carry a maximum
cargo share. The shipping agreement
between China and Japan, for example.
Headquartf^r^
consigns a 50-50 cargo share to the two
countries, totally excluding third flag
ships.
Shrewd negotiating, coupled with
China's efforts to improve their national
fleet, have enabled the Chinese to
by SIU Executive Vice President
acquire a merchant fleet that's growing
Frank Drozak
faster than any comparable fleet in the
world.
China's fleet now numbers close to
Pulling Your Own Weight
700 oceangoing vessels—topping the
U.S.-flag fleet by 100 ships. And the
N spite of the changes taking place in our industry, working on ships,
Chinese fleet currently carries more of
tugs and towboats is still one of the best learning experiences there is.
its foreign trade than any other national
And it probably always will be.
fleet, hauling as much as 70 percent
The lessons learned in our line of work go far beyond the practical skills
annually.
• of the trade. And they are usually learned quickly, which is why it's such
The Chinese have won such large
an effective "classroom."
cargo shares, the T;I. study points out,
A young seaman or boatman soon discovers that, unlike life ashore, he
because of, the priorities of China's
maritime negotiators. "Chinese ship
can't walk away from "unpleasant" situations. He's got to deal with them
ping delegations," the study said,
head on.
"consist of astute, long-experienced,
A sense of responsibility is developed in a young seaman or boatman by A
knowledgeable and patient officials
the very nature of their jobs. It must be a team where every man is , >
whose paramount interests are to obtain
responsible for pulling his own weight. If one guy goofs off, somebody
the most favorable terms for their
else has got to take up the slack. It's not like a big corporation where you
nation's shipping."
could get lost in the crowd. On ship or tug, someone who's irresponsible
"American negotiators must do no
sticks out like a sore thumb.
less," the report says, urging that the
U.S. negotiating team accept "strong . • Responsibility and reliability go hand in hand. A man with a real sense
input from U.S.-flag operators and all A of responsibility—who really cares about doing a good job—will also be
sectors of the American maritime ^ reliable.
industry," when drawing up the ship
Why ail this talk about responsibility and reliability? You can't
ping agreement with the Chinese.
y underestimate the importance of these qualities, not only as far as how
Trade between the U.S. and China
they can effect life aboard deep .sea, inland or offshore equipment, but
could be a major boon to both nations.
also as far as their effects on the well-being of the Union in general.
China needs U.S. manufactured goods,
The SIU has had a reputation of reliability for many years, which is one
agricultural products and heavy ma
reason why we're as strong as we are today.
chinery, and the opportunity to supply
The changes that are now sweeping our industry are also changing the'
the vast Chinese market will benefit
U.S. industry.
^ scope and amount of responsibility put on seamen and boatmen alike.
At sea, the ships are bigger and more technologically sophisticated.
But any boost to the U.S. economy
resulting from normalized trade with
And they're sailing with fewer men than were required on ships half their
China would be undermined if the U.S.
, size not too many years ago. On the inland waterways, boatmen are
flag fleet is left hauling a minimal share
working inceasingly more powerful tugs and towboats that are pushing
of the trade.
strings of barges much longer than in years past.
Obviously this puts a greater responsibility on each crewmember, just
in seeing that these vessels are maintained and sailed properly, and that
' their vastly enlarged cargoes are safely delivered.
The SIU must fulfill its own responsibility to the companies in
providing trained personnel for the ships. The development of the Harry
Lundeberg School was one effort made by the Union to keep up with the
challenges and demands imposed by the new technology.
And it's the responsibility of the membership—to themselves, their
families, and to the Union—to take advantage of this facility for '
upgrading.
The Union is doing everything it can to improve conditions and protect ^
' the job security of SIU members. But it's a two-way street. There's a lot '
that Union members can also do to protect their job security.
^
To begin with, just doing your job the best you can, and making an '
'effort to improve your skills, helps to protect your job security.
Picking and choosing a job is the right of the individual. And it's almost
a luxury for those who have been through hard times; who were happy to
take anything they could get. But remember, you have a responsibility to
the Union, to man our contracted equipment, to stick with a job as long as
you can.
Lastly, there's a responsibility unique to our country that's passed <
down from generation to generation. That is the responsibility for^
maintaining the reputation of the American merchant seaman. That he's
the best in the world. That he's the best trained and the most reliable.
I
Make
More
BreadI
Upgrade in the Steward
Department at HLS
Chief Steward—May 28
Chief Cook—May 14
Cook and Baker—May 14
See your SlU Representative to enroll
Don't Forget...
...That new LNG ships are under
construction now and that you can he
aboard one soon—IF you've got the
skills and know-how.
DON'T FORGET that LNG courses start
at HLS on April 30 and May 28.
DON'T FORGET to enroll...
See your SIU Representative
or contact HLS
March 1979 / LOG / 7
�The
Lakes
Picture
Lakes on lee
For the first time since the National Weather Service has been keeping
records, all four Western Great Lakes were fro/^en and impassable at the same
time last month. Lakes Erie, Huron, Michigan and Superior were all reported
ice-covered in mid-February and shipping was at a near standstill.
Algonac
The frozen Lakes have already begun to thaw, however, and fit-out on the
Lakes is expected to take place as scheduled. The engine department is already
aboard the S. T. Crapo (Huron Cement) and the deck department will board the
cement carrier on March 12. Another Huron Cement vessel, the J.A.W.
I^leharl has recalled the crew for March 6. The crew of American Steamship
Co.'s Niculet is scheduled to return to the ore carrier on March 7, and the crew of
the Medusa C/iaZ/fzigfT (Cement Transit Co.) will begin readying her for the 1979
shipping season as of March 5.
SIU reps in Algonac report that progress is being made in the contract
negotiations with the Michigan Interstate Railway Co. which operates the car
ferries Viking, City of Milwaukee and A. K. Atkinson. The Union will be
meeting with the company this month and expects to wrap-up the agreement
soon thereafter.
Chicago
The strike at American Shipbuilding Co., which lasted almost six months has
been settled and the yard is back in full operation. Because of the strike SIUcontracted companies, which usually winter their vessels at the yard had to make
other arrangements this year. Since the yard-resumed work, several ships are
reported in for repairs.
Frankfort
The port of Manitowoc, Wise, is now open for the first time since 1974.
The car ferry Viking (Michigan Interstate Railway Co.) made the first run to
Manitowoc on Feb. 9. The port was closed five years ago because at that time, the
company only had one ferry in operation. Now, MIRC is running the Viking and
the newly-acquired City of Milwaukee and there are plans to j-estore the Arthur
K. Atkinson to service in the future.
Frankfort harbor was covered with ice that ran 19 feet deep into Lake
Michigan and, on Feb. 22, both the Viking and the City of Milwaukee got stuck
in it.
An ice-breaking buoy tender, called in to free the two car ferries, also became
trapped in the ice but all three vessels were eventually freed with the help of a
Coast Guard cutter.
The City of Milwaukee, trapped for about 24 hours, was released just in time.
She had only seven hours of fuel supplies left. In 1977 the Milwaukee wasn\ so
lucky. She got stopped by ice in the harbor then too, but it took three days to get
her out.
/
The ice at the entrance of Frankfort harbor is bad every winter but this year it's
even thicker than usual. A Coast Guard officer in Frankfort said the ice outside
the harbor "runs right to the bottom."
Cleveland
Last month, the on-again, off-again plans to build an ore transshipment
dock in Cleveland harbor seemed to be settled once and for all. Republic Steel
Corp. decided to build the ore handling facility in Lorain, Ohio and Cleveland
was out harbor renovations and rent revenues.
But Cleveland may get a new ore dock after all. There's talk around the city
that ConRail may undertake an extensive modernization program at their
Cleveland ore dock which will include installation of a modern pellet-handling
facility at the site. If ConRail goes ahead with the plan, Cleveland Harbor
will have to be dredged because it is currently too shallow to accommodate
1,000-ft. ore carriers.
Weiland Canal
This year marks the 150th anniversary of the opening of the first Weiland
Canal aijd Canadian and U.S. Great Lakes shipping organizations are planning
several ceremonies to mark the occasion.
1 he present Weiland Canal, the fourth built, is only distantly related to the
first canal which opened in November, 1829.
The canal in use today is 25 miles long, like the first waterway, but that's about
all the two have in common. Today's Weiland Canal connects Lakes Erie and
Ontario with seven modern lift locks and can accommodate vessels up to 800 feet
long.
r
The canal in use in the 1800's had 40 wooden locks and it was not dug through
to Lake Erie. Vessels transiting the original canal passed from it into the Weiland
River, from there into the Niagara River and finally into Lake Erie.
Loday the waterway, administered by the Canadian St. Lawrence Seaway
Authority, is a vital link in the St. Lawrence Seaway system, providing access for
U.S. and Canadian Midwest operators to ocean shipping.
Shipping Aids
The prospect of using hovercraft, air cushion vehicles which travel over water
or ice, is being considered as an alternatiyje transportation form in several areas.
Alaska recently began a feasibility study'on the use of hovercraft as passenger
and supply ferries in remote areas of the state.
The Canadian Coast Guard plans to begin using an air cushion platform
designed as an icebreaker on the Great Lakes next year. Tests on ice breaking
hovercraft have been underway for the past two years in Lake Superior and the
Canadian CG reports they have been proven very effective in "enhancing the host
ship's movement through ice."
If the sun shines on the Great Lakes it may soon be used to power minor
navigational aids. Canada's Ministry of Transport is currently testing buoys
which use the sun as their power source instead of conventional storage batteries.
If the tests are successful, a Ministry spokesman said "minor navigational aids
throughout maritime may soon be powered by solar energy.
Navy Sec'y Sees Decline of Merchant Fleet Hurting U.S. Defense
Testifying before the House Armed
Services Committee last month Secre
tary of the Navy W. Graham Claytor
Jr., hailed the U.S. merchant fleet for
performing "a vital role in our
national security," but pointed out
that the fleet is "much too often
overlooked... or neglected.
"There is absolutely no doubt," Sec
retary Claytor said, that "continued
erosion of our merchant fleet and its
supporting shipbuilding industry and
labor force is going to weaken our
national defense."
Indicating a new spirit of coopera
tion is developing between the Navy
and the maritime industry. Secretary
Claytor pledged to work with the
Maritime Administration, "in every
possible way" to revive the Ameri
can-flag merchant fleet.
The U.S. merchant fleet is "by any
measure, stagnating," the Navy Secre
tary told the House Committee, adding
"the commercial shipbuilding outlook
is highly pessimistic. This is not a
satisfactory state of affairs.
"Not only are we losing the business
competition, but the sealift capabil
ity essential to crisis action and
mobilization is in serious and growing
jeopardy," he warned.
Secretary Claytor, pointing out that
American law targets the U.S. mer
chant fleet as a naval and, military
auxiliary vital to the national dclcnse,
presented the House Committee with
the Navy's position on the Admini
stration's budget for fiscal year 1980.
"We must find the means," Secretary
Claytor insisted, "to keep our mari
time industry alive and well."
Another sign that the Navy is wil
ling to work alongside the merchant
marine for common ends surfaced
last January when the Navy Secretary
and MARAD chief Robert Blackwell
held meetings with representatives
Deposit in the SIU Blood Bank—
It's Your Life
8 / LOG / March 1979
of maritime labor and industry.
Maritime spokesmen who partici
pated in the discussions said the
emerging spirit of Navy cooperation
with the merchant marine was very
evident at that time.
One participant said the tone of
Secretary Claytor's remarks reflected
his awareness that "the Navy can no
longer afford to ignore, in the U.S.
flag merchant marine, a possible
source of ships and manpower."
Point Judy Committee
Late last month at payoff in Bayonne, N.J. the Ship's Committee and some of the
crewmembers of the ST Point Judy (Point Shipping) gather for pix. Thpy are
(seated) Saloon Messman Mike Brenno and (2nd row 1. to r.) Chief Steward M. Los
Pina, secretary-reporter and Deck Delegate Russ Barrack. Standing (rear I. to r.)
are Recertified Bosun Walter Butterton, ship's chairman; AB William Sharp.
Steward Delegate Isiah Reed, OS John Chestnut and BR Jerry Kirby.
�m
Seafarers International Union of North America. AfM.-CK)
March 1979
Legislative. Aclininistr.itive ami Kegulatorv H.ippenings
SIU Urges Congress To Continue Aid to US Merchant Marine
SIU Washington representative Chuck
Mollard went before the House Mer
chant Marine Subcommittee earlier this
month to urge Congress to continue to
support the aims of the Merchant Marine
Act of 1970 so that the United States will
have a viable merchant fleet "capable of
serving as a naval and military auxiliary in
time of war or other national emergency."
The House subcommittee is presently
considering President Carter's budget
request for 1980 to implement the various
programs of the U.S. Maritime Admini
stration.
The budget includes a request for $101
million for construction subsidies to aid
and encourage building new vessels in
American shipyards. This figure is down
considerably from what was asked for and
approved last year.
Also requested is $256 million for
operating differential subsidies to permit
U.S. flag operators to compete with foreignflag operators in the U.S. export-import
trade. This request is up from last year.
In addition, the Administration's budget
calls for another $ 16 million for research and
development activities in a wide range of
maritime programs, including ship design
and development; and an additional $25.8
million for maritime education and training
expenses.
Following are Mollard's comments to
the House Merchant Marine Subcom
mittee:
"We believe the funds contained in this
legislation are minimal. They are, how
ever, necessary to continue the programs
set out in the 1970 act. These programs
have continually played an important role
in our efforts to develop a United States
merchant marine which fulfills the intent
of Congress as set out in the Merchant
Marine Acts of 1936 and 1970.
"As you know. Congress declared it to
be the policy of the United States to have
a merchant marine sufficient to carry its
domestic waterborne commerce and a
substantial portion of its foreign export
and import trade, as well as capable of
serving as a naval and military auxiliary
in time of war or national emergency.
"It is particularly significant that the
funds requested envision the construc
tion of three dry bulk ships. In fact, one of
the principal purposes of the 1970 Act was
to create a bulk carrier fleet, and no issue
received more attention during the con
sideration of this legislation.
"This Committee and the Congress as a
whole recognized that the United States
was rapidly becoming a nation depen
dent on oceanborne imports of raw ma
terials.
"As a result, the 1970 Merchant Marine
Act extended for the first time construc
tion (and operating) subsidies to bulk
cargo vessels with the intention of build
ing a strong and modern bulk fleet.
"The need for a bulk fleet under the
American flag is greater today than at any
other time in our history. Our nation is
reliant on imports by ship of 72 vital raw
materials and, -according to the Depart-
On the Agenda in Congress...
PHS Hospitals. The Labor/Health,
Education & Welfare Subcommittee of
House Appropriations Committee is hear
ing testimony on the budget requests for
PHS hospitals and clinics. Eight Public
Health Service hospitals are left in the U.S.,
and additional funds are needed each year to
maintain the good quality of the medical
services which are available in them, as well
as to maintain and improve the physical
facilities. We will be watching these hearings
very closely.
* U.S. dependence on Imported Oil—
Iranian Situation: Hearings on the nation's
oil problems—including our dependence on
foreign imports, and the special problems
relating to the situation in Iran—are being
held by the Senate Energy and Natural
Resources Committee. These hearings are
being conducted by the Committee's
Chairman, Senator Henry Jackson (DWash.). One of the areas being examined is
the possibility of increasing the U.S.
domestic production of oil, stepping up our
energy conservation programs, and reduc
ing our dependence on foreign import of oil.
Alaskan Oil. Congressman Stuart McKinney has again introduced legislation to
extend the existing prohibitions in the law
against the export of Alaska oil. The
restrictions are contained in the Export
Administration Act. Hearings on proposed
new revisions to this Act are now being held
before a subcommittee of the House Foreign
Affairs Committee. There has been strong
pressure from the major oil interests to
either sell a major share of the North Slope
oil to .Japan, or to trade it off to Japan in a
swap agreement with Mexico. In either case,
U.S. consumers would not benefit—and
would in fact stand to lose a great deal and
American jobs would be lost to foreign- flag
ships operated by the major oil conglom
erates.
Strategic Petroleum Reserves. The
Energy Resources Subcommittee of the
Senate Energy and Natural Resources
Committee will be holding hearings this
month on the current status of the U.S.
strategic petroleum reserves.
Ocean Mining. Both the Hou.se and the
Senate are scheduling hearings on a bill
which would regulate deep sea bed mining
for strategic minerals. Legislation passed the
House late last year, but died in the Senate
when time ran out. 'Both the House and
Senate seem anxious to get this legislation
enacted quickly in this session of Congress.
The Senate has already drafted and
introduced a bill. This bill —S. 493—
contains all of the language contained in
the House bill which passed last year, and
which called for the use of U.S.-flag
mining ships and ore carriers.
Hearings are now scheduled before the
Oceanography Subcommittee of the House
Merchant Marine and Fisheries Committee,
and also before the Energy Resources
Subcommittee of the Senate Energy and
Natural Resources Committee.
ment of the Interior, dependent upon
imports for at least 50 percent of our
demand of 13 basic strategic raw mate
rials, including aluminum, chromium,
manganese, nickel, tin and zinc.
"While our demand for foreign raw
materials has been growing, only two
bulk vessels have to date been con
structed under the 1970 Act. The United
States-flag dry bulk fleet consists of only
19 ships, most of which are oil and
virtually none of which are engaged in
the carriage of strategic raw materials in
our foreign trade.
"Consequently, we are particularly
pleased that the United States may begin
to develop a new generation of bulk
vessels through the funds requested for
fiscal year 1980 ship construction.
"In conclusion, Mr. Chairman, we
believe the programs contained in the
Merchant Marine /\ct of 1970 should be
funded by the monies contained in H.R.
2462.
"We further believe that the United
States government, through the expertise
provided by this Committee, should
pursue legislative initiatives that form the
basis of a new, comprehensive national
maritime policy which results in a strong
and revitalized merchant marine.
"Recent international events, particu
larly Iran and Southeast Asia, have
pointed out an increasingly potential
threat to the stability of the free world.
The United States, as the world's greatest
democracy, is affected by these interna
tional political and economic conditions,
and must be able to have under its control
a merchant marine for strategic, eco
nomic, political and ideological support.
"The United States-flag merchant marine
is in fact our nation's fourth arm of defense
and must be in a state of readiness at all
times."
SIU Washington representative Chuck Mal
lard testifies before the House Merchant
Marine Subcommittee to urge continued
Federal support for the U.S. merchant marine.
The support is necessary, he said, to fulfill the
intent of Congress "to have a merchant
marine sufficient to carry the nation's domestic
and foreign trade as well as to be capable of
serving as a naval and military auxiliary in time
of war or other national emergency." *
March 1979 / LOG / 9
�Maritime Industiry
News
2;i)C 51U in ^Vn5l)imitun
Opposition to Export of Alaska Oil Increases; Consumer Groups Join Labor and
of U.S. oil supplies would be a national
A planned move by some members of the
Congress in Protest
Administration to export Alaska North
Slope oil is drawing increasing opposition
from consumer groups, labor organizations,
and members of Congress.
The Consumer Federation of America
adopted a policy statement at its annual
meeting opposing the export of Alaska oil
and voicing concern over this nation's "gross
dependence" on OF^EC oil which "leaves the
nation vulnerable to supply disruptions
instigated by OPEC nations for political and
economic purposes."
The statement continues, "The Consumer
Federation of America opposes the export
or swap of Alaskan oil unless it can be shown
that such an export or swap would be in the
consumers' interest and would not jeopar
dize security."
The AFL-CIO Executive Council also
issued a statement opposing the export of
Alaska oil and referred to the proposed
move as a "consumer rip-off engineered by
the nation's oil companies to obtain greater
profits."
Stating that "Administration considera
tion of the possible export of Alaskan oil
raises the greatest dangers for the nations'
economic and defense security,"the Council
MARAD Issues Prediction
On 5-Year
Shipbuilding Program
The U.S. Maritime Administration
(MARAD) this month issued a five-year
prediction on anticipated shipbuilding
activities in U.S. shipyards.
According to the report, MARAD
expects contracts will be set for a total of
nine merchant vessels for the year beginning
Pet. 1, 1979. These would include two Great
Lakes carriers, one chemical tanker, three
large containerships, and three tankers.
Forty-one additional merchant vessels are
expected to be constructed in U.S. yards
beginning Oct. 1, 1980 and extending
through 1984. Following is a breakdown on
the types of ships anticipated during the
period:
Three 35,000 deadweight-ton (DWT)
bulk carriers (subsidized construction); four
60,000 dwt Great Lakes carriers; four
tug/barge tankers; two chemical tankers; 14
roll-on/roll-off vessels (13 of these are
expected to be subsidized); three large
containerships (incluaiiig one subsidized);
.seven small containerships; two subsidized
LASH ships; and two 40,000 dwt tankers.
According to MARAD sources, there are
a number of "secondary prospects." These
include the possibility of 12 new liquefied
natural gas (LNG) carriers, and five
additional 35,000 dwt bulk carriers.
The new LNG construction is contingent
upon clarification of the Carter Admin
istration's intentions with respect to LNG
imports. (Two projerts involving as many as
ten U.S.-built LNG carriers have already
been squelched b^ the Administration). The
new -bulk carriers are contingent upon the
Administration's approval of MARAD's
proposed program for rebuilding the U.S.
maritime bulk trade capability.
10 / LOG / March 1979
further stressed that "the American con
sumer would gain nothing and would suffer
the loss of some of America's secure oil
supply."
The statement continues, "At a time when
the nation faces oil cutbacks at U.S.
refineries, declining imports from Iran, and
the prospect of gasoline rationing, exports
energy policy disaster....
"Swapping U.S. oil for foreign oil makes
no sense—in terms of economics or national
security. It is nothing more than a gimmick
devised by oil companies to circumvent U.S.
law and boost their profits ...
"Oil exports from Alaska or other U.S.
sources would leave the U.S. more de
pendent on the OPEC cartel or on unstable
developing countries ...
"The consumer would gain no benefit,
being forced to pay the international price
for oil wherever it may come from. The U.S.
economy would suffer the loss of tanker
employment, shoreside and shipyard Jobs,
and the tax and wage benefits they produce.
"The AFL-CIO has consistently opposed
Alaskan oil exports. We now believe the
existing legislation restricting Alaskan oil
exports should be extended and strength
ened to prevent yet another oil company ripoff of the American people."
Congressman Stewart McKinney (RConn.) introduced legislation, H.R. 2344,
extending the existing prohibitions in the
law (Export Administration Act) against the
export of Alaskan oil. The bill was referred
to the House Committee on Foreign Affairs.
Transportation Institute Forms Three New Councils
Transportation Institute—the Washing
ton-based research organization whose
160 member companies are engaged in
deep-sea and inland waters transporta
tion, formed three industrial councils to
concentrate on specific problem areas.
The three new policy groups are: the
Towing and Dredging Council; the Liner
Council, and the Bulk Shipping Council.
The Institute's Towing and Dredging
Council has elected as chairman, S. D.
Campbell, chairman of the board of Foss
U.S. Merchant Fleet
Tops 21 Million Tons;
Active Ships Decline
The privately-owned, deep-draft fleet
of the U.S. merchant marine climbed to
21.7 million deadweight tons (dwt) on
.lanuary 1, 1979 while the number of
vessels in the privately-owned fleet dropped
off to 707. As of the first of the year, the total
number of ships in the U.S. fleet stood at
745. But only 550 of these vessels are active.
According to figures released this month
by the U.S. Maritime Administration, the
nation's deep-sea vessel carrying capacity
increased by 1.3 million tons over the oneyear period, while the number of ships in the
U.S. fleet continued to decline. This again
reflected the comparatively smaller size of
the ships which were sold foreign or
scrapped.
As of Jan. 1, 1979, 55 merchant ships
totaling more than 3.5 million dead
weight tons were under construction or
on order in American shipyards. The new
U.S.-flagI ships on order consist of 12
tankptis, ,11 tNG_'^, i l intermodal carriers,
12 dry-biiit (Vessels, thr^ break-bqlk
cargo ships, and six special-type vessels.
Launch & Tug Co. of Seattle; and as
secretary, William R. Saul, president of
Steuart Transportation Co., Piney Point,
MD.
This group is reviewing legislative and
regulatory issues affecting productivity
and efficiency of water transportation.
The Transportation Institute's Liner
Council elected Joseph M. Farrel senior
vice president of Waterman Steamship
Corp., as chairman, and Captain D. Kirby
of Delta Steamship Lines as secretary.
The Liner Council is presently prepar
ing programs to develop bilateral ship
ping agreements, including an agreement
with the People's Republic of China.
The newest of T.I.'s councils—the Bulk
Shipping Council—met for the first time
early this month to elect officers and
outline areas of study and discussion. The
new officers are Jack Goldstein, vice
president of Overseas Shipholding
Group, Inc., chairman; and as secretary,
Robert B. Skeele, president of Zapata
Tankships, Inc.
At their opening meeting, the council
focused on the Russian grain trade, a
proposed bilateral shipping agreement
with China, the question of exporting
Alaska North Slope oil, and the role of
private industry in maritime support of
the Navy at sea.
SfAD b the SlU's political fund aad our polHical am n
Washington, D.C. The SlU asks foe and accepts volvntary
contributions only. The Tnlon uses the money donated to
SPAD to support the election campaigns of legblators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIL' to work elfectivelv on the vital
maritime issues in the Congress. These are issues that have
a direct impact on the Jobs and job sccuritv of all SIU mem
bers, deep-sea, inland, and Lakes.
The SID urges its members to continae their flne record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
•II without fear of reprisal.
A copy of the SPAD report is filed whh the Federal Elec
tion Commission. It b available for purchase from the FEC
'- Washington, D.C.
#
�Unions Solid on issue of V.A. Benefits for Seamen
A unified effort on the part of U.S.
maritime unions is currently under way
to secure veterans benefits for merchant
seamen who risked their lives and safety
in the service of their country during
wartime.
Maritime labor's application will be
evaluated by a three-member Civilian
Military Review Board. The Depart-
Eisenhower Coiled
M.M. Tourth
Arm of Defense'
In 1944, then-General Dwight D.
Eisenhower credited the American
merchant marine with having played a
vital role in the World War II effort.
"I consider the merchant marine,"
Eisenhower declared, "to be our fourth
arm of defense." The U.S. merchant
fleet, said the future President, "insures
that our lines of supply for peace or war
will be safe."
The American merchant marine has
come through, time and again, as an
important support to the country during
wartime.
U.S. merchant mariners have shared
the hazards of war along with their
brothers in the armed forces. And when
the casualty figures from any U.S.
military action were published, the
names of thousands of merchant
mariners were among them.
As critical as the role of the merchant
marine during national emergencies has
been, American seamen have received
neither veterans' status nor benefits for
their service.
ment of Defense (DOD)was authorized
to create this panel under the provisions
of the G.I. Improvement Bill of 1977.
Members of the review panel have not
been named yet. And even when they
are, the review process is a lengthy one,
as eligibility for veterans' benefits will-be
screened on a group-by-group basis. But
DOD has set the wheels in motion. They
have issued a directive mandating
creation of the review board and
spelling out. the five criteria the Board
will use for their determination.
The maritime unions, including the
SIU, are preparing their application
based on DOD's five criteria which say
that a civilian group can receive
veterans' benefits if:
• the group received training and
acquired a military capability, or, the
service performed by such group was
critical to the success of a military
mission;
• the members of the group were
subject to military justice, discipline,
and control;
• the members of the group were not
permitted to resign;
• the members of the group were
susceptible to assignment for duty in a
combat zone;
• the members of the group had
reasonable expectations that their
service would be considered to be active
military service.
The maritime unions are working
alongside the Maritime Administration
to answer the DOD criteria. The
director of the MarAd Office of
Maritime Manpower indicated that his
office had gathered evidence to substan
tiate the first four criteria for seamen
who sailed during World War II.
It was MarAd's suggestion that the
AFL-CIO maritime unions apply for
benefits initially only for merchant
seamen who participated in the World
War II effort because it would "simplify
proceedings by not raising the technical
question of whether the Korean and
Southeast Asian conflicts were 'wars.'"
"Applying on behalf of World War 11
seamen would not," the MarAd Man
power chief assured the maritime
unions, "preclude or prejudice future
applications by seamen who served in
Korea or Southeast Asia."
MarAd's point-by-point response to
the first four DOD criteria included
casualty statistics of seafarers in war
zones and documentation that combat
ribbons were awarded to some merch
ant mariners.
The only point MarAd has not yet
fully answered is the last which says that
the members of the group applying for
veterans' benefits must have had
"reasonable expectations that their
service would be considered tQ.;be active
military service."
This point is harder to substantiate
because it is subjective. But the MarAd
spokesman said the best existing proof
are the words spoken by President
Franklin D. Roosevelt on signing the
G.I. Bill into law in 1944. "I trust that
the Congress will also soon provide,"
FDR said, "similar opportunities for
postwar education and unemployment
insurance to members of the merchant
marine, who have risked their lives time
and again during this war for the welfare
of their country."
AFL-CfO Exec. Council in Favor Of Veterans Benefits for Seamen
The AFL-CIO Executive Council
feels strongly that merchant seamen
should be given their due and awarded
veterans benefits. To this end, the
following statement was issued by the
Executive Council at their Bal Harbour,
Fla., meeting on Feb. 23:
"Tens of thousands of U.S. merchant
mariners gave their lives, suffered
injuries and made sacrifices in fur
therance of American objectives in
wartime.
"In World War II, U.S. merchant
mariners, serving under military juris
diction and control, suffered a higher
casualty rate than any branch of
America's military forces.
"The G.I. Bill Improvement Act of
1977 (Public Law 95-202) makes it
possible to give U.S. merchant mariners
long overdue recognition for their
heroic wartime service by extending to
them certain veterans' benefits.
"The AFL-CIO urges all appropriate
Government agencies to take any and all
actions necessary to effectuate this
extension of veterans' benefits to U.S.
merchant mariners in recognition of
their services."
Harvey Mesford Laid to Rest In Solemn Service At Sea
Harvey Mesford, SIU Seattle port
agent, who died of cancer on January
7, was buried at sea in accordance
with his wishes. The final ceremony
took place aboard the SS Philadelphia
(Sea-Land) on January 14, while the
vessel was enroute to Anchorage
from Seattle.
Seas and swells were moderate, the
temperature was reported as 41 degrees
and the northeasterly wind was brisk
at 25 knots as the captain ordered the
ship stopped for services.
In the lonely silence of the sea.
Master James C. Waters, a life-long
friend of Brother Mesford's, delivered
the following eulogy and invocation:
"We are gathered here today in
memory of departed brother Harvey
O. Mesford, a sailor and maritime union
official, age 53, of Lynwood,who died
Sunday, Jan. 7 in a Seattle hospital and
was cremated Jan. 10.
"Mr. Mesford had worked for the
Seafarers International Union for
more than 20 years and had been
its Seattle port agent since 1972.
"He was born in Poulsbo, grew up
in Port Angeles, and moved to Lynnwood about 20 years ago. He served
Stonewall Jackson Committee
in the Army Air Force in World War 2.
"He was a member of the Propeller
Club, the Navy League and in 1973
appointed a member of the National
Defense Executive Reserve of the
Federal Department of Transporta
tion.
"Last month he received a plaque
from the Catholic Seamen's Club in
recognition of his long service in
maritime fields.
"Surviving him are his wife, Agnes;
four sons, Michael, David, Eric, Ken
neth, a daughter, Audrey, a grandson,
Leland, all of Lynnwood; his father
Ivan, Port Angeles, a brother, Bruce,
Richland and a sister Jeanne Johnson,
Seattle.
"In accordance with his wishes, he
is receiving a burial at sea. Remem
brances can be made to Father Dillon of
the Catholic Seamen's Club or to the
American Cancer Society.
"Harvey and I not only grew up
together, but when we were juniors in
high school in Port Angeles, the summer
of '42, we shipped for the first lime
as seamen aboard the "Discoverer," a
salvage tug, out of Port Angeles. Harvey
progressed to what, I believe was the
longest tenure of a maiilime union
official in the port of Seattle. I became
master of this vessel and our courses
crossed many times, always with
smooth sailing. He was a good samari-'
tan, steering scores of wayward seamen
in the right direction, a credit to the
maritime industry, and a loss to all of
us.
"We will now bow our heads in
prayer." (23rd Psalm Quoted)
"You may now commit his remains to
the deep."
"May God rest his Soul.—AMEN."
At 1515 hours, Harvey Mesford's
ashes were laid to rest in his chosen
place, the sea. The vessel's position at
the moment was 51° 03' north lati
tude, 130° 04' west longitude; roughly
313 miles northwest of Port Angeles.
Harvey will be remembered by all who
knew him.
Moufn Death Of Mrs. Meany
SIU Patrolman Teddy Babkowski (seated center) early this month fills out his
report at a payoff aboard the LASH Stonewall Jackson (Waterman) .at Pier 7,
Brooklyn, N.Y. With him are crewmembers and the Ship's Committee of (seated
I. to r.) AB NelsonDorado; Chief Electrician Victor Brunnel, educational director
and Recertified Bosun Cart Lineberry. ship's chairman. Standing (I. to r.) are
QMED Rafael Matos, engine delegate; Saloon Messman John Oldaker; Steward
Delegate Louis Babin; OS Larry Zisman and Deck Delegate Bill Adams.
Eugenie McMahon Meany. wife of
AFL-CIO President George Meany,
died Mar. 5 at the family home in
Bethesda, Md., following a long illness.
The SIU joins the rest of the labor
movement and thou.sands of Americans
in all walks of life in mourning her
passing.
Mrs. Meany, who was 82, had been a
skilled dressmaker and a member of the
Ladies' Garment Workers when the
Meanys were married in New York in
1919. They have lived in Bethesda, a
suburb of Washington, D.C., since
1948.
Survivors include three daughters,
Mrs. Regina Mayer, Mrs. Genevieve
Lutz and Mrs. Eileen Lee, and 14
grandchildren.
A funeral mass was celebrated at St.
Bartholomew's Church in Bethesda
Mar. 7. All 14 of Mrs. Meany's
grandchildren participated in the
service.
Among those attending the services
were Vice President Walter F. Mondale,
First Lady Rosalynn Carter, Labor Sec.
Ray Marshall, Senators Edward M.
Kennedy and Charles M. Mathias,
former Sen. Eugene McCarthy, several
members of the House of Representa
tives, the diplomatic corps and the AFLCIO Executive Council.
The family requests that expressions
of sympathy be in the form of contribu
tions to the Leukemia Society of
America.
March 1979 / LOG I 11
�AFL-CIO Exec. Council Sets Plan to Battle Inflation
Tagging inflation as the nation's
"most serious economic problem," the
AFL-CIO Executive Council issued a
raft of programs and policies aimed I at
directing the country toward economic
recovery at their Bal Harbour, Fla.
meeting last month.
The 35-member Executive Board, on
which SIU President Paul Hall serves as
Senior Vice President, warned that
"America's economy is heading toward
a recession."The Administration would
be making a "serious mistake," the
Council charged, by failing to adopt
policies to combat the economic
hazards ahead.
Unless the government enacts "effec
tive, fair...actions to control inflation,
through a program that is equitable,
visible and enforceable, coupled with
necessary social programs to provide
opportunities for the poor, unem
ployed, and disadvantaged workers,"
the Executive Council forecast that
inflation would worsen in 1979 and that
prospects for increased national em
ployment were "equally dismal."
When in Russia
Be Cautious
American seamen leaving ports in the
Soviet Union are coming under increas
ingly close scrutiny from Soviet customs
authorities, it was reported recently.
If you expect to be on the run to
Russia in the near future, beware!
Russian law prohibits the removal of
certain artistic or religious artifacts
from the country. Other "national
treasures," such as firearms, silver coins
and other types of currency are also
"forbidden" objects to foreigners.
Similar regulations are on tbe books
in other countries, but U.S. seamen have
been coming under especially close
observation as of late in the Soviet
Union.
Don't let some seemingly insignifi
cant souvenir get you into serious
trouble with Russian customs authori
ties. If you have any doubts about an
item you are interested in bringing
home, check on it beforehand. Soviet
customs rules and regulations are
available from the Soviet maritime
agency, INFLOT.
Ship captains should be requested to
provide this information to crewmembers. And the ship's chairman should
make doubly sure that this information
has reached everyone aboard.
The Carter Administration's pro
posed budget for the coming fiscal year
"will not be successful in holding down
inflation because it lacks, an effective
system of controlling prices," the
Executive Council statement said, in a
renewed attack on the Carter Adminis
tration's voluntary wage control pro
gram.
Persisting in their effort to hold down
wage increases, the Administration has
threatened to impose government
.sanctions on firms that grant salary
hikes above the voluntary seven percent
guidelines.
Questioning the legality of such a
move, the AFL-CIO will file a court
challenge to the threatened sanctions.
The Council stressed that the lack of
"effective price controls" is the primary
cause of inflation and reluctantly
endorsed "mandatory, across-the-board
controls on all forms of income" as the
only effective way to control it.
In addition to a mandatory controls
program, the AFL-CIO Executive
Council's proposals for improving the
economic climate for the country and
the American people include:
• expanded employment and job
training programs;
• increased energy supplies and
continued regulation of gas and oil
prices;
• containment of hospital costs;
• supplemental policies to deal with
commodity speculation, exports of food
and raw materials;
• expanded housing programs;
• creation of a national development
&
AFL-CIO President George Meany told reporters at a press conference held
during the Federation's mid-winter Executive Council meeting that swift
government action was necessary to combat the economic problems plaguing
the country.
bank and standby public works pro
grams to aid depressed areas;
• imposition of an excess profits tax
and;
• revision of restrictive agricultural
policies.
The Council also called on the gov
ernment to come up with fair trade
initiatives to realistically protect U.S.
jobs and industry against excessive
competition from foreign imports.
The AFL-CIO Executive Council was
on record as strongly opposed to a
proposed ccustitutional convention to
require a balanced federal budget and
to the Administration's proposed
changes in the social security system.
In other actions, the Council called
for changes in Medicare and Medicaid
regulations, adopted a statement sup
porting a voluntary campaign checkoff
for Congressional candidates and
endorsed negotiations with Mexico for
oil and gas.
DMckers Remrt fir Gnit likis
FEBRUARY 1-28,1979
Algonac (Hdqrs.)
Algonac (Hdqrs.)
Algonac (Hdqrs.)
Migonac (Hdqrs.)
noTAi REGISTERED
TOTALSHIPPED
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
All Groups
Class A Class B Class C
Class A Class B Class C
8
10
5
24
2
0
21
8
1
ENGINE DEPARTMENT
0
10
22
10
10
STEWARD DEPARTMENT
12
0
10
ENTRY DEPARTMENT
0
0
0
55
60
26
108
80
34
7
18
2
DECK DEPARTMENT
7
5
All Groups
9
Totals All Departments
47
28
12
8
8
0
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
A MESSAGE FROM YOUR UNION
DONT
GET
TANGLED
OP
WITH
DRUG5
IF
CAUGHT,
yOO LOSE
YOUR
PAPERS
FOR
LIFE/
12 / LOG / March 1979
�SlU Crews New Dixie Boat M/V Vigilant
Crewmembers of the Vigilant gathered in the galley for this group photograph. They are from left to right: Donald Lowe,
captain; Rick Jones, O.S.; Norman Deore, A.B.; Wade Bowers, mate: Mark Bissonnette and Pedro Borrego Jr., A.B.'s; Mike
Mayes, cook, John Rutz, relief engineer and Jim Williams, A.B. Chief Engineer Fred Adams was not present for the picture
taking.
Personals
Leon Joseph Badeaux
Please contact, Mr. Calvin Laiche,
Esq., 1090 Fourth Street, Westwego,
La. 70094 Tel. (504) 347-0118.
John P. Wimmer
Please contact, Mrs. Sandra E.
Wimmer, Route 9, Box 4B, Eight Mile,
Ala. 36613.
Nick Vrdroljak
Please contact, Mr. Eugene Brodsky,
Esq., 123 Second Street, San Francisco,
Ca. 94105.
The Ml V Vigilant is the newest
addition to the SIU contracted fleet of
Dixie Carriers. The 5600 horsepower
tugboat was built at the Main Iron
works Co. in Houma, La. in 1978, and
was delivered to Dixie in December,
Since her christening the 136 foot
long, 40 foot wide vessel has been
hauling phosphate rock from Crystal
River, Fl. to Davant, La. On the return
trip the sea-going tug loads its 18,000
ton barge Loujse Howlancl with coal
and makes her way back down the
Mississippi River and across the Gulf to
Tampa, Fla. From here it's back up to
Crystal River for another load of rock.
The Vigilant is manned top to bottom
by SIU members, skilled in the special
field of deep sea navigation. The nine
man crew consists of two wheelhousemen (captain and mate), two engineers
(chief and relieQ, four AB's and a cook.
Captain Donald Lowe says he has "a
fine and capable crew" and thinks the
Vigilant is the "best boat" he's ever been
aboard. Captain Lowe especially enjoys
the fact that much of the Vigilant^
travels are "outside," a riverman's term
for the open spaces of the deep sea.
The Vigilant boasts spacious crew
quarters and a modern galley. She is
also equipped with the finest naviga
tional systems available, as well as two
wheelhouses. The upper whcclhou.se is
used to see over an unusually high tow,
such as when the barge is empty.
Dixie Carriers is currently biiilding
another deep sea boat which will be
almost identical to the Vigilant. That
boat will be called Reliance and should
be ready for a crew at the end of April.
No Licensing Course^ For Boatmen In
The Countiy Stacks Up To
The Transportation Institute
Towboat Operator Scholarship Program
Abdulmaiek A. Ahmed
Please contact, Ms. Jean Musiker,
Rhode Island Legal Services, Inc., 77
Dorance Street, Providence, R.I.
Phillip Cogley
Please contact, your sister, Rita
Ramsey, as soon as possible. Very
important. Tel. (503) 654-6105.
Eugene Oldakowski
Please contact, Mr. Mark Broyds,
Attorney At Law, at 200 West 106th
Street, New York, N.V. 10025.
Special curriculum offered only at HLS
Room, board and books free
Tuition Free
Weekly stipend of $125
Time spent in on-the-job training counts as the equivaient of wheelhouse time
Day-for-day work time credit for HLS entry graduates
Walter R. Stewart
Your sister, Roberta, would like you
to get in touch with her at Salisbury
Manor 4-3B, South Nyack, N.Y. 10960.
To apply, contact HLS or your SIU Representative
Mark "Spanky" Johnson
and Wild Bill Killian
•
Please get in touch with Jake T.
Karaczyorsk.
James Roberts, Electrician
Please contact, Michael Murphy, on
the SS Mount Washington, c/o Mount
Washington Tanker Co-, 645 Fifth
Avenue, New Yprk, N.Y. 10022, or at
8931 Hirning Road, L^enexa, Kansas
66220—Urgent!
Comfjeied Applications must be received by June 9.
Program starts July 9.
March 1979 / LOG / 13
�Boatman Proud of HISS
Memories of ^Good Oie Days'
From ''Saki" Jack
She was never sanctioned by Delta steamship officially as the 'Delta
Queen' but, the old Del Norte was always considered such by all who
sailed her.
I can see Bill the Chief Steward now, with 'Weasel' (Wetzel) on his
knees saying, "Please Bill just let me make the trip, I swear I won't take
even one sip all trip, and 111 even stay aboard in port."
"Joe the Grinder," in the dining room raising hell with all the waiters.
Chino the Deck-Steward trying to con all the passengers. Tony the barber
losing another barber-shop at BOO-Ray. Big Eddie Stough, sparring
with Razoo back aft, to the delight of passengers and crew alike. "Saki"
Jack fouling up the next issue of the Del Norte Navigator as usual.
Jones the baker, cleaning up at poker. 'Rags', the only seaman alive to
make a complete 'round the world trip' in one T-shirt. "Born to Lose"
crying the blues to Manuel, while "Curly" is trying to figure out the
horses.
Felix the butcher working on the stock-market, while Sully the waiter
(with two baseballs in his back pockets) arguing for a case of beer. Little
Joey the bellboy and his 'Century-Plants.' Big Jeff, asleep standing up by
the passenger-elevator. Amigo, the best waiter on board, marking off the
days on his calender until his "pledge" is over. "Piggy," crying in the
pantry as he always did. Joe Wybell and Leo the 2nd Steward backing the
dice-game in the cross alleyway, part of the 'On-Board' syndicate.
Between sailing the Del Norte and the Cavalier out of New Orleans, I
spent a good ten years of my sailing life. And believe me, it was well spent
and worth every minute.
1 made some good friends there in old New Orleans, and there are no
better folks around. The good ole days were when the hall was in the
French Quarter and Sargent Hand was in full-swing. I remember "DingDong-Bell" working for Sargent Hand as the cook (one of the be.st cooks
the SIU ever had). Then I heard he latched onto some gal with a bundle
and married off. When Amigo came down Bourbon Street off his
'Pledge,' the bar-owners would run out in the street and offer him money
to go drink somewheres else. Anyone who knew Amigo can tell you what
I am talking about.
"Piggy" bought a couple of hou.ses with all the money he grubbed by
the old SIU hall. He got me a few times before someone told me the score
(I was always a soft-touch and still am). I hoisted quite a few in the
'Quarter,' and was well known in most of the SIU hangouts where credit
was easy to get. "Saki" Jack always paid all his bills (drinking and
gambling).
I miss all the old gang: Sloppy Kreel, Paul Goodman, Leo Watts,
Jimmy Sumpter, Joe Powers, Chino, Honest Al, Link, Happy, Eddie
Parr, Joe Wybell, so many, many, more, that memory eludes. Even
Captain O'Pry on the Norte was a good egg, which is unusual for a
passenger ship.
I am retired now and do much of nothing but play a few two dollar bets
at the OTB now and then. Any of my old ex-sailing buddies that are still
around—good luck, God Bless You, and Smooth Sailing Ahead
Fraternally,
Jack 'Saki-Jack' Dolan
Box 44
New Milford, N.Y.
Special Equipment Okayed
I wish to express my heartfelt thanks to the Board of Trustees of the
Seafarers Pension Plan for paying my special equipment claim. It was a
wheelchair and it was delivered a couple of weeks ago.
My everyday thoughts remain always with the SIU and all my brothers
wherever they may be. None can tell me about the struggles of the many
Seafarers around the world who carry on the great traditions of the
American merchant marine. Here's hoping that this letter finds all my
friends and brother shipmates of the past and present in good health and
good spirits.
Fraternally,
Paul Capo, Retired
Metairie, La.
14 / LOG / March 1979
As a recent graduate of an upgrading course at the Lundeberg School,
I'd like to point out a couple of observations I made.
Never have I been in a more business-like atmosphere. That goes for
everything from the classroom to the cafeteria. The student is there for the
purpose of learning certain material and the specially trained teachers do
their best to get the points across. Since the courses are so condensed, it is
almost impossible to miss class and still understand the material.
AVhile at Piney Point I had the opportunity to tour the campus on Open
House Sunday. The tour affords not only members but also friends and
family members a chance to see what the SIU School offers our members.
If more of us would take the time to visit Piney Point, I'm sure we would
be even more proud of the outstanding Jobs our leaders have done for the
brotherhood. Thanks to all at HLSS.
Fraternally,
Al Schmitt
Crescent Towing & Salvage Co.
New Orleans, La.
At Sea Medical Care
Congratulations on the leadership the SIU has provided in their efforts
to bring medical service for seamen at sea into the 20th Century. The
Union has done its part in the past in training in first aid. I'm really happy
to see they are finally able to get the Coast Guard and the companies to lift
their end of the load.
I wrote the Union about a year and a half ago after my son died on the
SS Flor concerning the inadequacy of medical care at sea. I've been
watching with real interest for the article that finally appeared in the
December 1978 issue of the Log on page three which talked about steps
being taken to improve at-sea care. Hold your heads high. The SIU
accomplished more than you know. Thank you.
Fraternally,
Fred Anderson
Mesa, Ariz.
1
It's A Good Idea!
It's a good idea to specialize in skills that are
needed today and mean job security tomor
row. It's a good idea to learn marine electri
cal maintenance.
So fake the course. Marine Electrical Mainte
nance class starts April 30. Enroll now. Contact
HLS or your SIU Representative.
It's a good idea!
�Fight to Save Alaskan Oil For U.S. Is Not Over
long with a broad cross-section
of labor, consumer and citizen
groups, we in the SIU were glad to
hear that the Carter Administration
had tabled plans to go ahead with
the Alaskan oil swap.
That decision was made,
according to Energy Secretary
James Schlesinger, because there
was no "rousing response" at this
time from Congress in favor of the
plan.
Schlesinger also said, at a recent
meeting with AFL-CIO representa
tives that the Administration was
reviewing the export proposal "in
light of changed conditions of
international oil supply."
We're disturbed by Schlesinger's
remarks because his words imply the
swap is merely in a holding pattern.
As soon as the political climate has
improved, the international oil
picture brightens, and the heat
against the plan abates, Schles
inger's comments indicate the plan is
likely to be revived.
It will be revived in spite of the
fact that it makes no sense for either
the American consumer or in terms
of national security.
Unfortunately multinational oil
companies aren't motivated by
what's good for the people or even
what's good for the country. They're
motivated by what's good for the oil
companies. And because they stand
to make higher profits by
exporting Alaskan crude than by
moving it down to the lower 48
United States, they've fought hard
to push the Alaskan oil export
scheme through.
The oil companies have built their
case for export on the argument that
exports are the only way to ease the
supposed glut of Alaskan crude
which has backed up on the West
Coast.
Of course, the obvious solution to
eliminate the West Coast oil glut is
for the oil companies to retrofit
existing West Coast refineries to
handle the crude and to build West
to East continental pipelines.
But the companies haven't moved
to retrofit or construct alternative
pipeline systems because it's not in
the interest of increasing their
profits.
Exporting our only solid domestic
oil reserve would threaten U.S.
national security by making m
increasingly dependent on unstable
foreign suppliers. It would idle a
large portion of the U.S. tanker fleet
and cripple shoreside support
industries, and, finally, deprive the
American people of oil that is
rightfully ours.
A
If Alaskan oil were sold to Japan,
and replacement supplies brought in
from Mexico, none of the
consumers involved would benefit
because the landed price of oil is the
same no matter where it comes from.
But the oil companies would
benefit. By moving the crude to
Japan the companies could save
money by using foreign-flag tankers.
They have to use American-flag
ships in the domestic trade. And
with Japan as the destination, the oil
companies would not have to
transship through the Panama
Canal, as they do to deliver oil to
Houston, thereby lessening their
transportation costs.
If the Carter Administration had
issued a resounding "No" to the oil
swap, opponents of the plan would
feel a lot more secure. But the way
we see it, they haven't said "no,"
they've merely said "later."
Unfortunately, later may be just
around the corner.
March, 1979
The International Finance Sub
committee of the Senate Banking
Committee recently concluded
hearings held to consider extending
the Export Administration Act of
1977 when it expires this June.
That Act says that any export of
Alaskan oil must be proved "in the
national interest" and gives
Congress veto power over any
export plan.
LOG
Official Publication of the Seafarers International Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFL-CIO
Vol. 41, No. 3
Executive Board
Paul Hail
President
Frank Drozak
Joe DiGiorgio
Gal Tanner
Executive Vice President
Secretary- Treasurer
Vice President
Lindsey Williams
Vice President
K'fiitoii pmssrJl
389
James Gannon
Editor
Ray Bourdius
Edra Ziesk
Assistant Editor
Assistant Editor
Mike Giilen
Assistant Editor
Frank Cianciotti
Dennis Lundy
Writer! Photographer
Photography
Marie Kosciusko
George J.Vana
ProductionjArt Director
Administrative Assistant
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y. (ISSN #0160-2047)
The loose control the Export Act
gives Congress over the foreign sale
of domestic oil is even weaker
because of a loophole in the Act
which says the Administration can
export Alaskan oil without
Congressional consent if the sale is
in the form of a swap. That loophole
is the one the oil companies would
have moved the Alaskan crude
through.
At the hearings, AFL-CIO Re
search Director Rudy Oswald testi
fied on behalf of the federation that
exporting Alaskan oil would cost
U.S. jobs, cause inflation and create
a domestic shortage of the precious
raw material.
The SIU feels that Congress
should look back on their actions of
the not-too-distant past and recall
the wording of the Trans-Alaska
Pipeline Authorization Act which
says; "The early development and
delivery of oil and gas from Alaska's
North Slope to domestic markets is
in the national interest because of
growing domestic shortages and
increasing dependence upon
insecure foreign sources."
We hope that Congress will see its
way clear to live by those words and
fulfill their role as the representa
tives of the American people,
instead of bowing to the oil
companies.
March 1979 / LOG / 15
�Wesf Coast
At Sea ^ Ashore
MARAD has plans to build a West Coast marine firefighting training facil
ity. The facility will be built since the U.S. Coast Guard is expected to rule
that certain merchant seamen must undergo practical firefighting training.
Pakistan
U.S.A.
As of Jan. 1, 1979 there were 70 new U.S. vessels of over 1,000 gross tons under
construction or on order totaling 3.7 million dwts, according to the Shipbuilder's
Council of America (SCA).
Despite this report, the 1979 business outlook for American shipbuilders looks
dim as orders for U.S. Navy and merchant ships decline. A drop in international
trade finds shipping companies not planning on adding new tonnage.
Heading the SCA report, 70 of the vessels abuilding in American yards will be
12 tankers (two for Ogden Marine) of 2-million dwt worth $747.9 million or
more.
Next are 11 LNGs of 700,970 dwt costing $1,209.6 million.
Others to be built include eight ferries of 18,750 dwt worth $135 million and
seven Great Lakes carriers of 353,300 dwt worth $230 million.
Also to be built are five containerships, five dry bulk carriers, five tug/barge
units, four hopper dredges, three breakbulk ships, three tuna purseiners, two
LASH ships, two container-R/O R/O ships, and a R/0 R/O barge carrier,
heavy-lift and pipelaying ships.
SCA estimated 36 ships will be delivered this year and 21 in 1980. Dropoffs of
nine and four are seen for 1981 and 1982, respectively.
The SCA further says that if the shipbuilding business doesn't pick up, 45,000
of the country's 174,000 shipbuilders could lose their jobs during the next four
years.
Alaska-Japan
Sea-Land began this month its first direct, refrigerated containership run
from Kodiak and Dutch Harbor, Alaska to Yokohama and Kobe, Japan.
This summer a larger containership will carry the seafood cargo on the 21-day
run.
SS Aguadilla
Last month the Puerto Rico Maritime Shipping Authority's (PRMSA) SS
Af^uadiUa (PR Marine) began a new weekly container run from Houston to
New Orleans to San Juan.
Three containerships will eventually sail on the run.
According to U.S. law P.L. 480, 50 pcrccht of the $21.9-million, or 150,000
metric tons, of wheat bought by Pakistan from America must be carried in U.S.
flagship bottoms.
Washington, D.C.
The Coast Guard has proposed new tanker standards to increase the anti
pollution capability of the 90 U.S. and 745 foreign oil carriers sailing in American
waters.
The proposals would require tankers over 20,000 dwt built after June 1, 1979
to have segregated ballast tanks (SBT) and crude oil washing sytems (COWS).
These tankers must have inert gas systems by 1981. Foreign flags must have fixed
deck foam systems by then.
Tankers today over 40,000 dwt by 1981 will have to have either SBT or COWS
or dedicated clean ballast tanks (CBT).
It is estimated that it would cost $2 million to refit each tanker.
Public hearings on the proposals will be held here at the end of the month.
Mobile
Waterman Steamship Co. last month applied to MARAD for a construction
loan and mortgage insurance for up to $28.3 million for 150 61-foot lighter
barges with an option for another 150.
The lighters are for Waterman's two LASH ships now being built for delivery
in 1980. They will sail on the Atlantic-Gulf-Far East run.
LNG El Paso Southern
Ten-foot seas prevented the SIU's LNG El Paso Southern late last month
from taking off 39 crewmembers of the burning Libel-ian 729-foot bulk carrier
St. Chris hit by an explosion 330 miles southeast of this coast.
The LNG picked up the stricken vessel's SOS about 9:30 a.m. on Feb. 27 while
in the area. The ship radioed the Coast Guard that she would standby until a
cutter arrived around midnight.
One crewmember was reported missing from the Liberian tanker after the
blaze, which threatened to sink the empty ship, was doused.
The Coast Guard cutter took off the crew and then took the St. Chris in tow as
a skeleton crew remained on board. She was bound from the port of Philadelphia
to the Netherland Antilles.
Pride of Ohiopyle, Jesse Hall, Has Career, Future Thru 5IU
Including himself, his wife Christine
and his nine-month old daughter, a total
of 138 people live in the town Seafarer
Jesse Hall calls home.
The town is Ohiopyle, Pa. It is nestled
snugly in the mountains of southwestern
Pennsylvania, not far from the borders
of West Virginia and Maryland.
But Ohiopyle, according to Jesse, is
the nation's capital of kyacking and
white water rafting. And he spends a lot
of his spare time when he has spare
time - participating in this rapidly
growing sport.
It's safe to say that Jesse Hall is the
only resident of Ohiopyle to be a
member of the SlU. It might even be
safe to say that he is the only resident
ever of this remote town to make a living
as a merchant seaman.
But the town he comes from is just
about the only thing that sets Jesse apart
from so many hundreds of other young
people who have come into the SlU in
the last ten yc.ars. In fact, Jes.se is pretty
much typical of the modern day SlU
member.
Before he entered the Lundebcrg
School in 1972 at the age of 18, hcdidn't
have much of an education, nor had he
many prospects for the future. He had
dropped out of high school and was
working in a gas station.
Jesse Hall's fortunes began changing,
though, when he enrolled in the School.
Not only because of what the School
offered, but because he took full
advantage of the educational oppor
tunities available to every SlU member.
Jes.se started out by participating in
the entry training program at HLSS. He
went back to the School in 1973 and got
his FOWT endor.sement. Within the last
two years, he has gotten his QMED
rating, LNG training and has partici
pated in a special advance course for
Marine Electrical Maintenance.
Jesse also participated in the "A"
16 / LOG / Marcfn 1979
Seniority Upgrading Program. And
along the way, he got his GED high
school equivalency diploma at HLSS.
This diploma enabled hirn to enroll in
Penn State University. Right now, he is
only 31 credits away from a degree in
forestry.
To show how strongly he feels about
the SlU and the Lundeberg School,
Jesse often compares the opportunities
available at Hl.SS to Penn State.
He .says, "at Penn State, a full time
student between room and board,
tuition and books, will pay $6,000 to
$8,000 a year for an education. But at
the Lundebcrg School, you get an
education and everything is free of
charge."
Jesse continues, "the Lundeberg
School is really a golden opportunity for
a young guy with no direction in life to
get an education and to make a career
for himself."
"The SlU and Piney Point have done
a lot for me," says Jesse, "and 1 know
that it has done the same for a lot of
other people too. And I'm sure that a
young guy can really move ahead
quickly if he applies himself and takes
full advantage of what's available to him
in the SlU."
At the present time, Jesse is sailing
reefer engineer. His last ship was the
Delta Peru which is running between
New York and South America.
He says, "1 really like the job because
of the tremendous responsibility in
volved. If something goes wrong with
the plant, the company stands to lose
$250,000 worth of refrigerated cargo.
It's my job to make sure that doesn't
happen."
Jesse has been putting in a lot of time
on the ships lately because "the things 1
want in life cost money and you have to
make it when you're young."
Icsse's high volume of seatime doesn't
Seafarer Jesse Hall with wife, Christine. Jesse has taken full advantage of the
educational opportunities available to him and all SlU members at the Lundeberg
School,
exactly thrill his wife Christine. But he
says she realizes that "we will have to
make sacrifices for a while as far as
being together is concerned. But 1 know
it won't always have to be this way."
In the meantime, though, Jesse has a
career, a plan and a future, as he says,
"thanks to the SlU."
Notice to Members On Sloping Procedure
When throwing in for work dur
ing a job call at any SlU Hiring
Hall, ineinbers must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who po.ssess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
.i?.
�AFL-CIO Maritime Trades Department Set for
Battle to Preserve, Expand U.S. Job Base
eeting in Bal Harbour, Fla.,
last month, the Executive
Boai-d of the AFL-CIO Maritime
Trades Department began mar
shalling forces for a multipronged effort during this session
of Congress to keep the job base
of U.S. workers from being
eroded through foreign competi
tion.
Presided over by MTD Presi
dent Paul Hall, the MTD, the
largest constitutional department
of the AFL-CIO, targeted as a
"foremost priority," a Congres
sional effort aimed at insuring
that "no Alaska North Slope oil
is exported or swapped."
On behalf of the more than
eight million members of 43
national and international AFLCIO unions, the MTD is deeply
concerned about the adverse
effect exporting Alaskan crude
will have on the U.S. economy
and national security.
"Congress and the nation
should flatly reject oil industry
schemes to export Alaska oil,"
the MTD Executive Board
stated. "The American consumer
will not benefit... The American
worker will not benefit...The
nation as a whole will not
benefit."
The call to reserve Alaskan oil
for domestic use alone has been
taken up by the AFL-CIO Legis
lative Dept., and members of
Congress as well as by consumer
and citizen action groups.
Addressing the MTD Board as
the keynote speaker of the twoday midwinter meeting. Rep.
John Murphy, chairman of the
House Merchant Marine and
Fisheries Committee, pledged his
effort to prevent Alaskan oil
from being sold abroad.
Across-the-board opposition
M
MTD President Paul Hall, who chaired the MTD Executive Board meeting last month makes some introductory remarks during
opening session of the Board meeting. At the right is Jean Ingrao, MTD executive secretary treasurer.
to the export plan underscores
the fact that the Alaskan oil
export issue, while threatening
the stability of the U.S. tanker
fleet and the jobs of American
seamen, is not just a maritime
issue but a problem touching the
American people at all levels.
The efforts against the exports
of Alaskan crude have been
chalked up by the MTD as the
number one goal for the 96th
Congress. But the MTD's overall
legislative package also includes
the following issues of great
concern to U.S. maritime and
American workers:
• enactment of legislation to
close the Virgin Islands loophole
in the Jones Act. The Islands
were exempted from the Jones
Act in 1936 because,at the time,
V.I.-mainland trade was mini
mal. But oil has since become a
prime Islands' export and the
loophole means foreign flag ships
can be used for carriage of that
oil. Closing the Jones Act loop
hole would require that U.S.-flag
MTD Executive Board along with MTD Port Council officials during opening
Special Supplement
Offtudl Publicjimn of Ihc Scafjicfb Inic-rnaiional Union • Alljniu . (»ulf. I jkrs and Inland Wakis Disim i • Af 1. t lO
MARCH 1979
vessels be American-built and
ships be used for the trade which
American-manned.
would create jobs for U.S.
• development of a unified
merchant seamen and for work
LNG import policy to generate
ers employed in U.S. shipyards
LNG tanker construction in U .S.
and support industries.
• creation of a bilateral ship shipyards, expand job opportun
ping agreement governing trade ities for seamen and provide a
between the U.S. and China much-needed energy source for
which requires the use of Ameri the country.
The Executive Board also
can-flag vessels in the trade. A
bilateral shipping agreement pledged action on labor law
would benefit the U.S. merchant reform legislation and to get the
fleet and U.S. seafarers as well as 1974 Trade Act amended to give
the nation's economy. Congress service industries the same pro
should pass a resolution calling tection under U.S. law as goodsfor the negotiation of a U.S. producing industries now have
China bilateral shipping agree against unfair foreign trade
practices.
ment.
These are key among the
• inclusion of job security
provisions for U.S. workers in MTD's legislative priorities for
legislation on ocean mining 1979. And if the past is any
requiring that deep-sea mining indicator, the Department will be
successful in generating broadbased support for these im
portant goals.
Last year the MTD was largely
responsible for getting Congress
to approve a maritime authoriza
tions bill which continues new
vessel construction and operating
subsidies. And the Department's
concerted effort on the Outer
Continental Shelf bill will open
thousands of new job opportuni
ties for U.S. maritime workers.
The MTD, which pools the
strength and resources of 43member unions, will continue to
fight during the 96th Congress
for legislation to revitalize the
U.S. maritime industry and to
protect the jobs and job security
of U.S. maritime workers.
session of MTD Executive Board meeting.
March 1979 / LOG / 17
n
�Young: Labor Set For Duels On Alaska Oil, Prices, Safety
The labor movement is ready to
embark on another comprehensive
political action campaign for the new
96th Congress. But as Ken Young,
legislative director of the AFL-CIO told
the M I D Executive Board last month,
"it's going to be an uphill struggle."
Young recalled the many difficult
problems labor encountered in the 95th
Congress. And he told the MTD Board
that the 96th Congress "appears to be a
little more conservative and a little less
attuned to labor issues than the previous
Congress."
Young said, however, "we still have a
lot of friends in Congress. It's just a
matter of bearing down and working
harder to get the desired results."
Young said that one of labor's top
priorities this year would be to block
any plans to export Alaskan oil. He
said, "the Alaskan oil situation is by no
means just a maritime issue, although it
does involve maritime jobs. The expor
tation of Alaskan oil is a national issue.
It is a consumer issue. And it involves
the whole economic and security
structures of our nation."
Young told the MTD Board that
another prin.ary concern of laborat this
time is the Administration's "voluntary"
wage-price controls.
He said that the AFL-CIO had no
intention of allowing the workers to
bear the brunt of wage and price
controls. And he said the AFL-CIO
would be doing everything in its power
to achieve an equitable answer to the
problem of inflation.
Another area of concern to labor—as
it has always been—is the occupational
safety and health of American workers.
Young told the MTD Board that his
department would be working to ward
off any attempts by big business to
weaken the provisions of the Occupa
tional Safety and Health Act.
Business interests have long com
plained that meeting certain safety
standards is too costly. And as Young
pointed out, "we can expect the usual
assault on OS HA. But we're ready for it
and we're determined to keep the
interests of safety above the selfish
interests of profit."
^ Ken Young
AFL-CIO Director
of Legislation
AFL-CIO Ready to Launch Intensified Organizing Efforts
Bringing the benefits of trade union
ism to the millions of unorganized
workers in America is one of labor's
primary goals.
Constantly bringing in new members
keeps an organization young and
vibrant and continuously moving
forward. And of course, the more
workers who belong to labor unions the
stronger the labor movement becomes.
In this regard, one of the most
important departments of the AFL-CIO
is the Department of Organizing and
Field Services.
Alan KiM er, head of this department,
was on hand at last month's MTD
Executive Board meeting to give a
rundown on some of the problems
facing labor on the organizing front.
Ki; tier said that the biggest threat to
labor today is "the intensity of efforts of
an alliance of anti-union forces to block
expansion and progress in the labor
movement."
He explained that this coalition of big
busirfess and conservatives had engi
neered the Senate filibuster last year
which successfully killed the Labor Law
Reform bill.
^
This bill was one of labor's key
legislative goals for last year. The bill
easily passed in the House of Represen
tatives. But the success(ql filibuster in
the Senate signalled the bill's downfall.
Essentially, the Labor Law Reform
bill would have streamlined the Na
tional Labor Relations Act. As far as a
labor organizer is concerned, the key
provision of the bill was the require
ment that NLRB certification elections
be held no more than 30 days after the
union files petition for a vote.
As it stands now, there are too-many
loopholes in the labor law which allows
companies to delay elections for as long
as two years.
On top of this, the penalties com
panies get for violating the labor law
Alan Kistler
Director of
Organizing and Field Services
are negligible under the present law.
Kistler told the MTD Board, "it's
more profitable for companies to
disobey the law than to obey the law.
And until this changes, we are going to
continue to meet serious problems in the
area of organizing."
Kistler further pointed out the
damage a weak labor law has done to
organizing efforts, noting that unions
win half of the NLRB certification
elections today as compared to 80
percent some years ago.
"It's not that workers don't care about
or don't want a union,"said Kistler,"it's
the fact that under the present law the
companies can employ delaying tactics
as well as tactics of fear and coercion
without the threat of serious legal
reprisal."
Kistler, however, was optimistic
about his department's chances to
suecessfully coordinate a new and
intensified effort in organizing. He said,
"we have the people and the capability
to do the job," adding, "we are in a war
of sorts right now. It's a war that must be
won. And I think we will win it."
Exec, Board Names Jean Ingrao MTD Secretary-Treasurer
The AFL-CIO Maritime Trades
Department has a new Executive
Secretary-Treasurer. She is Mrs. Jean
Ingrao, who was unanimously and
enthusiastically elected to this post by
the MTD Executive Board last month.
Mrs. Ingrao, who by her own
admission is a "workaholic," has been
with the American labor movement for
29 years. The past 18 years have been
with the MTD.
She began working for the labor
movement fresh out of high school in
1950. Her first job was in the office of
William Green, president of the AF of L.
When George Meany became AF of L
president in 1952, she remained work
ing on his staff. The following year, Mrs.
MTD President Paul Hall offers congratulations to Mrs. Jean Ingrao after she was unanimously elected as MTD Executive
Secretary-Treasurer by the MTD Executive Board.
18 / LOG , March 1979
Ingrao began doing double duty,
working both in President Meany's
office and as an assistant to the late
Peter McGavin, then assistant director
of organizing for the Federation.
She came to the Maritime Trades
Department in 1961, when Mr. Mc
Gavin was elected as MTD secretarytreasurer. She worked as administrative
assistant to Mr. McGavin until his death
in 1975.
In 1977, Mrs. Ingrao was named
administrator of the Maritime Trades'
Department, replacing O. William
Moody, who had retired.
Her subsequent election as executive
secretary treasurer came as no surprise
to anyone. As MTD President Paul Hall
puts it: "Jean is hard working, knowl
edgeable and cooperative. These quali
ties have enabled her to gain the
confidence of all the affiliates of the
MTD. She is going to do an outstanding
job."
�Murphy Has Prescription for Health of U.S. Maritime
D
eclaring that U.S. maritime is
at a "critical crossroads," Rep.
John M. Murphy (D-N.Y.) spelled out
his prescription for the "future health of
the American merchant marine," and
delivered it to the Executive Board
meeting of the AFL-CIO Maritime
Trades Dept. last month.
At the MTD Executive Council
session. Murphy said that he would
soon be introducing a maritime legisla
tion package geared towards restoring
the American merchant marine and
towards "the preservation and creation
of jobs for the Americans who man the
ships that fly the American flag."
Murphy's address keyed on the
primary problems now confronting
U.S. maritime and discussed both long
and short-term remedies to those
problems.
Chief among difficulties plaguing the
U.S.-flag fleet is lack of cargoes,
Murphy said, pointing out that Ameri
can-flag ships carry only one half of one
percent of the world's ocean going
commerce.
Murphy blamed the cargo shortage
on "American maritime policy today
which directly encourages the entry into
the U.S. trade of third flag carriers. The
U.S. maintains an open conference
system," the House Merchant Marine &
Fisheries Committee chairman said. "It
is the only major maritime nation to do
so."
The U.S. open conference system,
combined with the fact that "the United
States has the most lucrative trade in the
world," are the reasons, Murphy said,
"other nations have been invading the
American trades."
In addition, some cross traders
especially the Soviet fleet have been
using what Murphy called "dirty
means" to win cargoes in the U.S.
trades, "notably predatory rate-cutting
and illegal rebating."
The problems of rate-cutting, rebat
ing and lack of cargoes which have
crippled the U.S. merchant fleet have
been aggravated. Rep. Murphy
charged, because "for many years, the
United States has acted as though it
were defenseless, and it has watched its
merchant marine steadily deteriorate."
"It is my hope," the Congressman
stated, "that American maritime policy
MTD President Paul Hall, right, talks with Rep. John Murphy (D-N.Y.), chairman of the House Merchant Marine and Fisheries
Committee. Murphy was keynote speaker at the MTD Executive Board meeting last month.
can how be turned around and put into a
the case of newly developing trade with
cesses for maritime. Murphy noted,
fighting posture."
China.
pointing out last year's passage of the
Murphy sees his legislative package,
Murphy's call for a bilateral trade
Outer Continental Shelf Lands Act
which he plans to introduce jointly with
agreement between the U.S. and China
which guarantees American job rights in
Senator Daniel K. Inouye (D-Hawaii)
echoes the position of the SlU and other
the offshore drilling industry.
as including the elements necessary to
AFL-CIO maritime unions concerning
"The SlU," Murphy stated, "was the
turn around U.S. maritime policy and
China trade. When a U.S. delegation of
moving force behind that bill."
revitalize the merchant fleet.
Administration officials visits China
Another bright spot for U.S.
An anti-rebating bill, containing
this spring to negotiate a shipping
maritime. Murphy noted, is that out of
some of the same provisions as the antiagreement. Murphy said there will be a
265 tankers in the American flag fleet,
rebating measure passed .by Congress
all but three are active, many in the
maritime representative among them.
but vetoed by the President last year, "is
Alaskan oil trade. The N.Y. Congress
We're going to make sure, the Congress
high on the agenda of the House
man pledged his continued efforts to
man pledged, "the U.S. fleet carries a
Merchant Marine and Fisheries Com
keep Alaskan oil from being exported,
substantial portion of the U.S.-China
mittee. The new Congress," Murphy
trade."
and to keep the U.S. tanker fleet from
being idled.
assured the MTD, "will surely enact an
Bilateral trade agreements are an
effective method of protecting the U.S.
anti-rebating bill."
Wrapping up. Rep. Murphy prom
fleet from anti-competitive practices of
ised to continue in the future, as he has
But the most effective means of
controlled carriers. Murphy cited
in the past, fighting "strenuously for a
countering the illegal rebating and rateanother step, taken by Congress last
strong American merchant marine."
cutting practices of controlled carriers
year,
to
turn
back
the
tide
of
illegal
rate"I believe," Murphy stated, "a
in foreign trades. Murphy stated, is to
slashing.
vigorous merchant marine can make a
protect those trades with bilateral
"Passage of the Ocean Shipping Act, significant contribution to the growth
agreements.
which prohibits controlled carriers from and health of the national economy.
The House Merchant Marine &
charging rates which are below a level And... I think it is essential," he
Fisheries Committee is "looking very
that is just and reasonable," Murphy concluded, "that our nation be able to
closely into the increased use of bilateral
look to and rely upon its merchant
said,
was an "encouraging sign."
and equal access agreements in our
There have been other recent suc marine in any emergency."
trades," especially. Murphy added, in
MTD Has 43 Affiliates, 8 Million Workers
Following ore the 43 notional and international unions that make up the MTD.
• American Guild of Variety Artists.
• The Journeymen Barbers, Hair
dressers, and Cosmetologists' Inter
national Union of America.
• International Chemical Workers
Union.
• International Brotherhood of
Boilermakers, Iron Ship Builders,
Blacksmiths, Forgers and Helpers.
• International Union of Bricklayers
and Allied Craftsmen.
• United Brotherhood of Carpenters
and Joiners of America.
• United Cement, Lime and Gypsum
Workers International Union.
• Communications Workers of
America.
• Distillery, Wine and Allied Work
ers International Union.
• International Union of Allied
Novelty and Production Workers.
• International Brotherhood of
Electrical Workers.
• International Union of Elevator
Constructors.
• International Union of Operating
Engineers.
• International Association of Fire
Fighters..
• International Brotherhood of
Firemen and Oilers.
• Glass Bottle Blowers' Association
of the United States and Canada.
• American Federation of Grain
Millers.
• Graphic Arts International Union.
• Hotel and Restaurant Employees
and Bartenders International Union.
• International Association of
Bridge, Structural and Ornamental Iron
Workers.
• Laborers International Union of
North America.
• AFL-CIO Laundry and Dry Clean
ing International Union.
• International Leather Goods,
Plastics and Novelty Workers Union.
• International Association of Ma
chinists and Aerospace Workers.
• Industrial Union of Marine and
Shipbuilding Workers of America.
• National Marine Engineers Bene
ficial Association.
• Amalgamated Meat Cutters and
Butcher Workmen of North America.
• Office and Professional Employees
International Union.
• Oil, Chemical and Atomic Workers
International Union.
• International Brotherhood of
Painters and Allied Trades.
• United Paperworkers Interna
tional Union.
• Operative Plasterers' and Cement
Masons' International Association of
the United States and Canada.
• United Association of Journeymen
and Apprentices of the Plumbing and
Pipe Fitting Industry of the United
States and Canada.
• International Brotherhood of
Pottery and Allied Workers.
• Brotherhood of Railway, Airline
and Steamship Clerks, Freight Han
dlers, Express and Station Employees.
• Retail Clerks International As
sociation.
• Retail, Wholesale and Department
Store Union.
• United Rubber, Cork, Linoleum
and Plastic Workers of America.
• Seafarers International Union of
North America.
• Sheet Metal Workers International
Association.
• American Federation of State,
County and Municipal Employees.
• United Telegraph Workers.
• United Textile Workers of
America.
March 1979 / LOG / 19
�MTD's Network of 29 Port Councils Gives Punch to Maritime Labor's Political Fights
Juneau, Alaska
Thunder Bay, Ontario,
Canada
Montreal,
Quebec, Canada
Hamilton,
Ontario? Canada
Ontario, Canada
Seattle, Washingtoi
Boston,
Massachusetts
iDuluth, Minnesota
Portland, Oregon
• Buffalo, New York
Detroit, •'
Michigan
CV\^AE
AFL
Chicago, •'
Illinois
• New York, New York
• ^ Cleveland,1
Toledo,
Ohio
Ohio
Philadelphia,
Pennsylvania
-Baltimore, Maryland
CIO
Norfolk, Virginia
St. Louis, Missouri
San Francisco,
California
Wilmington, Californis^^ n
San Diego, California
^ Jacksonville, Florida
Honolulu, Hawaii
The AFL-CIO Maritime
Trades Department wages a
constant battle in Congress for
legislation that will signal a
revitalization of all segments of
the American maritime industry.
To remain on top of Congress
and to keep a step ahead of our
political opponents, the MTD is
headquartered in Washington,
D.C. Hundreds of SIU members,
through the Union's educa
tional programs at Piney Point,
have had an opportunity to visit
MTD Headquarters and meet
with some of the MTD's top
officers.
- A
• \ Mobile, Alabama
Houston, Texas
But to be successful in national
politics today, an organization
must be able to conduct a wide
spread grassroots political.effort
back home.
The MTD has this capability
because of the hard work of its
network of 29 Port Maritime
Councils located throughout the
United States, Canada and
Puerto Rico.
[The locations all 29 MTD
Port Councils are iriiiicated on
the above map.]
As can be seen by referring to
the map, the Port Councils are all
located in major port cities.
Because of the Councils'strategic
locations, the MTD has a grass
roots base of operations covering
the backyards of 74 percent of
the House of Representatives and
nearly 70 percent of the Senate.
The MTD believes that a
legislator cahhbt be held ac
countable for his voting record in
Congress unless the voting public
—especially those who are union
members—know the score on a
particular isslie.
When the issue is maritime, the
way the MTD tries to get the
message to the voters is through
its Port Councib*
MTD Port .Councils pa^ticipate in virtually all phases of
• # New Orleans, Louisiana
Tampa, Florida
grassroots politics. Port Council
ofHcers and members have co
ordinated and conducted letter
writing campaigns, phone bank
campaigns and door-to-door
campaigns to help educate the
general public on the importance
of a strong U.S. maritime industry to a strong America,
These campaigns also involve
asking the voters to write letters
of their own to their Hepresentative and Senators telling them to
vote positively on issues involv
ing the maritime industry.
In other words, the work of the
MTD Port Councils is indispens
able to the overall success of the
AFL-CIO Maritime Trades De
partment in Washington, D.C.
The Port Councils, themselves,
are made up, of representatives of
scores of local unions belonging
Santurce, Puerto Rico
to the larger family of the 43
international unions comprising
the AFL-CIO Maritime Trades
Department. SIU members
should be proud to know that the
SIU is duly represented on
virtually every MTD Port Coun
cil.
It all plays a part in the
ongoing job of promoting the
U.S. merchant marine and pro
tecting the jobs and job security
of American maritime workers.
�Rudy Oswald, AFL-CIO director of
research, told the MTD Board that
U.S. jobs were constantly being lost
to foreign imports.
MTD President Paul Hall, right, welcomes Wayne Glenn, new president of the
Paperworkers International Union to his new post as a member of the'MTD
executive board.
Joseph Hellman, secretary treasurer.
Graphic Arts International Union.
Highlights of the MTD Executive Board Meeting,
Peter Bommarito, left, president. United Rubber Workers Union, and Al Heaps,
president, Retail, Wholesale and Department Store Union.
Dave Dolgen, MTD legislative and
political activities director.
22 / LOG / March 1979
Peter Rybka, vice president, American
Federation of Grainmillers.
J. C. Turner, left, president. International Union of Operating Engineers, and Steve
Leslie, general vice president. Operating Engineers.
Jack Stewart, president of the Tampa
MTD Port Maritime Council.
Anthony Scotto, vice president, Inter
national Longshoremen's Association
and president of the MTD Port Council
of Greater New York.
�Frank Drozak, SlU executive vice president and Vice President of the MTD Port
Council of Greater New York.
Among the SlU officials who also serve on f^TD Port Councils present at the
Board meeting were, from the left, SlU representative Mike Sacco, and SlU Vice
Presidents, Cal Tanner and Lindsey Williams.
February 15-16, 1979, Bal Harbour, Florida
r
•I
1
•1^
A
Frank Palumbo, secretary treasurer.
International Association of Fire
fighters.
Dominick Carnevale, assistant to the
president. United Association of
Plumbers and Pipefitters.
Bill Lucy, secretary treasurer, Ameri
can Federation of State, County and
Municipal Employees.
Ji
Lester Null, president, International
Brotherhood of Pottery and Allied
Workers.
• i-.
Jufius Isaacson, president. Novelty
Production Workers.
Leon Schacter, secretary treasurer of
the Amalgamated Meat Cutters and
Butcher Workmen.
Frank Martino, President, International
Chemical Workers Union.
March 1979 / LOG / 23
�#•
MFD to Fight for Maritime, Labor Issues
The Executive Board of the A FE
CI O Maritime Trades Department
(MTD) 1979 winter meeting Feb. 15-16
at Sal Harbour, Fla. passed a varied
slate of resolutions concerning all
parts of the U.S. maritime industry and
the American labor m.ovement. The
major maritime resolutions passed
varied from shipbuilding to trade with
Mainland China. The resolutions
passed were:
Shipbuilding
While the U.S. neglects her merchant
fleet and shipbuilding capability and the
Russian bloc and developing nations
build up theirs, the future for American
shipyards is grim. With orders for ne.w
U.S. vessels lagging, during the next
four years 45,000 to 50,000 U.S.
shipbuilders and shipyard workers
could lose their jobs. Recently the U.S.
Department of Energy weakened Amer
ica's technological lead in LNG ship
construction by killing two long-range
projects for the liquified natural gas and
the building of the LNG carriers. To
counteract these developments, the
MTD Board strongly urged the Govern
ment to develop and implement a
national maritime policy which includes
a ship constnuction program that
recognizes the industry's value to the
nation's economic and national secur
ity. The members also urged enforce
ment of laws against foreign fleets ratecutting. Also, to enact the goals of the
1970 Merchant Marine Act, shore up
the Jones Act and have Federal agencies
use American ships.
World Trade
The MTD favors a U.S. trade policy
that keeps American jobs here. Shoreside maritime workers like those in
inaiine supplies and workers in the
service industries lose jobs when
cheaper foreign imports are dumped on
the U.S. market. Pottery workers were
extremely hard hit when 48 out of 60
pottery plants were shut down. The 1974
Trade Act simply does not protect
service industries from unfair dumping.
In addition, new trade negotiations on
the international level would put
American jobs into even deeper jeop
ardy. l o answer this problem the M I D
advocates that Congress pass fair trade
laws which:
• give equal protection to service
trade workers under the 1974 Trade Act
• protect existing U.S. Buy Ameri
can laws
• strictly enforce U.S. antidumping
laws for goods producers
• place duties on subsidized imports
which threaten domestic industry
• continue U.S. manufacturing ca
pacity in import-effected industries
• strike back quickly against foreign
trade partners who break international
trade laws
• protect and aid U.S. industries as
foreign competitors do.
Trade With China
With the resumption of diplornatic
relations with the Peoples Republic of
China, the United States Government is
negotiating trade agreements with her.
it is the MTD's position that such
agreements should keep the interests of
the American workers in mind and be
based on principles to stop further
breakdown of the U.S. economy and
insure growth. One of the main ideas of
these trade talks should be to get
maximum export of American goods
and services to China.
24 / LOG / March 1979
U.S. TV Tube Industry
National Health Care
The domestic TV tube manufacturing
industry is hurting (plants closing) from
the heavy inflow of foreign tubes and
sets not limited by import quotas.
Thousands of jobs (30,000 to 35,000)
have been lost here or shipped overseas
by multinational corporations. The
MTD urges the enforcement of the
quotas on imported TV tubes and the
reduction of imports of TV tubes and
sets.
The basic, unmet need of millions of
Americans is an affordable, comprehen
sive, coordinated, national medical care
program. Health care is now a major
item in the consumer's budget. Health
costs have been uncontrollable and
inflation prone since 1969. Billions are
wasted. Abuses of the health care system
are rampant, including: unnecessary
surgery, profiteering doctors, hospitals
buying too much costly equipment and
neglect of less expensive forms of cafe
like outpatient surgery and nursing
homes for recuperation. The MTD
urges Congress to pass a law guaran
teeing every American quality medical
care which would save them billions.
Refinery Incentive Program
Bill MacLuskie, vice president, Glass
Bottle Blowers.
Control and Recycling of
Solid Waste Material
The control and recycling of solid
waste material is of vital importance to
the U.S. Numerous misguided and
incomplete attempts have been made to
pass legislation on this problem. The
jobs of thousands in the glass container
industry are threatened by legislation
(like the disposable bottle ban) directed
only against solid waste composed of
glass. We will get a clean environment
by attacking the total solid waste
problem. Required botfle deposits
levied by local or state governments do
little to end littering or get rid of the vast
bulk of solid waste materials. Successful
programs as the Keep America Beauti
ful, Clean Community Systems and the
National Center for Resource Recovery
projects have shown how grassroots
efforts can lead to a cleaner environ
ment without legislatively penalizing
industrial workers. Thus, the MTD
joins in rejecting all attempts to control
litter through mandatory deposit laws
which loses jobs and fully supports the
activities of the three groups mentioned
above.
Federali^udget Cutbacks
President Carter's proposed $20billion cutback in the Federal budget
will freeze spending for vital public
services, job programs and welfare, and
aid to state houses and city halls when
inflation is expected to soar from 8 to 10
percent a year. Not only would public
state and municipal employees lose their
jobs, but those working for private
contractors who work for Federal, state
and local governments. Economists
agree that a $10-billion Federal cutback
would make the cost of living go down
1/ 10th of 1 percent. The MTD opposes'
such a cutback. It urges the budget
provide adequate funding for people
programs and promote economic
growth and full employment.
OSHA
The MTD believes that the 1970
Occupational Safety and Health Act
(OSHA) must be strengthened as
business, citing costs, tries to kill it's
provisions. Despite workers inhaling
toxins and being exposed to high noise
levels, the U.S. job death rate dropped
the first three years of OSHA. But from
1976 to 1977, the death rate jumped 20
percent, with injuries and days lost
increasing for the third straight year.
The MTD will be working both to
strengthen and to force enforcement of
the safety law.
Expansion of domestic crude oil
refining capacity and a refinery building
incentive program are needed in this
country. Right now refineries in the
Caribbean have foreign-flag tankers
carrying residual fuel to the East Coast.
The U.S. should first require Caribbean
refiners use American-flag ships or
impose a stiff fine for using foreignflags. Building and modernizing U.S.
refineries could mean 150,000 to
200,000 more jobs here. Government
permits and environmental problems
are holding up the building of domestic
refineries. The MTD urges legislation
which would end tax and other incen
tives to build refineries overseas. And
the Government should speed up the
siting process for new, expanded or
retrofitted refineries.
Labor Law Reform
The failure to pass the Labor Law
Reform Bill in the last session of
Congress has resulted in the continuing
abuses by employers in obstructing
workers' rights to organize. Since
workers are entitled to prompt pro
cedure in the conduct or representation
elections, willful violators of labor law
must be penalized to the fullest extent
possible so that workers' rights are
protected. And adequate compensation
must be paid to persons illegally
discharged because of their union
activities. The MTD strongly favors the
passing of a Labor Law Reform Bill so
that workers' rights to organize are
protected. Furthermore, copies of this
resolution will be sent to the AFL-CIO
Executive Council and to members of
the U.S. Senate and House of Repre
sentatives urging their support of it.
Air Emission Standards
Air emissions standards set by states
and the U.S. Environmental Protection
Agency (EPA) are so strict as to
threaten the continued operation of
plants—some 40 to 50 years old. Little is
gained if many are thrown out of work
and business in a great part of the U.S. is
disrupted. A need exists for the gradual
improvement of air quality to let
industry clean up its operations in
a deliberate manner at a reasonable
pace. The MTD calls on state authori
ties and the EPA to set forth air
emissions standards which will not
threaten industry with the shutdown of
their operations. And these agencies
should adopt policies that call for a
gradual, reasonably paced improve
ment of air quality insuring continued
employment and an improvement of the
environment.
Importing of Foreign Beer
and Wines
The increasing importation of foreign
beer and wines (20 percent more) is
affecting the sales of domestic beer and
wines. It threatens the jobs of American
glass workers, box makers, brewery,
distillery and winery wo^Jcers. The
MTD urges Government action to limit
the imports of foreign beers and wines.
Nuclear Plant Siting
A bill, a new version of the Nuclear
Siting and Licensing Act of 1978, is part
of President Carter's National Energy
Plan to streamline nuclear power plants'
licensing procedure and to implement a
viable nuclear waste disposal program.
A similar bill did not pass in the 95th
session of Congress. It died in com
mittee after long hearings in the Senate
Committee on Environment and Public
Works and House Committee on
Interior and Insular Affairs. The House
version would have let a plant developer
pick both an environmentally-approved
site and standard plant design and start
construction without further approval.
The Senate bjll had provisions to speed
up Federal and state reviews and
streamline administrative and judicial
procedures linked with public inter
vention in the hearing and review
process. The MTD urges all its affiliates
to support this new bill as it favors the
development of nuclear power in the
U.S. It strongly urges the 96th Congress
to enact this legislation.
George Oneto, president, Distillery
Workers International Union.
�SIU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Cal Tanner
Lindsey Williams
FEBRUARY 1-28,1978
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
5
92
6
17
17
8
14
67
27
34
20
29
13
73
4
5
431
4
26
2
1
4
0
5
18
10
5
4
5
3
11
1
0
99
2
3
1
2
6
2
0
9
3
4
7
14
'
0
18
1
0
72
5
61
3
13
5
3
17
57
27
38
15
26
14
75
6
2
367
2
25
3
4
4
4
3
14
17
9
11
13
3
20
18
1
151
1
2
1
3
4
3
0
4
1
5
4
16
0
10
0
0
54
5
146
19
45
29
17
24
152
66
61
39
60
25
131
0
8
827
4
35
7
6
9
1
7
30
12
11
12
7
3
25
0
0
169
2
9
1
3
4
0
0
15
1
5
12
13
0
25
0
0
90
2
130
12
26
13
11
33
112
48
51
28
39
16
116
0
2
639
1
61
9
15
8
6
11
42
16
15
6
14
5
20
0
1
230
1
14
0
1
3
1
2
5
3
4
4
7
0
11
0
0
56
0
4
1
3
1
0
0
2
0
13
5
5
0
7
0
0
41
2
70
5
16
19
9
19
67
27
39
16
18
16
59
0
1
383
0
14
1
6
9
0
4
6
4
4
5
4
4
4
0
0
65
0
3
0
0
3
1
1
0
0
8
5
8
0
10
0
0
39
9
147
23
38
20
7
17
83
39
31
37
41
17
67
0
1
577
14
167
3
34
15
4
1
45
13
83
67
42
15
84
0
1
588
1041
773
ENGINE DEPARTMENT
Port
2
62
4
13
3
7
15
53
24
35
14
24
5
56
4
0
321
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
2
33
1
6
4
5
3
18
10
15
5
6
7
16
0
0
131
0
9
0
0
1
1
2
0
2
4
4
2
0
6
0
-0
31
2
59
2
9
4
6
9
36
20
26
7
14
7
36
4
0
241
4
26
1
3
2
4
3
10
10
14
1
14
5
21
5
0
123
0
1
0
0
1
1
0
1
0
4
0
3
0
4
0
0
15
STEWARD DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
0
43
2
5
10
6
7
29
9
23
3
12
5
28
1
1
184
2
8
0
2
6
0
2
5
4
1
1
0
3
4
3
0
41
0
2
0
0
3
0
0
0
0
6
2
3
0
5
0
0
21
IPort
Totals All Departments
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Boston
'New York
'Philadelphia
Baltimore
.'Norfolk
Tampa
'Mobile
'New Orleans
•Jacksonville
jSan Francisco
Wilmington
jSeattle
Puerto Rico
Houston
jPiney Point
.Yokohama
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
2
37
3
9
5
2
12
21
12
13
11
9
2
31
1
0
170
3
42
1
4
4
0
1
18
10
7
2
8
2
18
36
0
156
ENTRY DEPARTMENT
-.
1
25
1
11
5
2
4
30
10
22
2
10
7
26
0
1
157
8
72
11
14
10
6
8
48
21
16
14
32
9
54
54
0
377
4
55
0
13
2 ,
5
0
13
4
30
29
24
5
36
0
0
220
1093
648
344
0
0
0
2
43
8
26
8
6
5
61
13
29
10
13
22
42
0
1
289
778
430
110
2138
—
•
*"Total Registered" means the number of men who actually registered for shipping at the pon. last month.
'••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
Last month, a total of 1,318 Seafarers shipped on SIU- contracted deep sea vessels from SIU A&G halls throughout the
country. Of this number, 778 were "A" seniority men, 430 were "B" seniority men and 110 were "C" seniority people. These
numbers reflect that shipping, as it has been for some time, is good to excellent in all areas of the country. Furthermore, the fact
that nearly 40 percent of the jobs are being filled by "B"and "C" seniority indicates tbat shipping is good for all seniority classes
and all ratings.
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5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
West Coast Stewards Halls
HONOI.l I.I . Hawaii . . . 707 Alakea St. 9681.3
(808) 5.37-5714
PORTLAND. Or
421 S.W. 5th Ave. 97204
(50.3) 227-799.3
Wll M1\(;T0\. ( a. . 408 Avalon Blvd. 90744
(21.3) 8.34-85.38
SAN I RAN( ISt O, f a. .350 I rcmoni St. 94105
(415) .54.3-5855
March 1979 / LOG / 25
�You Are Looking
At The Future
QMED'S
In the event that any SlU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
Get Ready for It!
Take the Diesel Engines
Course at HLS
NEW YORK, N.Y.-Schulman &
Abarbanel
350 Fifth Avenue
New York, N.Y. 10001
Tel. #(212) 279-9200
It starts
May 28
BALI IMORE, MI).—Kaplan,
Hcyman, Grcenbcrg. Engclman
& BclgracI
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. ^(301 >'539-6967
HOUSION, f i x.—Combs,
Areher & Peterson
Amerieana Building
81 I Dallas Street
Houston, Texas 77002
Tele. #(713)659-4455
TAMPA, FLA.—Hamilton,
Douglas and Bennett, P.A.
2620 W. Kennedy Blvd.
Tampa, Fla. 33609
Tel. #(813) 879-9482
SAN FRANCISCO, CALIF.—
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100 Bush .St, Suite 1403
San Franciseo, Calif. 94104
Tel. #(415) 981-4400
s r. LOUIS, MO.—Gruenberg
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721 Olive Street
St. Louis, Missouri 63101
- Tele. #(314)231-7440
NEW ORLEANS, LA.—Dodd.
Barker, Boudreaux, Lamy
6 Gardner
1400 Riehards Building
837 Gravier Street
New Orleans, Louisiana 70112
Lele. #(504) 586-9395
LOS ANGELES, CALIF.—Bodle,
Fogel, Julber, Reinhardt,
Rothschild & Feldman
5900 Wilshire Boulevard
Los Angeles, Calif. 90036
Tel. #(213) 937-6250
MOBILE, ALA.—Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205)433-4904
DEI ROn , MICH.—Victor G.
Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. ^(313^) 532-1220
FALL RIVER, MASS.--PatricK
H. Harrington
•
56 N. Main .Street, Bennett BIdg.
Fall River, Mass. 02720
Tele. ii(617) 676-8206
SEAI I LE, WASH.—Vance,
Davies, Roberts, Reid& Anderson
100 West Harrison Plaza
Seattle, Washington 981 19
Tele. -(206)""285-36l0
CHICAGO, ILL.—Katz&
Friedman
7 .South Dearborn Street
Chicago, 111. 60603
Tele. =(312)263-6330
26 / LOG / March 1979
ntact HLS or your SlU
Representative to enroll.
Dispatchers Report for Inland Waters
FEBRUARY 1-28,1979
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
0
0
0
0
0
3
6
4
1
0
2
0
0
9
14
0
4
0
2
45
0
0
0
5
0
2
0
1
1
0
2
0
0
7
3
0
8
15
1
45
0
0
0
0
0
2
0
6
3
0
2
0
2
2
15
0
8
0
39
79
Mobile
New Orleans ..
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Port Arthur
Algonac
St. Louis
Piney Point ...
Paducah
Totals
Totals All Departments.
0
0
0
0
0
0
0
0
0
0
0
0
0
8
11
0
2
0
1
22
0
0
0
3
0
0
0
0
0
0
0
0
0
7
3
0
6
15
1
35
0
0
0
0
0
1
0
2
3
0
0
0
0
3
6
0
2
0
14
31
0
0
0
4
0
5
13
8
4
0
3
0
0
9
10
0
8
0
2
66
0
0
0
13
0
3
0
3
1
0
9
0
1
11
2
0
12
0
2
57
0
0
0
0
0
0
0
0
1
0
0
0
0
3
0
0
0
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
2
0
0
0
2
0
3
1
11
9
0
6
0
11
4
102
0
20
0
61
230
ENGINE DEPARTMENT
0
0
0
0
0
0
0
1
1
0
0
0
0
1
0
0
0
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
2
0
0
0
0
0
0
0
0
3
0
0
0
1
0
0
0
1
0
1
6
Port
Boston
New York
Philadelphia ..
Baltimore
Norfolk
Tampa
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Boston
New York
Philadelphia ..
Baltimore
Norfolk
Tampa
Mobile
New Orleans ..
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ..,
Houston
Port Arthur
Algonac
St. l-ouis
Piney Point ...
Paducah
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
0
0
0
0
0
0
0
2
1
0
0
0
0
0
0
0
0
0
0
3
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
1
0
3
0
0
0
0
0
0
0
0
3
0
0
0
1
1
0
0
0
0
0
5
STEWARD DEPARTMENT
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
1
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
2
0
1
0
0
0
0
0
4
1
0
0
0
1
0
0
0
3
0
4
14
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
1
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
1
0
0
0
0
1
1
0
0
1
0
1
5
0
0
0
0
0
1
0
0
0
0
1
0
0
0
1
0
0
0
3
6
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
0
1
3
0
1
0
1
0
1
1
6
2
0
0
0
1
1
3
0
5
0
9
30
51
49
99
28
39
41
76
62
263
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
�Transportation institute | Debate | Rep. McCloskey
ep. Paul N. McCloskey, a
Republican from Northern
California, is the ranking minor
ity member of the House Mer
chant Marine and Fisheries
Committee.
From the SIU's point of view.
Rep. McCloskey has proven to
be one of the most vocal detrac
tors of a strong U.S. maritime
industry in Congress.
On a wide range of important
issues in Congress, the SIU and
Rep. McCloskey have been on
opposite sides.
But where we stand, or where
he stands in the area of maritime
legislation is not the issue here.
The issue is simply a request by
Rep. McCloskey to rebut a
maritime industry study, con
cerning him, which was pub
lished in the October 1978 edition
of the Log. McCloskey asked the
Log for this opportunity for
rebuttal in a letter dated March 9,
1979. (reprinted verbatim below)
However, before we print Mr.
McCloskey's paper, SIU mem
R
bers should be fully aware of the
background of this issue and
what the Congressman is re
butting.
In our October 1978 issue
(pages 12-13), the Log printed a
study concerning Rep. McClos
key entitled "Maritime Policy
and Campaign Contributions: A
Case Study m Double Stan
dards." The study was conducted
by the Transportation Institute
(T.I.).
T.I. is a maritime research and
industry promotional organiza
tion funded by 160 U.S.-flag deep
sea, inland and Great Lakes
operators.
The T.I. study—as stated in its
Introduction—was conducted
because, "In taking positions
adverse to the U.S. merchant
marine. Congressman Paul N.
McCloskey has repeatedly made
an issue of campaign contribu
tions to members of Congress."
The T.I. study further explains
that, "Focusing on contributions
by American maritime labor.
Transportation Institute Study
sometimes as small as $500,
representing scores of individual
seamen's contributions, Mr.
McCloskey has virtually charged
his colleagues with a conflict of
interest."
Essentially, the T.I. study is a
detailed investigation of where
Rep. McCloskey got his cam
paign contributions. As noted in
the study, "he (McCloskey) re
ceived tens of thousands of
dollars from foreign-flag vessel
interests with a stake in his antiU.S. merchant marine positions.
Most noteworthy were contribu
tions from sources related to
Standard Oil Co. of California,
one of the 'seven sisters' of the oil
industry, and a major foreign
'flag-of-convenience' operator."
As concluded in the T.I. study,
McCloskey's own campaign con
tributions "at the very least,
reflect a double standard."
After the Transportation Insti
tute study was released and sent
to each member of the House of
Representatives, Rep. McClos
key prepared a rebuttal in his
defense.
Mr. McCloskey then sent his
rebuttal to the press and his
colleagues in Congress. His letter
to the Log of March 9, then, is a
request for the Log to print this
rebuttal.
Therefore, following on this
and the next few pages are
reprints of both the Transporta
tion Institute study and Mr.
McCloskey's rebuttal to that
study.
Included with the T.I. paper is
a reprint of a letter sent by T.I.
President Herb Brand to each
member of the House of Repre
sentatives as a preface to the T.I.
study.
As a preface to Mr. Mc
Closkey's paper is his letter of
March 9, 1979 requesting the Log
to print his rebuttal.
The Log is reprinting both
papers so that SIU members will
have a complete picture of all the
issues involved. We urge the
membership to read both pieces.
Rep. Paul McCloskey Rebuttal
^^Maritime Policy and Campaign Confributions;
A Case Study in Double Standards"
U.S. House of Representatives
Washington, DC 20515
October 6, 1978
Dear Congressman;
Dear Editor:
Congressional consideration of issues involving the U.S. merchant marine has
repeatedly been clouded by allegations by Congressman Paul N.McCloskey concerning
campai; r contributions to members of Congress. Often these charges have precluded
reasoned and objective consideration of legislative merits.
The attached study, entitled "Maritime F'olicy and Campaign Contribution; A Case
Study in Double Standards", is a review of special interest contributions to Representa
tive Paul N. McCloskey by oil industry and foreign shipping interests with a stake in
weakening the U.S.-flag merchant marine. The study was prepared as a public service to
assist members of Congress in considering maritime policy. However, its conclusions are
also relevant to federal election disclosure policy. All in/ormation contained therein has
been gathered from public records.
The 1 ransportation Institute is a nonprofit research and education oigani/ation
established in 1968. Its 160 member companies operate vessels in all aspects of U.S.
seagoing domestic and international commerce, the Great Lakes and inland waterways.
I hope you will find the study interesting and useful. Inquiries or comments should be
directed to the undersigned.
,,
^ ,
very truly yours,
Herbert Braiid
President
Transportation Institute
INTRODUCTION
ti
-f
•7A
In taking positions adverse to the
U.S. merchant marine. Congressman
Paul N. McCloskey has repeatedly
made an issue of campaign contribu
tions to members of Congress.
Focusing primarily on contributions
by American maritime labor, sometimes
as small as $500, representing scores of
individual seamen's contributions, Mr.
McCloskey has virtually charged his
colleagues with a conflict of interest.
However, no public attention has
been given to special interest contribu
tions to Mr. McCloskey by the benefi
ciaries of his maritime positions:
foreign-flag shipping interests.
A review of Mr. McCloskey's own
campaign contributions during the
period January 1, 1972, through June
30, 1978, suggests that, at the very least,
he has employed a double standard. He
received tens of thousands of dollars
from foreign-flag vessel interests with a
stake in his anti-U.S. merchant marine
Editor
Seafarers LOG
675-4th Avenue
Brooklyn, New York 11232
positions. Most noteworthy were
contributions fror.". sources related to
Standard Oil Company of California
("SOCAL"), one of the "seven sisters" of
the oil industry, and a major foreign
"flag-of-convenience" operator.
Mr. McCloskey received over $26,000
from sources tied directly to SOCAL
through employment, legal representa
tion and interlocking directorates,
including:
• $13,775 from a few members of a
law firm (and their families) that
represent subsidiaries of SOCAL;
• $11,916 from sources tied to
SOCAL by means of direct interlocking
directorates;
• $1,090 from executives of SOCAL
and its subsidiaries, including Chevron
Shipping, Inc.
He also received additional, tens of
thousands of dollars from other sources
indirectly tied to SOCAL.
In addition to SOCAL, Mr. McContinued on Page 28
During the past several months 1 have noticed that you have devoted several
pages of the LOG to a study conducted by the Transportation Institute
concerning alleged links between me and several oil interests.
I do not agree with the conclusions of that study and have prepared a point-bypoint rebuttal of its alleged "facts" and conclusions.
I am enclosing a copy of that rebuttal with the request that you print it to allow
a balanced debate.
A faithful reader,
Paul N. McCloskey, Jr.
Ranking Minority Member
November 17, 1978
Dear Colleague:
Just before Congress recessed in
October, you (and the national press)
received a letter from Herbert Brand,
President of the Transportation Insti
tute, dated October 6, 1978, enclosing a
paper entitled:
"Maritime Policy and
Campaign Contributions
A Case Study in Double Standards:
Congressman Paul N. McCloskey"
The Transportation Institute serves
as the voice of two maritime unions, the
Seafarers International Union (SIU),
Paul Hall, President, and the Marine
Engineers Beneficial Association
(MEBA), Jesse Calhoon, President.
These unions, you will recall, led the
fight for the Cargo Preference bill in the
95th Congress, which was defeated in
the House on October 19, 1977, by a
vote of 257 to 165. The bill's defeat was
preceded by a rather extensive public
debate on campaign promises made by
President Carter to Mr. Calhoon and
the maritime unions, as well as consider
ation of the almost-incredible per capita
contributions those same unions had
made in the 1976 national elections ($56
per member by the MEBA and $29 per
member by the SIU, as compared with
less than $3 per member for all other
U.S. unions). The strong-arm tactics of
union lobbyists in suggesting that their
$500 contribution to Democrat mem
bers required support of Cargo Pref
erence were a major factor in causing
131 Democrats to vote against th6 bill.
The 1 ransportation Institute's Her
bert Brand is the same individual whose
advice led a national advertising agency
to propose to the National Maritime
Council, a federally-administered or
ganization receiving federal funds, a
million dollar advertising campaign to
enact the Cargo Preference bill (a viola
tion of law if federal funds were used for
lobbying purposes). The questionable
nature of this advertising campaign is
described in the report issued October 2,
1978, by the Government Operations
Committee entitled: "Problems in the
Relationship between the Commerce
Department's Maritime Administration
and the National Maritime Council, a
Private Trade Organization." The
report reveals that the Maritime AdContinued on Page 29
March 1979 / LOG / 27
�Continued from Page 27
Closkey received substantial contribu
tions from other oil and gas industry
sources. As set forth, his votes reflecting
the views of the oil industry in general
(and SOCAL in particular) have not
been limited to maritime issues.
.Mr. McCloskey also received con
tributions aggregating thousands of
dollars from other sources directly and
indirectly related to foreign-flag ship
ping and foreign shipbuilding.
Other major special interest contribu
tions to Mr. McCloskey include thou
sands of dollars from defense con
tractor interests that would benefit from
legislation he sponsored to weaken the
Renegotiation Board, the watchdog
agency monitoring e.xcess profits by
government contractors.
Mr. McCloskey's campaign con"• tributions contain other examples of his
use of a double standard. For example,
he made much of unproven allegations
of wrongdoing in the I'.S. maritime
industry. However, in 1973—a nonelection year - Mr. McCloskey re
ported a $3,000 contribution from a "L.
E. Wolfson, private investor, Jackson
ville, Florida." (Louis E. Wolfson. a
financier and former Chairman of the
Board of Merritt-Chapman and Scott
Corp., was convicted in 1967 for selling
unregistered stock.)
In addition to demonstrating the
existence of a double standard, Mr.
McCloskey's contributions highlight
the difficulty of tracing and aggregating
certain special interest contributions
and suggest a serious deficiency in
federal reporting requirements.
Discussion
1 he list of Mr. McCloskey's anti-U.S.
merchant marine positions is too long to
be recounted here.' Prominent examples
in the last year inrliide his denunciation
of President Carter's proposal to reserve
from 4.5 to 9.5 percent of U.S. oil
imports for U.S. vessels, his opposition
to the routine authorization of appro
priations for maritime programs, and
his recent role in stimulating attacks on
the National Maritime Council.
Oil Interests and
Foreign Shipping:
Though Mr. McCloskey has gen
erated widespread publicity for his antiU.S. merchant marine attacks, little
attention has been focused on the direct
beneficiaries of his efforts; multina
tional oil and foreign ship interests.
Cargo must move. Each vessel denied to
the U.S. fleet represents a vessel'for a
foreign fleet. Each construction con
tract denied a U.S. shipyard represents a
contract for a foreign shipyard.
In particular, multinational oil
companies have been the direct benefi
ciaries of Mr. McCloskey's efforts. This
was most apparent in the controversy
surrounding a preference for U.S.
vessels to carry a portion of U.S. oil
imports where Standard Oil Company
of California, the American Petroleum
Institute and other oil interests openly
and vigorously oppo.sed the legislation.
But it is also true more generally. To
avoid American taxes, safety and
pollution requirements, and labor
standards, multinational oil interests
have opted for huge flag-of-convenience
fleets and have thus become the natural
antagonists of the U.S. fleet.
Additionally, multinational oil com
panies are the legislative adversaries of
the independent U.S. tanker fleet, for
many of the same reasons they are the
adversaries of independent producers,
indenendent refiners and independent
retailers.
28 / LOG / March 1979
''Corruption"
Most disturbing has been Mr. Mc
Closkey's tendency to ignore legislative
merits and to focus instead on generat
ing an aura of alleged "corruption."
He has denounced maritime as a "sick
and corrupt industry"—a startling
generalization considering the hundreds
of companies and hundreds of thou
sands of people involved. He has
frequently impugned the integrity of
bpth labor and management in the
American maritime industry.
He grossly exploited the indictment
of former Congressman Edward Garmatz, and issued no retraction of
apology when the Congressman was
exonerated. He has repeatedly attacked
the integrity of the Assistant Secretary
for Maritime Affairs, a public servant
for over 20 years. Last year, he even
made totally unfounded allegations of
wrongdoing against this Institute, which
he will likely resume after publication of
this report.
In each case, Mr. McCloskey's
charges received widespread publicity
and did serious damage to public
perception of the American merchant
fleet, while the exoneration which
followed in time was little noted.
Moreover, in classic double-standard
fashion, Mr. McCloskey remained
completely silent while a litany of real
violations were proven against his own
constituency of multinational oil and
foreign ship interests—antitrust, tax
avoidance, overcharging consumers,
unlawful rebating, price-fixing, and
even illegal corporate campaign con
tributions.
A central therne of Mr. McCloskey's
corruption charges has been campaign
contributions to members of Congress,
particularly by maritime labor. He has
repeatedly suggested that such con
tributions, sometimes as small as $500
or $1,000 representing scores of individ
ual seamen's contribii^tions, were a
motivation for a Congressman's sup
port of a strong U.S. merchant marine.
Unfortunately, these charges have been
widely repeated and disseminated by
Common Cause, the media and others.
In general, the Transportation Insti
tute does not believe that the positions
of Congressmen on legislative issues are
determined by campaign contributions.
The overwhelming majority of Con
gressmen, like all Americans, are people
of integrity. However, Mr. McCloskey's
consistent anti-U.S.-flag stance and
apparent fixation with corruption and
contributions suggested that additional
research was required.
Scope of Review
Public records of Mr. McCloskey's
reelection committee for the period
January I, 1972, through June 30. 1978,
were reviewed. The objective was to
identify and aggregate special interest
contributions where appropriate.
This was not a simple task because of
the manner in which contributions are
now required to be reported. For
example, multiple contributions by
executives of the same company are not
required to be aggregated and, there
fore, are not easily identified. Con
tributions by lobbyists or lawyers for a
special interest bear no identification
of the interest involved. Similarly,
important relationships such as inter
locking directorates are ignored in the
reporting requirements.
Unlike campaign contributions from
.'\merican seamen (and labor generally),
which are openly aggregated aftd identi
fied, special interest contributions from
management can be disguised in many
ways. This, more than any single factor.
may account for the uneven treatment
of contributions by Common Cause and
the media on maritime issues.
It has simply been too muctt work to
trace and dig out special interest
contributions by the oil industry and
Vofeign vessel interests to Mr. Mc
Closkey and others. Although the
Institute restricted itself to public
documents, extensive research was
required into press reports, the Martindale-Hubbell Law Directory, Moody's
Industrial Manual, corporate reports,
court records and other sources.
Even this research probably did not
yield a complete picture of Mr. Mc
Closkey's special interest contributions.
However, a clear pattern of contribu
tions did emerge from at least two
special interest sources: (1) multina
tional oil and foreign-flag vessel in
terests; and (2) defense contractor
interests.
Packard, Chairman of the Company, is
a director of SOCAL.
• $4,150 from Mr. Alejandro Zaffaroni, president of Alza Corporation,
whose board, until 1978, interlocked
with SOCAL.
• $2,300 from four executives of the
Signal Companies and the corporation's
political action committee. SOCAL and
Signal are tied by means of an interlock
ing director.
The foregoing is illustrative. Thou
sands of dollars of additional contribu
tions to Mr. McCloskey, either in
smaller amounts or with less direct ties,
are from other sources related to
SOCAL and other multinational oil and
gas interests.
Voting on Big Oil Issues
As noted, the multinational oil
companies in general (and SOCAL in
particular) are the major beneficiaries of
"flag-of-convenience" fleets. However,
Mr. McCloskey's pro-big-oil positions
have not been limited to maritime
issues. For example, Mr. McCloskey—
The SOCAL Connection
• supported legislation to strike from
the Conference Report on S. 2589 (93rd
For reasons already described, initial
Congress) price controls on certain
attention was focused on the oil
crude oil;
industry. That industry is the major
• opposed H.R. 11793 (93rd Con
beneficiary of "flag-of-convenience"
gress)
to roll back the price of domestic
ships and is antagonistic to the U.S.
crude
oil
to $5.25 per barrel and to allow
merchant fleet. In particular, SOCAL
prices to rise no more than 35% above
owns 28 foreign ships, was a bitter
the
$5.25 ceiling;
opponent of oil cargo preference legisla
•
opposed H.R. 7014 (94th Congress)
tion, and is a leading "flag-of-conproviding
the President emergency
venience" exponent.
SOCAL and the oil industry also standby authority to establish a civilian
received special attention because of strategic oil reserve, control the price of
two rather casual statements made by domestic oil, and set fuel economy
standards for domestic automobiles;
Mr. McCloskey:
• supported an amendment to H.R.
"A number i>l years ago, when / ran
7014
(94th Congress) to provide for
for Congress. / was invited to meet with
gradual
decontrol of domestic oil prices
the executives of a major oil cotnpany in
but placing a ceiling of $ 11.28 per barrel
San Francisco. It was represented to me
on
the price of new oil;
that if those executives were satisfied
•
opposed an amendment to H.R.
with my position on certain issues, /
7014
(94th Congress) to prohibit the
might expect individual campaign
contributions from them. . ."[Paul N. leasing of federal mineral lands—other
than those on which oil deposits are
McCloskey: Serial No. 9.5-11, p. 166]
located—to
a vertically integrated oil
Addressing Mr. Lawrence Ford,
company,
and
to prohibit granting
President of Chevron Shipping Com
pany, a subsidiary of SOCAL, Mr. Mc leases on oil lands to such companies if
they owned or controlled competing
Closkey said:
interests
in energy sources;
"I have a great respect for your
•
opposed
an amendment to H.R.
company's counsel. It is as good a law
7014 (94th Congress) to set ceilings for
firm as / have seen. When / was
prices for the cost of domestic oil;
considering going into politics, / was
• opposed an amendment to H.R.
referred to your attorneys as the most
7014 (94th Congress) to continue the
knowledgeable about the political scene
$5.25 per barrel price ceiling for old
and how to run for office." [Serial No.
domestic oil, to roll back the price of
95-11, p. 166]
most other domestic oil to an average of
San Francisco court records list
$7.50
per barrel and to allow the
Brobeck, Phleger and Harrison as
President
to set higher prices of other
counsel to a subsidiary of Standard Oil
classifications of domestic oil up to an
Company of California. Members of
average price of $10.00 per barrel;
the firm and their immediate families
• opposed adoption of the Confer
contributed $13,775 to Mr. McCloskey
ence
Report on H.R. 2166 (94th Con
as follows:
gress) repealing the Oil Depletion
Herman Phlcgcr
53,200
Allowance for major oil companies and
Atherton Phleger
3,000
restricting
foreign tax credit abuses by
Hamilton Budge
1,800
major
oil
companies;
Peter M. Folger (Parents of)
4,850
• opposed House Resolution 605
David W. Lennihan
550
Robert N. Lowry
200
(94th Congress) to disapprove and
Donald D. Connors
loo
block the proposed plan of the President
Hart H. Spiegel
75
to gradually lift price controls on
In addition, two members of the firm
domestic oil;
and the father of Mr. Folger served on
• opposed House Resolution 641
Mr. McCloskey's finance committee.
(94th Congress) to disapprove of the
Executives of SOCAL subsidiaries,
President's plan for gradual decontrol
including the President and Manager of
of the price of domestic oil over a 39Flag Ships of Chevron Shipping
month period;
Company, directly contributed $1,090
• supported amendments to H.R.
to Mr. McCloskey.
9464 (94th Congress) to end federal
Sources directly tied to SOCAL by
regulation of interstate gas prices, to
means of interlocking,xlirectorates also
deregulate natural gas prices, to end the
were major contributprs to Mr. Mc
Federal Power Commission's authority
Closkey: •' C'.l K i 5 J' f;
to reduce price ceilings on gas still under
• $5,143 from execptives and at
federal regulation; >
torneys of Hewlett-Packard Company,
• opposed H.R. 4035 (94th Congress)
and Mrs. David Packard. Mr. David
Continued on Page 29
Oil Industry and
Foreign Shipping
�Continued from Page 2 7
ministration, instead of squarely stating
that the purpose of its one million dollar
advertising campaign was to pass the
Cargo Preference legislation, tried to
cover up that purpose by defining it as
"the creation of a climate in which
legislation would be passed." (Emphasis
added.) This was a patent fraud, and it
was Mr. Brand's advice that the
advertising firm relied on in proposing
to use government funds to work to pass
the Cargo Preference bill.
Mr. Brand has every reaison to
oppose my positions on the maritime
industry, and it is fair that he raise
reasonable questions as to my own
sources of campaign funding. I have run
for Congress seven times and for the
Presidency once, and over $2 million
has been raised on my behalf, primarily
from friends and constituents in my
own congressional district.
Mr. Brand, however, has made a
number of serious misrepresentations in
his letter, and his inferences and
innuendos are both unreasonable and
misleading. I would like to set the
record straight on his chief allegation
that my votes in the Congress "have
reflected the views of the oil industry in
general and Standard Oil Company of
California (SOCAL) in particular," and
that, "Mr. McCloskey received over
$26,000 from sources tied directly to
Standard Oil Company through em
ployment, legal representation and
interlocking directorates."
The specific facts alleged by Mr.
Brand to support these statements are
set forth under the title, Oil Industry
and Foreign Shipping: The SOCAL
Connection.
The pertinent language from Mr.
Brand's paper is set forth verbatim as
follows, and in order that you may test
Mr. Brand's thesis and accuracy, I have
set forth the true facts immediately
following each accusation, with ref
erences to several letters from indi
viduals named in Mr. Brand's letter
which are attached as appendices
hereto.
1. MR. BRAND'S ALLEGATION:
"The SOCAL Connection"... "San
Francisco court records list Brobeck,
Phleger and Harrison as counsel to a
subsidiary of Standard Oil Company of
California. Members of the firm and
their immediate families contributed
$13,775 to Mr. McCloskey as follows:
Herman Phleger
$3,200
Atherton Phleger
3,000
Hamilton Budge
1,800
years of law practice may have given me
4,850
additional
small campaign contribu
550
tions. This is in spite of the fact that 1
200
have never been believed to be sympa
100
thetic
with the oil industry's positions.
75
You
will
note from the Petroleum
(Total $13,775)
Political Action Committee letter
RESPONSE: The law firm of Bro
(Attachment
C) that my voting record is
beck, Phleger and Harrison does not
listed
"as
one
generally adverse to the
represent Standard Oil Company of
position of the petroleum industry,"
California or any of its subsidiaries.
with
a 20% approval rating from the
(See letter of Herman Phleger attached
IPAA.
as Attachment .A, and from David
4. MR. BRAND'S ALLEGATION:
Lennihan, Attachment D.) Of the eight
"Sources
directly tied to SOCAL by
lawyers listed in the firm, three were
means
of
interlocking
directorates also
classmates of mine at Stanford, either as
were
major
contributors
to Mr. Mc
undergraduates or in law school, and
Closkey:
one served with me in the First Marine
—$5,143 from executives and at
Division in Korea in 1951. The firm has
torneys
of Hewlett-Packard Company,
no connection with SOCAL and yet
and Mrs. David Packard. Mr. David
half of the so-called "SOCAL CON
Packard, Chairman of the Company, is
NECTION" is attributed to this firm.
a
director of SOCAL."
Mr. Phleger, former Counsel to the
RESPONSE: This is a joke, since
State Department in the Eisenhower
David
Packard, former Under Secre
Administration has properly termed
tary
of
Defense in the Nixon Admini
Mr. Brand's charge "libelous per se"
stration,
has generally opposed me in
and demanded a retraction.
my campaigns for re-election, particu
2. MR. BRAND'S ALLEGATION:
larly
after I urged discussion of
"In addition, two members of the firm
impeachment
of Nixon in 1971 and
and the father of Mr. Folger served on
1973. His wife did contribute to me in
Mr. McClpskey's finance committee."
one election against the liberal student
RESPONSE: This is true. Peter
activist, David Harris, and this certainly
Folger was the Co-Chairman of my
must have been with the concurrence of
Finance Committee in 1967 when 1 ran
Mr. Packard. A number of Hewlettagainst Shirley Temple Black. Mr.
Packard executives who live in my
Folger is an ex-marine who served in
district, and who are friends, neighbors
World War II, and we share a Marine
or ex-clients, have supported me over
Corps background and friendship. Two
the years, and the wife of one HewlettStanford classmates, David Lennihan
Packard executive has managed two of
and Hamilton Budge, also have served
my congressional campaigns. Aside
on my finance committees. But none
from David Packard's service to
of these people have any relationship to
SOCAL as a Director, to my knowl
Standard Oil Company.
edge, neither Hewlett-Packard nor any
3. MR. BRAND'S ALLEGATION:
of its executives have any tie-in of any
"Executives of SOCAL subsidiaries,
kind with SOCAL.
including the President and Manager of
5. MR. BRAND'S ALLEGATION:
Flag Ships of Chevron Shipping
"—$4,150 from Mr. Alejandro ZaffeCompany, directly contributed $1,090
roni, president of Alza Corporation,
to Mr. McCloskey."
whose board, until 1978, interlocked
RESPONSE: So far as I can tell, this
with SOCAL."
is also true. Larry Ford, the former
President of Chevron Shipping Com
RESPONSE: Dr. Zafferoni is one of
pany, gave me $100 in 1977. In 1976, the
the leading scientists in the world, and a
Chevron Committee for Political
contributor to the early development of
Participation gave me $200. This year,
the birth control pill. He was strongly
1978, Mr. Ford and the Chevron PAC
opposed to the Viet Nam War and is
listed in Congressional Quarterly as
each gave me $100. These were the first
having been the largest donor to anti
contributions I had ever received from
war candidates in 1972 of any citizen in
any oil company to my knowledge,
the United States. His contributions to
although John Berwald, one of my
me were based on my anti-war position
earliest legal clients (dating from 1956),
against the Nixon Administration in
a close personal friend, and an executive
with a SOCAL subsidiary, has given me
1972, and he has never discussed with
small contributions over the years, and 1
me on any occasion any interest in oil
presume other friends or clients from 14 companies or in their problems. If his
Peter M. Folger (Parents of)
David W. Lennihan
Robert N. Lowry
Donald D. Connors
Hart H. Spiegel
Board of Directors included a Director
of Standard Oil Company, it had no
reference to his campaign contributions
on behalf of anti-Viet Nam War
candidates.
6. MR. BRAND'S ALLEGATION:
"—$2,300 from four executives of the
Signal Companies and the corporation's
political action committee. SOCAL and
Signal are tied by means of an interlock
ing director."
RESPONSE: Forrest Shumway,
President of the Signal Companies, was
a fraternity brother of mine at Stanford
and once persuaded me to enlist in the
Marine Corps. We have been close
personal friends since college, and he
has contributed to my campaign (and
occasionally gotten his friends to do so)
in every race in which 1 have ever run in
spite of his concerns over my voting
record.
7. MR. BRAND'S ALLEGATION:
"The foregoing is illustrative. Thou
sands of dollars of additional contribu
tions to Mr. McCloskey, either in
smaller amounts or with less direct ties,
are from other sources related to
SOCAL and other multinational oil and
gas interests."
RESPONSE: The foregoing is indeed
illustrative. No reasonable person could
infer therefrom that there is evidence of
substantial contributions from Stand
ard Oil Company or their subsidiaries,
or a pattern of "pro-big-oil positions"
on my part as claimed by Mr. Brand.
In short, Mr. Brand is a liar and
deliberate deceiver whose innuendos
and inferences can't stand the test of
public scrutiny. He brings no credit to
those elemeiits in the maritime industry
which are honest and competent. 1 hope
you will have the opportunity to meet
Mr. Brand personally and discuss his
charges and this response with him. I
believe you will conclude he is one of the
truly great horses' asses on the Washing
ton scene.
I would not have taken your time with
this lengthy letter in answer to Mr.
Brand's observations of October 6 but
for the fact that Merchant Marine
Committee Chairman Jack Murphy has
recently announced that he will again
attempt to push through Cargo Prefer
ence this year, with Mr. Brand's usual
vigorous support.
I would be glad to answer any further
questions you may have, or respond to
any of the other claims or innuendos in
Mr. Brand's letter which are not
discussed herein.
Sincerely,
Paul N. McCloskev, Jr.
Transportation Institute Study,,
Continued from Page 29
to extend authority for oil price
controls;
• sponsored H.R. 10579 (94th Con
gress) deregulating the price of certain
natural gas taken from federal lands.
[One month after the bill's introduction.
Standard Oil Company of California
acquired an interest in seven tracts of
federal offshore lands.]
Other Foreign
Shipping Interests
In addition to the oil industry, Mr.
McCloskey received other contribu
tions from sources related to foreignflag shipping. A few examples include:
• $1,000 from two executives of
Envirotech Corporation, a 50-50 joint
venture partner with both Sumitomo
Shipbuilding and Mitsui Shipbuilding,
both Japanese companies.
• $3,485 from directors, executives
and counsel to Crown Zellerbach Cor-
poraiion, and their families. Through
.subsidiaries, the company owns five
foreign-flag vessels.
• $600 from Adil Arabogiu. "Hon.
Cons, of Tunisia" and "Shipping
Broker" with a Washington. D.C.
address.
• $3,100 from sources directly and
indirectly tied to the Weyerhauser'
Company which operates at least six
foreign-built foreign-flag ve.s.sels.
• $450 from the President of the Bank
of California, which owns five Jap
anese-built. Liberian-ftag vessels ac
quired in 1973 and 1974.
'Again, the foregoing is illustrative
rather than exhaustive.
Defense Contracfor
Interests
Another special interest group which
figures prominently in Mr. McCloskey's
contributions is defense contractors. A
few examples will suffice:
Mr. McCloskey received $5,143
(already mentioned) from executives
and attorneys of Hewlett-Packard
Company, and their families, in fiscal
year 1977. the company received
$69,049,000 in prime military contracts.
• Mr. McCloskey received $2,300
from four executives and the political
action committee of the Signal Com
panies, Inc. In 1977, the company
received $118,312,000 in prime military
contracts.
• Mr. McCloskey received $2,100
from a director of Tcledvne, Inc. In
1977, the company received $304,778,000
in prime military contracts.
• M . McCloskey received $1,375
from two e.xecutives and the political
action committee of Watkins-Johnson
Company. In 1976, the company
received $2,371,000 of prime military
contracts.
Mr. McCloskey received additional
thousands of dollars from executives of
substantial defense subcontractors.
Examples include:
• $1,150—Vidar Corporation (one
executive)
• $4,400 —Raychem Corporation
(two executives)
• $2,100—Tymshare, Inc. (two ex
ecutives and one lawyer)
Mr. McCloskey was a leader in the
effort to cripple the Renegotiation
Board, the watchdog agency that
monitors and recaptures excess profits
by defense contractors.
On March 21, 1977, Mr, McCloskey
introduced H.R. 5257 which, in effect,
would have put the Renegotiation
Board out of business by relegating it to
standby status. Mr. McCloskey also
supported an amendment to H.R. 10680
(rejected by a vote of 125-251) that
would have severely curtailed the
powers and proposed extended life of the Renegotiation Board. These posiContinued on Page 30
March 1979 / LOG I 29
m
sm
�Transportation Institute Study
Continued from Page29
tions were consistent with the interests
of Mr. McCloskey's defense contractor
contributors in general, and particularly
of companies such as Watkins-Johnson
and Teledyne, which were required by
the Board to repay excess profits in the
Conclusion
In general, the Transportation Insti
tute does not believe that the decisions
of Congressmen are determined by their
campaign contributions.
Such allegations by Mr. McCloskey
and others in connection with maritime
issues should be viewed with consider
able skepticism. At the very least, they
reflect a double standard.
As documented herein. Mr. Mc
Closkey accepted special intere.st contri
butions far greater in magnitude than
contributions to other members of
Congress that he criticized. Moreover,
skepticism is required because media
attention to contributions in connection
with .a legislative issue may be more
reflective of the ease of identifying those
contributions than of their relative
magnitude or importance.
Congress should consider revising
existing federal election disclosure
requirements. As this case study demon
strates. multiple contributions from
corporate executives, contributions by
lawyers and lobbyists without identi
fication of the special interests they
represent, and the failure to identify
important relationships such as inter
locking directorates can frustrate the
disclosure objectives of existing law.
Impartial Observer Views T.I.— McCloskey Debate
As people who depend on a
J\^ strong U.S. maritime in
dustry for our livelihoods and
who understand its importance
to our national security, it is easy
for us to choose sides in the
Transportation Institute-Rep.
Paul McCloskey debate.
Since the Institute is a staunch
supporter of the U.S. maritime
industry, we as SIU members
would naturally align ourselves
with T.I.
So in this regard, we were
heartened to read an article from
an impartial observer who com
mented favorably on the T.I.
study concerning Rep. McClos
key.
The article appeared in the
Political Action Report, an
independent Washington, D.C.
based newsletter specializing in
in-depth political reporting.
The article in Political Action
Report—written by its editor
Nathan Muller—was not, how
ever, totally prompted by the
T.I.-McCloskey issue.
Common Cause—a self pro
claimed public interest lobbying
group—released a study entitled
Political Action Report
^Xomition Cause Study Flawed"
I
N October, Common Cause released
a study on the impact of money on
Congressional decision-making. At the
same time, another study was com
pleted. This one by the Transportation
Institute, a non-profit research and
education organization representing
160 member companies that operate
vessels on the Great Lakes, inland
waterways and U.S. flag-ships in
domestic and international seagoing
commerce.
The stated goal of the Common
Cause study. "How Money Talks in
Congress." was to demonstrate the
various ways in which political contri
butions affect congressional decisions
that have an impact on aj) of us.
"Examples abound." said the report,
"but one of the most blatant is the case
of the 1977 cargo preference bill." The
controversial bill, which would have
required 9.5 percent of all oil imports be
carried on U.S. flag-ships, was reported
out of the House Merchant Marine and
Fisheries Committee by vote of 31 to 5.
According to Common Cause, mem
bers of that committee who voted for
cargo preference received a total of
$82,263 in campaign gifts, but those
who voted against it. only $1,000.
After citing numerous instances of
how the maritime interests used huge
amounts of money to influence the
outcome of the bill. Common Cause
proclaimed: "But another campaign was
also conducted one to defeat the bill,
led inside the House by Rep. Pete
McCloskey (R-Calif.). who also served
on the Merchant Marine and Fisheries
Committee . . . The goal of Rep.
McCloskey. Common Cause and others
was to draw enough public attention to
the bill to convince legislators that it
would never stand the light of day." As
Common Cause noted in its study, the
cargo preference bill was eventually
defeated on the House floor by a vote of
257-165. "The glare of national publicity
had produced some dramatic results."
Common Cau.se lent credibility to its
final report by lifting excerpts of a letter
from Rep. Pete McCloskey which read
in part: "Your publishing of the precise
extentand nature of maritime industry
contributions over the years created a
desire on the , irt of many of my
colleagues, particularly the new Mem
bers. finally to declare their independ
ence from the maritime lobby. I believe
this was the crucial factor in changing a
31 to 5 vote for the bill in Committee to a
smashing 257-165 vote on the floor."
McCloskey denounced maritime as a
"sick and corrupt industry" and im
pugned the integrity of some members
of the committee who had been recipi
ents of campaign contributions from
maritime interests.
But two rather casual statements
made by McCloskey prompted an
investigation from another quarter into
the real motivations of Common
Cause's steadfast ally. The Transporta
tion Institute, in its report. "Maritime
Policy and Campaign Contributions."
A Ca.se Study in Double Standards."
revealed that McCloskey had good
reasons to lead the fight against cargo
preference, none of which had to do
with looking out for the public interest
or "declaring independence from the
maritime lobby."
The Institute, using the same docu
ments and research techniques as
Common Cause, uncovered a clear
pattern of contributions to McCloskey's
campaigns: multinational oil and
foreign-flag vessel interests; and defense
contractor interests, all of whom left no
stone unturned to sink the Cargo
Preference Bill.
rhe Institute study revealed that each
industry is a major beneficiary of "(lagof-convenicnce" and is antagonistic to
the U.S. merchant fleet.
Singled out fo-' investigation was
Standard.Oil of California (SOCAL).
one of the "seven sisters" of the oil
industry, and a major foreign flag-ofconvenience operator. SOCAL owns 28
foreign ships, and was a bitter opponent
of cargo preference legislation.
".A number of years ago. when I ran
for Congress. I was invited to meet with
the executives of a major oil company in
San Francisco." the s^udy quotes
McCloskey as saying. "It was repre
sented to me that if those execu
tives were satisfied with my position
in certain issues, I might expect indi
vidual campaign contributions from
them..."
Addressing Lawrence Ford, president
"How Money Talks in Congress"
in October 1978.
The Common Cause article
blasted maritime labor's program
of supporting the election cam
paigns of legislators who have
shown that they believe in the
importance of a strong merchant
marine to a strong United States.
At the same time. Common
Cause congratulated Rep.
McCloskey for his key role in
defeating the 9.5 percent oil cargo
preference for U.S. ships bill in
1977.
Therefore, the Political Action
Report, in its lirticle, reviews
both the T.I.-McCloskey issue as
well as issues raised in the
Common Cause study.
So, following is the article as it
appeared in the Political Action
Report.
By reading it, SIU members
will have a better understanding
not only of the T.I.-McCloskey
debate, but of the kinds of issues
the SIU faces every day in
Washington in our fight for a
better maritime industry and job
security for American maritime
workers.
of Chevron Shipping Company, a
subsidiary of SOCAL. McCloskey
reportedly said: "I have great respect for
your company's counsel. It is as good a
law firm as I have seen. When I was
considering going into politics. I was
referred to your attorneys as the most
knowledgeable about the political scene
and how to run for office."
The attorneys McCloskey referred to
were Brobeck. Phleger and Harrison,
counsel to a subsidiary of Standard Oil
of California. Members of that firm,
and their immediate families contrib
uted $13,775 to McCloskey. Moreover,
two members of the firm and the father
of Peter M. Folger. another member of
the firm, served on McCloskey's finance
committee.
Executives of SOCAL subsidiaries,
including the President and Manager of
Flag Ships of Chevron Shipping
Company, contributed $1,090 to his
campaign. Others related to SOCAL by
means of interlocking directorates were
also major contributors to McCloskey,
including $5,143 from executives and
attorneys of Hewlett-Packard; $4,150
from the president of Alza Corporation,
whose board, until this year interlocked
with SOCAL; and $2,300 from four
Signal Companies directors, and the
corporation's PAC. SOCAL and Signal
are tied by an interlocking director.
According to the Transportation
Institute, these examples are only
illustrative of a much deeper trend.
Thousands of dollars more in contri
butions. either in smaller amounts or
with less direct ties, came from other
sources related to SOCAL and other
multinationals with oil and gas interests.
In addition to the oil industry, the
study said McCloskey received other
contributions from sources related to
foreign-flag shipping. A few examples
include: $1,000 from two executives of
Envirotech Corporation, a 50-50 part
ner with two .lapanese shipbuilding
firms; $3,485 from directors, executives
and attorneys of Crown Zellerbach,
owner of five foreign-flag ships through
its subsidiaries; $3.100 from sources tied
to the Weyerhauser Company which
operates at least six foreign-built,
foreign-flag ships; and $450 from the
President of the Bank of California,
which owns five ,lapanese-built, Liberian-flag vessels acquired in 1973
and 1974.
defense contractor, received $69,049.000 in prime defense contracts, while the
Signal Companies received $118,312.000. McCloskey received $2.100 from a
director of Teledyne. the recipient of
$304,778,000 in prime defense con
tracts; $1,375 from two executives and
the PAC of Watkins-Johnson Com
pany. the recipient of $2.371,000 in 1976
contracts.
The study also noted that McCloskey
was also instrumental in the attempt to
cripple the Renegotiation Board, a
watchdog agency that monitors and
recaptures excess profits by defense
contractors. McCloskey also supported
an amendment that would curtail the
powers of the Board and cut its
lifespan—positions consistent with the
interests of McCloskey's major
supporters, the defense contractors,
especially those of Watkins-Johnson
and Teledyne which were caught bilking
the government and were required by
the Board to repay excess profits.
The Hewlett-Packard Company, a
"A central theme of McCloskey's
eorruption charges has been campaign
contributions to members of Congress,"
said the Institute report. "He has
repeatedly suggested that such cojotributions, sometimes as small as $500 or
$1,000 representing scores of individual
seamen's.,contributions, were a motiva
tion for a Congressman's upport of a
strong U.S. merchant marine. Unfortu
nately. these charges have been widely
repeated and disseminated by Common
Cause, the media and others."
Overall, the study by the Transpor
tation Institute is a fine piece of research
and reporting, far surpassing anything
Common Cause has done to date.
Although not of the opinion that
positions of congressmen on legisla
tive issues are dictated by campaign
contributions, the Transportation
Institute believed research on McClos
key was warranted because of his
consistent anti-U.S.-flag stance and his
apparent fixation with corruption and
campaign contributions to smear the
integrity of the Cargo Preference Bill's
supporters.
In light erf these findings. Common
Cause would do well to investigate
further, and choose wisely the next time
it wants to pepper its work with praise
from such "disinterested" and "non
partisan" champions of the public in
terest as Rep. Pete McCloskey.
�Twenty More Qualified Men for the Engine Department
Here's the end of the year QMED graduating class at the MLS in Piney Point, Md.-20 in all. Ttiey are (front row I. to r.) Major Smith Jr., Alphonse Thomas Jr., Bill Foley
Randy McDonald, Chris W. Cunningham, Michael McNally, Bill Atwell, Robert Kinchen and Jose Camelo. The mid row (I. to r.) has Curtis Jackson. Luis Baddy!
Frederick Reyes, Danny Johnson, die Webber and Steve Fergus. Bringing up the rear row (I. to r.) are R. W. Glaze, Edward Whisenhant, Herbert Bennett, Louis Nieves
and Rafael Atehortua. Jack Parcell was course instructor.
Two for LNG Safety
Lifeboatmen to the Rescue
Two more members completing the HLS LNG Safety Course were (I. to r.) E.
Douroudous and Robert Brown. Course instructor was John Mason.
Early this year (I. to r.) William R. Wood, Charles Whitehead, Ricky A. Brown and
Ronald A. Mincey completed the Lifeboat Course at Piney Point.
A New Cook & Baker
Seafarer
Robert'jf^Tzeji.sBp^^
A Chief Cook
Ready to Row
• With la smile of satisfaction. Chief Cook ^ J
•
iTimbthy Dean' holds his sheepskin. '
cook and bakern; ilnstructor Laymon Tucker did; the'' All bet for rowing is HLS lifeboat Course Qrad Ross
teaching.
Perrine.
March 1979 / LOG / 31
�Mike Rogers Made It From Coal Passer to 2nd Engineer
Hard times seem to come in cycles
for the American merchant seaman.
They come in like a dark tide after the
latest war, lingering on a lot longer
than the war itself.
It was during the post-Korean War
shipping slowdown that Mike Rogers
decided he'd like to try his hand at
seafaring. Despite the hard times, he
accomplished what he .set out to do.
Rogers, 48, spoke with the Lo;^
during a break in his studies at the
District MEBA Upgrading Center in
Brooklyn, N.Y. The former SIU mem
ber was preparing for his second
assistant engineer (motor) examina
tion. (He has since taken the exam
and passed.)
The fact that Rogers recently stood
for the license—and successfully—
tells part of his story. Things have
worked out alright for him, after he
made that decision to go to sea some
25 years ago. But it didn't happen
exactly according to his original plan.
As Rogers himself explained it, "I
tried to ship out of New York, where I
was born and raised, but I just couldn't
get a job." So he gravitated up to the
Great Lakes where he finally shipped
out as a second cook on an old Laker.
For the next couple of years Rogers
worked as a cook, until he switched
over to the engine department as a
coal passer sometime around 1954.
Before hf^ left the Lakes, he had also
mm
LOOKING for a
Future?
worked as fireman and oiler. And he's
been in the black gang ever since.
Rogers got his first deep-sea job in
1959. It was as oiler on the SIUcontracted Liberty ship Valiant Hope.
which he caught in Portland, Me.
before she headed over to Tunis,
North Africa, with a load of "free"
(aid) grain. "We got a real good
welcome over there," Rogers told us,
"because the cargo was badly needed
by the people."
After getting back from his first
deep-sea trip, signing off in Boston,'
Rogers made his way back to New
York, only to find himself heading
back to the Great Lakes. He worked as
an SIU dispatcher in Detroit for about
five months, then he shipped out
again. He was an oiler -mostly on
Lakers -for the next six years. With
one notable exception: he took a job
on the C-2 Maiden Creek (Water
man) on a round-the-world voyage.
Before quitting the Lakes for good,
and retiring his book in the SIU to
become a MEBA engineer, in 1966,
Rogers worked on the coal-fired
Lakers G.A. Tomlinson and the 5>7vania. The Sylvania, a bulk-carrying
self-unloader, is one of those ships
that doesn't die easily: she was built
in 1905, and is still operating up on
the Lakes (she was lengthened and
modernized in 1958, though she's still
coal-fired).
In spite of the fact that Rogers
shoveled a lot of coal in his days on
the Lakes, he still has fond memories
of that experience. "The work on the
Lakes was kind of nice," he explained,
"the work was hard—especially the
coal passing—but we went into a lot of
small towns for two or three days at
a time. We were welcomed persons in
those places, and we had a chance to
go fishing and do such things as visit
some of the Indian reservations up
there."
Rogers upgraded to third assistant
engineer in 1966 and was soon on the
Vietnam ammo run, first on the Rice
Victory and then on the Bessemer
Victory. He upgraded to second assis
tant (steam) in 1970, working in that
capacity on the Mohawk, also on the
Vietnam run, for another three years.
The war is behind him and Rogers
has weathered the resultant shipping
slowdown. We'd like to think that
shipping will continue to improve
before it gets worse, but we wouldn't
bet on it.
The best way for any seaman to
prepare for what is usually an uncer
tain future in our business, is to follow
Mike Rogers' example: upgrade.
Rogers has made a worthwhile
investment in the time he has spent
upgrading. "The opportunities to
upgrade are there for all seamen," he
said, "much more than they used to
be. And if I'm not a chief engineer
now, well that's my own fault."
Mike Rogers need not fault himself
for anything. Anyone who can work
his way up from coal passer to second
assistant (steam and motor) is doing
darn well in preparing for whatever
lies ahead.
Look at the Upgrading
Courses at HLS
THESE COURSES STARTING SOON:
LNG—April 30, May 28
OMED—May 28
FOWT—May 10
Marine Eiec+rical Maintenance—April 30
Refrigeration Systems Maintenance & Operations—June I I
Diesel Engines—May 28
AB—April 26
Towboat Operator Scholarship Program—July 9
(Completed Applications must be received by June 9.)
Celestial Navigation—April 30
Chief Steward—April 30, May 28
Chief Cook—May 14
Cook and Baker—May 14
Lifeboat—May 10. May 24
Tankerman—May 10, May 24
To enroll, see your SIU Representative or contact:
Harry Lundeberg School
Vocational Education Department
Piney Point, Maryland 20674
Phone: (301) 994-0010
32 / LOG / Marcfi 1979
During a visit to the Log office, MEBA upgrader Mike Rogers and his wife
Rose Marie look over a photo of a Liberty ship, the type Rogers sailed on In his
first deep-sea assignment.
'^Right-to-Work' Measure
Killed in West Virginia
A "right-to-work" measure intro
duced in the West Virginia State
Legislature for the first time in 21 years
has been rejected unanimously by the
Senate Labor Committee. A subsequent
motion to reconsider the anti-labor, bill
was also turned down by a unanimous
vote.
The bill could be reintroduced again
in either the House or Senate during the
• current session of the legislature, but the
action appears unlikely because of its
double rejection by the Senate commit
tee, the West Virginia AFL-CIO said.
State AFL-CIO President Joseph W.
Powell said that attempts to outlaw the
union shop in West Virginia do not
come as a surprise in view of recent
efforts of the National Right to Work
Committee in Missouri, Illinois, New
Mexico and other states.
In testifying before the legislature,
Powell warned that passage of the bill
would raise serious problems in the state
by "voiding many existing labor
agreements, creating unrest and chaos
in existing labor-management relations
and relegating our citizens to a chickenplucking economy."
The state labor federation pointed out
that in the 20 states that have "right-towork" laws in effect, the average per
capita income in 1977 was $6,327. This
compares with an average of $7,344 in
the non-right-to-work states, it noted.
�^
Recertified Bosun Malcolm M.
. Cross, 63, joined the SlU in 1944 in
the port of New York. Brother
Cross also has a 3rd mate's license.
He was elected to Union office in
1957 and helped in SlU organizing
drives in San Juan. Seafarer Cross
attended a Piney Point Crews
Conference in May 1971 and grad
uated from the Bosuns Recertification Program in July 1975. He was an
SlU representative at the Working
Americans Folk Festival in Washing
ton, D.C. He is a veteran of the U.S.
Army in World War II. A native of
Minneapolis, Minn., he is a resident
of Carson, Calif.
Valloyd L. Foisy, 64, joined the
Union in the port of Lorain, Ohio
in 1961 sailing as a lineman for the
oGreat Lakes Towing Co. from 1950
to 1979 and for the American
Steamship Co. Brother Foisy was a
member of the Carpenters Union
Local 2291 from 1939 to 1946. He is a
veteran of the U.S. Army in World
War 11. A native of Lorain, he is a
resident there.
John Walken, 66, joined the SIU
in 1947 in the port of New York
sailing as a bosun and quarter
master. Brother Walken hit the
bricks in the 1962 Robin Line beef
and the 1965 District Cqijncil 37
strike. He also did some organizing
during the longshoremen's beef. In
1974, he got his quartermaster
endorsement at Piney Point. Sea
farer Walken was born in Germany
and is a naturalized U.S. citizen. He
is a resident of Howell, N.J.
John D. Wright, 64, joined the
SIU in 1943 in the port of New York
sailing as a fireman-watertender.
Brother Wright sailed 43 years. He
walked the picketline in the 1961
Greater N.Y. Harbor beef. Seafarer
Wright was born in Canada and is a
naturalized U.S. citizen. He is a
resident of Brooklyn, N.Y.
Vincent T. Garvey, 66, joined the
SIU in the port of New York in 1954
sailing as an AB. Brother Garvey
sailed 34 years. He is a veteran of
the U.S. Army in World War II.
Born in Brooklyn, N.Y., he is a
resident of Lynbrook, L.I., N.Y.
John F. Sabowski, 68, joined the
Union in the port of Detroit in 1960
sailing in the steward department.
Brother Sabowski was born in
Marinette, Wise, and is a resident
of Superior, Wise.
Fred M. Hazard, 65, joined the
SIU in the port of Mobile in 1950
sailing as a bosun. Brother Hazard
sailed 41 years. He is a veteran of
the U.S. Navy's Seabees during
World War Ik A native of Missis
sippi, he is a resident of Mobile.
Harry K. Pillars, 76, joined the
Union in the port of Ashtabula,
Ohio in 1961 sailing as an oiler and
AB for the Great Lakes Towing Co.
from 1953 to 1979. Brother Pillars is
a former member of the NMU. He
is a verteran of the U.S. Navy in
both World War 1 and 11. Laker
Pillars is a resident of Ashtabula.
John Manen, 62, jbined the SIU
in 1947 in the port of Baltimore
sailing as a QMFD since 1976. He
also had an engineer's license.
) Brother Manen sailed 34 years. He
was born in Texas and is a resident
of Wister, Okla.
Jons A. Karlsson, 65, joined the
Union in the port of Mobile in 1956
sailing as an oiler for the G «fe H
Towing Co. from 1960 to 1979.
Brother Karlsson also sailed deep
sea with the SIU. He was born in
Sweden and is a naturalized U.S.
citizen. Boatman Karlsson is a
resident of Houston.
Jennis S. Alexander, 63, joined
the Union in the port of Norfolk in
1961 sailing as a chief engineer.
Brother Alexander sailed on the
tug Joan McAllister (McAllister
Brothers) from 1959 to 1979. He
also sailed for the> Curtis Bay
Towing Co. from 1945 to 1959.
Boatman Alexander was a member
of MEBA, the NMU, ILA and the
UMW District 50 at various times
from 1945 to 1961. Born in Eliza
beth City, N.C., he is a resident of
Chesapeake, Va.
Maxwell E. "Jake" Longfellow,
60, joined the SIU in 1938 in the
port of Mobile sailing as a chief
steward. Brother Longfellow sailed
43 years. He was a member of the
ISU in 1937. Born in Warsaw, Ind.,
he is a resident of Kemah, Tex.
William N. Sears, 6!, joined the
SIU in 1938 in the port of Savannah
sailing as an AB and deck engineer
for 36 years. Brother Sears was born
in Florida and is a resident of
Jacksonville.
Edgar D. Murphy, 65, joined the
SIU in the port of Baltimore in 1958
sailing as a fireman-watertender.
Brother Murphy is a former mem
ber of the Teamsters Union. He is a
veteran of the U.S. Navy in World
War 11. Seafarer Murphy was born
in Baltimore and is a resident of
White Marsh, Md.
•
Henry S. George, 63, joined the
Union in the port of Norfolk in 1960
sailing as a captain and pilot for the
McAllister Brothers Towing Co.
from 1957 to 1979 and for Dauntless
Towing, Norfolk Dredging and the
Curtis Bay Towing Co. from 1938 to
1955. Brother George is a former
member of the UMW District 50
from 1960 to 1961. He was born in
Fishman-Foxwells, Va. and is a
resident of Whitestone, Va.
Melvin J, Hamilton, 53, joined
the Union in the port of Baltimore
in 1957 sailing as a chief engineer.
Brother Hamilton was formerly a
member of the ILA. He is a veteran
of the U.S. Coast Guard during
World War 11. Born in Baltimore,
he is a resident there.
Social Security Raises Limit on Earned income
G
oing on Social Security doesn't
mean you have to give up work
ing. You can work after retirement and
still collect Social Security benefits, but
there is a limit on how much you can
earn.
This year and in the years ahead, that
limit will be raised to keep pace with
inflation. If you decide to work after you
retire, it is important to keep informed
about these changes because they can
affect the amount of your benefits.
The increase in this year's earned
income limit depends upon age. But for
most retirees, who are between the ages
of 65 and 72, the 1978 limit of $4,000 will
be raised to $4,500 in 1979. The ceiling
on annual earnings for Social Security
beneficiaries under the age of 65 also has
been raised from $3,240 to $3,480.
In all cases, if you earn more than the
limit in your age category, your yearly
Social Security benefits will be reduced
by JSl for every $2 of excess earnings.
For example, if you fall into the first age
category and make $5,000, or $500
above the $4,500 limit, half of that
excess amount, or $250, will be de
ducted from your total Social Security
benefits for the year.
If you work after retirement-you are
expected to file an annual report of your
earnings with the Social Security
Administration by April 15. This
includes a statement of your income for
the previous year and an estimate for the
current year. If you go over the income
ceiling, adjustments will be made in the
amount of your Social Security checks
following this report.
Some Exceptions
There is an exception to the $4,500
yearly limit for retirees between 65 and
72 who are just starting retirement in
1979. Instead of computing the limit on
a yearly basis, the Social Security
Administration will consider your
earnings month by month to determine
whether or not you can receive full
benefits.
In other words, if 1979 is your first
year of retirement, you can earn a total
amount over the yearly $4,500 limit and
still receive full benefits for any month
in which you do not exceed a salary of
$375. For example, you could earn
$10,000 as an employee between Jan
uary and July and receive no benefits,
but then pick the benefits up again for
any month after that time in which your
earnings fall back to $375 or below.
If you are self-employed during your
first year of retirement, you can receive
full Social Security benefits as long as
you do not perform"what is considered
"substantial services in self employ
ment." This varies according to your
profession, but generally the limit is 45
hours of self employment a month.
Remember, these exceptions apply
only to retirees between 65 and 72 and
end with the first year of retirement.
After that, your earnings must fall
below the regular yearly limit foi your
age category.
Currently, persons 72 or older are not
restricted on the amount they can earn
after retirement. In 1982, however, this
age cutoff will drop to 70.
Until then, retirees between 65 and 72
can look forward to continued increases
in earnings limits. In 1980, the ceiling
will rise to $5,000; to $5,500 in 1981 and
to $6,000 in 1982. Thereafter.,,, the
increase each year will be tied to average
wage levels of employees covered by
Social Security.
The earnings limit for people under 65
on Social Security also will go up to
keep pace with increases in annual
covered wages. Social Security will
announce the new limits for each year in
November of the previous year.
$200 Goes to SPAD!
New Pensioner Francisco S. Costa (left) who just gave $200 to SPAD
also gives a two-handed shake to SIU New York Rep John Dwyer. Brother Costa
remembers well being on the SS Houston when she went down in January 1973.
March 1979 / LOG / 33
�Robert Lee
Garrett Jr., 23,
died on Jan. 6.
Brother Garrett
joined the SIU in
the port of Piney
Point in 1974
sailing in the stew
ard department.
He sailed on the 5*5 American Victory
(American SS Co.). Seafarer Garrett
was born in Baltimore and was a
resident there. Surviving are his mother,
Mrs. Doris Bowen; a brother, Donald
and his grandfather, Oran H. Ballard,
both of Baltimore.
Pensioner
George Washing
ton Trippe Jr., 57,
died of cancer in
the Bapti-st Medi
cal Center, Birm
ingham, Ala. on
^ Nov. 23, 1978.
f
Brother Trippe
joined the ,S1U in the port of Mobile in
1952 sailing as a cook. He was born in
Alabama and was a resident of
Lipscomb, Ala. Burial was in Elmwood
Cemetery, Birmingham. Surviving are
his widow, Dorothy; a son. Seafarer
Ronald Trippe of New Orleans and
three daughters, Lilla, Janice and
Roxanne.
Ronald M .
Hosford, 42, died
on Jan 20. Broth
er Hosford joined
the Union in the
port of Baltimore
in 1959 sailing as
an oiler. He sailed
for 25 years. Laker
Hosford was born in Malin, Ohio and
was a resident of Norwalk, Oh>o.
Surviving is his father, Manford of
Norwalk.
Pensioner
Walter Jay Burdick, 65, succumbed to a heart
attack in the Os
wego (N.Y.) Hos
pital on Dec. 25.
Brother Burdick
joined the Union
in 1945 in the port of Buffalo, N.Y.
sailing as a dredgeman for the Great
Lakes Dredge and^ Dock Co. in
Chicago, 111. Laker Burdick was born in
Oswego and was a resident there.
Interment was in Hillside Cemetery,
Scriba, N.Y. Surviving are his widow,
Marion and a son. Jay.
Stanley Jakuboski, 64, died on
Dec. 22. Brother
Jakuboski joined
the Union in the
port of Detroit in
1960 sailing as an
AB for the Wis
consin and Michi
gan Co. from 1965 to 1970. He sailed 26
years. Laker Jakuboski was a veteran of
the U.S. Navy in World War 11. He was
born in Detroit and was a resident of
Royalton, Mich. Surviving are three
brothers, George of West Frankfort,
111., Victor of Oaklawn, 111. and Edward
of Royalton.
34 / LOG / March 1979
Pensioner Greg
ory J. Bruno, 58,
died of broncho
pneumonia in the
New Orleans
USPHS Hospital
on Dec. 13. Broth
er Bruno joined
the Union in the
port of New Orleans in 1956 sailing as a
2nd steward and cook for Dixie Carriers
from 1964 to 1969. He sailed 25 years.
Boatman Bruno was a former member
of the AFL-CIO Bakers Union-Local
35. He was a veteran of the U.S. Navy in
which he lost a leg. Born in Reserve-La
Place, La., he was a resident of New
Orleans. Interment was in the Hope
Mausoleum, New Orleans. Surviving
are his widow, Marie and two
daughters, Deanna and Lisa.
James Brooks
Johnston Jr., died
i
of a heart attack in
the
Norfolk
USPHS Hospital
on July 12, 1978.
Brother Johnston
joined the Union
in the port of
Piney Point in 1972 sailing as a barge
captain of the Auntie Mame (Steuart
Transportation) from 1976 to 1977 and
for the company from 1972. He also
sailed as a tankerman and AB. Capt.
Johnston was a veteran of the U.S.
Army in World War H. He was born in
Norfolk and was a resident of Mobjack,
Va. Burial was in the Rosemont
Cemetery, Sedley, Va. Surviving are his
widow, Bessie and a daughter, Victoria.
,i
Carl L. Westlund, 43, died on
Dec. 24. Brother
Wcstlund joined
the Union in the
port of New York
in 1970 sailing as a
fireman - watertender and oiler
maintenance. He sailed 16 years. Laker
Westlund was a veteran of the U.S.
Navy during the Korean War. He was
born in Elk Rapids, Mich, and was a
resident there and in Pinellas Park, Fla.
Surviving are two sons, Robert and
Richard and his mother. Opal of Elk
Rapids.
Homer A. Berwick, 49, was dead on
arrival of a heart attack at the Cameron
Hospital, West Cacasiew, La. on Nov. 1,
1978. He had been taken off a tug at the
Cities Service Dock, Sulphur, La.
Brother Berwich joined the Union in
Port Arthur, Tex. in 1977 sailing as a
tankerman and cook for the Sabine
Towing and Transportation Co. in
1978, for the Slade and Southern Co.
and on the Tu^-Barge Charles E. Brown
///(Higman)from i 975 to 1978. He was
also a member of the Carpenters Union,
Local 100 and he was a pipefitter.
Boatman Berwich was born in Bessmay,
Tex. and was a resident of Buna, Tex.
Burial was in Antioch Cemetery, Buna
Surviving are his widow, Betty Jo; a son,
David; his mother, Daisey of Buna and
a sister, Mrs. Sarah M. Snoke, also of
Buna.
Pensioner William E. Hart, 55, died
on Jan. 1. Brother Hart joined the SIU
in the port of New York in 1955 last
sailing as a QMED. He sailed 34 years.
Seafarer Hart hit the bricks in the 1961
N.Y. Harbor beef. He was a veteran of
the U.S. Navy in World War H. Born in
New York City, he was a resident of
Bisbee, Ariz. Surviving are a brother,
T. J. McCarthy of Queens, N. Y., N. Y.; a
sister, Mrs. E. (Mary) Hadley of
Jamaica,N.Y. and a niece,Geraldine
Mallett of Bisbee.
Merrill E. Liftie, 55, died in
Chicago, 111. on
Dec. 5. Brother
Little joined the
Union in the port
of Chicago in 1968
sailing as a watchman for the Amer
ican Steamship Co. from 1968 to 1978.
He sailed 34 years. Laker Little was also
an artist. He was a veteran of the U.S.
Marine Corps during World War H.
Born in Iron River, Wise., he was a
resident there. Surviving are his mother,
Mrs. Violet McCauley of Iron River; a
brother, Lloyd, also of Iron River and
two sisters, Lorraine of Allegan, Mich,
and Lauri.
Pensioner Tage
Harry "Swede"
Roslund, 75, died
of lung failure in
South Baptist
Hospital, New Or
leans on July 24,
1978. Brother Ros
lund joined the
SIU in 1940 in the port of Mobile sailing
as a bosun. He sailed 51 years. Born in
Sweden, he was a naturalized U.S.
citizen. Seafarer Roslund was a resident
of New Orleans.
Pensioner Vic
tor V. Sanabria,
49, died in San
German, P.R. on
Jan. 3. Brother
Sanabria joined
the SIU in the port
of New York sail
ing as a cook and
in the engine department. He sailed 25
years. Seafarer Sanabria was on the
picketline in the 1961 N.Y. Harbor beef.
He was born in Puerto Rico and was a
resident of Aquadilla, P.R. Surviving
are a son, Victor Jr.; his mother, Petra
of Aquadilla and two sisters, Luisa of
Ensenada, P.R. and Mercedes of
Aquadilla,
Pensioner Gabriel C. Olson, 81, died
of a stroke in the Bethany Methodist
Hospital, Chicago, 111. on Dec. II.
Brother Olson joined the Union in the
port of Chicago in 1961 sailing as a
scowman and dredgeman for 45 years.
He was a local steward for the Merritt,
Chapman and Scott Co. from 1926 to
1967. Laker Olson was a former
member of the International Dredge
Workers Union. Born in Haugesund,
Norway, he was a resident of Chicago.
He was a naturalized U.S. citizen. Burial
was in Mount Olive Cemetery, Chicago.
Surviving are two sons, the Rev.
Kenneth R. Olson of Wheaton, 111. and
Robert and a daughter, Mrs. Alice
Gronwick of New Port Richey, Fla.
Pensioner Charles J. Senn, 71, passed
away from heart failure on arrival at the
Chilton Memorial Hospital, Pequannock, N.J. on Dec. 11. Brother Senn
joined the Union in the port of New
York in 1967 sailing as a tug deckhand
for the Erie-Lackawanna Railroad from
1927 to 1972 and for the Phoenix
Transportation Co. from 1924 to 1927.
He was born in Weehawken, N.J. and
was a resident of Pequannock. Inter
ment was in the Pompton Reformed
Church Cemetery, Pompton Lakes,
N.J. Surviving are his widow. Alberta; a
son, Robert and three daughters,
Florence, Charlene and Shirley.
Charles J. Pascoe died in the Marine
Hospital, Seattle on Nov. 4, 1978.
Brother Pascoe sailed on the SS Roswell
Victory, SS Bangor, SS Pilot Rock and
the Sea-Land Galloway from 1960 to
1966. He was a resident of Portland,
Ore. Surviving are his widow. Rose and
two sons, Michael and Richard.
Frederick J. N.
Mitchell, 59, died
in Houston -on
Oct. 18, 1978.
Brother Mitchell
joined the SIU in
the port of New
York in 1953 sail
ing as a chief
pumpman. He sailed 43 years. Seafarer
Mitchell was a veteran of the U.S. Army
in World War II. Born in Cashing,
Okla., he was a resident of Houston.
Interment was in Houston National
Cemetery. Surviving are his widow,
Georgia; his mother, Eva ofNederland,
Tex.; a sister, Mrs. D. A. Golda Baker of
Salinas, Calif, and a stepdaughter,
Roselin.
f
n
jp^S^
h
Pensioner
James Lyness, 70,
passed away on
Lyness joined the
r
SIU in the port of
Seattle in 1969
sailing as an AB
and deck mainte
nance. He sailed 37 years and was a
former member of the IBU of the
Pacific. Seafarer Lyness also attended a
Piney Point Educational Conference.
He was born in Ireland and was a
resident of Seattle. Surviving are his
widow, Doretha and a son, William.
Jessie E. Col
lins, 54, died in
San Jose, Calif,
on Jan. 7. Bro
ther Collins had
joined the SIU in
1944 in the port
of Baltimore sail
V
ing deck maintenance. He sailed 27 years. A native of
Trenton, Fla., he was a resident of
Morgan Hill, Calif. Cremation took
place in the Los Gatos (Calif.) Me
morial Park Cemetery Crematorium.
His ashes were scattered on the Pacific.
Surviving is a sister, Mrs. Cynthia
Fiscus of Claremont, Fla.
Emile "Dutch"
Degan, 86, passed
away on Nov. 30,
1978. Brother
Degen joined the
SIU in 1940 in the
port of Houston
sailing as a fireman-watertender. He sailed for 25 years. Seafarer
Degen was a veteran of the U.S. Arm)?^
in World War 1. Born in Holland, he
was a resident of Harris, Tex.
Reginald J.
Beaty, 23, was lost
at sea off the 5*5
Boston (SeaLand) between
Kingston, Ja
maica and Houston. Brother
Beaty joined the
SIU in the port of New York in 1978
sailing as a wiper. He was born in
Queens, N.Y. and was a resident of
Brooklyn, N.Y. and Columbia, S.C.
Surviving are his widow, Barbara; a
child and his mother, Betty Mae of
Brooklyn.
Pensioner Ruperto N. Gautier, 69,
passed away from lung failure in the
Bayamon (P.R.) Regional Hospital on
Oct. 17, 1978. Brother Gautier joined
the SIU in 1939 in the port of Natanjilo,
P.R. sailing as a cook. He sailed 31
years. Seafarer Gautier was born in
Catano, P.R. and was a resident there.
Surviving are his widow, Lula and a
sister, Mrs. Carmen Martinez.
�DELTA SUD (Delta Steamship),
January 8—Chairman, Recertified
Bosun T. Radich; Secretary E. Viera;
Educational Director J. C. Dial; Engine
Delegate E. Welch. $71 in ship's fund.
No disputed OT. Chairman reports that
this has been a good trip and everyone
observed safety rules and there have
been no accidents. A vote of thanks was
given to the entire steward department
for a job well done with the Christmas
dinner. The crew really enjoyed it and
appreciate the amount of work that
went into turning it out.
SEA-LAND COMMERCE (SeaLand Service), January 7—Chairman,
Recertified Bosun Lothar Reck; Secre
tary E. Caudill. $130 in ship's fund. No
OVERSEAS ARCTIC (Maritime
disputed OT. Chairman noted that there
Overseas), January 7—Chairman,
will be a Coast Guard inspection in
Recertified Bosun N. F. Beavers;
Seattle this trip. Also discussed the
Secretary Ken Hayes; Educational
importance of donating to SPAD. A
Director F. Reyes; Deck Delegate Jerry
vote of thanks to the steward depart
McLean; Engine Delegate Gerald W.
ment for a fine Christmas dinner.
Anderson. $6 in ship's fund. Chairman
Observed one minute of silence in
discussed the importance of donating to
memory of our departed brothers. Next
SPAD and the report on the new
port Seattle.
retirement plan in effect this month.
DELTA BRASIL (Delta Steamship),
Report to Log; "Steward Ken Hayes has
January 7—Chairman, Recertified
applied for the LNG school and several
Bosun M. Olson; Secretary A. Estrada;
others are also waiting to hear from
Educational Director Hugh F. Wells;
Piney Point."
Deck Delegate Joe Cave; Engine
Delegate Joel W. Spell. Some disputed
ERNA ELIZABETH (Hudson
OT in deck department. It was noted
Waterways), January 28—Chairman,
that all new entry ratings at the Harry
Recertified Bosun E. K. Bryan; Secre
Lundeberg School should be instructed
tary D. Bronstein; Educational Director
in the fundamentals of swimming and
G. Dalman. No disputed OT. Chairman
safety when boarding and disembarking held a discussion on men going to school
ships via launch service. That all entry
for the LNG course. How it offers a
ratings should be afforded this oppor much better opportunity for more jobs
tunity as an added safety feature prior to and better pay in the merchant marine
going to sea. Observed one minute of
today. Secretary offered a vote of
silence in memory of our departed
thanks for the article that appeared in
brothers. Next port Vera Cruz.
the December Log about stewards going
to school to learn first aid and to be able
BALTIMORE (Sea-Land Service),
to administer it at needed times aboard
January 28—Chairman, Recertified
ship. A vote of thanks to the steward
Bosun Jose L. Gonzales; Secretary
department
for the gumbo and all types
George W. Gibbons; Educational
of bar-b-que.
Director W. J. Dunnigan. $15.25 in
ship's fund. No disputed OT. Chairman
EILEEN (Hawaiian Eileen Corp.),
discussed the importance of donating
January 3—Chairman K. C. McGregor;
to SPAD and read the letter about the
Secretary J. Doyle. No disputed OT.
upcoming Bosun Recertification Pro
Chairman discussed the importance of
gram for the men that are interested.
donating to SPAD. The ship's com
Letter was posted on the bulletin board.
mittee and crew extended their sincere
Educational Director requested all
sympathy to Brother Earl Shepard's
members who needed help to ask for it.
family. He will be missed by all. May
The steward department gave a vote of
God rest his soul. Observed an extra
thanks to the crew for keeping the
minute of silence in memory of Brother
messroom and pantry clean. A vote of
Bull Shepard. A vote of thanks to all in
thanks to the steward department for a
the steward department for a great
job well done. Observed one minute of
delayed Christmas dinner. Report to
silence in memory of our departed
Log: "From the crew we wish all our
brothers. Next port Philadelphia.
officials and Union brothers, a Happy
and Prosperous New Year." Next port
SEA-LAND ECONOMY (Sea-Land
Callao, Peru.
Service), January 21—Chairman, Re
certified Bosun A. McGinnis; Secretary
Official ship's minutes were also
L. Nicholas; Educational Director W.
SEA-LAND TRADE
Drew; Deck Delegate B. Jarratt; Engine
JEFF DAVIS
Delegate J. R. Graydon; Steward
DEI RIO
Delegate R. Aumiller. $186 in movie
GREAT
LAND
fund. Some disputed OT in deck
LNG CAPRICORN
department. Chairman introduced and
COLUMBIA
discussed the new safety program
TEX
inaugurated by Sea-Land Service.
COVE ENGINEER
Secretary reported that the ship's
POINT SUSAN
gangway and bus service was brought
OVERSEAS
HARRIETTE
up at the safety meeting with assurance
BANNER
that these points are being discussed by
SEA-LAND GALLOWAY
the Company since there is a new
ANCHORAGE
doeking facility at Houston, Barbaras
JACKSONVILLE
Point. Observed one minute of silence in
COMMERCE
memory of our departed brothers. Next
COVE
SPRINT
port Houston.
DELTA PERU
SEA-LAND FINANCE (Sea-Land
MAINE
Service), January 31—Chairman, Re
SANTA MARIA
certified Bosun J. Spuron: Secretary A.
ZAPATA COURIER
Reasko; Educational Director Hacker.
BRADFORD ISLAND
No disputed OT. Chairman held a
BEAVER STATE
discussion on the importance of donat
PHILADELPHIA
ing to SPAD. Educational Director
TAMPA
advised all crewmembers to go to
CAROLINA
upgrading school and to LNG school.
OVERSEAS VALDEZ
A vote of thanks to the steward
TAMARA GUILDEN
department for a job well done.
LONG BEACH (Sea-Land Service).
January 28—Chairman, Recertified
Bosun John Japper; Secretary D. B.
Smith; Deck Delegate Elmer Schroeder.
No disputed OT. Chairman discussed
the merits of upgrading at Piney Point
and the importance of donating to
SPAD. All communications received
were read and posted. A vote of thanks
to the steward department.
POTOMAC (Hudson Waterways),
January 14—Chairman, Recertified
Bosun L. Rodrigues; Secretary H. L.
Collier; Steward Delegate Robert Lee
Scott. No disputed OT. Chairman read
a letter received from Headquarters
from Brother Campbell concerning
Bosun Recertification. A hearty vote of
thanks was given to the steward
department for their efforts. They were
short handed and acting Steward
Robert Scott, Cook & Baker and Third
Cook John Loprette and three first
trippers did a wonderful job preparing
Christmas dinner.
PISCES (Apex Marine Corp.),
January 14—Chairman, Recertified
Bosun B. Hager; Secretary J. Miller;
Educational Director Jordan. $7.85 in
ship's fund. No disputed OT. Chairman
noted that Holiday greetings were
received from our Union President Paul
Hall. Also wished to thank all depart
ments for their cooperation. A vote of
thanks to the steward department for a
job well done. Observed one minute of
silence in memory of our departed
brothers. Next port Jacksonville.
SUGAR ISLANDER (Pacific Gulf
Marine), January 27—Chairman, Re
certified Bosun Pete Garza; Secretary J.
Samuels. $20 in ship's fund. No disputed
OT. Chairman discussed the import
ance of donating to SPAD. A vote of
thanks was extended to every man on
the ship because they all deserve it.
received from the following vessels:
SEA-LAND PITTSBURGH
OVERSEAS JOYCE
HOUSTON
ALLEGIANCE
SAN PEDRO
OGDEN CHALLENGER
DELTA COLOMBIA
CHARLESTON
MONTPELIER VICTORY
DELTA ARGENTINA
SEA-LAND MARKET
SEA-LAND PRODUCER
ULTRAMAR
DELTA AFRICA
OVERSEAS ULLA
INGER
ARTHUR MIDDLETON
ROBERT E. LEE
DELTA NORTE
MAYAGUEZ
DEL ORO
WORTH
COVE RANGER
MOHAWK
WALTER RICE
PANAMA
AMERICAN EXPLORER (Hudson
Waterways), January 7—Chairman R.
F. Garcia; Secretary A. Hassan; Edu
cational Director Esposito; Deck
Delegate Jim Spencer; Engine Delegate
Allison Herbert; Steward Delegate
Rudolph Winfield. No disputed OT. On
the bulletin board an article from
Sunday, January 7, 1979, Tampa paper
was posted entitled "Coast Guarr.
Burdened by Antiquated Maritime
Laws" for crew to read. Chairman also
suggested that the crew read the Log
that was received on December 19, 1978.
A vote of thanks to the steward
department for a job well done.
LNG ARIES (Energy Transporta
tion), January 14—Chairman, Recerti
fied Bosun R. D. Schwarz; Seeretary G.
DeBaere; Educational Director W.
Stein; Deck Delegate T. Reading;
Stev/ard Delegate R. Wike. No disputed
OT. Chairman held a discussion on
seamen getting veteran benefits and
manning scales whieh will affect all our
ships and jobs that appeared in the
November Log. Requested all members
to read the Log so you will know what is
going on in the Union. A vote of thanks
to the steward department.
AMERICAN HERITAGE (Apex
Marine Corp.), January 28—Chairman,
Recertified Bosun Frank Teti; Secretary
M. Deloatch; Educational Director A.
Bligen; Deck Delegate Joseph Olson;
Steward Delegate Teddy Aldridge. No
disputed OT. Chairman discus.sed the
importance of young Seafarers upgrad
ing them.selves for more pay and better
job seeurity and also the importance of
donating to SPAD. Chairman also
spoke for himself and the entire crew
when he extended a sincere vote of
thanks for the good food and good
menus and the preparation by the
Steward Marvin Deloatch and the Chief
Cook Teddy Aldridge. Their job was
more than well done. Gourmet meals is
the way to describe it. The cooperation
among all is the best we have seen on
any ship. Next port Stapleton, S.L, N.Y.
LNG GEMINI (Energy Transporta
tion), January 2! —Chairman, Recerti
fied Bosun Charles Boyle; Secretary
Frank Costango; Educational Director
John Fedesovich; Deck Delegate Ger
ald Lopez; Engine Delegate Tom Curtis;
Steward Delegate Larry Dockwiller. No
disputed OT. Chairman reminded
everyone that around the first week in
March most of the crew will be paying
off. It is important that all of us contact
our nearest Union hall to register, apply
for vacations and bring ourselves up to
date with dues and monies due in order
to be members in good standing. A vote
of thanks to the steward department
especially for the Holiday dinners and
treats. Next port fobato, Japan.
SEA-LAND VENTURE (Sea-Land
Service), January 28 -Chairman, Re
certified Bosun W. J. Bobalek; Secre
tary Roy R. Thomas. No disputed OT.
$26 in ship's fund. Chairman held a
di.scussion on the articles that appear in
the Log. Also on the importance of
donating to SPAD. Reminded the crew
to wear hard hats on deck. A vote of
thanks to the steward department for a
job well done. Observed one minute of
silence in memory of our departed
brothers. Next port New Orleans.
SEA-LAND GALLOWAY (SeaLand Service), January 21—Chairman,
Recertified Bosun George Burke;
Seeretary O. B. Smith; Steward Dele
gate Domingo Ortiz. Some disputed OT
in engine department. Chairman gave
the crewmembers a talk on safety
aboard ship and that everyone should
read the notice posted by the Master
covering the subject. Secretary reported
that all members who qualify should
upgrade for better jobs. A vote of thanks
to the steward department for a job well
done.
March 1979 / LOG
35
�Your Name Shouldn't Be on This List
In a recent mailing to the membership by the Seafarers Pension Plan, it was found that a total of S37 members from
the deep sea. Great Lakes and inland waters areas could not be reached because they have incorrect, illegible or incom
plete addresses on file with the Plan, Below is a complete listing of the names and Social Security numbers of these people.
If your name is on this list, it is suggested that you notify the Seafarers Pension Plan of your correct address as soon as
possible. Send your correct address to Seafarers Pension Plan, 675 4th Ave,, Brooklyn, N,Y, 11232.
Abdulla, K.
Abdulla, A
Abshire, J
Acabeo, V
Accord, Jr.. H
Adamisin, G
Adams, F
Adams, A
Adams, J
Adams, W
Adams, C
Adorno, A
Ahmed, M
Albarran, E
Alcox, J
Alexander, A
Allbritten, J
Allen, J
Allen, K
Almodovar, 1
Alvarado, S
Al/awkari, A
Anavitate, F
Anderson, A
Anderson, T
Anderson, W
Anderson, 1Andicoeciiea, J
Antu, R
Arnold, R
Aseione, R
Ashworth, W
Asmont, .1
Asumari, 11
Atkinson, M
Attiek, A
Atwell, A
Aubain, F
Aubrv, J
Austin, E
Austin, Jr., M
Ayala, J
Babbitt, W
Backus, R
Bae/, V
Bailey, L
Balagtar, M
Balbih, T
Ballay, R
Barnes, W
Barnes, S
Barth, \V
Bartliolmey, S
Bateinan, Jr., R
Bauer, W
Beale, R
Beamon, Jr
Beeraft, R
Bcdair, R
Behrcns, C
Belcher, J
Bell, S
Bell, S
Benedict, J
Bcrger, S
Bethel, E
Bevette, S
Biekford, H
Bigley, M
Billiter, M
Biondo, J
Blaekwell, A
Blake, R
Bla/ina, C
Bluitt, 1
Bodge, J
Bodie, A
Booth, J
Born, B
Bolana, J
Bowen, R
Bowler, Jr., 1
Bowman, R
Bovd, J
Boykin, J
Bradford, F
Bray, J
Breaux, Jr., W
Brengle. J
Brennceke, C
Brewer. E
Broadus, E
Broadway, J
Brock, R". ;
Broglcn, G
Brooks, S
Brooks, W
Brown. A
Brown. R
Brown, B
Brunson, L
Brvan. H
Buiaii. R
Bureh. W
278^8-1154
050^4-0815
138-36-0406
096-14-5645
135^8-9328
204-16-8254
216-62-6706
230-94-5573
435-60-0117
497-22-8642
522-86-7721
581-92-7929
274-30-1401
217-16-5854
422-01-1754
223-58-6066
401-36-8565
432-58-4463
437-84-2811
056-46-1870
525-50-6496
115-46-3919
484-66-5102
080-26-6054
223-72-0950
527-64-9414
514-18-4345
518-56-7157
454-84-0859
063-32-8574
05140-7293
411-48-5713
179-14-2294
571-76-4579
265-17-5137
37042-2089
266-38-6243
423-36-9884
44744-8903
243-20-3288
57944-7607
58442-7498
314-24-0163
578-224795
58442-3053
215-24-0864
560-62-5712
586-604125
437-56-2343
133-26-1115
491-60-3009
186-09-9632
458-06-8413
228-78-2461
12940-3878
231-16-0399
538-54-2024
315-20-1668
46042-8622
113-18-9728
228-38-8004
455-24-6410
056-18-4491
438-34-5506
057-014681
173-28-0145
381-60-6820
006-20-8423
21448-6791
233-24-1799
019-28-6341
423-50-3505
110-244334
11544-.3922
375-60-0362
037-24-9926
42248-9716
427-06-6255
456-06-0487
067-24-9121
271-30-0.396
229-76-0817
310-22-8479
576-52-3694
555-96-7061
460-84-6879
221-28-5018
436-844531
262-84-2364
439-98-3257
535-12-5926
449-66-1171
437-04-8093
48946-0891
264-25-6586
25742-9018
717-10-6426
452-13-7808
423-62-2283
43246-5351
434-20-3866
564-98 4661
452-50-0285
247-54-1165
36 / LOG / March 1979
Burke, F
Burke, W
Burnette, B
Burnsed, H
Burrells, R
Bursey, H
Bush. W
Bu.sto, J
Butler, A
Butts, W
Buturnski, A
Byrd, J
Byrne, J
Caban, F
Callaway, M
Calogcros, D
Campbell, W
Campbell, T
Campesi, R
Candelaro, R
Cann, J
Caraballo, R
Carbone, Jr., S
Carlson, C
Carlton, G
Carter, J
Cartwright, G
Cassidy, R
•Cauley. J
Causey, M
Cavanaugh, J
Chaffin, P
Charles, 1
Charriez, A
Chemel, H
Chen, .S
Cherry, C
Cherry, Jr., J
Chcstang, O
Chevere, J
Chriseo, D
Christcnbcrry, R
Cintron, M.
Citrcnbaum, M
Clasen, C
Cliburn, C
Clifton, W
Cochran, C
Colburn, G
Cole, R
Coleman, G
Collet, R
Collier, H
Colon, R
Conrad, P
Cook, J
Cook, D
Cooley, J
Cooper, T
Cooper, G
Cooper, C
Cormier, L
Corn, J
Cortcz, P
Cossetti, D
Costango, F
Cottrill, M
Couch, R
Cowan, Jr., G
Cox, J
Coyle, R
Craft, K
Crain. K
Crews, F
Crews, Jr., J
Crumplcr, F
Cruz, A
Cud worth, 0
Cudworth, Jr., 0
Cumbest, W
Cunningham, J
Currie, J
Cutler, C
Cutrer, 1
Dalhaus, C
Dalhavs, C
Damon, R
Dangclo, R
Darawieh, M
Darlcy, B
Darter, C
Davis, N
Day. L
Dean, T
Deeorte, P
Dees, H
Deimel, B
Delaney, D
Derossett, A
Deskins, W
Desmond. P
Destacamcnto, J
Dettloff. R
Devereaux, E
Deyman, S
370-14-2309
Diaz.; D
376-60-5732
Diaz, C
43248-0701
Diekerson, D
25940-9874
422-70-8032
Dishneau, C
Dixon, R
429-20-1550
422-724937 Donery, E
267-11-6273 Donnelly, Jr., J
42244-3958 Donovan, F
266-584080 Donovan, J
177-12-5076 Doyle, J
237-38-9846 Doyle, T
354-24-8968 Dragazis, A
076-50-1307 Drewes, P
215-70-0841
Dronct, A
077-24-9341
Duggan, C
029-.30-2186
Duhon, R
437-56-6294
Dunbar, J
438-64-8788
Dunn, R
584-50-6670
Durand, Jr., F
089-22-7597
Eberhardt, R
584-70-8252
Edwards, H
581-60-6511
Eimar, M
422-05-6529
Elizzani, A
237-16-2008
Ellard, J
558-92-5447
l-lliott, D
366-62-8142
Elliott, B
413-78-9507
Elmatrahi, N
422-88-1767
Esehenko, M
231-66-8472
li.seobai, C
56540-8242
Eseoto, A
474-344057
Fairall, G
578-86-6200
l akiroglou, S
584-82-3805
Farlow, .1
700-18-9568
Faulkner, R
56846-9852 Ferguson, J
456-28-5674
Feris, B
224-18-8108
Fernandez, B
419-76-8858 Ferrer, G
58446-3642 Fielding, 0
46442-7780
Fizell, (i
555-28-2830
Fladcr, D
212-28-5354
Flemming, R
19846-6720
Formonte, M
425-884092 Forrest. G.
419-62-8481
Forslund, 1
267-20-8097
Fox. E
373-38-0743 Fraone, F
438-82-1690 Frazier, H
323-72-8316
Friedlcr, R
07740-9818 Friend, C.
092-124690 Fuller, Jr., L
405-.38-8005 Funk, A
582-05-8446 Furedi, C
458-80-8269 Gailas, T
030-14-7852 Gaines, W
547-56-0044 Gallowitz, C
423 42-0812 Garber, M
421-66-6087 Garcia, M
452-284129 Garcia, P
587-96-4468 Garcia, E
459-034477 Gardner, Jr., R
426-90-0407 Garlow, R
106-26-0992 Garrett, D
066-22-6678 Garrido, R
222-14-5609 Gates, J
270-26-2316 Gaus, D
28540-2910 Gay, M
227-78-6293 Gentry, H
452-21-7988 Gibson, K
204-36-0736 Gillam, Jr., W
532-.34-8689 Gillikin, W
266-19-9600 Gilliland, Jr., E
244-26-5905 Glover, J
421-20-9158 Godekc, K
229-16-1359 Godwin, W
055-22-0147 Goins. S
180-12-3668 Goldberg, J
180-12-8668 Gomez, 1
.266-90-2664 Gonzalez, L
142-56-1181 Goodhue, W
265-94-6843 Goodman, M
229-18-2569 Gordon, 1
436-184709 Gorman, J
450-04-2574 Gould, M
098-28-8825 Graddiek, J
01746-1464 Grant, F
131-20-0968 Grant. C
419-034699 Grasso, W
260-34-3675 Gray, C
490-14-0748 Gray, R
027-16-6538 Grecff, 1
461-964293 Green, V
494-66-.3891 Green, D
438-86-5493 Greer, W
421-204556 Gremillion, J
220-80-3116 Griffin, R
53940-5612 Griffin, J
264-16-7186 Grima, V
234-24-2235 Guerin, R
547-76-0882 Guglielmo, T
097-18-8325 Guillory, C
379-34-6821 Guillory, J
022-12-0379 Haas, S
Haddad, A
531-60-9267
Had ley, E
056-18-8575
Hagner, J
582-68-3240
Haley, C
425-96-6656
Hall, R
370-62-0711
Hall, J
704-01-5739
Hall, C
508-12-5457
Halsey, J
461-54-0736
Hammers, H
031-07-0049
Hampson, W
582-18 4747
Hancock, C
106-22-1825
Hannon, R
436-66-3897
Hansen, P
099-44-3145
Hardy. Jr., M
079-204426
587-50-8821 Harper. V
Harper, A
700-18-9277
Harris,
J
436-08-7749
Harris,
T
435-.34-2269
096-30-8372 Harris, W
Harris, W
4.39-82-1731
Hart, .S
070-.30-8887
224-66-1003 Hatzigianis, E
Hawkins, H
547-384114
Haynes, D
065-32-7880
Hcald, C
462-26-2761
Hcald, Jr., C
5.30-25-5332
Hearn, Jr., N
466-92-2666
Hcbcrt,
J
129-32-6989
Heddins,
V
124-10 9076
58442-0723 Hembree, Jr., J
457-56-9124 Henderson, H
56846-3823 Henkle, T
Henry, R
33748-2009
215-184089 Hernandez, S
450-84-9212 Hernandez, V
264-04-68.32 Heslip, Jr., W
465-28-3199 Hc.s.sey, J
586-01-7554 Hicks, J
586-60-3673 Hiel, E
463-16-0650 Higginbotham, H
390-34-6618 Hill, L
224-88-6054 Hill, E
195-50-6056 Hill, D
434-76-5091 Hireen, B
219-05-0245 Hodges, C.
570-90-3954 Hogan, J
4.39-02-6526 Hoitt, Jr., E
141-20-0552 Holguin, M
252-12-2818 Holmes, R
128-36-006.3 Hood, R
494-38-8731 Hopkins, H
452-74-2720 Horn, R
221-14-0363 Horvath, R
060-28-8787 Howard, E
08146-6748 Howell, D
246-92-2472 Howes, G
08244-5611 Hudgins, D
533-28-2454 Hudzik, J
580-80-2166 Hughes, W
262-34-2460 Hyatt, V
584-62-9989 Hyslop, J
018-29-9002 Ismael, A
098-22-8444 Jackson, J
267-06-5608 Jaco. S
454-58-1799 Jaegle, D
189-20-8.549 Jagenow, D
469-50-5822 Jenkins, T
266-08-0062 Jester, E
263-70-1379 Johnsen, E
13346-9.356 Johnson, W
401-72-1188 Johnson, C.
237-52-8734 Johnson, G
491-05-9635 Johnston, R
45648-3112 Jones, M
452-.30-1 !79 Jones, W
424-18-3176 Jones, J
410-20-7868 Jordan, C
577-78-0120 Raid, S
584-68-9924
584-12-5995
020 12-0769
437-07-7258
437-584651
099-20-2928
4.38-76-2752
056-12-5428
420-26-6327
258-07-6635
01.3-26-5697
456-84-6108
43.3-64-5501
086-22-7751
438-76-7118
536-64-1886
44946-0571
438-064563
31040-.3638
454-02-7667
140-24-6474
093-14-7902
584-52-5525
437-.30-.3220
463-66-7090
587-90-3514
Kampfmueller, F
Karonis, J
Kavanagh, J
Kent, D
Khan, Y
Kilbride, T
Kilford, Jr., E
Killen, G
Kimbrough, W
King, P
King, J
King, G
King, R
Kinney, Jr., H
Kirk, B
Kirk, J
Kirkendall, K
Kistler, C
Kittrell, E
Klein, R
Kleva, J
Knight, A
Knox, J
Kohut, W
Kornmeier. M
Kotan, J
Kues, S
Kurtz, A
Labit, J
Laguna, E
I.amb, D
Unda, C
Undis, R
Langila, S
Lapezynski, G
Lawrence, L
Layton, W
Leathern, Jr., E
Leelere, A
Ledermann, S
Ledet, C
Ledet, L
Lee, J
Ue, L
Leech, Jr., J
. [.eieher, D
Lelvin, A
Ix-nert, .S
l.ewis, J
Liakos, G
Lillie, W
Lindscy, A
Lofton, R
Lombardi, E
Lope, A
Lopez, J
Lopieeolo, C
Lough, W
Loupe, L
Lousson, L
Louviere, S
Lujan, J
Lynch, S
Mae Donald, C
Maham, L
Mahoney, J
Mainer, B
Malave, J
Maldonado, W
Malloy, G
Malone, T
Mana, A
Mangini, R
Manthey, W
Manuel, Jr., W
Marehisio, J
Mareno, H
Markham, T
Marrero, R
Marshall, G
Marshall, J
Martin, A
Martin, L
Martin, J
Martinez, L
Martinez, L
Martinez, F
Mattingly, R
Maultsby, M
Maynard, M
Mazouz, M
MeCausey, T
MeCleary, S
McClelland, J
MeCormick, H
McDonald, W
McDuffie, T
McEwen, G
McGee, T
McGraw, J
Me Hale, M
Me Homey, W
Melntyre. J
McKain, 0
McKinley, C
McLendon, E
McMahon, P
McNeely, D
McRae, V
Mejias, C
Mckosh, J
Menz. K
Merchant, C
Meuser, W
Miles, 0
Millberger, R
Miller. J
Miller, F
Miller, H
Miller, J
Minnier, D
Monroe, E
Montplaisir, L
Moore, J
Moore, W
Moore, M
Morgan, M
Morgan, B
Morgan, C
Morris, E
373-36-2435
424-56-1739
198-44-5545
467-06-7579
26348-0.359
416-80-9942
423-34-3024
228-74-8670
405-14-5022
123-22-0198
555-36-0856
422-54-9490
11648-5115
453-66-9691
393-16-6118
416-96-3868
111-44-1783
416-84-5162
261-32-8980
29348-6777
216-68-8024
087-.30-6741
30.342-0441
404-56-9143
110-14-5869
11044-5869
179-24-2123
439-16-2845
462-96-549.3
445-78-0548
439-604721
543-24-8401
465-84-2119
118-20-5815
438-70-9565
552-86-2530
216-28-9935
420-78-0026
.363-36-7243
423-82-8451
44542-2251
477-18-8155
535-54-9746
073-34-6937
. 45946-7496
386-68-3988
001-264198
100-38-7952
499-64-7303
435-88-5352
475-62-5363
438-07-9793
271-26-6626
26544-8971
264-08-3212
007-544187
224-58-3845
195-12-8203
321-18-1128
337-14-1685
714-18-1300
117-34-1354
465-58-1861
33540-5281
296-14-0270
363-58-6726
264-19-8905
212-18-9678
085-24-2218
278-14-9186
412-20-1021
573-58-3161
435-58-9395
418-80-6710
301-01-8475
436-60-9763
257-14-7701
109-34-3304
227-66-7092
06246-35.50
024-144693
579-05031.33
375-62-1851
148-36-2113
543-01-2114
433-58-2252
402-56-0784
42646-9200
437-50-5900
09442-0188
587-60-6779
225-04-2383
444-56-8870
55742-1221
439-13-.3940
45442-6514
417-22-1710
388-644409
038-18-2949
223-64-5841
421-324854
206-20-2849
289-40-7204
167-34-5221
233-86-7229
546-82-6172
451-15-3737
433-68-9250
23140-3225
559-34-8016
550-66-1152
721-10-8251
386-60-1387
231-44-6087
253-28-6282
435-38-9439
242-62-0515
225-74-8250
439-88-6287
438-02-5478
461-38-8446
425-17-8646
458-96-9200
439-17-6299
005-03-8585
095-144554
4.34-70-6921
054-15-3186
721-10-5322
026-22-5434
427-82-9281
143-18-7454
586-60-7465
582-92-5800
28846-1437
262-11-1406
435-38-1864
206-16-6920
459-08-9227
525-09-9923
22242-2713
133-26-0793
289-01-9760
347-36-1218
460-92-8612
580-20-6521
580-20-1619
229-824741
212-26-5380
375-66-9243
584-204700
131-05-0168
417-68-0771
460-02-9073
587-624454
226-34-2240
101-16-7199
467-96-0784
438-21-7669
433-02-5338
25440-1849
265-27-0950
435-15-0959
115-22-8886
086-24-1089
405-52-2598
244-20-8085
457-16-2958
578-664500
386-32-0272
263-64-5030
265-34-9940
264-324922
462-28-7132
422-.54-6251
100-50-1478
457-29-6078
155-12-3701
169-30-2895
264-56-0552
438-64-8622
7r-094971
456-78-2289
26742-6084
103-26-7280
434-804372
587-14-6953
580-80-9686
191-28-2236
493-624855
420-92-3399
512-52-9968
467-30-2181
419-82-9880
417-76-7423
434-24-3588
220-28-0017
587-50-8574
261-84-8308
406-34-2700
489-66-5996
449-23-2433
421-20-1894
11940-9734
264-68-0452
40940-5615
46648-1198
466-38-2973
�Morrisette, R
Mortensen, 0
Morton, S
Mozeb. M
MufJahi, S
Muirhead, W
230-12-0605
559-76-3956
436-66-4558
127-34-2390
128-42-5079
587-44-0440
Mull, W
386-01-0366
Mullis, J
Mulvihill, J
Murawski, S
Murphy, M
Murray, G
Murshed, H
Muthana, M
Myers, E
Naklicki, F
Nance, R
Nasroen, J
Nassans, H
Nation, F
Neigebauer, C
Nelms, L
Nelson, C
Nelson, S..
Nipper, Jr., D
Nixon, J
Nixon, L
Nobles, J
Norris, A
Northrope, M
Nunez, F
Nuss, G
Nysia, C
Oakley, 0
i
420-26-0850
048-58-5796
216-03-5330
224-86^26
373-26-3482
072-34-2990
385-54-4924
224-07-0486
048-12^55
224-60-1079
547-38-0186
439-60-0334
435-66-9542
370-40-3229
265-08-6725
227-16-7359
458-04-8586
231-30-1437
474-56-9753
452-74^191
438-76-2496
420-10-8623
423-14-3453
119-40-9609
439-24-8706
557-28-5277
120-50-7538
Obaid, M
127-34-2664
Ockman, C
O'Connell, D
438-64-9162
555-16-8125
O'Daniel, T
Odom, 0
Odom, J
513-60-3826
416-40-6881
419-84-7066
O'Donnell, R
Olderich, C
Olsen, H
O'Neal, C
O'Neal, A
Orischak, P.
Ortega, A
Osburn, K
O'Shaughnessy, C
Osinski, Z
Osmond, 0
Ott, 0
Ottofaro, F
Owen, C
Owens, B
545^6-2177
025-42-7590
457-58-7497
24M8-2243
217-26-0079
150-30-2155
060-26-5384
232-20-8613
159-28-7094
556-26-1570
568-74-7671
226-26-3180
223-38-0465
435^0-4190
246-12-4437
Owens, C
435-22-8335
Oxenfuid 111, W
161-52-3469
Oya, E
Pacewicz, S
Papageorgiou, D
Parker, G
Parrish, J
Parsley, E
Pascasio, A
Pasquali, F
Patty, E
Pelsue, T
Penate, 0
Perez, G
Pcrkinson, H
Perrington, L
Phan, V
Phelps, D
Phelps, L
122-32-4593
163-20-1067
266-17-6528
435-92-8660
255^6-0682
315-20-7310
574-22-6894
039-07-0735
436-44-9999
030-42-5353
465-72-8223
050-28-1234
453-.36-5552
251-84-4377
586-44-8445
432-58-5309
434-24-9096
Phillips, Jr., L
436-58-0673
Pickhart, L
400-24-3789
Piechocki, S
Pierce, R
086-22-3625
Piteris, M. ... 4i(|
Pitetta, J
063-22-3109
Pitre, R
Pitt, W
Piusinski, G
366-62-7255
Plash 111, S
467-19-8195
Ponce, C
Pont, P
178^-6375
Pool, D
Porcelli, L
712-16-4584
Porter, B
Potter, L
312-50-5150
Powell, E
Prehn, W
Prehn, J
217-58-1338
Pressley, H
Pressley, E
Price, L
229-38-0640
Price, B
Pridgen, W
Pugh, G
262-60-8397
Purser, J
Quiles, H
099-32-5298
Quinlivan, E
096-28-4589
Quion, B
Rainey, H
428-74-9225
Ramirez, R
464-38-6180
Ramirez, R
Ramos, R
581-07-0271
Rebollo, J
Reed, Sr., M
451-30-8326
Reeves, C
Reid, G
578-26-0021
Rester, R
Reynolds, W
467-60-6980
Reynolds, J
276-22-2642
Rhoads, R
446-46-4766
Rice, L
, , , 377-24-0023
Richardson, G
419-20-3085
Richardson, J
373-09-1308
Richburg, J
416-14-9056
Ricker, R
578-01-7051
Ridge way, H
424-03-5203
Ridgeway, W
568-26-6335
Rigby, H
,.., 419-44-3024
Ritter, R
.... 358-22-8136
Rivas, N
, , , . 466-24-2847
Rivera, R
.... 527-22-2652
Rivera, J
Rivera, S
.., . 583-90-5643
Roberts, C
, , , 461-18-4025
Roberts, H
.... 460-22-1865
Robertson, J
Robinson, J
Rockwell, G
Rodgers, Sr., C
Rodriguez, F
Rodriguez, R
Rodriguez, R
Rogers, A
Roman, G
Roman, L
Ronano, M.
Rosario, J
Rose, W
Rose, R
Ross, T. .
Ross, H
Rosser, J
. . . . 227-26-6185
.... 251-22-2420
.... 381-32-7141
.... 453-24-7586
.... 113-36-3909
.... 548-26^106
.... 584-12-5096
.... 434-22-0781
113-28-8052
580-42-1030
110-32-5937
..., 561-18-3904
587-50-4018
072-10-9630
432-30-3818
... 4.38-13-7535
Roussin, R
Rowbathani, A
Rowley, S
Ruiz, J
386-60-1816
437-17-6620
265-31-4172
131-32-2287
Rushced, J
Russell, C
Russell, R
Russell, Jr., W
Russo, A
Saar, 0
Saar, E
Sack, D
Salaman, J
Salch, R
Saleh, A
Salthrez, W
Sanders, B
Sandstrom, J
Santana, B..
Sarmcnto, F
Saucier, L
Sawyer, A
Sayers, K
Scarborough, B
Schneider, K
Schoenstein, J
Scoggins, J
Scott, R
Seago, A
Sears, L
Sekella, E
Sellman, Jr., F
Sepulveda, R
Shabain, A
Shackelford, W
Shariff, M
Sharp, G
Shaughne.ssy, P
Sheets, J
Sheldon, V
Shepard, E
Shipley, D
Shircel, C
Short, J
Sierra, M
Sierra, B
451-20-5853
464-76-8886
561-24-9793
464-76-2413
164-16-1888
063-22-5699
073-32-2500
284-16-7830
584-12-4228
076-48-8035
117-42-3753
104-20-3973
5876-84-6795
477-18^569
058-50-4505
080-20-7196
436-94-2427
231-07-3648
371-5^-1304
444-01-6317
438-98-0637
1215-40-6611
422-18-6009
434-68-9935
260-20-2113
262-56-9878
193-32-7609
463-34-6708
581-38-9334
.368-74-2845
559-72-2929
385-52-9309
478-22-6649
()67-16-4925
223-32-2066
554-07-2862
106-44-7735
510-26-0995
369-03-9457
223-34-2374
056-18-0851
533-26-2541
Simmons, J
Simone, A
Simons, R
Singletori, D
Slagle, D
Slater, Jr. W
Smith. W
Smith, B
Smith, T
Smith, C
Smith, R
Smith, Jr., L
Smith, Jr., W
Smith, Jr., J
Sncll, J
Snow, F
Snowden, T
Somers, J
.Sommers, C
Somos, N
.Sorensoii, 0
.SoLitiillo, Jr., W
Spalding, N
Spence, B
Stacey, E
Stalings, Jr., T
Stancil, J
Golden Monarch Committee
229-64-0632
720-05-8026
135-48-5628
251-80-4803
407-46-4283
422-42-4517
223-05-5507
493-62-7232
369-22-7522
266-18-5715
574-05-2817
564-26-8358
264-58-2961
423-52-6186
452-68-2504
228-01-2855
055-30-0126
056-20-3012
118-16-3165
553-64-5275
701-10-3768
417-74-6539
303-48-9525
565-24-0690
424-56-136!
225-56-4645
526-55-0189
Stanga, Jr., F
Stanley, W
Stephens, J
Steurer, J
Stevens, W
Stevens; T
Stewart, L
Stewart, T
Stewart, A
Stirton, 1
Stone, E
Stonestreet, C
Storch, D
Storey, W
Strawn, J
Stubblefield, P
Sullivan, K
Sumpter, Jr., J
Sutton, E
Szeibert, S
Talbort, J
Talcott, G
Tatum, H
Taunton, B
Taylor, A
Taylor, J
Taylor, L
Taylor, A
Taylor, R
Tea.senfitz, M
Terrien, A
Thatcher, D
Thomas, R
Thomas, P
Thomas, M
Thomas T
Thomas, W
Thomas, F
I homas, J
I hompson, D
Thompson, A
Thompson, A
Thompson, M
Thompson, C
Thompson, P
Tiesi, E
Tilton, M
Timmons, F
Tingle, D
Toelle, A
Tollett, L
Toro, R
forsch, J
Trail, E
Trainor, R..'
Treddin, H
Tremel, H
Trotter, A
Tubervillc, J
lyler 111, R
Underhill, J
Urriola, J
Vain, J
Valentine, P
Valenzuela, J
Van Phan, D
Vaughn, F
Vaughn, 13
Vazquez, C
Vazquez, J
Venzon, R
Vernon, Jr., J
Viera, B
Vilanueva, 1
435-13-7044
405-58-7557
469-92-8159
263-55-5469
229-30-2031
526-35-6797
438-80-0475
494-60-3387
239-52-8625
271-28-8609
266-90-1068
419-64-6529
452-84-9829
439-84-8221
432-80-7119
400-42-9843
486-66-0614
413-34-5968
238-72-9314
152^-0101
166-16-3783
291-12-2604
580-10-9832
263-88-2087
223-20-6922
224-36-3891
006-22-3180
434-96-5346
433-22-6612
717-12-7439
015-14-4374
151-50-5969
085-44-9568
462-44-1126
456-44-0543
550-76-0421
215-22-3618
215-14-6521
217-30-9121
240-44-5747
439-05-3124
421-18-8308
434-48-1472
409-24-2331
050-20-0781
198-12-8883
456-16-1898
229-38-6031
227-82-2141
255-82-8717
556-32-3905
116-32-4734
403-50-5454
311-16-2962
072-40-4971
422-46-1676
313-52-2862
572-30-4218
421-76-7658
263-04-5699
157-36-6327
529-78-2552
218-42-8384
433-.30-7684
562-.34-8419
586-32-9042
412-38-6200
226-88-1958
580-52-.3089
583-22-0147
586-60-2508
435-28-3043
581-14-2488
581-88-9031
Villalba, R
Vinson, W
Vogel, J
Vela, 0
Wagner, J
Wakefield, R
Waldrop, L
Walker, M
Walder, T
Walder, R
Walker, E
Wallace, W
Waller, J
Walsh, G.
Walston, W
Walton, J
Ward, J
Watts, S
Weaver, L
Webb, J
Webber, J
Weber, R
Welch, J
Werner, R
Wescovich, T
West, N
Wheeler, G
White, G
White, H
White, D
White, R
Whitfield, H
Whitley, J
Whittington, J
Widmos, J
Wilgus, J
580-30-2394
400-66-7278
121-18-1576
079-20-6125
406-46-9230
457-20-8073
266-50-5216
419-88-4513
227-52-5908
227-52-5272
237-14-7778
424-54-5836
258-34-4820
069-50-1762
242-28-7129
203-18-6763
428^0-8744
257-88-7289
417-76-8577
256-11-3850
461-52-5549
350-07-3460
268-66-7521
130-28-8113
417-62-9917
587-78-5833
026-30-2002
158-09-1505
226-34-0546
224-70-1093
297-07-6903
438-70-0202
243-62-9825
228-30-1566
113-46-5070
274-20-4824
Wilkins, G
230-56-1431
Williams, R
Williams, 0
Williams, R
Williams, K....
Williams, D
Williams, J
Williamson, C
Willingham, H
220-20-3410
428-50-2176
490-62-4312
464-56-9759
438-10-4534
436-90-1602
242-34-0952
424-16-8087
Willkomm, J
Willms, T
433-70-7867
064-24-7344
Wilson, W
Wilson, H
Wilson, D
Wilson. Sr., C
Winfield, L
Witter, Jr., M
Woods, F
Woods, G
Wootcn, H,
Wozunk.J
Wray, J
Wrzcsinski. C
Wuilliez, E
Wyati, W
Vafai, V
Vafai, M
Yakee, R
Yazidi, A
Ygama, A
240-.30-2206
419-58-0453
559-22-3128
428-12-6323
277-72-5737
254-92-7724
316-12-9709
460^6-9049
560-32-2592
159-22-7431
333^4-1637
373-09-6374
224-50-5985
229-50-2716
125-40-1924
128-42-3735
544-.34-I041
557-80-0159
561-38-5.368
Yocom, G
Young, J
452-26-1224
422-36-2642
Young, Jr., V
Yu, C
Zeller, R
185-40-9438
119-18-5556
544-46-78.34
Ogden Willamette Committee
•i
Recertified Bosun Gaetano Mattioli (left) ship's chairman of the Golden Monarch
(Westchester Marine) leads the Ship's Committee of (I. to r.) AB Paul Domes, deck
delegate; Chief Steward-Cook Edward Johnson, secretary-reporter and GSU
Daniel Kiernan, steward delegate. The tanker paid off on Feb. 23 at Stapleton
Anchorage, S.I., N.Y.
On Feb. 25, the Ship's Committee of the ST Ogden Willamelte (Ogden Marine)
gathered here for a payoff at the Exxon Bayway Oil Dock in Bayonne, N.J. The
committee (I. to r.) Chief Steward Paul Franco, secretary-reporter; Recertified
Bosun Leo Paradise, ship's chairman; Engine Delegate Florentine Ramos and
Deck Delegate Max Wadlington.
March 1979 / LOG / 37
�Members' Dependents Have 2 Family Days a Week at N,Y, Clinic
Since late last month, the dependents
of SIU members have been getting both
physical examinations and medical
treatment at the SIU's N.Y. Head
quarters Medical Department Clinic on
Tuesdays and Thursdays from 1 p.m. to
4 p.m. Previously, Family Day had been
only one day a week.
The new family clinic days, under
which members' dependents are eligible
for treatment, are conducted by the
Union's Welfare Plan Dependent
Program.
For a scheduled appointment, de
pendents should call the clinic at
212-965-2440 at least three days before
the visit.
i
Th^. clinic is at 675 Fourth Ave.,
Brooklyn, N.Y.
At the N.Y. Clinic on Family Day are Seafarer Gerald Barber (left) with his
daughters (I. to r.) Dina and Edith, 4.
^ Mr:
Getting an inoculation early last month from Dr. Landon is a young tyke.
KNOW YOUR RIGHTS
Seafarer George Sihalahi (seated center) talks to Mrs. Amin Hadijh Ben Rajab
(standing 1.) as (seated I. to r.) Mrs. Gontha and Glenn Gontha with Pamela Gontha
(standing r.) listen in.
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members, of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Ciulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper addrc.ss for this is:
Frank Dro/.ak, Chairman, Seafarers Appeals Board
275 - Zeth Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages '
and conditions under which you work and live aboard '
your ship or boat. Know your contract rights, as well as i
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
38 / LOG / March 1979
KNOW YOUR RIGHTS
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
llllllllinillHllllllllllllllllllllllllllilllllllllllllllllllllllllllll||||llil||||llllllllllll
patrolman or other Union official, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log haS
irciditionaily refrained from publishing any article serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any sucth^ p^yiiient-l^c,
supplying a receipt, or if a r]ien^|c
payment and is given an ofBciak^rei^eip4|t|4
should not have been required fd make siicr
should immediately be reported to Union headquarters.
SEAFARERS POLITICAL ACTFTTY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employojient opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
, coBStitutionai righbbf kcce^ tb'Union records or infor' pi^bn, he should immediately notify SIU Presidenit Paul
Hall at headquarter^: jiy i^ertij^c^ mail* return receipt
requested. The address is 675 • 4th Avenue, Brooklyn,
N.Y. 11232.
�Patrick Wright
Michael D. Levan
H. Robert Hill
Seafarer Pat
rick Wright, 24,
got his entry
training at the
Harry Lundeberg School in
1975. Brother
Wright u p graded to AB
there in 1978. He
has his lifeboat, firefighting and
cardio-pulmonary resuscitation
training. He resides in Newport
News, Va. and ships out of all SIU
ports.
Seafarer Mi
chael D. Levan,
27, graduated
from the Lundeberg School in
1969. He now
sails as a
QMED, an en
dorsement he
got in 1973. He
has his lifeboat, firefighting and
cardio-pulmonary resuscitation
training. Brother Levan ships out of
the port of Baltimore.
Seafarer H.
Robert Hill, 39,
joined the SIU in
the port of New
York in 1970. In
1976, he got his
QMED endorse
ment at Piney
Point. He has his
• firefighting, life
boat and cardio-pulmonary resusci
tation training. Brother Hill lives in
and ships out of the port of New
York.
«
Stephen Dinnes
Robert J. Mizell
Seafarer Rob
ert J. Mizell, 23,
graduated from
the HLS in 1976
as a 3rd cook.
He now sails as a
cook and baker.
Brother Mizell
earned his firefighting, lifeboat
and cardio-pulmonary resuscitation
tickets. He lives in and ships out of
the port of Baltimore.
Seafarer Ste
phen Dinnes, 24,
is a 1976 Lundeberg School
graduate. In
1977,-he earned
his firemanwatertender en
dorsement there.
Brother Dinnes
has his firefighting, lifeboat and
cardio-pulmonary resuscitation
tickets. He is a resident of Fort
Walton Beach, Fla. He ships out of
the port of New Orleans.
This Man Has It All
I
DEEP SEA
Bob Hess
James Connolly
Seafarer Bob
Hess, 28, gradu
ated from the
Piney Point En
try Program in
1970. Brother
Hess upgraded
to 3rd cook
there in 1977.
'mML
He has his life
boat and cardio-pulmonary resusci
tation tickets. A resident of New
York, he ships out of all Union
ports.
Seafarer
James Connolly,
26, is a 1975
HLS grad. He
upgraded to
fireman - watertender there in
1978. Brother
Conn.oily has
I firefighting, life
boat and cardio-pulmonary resusci
tation training.He resides in Brook
lyn, N.Y. and ships out of the port of
New York.
Harry R. Gearbart
Roy Curry Jr.
Seafarer
Harry R. Gearhart, 26, gradu
ated from the
HLSS Trainee
Program in
1973. He sails
as a firemanI watertender, an
I endorsement he
earned in 1977. Brother Gearhart
has his firefighting, lifeboat and
cardio-pulmonary resuscitation
tickets. A resident of Chambersburg, Pa., he ships out of the port of
New York.
. Seafarer Roy
Curry Jr., 21,
graduated from
the Harry Lundeberg School of
Seamanship's
Entry Trainee
Program in Pi
ney Point, Md.
in 1977. He got
his AB endorsement there in 1978.
Brother Curry has his firefighting,
lifeboat and cardio-pulmonary re
suscitation tickets. He lives in
Asheville, N.C. and ships out of the
port of New York.
MEMBERSHIP MEETINGS'
SCHEDULE
^ Job Opportunity.
Great Pay. ^
Security.
This man knows reefer
5
^
sYou can learn it too. Take the Mainte-^
^nance of Shipboard Refrigeration Sys-^
^ terns^Course at HLS. Enroll now. Courses
^starts June 11. Get in on today's opportu-s
Unities in the SlU-contracted fleet. Contacts
^HLS or your SIU Representative.
^
Notite to Members On Job Call Procedure
When throwing in for work dur
ing a job call at any SIU Hiring
hall, members must produce the
following:
• membership certificate
• registration card
Date
Port
• clinic card
• seaman's papers
INLAND
Deep Sea
Lakes, Inland Wafers
UIW
Apr. 2
Apr. 3
Apr. 4
Apr. '5
Apr. 5
Apr. 6
Apr. 9
Apr. 10
Apr. II
Apr. 12
Apr. 16
Apr. 20
Apr. 14
Apr. 5
Apr. 21
Apr. 10
Apr. 10
2:30p.m
2;30p.m
2:30p.m
9:30a.m
2:00p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
2:30p.m
10:30a.m
2:30p.m
—
—
2:30p.m.
Buffalo
Apr. 11
—
—
St. Louis
Cleveland
Apr. 13
Apr. 12
2:30p.m
—
—
—
New York
Philadelphia
Baltimore
Norfolk
Jacksonville.
Algonac
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Fori Arthur
;
7:00p.tn.
7;00p.m.
7;00p.in.
7:00p.m.
7:00p.m.
7:00p.m.
—
—
—
—
—
—
1:00p.m.
—
March 1979 / LOG / 39
�"Our voluntary SPAD contributions have
brought the SlU out on top of battles
before," Paradise continued, and if we all
sign the SPAD checkoff we're giving our
Union support to fight for us in
Washington in the future.
What is job security? And what's the
Union doing to protect the job security of
the membership?
That was the main point of discussion at a
recent ship's Union meeting aboard the
ST Ogden Willamette. And the answer
Bosun Leo Paradise, ship's chairman, and
steward Paul Franco, ship's secretary
came up with was—plenty.
"Now is the best time to sign the SPAD
checkoff," Paul Franco, ship's secretary
added. "The fight is in round one and
there are 14 more rounds to go.
Brother Paradise pointed out an article in
the January issue of the Log called
"Common Cause Study Flawed." That
article, originally published in an
independent newsletter, scored a report
by Common Cause which had praised
Rep. Paul McClosky (R-Calif.) as a
champion of the public interest because
he worked to defeat the labor-backed
cargo preference bill.
The article concluded that Rep. McClosky
opposed U.S. maritime for one
reason—because he lined his pockets
with contributions from the oil industry
and American-owned foreign flag
interests.
"All SlU members should read this article,
not once, but twice, " Brother Paradise
said. "Rep. McClosky is out to break all of
us in the maritime industry, He's out to
destroy everything we've fought for over
the years—new ships, improved job
security and a strong U.S. merchant
fleet."
PER
"SPAD is the waywho misses
30 cents a day?"
Round 2 is right around the corner.
Brother Franco noted that the SlU has
launched an all-out effort to get Congress
to overturn a recent court ruling allowing
the Amerada Hess Corp. to use foreign
flag tankers for the Alaska oil run. (See
December Log, "Hess Gets OK to Use
Foreign Flags for Alaska Oil.")
"If Hess gets away with this," Brother
Franco warned, "so will others. Think
about how many of our jobs will be lost,"
Franco said, painting a picture of a job
call at an SlU hall where Seafarers look
up at a blank shipping board and then at
each other, wondering what went wrong.
"That's when it's too late," Franco said,
"but it's not too late now. Let's sign the
SPAD checkoff to make sure our future
will be secure."
The Willamette ship's committee talked
about two of the ways in which SPAD
contributions have enabled the Union to
work to make the present and future jobs
of Seafarers more secure.
"It's our SPAD donations that fight the
enemies of U.S. maritime like Rep.
McClosky," Paradise said urging everyone
to sign the new SPAD checkoff
authorizing the Seafarers Vacation Plan to
deduct 30 cents a day from their vacation
benefits for the SPAD fund.
"We wouldn't be at the top of the industry
now if it weren't for SPAD," Brother
Franco said, "and we have to fight to stay
on top."
ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD)
TO:
DATE
Seafarers Vacation Plan
275 20th Street
Brooklyn, N.Y. 11215
Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made
by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which
I am entitled to vacatiori benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue,
Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail
is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the
date you receive it and applicable only to vacation benefits both earned and payable to me thereafter.
I acknowledge advice and understand that SPAD is a separate segregated fund established and administered
by. my union to engage in political activities and to make contributions and expenditures for candidates seeking
political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any
contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount
as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is
to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con
tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash
ington, D.C.
This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me.
Member's name (Print)
Member's Signature
Social Security Number
Members Home Address
City
Book Number
State
Port
OFFICE COPY
Zip
21*
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
March 1979
Description
An account of the resource
HEADLINES
AFL-CIO BACKS ALL-OUT EFFORT TO BOLSTER MARITIME
ALASKAN OIL WILL NOT BE EXPORTED-FOR NOW
ADMINISTRATION HEEDS OPPOSITION TO EXPORT PLANS FROM LABOR, CONSUMER, ENERGY GROUPS
OPPOSITION TO ALASKA OIL EXPORT IS WIDESPREAD
SIU POLITICAL ACTION HAS SPURRED INLAND EXPANSION
SIU BOATMAN DONATES $1,000 TO SPAD ‘TO PROTECT SIU JOBS’
RUSSIANS FURIOUS OVER FMC EFFORTS TO HALT RATE SLASHING
HALL: NEGLECTED FLEET HURTS U.S. CAPACITY TO DELIVER IN EMERGENCY
NMC SAYS LACK OF CLEAR LNG POLICY WIL HURT U.S. SHIPBUILDING
RAILROADS LOBBYING FOR HIGHER USER FEES TO HAMPER INLAND WATERS
T.I. STUDY: BILATERAL SHIPPING PACT WITH CHINA A MUST
NACY SEC’Y SEES DECLINE OF MERCHANT FLEET HURTING U.S. DEFENSE
SIU URGES CONGRESS TO CONTINUE AID TO US MERCHANT MARINE
OPPOSITION TO EXPORT OF ALASKA OIL INCREASES; CONSUMER GROUPS JOIN LABOR AND CONGRESS IN PROTEST
MARAD ISSUES PREDICTION ON 5-YEAR SHIPBUILDING PROGRAM
TRANSPORTATION INSITUTE FORMS THREE NEW COUNCILS
U.S. MERCHANT FLEET TOPS 21 MILLION TONS; ACTIVE SHIPS DECLINE
UNIONS SOLID ON ISSUE OF V.A. BENEFITS FOR SEAMEN
EISENHOWER CALLED M.M. ‘FOURTH ARM OF DEFENSE’
AFL-CIO EXEC. COUNCIL IN FABOR OF VETERANS BENEFITS FOR SEAMEN
HARVEY MESFORD LAID TO REST IN SOLEMAN SERVICE AT SEA
AFL-CIO EXEC. COUNCIL SETS PLANS TO BATTLE INFLATION
WHEN IN RUSSIA BE CAUTIOUS
FIGHT TO SAVE ALASKAN OIL FOR U.S. IS NOT OVER
AFL-CIO MARITIME TRADES DEPARTMENT SET FOR BATTLE TO PRESERVE, EXPAND U.S. JOB BASE
YOUNG: LABOR SET FOR DUELS ON ALASKA OIL, PRICES, SAFETY
AFL-CIO READY TO LAUNCH INTENSIFIED ORGANIZING EFFORTS
EXEC. BOARD NAMES JEAN INGRAO MTD SECRETARY-TREASURER
MURPHY HAS PRESCRIPTION FOR HEALTH OF U.S. MARITIME
MTD TO FIGHT FOR MARITIME, LABOR ISSUES
TRANSPORTATION INSTITUTE DEBATE REP. MCCLOSKEY
REP. PAUL MCCLOSKEY REBUTTAL
IMPARTIAL OBSERVER VIEWS T.I.-MCCLOSKEY DEBATE
POLITICAL ACTION REPORT
MIKE ROGERS MADE IT FROM COAL PASSER TO 2ND ENGINEER
SOCIAL SECURITY RAISES LIMIT ON EARNED INCOME
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
3/1/1979
Format
The file format, physical medium, or dimensions of the resource
Newsprint
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
Vol. 41, No. 3
1979
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/8739099d4182f26d4d0979315c3c0956.PDF
adb2368a29120dbb18e18a68e3f9d2a3
PDF Text
Text
...
Official Publication of the Seafarers International Union •Atlantic, Gulf, Lakes and Inland Waters District• AFL-CIO
Apply No\Y ·
for
Bosun
Recertification
Program
.Pages 30-31 .
.Special Rep~rt
on
Activities
·o f i·.,~
.
. .. lui:adeberg ~
Seeking_
· cooperation
of·
U.s.· Navy
Page 3
SPAD, .
And Hovv It
Works
·.
for
Seafarers
.& .
..
-.· ·Boat1J1en .
.·
.~
. .;,. · . ~age 25 ·
~ ~ ~.. ~ ~
i .... •
'
. .
..
~
:.
~
._.
VOL. 41
. N0 . 2
FEBRUARY 1979
Seafarers Crew UST Atlantic:
She's the Largest Ship Ever Built
In the Western Hemisphere
....__ _ _ _ _ _ _ _ _ _ _ Pages 1 2 - 1 3 - - - - - - - - - - - - - - -
�MTD Launches High Powered Legisrative Campaign
•
At Presstime:
Bal Harbour, Fla.- lntent on squashing any scheme to export Alaskan oil to
Japan, the AFL-CIO Maritime Trades
Department launched a high powered
political action and legislative campaign
to be carried out in the 96th Congress.
Under the leadership of MTD President Paul Hall, the MTD, the largest
indu stria l department of the AFL-CIO,
developed its program and fo rm ulated
its goals during two days of Executive
Board meetings here on Feb. 15- 16,
1979.
The M'I 0 Exec utive Board is mad e
up of top officials from 43 national and
intc;rnation a l AFL-CIO affiliated
unions represe nting a combined membership of nearl y eight milli on American workers.
(Complete details, plus
photos, of MTD Exec.
Board Meeting next issue)
The most reassuring ncws to come out
of the two-da _ session is that the MTO
will no t be alone in it s fight to keep
Alaskan oil from being exported to
. a Pa,1.
' Ken Young, director of the AFLCJO's Department on Legislati on, told
the MTD gathc;ring that the AFL-CIO
is prepared to conduct an all out fight to
pr e. erve America's on ly sec ur e oil
res erve Alaskan oi l- for use by America a lon e.
Young said, "the Alaskan oil situation is not a maritime issue alone. It is a
problem of grave concern to the entire
nation, both in terms of our economy
and our national security."
Young also told the MTD Board that
for domestic use alone is only one of
his Departm~nt was in the process of
many legislative goals outlined by the
putting together a coalition of conMTD Executive Board.
sumer, energy and environmental
Other areas of legislative concern to
groups "to aid the fabor movement in
the MTD and of great importance to the
blocking exportation of Alaskan oil."
jobs and job security of ~eafarers and
The status of the Alaskan oil issue has
other American workers, include:
not changed since the Log reported on it
• Negotiation of .a bilateral shippin.g
last month. The Department of Energy
agreement with China, so that Amenis still se riou sly considering se nding
can ships will be assured a fair share of
Alaskan oil to Japan in return for
all cargoes imported from or exported
stepped up importation of oil from
to China under any new trade agreeMexico.
ment between that nation and the U.S.
People in labor are nut the only ones
• Implementation of an equi table
concerned about the Alaska oil situation . There are many members of
Congress who support labor staunchly
in preventing an Alaskan oil ex port ation plan .
One of th e most outspoken o f these
Congressmen is Rep . .John Murph y
l 'q..!i11,12 prom pl ne at 1011 nl :1 nc\\ l '. S.
(D-N.Y .), who delivered the keynote
111;1 1iti1nc pnlic> to pro111ot c :1 -.1rn11g
address during th e two-day MTD Board
l ' . S . 111c1 c h;111t l"k L· t . t Ill' \<1t io11:tl
:'\LiritilllL' Cot111ci l -.c11t :1 -.c 11 c-. ol
mee tin g.
1ec1>111111c1Hf:tliu11s Ill till· C:11t c1 ·\drni11 Murphy, who is chairman of the
i-.iratio11 :1-., guidclilll''> lc>r "d r:1 111:1t ic:1 ii >·
House Merchant Marine and Fisheries
imp rm i11 ._ I hL' l"<l lll f1l' t it i\ c po-., it inn·· o l
Comm ittee, pointed out in hi s address
l .S. tl:1 g liner L·a rri e r'> .
that severa l attempt ~ to ex port Ala s kan
l"h L· '\MC :1 joint l;1hor i11du-.tr>
o il had been put down in Co ngress in the
111ariti111 c grnt1p in whi ch the S I U plays
last few years.
a
n :1c ti\l' rok \\·arned th e Carter
He pointed out that la st summer,
J\d
111ini -., tration tilat unkss th e /\mcri Congrc;ss held a series of fiel,d hearings
in Sa n Francisco on the Alaska oil 'ca n l'la!! lin er lket i-. prm idcd \\ ith an
"ackquate s hare" ol li .S. cargoes. the
situation. He said "not one witness who
l ' .S . mcrch;int 111;1rine \\i ll disappear .
testified during th ese hearings was in
"O ur co u11tr> s houlJ declare a clear
favor of exporting the oil to Japan."
Murphy then pledged his full su pport · oh,iectiyc. that l .S. fla g liner car ri ers
sho ulJ achieve a market s hare i11 each
in turning back the lates t attempt to
ll:S . trade of at lt;ast 40 pem.:nt." the
export Alaskan oil to the Far East.
N MC said . Such a cargo share cou ld h<.:
Although the most pressing issue at
the time, the fight to keep Alaskan oil
attained throu gh competition within a
UGlJ@
~~~~~[Q)~[R]LJ~~
~@[g)@U'~
Paul Hall
An Investment in Time
O
ne of the trul y important benefits of belonging to this organization
is th e almost unlimited opportunity the Union provides its
111L' mbcrs to advance their ski lls, their job ratings and their earn ing
ahi lit y.
In other \VOrds, a yo ung man coming into our Union after graduating
the Lundeberg School need only take advantage of the many ed ucationa l
opportunities available to him and all SIU members to steadily move up
the career ladder step by step .
Unlike many other industries and unions, where apprenticeships for
young people are unduly long and often times unrewarding, an SIU
member can move ahead very quickly.
One of our young members can reach the top of his chosen
department - whether it be on a ship or a tug - in a reasonably short
period of time. Hundreds of SIU members have done just that. And
hundred~ more are in the process right now of doing the same.
In this regard, I want to point out to the membership-especially to the
d eep sea deck department - -one of the most important ed ucational
opportunities the SIU has to offer. It is the Bosun Recertification
Program. And the Union will be conducting three classes of the Bosun
Program this year. (See complete detai.ls on the Bosun Recertification
Program, requirements and application pages 30-31.)
As most of you will recall, the Union conducted the _initial Bosun
Recertification Program for three full years from 1973 to 1976. During
that time, 402 Seafarers - representing the number of bosuns needed to
man our contracted vessels - achieved their recertification.
But since that time, we have succeeded in increasing the number of
ships under contract to the Union . And as well, a number of our
Recertified Bosuns have retired or passed away in the last few years.
These factors have created the neeq for a limited number of newly
Recertified Bosuns to fill this particular manpower gap. The three classes
we are running this year will help fill this gap.
The reason we p_µt so much emphasis on this particular program is that
Ocean M~mg bill for Amenca. T~e bi_ll
must reqmre that .all vessels used i~ t~is
important new industry be built i~
American yards and manned by Amencan seamen.
• An amendment to the Jones Act,
. which would bring the Virgin Islands
under the provision of this important
maritime law.
• Implementation of a coordinated
nat ional policy concerning increased
importation of liquid. natu~al gas a~ a
viable alternative to high priced foreign
oil.
NMC Says U.S. Needs New Policy to Give
Fleet 40°/o Share of Cargoes
1
L',!.! liial 11r> ..,, stem l hat docs not treat
l .S. and loreign companies differl' ntl\."
I.Ile 111ari1imc uni1llh. shirper-. anJ
-. hiphuildcrs t ha t mak eup th e :\atio11al
1\ lari ti11 1e Co un ci l outlineJ a -.c rie-. or
steps " hich the~ · urµcd the .'\dmini . tratinn Ta -.k l·· orcL' tll consiJn a -. runda mcnt;tl to "a -> tron g co mp 1~ti ti\ c l J.S.
me rc h ant rlcct a nd th e economic
-. 1re;1 gth nl' th e l l.S."
Chief among the maritime group's
recommendations was a call for the l '.S.
to dcnlop bilateral shipping arrangements in each category of trade sharing,
including ll .S. flag, trading partner flag
and third flag. Bilateral . trade agreements, the NMC said, would prescrn
competition "while protecting the
interests of all l l.S. carriers and
shippers."
I
the job .nf bosun on an SIU ship is crucial not only to the smooth
operation of the vessel, but to the overall morale of the unlicensed crew. I
say this because a bosun is not only a working seaman. He also serves in
the extremely important capacity as chairman of the ship's Union
committee. This means the bosun is the working representative of the
Unipn at ~ea . .
Th'erefo re, ~{top notch SIU bosun must be a good seaman capable of
supe rvising the deck gang. He must have a well-rounded working
knowledge of the Union, its programs and its problems. He must also be
aware of the problems facing our industry. And he must possess the
leadershi.p. qualities to deal with the people and personalities that make
up a ship's crew.
T his is where the Bosun Recertification Program comes in. It is a
comp re he nsive program devoted totall y to educating the member about
the SIU and its ac tivities worldwide.
A member who comp letes this program will possess a broad-based
knowledge of the Unio n's commitments to politics, organizing and
education. He wi ll also have a better understanding of the contract and
constitution, our Benefit Plans and the rights and responsibilities of a
member of this organization. In addition, he will have a more indepth
knowledge of the U.S. maritime industry as a whole, including new
trends in shipping and automated equipment, as well as some of the
problems facing our operators.
With this kind of knowledge and exposure to the Union and the
industry, a member is better eq uipped to develop his own abilities to
handle shipboard beef. smoothly and conduct interesting and
informative union meetings at sea in his capacity as ship's chairman.
The Bosun Recertification,.Program is truly a unique opportunity for a
member to take a big step up the ladder in his seagoing career. It is an
especially important opportunity for our younger members who did not
meet the eligibility requirements for the initial phase of the Bosun
Program.
Again brothers, the only thing holding a member back from advancing
his career is an individual's own lack of desire or ambition to move
forward.
Some say they don't have the time to upgrade. That's certainly ~
consideration. The Bosun Program is 60 days in length. Most of our
other upgrading courses run anywhere from 30 to 60days or longer.
But think about it. How much time is time when you're talking about a
career- a lifetime of job security.
To me, 30 or 60 days spent upgrading your skills is a small investment
in time considering the long range benefits it will provide for you in years
to come.
_The SIU has the programs and the people to help SIU members move
forward in their jobs and their lives . How much you achieve and how far
you get is totally up to you.
Change of address cards on Form 3579 should be sent to Seafarers International Union . Atlantic . Gulf. Lakes and lnlan_
d Waters Dist.rict. AFL -C IO . 675 Fourth Ave .. Brooklyn. N.Y.
11232 Published monthly. Second Class postage paid at Brook lyn . N.Y. Vol. 41 , No . 2. February 19.79. (ISSN #0160-2047)
2 I LOG I Febru·ary 1979
�Maritime Labor Seeking Cooperation of U.S. Navy
T
HE first in what is hoped will be
an ongoing series of meetings
betweep the Navy, the Maritim~
Administration, and representatives
of maritime labor and industry took
place in Washington January 25 .
The two meetings- one with labor
and one with industry representatives -.~ere attended by the top
officials of government, industry
and ihe maritime unions.
SIU President Paul Hall presented a position pape r in which the
SIU endor ed the concept of th~
meetings , but noted that "in view of
the history and record of official
opposition to such meetings, certain
perspectives and definitions are
essential if there is to be good-faith
participation, and certain fundamental facts must be understood if
these meetings are to be more than
pro forma exercises to provide a
record." (SEE TEXT OF SIU
STATEMENT ON THIS PAGE.)
The meeting with maritime labor
was attended by Navy Secretary W.
·Graham Clayton, Jr.; Secretary of
Commerce for Maritime Affairs
Robert J. Blackwell; SIU President
Paul Hall; SIU Executive Vice
President Frank Drozak; Sailors
Union of the Pacific President Paul
Dempster; National M EBA President Jesse Calhoon; as well a top
officials from the National Maritime
Union; Masters, Mates & Pilots,
and the shipyard unions.
At a maritime industry meeting
later the same day, representatives
from a broad spectrum of industry
. attended, including ship operato~.
-------------------------Lundeberg's Legacy Lives On
Twenty-two years ago the American
maritime labor movement lost one of its
greatest leaders.
,,
On Jan. 28, 1957, Harry Lundebe~g,
the founder of the SIUNA, died
suddenly of a heart attack, after a
lifelong effort bringing merchant
seamen to a place of prominence and
power in this country.
Only 56 at the time of his death in San
Francisco, Lundeberg had left his mark
on the maritime labor movement in
1934. In that period, seafaring unions
had lost the foothold first established in
the beginning of the century. Dispersed
and disorganized, they needed new
leadership and new direction to avert
the threat of virtual extinction.
Lundeberg and the West Coast
seamen's strike of 1934 provided the
historic combination of . forces. As
Seattle port agent for the Sailors Union
of the Pacific, he led the charge in that
bloody strike and turned it into a
victorious reemergence of power for
maritime labor.
Lundeberg succeeded Andrew Furuseth as SUP secretary treasurer, the
highest office in the Union, in 1936.
After bitter political a nd jurisdictional
disputes with the NMU and the old
International Seamen's Union, he
formed the SIUNA in 1938. He served
as SI UNA president from then until his
death.
Like Furuseth, who authored the
1915 Seamen's Act, Lundeberg ·was
born in Norway . His father and three of
his brothers had been sailors and he
went to sea at the age of ten. During
World War I he saiied on English nitro
Submitted by:
Paul Hall, President
Seafarers International Union of North America,
AFL-CIO
Harry Lundeberg, 1901-1957
ships, which were torpedoed out from
under him several times.
Even after he became a union leader,
Lundeberg never•f6rkot he was a sailor.
In 194 7 he worked his way across the
Atlantic and back as an AB on a SUP
ship so that he could visit his homeland
for the first time in 30 years. Lundeberg
had been voted funds b:~ , the SUP
membership to pay for the trip, but he
turned the money down. During the first
Eise nhower administration in the 1950s,
he also turned down the U.S.Secretary
of Labor's job, preferring to remain in
the sea men's labor movement.
Although he died in the prime of his
leadership, Lundeberg's legacy li ves on
as an active force in the movement. It is
a fitting memorium that the Harry
Lundeberg School in Piney Point, Md.,
the SI U's working promise of prog ress
for Seafarers, bears the name of the man
who first made it a ll possible.
SIU Se kihg Navy
Cooperation ...... . ... . .... Page 3
Plans Paid $2 .5 Mill ion
in 1978 . . . . . . . . . . . . . . . . . . Page 5
Union News
IMCO Manning ............. Page 11
Scholarship Winn er ... .. ... . Page 36
Presider)t'S Report . . ......... Page 2
Headquarters Notes .. ....... Page 7
Letters to Editor . . .... . .... ·. Page 14
Brotherhood in Action .. ...... Page 6
At Sea-Ashore ....... . . .. .. Page 16
SPAD Checkoff. ..... ..... Back P-age
Inland Vacation Plan ......... Page 5
Great Lakes Picture . .. ....... Page 8
Inland Lines ... ........ ..... . Page 6
SPAD And How It Works
For You ................. Page 25
concern."
The legislation would also have
directed the Advi~ory · · Board to
report annually to the Congres. and
the Pr sidcnt on th e pr0grc . s of th e ir
meetings.
The President, ho\\ ever, ve toed
the legi s lation. sayi ng that certain
initiatives are alread) being taken by
both the Navy anrl th e Maritime
Indu stry to hold . 11• h meetings .
In hi s eto message. the President
said, "In order tn assure that the
concerns that ge nerated thi s bill arc
fully addrc sse J. I am directing both
Secretarie s (of Navy and Commerce) to consult regularly with
maritime industry officials to discuss issues of mutual concern."
Following is the kxt of a statement presented by Paul Hall,
presid ent of th e Seafarers International Union, at a meeting of the
Navy Department, the U.S. Maritime Administration, and represen_tatives of maritime labor.
Statement on Meeting of
· Navy Depar,tment
Maritime Administration
and
Maritime Union Representatiues
. January
25, 1979
..
-------------------------INDEX
Legislative News
MTD Legislative Campaign ... Page 2
SIU in Washington .. .. ... Pages 9-10
Bill to Curb Convenience
Flag Spills ...... . ... . .... Page 26
ship builders and maritime associations.
SIU President Hall made the
observation that maritime labor has
always felt that close cooperation
between the Navy, the Maritime
Administration and all segments of
the maritime industry "i s essential to
the national interest.,. H e said in hi s
statement to the meeting:
··where we have initiated efforts
of this sort, it has been our desire to
exchange views and to resolv e
differences of opinion on policy
question s affecting th e na tiona I
security."
But, he noted that the failure to
achieve these objectives was th e
reason that legislation was initiated
and pas-sed in both Houses of
Congress last year which would have
.established a Navy/ Maritime Advisory Board. This board would have
bee n required to meet regularly with
representatives of labor and industry .. to discuss issues of mutual
General News
Ship 's Digests .... ... .. .. .. .
Dispatcher's Repo rts:
Great Lakes ..... . .......
Inland Wat ers ............
Deep Sea .. ..............
Page 34
Page 35
Page 36
Page 38
Training Upgrading
'A' seniority upgrading ....... Page 36
Piney Point Grads . .. ....... Page 39
HLSS Course Schedu le ..... Page 33
Membership News
New Pensioners . ... . . . . .... Page 32
Final Departures ........ ... . Page 28
From OS to Master ......... Page 29
UST Atlantic ........... Pages 12-13
Special Features
Special Supplement on HLSS
Activities in 1978 ..... Pages.17-24
Introduction
The close cooperation of the Navy. the Maritim1.: Admin istration. and a ll
segments of the maritime .industry has always b1.:en essen tial to the national
interest. Efforts to effect such cooperatio n ha ve been sough t both formally a nd
informally over the past 14-15 years. Whne we have initiated efforts ofrhissort.
it has been our desire to exchange views and to resolve differences of opinion on
policy questions affecting. the national security.
Unfortunately, these goals have never been reali:ted . In fact. ir w<.1s this failure
that culminated in the legislation which was passed b_v bnth Houses of the 95rh
Congress. estab lishing a "Navy-Maritime Adv isory Board." When the Pres idc111
vetoed the legislation. we expressed our rcgrcr hut informed the Presidcrll of our
support for hi s reco111111endation''dircc1irw borh Secrctaric'.'- t,o co nsult reg ularly
with 111uri1imc industry officials to disc11ss issues of mutual cnncern."
Therefore. we endorse the concept or mec1in gs ot' this sort . B111 in ,·iew oi"thc
histor\' and record or official opposition to such meetin gs. certain pcrspccti\'es
and d~finitions arc essential if"th1.:re is to he good-foith participation . <.llld cnlt1i11
fundamental facts m11sl h1.: und c rstuod ii"thcsc meetings arc to he more th;111 pro
forma excrciscs to provid1.: a record .
Basic National-Sccurit)' Issues Hegarding Merchant Marine and Navy
Any attcmrt to review and discus s the national security factors as I hey rclalc to
the Navy and the merchant marine and th eir L' l>OJKi 'a ivl' effort..., mu~t include the
following :
.
I. The so-calkd. dlcctin: con trol theory of the lklcn sc Department with
respect to foreign-flag s hirpi11 g.
.
_
2. Areas of 1.:ncroach1111.:nt h~' th e public sector on pri ate cntcrpris1.:
jurisdiction .
Th~ mCttlf.: rs of co ncern to the maritime industry cannot be defined as ei th ' 1
"labor's" problems or "managcmrnt \" p_robl c m ~: rather. tl~ _cy ~i re the maritime
industry's concerns. Consequentl y. mcct1n_gs ~es1gncd to cl _tcc~1vcl y .and l~rcnly_
discuss issues of concern to all of th e parties 1nvol v1.:d require 111clus1on ol all ol
the components, instead or seg rcgatinµ. them.
Summary
Maritime labor, as we ll as th1.: A merican lator mo ve ment generally. has
always stood four-square for a strong U.S. Navy. and ~h e recor~l <~f" our sup1:<Ht
on many levels and on many occasions is clear. We believe that It 1s not poss1?lc
to develop the needed strong Navy nor an adequate U.S .-tlag merchant marine
without maximum cooperation and commitment between the Nav}'· the
Maritime Administration and the maritime industry. Therefore. we think that as
soon as possible meetings should be sc hed uled in this spirit with a view to dealing
with the issues herein outlined.
February 1979 I LOG I 3
�Meany Blasts Commerce Sec'y on Trade Policy
vef since imported goods began
flooding American markets,
the AFL-CIO has been working to
get the U.S. government to adopt a
policy which puts the interests of
American industry and workers
over that of foreign nations.
In the a bse nce of such a trade
policy, both American workers and
consumers suffer. Hundreds of
thousand s of American workers
have lost their jobs because those
jobs have been exported overseas.
At th e same time, everything from
textiles to televisions, from sneakers
to steel produced abroad by a nonunionized, underpaid labor force is
now imported to the U.S.
E
Not that it costs Americans less to
buy imports than their U.S.-made
counterparts. It just costs the
companies less to manufacture
abroad - which translates into higher. profits for th e m.
One of the AFL-CIO's primary
goals has long been to stem the trend
of imported foreign goods and
exported American jobs. The AFLCIO special comn:iittee on International Trade, chaired by S(U
President Paul Hall , is coordinating
labor's efforts to work for development of a rational U.S. foreign trade
policy.
In th e face of high national
unemplo y ment and skyrocketing
inflation, the U.S. government
should be behind labor's efforts to
kl!cp any more of America's workers
from being idled .
But a recent article written by
Secretary of Commerce Juanita M.
Kreps and published in the Washington Post indicated that the Carter
Administration doesn't share labor's
concern over America's ever-shrinking job market.
Mrs. Kreps thinks the U.S. ought
to concentrate money and manpower on " high technology and
servi·ce industries" while leaving
traditional manufacturing to developing countries.
"Why," Mrs. Kreps asked in her
article, .. does the United States
continue to produce goods which
can be made more cheaply in other
countries?"
Duplicating goods which, with
the help of American capital and
technology can be more efficiently
produced abroad, according to Mrs.
Kreps, is both "inefficient and irresponsible." And the Secretary of
Co mmerce doesn't think the fact
that six million Americans are
unemployed is s ufficient reason to
"erect walls around domestic (U.S.)
industry," becau se unemployment is
also high in developing countries.
In addition to disregarding the
emp loyment needs of the American
people, Mrs. Kreps is content to
increase U.S. economic reliance on
totalitarian or unstable countries at
a great risk to our national and
economic security.
"China in time will be selling
machinery, steel, chemicals and
similar goods to the rest of the
world," she said. "Countries such as
India . .. will intensify their demands
for a ess to Wes te rn mark ets for
products such as textiles . . . The
Soviet Union has ambitious plans
for major new factories . . . tu
produce truck tires, automobile
eng111es, television tu bes, even blue
jeans."
SIU President Paul Hall is chairman of
the AFL-CIO's special committee on
International trade.
Delta Caribe Committee
Re ,c:rldi .d Bn:un 1)011 F!r:rn1nq (sr;ci l ' ci I l sh1p ·s cha irman of th e Ship ·s
Comm ill cc nf lhr I AS I rJnl n C()11 /J c' ll)clln Lin c\ lead the grnup \tvi th a
ci t ci PilVl1 nl lhc 39111 SI Dock. Brooklyn . N Y. Inst m onll1 . Th ey a rc
( sr;:itc'rl' \ '"' trvva 1rl l)o lc' qc=i tr . I) T 11ornns and ( standinq I. lo r. l Enqino D lega te D.
Jcirnc's. IJ< ~r.k Dciq18lt ' Pc-1111011 L Ouil0~ an l OS L D oak .
rrc'w n H~ rn1 (~ '
4
I LOG I February 1979
Mrs. Kreps feels it is the "profound responsibility" of the United
States to encourage and subsidize
the industries of these and other
countries, even at the cost of
American jobs and U.S. national
sec urity.
Organized labor. however. feels
the responsibility of the American
AFL-CIO President George Meany
government lies with the American
people - in expanding the U.S. job
base. not in caving in to the flood of
imports from foreign sources. The
U.S. should not accept, as Mrs.
Kreps suggests. "a shrinking of old
indust1 t;!S with all the pain that such
rlecline entails."
In a Letter to the Editor of the
Wash ington Post. A FL-Cl 0 President Geo rge Meany lashed out at
what he called Mrs. Kreps "misguided article."
Criticizing Kreps for her willingness to s ubsidize the industry of
other countries at the cost of our
own. Meany scored the Government's "utter failure to bring the
flood of imports and the outflow of
. . jobs into any sort of bala nee."
Meany's letter, which is reprinted
in full below, spells out the primary
concerns of American labor in
calling for a U.S. forei~n trade
policy aimed at strengthening America's industrial economy, rather than
favoring everybody else.
Editor
The Washington Post
Dear Sir:
Secretary of Commerce Juanita Kreps's article," Look inf( Berond the Rush to
China." (:Jan. 17) doesn't look ahead far enough to live up to its title. Moreover,
her view that U.S. trade and indu strial policies "lack a clear sense of direction"
was never better illustrated than by the opinions s he expressed.
Her point. badly put, is that the United States ought to abandon it s basic
industrial capacity and import the goods it needs from countries that can
produce them "more efficiently," while concentrating on the "high technology
and service industries" where our comparative advantage lies.
Mrs. Kreps is. therefore . content to accept "a shrinking of old industries with
all the pain that such a decline entails," on the ground that "if we believe that
worldwide economic growth promises a better life for all mankind , we have a
profound responsibility to help rather than hinder that promise."
It seems to me that the U.S. Secretary of Commerce has an even more
profound obligation to defend and encourage the economy of the United States
and the well-being and standard of living of her people, which Mrs.Kreps almost
wholly disregards. Are American workers and consumers not the particular part
of "all mankind" who deserve first claim on the attention of their own public
scrva n ts?
If the claims of six million jobless Americans are "unpersuasive" compared to
India's 100 million. at what point would they deserve consideration? Would it be
only when America's unemployment rolls have soared to India's level and
American living standards and nutritional standards dropped equally far?
Even more disturbing is Mrs. Kreps's misunderstanding or misrepresentation
or the facts of trade, as it is practiced between totalitarian rulers of closed
societies such as China and Russia on the one hand and private Western profitseeking corporate entities on the other.
It is precisely America's highest technology - much of it developed at public
expense that is being exported for private profit, undermining both national
secur it y and n:H ; 'nal welfare.
It is the outflow of Am erican ca pit a l to build th ;ndu st rial capacity of other
nati ons and the abject surrender of American markets to the products of those
nations that has weakened the dollar and sent America's balance of payments
into a tailspin.
When America has declined to a "service economy," dependent for her
people's daily needs on foreign industry, what then? Will China, Russia and other
manufacturing countries, governed by military and political considerations
rat her than commercial int e rest, continue to send us all we neeq at "competitive"
prices? The political blackmail and financial extortion imposed by the Arab-led
oil cartel are a preview of what we can expect whenever foreign governments gain
a stranglehold on the U.S. eco nom y.
We need to have an indu stria l economy along with everyone else in the world.
We need to h.a ve U'.S . trade laws enforced so that stee l, and other products are
not dumped into the lJ.S. market. The subsidies of ex port s mu st be halted by
enforcement· of our countervailing duty laws - not another extension of the
waiver of that law.
T he remark in passing that "countries that seek our markets will ha ve to open
theirs" is the only bright spot in Mrs. Kreps\ misguided article. But the utt e r
failur e. so far. oft his and previous Administrations fo even try to bring the flood
of .imports a nd the outflow of tec hnology, capital and jobs into any sort of
rat 1onal balance makes her words meaningless .
George Meany, President
AF L-CIO
�SIU Inland Vacation Plan Hits Two Milestones
90°1o of All SIU Inland Companies Now Signed Up: 3000th Check Sent Out
T
HE SIU industry-wide Inland
Vacation Plan reached two
major milestones this month. In less
than three years since it began. the
Plan now has provided 3000 benefit
checks to SIU Boatmen. Moreover.
it now has been accepted through
collective bargaining by 90 percent
of all SIU-contracted inland companies.
Since the Vacation Plan first went
into effect at one contracted company in August, 1976, the Union's
goal has been to extend its benefits
to Boatmen throughout the industry. Each time the number of
checks issued under the Plan
reached a new high. it indicated
another step closer to reaching this
important goal. ·
The 3000th check issued this
month is cause enough in itself to
celebrate the growing success of the
Plan. It was received by Brother
Billy Ray Smith of Foley, Mo., a
lead deckhand with the Inland Tugs
Company of Jeffersonville, Ind. and
a graduate of the Harry Lundeberg
School Entry Training Program in
1974.
But the news that the Plan now
covers 90 percent of contracted
companies is more than another
milestone. It does more than mark
how far the Union has come in
providing va ation benefits to
Boat men th rough out the ind us try. It means that we're almost there.
The Plan has grown through the
conce ntrated efforts of SIU officials. combined with the hard work
of negotiating committees in each
port to include it each time an inland
contract came up for renewal. The
remaining I 0 percent of those
inland companies which do not have
the Plan are simply those whose
contracts have not yet expired since
the Plan became available in 1976.
Signing up 90 percent 01 the
contracted companies to a brand
new concept in the industry was a
major achievement not only in terms
of time and effort. The real success
of what has been done so far lies in
what these vacation benefits mean in
the inland industry.
Before the Plan started, most
Boatmen got the short end of the
stick when it came to vacation
benefits. Many, like those from
some companies on the Rivers and
the Gulf, got no benefits at all. Those
who did receive some form of
company benefit, usually had to
take a lot of drawbacks along with it.
For example. they had to work at
least a year to be eligible for the
company vacation and could coll ect
only once a year after that. If they
left the compan y. they lo st the
benefit and had to start from scratch
building up eligibility at another
com.pany. Moreover. the company
benefits were generally small and
took years of work to amount to
~r.ything.
In less than three years. all that
has changed. Young Boatmen ..like
23-year-old Brother Smith don't
have to enter a career where a
vacat ion depends on the whim of the
ompany . The growth of the Plan
throughout the industry means that
Boatmen can depend on substantial
benefits to provide a real vacation .
T hey can co ll ect these benefits after
every 125 days of emp loyment.
A noth er important aspect o f the
Plan is that if a Boatman moves to
another job in another company. he
st ill collects benefits for every day he
worked at hi s former company. In
other words . the SIU Vacation P lan
provides complete benefit protect ion to the member.
Moreover. Boatmen can count on
these benefits to increase with each
year of their contracts and with each
new contract. Like all negotiated
benefits. the greater the number of
me mbers who are covered by it. the
stronger the benefit becomes for the
entire membership.
Right now, of course, the Plan is
still new in the industry. f n fact. it is
just going into effect in many of our
contracted companies and like all
new procedures, there have been
some delays in getting the checks to
Hoatmen. However. the Union has
coordinated its efforts with all
companies to get the proper information forwarded to Headquarters
more efficiently and the checks are
now being processed with little or no
delay.
lhe SIU Inland Vacation Plan
has proven itself 3000 rimes over in
pro viding vacation hcncfirs and it
w ill continue to grow to serve the
entire inland membership.
f MC Set to Soot Russian Line Out of U.S. Foreign Trades
The Federa l Maritime Commiss ion
has moved another step closer to ending
the illegal rate-cutting practices of
Russian-nag · shipping companies and
another step toward s restoring the
American merchant fleet to a compet itive standing in the U.S . foreign trades .
Under the authority of the SIUbacked C ont rolled Carrier Act. passed
by Co ngress las t year. the FMC voted
grams, was $454,205.98. The Seafarers
Pension Plan amounted to $163,366.75
of the total.
Comparing the January, 1979 benefit
totals with the payments made during
the same time period ten years ago, or
even five years ago, points out that
benefits for Seafarers and Boatmen
keep getting better.
Better benefits are part of the SIU's
overall goal of improving the quality of
life for Union members and their
families.
Building the best job security in the
U.S. maritime industry is part of that
goal. Equally important is building
better financial security. ~nd last
montf) 's benefit payment totals prove
that the Union is continuing to work
towards achieving that goal for the
crea tin g co ndition s unfavorable to the
foreign trade of th~ lJ .S.
Baltic has squawked o ver the i:MC's
proposed rate suspension. charging thc
Commission with " ilkga l. improper" proccdurc and promising to scek an
injunction from Federal Court sta ying
thc tariff suspension rending an appeal.
I he company also claims they ha\'c
partiall y complied with thc Co111 111i!'>"io11's rcqt11:sts for infor mat io n.
But I- MC C hairman Ri c ha rd .1.
I )aschhach wro te off Bait ic\ protcsts .
saying there\ no such thing as partia l
compliance. "Compliance. " Da!->chhach said. "is like pregnanc y. YPu arc.
or vo u aren't."
·i-t1e rate cutting practices of Sm.ict
operators who ofkr hids on prime
cargoes too low for lJ.S . carrier!'> to
match. ha ve touched off protest!'> from
all sectors of l l.S. maritime as well as
from European shipping natiom .
In addition to the Co ntrolled Carrier
Act which mandates that the I· M C can
"s uspend . rejec t or ca11et.:I" the tariffs of
.111y foreign flag carrier that rcluses to
comply with U.S. law . F uropean
Common Markt.:t countr ies recently
issued a c halle nge to th e Russians over
their shipp in g rates.
Also. a maritime conference t111 derway in Ireland. sponsored hy the
International Longshoreman' s /\ssnciation . set the \\·heels in motion to
entire SIU membership.
create an international association of
unanimously to suspend th e Russian
Baltic Sh ipping Co.'s tariffs effect ive
this spring.
Ra lti c has repeatedl y failed to comp ly
with the FMC's investigation into the
company's rates and shipping practices
i n t he lJ . S. A t Ia n t i c & Ci u I f F u ro pc a n
trades . Their lack of coo pc rat ion has lt:d
the FMC to conclude that Baltic has
been vio lating U .S. maritime laws a nd
SIU Plans Paid Out $2.5
Million in January
More than $2.5 million in pension,
vacation and welfare benefits was paid
out to SIU members and their families
in the first month of 1979, indicating the
Union's benefit plans, and the membership's financial security, are in good
shape and getting better.
For the period Dec. 28, 1978 through
Jan. 24, 1979, the Seafarers Welfare,
Pension and Vacation Plans paid a
total of $2,579,250.18 to SIU members,
pensioners and their dependents.
The largest portion of that total was
paid in vacation benefits which accounted for $1,961,677.45, to Seafarers
and Boatmen.
The welfare total for the month of
January, which includ.es medical coverage and payments from the Union's
Scholarship fund, among other pro-
maritimt.: lahor and ma11 agcrnc 11t groups
to protect Western s hippin g "against
the encroac lrm e nt of predatory Snvie t rnarit im e policies on wor ld trade ."
l{u"isiano; to Hctalh•fl•
f"11e Russians. in tht.: meantime. ha\"C
threa tened to "take appropriate mea s ures" in retaliation against any c o1111tr~·
\\'hich. "discriminates" ag;1inst their
fk....: t.
A report from th e So viet news agency
I ass said the Russian Merchant Marine
M inistr\' would "cancel commercial
a!!rct.:mcnts between the Soviet and
fort:i gn sh ippin g enterprise:-- .. in those
instances when the shipping authorities
nf the countr~· restri ct the equality nf
!->h ip" n~· ing th c So\'iet flag as compared
to otlln participants in internal shippin g.
The Russiam handy about words like
"dis c rimination" and "equalit~ · " \Try
Ii 1 htl~·· Sincc 1971. when I J. S. ports
we re initial!\' reo pened to the Sm·iet
ll cc t. th c Rus!->iart!'> ha\c heen "di!->cri111i11;tting" again!'>! lJ.S. flag operators hy
'ii phoning off incrl'asing shares of prime
American ca rgoe s through selccti\·e rate
Cllttill!!.
l·ar from hcing discriminator~-. thc
Contrn lkd Carrier Act wa :. drafted.
passed and signed into la\\' to re!'>tore a
halance in the ll.S. foreign trad r·s h~:
gi' ing all carricrs an equal chance to hid
for cargP.
February 1979 I LOG I 5
�Don't Let a Friend Destroy Himself With Alcohol
f a fri e nd of you rs was suffering
from heart disease and needed
yo ur aid, would you help him or
look the other way'?
Obviously. no one would even
hesitate to assist someone who was
sick and in need of help . Especially
someone suffering from a serious
disease.
Well, there' s another se riou s
disease afflicting millions of Americans that's just a~ c1 itkal as heart
disease. It's called alcoholism. It's
the number one health problem in
this country today; and unless it's
treated. it's fatal.
Hut. unlik e heart illness. very few
people take alcoholism seriously.
I
Too many of us pretend it doesn,.t
exist or ignore the fact that so meone
we know is an alcoholic. And that's
the worst thing to do.
Alcoholism can be treated. SIU
members ha ve an option for themselves and their brother Union
members who have drinking problems in the Seafarers Alcoholic
Rehabilitation Center in Valley Lee.
Md.
At the ARC many Seafarers more than 250 in all have gotten
the guidance and support they need
to head back to an alcohol-free life.
With the ass istance of the ARC's
trained counselors and the su pport
of fell ow Seafarers who are. them-
s~lves.
recovering alcoholics. the
ARC has enabled many SIU members to become productive members
of both their shipboard and shoreside communities.
Those of our brothers who made
it though the ARC did it for one
reason. They recognized that they
had a treatable disease and they got
help for it.
Sometimes. though. admitting
you're an alcoholic is the toughest
part of the fight back to good health.
But there isn't any shame in recognizing that you. or someone you
know. is suffering from alcoholism.
The only shame is letting an
alcoholic go on being an alcoholic.
Especially when there are places like
the A RC where alcoholism can be
cured .
Don't let a friend or shipmate
destroy himself through alcoholism.
Th ink of alcoholism simply as
another disease, like heart disease,
that can be treated. Then encourage
him to get help - the best possible
help available to alcoholic seamen
anywhere in the country - the Seafarers Alcoholic Rehabilitation
Center.
To contact the ARC. call (301)
994-00 I0 and ask for the Center.
Someone 1s always there ready to
help.
~-------------------------------~
Alcoholic Rehabilitation Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and counseling
records will be kept strictly confidential, and that they w._ill not be kept
anywhere except at The Center.
Name ............................. Book No ............ .
Address
(Street or RFD)
(City)
(State)
(Zip)
Telephone No . ...... ..... .... .
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, ( 301) 994-0010
------------------------~-------~
SIU members find out that th e Union 's ARC can help them kick a drinking problem
when th e Alcoholism Report is read during Feb. 5 membership meeting at Union
head quarters.
Missi.fisippi River Systen1
Philadelphia
!\ new three year agreement has hccn rat ificd hv 180 licensed and
unlicensed SIU Boatmen with Mariner Towing Company. It pro vi des the
same high pension and welfare hencfits and the SIU industry\\'idc Inland Vacation Plan which were estahlished in the landmark
contract ratified h\' IOT Boatmen in this port last summer. Mariner
I mring is a sep<;ratc IOT diYision. known as the "white fleet."
I kadquartered in Philadelphia. it is an oil transport operation which
run s principally in the Ciulf.
Boatmen with D 'l;i\\'are Ri,-cr Barge l .incs . a mud1 smaller operation
than Mariner. also achieved the s;1me pension. \\'elfare and vacation
hendits in their nc\\' contract. The company is a suhsidiary of SI lJcon11 aL·tcd L1ylor and Ande rson !'owing Co mpan y.
Norfolk
. ·L'\\' contracts \\'ere also wrapped up and ratiried hy Boatmen\\ it! two
pilot hoat operations in this port. l"he Ass ociation of Ma ryland Pilots
and thL' Vi r12.i11ia Pilot Associat ion. \\'hich each emplm·s close to JO
liL-cn sed and ~:nlicensed Boatmen. accepted the most suhstt;ntial increases
L'\cr llL'!!.otiated h\' the llnion \\'ith these companies. Thecontraets include
the ~an;c nc\\' pL';1silHl. welfare and \·acation henl'fits achie,·ed so far by
Sll l Boatmen in the irHlustn-.
,\ /ohi/e
Mohik I n\\'ing. a shirdod;ing company. ha s acquired an additional
h;1rhor tug. thL· l>ori., .\lora11. She ,,·ill prm·ide I~ ne\\· johs for SI lJ
Bn;1t111 en .
11011.\·( Oil
·\ !lL'\\ c.:0111 r;1L·t ha~ 11L·cn \\Tapped up here for Blum I o\\'in!!. a small
L-: 111;rl hoat L'<Hnpan:- \\·hi ch also _just acquired anothL'r \'l'S\L'l this month.
6 I LOG I Feb1·ua1 y 1979
Towhoats ha ve not been ahle to navigate the Mississippi between St.
l.oui s and Cairo. Ill. since .Jan. 9 because of a mammoth ice jam
e.\ tcnding the 11'0 mile distance hctween these two key rivcrports .
Nine hoats in an icebreaking operation had rammed through 70 miles
or the jam as of .Jan. 26. but ice chunks driven downriver by their
propellers \Ve n: clogging in the bends of this winding stretch and bottling
it u p a !!a in.
The cause of the jam is the combination of seasonal low temperatures
with unusually high water pouring from the Ohio River into the
Mississippi at Cairo. It creates a dam-like effect that prevents ice from
moving southward into warmer waters .
Tampa
Dixie Carriers recently crewed a hrand new 5.600 hp. towboat in this
rort and she is no w pushing coal between New Orleans and a power pla.nt
in Crystal Ri\·er. F la. Another new hoat the same size is expected out of
the shiryard in the spring.
�Headquarters
/
by SIU Executive Vire
Pre~ident
Frank Drozak
UST A tiantic-A Sign of the Times
HE recent christening of the ultra large crude carrier UST Atlantic, in
Newport News, Va., was a pig event both for the country and for the
SIU.
In the first place, the UST Atlantic is the biggest ship ever built in the
Western Hemisphere. So her construction speaks well for the
shipbuilding capabilities of the U.S., and shows the world what we can do
when we set our minds to it.
It also speaks well for the SIU, which will be manning the I, 187-foot,
390,000 dwt. ULCC.
Yet, while the christening of the big ship was a cause for some
celebration- since it means more jobs and security for Seafarers-it also
brings to mind some sobering thoughts about the direction the maritime
industry is heading in.
The UST Atlantic is very much a reflection of trends now shaping the
course of our industry. Trends which will have a great impact on
Seafarers in the future -es pecially those who leave themselves
unprepared for it all.
Most ships built in the future won't be able to compare to the UST
Atlantic, in size. But they'll be just as modern, with just as much if not
more high technology equipment. Tlte Atlantic's systems make her a very
modern, automated ship. But there's no telling what kind of new
technology lurks just around the corner.
T
All this boils down to just one thing: smaller crews and bigger loads.
The ULCC is twice as long as a T-2 tanker, and three times as wide. And
her deadweight tonnage capacity is almost 20 times that of a T-2. She'll
operate with a crew that would be needed in the same T-2: 32 men.
It's obvious- to us anyway- that the productivity of the American •'
seaman far exceeds that of his counterpart of 20 years ago.
So the trends, dictated largely by modern technology, will call for fewer
seamen per ship. And each seaman will have to know more and more as
the ships get more modern.
Whether Seafarers gain or lose by these trends will depend largely on
their own individual motivation-or lack of it. Being motivated enough
to take advantage of the educational opportunities now available to
Seafarers could determine whether or not you'll be left behind in the wake
of those who have kept up with the times.
The SIU's Harry Lundeberg School makes a point of keeping up with
the times. This is one of the main reasons why we're now manning the
UST Atlantic, and why all seven American-flag LNG ships are SIU
contracted.
The Lundeberg School is now offe~ing courses especially designed for
the Seafarer who wants to keep up with the times. Starting in April,
courses in Pumproom Maintenance and Operation and Marine Electrical
Maintenance will be offered. A Refrigeration Systems Maintenance and
Operation course will be offered starting in March, and a Diesel Engine
Course will begin in May.
There are many other courses being offered at H LS. But they're not
going to do anyone any good unless you sign up for them.
When you help yourself by upgrading, you also help to upgrade the
Union. When you make a commitment to yourself to upgrade, you help
to ensure that the Union will be able to fulfill its commitments in
supplying men with specialized skills in the future.
They say that the road to hell is paved with good intentions. Well, we
do know that good intentions alone won't guarantee anyone a job in the
years to come.
The christening of the UST Atlantic reminds us that the future is here
now. Brothers who are serious about their own futures should make plans
to upgrade the next chance they get.
SIU Calls for Free-World Maritime Polic.y to Offset Soviets
The growing dominance of the
Russian fleet in free world trade was
the numbe r one topic of a recent
conference on the Future of the
Merchant Marine Industry of the Free
World.
Sponsored by the International
Longshorcmcn's A SOl.:iation, AFLCIO Employers' Educational Founda- ·
tion, the London and Dublin-based
conference sessions were attended by
European and American shipping
company officials, and U.S. maritime
labor and government representatives.
Chuck Mallard was the SI U's spokesman at the four-day confab.
Speaker after speaker called for a
unified free world maritime policy to
counter the Russian's slow but deliberate plan to dominate free world
shipping.
SIU representative Mallard told the
conferees, "We must all realiie the
simple realit y that as the USSR
increases in seapower, the rest of us
decrease. They compete with us for nonmarket reasons . . . to st rength en their
own seapower and to influe ce third
world countries."
New Family Clinic Days:
Tuesdays and Thursdays
At N. Y. Headquarters
Starting this Feb. 20, a Tuesday, new
Family Clinic Days of the Seafarers
Welfare Plan Medical Departme~t's
Dependent Program at the N. Y. Headquarters will be held twice a week on
both Tuesdays and Thursdays from J
p.m. to 4 p.m.
Previously, Family Clinic Day was
just held once a week on Thursdays.
Members dependents are eligible for
medical treatment at the clinic located at
675 Fourth Ave., Brookl) n, N. Y.
Dependents should call the clinic at
212-965-2440 (l-2-3-4) at least three
days before visiting the clinic for a
scheduled appointment.
1
"We have to come up with unified
objectives," Mallard stated, "which will
keep the world's sea la nes open to free
market competition, instead of handing
over world trade to the Russians ."
The penetration of the Soviet fleet in
the liner trades of free market countries
through their anti-competitive ratecutting practices, has been generating
heated protests from European as well
as American shipping interests.
"The Soviets," said Delta Steamship
Lines President Capt. J. W. Clark, "are
now concentrating on the high value
liner cargoes where their predatory rateslash ing tactics are all the more
destructive to established liner operatives."
But the need to control the Russian
fleet's inroads into international trade
routes goes beyond the immediate
threat to the liner trades.
"U.S. maritime has to consider the
penetration of foreign flag ships in all
our trades," Mallard told the conference. "Half of our country's vast oil
imports are already consigned to flagof-convenience tankers. "
Mallard called for creation of a
stro ng American fleet, capable of
carrying a substantial share of U.S.
imports and exports, as the primary
means of countering the Russian's plan
to become the number one seapower in
the world.
"We have to work to create a strong
U.S. nucleus fleet," he continued, "and
we need the cooperation of all free world
maritime countries to build that fleet.
Because a strong U.S. flag fleet is in the
best interests of the entire free world our protection is their protection."
Though the conference didn't yield an
overall plan to keep any more of free
world trade shares from being pirated
away by the Russians, many of the
conference speakers proposed alternatives which, they indicated, were first
steps towards achieving those ends.
Rep . John Murph ' , chairma n of the
House Merchant Marine and Fisheries
Committee, said the Carter Administration will issue a maritime policy
statement soon which will "support
stronger shipping conferences and the
establishment of shippers' councils."
ILA President Thomas W. Gleason
spoke for the U.S. maritime unions
present which, in addition to the SIU
and the Longshoremen, included the
International Transport Workers Federation; Masters , Mates and Pilots;
Marine Engineers Beneficial Association and the National Maritime Union,
when he said U.S. labor will work hard
during this session of Congress "for
effective legislation which will give U.S.
shipping a fighting chance. to meet the
Soviet threat."
SIU, Sea-Land Working to Stop Unfair
Immigration Fees in Philippines
The Union's efforts to ease the burden
of excessive immigration fees charged to
seamen joining or leaving a vessel in the
Philippines got off the ground in
Manila, P.I. last month.
Responding to the protests of Seafarers hit with $50 levies when they sign
off or on a ship in the Philippines, SIU
Yokohama Agent Frank Boyne met
with U.S. Consul Charles Stephen and
Philippine officials at the Department
of Deportation and Immigration. Also
attending was John DeLuce of Sea-Land, as the co mpany operates in the
Philippine trade.
Boyne presented the Union's view
that Seafarers on fly-out jobs should not
be subjected to immigration fees of any
kind. Though Sea-Land is willing to
pick up the charges for men "leaving the
vessel at payoff or mutual consent," the
company, too, would like to see these
fees waived.
Boyne reported the meeting was
"interestiog but not conclusive. We had
a long session discussing all phases of
the immigration rules as they affect
seamen," he said, adding "hopefully a
smoother working agreement can be
made which will provide a clearer set of
rules covering the hand ling of Seafarers'
clearance."
Getting a government to revise a
policy is, by its nature, a lengthy and
time-consuming process. But the Union
will stay on top of the immigration
charge issue in the coming months ,
working to eliminate the unfair tax
Seafarers have been forced to pay just
for doing their jobs.
Only 88 Years Apart
Retired Seafarer Tom Bubar, a young 88,
cradles his pride and joy, 2-month old great
grand daughter, Jamie. Tom is in "pretty
good hea lth " and lives with his son , John, in
Burnham, Maine. We wish Tom , a trade
unionist frorn way back, all the best in years
to corr.e.
February 1979 I LOG I 7
�.'
The replicas are to-size models of shi~s moun~<:d on a chart of the ~rea~ Lakes.
The project, Terry said, "is the life ofSh_irce~. Sailing has always bee~ m his blo~d
and is a profession which he takes pnde m. He wants to share his story with
others."
The
Lakes
Picture
A Igonae
Most of the SIU-contracted Great Lakes fleet has gone into winter lay-up with
two exceptions. The ore carrier Presque Isle (Litton Great Lakes Corp.) is still
running between ports in Illinois and Indiana. The ship will continue operating
until the stockpiles of taconite ore she's been hauling are de pleted .
Also on a winter run is American Steamship Co. 's Sam Laud. The vessel wa s
repo rtedly stuck in the ice last month in the Fox River off Gree n Bay, Wisc. She
wa s freed a da y late r only to get stuck again in the harbor c ha nn el. When the ice
was cleared enough around the Sam Laud to allow pa s age , dl10thc r ·v'essel
enco untering the same problems was al so able to steer clea r.
Both the Sa111 Laud and the Presque Isle a re due in for lay-up thi s month. The
Pre.)que Isle will be berthed in Milwauk ee and th e Sam hwd in Muskegon .
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T he scvL" rc co ld and e xceptionally hca vy snows of thi . winte r make spring seem
a ve ry dim possibility. But the first fit out of the 1979 shipping season is already
schedu led and it's not too far off. The SIU-contracted Nicolet, the 74-year-old
et , is slated for fit out on Feb. 15 in
veteran of American Steamship o.'s
Tol edo where she's spent the winter.
n
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Though winter on the Great Lakes reduces most transportation to a crawl, the
weather didn't keep· one ship from transiting the Soo Locks recently. The ship's
name? The Edmund Fit z,;erald. The vessel, which is really the ore carrier V. W.
Scul(1', is being used by c( Canadian film company in a movie about the sinking of
the Edmund Fitzgerald which went down in Lake Superior if! 1975 with all ha.nds
a board. The movie, described by the film company as a "documentary drama"
will be titled "November Gale."
*
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SIU reps are still in negotiations with the Michigan Interstate Railway Co .
which runs th<.: cur ferries Vik inK, City <d. M ilwaukee and Arthur K. Atkinson.
and the M: 1ckinac Transportation Co. which operates the car ferry Chief
Wall'ata111. f\'l l RC is expected to come up with a contract offer on Feb . 15 and ·
f lninn re ps arc ho peful both agreements can be wrapped up by the end of
Fcbrua ry .
.
Chien~o
SIU member Carl Shi reel has been a Great Lake s seaman for the past 33 years,
and a Union 1rn:111her ~ ince 1960. Shircel's son , Terry, the youngest of five
brothers, '': ro te to the Log about his dad, who he said , "caught the sai ling fever
you ng in lik wh n, a s a boy, he polishetj hrnss fixtures on tugs docked in his
hometown port."
Terry traced his father's seafaring career from brass polisher to wheelsman to
his present job as bosun aboarq the SIU-contracted cement carrier Medusa
Clwllenger (Cement Transit Co.) . And ht: told us about his father's hobbymaking hand-made wooden replicas of Great Lakes vessels, including those he
worked on.
Bradford Island Committee
Carl Shircel displays his hand made replicas of vesseli he's sailed on in his
career.
Cleveland
All the battling between the Republic Steel Corp. and the city of Cleveland
over the terms of an iron ore transshipment facility the company was going to
build in Cleveland's Harbor lras finally come to nothing. The company
announced last month that it would build the new ore dock in Lorain, Ohio ,
instead of Cleveland. The ore dock would have meant $2.5 million in rent
advances for the financially troubled city of Cleveland as well as an estimated
$60,000 yearly in tax revenues.
The Lorain facility will serve as a transshipment point for ore bound for other
Ohio ports and is expected to be completed in 1980 . ·
Buffalo
Continuing with its sh ipbuilding program begun in 1973, the SIU-contracted
American Steamship Co. has applied to the Maritime Administration for a Title
XI construction subsidy.
Since passage of the Great Lakes Vessel Financing Act, which brings subsidies
for Lakers up to a par with those received by deep sea operators, Am ... rican
Steamship can request a maximum 87Yi percent in construction subsidies and
loan guarantees. The company is asking for a construction guarantee of $40
million.
Eighth in the company's new vessel series, the ship will be a -1,000 foot selfunloading bulk carrier. Scheduled for delivery by Bay Shipbuilding Corp. in
1979, the vessel will have a beam of 105 feet, a fully loaded draft of 34 feet and a
carrying capacity of 62,100 dwt.
Duluth
The twin port cities of Duluth-Superior reported that 1978 marked the second
largest volume of cargo handled in the history of the ports. _T otal waterborne
tonnage figures for the year came to 45,988,618 short tons which is a 36 percent
increase over 1977 .
The 1978 totals for all commodities rose over last year's figures except for
general cargo imports and ex po rts, both d own by nb out 47 pe rcent. Shipments of
gra in, coal and limestone were all up. ·
Winter Navigation
J, , I; 111 : q 11 <, :i r /1 11 ! • n r-1 1) ( ) r I o I c r1 II <i I /\ I!) il n \I . N Y . !11 c~ S 11 ip ·s · rn n in 1I t n c a n d a
1.11: ·.1 1 11· nil '1 tl 1 Iv· , 7 n1n(ifcJ1,f I ~In 7rl !IOM\ hwl ;i pr:1yo!f n l , ta rl c lon
1\rw 11t 11,1cH' SI NY SIU P;1i1(1 lr nc-1n 1);1 11
ci nci ~ r '.' (St'rilr~ d ror-1 1 r l h;i rl on hi s
1;L111 1 U )\.k Ut"'il'C1.1 1 • I c:i lc B All en and (c.;ca lc d lront I lo r.l Rccr: rtifi r.d Bosun
W1ll i~1 m B0kt 1 c.; l1 1p·'-' chc=ii rmnn and En9i n , Dc loqal f.::: 11 a~ Mc ndnza. StC1nding (I.
In 1 l '.\'( 'r e: Snlo c·n Mc"-;s1rnrn -.loh n Frat i. ErltJ CC'l ti onRI Dir ec tor John Mc Clelland
;:.111rl Cnok ann BRkcr F~ B. Wooda rd. stewa rd delegat e:.
1
8 I LOG I February 1979
The experimental winter navigation program on the Great Lakes and St.
Lawrence Seaway will be scuttled this year unless Congress votes to refund it.
T he program has met with opposition from various sources: the St. Lawrence
Seaway Authority, which administers the waterway for Canada, and a variety of
environmental conservation groups that claim winter navigation will upset Great
Lakes/ Sea way ecology.
The Winter Navigation Board, which is an advisory group to the Corps, is
authorized to make recommendations to Congress on the off-season navigation
program. The Board met last month to finalize those recommendations.
One of the Board-' proposals calls for expansion of the winter navigation
program to include ecological considerations raised by the NewYorkStateDept.
of Environmental Conservation, the U.S. Fish and Wildlife Service and private
conservation groups.
A second proposal advises Congress to extend the experimental program at
least through next year. This would give the Army Corps of Engineers time to
make permanent some of their findings and to complete several necessary tests.
To date, the Corps has concluded that an 11-month shipping season on the
Great Lakes and St. Lawrence Seaway is both technically and economically
. , feasible. The cost of full-scale winter shipping was estimated by the Corps at
about $112 million, while $400 million would be added to th.e economy of the
Great Lakes.
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Senate, House Approve Key Maritime Committee Assignments
T he Senate and House have formally
approved assignments to seve ral committees
which deal directly with legislation affecting
the maritime industry. In addition to the
Hcrns Committee on . Merchant Marine and
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House Co1nniittee on Merchant
Marine and Fisheries
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- $1 OI m~llion to be used in building four
new ships including three dry-bulk ships,
and one LASH. I here remain s a balance of
$2.3 million in CDS funds which are unu sed
from the 1979 budget.
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Presid e nt Carter has su bmitted hi s Fiscal
Year 1980 b11dgct to Congress. According to
the Administration. "The 1980 (maritime)
program wi ll emphasi7e the production of
~hips with national defense utility. and will
include several ships built as part of
subsidi1e<l <>perators' replacement obligations.''
In submitting his proposed budget. Carter
also said: "Bulk cargoes represent a
significant clement of total U.S. foreign
trade, and new emphasis i' being ditected
towa rd encouragin g con~truction of bulk
. ,,
s I11ps.
Following i - a br 'a kdnwn of the Presid e nt's budget requests in areas or interest to
the maritime industry:
Cons1rucrio11 DU/erenrial Suhsilfr (C /JS)
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OperarinK D~Ifere111ial Suhsid r (ODS) -
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S11bcon1111ittee
011
Merchant Marine
Democrats (J)
D:1•1iL·I Inou ye (Ill) . l"li~1i1111an
\V;1rren Magnuson (\V .t\)
Ru ssell l. lrng (l..t\)
lhpu blicans ( 2)
.John \\'anll:r (\1 1\) *
Rubert Pac"'-\\ood (0RJ
*,'\'t' w ,\/emher
House Conznzittee 011 Arn1ell Service!}
Subconzniittee on Seapozver
Republicans (7)
Robert Packwood (OR)
Barry Goldwater (AZ)
Harrison Schm itt (NM)
John Danforth (MO)
Nancy Kassebaum (KS)*
Larry Pressler (SD)*
John Warner (VA)*
*New Member
Democrats ( 7)
Char les Bennett ( Fl.), C hairman
Jack Brinkley (GA)
Robert Mollohan (WV)
Vic Fa1. io (CA)*
Beverly Byron (MD)*
Joe Wyatt (TX)*
Samuel Stratton (NY)
Rcpuhlicans (4)
Floyd Spence (SC)
David Emery (M E)
Paul Trible (VA)
Charles Dougherty (PA)*
*New Member
Carter Sttbmits Budget to Congress for Fiscal Year 1980
De11artment of Coriunerce:
Maritime Administration
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arroll Hubbard (KY)
Don Bonker (WA)
Les AuCoin (OR)
Norman D'Armours (N H)
.James Oberstar (MN)
William Hughes (N.I)
l-3arbara Mikulski (MD)
David Bonior(MI)
Dani I Akaka (HI)
Michael Mvers (J>A)
Edwa rd Stack (FL) *
I rian Donnelly ( 1. ) *
*.Vew tllember.\·
Howard Cannon (NY). Chairman
Warren Magnuson (WA)
Russell Long (I .A)
Ernes t Hollings (SC)
Daniel Inouye (HI)
Adlai Stevenson (IL)
Wendell Ford (KY)
Donald Riegle (MI)
John Exon ( N 8)*
How a rd Heflin (AL)*
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Senate
Paul Mc:C loskey (CA)
Cicne Sn yder (KY)
Edw in For~ytlle ( NJ )
DaviJ l"ree n (LA)
.Joel Pritchard (WA)
Oon Young (AK)
Robert Bauman (MD)
. No rman l.cnt ( NY)
David Emery (M F )
Robert Dornan (C A)
Thomas E\ ans ()) L)
Paul Trible(\';\)
Ro be rt Da\·is (Ml)*
\Vil 11a111 Cartney (:'\:Y) *
Mehin F\·ans (V.1.) *
*.Vew .llnnber
Senate Conzniittee 011 Co111n1erce~ Science and
T ran~portation
Democrats (I 0)
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John Murphy ( NY ), Chairman
Thomas A~hlcy (011)
John Dingell (MI)
Walter .Jones (NC)
Mario Biaggi ( NY)
Glenn Anderson (CA)
E. lie la Garia (T X )
John Brea ux (LA)
Gerrv Studs (MA)
Da\·id Bowen (MS)
.Joe Wyatt (I X)*
Mic hael 1.owry ( W ) *
Earl Hutto (Fl.)*
maritime workers. We \viii report on these
committees in subsequent issues of rhe /.og.
Herc arc some of the key eL>mn1ittce anJ
subcommittee a!'lsignments which ha\'e been
appro\'cd !'or the 96th Con.grc.-s :
Republicans (15)
Democrats (25)
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Fisheries. and the Senate Committee on
Commerce, Science and Transportation 4 a
number of other committees are involv d in
maritime legislation which criticall affects
the jobs and job opportunities of American
$256. 2 million has been asked by Carter.
Again, the budget message on maritime
e mpha s izes the bulk cargo trade. It is
written: "Bulk cargoes represent a substantial portion of total U.S. foreign ti·adc. and
emphasis will continue to be placed . on
assuring that U. S.-flag bulk sh ip operators
will he ahlc to provide essentia l hulk
services."
Reseal"<'h <..~ /)e1 •e lo1J111c11r $ 16. J million
rcq uested.
Opera r io ns <..~ Train i11g - $6 I. 4 mi 11 iD11
rc4 uested .
Department of Defens~: Nav)'
$6.2 billion for ..;hipbuilding and conversion. Included in this figure arc fund .:.; for
the procurement of six g uid ed missile
frigates so nar ships. Also included arc
requests for a number of fleeL support ships
such as tankers and tugs.
Department of Defense: C orps of Engineers
$I . 7 billion requested for construction
projects. Included in this re4uest is $165
million for Tennessee-Tombigbee Waterway in Alabama; $20 million for Locks &
Dam #26 at Alton, Ill.. and $3.4 million for
replacement of the Vermilion locks in
Louisiana .
Department of Energy
S rrat egic Per roleum Resen·e (SP R)
$8.3 million requested. The Carte r Administrat io 11 believes the level of protection
afforded by a billion barrel reserve is ~t ill
needed to ease the potential s hock nf any
sudden cutoff of pctroleum imports. The
1980 budget includes funds for the continued development of the petro leum reserve
program on a revised schedule.
Department of Transportation
U.S. Cuast (iuard --- $9.5 million is heing
asked for the acq uisit inn of faL·i Ii tics to a id
marine safe ty JHl)grams. /\ 1ll1ther $7.9
million is bein g asked for re search and
de\·elopmcnt i11 the area l)r marinL· safety.
Postal Refornz Bill Wn11ld
RequireUseOf US-Flag Ships
Rep . Cha rles Wil!-.nn (D-Ca lit.) has again
introduced kcislatinn that \\'uuld require the
l l.S . Postal Sen·icc to use lJ.S .-flag ships in
th e carri<t!.!.C of' o T rseas sur f~!'"\.' m<til.
I hi!-. lcgislat1011 v:ould mandate that the
Postal Service contract wit h lJ.S .- flag
carriers fort he transportation of all overseas
surface mail. unless no American carrier
sen-ed the route . (At present. by law 70
percent of' lJ.S. mail must be carried on
!J.S.-flag shiJi~.)
Under the new legisl a tion , the carriage
rate would be based on full y distributed
costs plus a fair profit. The Postal S..crvice
would be barred from specif) ing the si1e or
characteristi v , or the on-board containers.
The Sill's Washington staff worked
close Iv with our cont meted operators on a
similar bill. which contained langua g<.:
identical to the new Wibon Bill, passed the
H ou~e last year by a vo te or 384-1 I. The bill
died, howe ver, when the Senate decided not
to cunsidcr. Postal Reform legislation. ·
Fctm1CH 1J 1979 ; L_OG / 9
�€ht
~111 in tt1ns11in11hMaritime
On the Agenda in Congress . ..
As the 96th Congress begins its first
session. the following hearings have been
tentatively scheduled by various House and
Senate committees ...
In the Senate
l .i<flll '. fiecl (lases . f'h c Senate Co mm erce
hearin gs
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( "ornrnitt cc
hcga 11
on sa fet y i:-.sue:-. associated v,:ith th e
lr ~1 11 s portatio11 anJ Storage or liljLll:fied
natu ra l ga:-. ( l.:\(i) and liy11 ·ricJ petroleum
ga:-. ( I .l'G). The Office of Pipelin e Safety. the
Coas t Guard a nd t)ther lkpartrnent or
f'ran s port a tion officials will be called to
testify.
N a1·y f)ej'ense IJ1u~~e1 . Th e Senat e Armed
Services Committee began hearings Fch. 6
on th e Defense lkpartm'nt' · 1980 budget.
1'11e comm ittee will beg in with consideration
or the Na vy anJ Marine Corps bud ge ts .
!:\port .· ld1J1i11is1ra1io11 A ct . The Subcommittee Oil Int ernational Finance nr the
Se n a t e !fa n k i n g Co m rn i t t e e w i 11 h o 1d
hearings hcginnin g Mar. 5 on ex tension o r
the Export /\dministration /\ct.
.· lg ricultural Trade H'i1h China. The
h>rcign Agriculture Policy Subcommittee
of the Senate Ag ricultural Committee plan s
ll> hold hearings on potential agricultural
tr ~ 1de \\'ith th e Peoples· Republic of C hin a.
I lie first hearing is tcntati\'cl y scheduled for
Ma r. 13 .
.\/ultilatcral li"t1</c .Vcgo 1ia1io 11 .\ . 1'11c
Senat e Finance Committee will hold
hc<1rings nn th e current status or the
M ultilatcral Trade Nei..:otiation s. The fir st
three hearings <ire tentati vely scheduled for
M;1r. () . ~and 15.
Industry
N ews
Insular /\ !lairs Com mil tee will re view recent
;1ctions taken hy the Carter /\cf ministration
in cstablishint! 17 national monuments to
restrict the USC or 56 million acres or Alaska
\\'ildcrncss . 111 cstahlishing these monuments
or national parklands. the Admi ni stration
ha:-. cl'kcti\·cly curtailed exploration and
mining in th e:-.e res trict ed area:-.. These
hcarini..:s hegan 1-'ch. 7 and w"ill co ntinue
i11dcfi11itcly . f'hc y will be conducted hy Rep .
Morris lJdall (D-Arizona).
.\/11/1ila1eral Trade N eKotia tiuns . The
House International Relations Committee
has announced that it may conduct hearings
into the M ul tilatcral Trade Negotiations
agreements. If they arc scheduled. they will
he held later this month or in ea rl y March
hcfore the Co mmitt ee's Int er na tional
h ·o nomic Policy Subcommi.ttee.
.\'a1·a/ .\filitarr f'us rur e. The llousc
/\ rmed Services Committee will hold a !:>cries
or hearings on the na tional military posture.
The hearings will begin early this month
with an examination of the Navy's programs.
'iP \I) ;, thr SI l '"' politinl fund and our polilinl arm in
Wa ,hlnl(lun. l>.t'. Th<· Sil ask' for and IK"crpls >'oluntary
n1ntrihutinn\ unh. f'he l ' nion 11\C "' tht' mont"~ don alt!'d to
'ii'\ I) to '"l'I""' !ht• drrtion rumpu ii:n> of ki:hlntor< "ho
h:n l' 'ho~ n u pru . maritiml' or pro ~ lahor rttord.
'ii' \II '" " ""'" lht· Sil lo "ork """'· ti ~r h on !he •·ital
muririmt· i"'IH'' in fh1• ( 'unJ!ll'''· I ht' '-t' Hfl' i1., ,u f1ti rhat hiHt·
a cl in·rt 1mp ur 1 1111 fht· jot" und joh w<· urit~ nf ull '\fl . mt•m·
ht· r, , rlrt·p -.. t•a, inl und. un ct I n"-t''·
I h1· " ' ' tlr)!l' ' ih n11'm lw n. 10 ronrintu· 1hl'ir tin r n ·nad
of '"PfWrt lnr ,., \I> . \ nH"mht•r n tn ro nlrihuh· In l ht·
"\ P \ll lunrt ·'' lw nr 'ht• Wl'' ht . or nrnL.t· no 1: un lr ih11tinn uf
a ll n 1t hu11i fto :u ol rqn 1,:tl.
\ \ 01H .ii 1 hl· ' I' \I• rqtor1 j, tih·cl "irh Ou· 1-\· dt·ral I h'l
111111 ( 11 1111111' ' '''" · It '' n :11l.1hlt· for p u rrh tll•l' from thl• I f (
in\\ w"h1nct1111 , 1• (
[LC
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Senator Inouye Submits Three Maritime Bills
Three maritime bill s two of which are
similar to bill s vetoed by President Carter
la st year have been introduced by Senator
Daniel K. In ouye (0-Hawaii). They are bills
whi ch would stablish a Navy / Maritime
Administration pa nel to meet with m:uitime
indu :-.t ry leaders o n a regular bas is. a nd
another \ hi c h would ha ve prohibit ed
rebating pra cti ces in th e .S. foreign ocean
trad e~. The third bill wo uld ex tend ca pit a l
co ns tru ction runu pri vileges t o inland
wa t ·rv,ay'i towboat and bart!e operators.
Navy /M A l~ AO
Panel
This bill would amend th e Merchant
Marine /\ct o f 1936 to require meetings four
tirn s a y a r betwee n the Secretary of th e
Na vy . th e Maritime Admini stration. and
representati v ·s of the maritime indu stry '"to
stud y. imrl'm cnt and develop the goC:tls of
the Merchant Marine /\ct of 1970."
It would also relj.uirc the Secretary of
~avy and Secretary of Commerce to s ubmit
a nnual report s to th e Co ngress and to th e
Pres ident rega rding the substance and
recornmcnuation s of these mee tings.
The purpose of the bill is tn formali1.e
co op era tion betw ee n th e \a vy and the
Maritime Administrat ion . and to insure
po li cy input from th e maritime indu stry.
\nti-Rebating
I hi:-. k· g. islation wo uld amend the Ship-
ping /\ct or 1916 to strengthen pro vision s
prohibiting rebating practices in the U.S .
foreign trades.
The bill would J"CljUirc foreign-flag ocean
In the House
.· llaska l.a11d.,. The Hous · Interior and
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carriers to comply with discovery or-ders
from the Federa l Maritime Commission or
face exclusion from our fore ign trades. The
bi ll would ' also increase penalties for
rebating vio lators. a nd authorize the FMC
to reljuire cer ti fica ti o n from ca rrier s,
shippers a nd forwarders rela tin g to their
effo rt s to prohibit re ha tin g.
In \'e t o in g a s imil ar bill la s t year.
Pres id e nt Carte r sa id " imp o rtant discussio ns" were then go ing on with several
Furopean countries a nd .Japan on a wide
range or shipping p roblems, including
rebating . and that he was hopeful of
"coo pera ti ve Agreements" in these areas.
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Capital Construction Funds
This bill would extend Capital Construct ion Fund pri vileges to inland waterways
towboat and barge operators, as well as lo
domestic and ocean vessel operators
e ngage d in coastwise and interco as tal
shippin g.
. The purpose of th e CC F agreements is to
encourage replacement vessels. or addit io na I vessels as need ed by offe ring tax
incenti ves .
Under existing laws, qualified vesse ls for
the Capital Construction Fund program
must be operating "in the United States
foreign. (ireat Lakes or non -co ntiguou s
domestic traJe. or in the fi she ri es of the
Un ited States."
The purpose of the new legislation is to
C.'<. pand th ' scope ur the Ca pital Co nstruction Fund so th a t it cou ld be used to upgrade
vesse ls operating on the nation's inland
waterways, anJ between ports in the 48
contiguous states.
Seniority Upgraders Corne to New Rivers User Charge
Washington For Briefing on Would Recover 25 Percent
SIU Political Activities
of Federal Projects Costs
!\ new Inland Waterways '"User Charge"
Eight more SI li "A" Se niorit~· ll pgraders
came to Washington last month for a briefing on
their union 's political and legislatin activities.
aml for a first-hand look at the operations of the
.\Fl.-CIO :\laritime T rades Department anti the
Transportatio n lnstitutr. Seen here on the steps
of the nation\ Capitol are l'pgrnders P:rnl
Done .. Jo hn l\ane. Za haria h'.~ riacou , (;ilhert
Uodrigm·1. l~ohl'rf Be""· .Ja me" Pcacork . .Jost•ph
llradh.·~ ;rnd fhoma..; ( arroll. With thrm arc SI l "
Pine~ Point Port \gt.•nt Pat Pills\\ orth. <llld
II I.SS, l 11i 111 Edt11.:atio11 Instruc tor Nick
:\larrone.
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bill was introduced in the House which
wou Id sharply increase the costs of operating sha llow draft cargo vessels on the
nation's inland waters.
Introduced by Rep. Berkeley Bedell
( D-W . Va.), the Transportation Users Equity Act of 1979 would establish a
sc hed ul e of user charges to recover 25
percent of the Federal costs of all navigation
projects on the inland waterways, including
new construct ion, repa ir and maintenance
of existing proj ec ts (such as Locks & Dam
#26), ar~d the operation of navigational
sys tems on the rivers.
The tax would be levied on all owners and
operators of any and all commercial shallow
draft vessels in inland and intracoastal
waters . 1 he schedule of user charges would
begin Oct. L. 1981. It would begin at five
percent of th e overall Federa l costs on the
inlanu waterways, and increase at the rate of
five percent per year until the 25 percent cost
reco\'e ry figure is reached ,
U nder the proposed legi s lat io n. the
Secretary of the /\rmy (which has jurisdiction m r the Cor ps ol' Eng ineers) ma y le vy
t hL· u:-.cr cha rges through s uch measures as
!iCC llSL' !'cc:-.. "COl11!eStion" Charges. ton-mile
rat e -. . lod::1ge kcs. or any ut her mean s.
The bill has hecn rdcrred to the House
l'om111iltLTS 011 Puh li c Works & Transponatitin . and \Vays & Mc.ms.
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�SIU Position on Manning Rates High at IMCO
London-Delegates representing
maritime nations around the globe have
agreed to use the SIU-backed U.S.
positio_n on manning as the basis for
working out what promises to be the
first worldwide standards linking crew
size to the safe ope ration of merchant
vessels.
The delegates ·were part of the
International Maritime Consultative
Organization (IMCO) which met here
from Jan. 22-26. For the first time,
IMCO focused its full attention on
setting mandatory minimum manning.
The SIU has played a major role in
formulating the U,.S. manning position
and was represented on the U.S.
delegation to the IMCO Conference.
Philadelphia Port Agent John Fay
represented the Union at the conference
and reported that the delegation was
successful in "estimating ground rules
for what we feel are the basic principles
of minimum manning.
"Now we have to get these principles
accepted," Fay said. "It's not going to
happen overnight but I feel we have a
solid foundation now to build on in the
meetings ahead."
In addition to John Fay, U.S .
maritime labor was also represented by
Henry Disley, president of the SIUNAaffiliated Maritime Firemen's Union.
The lJ .S. paper o'n manning was
developed in a serit:s of meetings held in
Washington , D.C. prior to the IMCO
Conference and attended by maritime
industry, labor and Government representatives. The SIU submitted a complete set of guidelines for unlicensed
crew size at ~hese meetings, which
figured largely in the final U.S. paper.
Establishing guidelines for manning
rather than actual numbers is the
concept underlying the U.S . position
and thi s idea received widespread
support at the IMCO Conference. The
delegates agreed to postpone an y
discussion of crew size until a conse nsus
was reached on the duties and responsibilities involved in sa fe vessel operation.
That consensus remains to be worked
out in future IMCO meetings. The next
one i planned for Jul 9. But opinions
aired at the January conference indicate
that the U.S. still face s an uphill battle to
preserve a ll of its ba sic principles.
Delegates from so me countries wen.:
reluctant to recognize the importance of
underway vessel mainte nance in planning for ma nning leve l . For examp le,
the Liberian delegates insisted that it is
impractical to man for peak work load
situations and to carry extra men in
anticipation of automated eqi;ipment
breaking down, which constitrte two
crucial safety concerns in th e U.S.
paper. There was also some oppos ition
to the U.S. effort to emphasize the
human element or social factors which
affect manning. That is, the fact that
fatigue and boredom contribute to
inattention and possible casualties.
Yet, while getting these critical
principles accepted ma y require a tough
fight, the U.S. mad e important gains at
the conference in the recognition of
other esse ntial areas . Manning leve ls in
the steward departme nt , for example ,
origina ll y had not been included o n the
I MCO agenda. But the delegates
rccogni1ed the steward department's
s ig nificant contribution to ove rall
hea lth and sa fety of the crew and agreed
to consider the duties and respon sibiliti es of this department .
A not he r area of U.S. concern which
was not contested was the importance of
preserv ing entry ratings in a ll departme nt s in order to keep the career ladder
ava ilable for seamen.
In add ition to manning , a number of
training requirements relevant to the
safe operation of merchant vess~ls were
discussed ·at the conference. Two which
were strongly backed by the SIU
received high priority by the delegates:
mandatory requirements for firefighting
training; and a higher level of shipboard
medical care provided through better
trained personnel.
Lakes Members Get
1.3-Cent COLA
Effective Feb. I, 1979, cost of
living adjustments added 13 cents to
the hourly wage rate of Great Lakes
Seafarers working under SIU contracts with the Great Lakes Association of Marine Operators
(GLAMO) and Kinsman Lines.
The 13-cent COLA was based on
the Dec. I, 1978 Consumers Price
Index which rose to 202. 9. Ever~' .J
point rise in the Index tacks a one
cent per hour increasl' unto the
wages of Great Lakes SI ll members.
The next cost of livin~ adjustment
will be made on May I, 1979.
U.S. Un.e mployment Rate Dips to 5.8°/o in January
WASHINGTON, D.C . - The nation's jobless rate dipped slight ly to 5.8
percent last month from December's 5. 9
percent, the U.S. Labor Department's
Bureau of Labor Statistics reported on
Feb. 2. There are now 5.8 million
persons unemployed (one in four und er
20)' in the country today!
In December 1977, the national
unemployment rat~ was 6.3 percent. It
averaged 4.6 percent from 1965 to 1974.
The nation's civilian labor force is
now over the JO 1.8 million workers
mark - 59.3 percent of the population.
Ttwre has been little change in the
unemployment picture the last six
months . However, black workers
continue to bear the brunt of joblessness as 7.8 percent of black men are
without work, 10. 6 percent of black
women and 32. 7 percent of black
teenagers . Only 4 percent of white men
are jobless.
The slight drop in the jobless rate,
which has waffled between 5.8 pe rcent
and 6.1 percent in 1978, came with an
increase of 450,000 more workers in the
labor force bringing total emp loyment
to 96.3 million.
Tota l black unemployment fell from
11.5 percent in December to 11. 2
percent last month. All tee nagers did
well . Theirs dropped to 15. 7 percent
from 16.5 percent. Female joblessness
las t month dipped fro·m December's 5.8
percent to January's 5. 7 percent.
T he Labor Department li sts 719 hig h
jobless areas in the U.S. that will be
given pr efere nce for Government
contracts as their unemplo)?ment rate
over a 12-month period was at least 20
sus tainable growt h path, a ll owing
inflation to unwind ." Marshall de clared.
"rhe challenge," h(,: continued, '•for
emp lo yme nt policies will be to pro vide
th training and job opportunities
necessary to further r(,:duce structural
unemployme nt and pla ce th e 4 percent
unemplo yme nt goal within the reac h
of non-inflati o nar y macru-econom1c
policy."
Dental Care Available to Bay Area Pensioners at USPHS
For the very first time, San Francisco
SIU pensioners and their families have
been offered free, comprehensive dental
care, limited to just fillings, by the area's
USPHS Hospital's special, ongoing
Dental Clinic Research Program .
The purpose of the program is to
investigate new and improved dental
filling materials and restorative techniques which add to the durability of
teeth. Fill ing s will be done with
conventional
and new materials
under controlled conditions with ree xaminations of the filled teeth every year
up to five years.
T he hospital has been using Bay Area
Delta Ecuador Committee
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;:. • 1!1!l>tiotl, trll'JU,~'1·~·.,
tlttl.UtJ~t1l
pe rce nt over the national a vera ge .
Rcccnt ly Sec retar y of La hor Ra y
Marshal l told a news confcn.:nce that
there has been " no reduction in om
comm itmen t" to the jobs goal of th e
Humphrey- Hawkins Full Emp loy me nt
and Balanced Growth Bill. " I'm not
going to be satisfied until the jobless rate
gets to 4 percent." he added .
"The challenge during the next five
years will be to keep the eco nomy on n
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'.
SIU Patrolman Teddy Babkowski (seated left) here early this month in the port of
New York i~ with the Ship's Committee of the SS Delta Ecuador (D~lta Line) of
(seated 1. to r.) Educational Direc:-tor Joseph O.liveri and AB Joseph V1olc;inte. The
rest of the committee at the payoff were (standing I. tor.) Steward Delega!e Ra~dy
Frazier. Deck Delegate 0. Manznnet, Reefe r Engineer Paul Hone~cutc, engine
delegate and Recertified Bosun Vagn "Teddy" Nielsen, ship 's c hairman .
military and civil service pensioners and
their families (wives and children to 12)
as dental patients.
Two programs are held a year when
400 to 500 applicants are screened each
time. Then 200 are selected who can
keep appointments regularly.
The first examination appointment
lasts more than an hour. The second one
will be two or three weeks later. SIU
pensioner, Recertified Bosun Dan
Ticer, already has his first appointment.
For your screening appointment, c.aJJ
415-752-1400 Ext. 586-7. Ask for Mrs.
Jones or Mrs. GFiffin. The hospital is at
15th Avenue and Lake Street.
Running the program are Dr. Joseph
P. Moffa, who began the project in
1966, and Dr. A. Jenkins, who came
into the program in 1969.
W. Paul Gonsorchik, 71, Dies;
Retired SIU Official
Sil
char tcr member HJHi reti red
offit:: i~tl W. Pau l Gon "orchi L I I. r;h-.cu
awa\' ea riv this munth . Brnt hn ( iPll '> 1Jrchik- retir~d from th e Union in i\uguo.;t
1973 after ."U vc:ars of sen·icc. li t wa s
la st a patro lm a-n in tht: port of Baltimore
from 1966 until hi s rctin: mc nt . I le was
born in Clarksburg. W. Va . and \\'a" a
resident o f Baltimore.
Gonsorchik sta rt ed sa iling in 19 28 a"
a baker, chief cook and ch i ·f stewa rd .
He joined the Union in 1938 in thL· port
of New York. In 1940, he was elected
di spatc her at the o ld Union Ha ll at 2
Stone St.. New York C it y. La ter o n he
became a patrolman there. Before hi s
sailing days, he wa s a veteran of the lJ .S.
Marine Corps.
In J942, he was elected as a rank-andfile committee member to th e War
Defense Mediation Board for the War
Bonus in Washington , O.C. Taking a
leave of absence in 1943, he sa iled for six
months.
" Following the war, he took part as a
negotiator and strike committee man in
all major beefs , including the 1946
Ge nera: St ri ke, a nd thr, Citic :' · ~:· ,1ic<~
and Isthmian Lin~ beefs.
W. Paul Gonsorchik
From 1960 to 1962. he served as a
patrolman, dispatcher and agent in the
port of Norfolk. He then served as a
patrolman in the port of Baltimore from
1962 to 1964, and iri San Francisco from
1964 to 1966 when he returned to
Baltimore.
S urviving arc his widow , Mary and a
son, Ar t hur Pa u;.
·
February 1 979 I LOG I 11
~
�;
· I c /11isl Jn 1/1 e lh ' UST Al/antic .. M1 s. R nn Gr cJ O< 'S 11·1c' honrn ~.
B hemolh or Ill es a. Ille UST Al/antic.
Seafarers Crew UST Atlantic: Largest Ship
N
E ITH E R near-frce7.ing temperatures nor over<.:ast skies cou ld keep
a crowd of so me 200 persons' from
witnessing a traditional and hi storic
event at the Newport News (Va.)
Shipyard on Feh. J.
It was the christening ceremony of the
largest ship ever built in the Western
Hemisphere : the 390:000 dwl. ultra
large crude carrier UST Atlantic.
All was tense and quiet as the ship's
sponsor. Mrs. Elizabeth Kemp Renner.
wife of Shell Oil Board of Director's
membe r William B. Renner. s tood
poi sed . champagne hot tic in hand. to do
the hon ors that wou ld brin g good luck
to th e sea-going be he moth.
With the words "I c hri sten thee the
UST A tla111ic." Mrs . Renner sw ung the
bottle determinedly with both hand s.
But. as if to demonstrate that the ship
was strong and sound. a nd more than
adequate to the task of carrying some 3
million barrels of crude oil , it took four
attempt~ for the bottle to break, finally
sending the bubbling. white foam
streaming down the Atlantic's hull.
After a loud cheer went up from the
Eyes in th e fog: the Atlantic's radar system .
12 I LOG I February 1979
crowd of onlookers . the piped-in strains
ot the "Song of th e High Seas" could be
heard. appropr iate ly ending the ceremon y.
Th e U.S T At la111ic has an overa ll
length of 1. 187 feet and a beam of 228
feet (more than twice the length. and
three times th beam of a T-2 tanker).
She is 95 feet from keel to main deck and
will have draft of over 70 feet when fully
lnetd ed ,
The giant supertanker was built for
he r owner. U.S. Trust. at a cost of$150
million over a 14-month period. She will ·
be permanentl y leased to . Shell Oil Co.
and wi ll be operated by lnterocean
Management Corp .. the deep-sea
division of 1.0.T.
The SIU has the res ponsibilit y of
providin g unlicensed crew for the
Atlantic, which will have a full complement of 32 seamen.
In remarks given before the actual
christening of the ship. Shell Oil's
William B. R e nnt:r referred to 'the
A tlantic a s an "awesome and beautiful
thing." and went on to call the construction of the giant supertanker a "tremen-
Looking forw::ird . showing the 228-f oot. beam of th e ship.
�The modern galley on the UST Allontic .
Ever Built in Western Hemisphere
dous tribute to industry in the United
States and the Newport News Shipyard . " Referring to shipbuilding efforts
of. other countMe.s, he said, "Anything
th"ey can do, we can do better."
Those who complain, out of ignorance, that the American seaman is
overpaid, should consider such things as
productivity before making their pronouncements . In the case of the
Atlantic, her 32-man crew will move in
each trip enough o.il, when refined into
gas, ·to drive 20,000 cars for 50,000
miles plus enough he~_ting oil to keep
30,000 homes warm over the course of a
year. Twenty-six million gallons would
still be left over for use in such products
as garden hoses,. soap, aspirin, hosiery,
clotliing, and light bulbs.
The size of the Atlantic is almost
mind-boggling. Her rudder is as tall as a
four-story building and her propeller is
over 31 feet in diameter. Her deck,
equipped with several foam-gun fire
stations resembling war-time gun tubs,
is large enough to ~ccommodate four
football fields. Roaming around her
house, anc riding the elevator from d~ck
One of several foam-gun fire statfons
on the ship's deck.
to deck. reminds one of a hotel. not a
ship. Her rooms are moqern and
spal:ious.
But she is a ship, about which one
shipyard supervisor said, "The jqb was
no tougher really than (any other. We
jusf had to think higger." That's it,
you've just got to think bigger about
ships like the A 1/a111ic, and remember
that she's doing an even bigger jolJ...!:!t
maintaining our standard of living,
contrihuting to our economic growth,
and supplying us with our energy needs -.
The UST A 1/a111ic will be delivered by
the end of the month and will soon be
digging a trench across the ocean in
search of her first cargo.
Fven though the shipbuilding outlook isn't exactly bright in. this country.
we can expect to see at least one more
U LCC built in the near future. The
Atlantic's sistership. the UST Pac(llc is
already abuilding at the Newport News
Shipyard (keel laid on Jan. 8) and
should have her own christening before
the year is out.
The smokes tack of th e LJLCC
The Bosun 's quarters on the ULCC .
February 1979 I LOG I 13
�Lost Seafarer.ls 'Missed By All'
LETTERS
0
TO TBE EDITOB
On the Loss of 3 Dedicated Men
I want to express personally to all my brother members, whether they may be
ashore or at sea, that the SIU has lost three dedicated men with the deaths last
year of SJ U Vice Presidents Earl Shepard and Paul Drozak and SIU Welfare
Director Al Bernstein. These three men, with their strength and wisdom , helped
to build a strong and democratic union that will hopefully live forever.
I consider it an honor to have known these men, who during their SIU careers
put the interest of the membership first and were always
vigilant against those
1
who were our enemies. May they be regarded in deat h as they were in life - three
fine Seafarers.
Fraternally,
Paul Capo, Retired
Metairie, La.
'Enjoyed His life on the Tugs' ·
I wish to exp·ress my deep appreciation to the SIU for the check I just received
representing the Death Benefit for my late husband Lloyd Cha lmers and for the
promptness in sending it to me.
Lloyd always enjoyed his life on the tugs and missed it very much after he
retired. He was proud to be a member of the SIU and we both sincerely
appreciated the benefits afforded to us.
Again, my thanks for the SI U's kindness and consideration over the years.
I wish to convey the sincere sorrow of the crew of the SS Delta Brasil at the loss
of Seafarer Edward Eugene Arnold, who drowned in Belem, Brazil Nov. IO,
1978. Eddie was last seen as he fell from a launch into the water near the ship.·
Despite immediate attempts to save him by the launch and others pre?ent at the
scene, he was swept away and his body has not been recovered.
Eddie is very much missed by all on board. He was well liked by all of his
shipmates and was a good man who did his job well.
·
.A memorial service was held on board for Eddie at 1520 hours on Nov. I 2,
1978. The U.S. Flag, held by Eddie's shipmates at the service, will be sent to his
mother when our ship returns to New Orleans. Also, the crew has donated a total
of $700.00 in Eddie's memory which will also be sent to his mother upon our
return.
Fraternally,
J. L. Cox, Master
SS Delta Brasil
SIU Waitress Saves Passenger
Due to the alertness and quick action of our waitress, SIU member Dottie R.
Regrut, the life of Mrs. Doris M. Smalian, a cruise passenger, was saved .
The incident took place during dinner hour, departure Hong Kong Dec. 14,
1978. Mrs. Smalian choked on a piece of food. While her husband and fellow
tablemates looked on helplessly, Dottie rushed over and successfully applied the
"Heim lich method ."
Dottie deserves the highest commendation. Not only that , she is a great asset to
the ship. She is very competent, cheerful and helpful with the passengers and crew.
When asked, Dottie replied that she had learned the Heimlich from shipboard
demonstration s on this and other vessels.
All of us are proud to have her aboard.
Fraternally,
Pieter Doele, Captain
SS President McKinley
Sincerely,
Mrs. Edith Chalmers
SS Stonevvall Jackson
Crevv Came Through
011 behalf of myself and my family, I would like to thank the men abo.~rd the
SS Stonewall Jacksvn, Voyage # 16, for their expressions of sympathy upon the
death of my father.
Also a special "thank you" to QMED Ronnie Laner, Bosun Carl Lineberry
and Captain Schepis for their help in making my departure from the ship smooth
and expedient.
'No Problem Was Too Big'
The labo r movement has Jost one of its most highly respected leaders, just as
the obituary notice in the Log states in the December issue.
Earl "Bull". Shepard was one of the finest, most dedicated men in the labor
movement in my humble estimation. No problem was too "knotty" for him to
help unravel for a fellow union brother. If it was at all possible for him to solve, he
would do it.
His leadership qualities made Baltimore one of the finest Union halls to ship
from in the United States.
"Bull" epitomized true brotherhood in every way. We all miss him greatly.
Fraternally,
Larry Kincer, QMED
Baltimore, Md.
Fraternally,
Clarence Cousins
Butler, Pa.
Cook and Baker
/Ire You Getting Dishpan Hands?
Well, get yourself out of the so(Jp suds!
Upgr(Jr/e /11 t/Je Steward Dep(Jrfment
(Jt HLS.
Chief Steward-April 2r 30
Chief Cook-Apri I 2
Cook and Baker-April 2
Assistant Cook-April 16
0
0
0
0
Sign Up Now!
See Your SIU Representative
or
Proudly displaying the certificate testify.
inq to his recent successful completion
of the cook and baker course at HLS
is Ch erl8s Jon es .
14 I LOG I February 1979
Contact HLS
0
�SIU Fighting to Preserve 3-Watches on Towing Vessels
ryile SIU has fired a hard-hitting
1 attack on the Coast Guard's
current attempt to overrule legislation which for more than 40 years
has mandated the three-watch work
standards for crews of uninspected
towing vessels (on voyages in excess
of 600 miles).
In an opposition letter sent late
last month to the Coast Guard, the
SIU spelled out the two pronged
basis of its strong objection to the
proposed ruling:
• first, abandoning the threewatch system would create a serious
threat to the health and safety of
tugboat crews;
• and second, that the Coast
Guard lacks any legal or legislative
authority to make such a change in
maritime law.
The three-watch standard was
enacted by Congress in 1936 as a
Section (673) of U.S. Code 46.
Essentially, the 3-watch system sets
an eight hourwatch(4 hrs..on-8hrs.
off) for crews on vessels over IOO
gross tons which operate on the
Great Lakes and on coastal and
offshore waters. Voyages less than
600 miles are exempted.
However, now the Coast Guard
has proposed an ••interpretive" rule
which would replace the three-watch
standard on these vessels with a 12hour, two-watch standard (6 hrs. on6 hrs. off).
-
"It is incredible," the Union
protested, ''that the Government
agency responsible for promulgating regulations to increase the safety
of life at sea could propose a rule
which seeks to regress to safety
standards that existed a half century
aeo. ,.,
The Union pointed out that the
three-watch standard originally was
enacted because Congress realized
that the 12 hour work clause had
been the cause of a number of
merchant marine disasters at the
time. The House Merchant Marine
and Fisheries Committee has determined that the 12 hour clause placed
vessels and crews in ••a constant state
of jeopardy," the Union revealed,
according to Congressional records
from 1936.
Furthermore, the SIU fee ls that
the most telling legislative indictment ·of the impropriety of the Coast
Guard proposal ••is that it has
already been specifically rejected by
Congress on a numbe r of previous
occasions."
In 1975, the Coast Guard lobbied
for a bill seeking to extend the
exempt ion of the three-watch stand-
Official Publication of the Seafarers International Union of
North America, Atlantic , Gulf, Lakes and Inland Waters Dis tri ct,
AFL·CIO
February. 1979
Vu l •II No;>
Executive Bo rd
Paul Hall
President
Frank Drozak
Ext'cutive Vice President
Cal Tanner
Joe DiGiorgio
Secre1ary· Treasurer
Vice President
Lindsey Williams
Vice Presiden1
J B9
J ames Gannon
Editor
Ray Bourdius
Assistant Editor
Marcia Reiss
Assistant Editor
Edra Ziesk
Assistant Editor
Mike Gil len
AJSistallf Editor
Frank Cianciotti
Photography
Dennis Lundy
I'lw tugraphy
Marie Kosciusko
Administrative Assistant
George J. Vana
Production/ Art Director
Pu blished monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave .. Brooklyn, N.Y. 11232. Tel. 499·6600. Second class postage
paid at Brooklyn, N.Y. (ISSN #0160-2047)
ard from voyages of less than 600
miles to voyages shorter than 1800
miles. Congress considered it illad vised and did not even hold
hearings on the bill.
··The Coast Guard evidently does
not concur with the wisdom of their
decision," the Union remarked in
the letter. ··whereas the Congress
thought it imprudent to extend the
exemption of the three-watch standard to voyages of 1800 miles, you
now propose to effectively ex te nd
tha t exe mption to voyages of
unlimited mileage and duration .
With a single strok e of the regulatory pen, the Coast Guard seeks to
promulgate a statute which goes
beyond what the Congress finds
unacceptable ."
After stacking the leg islative
arguments against the Coast Guard
proposal, the SIU went on to charge
the proposed ruling as being ··1egally
suspect." Citing a 1977 U.S. District
Court judgment, the Union revealed
that the C oast Guard had been
found outside its lega l authority in a
previous attempt to undermine the
three-watch standard.
At that time , the Court determined that the Coast Guard has ··no
authority whatsoever for nullifying
the three-watch requirement of
Section 673 ." It found that the Coast
Guard cannot overrule the standard
by its own regulations, as it is also
trying to do in the current attempt,
but must .. petition Congress for a
statutory amendment."
The Union a lso strongly objected
in its letter to another Coast Guard
proposal which attempts to define
••rest time " for a licensed operator on
uninspected towing vessc Is ... Rest
time" is meant to insure that the
operator is sufficiently rested to
perform hi s duties in a safe and alert
manner. Hut the Union s:1id the
Coast Guard\ new proposal is
··u nclear, inadequate , improper and
totally mean in gless."
Rather th a n issue regulation s
which do nothing or do great harm
to existing manning standards, it is
the SIU 's position that the Coast
Gu a rd shou ld initial meas ures lo
more fully promote the safety of life
and property at sea in stead of
hind e ring it.
Join the SPAD
Checkoff
Program in 1979
February 1979 I LOG I 15
�De lta Peru Committee
At Sea
SS Sa nta Mariana
Cargo lashed to the deck of the SS Santa Mariana (Delta Line) included four
speedboats which will next be seen in the next James Bond, Agent 007 movie.
The unusual cargo was shipped from the port of Wilmington, Calif. to "on
location" site in Buenos Aires. Three of the four speed boats will be used as props
in the new movie thriller. They will be blown to bits during an action-packed
scene. The last sp edboat will be put on display for publicity purposes.
Washington, D.C.
The National Maritime Council, a coalition of labor and management
working for a stronger U.S. maritime industry named W. Patrick Morris, exchief minority counsel and staff director of the House Merchant Marine and
Fisheries Committee, as its legislative director.
Morris worked three years for the House committee and for two years earlier
as deputy gene.ral counsel for legislation and litigation for the Maritime
Administration.
In 1973, he worked a year as special assistant of the general counsel of the U.S.
Department of Commerce involving merchant marine and international trade
matters.
Egypt-Israel
By U.S. law, half of the 100,000 metric ton cargo of $14.5 million in wheat
Egypt will be allowed to buy in the United States under the Public Law 480
Program must be carried in U.S. flagships.
The same applies to ·the $5.4 mi ll ion (or 400.000 metric tons) in wheat and
wheat flour Israel bought under the same Title I agreement.
New Orleans
Ogden Marine Inc. has signed a contract with Avondale Shipyards, New
Orleans to build two U.S . flag 42,000 dwt multiproduct tankers. The 5hips are
set for delivery in 198 t.
ST Beaver State
The ST Beaver State(Westchester Marine) got the green light from MARAD
early this month to make two voyages from Alaska's North Slope to the Exxon
Benecia Refinery, San Francisco . The 91,849 dwt tanker replaces the
supertanker 62.434 ton Manhattan (Hudson Waterways) undergoing repairs in
the Bay area.
The Beaver State's owner had to refund to the Government a part of the
original construction differential subsidy as such ·1id is barred to vessels
operating in the domestic trades.
Th e ship ·s co mrnill ee of lhe SS Oeltn Pew (D elta Lin c l paid off last monlh at th e .
39 1h SI Dock . Brooklyn . N .Y. Sca led ( I. to r l wo r ' Recertifi ed Bos un Pe ter Sc rnyk .
sh1 p·s c hairm an and St cwa rrl Do i ga te Carlo.:; Lop z. St anding (I lo r.l were Dec k
l , lega te Arn e Bock man. Engin0 IJc loga lc Ro lJcrl Agrno . C hief Stewa rd Rob .rl
H11 tch 1ns. scc rc lary-re port c r c=inrl Educa li onal D irec tor Ross Laa sc .
Notite to Members On Jo/J Call Procedure
When throwing in for work during a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
Take One Giant Step
Toward Building a
Better Future
Upgrade at HLS
Galliano, La.
Construction started late last month on the country's first operating offshore
super oil port (LOOP) project as drilling rigs began work near here in southern
Louisiana.
With the launching of the $513-million-'irst phase of the three phase superport,
the project expects to off-load its first tanker in late 1980 and be fully operationa l
in 198 1.
The first phase will be able to.hand le 1.4 million barrels of crude oil daily. Final
daily capacity shou ld be 3.5 m illion barrels.
LOOP is composed of five big oil and pipeline companies. It is regulated by a
new state agency, the Louisiana Superport Authority.
Supertankers will offload at Gulf platforms 19 miles out into a 24,000 foot, 56inch pipeline connected to the Clovelly Salt Dome. The dome storage unit can
store 4-million barrels of crude.
By the year 2010, the superport is expected to increase Louisiana's refining
capacity by 1.6 million barrels daily.
The first phase of the project was financed through the public sale of a $450
mill ion revenue bond issue approved by the state.
SS Puerto Rico
The trailership SS Puerro Rico (PR MM) began .a new weekly run early last
month between the ports of Charleston, S.C. and San Juan, P.R. via Jacksonville. Fla. She has 278 40-foot trailers and can carry I 30 autos.
Baltimore
Last year this port ;,et a record of 4.29-million tons of containerized cargo
handled.
Containers account for 56 percent of the cargo moved in and out of the port.
Total cargo moved was 6.31 million tons.
In 1977, Baltimore handled 3.38 million tons of containers.
These Courses Starting Soon
LNG-April 2, 30
FOWT-April 12
Pumproom Maintenance and .Operation-April 16
Marine Electrical Maintenance-April 30
Welding-April 16
AB-April 26
Towboat Operator Scholarship Program-April 9
Celestial Navigation-April 30
Chief Steward-April 2, 30
Chief Cook-April 2
Cook ·and Baker-April 2
Assistant Cook-April 16
Lifeboat-April 12, 26
Tankerman- April 12, 26
Washington, D. C.
A new, JO-section Hall of American Maritime-Enterprise is open for visitors in
the Smithsonian Institute here.
On view includes the SS Charles W. Morgan whaleboat; liner Levi than
paneling; working engineroom, towboat pilot house, the 1884 Capt. J. W.
Collins National Watercraft Collection of hundreds of models of schooners.
clipper ships and fishing and river boats, tattoo parlor. nautical art, scrimshaw
exhibit and two theaters.
16 I LOG I February 1979
To enroll contact HLS or your SIU Representative
Sign Up Now!
Upgrading Pays Off
When It's Time to Pay Off
�LUNDEBERG
REPORT
/
PINEY POINT, MARYLAND 20674
HARRY LUNDEBERG SCHOOL
Starting At the
Upon completing the 12-wee k ourse, e\ cr,v stud ent is p laced in his or her
first job aboa rd a sh ip or boat-and a new career is begun .
The stud ents who graduate from this program are the ski ll ed seafar ers
a nd boatmen of tomorrow. And they are qualified for the tasks t h e~· must
perform today. Their presence in the work force upgrades the qua li ty of
the entire maritime indu st r y .
In 1978, 1,082 yo ung m en and wo men enter ed the indu. tr~' . They went
aboard S IU-conl rac.:ted vesse ls ready to do their work and build their
futures. And for eHc h of these yo ung people. a job was avai labl e. Eve r~· one
of them was helping to till the need in indu stry for ski lled workers.
614 of th ese g raduates s igned on ocean-go ing vessels as ent ry rating:.
Another 408 r eported foi· work aboard boats and barger-;. 60 more of t h em
are now working on t he Great Lakes . Some of the. e students are filling j obs
left vacant by seafarers and boatmen who a<lvaneed their cai·eers. Oth er s
have jobs aboanl brand new ves8e ls which enter ed . ervice vvithin the
last year.
_
In additi on to mee ting current manpowe1· needs, these gradua t es are al8o
the potential AB's. FOW'T's, QMED's, Coo ks , Stewards and Bosuns of tomorrow. They assure SIU-contracted companies that their eq uipm ent w'ill
be manned by competent, career-oriented v\·o rk ers .
And these students are motivated to ad van ce . Th ey are t h e products of
the Lundeberg- Scl iool's caree r-ladd er a pproach to edu cation.
Such optimi sm about the future pote nt ial of th ese graduates is based on
.,
past experience. The reco rd sho ws that I !LS lrain ees
return to the sc hool for further educati on and
trainin g . In 1978 a lone, ove r 500 upg rade rs were
former trainees. These arc upgrad ers \\h o. on ly
a f ew years-or months - ago. were repo rting
aboard sh ips. boats and barges for their first
jobs- jobs that led to careers in the
opportunity-filled SIU-contracted fleet.
For them, and for the graduates of '78,
the potential and the promise of
t he basic vocational education
program is being fulfilled .
....,. . . .
�Nothing Less Than A N e-w Life
1
Real education leads to growthand all personal growth is educational. At the Seafarers Alcoholic
Rehabilitation Center, a very important kind of education takes
place-seafarers and boatmen are
educated to lead new. lives free
from dependence on alcohol.
The prog ram offered at the ARC
i one of the newest growth opportunities for seafarers. It began in
1976. Sin e that time 255 seafarers
and boatmen have re-learned a
po itive view toward life and self.
During his six-week stay at the
ARC, the resident spends his time
learning about himself and his disease. Each week, he participates in
educational groups, readings and
lectures that cover such topics as
the . disease concept of alcoholism,
the basics of recovery, feelingshow to recognize and cope with
them, the benefi~s of living . sober,
the family a1:>pects of alcoholism,
the 12 steps of Alcoholics Anonymous for recovery, going home and
aftercare.
Individual and group counseling
sessions complement this curriculum of self-study. But the program
is not all inward-looking.' Residents
are helped to see the outside world,
too, through eyes undimmed with
the haze of alcohol. Many aspects
of the program contribute to this
new look at life-boat trips, arts
and crafts, sports, museum tours,
and fi shing for example. The residents also welcome visitors to the
ARC for a cookout one Sunday
each month during the spring and
summer and host community AA
group several times each week. .
The strengthening influence of
the ARC also reaches beyond the
residents themselves to touch their
families through a family counseling program. Similarly, the ARC
works to prevent alcoholism
through an ongoing alcohol education program which reached 1,050
trainees and 104 A-Seniority up·graders in 1978 alone.
Although the ARC is located in
Valley Lee, Maryland, the influence
of this young program is felt
throughout the maritime industry-every SIU port has ref erred
residents to the ARC, and these
residents have returned to the civman fleet with new hope and renewed talents and abilities. The
majority of the 255 former re.sidents are t_oda.yr healthy, productive maritime workers-important
· elements of the industry's moEt
vital resource, its people.
students develop .talents
alcoholic
rehabilitation program
is helping many seafarers build new lives.
Left. Upgraders and
trainees alike use the
Arts and Crafts Center at HLS to develop
their talents and express their creativity.
Probably no profession is more
noted for t~rn development of its
own art forms than seafaring. It
is surely a profession that lends itself to self-expression through art.
At HLS, the Arts and Crafts
Center encourages artistic growth
and appreciation in the students.
Last year, approximately 10 percent of the upgrading students and
35 percent of the trainees used the
facilities at the Arts and Crafts
Center to express their creativity
and develop new skills.
Instruction offered at the Cen.ter includes stained glass, enameling, silver smithing, woodworking,
leathercraft, model boat building,
decoupage, drawing, painting, sculpture, and the seafaring crafts of
macrame and scrimshaw.
Additionally, two courses were
developed which have received
credit from Charles County Community College. In all the courses,
~
the emphasis is on creative expression through the use of available
materials. Because seafarers and
boatmen are removed from the
shops and stores which carry
hobby supplies, they must learn to
enjoy their crafts through the use
of materials which are easily trans. ported or readily available aboard
~a}vessel.
The Arts and Crafts Center has
also contributed much to the students' artistic appreciation through
such varied activities as monthly
field trips to area galleries and museums, art shows of students' work
and sponsoring noted marine artist
Peter Egeli as a speaker at the
school.
In summary, the Center provides
yet an.other growth area for HLS
students. It opens to them the
world of art and the seafarer's
heritage of contribution to this
world.
developing the human potential of seafarers
What is it' about the L~ndeberg School that 111akes the
growth of the whole person possible? It's the at111ospherethe '~feel"-of the place.
Th e grounds and buildings are
attractive and well-kept. They provide surroundings that are pleasant, peaceful, designed to foster
learning. The staff are well managed and motivated-professional
people devoted to education and encouraged to teach unencumbered
by paperwork, forms and rigid systems. Their time and energies are
required to be directed toward the
student and his success-a requirement that lets the true teacher
reach his professional goal of educating each student.
The instructors and teachers at
HLS have high expectations of .
their students, and the students
respond. They want to succeed and
believe they can succeed because
their teachers believe they can. ·
The feeling of mutual confidence is
18 . LO G
Fr.; bn1 r=i ry 197 9
the ideal atmosphere for learning.
The students want to lea_rn. The
staff is dedicated to helping them.
Yet, despite the Lundeberg
School's concern for each individual, the trendy, sometimes-chaotic,
do-:your-own-thing approach to education has never been part of
HLS. The process of learning must
be disciplined and orderly. So,
standarcis are .et, attendance is re~
quired, rules will be obeyed. Thus,
each individual is helped and encouraged to grow. But a framework .
of positive discipline is provided.
That's the atmosphere of HLSpeaceful surroundings, enthusiastic
goal-setting, concern for each individual, direction-not distraction.
And this atmosphe.re is the reason
HLS and its students succeed.
The atmosphere at HLS contributes much to the educational process.
Above is the Vocational Education Building. Below is the Academic
Scheolship Charles S. Zimmerman.
�Seafarers Practice Safety
.And these graduates have a fin e
safety r(leor<l. Ov r the yea r s. students who have eompleted these
courses hav e lieen co mmend ed for
s uch di\. "l's ' achic,·eme nt. · as l'e;-;cuing a man overboard at sea, pre\'enting a disa ster after a har~e
collision. and revh ing a heart attack victim.
Ciearl y in today's workplace, the
most valuable worker is one who is
safety conscious. And the graduates of HLS-educated and trained
to be Raf e worker. -make a valuable contribution to America's merchant fleet.
helping those who served
Obviou~ly, job seeurit.) <ind job opportunities ('Xist for the stu-
dents at HLS. In an etf01t to assi st vetenlns in making thei1·
re-ent1·y into civilian lif .>, the school ·rnd the S1 U an• cooperating to offer them training and the benetits of union mt>mbership. Through a spe~ial prog;ram, vets with the nece.::ary sea
experience can attend courses at HLS and earn ratings i.n the
deck, engine, and st eward departments. The program began in
July, 1978. By the end of the year, 46 Vets had ca1·ncd cndon•ement. or certificate. in th fol1o\\'ing- area.
Able Seaman
FOWT
Lifeboat
Cook and Baker
16
11
26
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Seafarers today ...
Safe work habits are part of every
course at HLS.
One of the mo ·t universal concerns in industry today is safety on
the job. The r sponsihjJjty for 8afety in the work place rests with both
the employer, who mu st provide
safe conditions, and with the worker, who must learn accident pre\'ention and em ergency procedures.
The SIU membership have acce p ted thei1 · l'espons i!Jilit.'· fo1· saf'l'ty. They have done so by learning
how to prevent and, if necessary.
cope with emergencies aboard a
sh ip or boat.
HLS has developed a variety of
rourses to assist seafarers and
boatmen in learning and improving
Lheir safety and survival skills.
During 1978, HLS students took
full advantage of these courses.
1,303 students took and passed the
Coast Guard examination for the
Libeboatman endorsement. They
left the school with a full working
knowledge of emergency --.nd rescue procedures at sea.
Similarly, l ,649 students earned
firefighting certificates after being
instructed in fire prevention and
attending a full day of practical
firefighting training in Earle, New
Jersey.
Finally, 1,251 st udents earned
Red Cross, First Aid anct 1 or Cardiopulmonary Resuscitation Certificates through the8e training
courses at HLS.
All of the~e students now bring
lo their jobs safety consriommes~
and emergency preparedness-at·t.itudes and skills thal could not
have been cteveloped without tniining and erlucation.
They're Professionals
Profession-not just a job, hut
a career that IH'ing~ fe lings of
self- worth and pride in ach ie,·eme11 t. Seafarers totlay se -' th e ir
work as a profession. For th is reason, they are wi !ling to st ud y and
to de\·elop new .. kills that go alJO\'
and beyo nd the basic req uireme nt ..
or an.v g iven job.
Th e Lllnde!Jerg S ·hool offers a
sen es of advanced and spec ial izcc.I
·ourses that arn design ed for prnfcssiona l st>afarcr . .
Last y ar, ~Rfi seafa r r .· com pleted such courses. After intensive training in s uch areas as elertricity, ca l'go handling. refri geration systems, and automation, thl'
grad11atcs rrtu r11 ed to the sh ip s of
the ::SIU-co 11 traclec' fi e ,t ready to
appl~r their advanced ski ll s.
Today's SIU member sees himself as a professional and takes pride in his
ski1ls.
~O\\', they ar c• se n ·i11 g- as chif'f.
p11mpm n aboard s ttpt rtankl' l'." , n ·rrigeration mec hanic s 011 ('0!1laincrships . and clect ririan s ahoanl all
typps of vessels .
fn addition, 111any of the seaf;1rer s prepa red for .iobs that are st ill
in th<' fnturc- .i olis nlioarcl L JC
ra1Tie r s yet to \Je built and dicsclpowered vessels construclccl with
fuel conservation in mind.
Through th e advanced and sp0eialized courses at HLS, th.ese seafare1·s are reaching the top of their
profession today anct are preparingfor a secure and challenging- f11t11re
tomorrow.
Serving A Motivated Membership
HLS serves a uniqu e student
population. In the main. this popu lat ion doe, not come to the sc hool
with clearly defined goa ls for academic achievement. The students
arc job-oriented. They want to beg-in, or advance, their career s.
Yet. last year, 70 seafarers took
advantage of an independent study
pro rram in . pccri reading. Th e
t acher in the evening mathematic s
program offered assistance to students +who wanted to improve their
skills 830 times. Other st udents
vo lunlaril y asked for help in improving their reading skills 283
Limes.
These numbers-while they are
impressive in themselves-are most
s ignificant because they represent
human beings. They represent HLS
students who were motivated to
learn not only the skills of their
jobs but also the important sur\'ival skills of reacting and ;1rnth.
For most of these student , the
moti\ ation to learn more than is
required in the vocational class repre sents a r~al · change in attitude
from the day they first arrived at
HLS. And the c.hange comes ::i.bout
because . t'h e students respond to
the unique educational approach at
HLS- an approach that has only
r ecenlly rel'eivcd widespread r ecognition i 11 the United States.
Th is approach is the conviction
of t h e HLS staff that academie a nd
\'ocational skills arc complemenbtry. They must be developed together if th e worker is to truly
s ucceed in hi s profession.
Th in st ru cto r s at HLS use lhis
approach to mot ivate their students lo total educational ach ievcment. Th ey mphasizc the va lue of
jol> skil ls for job sec urity and academic s kills as a foundation for
career growth.
And th e <tpproarh works! Thl'
11u mhc·r of :-:tudcnts who r<'spond ed
to it <tl'e prnof of this. Sp<'Cd read in g, liasi<' 1nalh. remedial reading- ach sl udent's I v I of ;tchiev enwnt and 11rea or work is diffe r •nt.
Bul there is a shared altitud e of
motivation toward S( lf imprnvem 'llL Earh student secs himself as
moving· 11 p to l>c th0 hl·st h e C";rn 11 •('Ome. Tl 1rou gh his e:q >l'ril 1H:e at
HLS. he is lParning nol only .ioh
:-:kills- h e's learning Lo tal<L' a Ill'\\
look at education and its place in
his who le life as ;.1 worker and as a
person.
1
0
At HLS, students are motivated to improve themselves through independent study programs.
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�An IndustryA Union-
A School-
The newly-contracted
Delta ships (right) provided many opportunities
for Reafarers with skills in
refrigeration. Last year
seven seafarers completed
the maintenance of shipboard refrigeration
systems course (left),
seven more graduated
from the reefer/utility
course and 69 earned
endorsements as refrigeration engineer.
Gro"\t\'ing Together
Seafarers in the black gang upgraded at HLS to take advantage of new job opportunities
in tlie Engine Department. Many prepared themselves to work aboard diesel-powered
sh ips s uch as the SIU-contracted Sea Land Adventurer (above, left). 70 Seafarers earned
endorsements as QMED (above, right) , and 23 more took the specialty course in diesel
engine fundamentals.
,
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New ships mean new jobs. But new skills are required aboard the
many SIU-contracted LNG carriers; all Seafarers aboard these
vessels attended the LNG course at HLS (above, left). 294 graduated from the class in '78 and ·many more are enrolling now to
prepare for the LNG ships to be launched in '79.
Modern SIU tankers such as the
Overseas Chicago (right) provide
many job oppor.tunit.ies for the
graduates of such HLS courses as
automation (above, right) and
Pumproom Maintenance and
Operations (above, left). 437 Seafarers completed one or more
such advanced courses in '78.
a
THE HARRY LUNDEBERG SCHOOL
I
A Message from the President of HLS
As the staff of the Lundeberg School look back over 1978, a nd over the 11 years HLS has bee n in
existence, we see a tradition in the making. A tradition of excellence in e du ca tion. A trad~
ition of helping both individual workers and a n entire industry. Collec tiv ely, the school, the
SIU and the industry have come a long way.
Today, thanks to the many programs at HLS, the school is r e presented by at l eas t one graduate
aboard every piece of equipment i n the SIU-contrarted inla nd and de ep sea fl eets. And the
i ndustry is better because of the s kills and motivation these graduates brin g to the job . Th e
membership, too, is better because of HLS. SIU members enjoy job security and a better way of
life because the school offers the way to help them prepare for the challenges of th e future -today.
Sea Land Finance (above) is one of the many SL/7's which wm
carry Quarterma&ters who earned this rating through .
upgrading at HLS (below ) .
These are our successes. But the future is an ever-present challenge. Th e re is still a long
way to go. Changes are certain. HLS and the SIU membership mlUit prepare for them. We must
continue to accept and meet the need for self improvement.
All of us at HLS are motivated to continue our tradition of service to the SIU membership and
the maritime industry . The key to our success is the willingness of eve ry SIU member to let
u s work with him to meet his needs. This is the r eason HLS exists.
With this philosophy in mind, it is clear that the school will continue to g row and will become
as exce llent as th e SIU memb ers hip is willing to let it become.
With the past as an indi cation of our future, we c;in be)iev e that the hori zons for lll .S , th e
SIU and our i ndu stry ar e bright ind eed .
On the waterways, new boats and barges are entering service
daily (above). HLS helped meet the manpower need by graduating 408 trainees who've been trained as deckhands and
t ankermen, 12 diesel engineers and 62 Vessel Operators who
earned 128 licenses through t he Transportation Institute
Towboat Operator Scholarship Program (right).
20 I LOG I lub ruary 1979
~~
Haz el Brown, Pre sident
Harry Lundeb e r g School
1-ebru;iry 19 79 ' l_OG i 21
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202. That's the number of diplomas-and dreams-that were
ach ievecl tlll'ough the High School
Equiva lency (GED) Program at
IIL ~ in 1978. No\\· in its ighth
yea1·, t his program has helped 1160
people achieve their dreams.
For each of these people, the moti\·ation to earn that diploma wa s
different. One seafarer did it to
keep his granddaughter from dropping out of school. Another becau se
h e felt that h e needed high school
level math to handle upgrading in
th e Engine Department. Still another because, when he dropped out
of school in the seventh grade, it
was from the necessity to help
~upport his family-getting his <liploma was a chance denied him m
his youth .
.·
although the goal is
:-;ame. each stu<lent brings to
program his own individuality.
They are from every area of the
country, of every race and nationality. The oldest student was 76the youngest, 16. And, because the
teaehers recognize this individual·
ity, the students succeed. In fact,
they have a success rate of 95 o/l:' .
Over 1,000 Diplomas Earned
fare Plan "Charlie Logan" Scholarships have been graduates of the
high sch ool equivalency program.
They are now pursuing advanced
studies in such areas as law, hotel
management and electronics.
So, the GED program has had,,
and is having-a big impact on the
SIU membership and on the maritime industry. As a result of this
program, 1160 workers are stronger and more motivated because
their dream came true; because
the.\· are high school gra<luates.
Individual attention for each student is the basis for the success of the
GED program.
111 contrast, the national success
rate for the high school equivalency exam is under 5orr-.
Th e respect f 01· ench .stu dent a:
an individual leads to a uniqu e
teaching approach in the Academic
lJe}JHrtmenL at HLS. A pre-te~t
determ ine.s the st udent' s areas of
:'trength and weakness. The teache1 .s then develop a program of
.::;t ucJy especiall y for him. Thu s,
every student concentrates his effort s on learning what he needg to
know. No time is wasted coverin g
material he has already grasped.
To in sure the success of thi R approach, GED classes at HLS are
kept small so the teach er can cone ntrate on each student's needs.
She becomes involved in hi s goal.
She cares .
And the students respond to this
caring attitude. As GED graduate
Carl Barrett said, "The teachers
are p~tient and give each student
individual attention .. .. I know I
would never have gotten my diploma on my own." Boatman Alex-
ander Borawick added, "The teachers helped me with a problem until
I understood it." Seafarer John
Funk felt that, "I received a lot of
individual help from the teachers."
Of course, t h e success of these
.QTaduates E: ncourages oth e L to tr,\·
for their diplomas, too. Their
achieve m ents motivate others to
try. The combination of a n outsta nding record of success and a
completely supportive atmosphere
makes it poss ible for individuals to
r ealize their dreams through hard
\vork and motivation.
And what impact does rr1aking a
dream come true have on a person?
He or she grows as an individual.
they believe in themselves; they
are motivated to do more and be
more. HLS has ample evidence of·
this in the numbers of GED graduates who enter upgrading courses,
who enroll in advanced and special··
ized classes, who apply for scholarships.
In fact, during the last few years,
several recipients of Seafarers Wel-
....._
For each stcdent, the 1,11otivation to
earn a diploma is different, but an
share the goal of personal achieve-
ment.
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Making Dreams
· ComeTrue
Reading Program Meets Basic Need
The Armed Services are recog111zmg the problem-they can't
frai n many new recruits because
the recruits can't read. American
high schools are recognizing the
problem-students can't pass compete ney exams because the students can't read.
HLS recognized the problem in
1970, and the school ha s been doing something about it ever s ince.
HT ,S has offered instruction in
J,a:' ic reading skill~ since that date,
and thi s year 1,159 seafarers were
h elped to achie ve new self-sufficienc y and t rainahilit>· th1·ou gh the
:'thool's va riou s prng-rams in the
reading la h.
Th e 11 eeds nr tl1e:'<' studenb
nuied greatly-some needed h elp
in reading comprehension or vocab- ·
ulary lrnilding; sonw wanted to
lea n1 effective study ski ll s; ~ ome
s pok e Englis'h as a second language . And th e rending Jab respon ded to nncl met all ·these needs.
22
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In fact, the role of the reading
programs at HLS is vita l to the
s uccess of many of the school'
graduates . Because the question of
students' success was never "Can
they do the. job?" Of cou rse they
could! Many of them had years of
expe ri enc e aboard ships or boats.
In the HLS reading Jab. teaching methods are tailored to the needs of
every student.
Their abi lities with lines, engines
and other gear were ne\·el' dou btecl.
Rather, the question \Vas "Can
thes e people· read \\·ell enough to
pass a test that will allow them to
do the job~ for ·which they were
t ·ainecl ?"
In the case of the st udents who
work ed in th e JILS reading lab,
the answer was a · r esound ing
"Yes!"
Had iL IJl' C ll othen,:ise. th e failure of the students· would have
heen a tragedy. Th ey would hav e
hee n locked into lm\·-rnnking: .iok
vith no opport unity to move up or
contribute their expertise. It would
ha.ve been a tragedy for industry,
too. which would have lost the
much-needed sk.ills that these ~tu
dents possessed . ·
1, 159 s u r h trage<l i es were pre\' en ted in 1978, hecause the reading lab met the ed ucationa l nee d~
of seafarers and boat1nen wh o a t tend Pd HT ,S.
�A center for learning, reading,
relaxing-this jg the Library at
HLS as' seen by the students it
erves. And certainly the Liln·ary's
collections of fiction, periodicals.
non-fiction and profes ·ional puLlications are a vital part of the learning system at HLS.
But the Library goes far beyond
its fundamental role as a central
location fm· reading and reRearch.
At the Lundebe1:g School. the Li brary is deeply involved in preserving maritime history and heritage.
In 1978, all issues of the Lo.r1 from
its first edition through today were
microfilmed to preserve this vita l
record of the growth of the SIU.
More issues of the Lo,g were indexed, so that this newspaper may
becoming a
whole person
~·
Library services are expanding to
include videotaping of courses.
H LS. Library
More Than Just Books
become a reference tool for maritime researchers.
Ah:;o in 1978, the Library reached
beyond its doors and into the HLS
classrooms as its audio-visual specialists assisted many instructors
in videotaping classes for independent study by students. A colleetion
of other audio-visual aids was developed to help students study topics of interest on their own.
Finally, the Library began sponsoring a series of films and speakers who discussed such topics of
student interest as lobbying, in-
Acquiring skill s and putting
them to use on the job is the goal
of the students at HLS. But the
Lundeberg School's goal for its
gtudents is broader. HLS is dedicated to developing the whole person.
After exposure to the philo ophy
of the school and after seeing this
philosophy in action. the tudents
come to accept it as their own.
They come to see themselve as
more than just workers.
In light of this larger view, the
\ital role of counseling services at
HLS is evident. Through group and
individual co unseling, the individual , tudent at HLS is helped to define his roles as family member.
community member and crew member. The counselors at HLS strive
to help each sludent in t h is process of definition-and the stud ents
respond to this willingness to help.
In 1978, 244 individual counseling
, essiorn; were held with upgraders
and 829 with trainees. Since HLS
vestments and maritime art.
In short, as the Lundeberg
School has grown, the Library has
grown also. The progress of HLS
is reflected in the progress of the
Library. As 1979 begins, plans are
under way to constrl1ct a new library building at HLS that will
offer the space and facilities for
expanding all of the Library's
services to the school. Most importantly, though, this building will·
reflect the love of education, books
and learning which is such a vital
part of HLS.
The HLS Library is a pleasant place for students to read and relax.
students mu t be able to function
in relation to others in a crew or
community, group counseling sessions for trainees and for upgrarler. were also well attended.
Through a better understanding
of se lf, HL students are r aching
a better understanding of their
career de\·elopment and their role
as \vorkers in 1he totality of their
lives.
\
\
Beyond the Campus
The efforts of HLS on behalf of
seafarer., boatmen and the maritime industry are not limited to the
cla sroom . The school staff are regularly involved in national and international forums at which American maritime must be represented
and heard.
During 1978. the school staff
represented the industry's interests to such diverse groups . as
TMCO, the Oil Companies' International Marine Forum, the Federal
Committee on Apprenti.ceship, and
the Federal Railroad Administration.
Within the United States, the
ex pertise of the staff at the school
is well-recognizerl. They are routinely reqt1ested to testify in congressional h ea rings on marine su hjects and to spea~ ~ in education3:l
forums at in sti lutions of higher
lea rning such as the U.S. Merchant
Marine Academy and Yale Unive1·s ity.
· The school . ta ff is also extens iv e !~· inYoh·cd in pro fessional ::;oc ieties concerned with education and
the maritime indu stry . Among the
many such societies in which staff
members parti cipated in 1978 \V ere
the National Transportation Appren Lic.:e.s h ip Co 111'e1·ence. the l\la ri time -Training Advisory Board, the
International Reading Association,
the Maritim e Transportation Research Board and the Cryogen ic
Society of America.
ThEse a<:ti\·ities of' the H !,S
staff are n vitally imporlant se n ice
to their students and to the indu s1T.\·. n,\' Laking tlH il' ex p >rt ise in
\·a riou s areas of maritime into the
pu lili<' forum, the staff are al)le to
explain and advance the int~ r ests
of the people and the industry. they
· serve.
1
A Center for Industry, Labor, Learning
Since HLS is operated jointly by
labor and management, the school
provides the ideal environment for
conferences and meetings which
contribute to the betterment of the
entire industry . .
In 1978, the school hosted many
such activities. On several different
occasions, seafarers and boatmen
met at HLS to discuss the membership's needs in relation to contract
negotiations. Numerous educational conferences were also held to info rm members about developments
and concerns in thejr industry. To
insure that membership communication remained effective and ongoing, monthly membership forums
were held at the school and were
attended by all studen ts.
Frequently, representatives from
SIU-contracted companies visited
HL-S to discuss such training needs
as pumproom operations, diesel
The Trustees' Meeting was among· the many industry functions hosted by
the Lundeberg School in 1978.
engineering and refrige1·ation.
In fact, industry involvement is
continuous in the development of
programs at HLS. Again in 1978,
for example, the, school welcomed
the Towing Advisory Board, a
,
group of representatives from the
to\\'ing industry who annually ad\' '.'-' the HLS staff about curriculum and course content.
Also in 1978, the Lundeberg
.School welcomed the HLS Trustees
for a meeting.
The school extends its facilities
to other union and industry organizations, too. LasL year memhers of
the Sailors Union of the Pacific, the
Marine Firemen and Oilers and the
former Marine ( 'ooks and Stewards
Union met at HLS to discuss and
observe the training opportunities
available to s eafarers.
These varied activiti-es extend
the educational process beyond the
classroom. Since HLS h; a eentel.:'
for inc!u stry and membership communication. the students enjoy an
additional
learning experi nee.
They sec and hear first-hand the
i~s11 es affecting maritime today
and the people who are handling
those issues. Perhaps even more
importantly, the students learn the
vital role they, as seafarers and as
individm 13 play in the continued \
success of that industry._
Febru ary 1l1 79
LQ(,
23
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During 1978, 155 seafarers
earned their AB tickets at HLS.
Upon graduation, each new Ahle
Seaman had a job waiting for him.
The jobs were there, and HLS met
the need for skilled manpower to
fill them.
This is an important key to the
school's success in vocational ed u-
155 AB's
c:alion. HLS is flexibl e. Its course
ofTerings and manpower alloc:ations
reflect the needs of the maritime
inrlustry. In 1978, U.S.-flag ships
needed AD's. In 1978, HLS provided trained AB's to man these ships.
Based on this experience in meeting indu stry needs, the school can
forecast its challenges for 1979.
And the present forecast calls for
eve n more AB jobs this year.
In a way, HLS is partly responsible for the industry-wide demand
for its graduates. The school has
ga ined a reputation for quality of
education. Students who graduate
from HLS are trained, reliable
workers. They spend their time at
the school learning the theory of
their jobs in class anc1 applying this
theory during on-the-job training.
When they leave HLS, they are
ready and able to perform.
Since quality is the halimark of
a Lundeberg graduate, there is
great demand in industry for his
skills. For him, the job opportunities are numerous indeed.
And seafarers can rely on their
school to help them take advantage
of these opportunities. In 1978, 155
Ordinary Seamen were able to seize
job opportunities that were just
waiting for them thanks to the AB
program at HLS.
308 Ratings
For any seafarer, holding a rating in his department is a big step
-.. up in his career ladder. 153 Fireman !Watertender and 155 Oiler
Engine department seafarers
earned hundreds of ratings
at HLS in 1978.
For Each graduate
a Job was waiting
1978 was an outstanding year for
professional growth among seafarers and boatmen. Clearly, the numbers for last year really do speak
for them selves:
155 Seafarers equipped themselves to take jobs as AB's through the Able
Seaman Course at HLS.
ratings "·ere earned at HLS last
year. Anct eacli rating represented
career growth for a seafarer.
For the seafarers who achieved
these ratings , there was a _lot of
incentive to get ahead. Jobs were
there waiting to be filled. In the
engine department, 1978 was a year
of opportunity, and 1979 looked
,
even better.
This promi sing outlook is proving to be a reality. Many FOWT
courses are scheduled to be offered
at HLS, and the 1978 graduates are
experiencing the security of full
employment.
Of course, this security is something they earned . They were "\i ·iJJing to work hard and to lea i;n ne\\·
skills. Through their success, the
SIU is meeting its manning commitments throughout its contracted fleet. It is m::iintaining its reputation for reliability.
Thus, the individual success of
each member is contributing to the
strength cf the entire SIU organization. And each seafarer is contributing to the growth <tnd stability of his industry. As a result,
HLS graduates in the engine department-and every department
-are experiencing the benefits of
trade unionism at its very best.
Licenses earned through
HLS-175
Endorsements earned
through HLS-1,068
Certificates of Achievement-496 (courses
not tested by U.S.C.G.)
These figures
reflect only upgrad,
ers at HLS; they do not include
students in the basic vocational education program.
The SIU has accepted1the role of
leader in the maritime indu~iry.
Perhaps one of the most important
characteristics of a good leader is
foresight. The SIU's ctevelopment
of a manpower pool. of Qualified
Members of the Engine Department (QMED's) is a good example
of how foresight pays off in job security and job opportunities.
Years ago it became apparent
that automation was the future iI1
the U.S.-flag fleet. It also became
apparent that seafarers who possessed the many diverse skills of
the QMED would be needed in large
numbers.
The SIU readied its membership
lo meet thiH need through the
QMED program at HLS. \.Vhen the
time came. seafarers were ready to
hoard new ships in the rating of.
QMED. From the beginning, the
QMED program was a success and
made a big contribution to the vi-
II
More QMED's
As more new ships come under contract with the SIU, more seafarers advance to QMED to fill the available jobs.
tality and strength of the SIU.
Because the SIU's contracted
companies are among the . most
prosperous U.S.-flag fleets, job opportunities for QMED's have remained constant. As a result, the
QMED program at HLS has continued to be the road to the top f or
engine department personnel. In
1978, 70 seafarers completed the
QMED program and earned this
rating. For these seafarers, this
was no small achievement. The
course is three months in length.
During that time, the student
passes Coast Guard examinations
for 8 endorsements . .
Clearly, these graduates really
are qualified members of the engine department. Because of the
foresight of HLS ·and the SIU in
determining industi·y needs, the
opportunities which await QMED's
aboard U.S.-flag ships have never
been better.
The Numbers Speak For Themselves
_,.....
�For SIU Boatmen & Seafarers,SPAD Is the Strongest
Weapon in Our Fight for Jobs & Job Security·
o American industry is as
regulated, controlled, monitored, governed. managed or influenced by the Federal government as
is water transportation.
No less than five Executive
Offices in the White House, I 0
Cabinet-level Departments, and 31
Federal agencies. Boards. Commissions and Committees affect water
carrier operations.
This is all in addition to . the allpowerful and persuasive influence of
the Congress.
Boatmen and Seafarers - more
than any other American workers have a direct stake in what is going
on in Washington. To Boatmen and
Seafarers, political action is a
necessary way of life. "Politics Is
Porkchops" is more than a slogan.
It is important that we have in
Congress legislators who urH.lerstand the need for a strong U.S.-flag
water transportation industry. And
people who are willing to make sure
that American vessels, carrying
American cargo. and manned by
Americans once again becomes a
commitment of our nation.
N
SIU Educating Congress
It is also important that these
same legislators understand that an
integral part of the U.S .-flag merchant marine is the domestic tug and
wwboat fleet. All too often this
important sector of the water
transportation indu stry is taken for
granted and its problems minimized.
For this reason.the SIU is working
to educate the Congress as to the
component 1Jarts of the merchant
marine and of its overall needs.
Not only is Congressional understanding and su pport necessary. but
it is a lso important that the Executi ve Branch of governme nt. from the
President on down. understands the
need to maintain a strong domestic
water transportation in'<lustry as th e
core of our merchant marine.
To this end it is essential that the
govern ment strongly protect the
.Jones Act. Th is law reserves all
domestic water commerce to U.S .owned. U.S.-built and U.S.-manned
vessels. It must be protected against
efforts by industry opponents who
would allow foreign interest s.
vessels and workers to participate in
our coastal and river trades.
If it weren't for the Jones Act,
foreign tugs with foreign crews
would be docking ships, and moving
barges in our domestic trade.
It is important also to promote the
tug and towboat industry against
attacks by competing modes, such as
the railroads and pipelines.
The poor economic health of the
railroads has forced many in Congress. to belie·ve that the only way to
bail out the railroads is by limiting
the ability of water carriers to
compete.
This has led to the recent attempts
to hold back on money needed for
maintenance and improvement
programs on the inland waterways,
such as Locks and Dam 26. and the
recent successful effort to impose a
fuel tax on inland water carriers.
The domestic water carrier trnnsportation industry is today faced
with many problems. Its opponents
will continue to press hard for more
user charges, for less maintenance of
the waterways.
Projects such as the Tenn-Tom
Waterway. the Gallipolis Locks. the
Industrial Locks in New Orleans.
and the widening of the Gulf Intra-
Doubl e dec ker. roll on / ro ll off barg es lik e th on e above arc be ing built toda y
bec au se th e 1970 Me rc hant Marin e Ac t earmark ed fund s for th nir co nstru c tio n.
Th e SIU ·work ed hard to get til e Merc ha nt Ma rine Act pas c cJ but tt1o se eff o rt s
were onl y poss ibl e because Union memb ers support d SPAD .
coasta l Waterways will be opposed
not only by railroads but by environmentalists.
New rules and regulations issued
by agencies including tile Coast
Guard and the Environmental
Protection Agency are making
barge operations less efficient and
more costly . All this hurts our
industr y's ability to survive in this
nation's competitive transportation
network.
Boatmen. Seafarers Must
Participate
The SIU is active in Washington
promoting the water transportation
industry. T he efforts of the SIU must
have the involvement and participation of every Roat man and Seafarer.
Our involvement is to support
those members of Congress whose
legis lat ive views on maritime matters are simi lar to ours. We must get
them elected.· That takes money.
That's where our participation
comes in. It is through SPAD th e
Seafarers Political Activities Donat ion that we can make our voices
heard in Congress.
It is our SPAD donations that
enable us to present our views to the
legislators whose decisions and
actions directly affect the jobs and
job security for all of us.
SPAD IS A VOLlJNTARY
PllOGRAM. Your participation is
through your voluntary vacation
check -off to SPAD. With only JO
cents per da y. Boatmen will join
their brother Seafarers in helping to
elect Congressmen who will list en to
our concerns and will understand
our needs and objectives.
SP AD IS UN ITV. It is the unity
of Boatmen and Seafarers working
together to provide greater job
opportunities for American maritime workers and better security
for t hcmselves and their families.
SPAD WORKS.It is your participation in this voluntary program
that contributed to the passage of
the Merchant Marine Act of 1970
which has helped build hundreds of
new tugs and barges.
In fact. a total of 341 new
American tugs and towboats, as well
as hundreds of barges have been
built or arc on order as a result of the
1970 Act.
Your contributions have worked
to insure jobs for American maritime workers 10t only on the high
seas but increasingl y in the coas tal
and river trades.
It has effect ivc lyhcatcn hack attacks
on the Jones Act which could have
destroyed thousands of maritime
j obs .
TllERE IS MUCH TO BE
OONE. This nation needs a strong
commitment to its merchant marine
hot h in the foreign and domestic
t rad cs.
To achieve our objecti ves. rartiuira t ion in rolitical ac ti v ities is
necessary . Our unity and our
rarticipation arc the keys to our
success.
Throul!hout
the .vcars we have
....
achieved much thr.ough our strength
of unity and rctrticirati t n. Together
we can go fonrnrd to achieve our
goals of johs and secur ity fnr
Boatmen and Seafarers.
~
Th e U.S. LNG fleet. which in c ludes th e SIU-crewed El Paso South ern (above). is th e larges t LNG fl ee t in th e world . Am c ri cc=11
shipbuild ers were ab le ·to get in on the ground floor of th e liquifi ed gas indu stry becau se of funding provided by th e I '910
Merch ant Marine Act .
Febru ary 1979 I LO G
~
25
�4
*
Transcolorado Crevv Foster Good Relations. Around The World
The SIU crew of the heavy lift vessel
SS Tran.,·colorado (Hudson Waterways
Corp.) is a good. hard-working group.
They move heavy military equipment
and industrial equipment in and out of
ports all over the world quickly and
efficient Iv.
But the Tran.\'colorado's crew is
huilding up a reputation on and off the
vessel for another reason. They go out of
their wav to make life a little more
pleasant for those they come in contact
with .
One recent example took place during
a nine-day stopover in San Oiego when
the crew took time out to guide a Naval
Reserve unit on a tour around the ship.
!"hat tour marked the first time any of
the naval unit\ personnel had ever heen
ahoard a heavy lift ship. The unit's
Commander. Michael Adkins. expressed his gratitude to the crew for the
..vcrv informative" tour and for the
..enjoyable surprise dinner your capable
stewards prepared for the unit.
.. The officers and crew of the Transcolorado." Cmdr. Adkins said ... are
most definitely a credit to the U.S.
merchant fleet."
The Tran.\'C'o/orado calls at ports
throughout Europe and the United
States and positive relationships with
the military arc one of the crew's
hallmarks.
Ship's Chairman Nicholas Nagy
reported that .. this ship has very good
relations with all military personnel and
units that we come in contact with all
over the world."
That spirit of cooperation has done a
lot for the image of both the Transcolorado crewmembers and the U.S.
merchant marine. "It is certainly
reassuring for us to know." Cmdr.
Adkins said. "that in the event of
mobilization we can expect such
enthusiastic cooperation from the crews
of merchant vessels such as those
embarked upon the Transmlorado."
But it isn't just the military who are
full of praise for the crew of the Trans. colorado. The Society for Seamen's
C hildren. located on Staten Island. N. Y..
expressed their gratitude to the Seafarers who donated $128 around
Christmastime to buy gifts for the
underprivileged kids the Society aids.
Responding to the good-wil l gesture.
Betty van Stolk. president of the
Society's Board of Managers. wrote to
the crew to tell them \;1eir gift would be
.
"wisely and well spent.
.. There is something very baste and
heartwarming to give to child _ren at any
time." Mrs . van Stolk wrote ... but
especially at Christmas. and more so to
our you~gsters who consrantly need to
be reassured by lov ing gestures.
.. Your kindness." Mrs. van Stolk
went on ... will be remembered by our
group."
The crew aboard the Transcolorado
are remembered by many people in
many ports because of their willingness
to help out anyone they can in any way
possible.
In the words of Naval Commander
Adkins. "they are a credit to the U.S.
merchant Oe~t." They are also a credit to
their Union.
Murphy Sponsors Bill to Protect U.S. From Convenience Flag Spills
Congressman John Murphy (ON. Y.), chairman of the House Merchant
Marine and Fisheries Committee,
launched a new effort to safeguard
American waters by introducing Congressional legislation aimed at curbing
the "increasingly frequent" incidence of
flag-of-convenience tanker tragedies.
Addressing the newly-convened 96th
Congress, Murphy said passage of the
Oil Spill Liability Bill ( H. R. 85) is vitally
necessary to prevent "A merican versions" of foreign flag tanker disasters
such as the two that have already
occurred in European waters this year.
"It would be tragic indeed," the New
York Congressman said, "if it was an oil
Yearly Renewed
Clinic Card,
Exam Is a Must
Whether a Seafarer, l.aker or Boatman is working aboard a vessel or is on
the beach. he or she is required by U.S.
Coast Guard regulations to pass a yearly
physical examination thereby renewing
their clinic cards.
The exam and the clinic card can he
had at SI l J medical facilities.
Not keeping the clinic card up-todate, will lessen the SI l l member's
opportunities for jobs because a current
clinic card is one of the musts when
throwing in for a job.
Also. not being in top physical shape
endangers the seaman's. his shipmates'
•nd the ~hip's safety.
sp ill off the coastal states of the U.S.
which would finally spur Congress on to
pass this legislation."
The new Oil Spill Liability legislation
is similar to an oil spill bill Rep. Murphy
sponsored last year. That version of the
bill was passed by the House but became
the subject of great controversy in the
Senate and never came up for a vote.
Murphy called the new version of the
bill "comprehensive in many ways."
. "Its protection," he stated, "extends
not only to the high seas, our territorial
waters, the contiguous zone and the
outer continental shelf, but also our
inland waterways and tributaries, onshore and offshore facilities, pipelines
and refineries ."
Under the Oil Spill Liability Bill,
vessel owners and operators would be
held responsible for any oil discharge
damages caused by their tankers.
In addition, the bill would create a
back-up compensation fund which
would cover the cost of oil pollution
damage, clean-up expenses and damage
to property or natural resources when
those costs are not paid in full by the
vessel owner or operator, or when the
responsible party cannot be identified.
Murphy emphasized that "taxpayer
dollars will not be used to carry out the
requirements of the bill, as monies will
be made available from the oil spill
liability fund." That fund, expected to
total $200,000,000 will come from
charges "not exceeding 3¢ a barrel" on
petroleum and its products received at
terminals and refineries in the U.S.
"This is an equitable bill," Murphy
concluded. ''It guarantees our states full
recovery for damages to property,
restitution (or any tax loss and compensation for all cleanup costs. Every effort
must be made to ensure that it indeed
does become law in this Congress."
'That Cargo Has Gotta Move!
... And you 're the one who ttiakes it happen
Responsibility. Respect. And more money. too.
R p. John Murphy (0 - N .Y .). c hairman
Hous e M e rc hant Marin e & Fisheries
Committee.
Overseas Vivian Committee
These are the thin.gs you can. earn.
when. you are so good at what you do
that you're really the best.
THEY'RE THE THINGS YOU EARN WHEN YOU'RE
THE CHIEF PUMPMAN.
Why settle for less? You're an. SIU
Seafarer-the most profession.al
maritime worker in. the "vorld. You're
the best-make it pay.
Rign up for the Pumproom Maintenance
and Operation Course at HLS.
See your SIU Representative today.
~~h
Course Starts April 16
SIU Patrolman Darry Sand ers (seat ed I.) was at a payoff with Recertified Bosun
Wallace Perry Jr. (seated r.) ship·s chairman of the ST Overseas Vivian (Maritime
Overser.i s) at the Chevron Dock. Perth Amboy . N.J . late last month . The rest of the
ship 's comm ittee are (standing I. to r.) Deck Delega te Gene Dakin; Engine
Delegate Bob Ross : Chief Steward Joe Johnson . secretary-reporter. and
Educa tional Direc tor Gilbert Otero .
26 I LOG I February 19 79
�Nevv Chief Cook, Cook & Baker
Three Grads for the Pumproom
Chief Cook Ernie Hoitt (left) and Cook and Baker Robert Gilliam display their
sheep.skins achieved at HLSS earlier last month.
Working over course mat erial last month for the Pumproom Op erat ion
and Maintenance Course are graduates (I. to r.) Tom Woerner, Harry
Horn and Terry Gi le.
The Harry Lundeberg
·@· School of Seamanship
•
"For a better job today, and job security tomorrow.·•
A Duo of Cooks
Lifeboats for Tvvo
Tankerman Ralph Race (left) of Philadelphia and Gregorio A. Blanco
got their lifeboat tickets last month in Piney Point.
Tankerman, Too
New Tankerman Frank Pivik shows the
diploma he got from Lundeberg School
last month .
·
Ready to cook up a storm or better still a kettle of fish are (I. to r.)
graduating Assistant Cook Thomas Brickley and Chief Cook Floyd E. Brown .
23-Count 'Em-Get AB Tickets
AB Course instructor Jeff Gumport (nol. in photo) lined up his graduating clas s for this group photograph . Th ey are (I. tor. front
row) Dennis Tinucci , Bill Soloan , Tom .Baez, Murray Hartiey, Rick Ca~alier, Michael .Mania, Spilios Kostu~os, R!cha'.d Conley ,
Evan Bradley and J. P. Vis ier. In the middle row (I. to r.) are Ha rry Collin s, Tom Rossi , Jose Gomez, Robbie White, Jim Powell,
Edwin Tirado. John Bartlinski , Jim Hopson , George Swofford , Lanc e Zollner and Ken Bradley. On the mast are (I. tor.) Torn
Engle and P. J. Burke.
!=ebruary 1979 I LOG I 27
-
�James R. Ryan
Jr., 52, died of
heart failure in the
Galveston
USPHS Hospital
on Aug. 23. Brother Ryan joined
the Union in the
I
port of Houston
sailing as a captain for the G & H
Towing Co. from 1965to1978. He was a
veteran of the U.S. Navy in World War
II. Boatman Ryan was born in Carmona, Tex. and was a resident of Rye,
Tex. Burial was in the Galveston
County Memorial Cemetery, Hitchcock, Tex. Surviving are his widow,
Arlene; two sons, Charles and Russell; a
daughter, Darlene and a granddaughter, Melanie K. Hodges.
...
I .ackawanna
1969. Boatman Chalmers was born in
the Rronx, N. Y. and was a reside nt of
Bell rose, L. I., N. Y. Surviving are his
widow, Edith and a son, Donald.
Raymond L.
Kirkpatrick, Jr.,
25, died on Nov.
26. Brother Kirkpa~rick joined the
Union in the port
of St. Louis in
1975 sailing as a
deckhand for the
American Barge Line from 1974 to 1977
and also for National Marine Service.
He was a 1974 HLS grad. Boatman
Kirkpatrick was born in Linton, Ind.
and was a resident of Jasonville, Ind.
Surviving are his parents, Mr. and Mrs.
Raymond L. and Patricia Kirkpatrick
Sr. of Jasonville.
George F. Lambly, 73, died on
I
Oct. 8. Brother
Lambly joined the
Union in the port
of New Orleans in
-~ \963 sailing as a
t
'
k f or c rescen
. t
.. • ·~
~ coo
1 1
~ Towing from 1971
to 1978 and for Coyle Lines. He was
born in Gretna, La. and was a resident
there. Surv iving are his widow, Anna; a
<laughter, Shelia and ·his mother, Emma
of Gretna.
,,..
Pensioner
Louis E. Willis,
65, died in the
Norfolk USPHS
I lospitai on Oct.
6. Brother Willis
joinl:d the lJnion
in the port of
Baltimore in 1965
suiling as a mate and capt~-tin for NBC
Lines from 1963 to 1974 and for C G.
Willis from 1972 to 1974. He was born in
Smyrna, N .C. and was a resident of
Harkers Is., N.C. Cremation took place
in the Co lonial Crematorium, Norfolk.
Surviving arc his widow, Mary and a
grandson , Craig D. Gordon .
..
Pensioner Linwood H. Wyatt,
63, died on Nov.
28. Brother Wyatt
joined the Union
in the port of
Norfolk in 1959
sailing as a tanker. man and as a
bridgetender for the Chesapeake and
Ohio Railroad from 1947 to 1975. He
also worked at the Newport News, Va.
Shipyard in 1938. Boatman Wyatt was a
veteran of the U.S. Coast . Guard in
World War II. Born in Newport News,
he was a resident of Hampton, Va.
Surviving is his widow, Ruby and a son,
Charles.
Pensioner Randall H. Holmes,
72, passed awa~
on Nov. 4. Brother
Holmes joined the
Union , in Port
Arthur, Tex. in
1963 sailing as a
chief engineer for
the Sabine Towing and Transportation
Co . from 1948 to 1964 an9 for the W .C.
Sheppard Construction Co. as a diesel
mechanic from 1943 to 1948. He was
born in Geneva, Fla. and was a resident
of Nederland, Tex. Surviving is his
widow Ruth.
Ronald J.
Wood, 42, died on
Oct. 30. Brother
Wood joined the
Union in the port
of Detroit in 1969
sailing
as a wiper.
t\ .
He sailed 13 years
l
·- for the American
Steamship Co. and the Huron Cement
Co. Laker Wood was born in Green
Bay, Wisc. and was a resident there.
Surviving is his sister, Mrs. Jean Kieffer
of Green Bay.
\
l
_
J
Pensioner Acsiclo M. Perez, 71,
died in the Santa
Rosa Medical
Center, San Antonio, Tex. on
Oct. 5. Brother
..
Perez joined the
.... SllJinl946inthe
port of New York sailing as a chief cook.
He sailed 50 years and rode the Bull
Line. Seafarer Perez was born in Puerto
Rico and was a resident of San Antonio .
Burial was in Forest .Park Lawndale
Cemetery, Houston. Surviving are a
sister, Mrs. Gloria Benejam of Aquadilla, P.R.; a nephew, Ernest Quinones
of San Antonio and two granddaughters, Mrs. Lisa M. Becerra of H uston
and Noila Burcio.
Norman F. Merckx Sr., 51 , died of a
stroke on Nov. 16. ·Brother Merckx
joined the Union in the port of
Philadelphia in 1960 sailing as a mate,
captain and pilot for McAllister
Brothers from 1971 to 1978 and for the
P. F . Martin Co. from 1961 to 1970. He
was a veteran of the U.S. Air Forces in
World War II. Bo.atman Merckx was
born in Philadelphia and was a resident
of Wenonah, N. J . Surviving are his
widow, Lois and five sons, Norman Jr.,
Douglas, Christopher, Kevin and
Steven .
Michael J. Yunt died on Oct. 5.
Brother Yunt sailed on the M (V Warren
(Inland Tugs). He sailed out of the port
of Paducah, Ky. Boatman Yunt was a
resident of Louisville. Ky·:· Surviving is
his father, Gilbert of Louisville.
Pensioner Chester G. Spaeth, 6 7,
died on Dec. 5.
B rot her Spaeth
joined the Union
in the port of
Frankfort, Mich.
in 1953 sai ling as
an AB for the Ann
Arbor (Mich.) Railroad Car Ferries
from 1971 to 1976. He sailed 47 years.
Laker Spaeth was a veteran 'of the U.S.
Army in World War 11. A native of
Manitowoc, Wisc., he was a resident
there. Surviving are his widow, Louise
and a stepson, Richard.
Pensioner Oskar Kaelep, 76,
succumbed to
heart failure in
Greenville Hospital, Jersey City,
N.J. on Aug. 24,
1978. Brother
Kaelep joined the
SIU in 1943 in the port of Norfolk
sailing as a bosun. He sailed for 33 years.
Seafarer Kaelep h.it the bricks in the
1965 District Council 37 beef, the 1962
and 1959 Robin Line strikes and the
1961 Greater N. Y. Harbor beef. He 'A)aS
born in Estonia, U.S.S.R., and was ca
naturalized U.S. citizen. He maintained
homes in M1organville, N.J. and Mia~i,
Fla. Crem·a tion took ' plac e in the
Rosehill Crematory, Linden, N.J.
Surviving are his brother and sister-inlaw, retired (Masters Mates and Pilots
Union) Capt. and Mrs. Alex and Ena
Kaelep of North Miami, Fla.; a nephew,.
Walter Casper Jr. of Clinton, Iowa; a
greatnephew and two greatneices.
Sterling "Stan"
Bailey, 22, died in
Hartford, Conn.
Hospital on Jan. I
after being hit by a
car while walking.
in East Hartford.
1i r Brother Bai I e y
., ( • '/ ··' joined the SIU following his graduation from the H LSS in
1977. He sailed as an AB for Dixie
Carriers. Born in Machias, Me., he was
a resident of Co lumbia Fal ls, Me. Burial
was in Mailey Hill Cemetery, Columpi'a,
Me. Surviving arc his mother, Joan; his
father, Stan ley and a brother, Jeffery,
both of Columbia Falls.
Pensioner Frederick "Pat" Hartshorn, 78, died of
lung failure in
Memorial Hospita I, Pawtucket,
R. I. on Dec. 17.
Brother Hartshorn joined the
SIU in 1946 in the port of New York
sailing as a bosun. He sailed 23 years.
Seafarer Hartshorn walked i.h e
picketline in the 1961 N.Y . Harbor
strike, 1962 Robin Line beef and the
1965 M EBA beef. He was a veteran of
the U.S . Navy in World War I. A native
of Newport, R. I., he was a resident of
Pawtucket. Interment was in Mount St.
Mary's Cemetery, East Providence, R . I.
Surviving is his widow, Norma.
Pensioner Loren A. Snyder, 75, died
of heart failure in the Alpena, Mich.
General Hospital on July 7. Brother
Snyder joined the Union in the port of
Alpena in 1957 sailing in the steward
department. He was born in Frankfort,
Mich. and was a resident of Alpena.
Interment was in Evergreen Cemetery,
Alpena. Surviving are his widow, Mary;
a son, Allan of Kalama1.oo, Mich., a
daughter, Mrs. Marilyn Couillard of
Alpena and a daughter-in-law, Mrs.
Bernice Snyder also of Kalamazoo.
Merrill E. .Johns.
63, succumbed to
chronic bronchitis
in St. Luke's Hosp it a I, Fort
Thomas, Ky. on
Nov. · 28. Brother
Johns joined the
SIU in the port of
Baltimore in 1955 sailing in the sleward
department. He was a veteran of t~e
U.S. Army Signal Corps and lnfa'ltry m
World War 11. Born in Dayton, Ky., he
was a resident of Cincinnati, Ohio.
Cremation took place in the Hillside
Chapel, Cincinnati. Surviving are a
brother, Harold of Furl Thomas and a
sister, Audrey of Cincinnati.
Pensioner Sam
N. Bowser, 58,
died on Jan. 17.
Brother Bowser
joined the SIU in
the port of Seattle
in 1957 sailing as a
cook. He sailed 26
years. Seafarer
Bowser was a veteran of the U.S. Army
in World -W ar II. Born in Texas, he was
a resident of Seattle. Surviving is his
mother, Mrs. Ella Harris of Seattle.
David E. Wilson, 52, died on
Dec. 22. .Brother
Wilson joined the
SIU in the port of
San Francisco in
· 1965 sailing as a
chief pumpman
and . QMED. He
sa iled 33 years. He attended Piney Point
in 1967 and 1975. Seafarer Wilson was
born in ·S an Francisco and was a
resident o.f Redwood City, Calif.
Surviving are a son, Richard; two
daughters, Barbara A. Loveles of
Redwood City and Shirley Freeman,
and a sister, Mrs. Frances Anduha, also
of Redwood City.
Pensioner
· Walter J. Zaleski,
61, died of cancer
. . on Dec. I 0. Brother Zalesk i joined
the SIU in 1944 in
the port of Philadelphia sailing as
an AB. He sailed
33 years . Born in Philadelphia, he was a
resident there. I ntcrrnent was in St.
Peter's Cemetery, Philadelphia.
Surviving are two sisters, Mrs. Theresa
O'Donnell and Mrs. Valentine
Giordano, both of Philadelphia.
Pensioner
Harry Schultz, 78,
passed away at
Sailors Snug
Harbor, Sea Level, N.C. on Nov. 4.
Brother Schultz
joined the SIU in
1946 in the port of
San Francisco sailing as a pumpman
a·nd fircman-watcrtender. He sailed for
23 years . Seafarer Schultz was a veteran
of the U.S. Navy in World War II. He
was a native of Rrooklyn, N. Y.
Franklin M. Tanner, 63, succumbed
to cancer at home in Crystal Lake,.
Mich. on Nov. 14. Brother Tanner
joined the Union in the port of
Frankfort, Mich. in 1953 sailing as an
oiler for the Ann. Arbor . (Mich.)
Railroad Car Ferries in 1964 and for the
Reiss Steamship Co . .from 1964 to 1978.
He was born in Michigan. Burial was in
Springdale Tw~p . Cemetery, Manistee
County, Mich. Surviving are his widow,
Lorna and four sons, ·Leo , Leroy,
Samuel and Ario .
28 I LOG I February 1979
.•
�Just One More Step, and Former OS Will Be a Master
John Maytum claims to have had no
particular desire to go to sea when he
was a boy. But he was born and raised in
close proximity to it in Providence, R. I.
And even though he still calls Rhode
Island home, he has been responding to
the call of the sea now for some 22
years .
At 4 7, Maytum, who started out with
the SIU more than two decades ago, has
accomplished · a lot in his merchant
marine career. And his story is proof
that a young ordinary eaman, if he puts
his will and mind to it, can still become
captain of an ocean-going ship. Whether he likes it or not, Maytum is well on
hi s way to winning that mo~t honorable
and distinctive title of the position of
command: "Old Man" (even if he is still
young).
The LOG spoke with John Maytum at
the MEBA District 2 Upgrading Center
in Brooklyn , N. Y., where he is preparing
to take the examination for "Master of
oceans on vessels of any gross tonnage,
steam and motor."
Maytum began his sea-going career in
1956 when he shipped as wiper on the
SIU-contracted T-2 Stony Creek. His
next j b wa~ as OS on the Waterman
freighter Topa Topa . He's been on
deck - or on the bridge, as the ca e
might be, ever since.
Maytum upgraded to AB in 1962 and
six years later went "from the fo'c'sle to
the cabin" when he s uccessfu ll y upgraded to seco nd mate.
Before getting his chief mate's li cense
in 1971. Maytum worked for some seven
month s as mate of th e trainin g vc se l
Dauntle,·s. WW II Oags hir of Admiral
Ern st J . Kin and no\\' rart of the SI U's
Ha rry Lundeberg School fleet. The
Daum les., wa then h i ng u sed for
training cxcu rsion:-. - or " cruist.:s to
nowht:rc ,'' as the_ were ca ll ed --on the
Chesapeake.
In the ea rly l 970's Mayturn mad e
several trip s to Vietnam a s c hief mate on
the tankers Falcon La<~1 · and Falcon
Dw chess, and a lso on th e freighter
Buckeye A rlanric. He has also served as
chief mate of the 225.000 dwt. supertanker Williamsburgh, and late r on her
sistership, the TT Stuyvesant, which he
took fresh out of the yard. Maytum
served in the same capacity on the
Zapata Courier, also taking that 35,000
dwt. tanker out of the yard new.
Even though Maytum has been
sailing as mate for some 10 years now,
he's still a dues-paying member of the
SIU . As he says, "I still keep my book in
KNOW YOUR RIGHTS
the Union - I never returned it. It's a
good thing."
John Maytum will soon sit for his
master's license. We trust he will do well
1he Professional Touch
That's what graduates of the Marine Electrical
Maintenance Course have- the professional skills
to maintain electrical systems aboard ship. These
are the skills that mean more money and more
job security. They're the skills you get when Y<?U
take the Marine Electrical Maintenance Course.
So sign up Now! See your SIU Representative or
contact:
t-Iarry Lundeberg School
Piney Point, Maryland 2067 4
(301) 994-0010
Course Starts April 30
•
,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,
KNOW YOUR Rl_GHTS
FINANCIAL REPORTS. The constitution of the SiU
all Union halls. All 111e111hcrs sho ulJ obtain cories of this
cun:-.titution so as to fa111ili:1rizc themselves wt1l1 its contents. A ny time yn u feel ;111y 111cmber or otficer is attemptin g to deprive you o f ; 111~ cnn-.,tituti o nal right or ob li ga ti on
hy :111 y rncthmb -; uch ;1s dc :tling w ith charges, tri:.d s, etc.,
a:-. \\ell as :di o thL'r dct :1rl s. thc11 the member so alkcteJ
sho11IJ i111111cJi:1tely Illll if'y hcad4u;1rlers.
1
EQUAL RIGHTS. A ll 111 c mhcrs arc guaranlced eq ual
right... in c 111plo~ · 111L'llt ;111d ,,.., 111L·111hers of the SIU. ' J hesc
rights :ire ck:1rl~ ~cl forr Ii i11 thL· SIU cunslitution and in
lhc L· o1llr: 1 c 1 ~ \\hich th e
11 1un h;i s nego tiated with the
crnplnycrs. Co 11 scq ue11tl ). nn 111en1her ma y he Jiscrirn i·
naled ;1g:1in:-.t hc c; 1u~c nr r:1cc. creed, co lor, sc.\ a11cl na ti o n:il or gcngr:1phic (ffl!.!in. If an y member feels thii't he is
<l l: nieJ 1h~ cqu:il righh tu v. hi ch hi.: is entitled , he :-.hould
notify Union heaJquarters.
1111lllU111UllU11111IU111111n1111111ll1111111t11111111ll 11111Ul IU111Ull11111IIIIU11111111111! 11111111
patrolman or ,Hhcr Uniun olli..:ial. in 1our <""pin ion, fail s
to protect your cuntr;1ct nghl s properl y , c ontact the
nearest SIU port agent.
SHIPPING RIGHTS. Your shipping rights and seniorit y arc protected exclusively hy the contracts between the
Union anJ the employer:-.. Get to know your shippi n g
rights. Cop ies of these contracts arc po ·ted and available
in all Union halls. If yo u feel there ha s been any violation
of your shipping or seniority rights as contained in the
contracts between the U ni on and the employers. notify
the Seafarers Appeals Board hy certified mail. return receipt requesteJ. The proper adJrcss for this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of conlracls as refcrreJ to arc available to
' OU at all times. either hy writing Jirectly to the Union
r lo the Seafarers Appeals BoarJ.
: (:0NTRACTS. Copi es of all SIU contr;;cts arc availble in ;ill SIU halls. These contracls specify the wages
nd condit ions under wh id1 you work and live aboard
our ship or boat. Know you~ contract rights , as well as
our obligations. such as filing for OT on the proper
beets and in the proper manner. If, at any time, an y SIU
KNOW YOUR RIGHTS
CONSTITUTI ON AL RIGHTS AND OBLIGATIONS. Copies of the S IU co nstitution' arc available in
Atlantic, Gulf, Lakes and Inland Waters District mak es
spec ific provision for safeg uarding th e member. hip's
money and Union finances. The co nst itution requires a
detailed audit by Ce rtified Publi c Accountants ever three
months. which <1rc to be submitted to the membership hy
the Secreta ry-Tr ';1s urcr. A quarterl y finance comm ittee
of rnnk an d file memh ·rs. elc:c tcd by the membership.
makes exa mination e:1ch quarter of the finances of the
Union and reports fully th eir finding-; and re co mmcndatiom . Members of this co111111ittec ma y make dissen tin g
reports, specific recomm e ndations ;111J separate finding s.
TRtJST FUNDS. A ll trust fund~ of the SJ U Atlantic.
(iulL Lakes and Inland \V:tters District arc administered
in accordance w ith the prov isions of various tru:-.t fund
agreements. All these <igrccments srec ify that the trustee s
in· charge of these funds shall equal ly consist of Union
and management representatives and their alternates. All
expenJitures and Jishurscments of trnst fund-; arc made
only upon approva l h y a m;1jurity o f the trustees. A ll trust
funJ financial record s arc available at the heaJquarlcrs of
the various trust funds.
and will soon have his first command.
Not bad for the kid from Providen ce
who nev~r thought much about going to
sea.
EDITORIAL POLICY - THE LOG . The Log ha s
traditionally refraincJ fw111 publishing any article serving
lht.: pl1litical punoscs of :m y inJividu ul in the Union, .
ollicer o r 111emher. It has :.tl:-.o refrained from puhlishing
articles Jeemed harmful to the Union or its colleclive
membership. This estab li shed policy h as been reatlirmcd
by membership action at the September. I 9o0. meetings
in all constitutional porh. The re:-.ponsibility for Log
polic y is \·e-,t 'd in an editoria l board which consists of
the Executive Board of the Union . T he Execu ti ve Board
ma y Jelcgate. from among its rank s. one indi viuual to
carry out th is re:-.pom.ihdity.
PAYMENT OF MONIES. Nn monies arc to be paid
anyone in any llllii..:i:d ca pacit y in the SIU unless an
oflicial Union receipt is gi \·cn for :-.arm:. UrlLkr no circumstances shoul J any member p;iy :1ny m o ne y for any reason
unless he i. given such receipt. In lhe event anyone
attempts to require any such pa yment he made without
supplying a re~eipt , or if a m ember is req uired to mnke a
payment and is given an oflicial. receipt. but feels that he
shou lJ not ha\ e been rcquirl' d to make s uch payment , this
should immediately he reportcJ to Union heaJquarters.
to
SEAFAIU~RS POLITICAL ACTIVITY DONATION
-SPAD. SPAD is a separate scgrcgateJ fund. lts pro-
cccJs arc useJ to ! urthL:r it' objects :ind purpo!>e:-. includ ing, but not limitl:J tu. furthering the political, social and
economic interests of maritime workers, the preservation
anJ furthering o f th e America n Merchant Marine with
improved employment opport unities for seamen and
ho<.1tmen and the advancement of trade union concept s.
In cnnn ed ion with such objects, SPAD su pports a nd
contributes to political candidales for elective otlicc. All
contributions arc vo luntary. No contribution may be
soliciteJ or receiveJ because of force, job discrimination,
financial reprisal. or threat of such conduct, or as a condition of membership in the Union or of employment. If
a contribution is made hy reason of the above improper
conduct. notify the Seafarers Union or SPAD by certified
mail within 30 days of the contributio n for investigation
and appropriate action and refund, if involuntary. Support SPA D to protect and f urthcr yo ur economic, poli1ic <.d anJ soc i;d interests. anJ American trade union
conce pts.
If at any lime a member frcls that any of the above
rights have been violated, or that he has been denied his
constitutional right of al·ccss to Union records or informal.ion, he should immediately no:ify SIU President Paul
Hall at headquarters hy l'ertified mail, return receipt
requested; The addre ~s is 675 - 4th Avenue, Brooklyn,
N.Y. 11232.
February 1979 I LOG I 29
�Apply Now For Bosun Recertification
..
SI lJ members who are qualified to
participate in the Bosun's Recertification Program, whic~ was reinstituted by the Seafarers Appeals
Board last month, are urged to
submit their applications for the
1979 class sessions a s soon as
possible.
Applications can now be picked
up ·at any Union hall or upon written
request from the Seafarers Appeals
Board (675 4th Ave., Brooklyn,
N. Y. 11232). Seafarers may also use
the application reprinted here.
The three 1979 Bosun's classes are
scheduled as follows:
• Class I-May 7 through June
30, 1979
• Class II-August 6 through
September 30, 1979
• Class III-October 8 through
November 30, 1979
Each of the 1979 classes will be
limited in size to 12 seamen who will
be chosen by the Bosuns Selection
Committee according to the same
standards which were used until the
Program was temporarily sus-
pended in 1976.
Seafarers who meet the following
eligibility requirements are encouraged to apply promptly for the
program:
A.) Class A seniority.
B.) At least one year seatime as
Bosun aboard SIU (AGLIWD)
contracted vessels.
C.) Endorsement as a Green
Ticket Able Bodied Seaman, any
waters, unlimited. However, seamen
who because of any condition such
as eyesight, etc., are unable to pass
the A.B. physical examinations but ·
are already certified to ship as Bosun
pursuant to Rule 5.A.4. (a) of _the
Shipping Rules, need not have such
endorsement.
Those members who do not meet
"B" and " C" qualifications at
present, but who have sailed 36
months as A.B. after May 1979 will
be qualified to make application for
this Program, or seamen who
possess a certificate of satisfactory
completion of the Harry Lundeberg
School of Seamanship entry rating
BOSUN RECERTIFICATION PROGRAM
APPLICATION
(PLEASE PR INT)
NAME (In Full):
MIDDLE
Fl RST
LAST
ADDRESS:
IP
( ST ATE)
(Cl TY)
(STREET AND NUMBER)
PHONE#:
AR EA CO DE
PRESENT SENIORITY STATUS _ __ _ _ _ _ _ _ _ _ _ _ _ RATING: _ _ __ _ _ _ __ __ _ __
DATE OF LAST SIU CLINIC CARD--- - - - - - - - - - - - - - - - - - - - -- - - - - - - - - - -
DATE OF Bl ATH: - - - - - - - - - - - - - PLACE OF Bl RTH: - - - - - - - - - - - - - - - - - HEIGHT: _ _ _ _ _ _ _ _ _ _ W E I G H T : - - - - - - - - - EYES:
AMERICAN CITIZEN?
- - - - - - - HAIR: - - - - - - - -
Yes - - - No - - - If Naturalized, Answer the f o l l o w i n g : - - - - - - - - - - - - - (DATE)
GERTI F ICATE NO.: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ PLACE: - - - - - - - - - - - - -- - - - - - - - If A I ien answer the fo I lowing: - -- -- - - - - -- - - - - - -- - --
- - -- - - - -- - , - - - -- - - - -
(TYPE OF ALIEN)
(ALIEN REGISTRATION NO.)
How long have you sailed in the capacity of BOSUN? _ _ _ _ _ __ _ _ _ _ _ _ __ _ _ __ _ _ _ __ _ __
Have you ev e r attended any training program of the A ndrew F uru seth Training School and/or Ha rry Lundeb e rg School
of Se ama n s hip ?
If Yes, When?
Yes
From
Di d you Grad uate?
No
---------~
To
- - - - - - - -- -
Y es _ _ _ _ _ _ N o
Port
If no , s t at e rea son f or not
gr aduating
- -- - - - - -- - - - - - - - -- - - - -- - -
-------- -----
---
---- -- ----------
EDUC A T ION
Highest Grade Completed
Type
School
Name
Length of
Training
Graduate
Yes
No
T ype of Course
Grammar
Junior High
High School
Junior College
College or Univ.-------------------~----~-~-__._-~----------~
Trade Schools:
,.
30 I LOG I February 1979
�Program: 3 Classes to Be Held This Year
training program and possess a
Green (unlimited any waters) Able
Seaman endorsement shall be considered as qualified.
The Seafarers Appeals Board
shall have 'he authority and power
to regulate the admission of applicants to this Bosons Recertification
Program.
0.) A clean employment record
aboard ship. No performers or
narcotics users of any type should be
accepted into this Program.
E. A Boatswain who has been
removed as Ship Chairman will not Committee, to be designated as the
be eligible for recertification.
Bosuns Selection Committee, who
The following procedures shall be the following day at the office of the
adhered to during the course of this Seafarers Appeals Board shall
Program:
review all applications submitted to
• On the first Monday, following the Seafarers Appeals Board rethe first Sunday in the month of questing participation in the ProApril, July, and September, a gram.
special meeting will be held in the
• After due consideration to all
Port of New York following the applicants, twelve seamen and
monthly membership meeting with twelve alternates will be selected to
all seamen registered as Recertified . each class. Alternates will be offered
Bosuns or Certified Bosun, for the any openings caused by the unavailpurpose of selecting a three man ability of the twelve designees.
• The Bosuns Selection Committee shall strive to provide a fair
distribution of participants for the
various areas: East Coast, West
Coast, and Gu1f. They shail consider
the applicants seatime as Bosun and
seatime in other deck ratings, his
performance aboard ship, his aptitudes and abilities.
• The designees selected by the
Committee shall be final. Any
complaints regarding selection shall
be determined by the Seafarers
Appeals Board.
-2-
List below, your Bosun discharge time for a period of at least one year .
YEAR
VESSEL
COMPANY
RATING
SIGNED ON
SIGNED OFF
NUMBER OF DAYS
_ _ _ _ _ to _ __ _ __
_ __ _ _ to _____ __
_ _ _ _ _ to _ _ _ _ __
_ _ _ _ _ to _ _ _ _ __
_ _ _ __
to _ _ _ _ __
_ _ _ _ _ to _ _ _ _ __
_ _ _ _ _ to _ _ _ _ _ _ _ _ _ _ _ _ __
_ _ _ _ _ to _ _ _ _ __
_ __ _ _ to _ _ _ _ _ _ _ _ _ _ _ _ __
_ _ _ _ _ to _ _ __ _ _ _ _ _ ______
_ _ _ _ _ to _ _ _ __ _ _ _ __ _ __ _
_ _ _ _ _ to _ _ _ _ __
DA TE _ _ _ _ _ _ _ _ PORT _ _ _ _ _ _ _ _ _ _ _ SIGNED
------=---~:-::--:-:-:-:-:-:-:-:-:----------'FuLL NAME IN INK)
===============================================================
At the meeting of the Bosuns Selection Committee, held on _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
Brother _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ has
been_.:.___ _ _ _ _ _~-:-=-:c-=-=-=--:-::-:-::-:=::-:-:-=-.---;-------1APPRovEo OR DISAPPROVED)
for entry into the Bosun Recertification Program.
SEl:..ECTION COMMITTEE
(CHAIRMAN)
February 1979 I LOG I 31
�. I
Eugene R. Daoust, 45, joined the
Union in the port of Alpena. Mich. in
1953 sailing as an oiler for the Huron
Portland Cement Co. Brother Daoust was born in Alpena and 1s a
resident there.
Julius Silagyi, 65, joined the SIU
in the port of New Orleans in 1952
sailing as a fireman-watertender and
cook. Brother . Silagyi walked the
picketline in the 1961 N. Y. Harbor
beef. He is a veteran of the U.S. Army
Infantry in World War I I. Born in
". Cleveland, he is a resident of New
York City.
William F. Simmons, 63, joined
the SIU in 1942 in the port of New
York sailing as an AB. Brother
Simmons sailed 40 years. He attended the H LS in 1970. Seafarer
Simmons was born in Alabama ana
is a resident of Ellisville, Miss.
I
;
Maynard K. Adams, 65, joined the
SIU in 1946 in the port of New
Orleans sailing as an oiler. Brother
Adams sailed 35 years and for the
Isthmian Line for two years. He is a
former member of the SUP. Seafarer
/\dam s also worked as a heavy
equipment operator. Born i'n Kansas.
he is a resident of S nttl e.
Calman Boggs, 68, joined the SIU
in I 942 in the port of Mobile sail ing
as an AB. Brother Boggs sailed 42
years. He hit the bricks in the 1965
District Council 37 beef. Seafarer
Boggs was born in Newfoundland,
Canada and is a resident of WilkesBarre, Pa .
Stephen J. Frankewicz, 58, joined
the SIU in 1938 in the port of New
York sailing as as AB and firemanwatertender. Brother Frankewicz is a
veteran of the U.S. Army during
World War II being wounded by an
exploding land mine. He was born in
Mobile and is a resident of Ridgely ,
Md.
..
Grover Cleveland Turner, 58.
joined the SIU in the port of Houston
in 1957 sailing as a c hief st eward.
Brother Turner sailed 36 years . He
was on th e Sea-Land Shoregang in
San Francisco from 1972 to 1977.
Seafarer Tu rncr also attended a
Union Crews Conference in Piney
, Point, Md . He is a veteran of the U.S.
~ /\nny in World War I I. A native of
Wi chita F a ll s, Tex ., he is a resid ent of
San F ran c isco .
Willis G. Scribner, 68, joined the
Union in the port of St. I oui!'> in 1964
sailing as an engineer for the I nl~nu
Tugs Co. in 1958 and from 1964 to
1978. Brother Scribner also sa~led a s
a mate for the Commercial Tran s portation Corp. from 1959 to 1964. H e
wa s a m e mber of the N M U and the
Pipd:ittcrs Union's Local 2 11. Boatman Scribner was horn in Albany ,
111. and is a resident or Dickinson,
T ex.
.John R. Marshall~ 62. joined the
SI lJ in 1938 in the port of Boston
sailing as a chief steward. Brother
M a rs hall sailed 44 years. He was
borri in Cambridge, Mass. and 1s a
resident of Allston, Mass.
Milton J. Mouton, 62, joined the
SIU in I 940 in the port of New
Orleans sailing as a chief Cook.
Brother Mouton sailed on the Delta
Line in 1953. He was also on the
Delta Line Shoregang in New Orleans from 1960 to 1961. Seafarer
Mouton was born in Lafayette, La.
and is a resident of Marrero, La.
Rafael Ramos, 64, joined the SIU
in 1942 in the port of New Orleans
sailing as an oiler. Brother Ramos
sai led 46 years. He is a veteran of the
U.S. Navy during Wor ld War II.
Seafarer Ramos was born in Puerto
Rico and is a resident of Bayamon,
P.R.
Eugene F. Seuthe, 65, joined the
Union in the port of Cleveland in
1953 sailing as AB . Brother Seuthe
also worked as a rigger. He is a
veteran of the U.S. Army Corps of
Engineers in World War I I. Laker
Seuthe was born in Germany and is a
naturalized U.S. citizen. He is a
resident of Buffalo, N. Y.
,t
Clifford D. Thomas, 65, joined the
Union in the port of Frankfort,
Mich. in 1969 sailing a s an AB.
Brother Thomas sailed 19 years. He
also worked as a millman and
machinist. Laker Thomas is a veteran
of the U.S. Army during World War
I I. Born in Benzonia County, Mich ..
he is a resident of Bear Lake, Mich.
Andrew C. Reed, 67, joined the
SIU in 1945 in the port of Mobil e
· sailing as a fireman-watertender.
Brother Reed attended the H LSS in
1976. He was born in Uriah, Ala . and
is a resident of Slidel l, La.
Raymond Kaduck, 56, joined the
SIU in the port of Miami in 1955
sailing as a fireman-watertender and
chief cook. Brother Kaduck sailed 33
ears. He was born in Pennsylvania
and is a resident of Miami .
Luu is D. Lae, 63 , joined the SIU in
1938 in the port of New Orlean s
sailing in th e steward department.
Brother I .ae sai led for 41 years. He is
a ve te ran of the U. S . Na vy Seabees
during World War II. Born in New
Orleans, he is a resident there.
Recertified Bosun Raymond T.
Lavoine Jr., 56,joined the SIU in the
port of Baltimore in 1956. Brother
Lavoine sa iled 26 years . He graduated from the Union's Bosun Recertification Program in December 1973.
Seafarer Lavoine also attended a
Piney Point Educational Conference
and was on the picket line in the 1961
Greater N . Y. Harbor strike. He is a
veteran of the U.S. Navy during
World War II. Bosun Lavoine is also
a cabinet maker. A native of Everett,
Mass ., he is a resident of Baltimore.
Robie J. Hall, 63, joined the Union in the port of
Norfolk in 1974 sai ling as a diesel engin eer for the
Steuart Transportation Co. from I 974 to 1978.
Brother Hall is a veteran of the U.S. Navy in World
War 11. He was born in Richmond County, Va. and is a
resident of Heathsville, Va.
a.
Weldon L. Kitchens, 66, joined the
SIU in 1949 in the port of Tampa
sailing as a cook. Brother Kitchens
sailed for 31 years. He is a veteran of
the U.S. Army during World War II.
Seafarer Kitchens was born in
Escambia, Fla. and is a resident of
Mobile.
Felix P. Amora, 55,joined the SIU
in the port of New Orleans in 1948
sailing as a waiter for nine years, deck
engineer
and chief · electrician.
Brother Amora also sa iled during the
Vietnam War. He was a crane
maintenance electrician on the SeaLand Shoregan·g in San Francisco
from 1968 to 1978. Seafarer Amora
has been a SIU member for 31 years.
with 22 years sea time. A native of the
Philippines, he is a resident of Daly
City, Calif.
·A MESSAGE FROM YOUR UNION
I C4N
h'ANL?Lc IT/
r-
'y
(
I
NARCOTICS
ARE FOR
LO$ERS
II
D
IF CAUG/.IT
YOU £0$6
5
YO/JR·PAPERS
FORtl~e.'
.I
D
TlllNK
ABOUT/T.'.
32 I LOG I FebruRrv 1979
l
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The LNG's - A New Way of Life for Today's 5eafarer
he I.NG Gemini came into Osaka,
Japan recently. and SIU Yok-oT
hama Port Agent Frank Boyne did
. double duty, first servic ing the vessel
and then taking some pictures of ship
and crew.
Though some would say that the
Gemini isn't exactly the most photogenic of s hips, with her five huge, domelikc cargo tanks extending almost as
high abov·e the main deck as the bridge,
~he is nonetheless a s hip with an
especia ll y v ital mi ss ion - the transportation of energy.
The I.NG Gemini is one of seve n
Ame rican-flag LNG ships, all of which
arc SIU-crewed . This growing fleet of
L NG ships includes the Gemini and her
four 936-foot s ister ships, L NG Leo.
I.NG Capricorn. I. NG Aquarius, and
U\ G A ries. All five were built by
Genera I Dynamics for the Enc rgy
Tran s portation Corp.
Two other American LNG's. th e El
Paso Southern and th e r ecc ntl ylaunchcd El Paso Ar.:c11·, arc sli gh tl y
large r than the Gemini. a t 948 feet, and
were built by Newport News Shipbuilding.
Osaka doesn't see much of the
Gemini. or her crew, at any one time .
Unloading of the liquified natural gas
(LNG) usually takes no more than 12
hours. But s he calls there frequently o n
her regular run between Indonesia and
Japan .
Th e LNG Gemini. in all her splendor, on a recent vi sit to Osaka . Japan.
The crew me mbers of the Gemini ma y
not, a s ye t, know Japan ve ry we ll. But
there's one thing that th~y all Jo know
about - LNG. The SIU has pioneered in
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the manning of these ships because of
'the s peciali 7.cd training program offered
at the Harry Lundeberg School. All
crew members-regardles s of their
specific ski ll s - must take the LNG
course before being eligible for a job on
an LNG ship.
Though the Gemini a nd h r sisters
might look like seagoing moon buggies
to some, they are models of efficiency,
sa f ty. and comfort on the inside. No
ship can claim to have all the comforts
of h ome. but the LNG'scomeclosc. And
thl: Gemini docs it up right, esp~.c;; iall y
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when a spec ial occas1on. such as
Thanksgiving Day rolls around.
For the Gemini's first Thanksgiving
at sea. last year, crew members were
treated to an array of goodies besides
the traditional gobbler. Her galley may
well be better equipped and stocked
than .most shoreside kitchens . Feast
your eyes on this partial menu of the
Gemini's fir st Thanksgiving:
"shrimp cock tail . : . herring in cream
sauce ... uyster cocktail ... roast turkey
11 ·ith orster dressing garnished ll'ith
chilled cranherr.1 · sauce ... roast prime
rib of' he£f . .. haked imported Danish
ham . .. .fi'esh haked Italian hread ...
(and assorted vegetahles. pies, and
candies)"
The LNG Gemini, and the other LNG
ships, have had all sorts of things said
about them s ince they first started
sa iling. But these "ships of the l 970's "
are proving their worth each day. and
will become more and more co'm monplace as we enter the next decaqe.
And, for hundreds of Seafarers in th e
years to come, the challe~g es and
quality of life offered by such ships as
the I. NG Gemini, will make them look
h tt rand be tter a ll the time.
SIU Port Ag eJlt Frank Boyn e. center. visit s with OS Gary Snodgra ss . left. and AB
Glen Mill er. on th e deck of the Gemini.
The steward department of the LNG Gemini. L. to R .. Fra n'/ Costango. Chi~f
Steward: Larry Dockwi.ller. Cook-Baker; William Christmas. GSU ; Carlos Ortiz.
GSU: Steve Wagner. GSU.
Setting up salads on the Gemini are GSU's Carlos Ortiz. left. and Steve Wagner .
February 1979 I LOG I 33
�LNG GEMINI (Energy Transportation) December 24- Chairman, Recertified Bosun Charles Boyle; Secretary
F. Costango; Educational
Director John Fedesovich; Deck Delegate Gerald Lopez; Engine Delegate
Tom Curtis; Steward Delegate Larry
Dockwiller. No disputed OT. Secretary
gave a vote of thanks to all, especially to
Bill Mullins, for the fine job decorating
the two lounges· and other areas for the
Christmas holidays. Also noted that
there will be a softball game in Bontang
with the P.D. Badak employees and
their wives. A cookout will be held after
the game. The steward gave a vote of
thanks to Kevin Thatcher, a new man
who trained at Piney Point and is doing
a fine job. Several communications were
received from Headquarters and were
posted on the bulletin board. A vote of
thanks to the steward department for a
job well done. Next port Nagoya,
Japan.
ARECIBO (Puerto Rico Marine
Mgt.), December 17- Chairman, Jose
A. Ruiz; Secretary J. G. Gui lies;
Educational Director D . Manafe; Deck
Delegate J. Montanez; Engine Delegate
Carlos Bonefont; Steward Delegate
Edgardo Vazguez. Chairman requested
all crewmembers to wait for their
replacement before getting off the ship .
Some disputed OT in engine department. A notice was placed for all
crewmembers to attend when there is a
boat drill. Everyone must join in the
boat drill except those who are on
watch, deck or engine, and the chief
cook who must standby in the galley. A
vote of thanks to the steward department for a job well done.
SEA-LAND GALLOWAY (SeaLand Service), December 10 Chairman Recertified Bosun George Burke;
Secr~tary 0. Smith. s 'o me disputed OT
in deck .and engine departments.
Chairman noted that there was a delay
in reporting the fire that broke out on 02
level and stressed the importance of
reporting any fire to the bridge immediately. Secretary reported that all those
who need upgrading should a·vail
themselves of the opportunities a t Piney
Po in t as soon a s possible.
DELTA
VENEZUELA (Delta
Ste.11.1ship), December 17 - Chairman,
R e certified Bosun Kasmoin Amat;
Secretary J. Gonzalez;. Educational
Director E. Harris .. Some disputed OT
in deck and engine depa rtments .
Chairman reported that the hand rail in
the shaft alley and the escape ladder
need to be replac~d.
DELTA SUD (Delta Steamship),
December 3 Chairman, Recertified
Bosun Tony Radich; Secretary Edwin
Vieira; Educational Director .Ja mes C.
D ial; Engine Delegate M. Welch. $7 I in
ship's fund. No disputed OT. Chairman
reported that there are quite a, few LoJ,:s
on board that were left by the patrolman
and suggested that all should read them.
There arc a number of interesting
articles that everyone should read.The
compan y put a new vid eo tape cassette
reco rde r o n board thi s trip a nd all
m e mb ~ rs should tak e go od ca re of it. A
vote of thanks to ·the steward department for a job well done.
SEA-LAND FINANCE (Sea-Land
Service), December 3- Chairman, Recertified Bosun James Pulliam; Secretary A. H. Reasko; Educational Director Hacker. No disputed OT. All
communications received were read and
posted on the bulletin board. Chairman
noted that all members should attend
the ship's meetings so any differences
can be discussed. Also that all who
qualify should attend upgrading classes.
Discussed the importance of SPAD and
the ne·w SPAD checkoff program. It
was requested that the ship be kept clean
at all times, that SIU ships are clean
ships. Observed one minute of silence in
memory of our departed brothers.
THOMAS .H. FFERSON (Waterman Steamship), December 17- Chairman, Recertified Bosun Donald Pool;
Secretary Bill Kaiser; Educational
Director Ben F. Cooley; Dr.ck Delegate
Robert E. Hagood; Engine Delegate
James P. Harrington; Steward Delegate
Jonnie H. Green . $130 in ship's movie
fund . Some disputed OT in deck
department. The Lof? was received in
Bremerhaven. Chairman spoke on the
"40 Years of Progress" that appeared in
the November LuK and all the other
wonderful progress that ha s been made
by the SIU and the SIU school at Piney
Point. Discussed the importance of
donating to SPAO . Educational Director also spoke on our "40 Years of
Progress" and hoped thai we will
continue to get the things that we are
fighting so hard for. Observed one
minute of silence (n memory of our
departed brothers.
BAY AMON (Puerto Rico Marine),
December 28 - Chairman, Recertified
Bosun Dimas Mendoza; Secretary R .
Aguiar; Educational Director H. D.
Jones . No disputed OT. A vote of
thanks to the steward department for
the excellent meal put out on Christmas
day. Report to Log: "We the crewmembers of the SS Bayamon extend our
deepest sympathy to the family of
Brother Bull Shepard. We were sorry to
read of his death in the Lo!(."
SEA-LAND COMMERCE (SeaLand Service), December 17 - C hairman, Recerti fi ed Bosun Lothar G.
Reck; Secretary E. C. Caudill. No
disputed OT. Chairman discussed the
importance of donating to SPAD.
Asked everyone who liked to watch
movies to donate to the movie fund .
Also that all members should read the
LuK so that they will be aware of all the
programs that are going on in the
Union. Observed one minute of silence
in memory of our departed brothers.
OVERSEAS ULLA (Maritime
Overseas), December 31 - Chairman, T.
Gregory; Secretary M. Ciampi; Educational Director T. Long; Deck Delegate
S. Nicholson; Engine Delegate James
Brewer; Steward Delegate John A.
Williams. $320 in movie fund. No
disputed OT. Chairman discussed the
importance of donating to SPAD. A
telegram was received from President
Paul Hall wishing everyone a Merry
Christma s a nd a Ha ppy New Yea r a nd
was posted on the bulletin board . A vote
of thanks to the steward department for
a job well done.
SANT A MAGDALENA (Delta
Steamship), December 4- Chairman,
Recertified Bosun J. Kingsley; Secretary R. Blackburn; Educational Director H. Ulrich; Deck Delegate I. Glass;
Engine Delegate G. Smith; Steward
Delegate R. Melville. $75 in ship's fund.
Some disputed OT in steward department. Chief Steward R. Blackburn,
wants to thank everyone for their
cooperation in maintaining the high
standards of passenger ship service with
a special thanks to the Bosun Jack
Kingsley. R. Ehleri said that the third
steward had cleaned up the crew area
and improved living conditions aboard
the ship and had more things fixed in the
crews quarters in the past three weeks
than had been done in the previous four
months and should be congratulated. I.
Glass, deck delegate, complime'nted all
steward department cooks, messmen,
third stewards and galley help for the
fine menus aboard ship and the cooperation and friendly attitude displayed by all. Chief Steward thanked
everyone for their cooperation and said
that the Mal(dalena was a clean ship
with an excellent crew. Next port Bahia.
SEA-LAND ECONOMY (Sea-Land
Service), December 17 - Chairman,
Recertified Bosun A. McGinnis; Secretary L. Nicholas; Educational Director H. R. Guymon; Deck Delegate B.
Jarratt; Engine Delegate J. Mata;
Steward Delegate R. Aumiller. $186 in
movie fund. No disputed OT. Chairman
discussed the importance of SPAD. A
Merry Christmas and a Happy New
Year to all at Headquarters from the SS
Sea-Land Economy . Observed one
minute of silence in memory of our
departed brothers. Next port Jacksonville.
CANTIGNY (Interocean Mgt.),
December 27- Chairman, M. Zepeda;
Secretary F. Nigro; Educational Director J. Singletary. No disputed OT. Joe
Ebbole, AB, was hurt during bad
weather and was taken ashore by the
Coast Guard at Stapleton Anchorage,
N. Y. A collection was taken up for him
and the amount will be over $300.00.
We, his shipmates, only hope this will be
a little of our Christmas shared with
him. The safety feature by Frank
Drozak in November Log was read by
all. A vote of thanks to the steward
department for a fine Christmas dinner
with all the extra trimmings. Next port
Texas City.
DELTA BRASIL(Delta Steamship),
November I I- Chairman, Recertified
Bosun William E. Showers; Secretary
A. Estrada; Educational Director Hugh
W. Wells Sr.; Deck Delegate Joseph A.
Cane; Engine Delegate Joel W. Spell;
Steward Delegate Carl T. Treitler Sr. It
was noted that men should put on a
lifejacket at the gangway that should be
available there when going a sh ore via
launch service and returning to ship.
Whoever is on the gangway should
assist the men to and from the launch.
There was a long discussion on safety
a nd the unfortunate accid ent that took
the life of Gene Arnold. All the crew and
officers of this vessel have made a
voluntary financial donation to assist
his family of four children as this will be
a terrible time for them and his wife
especially al Christmas. Observed one
minute of silence in his memory and in
the memory of all our departed
brothers .
GOLDEN MONARCH (Apex Marine), December 3- Chairman, Recertified Bosun M. Kerngood; Secretary E.
Johnson. No disputed OT. Chairman
held a discussion on safety. Advised all
crewmembers to plea se be careful when
walking on deck due to ice conditions.
The decks arr very slippery with snow
and you should hold on to hand rail
when possible. A vote of thanks to the
steward department forajob well done.
34 I LOG I February 1979
AMERICAN HERITAGE (Apex
Marine), Chairman, Recertified Bosun
A. Armanda; Secretary M. Deloatch;
Educational Director J. Pazos; Engine
Delegate Joseph Olson. Chairman
discussed tfte importance of SPAD.
Some disputed OT in deck department.
A vote of thanks to the steward
department for a great Christmas
dinner. They really put out a big spre~d.
It was noted that this is a very good
feeding ship. Next port Stapleton , New
York.
PUERTO RICO (Puerto Rico Marine), December 3- Chairman, Recertified Bosun Barney Swearingen; Secretary T. Jackson; Educational Director
H. P. Calloe; Deck Delegate Charles H.
Fox; Engine Delegate George Lindsay;
Steward Delegate Eddie Villaso. No
disputed OT. Chairman reported that
we are getting more and m'ore new ships
and will need qualified men to crew
them. In order to qualify to man these
ships you have to upgrade at the Harry
Lundeberg School. Observed one
minute of silence in memory of our
departed brothers. Next port San Juan.
Official ship's minutes were also
received from the following vessels:
ALEX STEPHENS
SAM HOUSTON
BALTIMORE
SEA-LAND VENTURE
LNG ARIES
WILLIAMSBURGH
MAYAGUEZ
OVERSEAS VALDEZ
OVERSEAS VIVIAN
SEA-LAND PRODUCER
COASTAL KANSAS
POINT MARGO
COUNCIL GROVE
SUGAR ISLANDER
TRANSCOLORADO
LNG CAPRICORN
AGUADILLA
COVE EXPLORER
ALLEGIANCE
SEA-LAND EXCHANGE
BROOKS RANGE
PISCES
POTOMAC
OVERSEAS ALEJ 'TIAN·
COVE NAVIGATOR
EZRA SENZIBAR
OAKLAND
DEL SOL
JOSEPH HEWES
WORTH
DELTA AFRICA
SEA-LAND CONSUMER
BORINQUEN
SEA-LAND McLEAN
SEA-LAND LEADER
GUAY AMA
ALEUTIAN DEVELOPER
PONCE
OGDEN TR AVELER
ROBERT E. LEE
WESTWARD VENTURE
GALVESTON
OVERSEAS ALICE
MONTPELIER VICTORY
SANTA MARIA
EL PASO
ANCHORAGE
JACKSONVILLE
INGER
STONEWALL JACKSON
MASSACHUSETTS
AMERICAN EXPLORER
BOSTON
CAROLINA
MARY
BANNER
SEA-LAND MARKET
PITTSBURGH
OVERSEAS ARCTIC
ZAPATA ROVER
SANT A MARIANA
DELTA PANAMA
PORT
TAMPA
MOHAWK
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�Staten Island USPHS Has Extensive Kidney Treatment Unit
Shown here are mines of the .I0,·1aten
/.\·land (.'V. >f.) l SPHS llo.fipitarfi I\ idney-Hlood Dia~J 1 .\'i.\· Unit preparing a
chronic kidney-failure patient for a 6hour "hlood cleami111:" lrc•atme11t l'ia
the dia~J•.\I\· machine. .Vote patient
(he/ow r.) who ha.\· lo.\·/ function of one
or two kidney.\· through di\·ea.\·e. etc.,
wrile.fi a feller while in.\·erled tuhe.\· earn·
hlood .from hi.\· hod••
. into the machil;e
which doe.\· the joh of eliminating
poi.\·01u, urine, etc. from the hlood a.,. a
normal, healthy kidney does hy o.m 1mi.\·
and filtration. The treatment is gfren
three time.\· a week year round. !lto.,·t of
the patient.\· in the End Stage Renal
Diwa..·e Program funded hy ,\tedicare
can't work or work al home. .·i nyone of
a11y age in the area afflicted hy kid11ey
failure i.\· eligible for treatment. Howe•·er, mercha111 women hm·e lop priority
for treatment, Q('c.'urding to a ho.\ pital
authority, .\'ince there are a limilc'd
number of dia~J1 .\'i.\· machine.\'. s·ome
pa)ient.\· with the di.\·ea.\·e lake the
treatment simp~•' to "re.\·t their kid11ey.,·"
helping to .\·trengthe11 them.
Ogden Connecticut Committee
A OMEIJ wllo doesn't ltnow llow to
worlt on diesel engines could /Je
waiting ti /0119 time • ••
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• • • for Ills slllp to come 111.
So learn diesel skills - you'll /Je reidy lo work
a/Joard any of t/Je new tankers, ore·carriers and
containers/Jips. Taite the 1Jle1el E111i11e1 Co1111e
at NlS. It's just for QMED's and it will mean
/Jetter jo/J opportunities and jo/J security for you.
Course Starts May 28
To enroll, see your SIU Representative or contact HLS
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TOTAL REGISTERED
All Groups
Class A Class 8 ClassC
0
Nancy Kaiser Griffin would like you
to call her at (713) 342-6394.
Ted Daniel
Your brother, William, would like
you to get in touch with him at 1712 75th
Ave., Elmwood Park, Ill. 60635.
Edward C. Deaver
Mike Piskin
Your brother, James, would like you
to contact him at Box 55, South Otselic,
N.Y. Tel. (315) 653-4482.
Michael Marcelio
Your "old buddy and ex-sparring
partner" G. Ripcord "the Caveman"
Pulignano would like you to contact
him at 6514 Keystone St., Philadelphia,
Pa. 19135.
Your nephew, Louis Nappa, would
like you to call him at (212) 272-3894 or
write him at 9501 Glenwood Rd.,
Brooklyn, N.Y. 11236.
Rolando '' Roly" Quion
Mike Phillips, SS #528-90-1436
TOTAL SHIPPED
All Groups
Class A Class 8 ClassC
Your daughter, Patricia Sizemore,
would like you to writ~ i1er at 2 mo
Olive, Baytown, Tex. 77520.
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
0
29
10
6
0
18
6
5
0
7
2
1
0
42
71
32
21
25
0
8
52
69
Totals All Departments ... . ... .. .... .. . . ... .
* "Total Registered " .eans the number of men who actually registered for ,shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last mo ith.
96
89
44
26
6
1
14
9
ENGINE DEPARTMENT
9
Algonac (Hdqrs .)
4
1
7
6
STEWARD DEPARTMENT
4
Algonac (Hdqrs.)
2
0
4
6
ENTRY DEPARTMENT
Algonac (Hdqrs.)
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30
40
6
0
0
Your brother and sister would like
you to call rnr write them at 2204 E. 15th
St., Long Beach, Calif. 90804, Tel.:
439-7473.
Clarence D. Simmons SS #418-26-6584
DECK DEPARTMENT
Algonac (Hdqrs.)
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The coa 0 twi se tanker ST Ogden Connecticut (Ogden Marine) ti ed up Feb . 8 at th e
Exxon Dock . Bayway, N.J . for a payoff. Here's the Ship 's Committee (1. tor .) of th e
vessel headed by Recertified Bosun J . Broadus. ship's cha irman : Engine
Qelegat e Cleveland Taylor: Deck Del egate S. McGowan and Steward Del eqa te
R. E. Thomas.
Disuatchers Reuort for Great lakes
JANUARY 1-31, 1979
9 '/
Bill Thompson
Your sister, Mrs. E. L. Patman,
would like pm to call or write her at
(813)345-0802,3691 62nd St. North, St.
Petersburg, Fla. 337IO.
All Seafarers
William G. Greenman would like
anyone who has received the Distinguished Senice Medal or the Meritorious Medal for service in the lJ .S. merchant marine from WW II through
Vietnam to contact him at the following
address, concerning research he is doing
on the subject: 214 Wythe Creek Rd.,
Lot #65, Poquoson, Va. 23662.
Feb ruary 1979 I LOG I 35
�SIU Scholarship Helping Seafarer's Son Shape Up & Ship Out
When John M. Gallagher, Jr. got a
phone call from the SIU back in 1973
telling him he'd won the Union's fouryear, $10,000 college scholarship, he
immediately relayed the news to his
father.
Seafarer John M. Gallagher was on a
ship at the time, and when a telegram
wa s handed to him he got pretty
nervous. .. He thought it was bringing
bad news, .. his son explained, "bui. as
soon as he opened it he got real excited
and was very happy."
The elder Gallagher's excitement over
his son 's winning the SIU 'scollege grant
was shared by John Jr. because it.
enabled him to take the first step
toward s a career in marine biology
which , he said , "I think l've always been
interested in. "
John's chosen fi eld is a natural
extension of the seafaring life he grew up
with . "I've always wanted to go to sea
like my dad," Gallagher said. "But I also
wanted to ship out in such a way that I'd
always be learning something and
finding out new things.
"Marine biology," John continued,
"will allow me to do both- be at sea and
do research at the same time. It's one of
the newest fields around and one of the
few frontiers left ."
With his major all picked out, John
attended Drexel University fo Philadelphia, Pa., graduating in 1978.
As part of his studies, John worked
on research projects in several different
areas of biology. One study involved
work on cell membranes. Another
project, which was right up his alley, was
a marine ecology study.
Using marsh areas on and around the
Philadelphia campus a s a laboratory, the project was designed to test the
levels of a chemical known a s AT P, in
the water.
While Gallagher was attending
college full-time , he wa s also working
relief jobs on tugboats for SIUcontracted companies in the Philadel-
John's father, Seafarer John M.
Gallagher, has been an SIU member
since 1941 when he joined the Union in
the port of New York. His close to 40
years a a Union member induded
participation in the 1962 Robin Line
beef. Gallagher, who shipped in the deck
department for many years, now sails as
Recertified Bosun.
phia area. Now a full-book Union
member, John is still working as a deckhand on inland vessels, trying to save
enough money for tuition for graduate.
school.
"I want to get a Masters degree and
then a Ph.D. in marine biology," he
said , ..a nd I can work on the tugs while I
continue my schooling. "
Galla gher's not sure exactly what
direction his research work will take
after he gets his degree. " It might be
marine biochemistry," he said , "or an
offshoot of whatever I'm working on at
that time. "
One thing he's sure of though is that
he's interested in "anything to do with
oceans. I'd even like to work as a
technician on a deep sea research vessel,"
he said.
Gallagher's hobbies and recreational
interests also run to deep sea activities.
He likes swimming and scuba diving but
also finds time for motorcycling, music
and reading.
CreYI Heroics Save Seaman From River Current
The Sil l-contracted S.S. Mu111icello
1"ictoJT (Monticello Tanker Co .) la y at
anchor in th e Mississippi Ri ver off
Baton Rouge. I .a .. on the night of Dec.
2. waiting for a loading hcrth and for a
laun c h carry ing cre w repla ce ments to
arri ve from shore.
While he waited fort he new crewmen .
third mat e Philip Rosenstein we nt up on
deck to make sure cvcryt hing was read y
for the launch\ arri val.
"l.et's ge t thi s lin e stretched out."
Rosenstein called to the watchstander. pointin g to the life ring's coiled line.
"in case we ha ve to use it for an
c1m:rgency. "
Those words pro ved prophetic . .I ust a
kw minutes later . at 11 :45 p .m. , as t\. B.
,l;1111es Bnr cc hegan climhin' the ship\
.lacoh\ l .addn. he lost his. tooting and
kll into 1hr river. hitting the launch on
his wa v down .
Weighed down hy hea vy winter clothing and u n a h Ic to fight t hc st rn n g ·'
to 5 knot current. Bruer lay hclplcs:-.
in the wat er. supported only hy a small
line from th· launch .
Rosenstein immediatel y had the pilot
ladder lowrrcd into t hr water and t hrcw
a life ring to Bruce. But the third mate
reported Bruce "appeared to he stunned
a nd could not get hold oft he ring. I tried
to get him to g rah the ladder." Roscn s!L'in continu ed . "hut he could not do so
hccausc he was c omplctcl~· exhaust ed ."
('lirnhin g do wn the lad ckr . Roscn stci 1 t ied the life line around Bruce.
:-.L-curing it tu t!i · lad der to h: ce p t he A B
fro m hL·ing carri ed dow n st rea m hy t he
powerful current.
It took four men to pull Bruce n ut o f
t he \q1tcr to safc t ~· . Ikea use oft he qu ick
thin ki ng o f third mate Rosenstein and
the cooperation of the rest of the crew.
Bnr cc has recovered and is now srn·in g
a:-. A B ahoard the .Ho11tic"l'llo I icto1or.
1"11 c ship. s M a s ter. W i 11 i a 111 II .
Ba rrett. commend ed th e "heroic acti o n-;'' o l third ma te Rosrn stein durin g
I he resc ue.
".lames Bruce was st un ned and in a
:-. tal c of s hock and unahlc to help himself
a lter falling into the water. " the Captain
said . "With disregard for his own safety.
M r. Rose nstein secured Bruce to the life
rin g and the ladder until help arri\-cd
and Bruce wa :-. lift ed from th e wa ter. Th e
a ction s ol M r. Rose nst ein saved his
Ii fe. "
I hird mate Ro:-.c nste in wa s. himself.
full o f prai se for hi s fe llo w crew memhers
a hoard th e .\I ol/f i ff llo I ict oJT. "T he
c re w on th is ship." Ro senstein said. is a
36 I LOG I February 1979
credit to the merchant marine. During
the reset.IC operation s th <: rc wa:-. no panic
and the cooperation wa s terrific.
"1"11e C IT \\ of the .\/u11ticl'llo I ict(}/: 1-. ..
Rnscmtein added. "is one oft he finest
cre ws I ha\'c had the honor to sail with."
John M. Gallagher, Jr.
Dispatchers Report for Inland Waters
JANUARY 1-31, 1979
'°' TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Boston . ................................. .
New York ....... . . . .... . .. .... . . .. ... . ... .
Philadelphia ... . .. ... .... .. . . .. . .... ... .. .
Baltimore . . ...... . .. . . . ........ . ......... .
Norfolk . ... .. . . .. . . .. . .... .. . . .. . . ...... . .
Tampa ... .. ......... ..... .. . . . . .. .. . . ... .
Mobile . ... . ... . ... . . .. . ... . . .. . .. . ...... .
New Orleans . . . .. .. ... ... .. .. . .. . . . . . .... .
Jacksonville . . . . . .... .. .... . .. . . . .... ... . .
San Francisco .. . ... . . .. ... .. . .... . . .. . . . . .
Wilmington ......... ................. .. . . .
Seattle . . . . . ... . .. .... .. .. . .. . .. ..... .... .
Puerto Rico .. ...... .. .. . .. . . .... .. . . .. ... .
Houston .... . . . . . .. . .. .. .. . . .. . . .... ... .. .
Port Arthur .. .. .. ... .. . .. ..... ..... .. . . .. . .
Algonac . . . .... .. .. . .. . .... ... .. . . ... .. .. .
St. Louis ... . . ....... .. . . . . . . . . . .. .. . . . ... .
Piney Point . . . ... . ... .. .... . .... .. .. . .. . . . .
Paducah .. . ... .. . . ... . . . . . . .. .. .. . . .. . . . . .
Totals .. . .. ... . .. ... . . .. . . . . .... . . ... . . .. .
*'°'REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
0
0
0
3
0
2
4
1
5
0
0
0
0
11
11
0
2
0
0
39
0
1
0
7
0
0
0
2
4
0
5
0
1
12
3
0
13
44
0
92
0
0
0
0
0
0
0
8
10
0
1
0
9
12
69
0
14
0
29
152
Port
Boston .. ... . . .... ... . . . . . .. .. .. . . . . .. . . . .
New York . ..... ... .. ...... . . . . . ... . ...... .
Phi lade lphia . ... ........ . . . ..... . . . ...... .
Baltimore . ..... . . . .. .. . ... ... . ... .... .. .. .
Norfolk ... .......... . ... . . . ............ .. .
Tampa . ... .. . . . .. .. .... ..... . . . .... . .... .
Mobile .... ...... . . . ...... . ..... . ... .. . .. .
New Orlean s .. .... ... .. .. ..... . . .. .. .. . .. .
Jacksonville . . . . .. . .. .. . . ......... ..... . . .
San Francisco . . ..... . . .. ... . .. . .......... .
Wilmington ....... . . . ..... . .. . .. . .... . . .. .
Seattle .......... . .... . ..... . ..... . ...... .
Puerto Rico . . . . .. . . . . .. . . . ........... .. . . .
Houston ... .. . . . . ... . .. ... ... . . . . . . .. . ... .
Port Arthur ... . .. . .... . . .. .. .. ..... . ...... .
Algonac .. . . .. .. .. . ... . ... .. . . ... . ... ... . .
St. Louis ... . . .. .. ...... . ... . ... . ... . ..... .
Piney Point ... . . .... . .......... . . . ...... . .
Paducah ... . .... ... .... ......... . .. . . ... . .
Totals .. ... . . . . .. ... . .. . . ..... .. . .
TOTAL SHIPPED
All Groups
Class A Class B ClassC
0
0
0
0
0
0
0
0
4
0
1
0
0
5
14
0
2
0
1
28
0
1
0
2
0
0
0
0
3
0
0
0
0
0
0
1
0
3
7
0
0
0
0
6
0
2
10
5
3
0
0
0
14
0
2
0
6
3
0
0
0
0
0
0
13
7
0
8
44
3
81
0
1
0
0
7
5
0
7
0
1
47
2
7
13
0
8
0
13
54
7
0
1
5
3
0
14
1
1
57
0
0
0
5
0
3
1
12
13
0
4
1
13
5
125
0
15
0
51
248
ENGINE DEPARTMENT
0
0
0
0
0
0
0
0
1
0
0
0
0
2
0
0
0
0
0
3
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
2
0
0
0
0
0
0
0
0
4
0
0
0
1
0
1
0
04
0
0
6
Port
0
0
0
0
0
0
0
0
2
0
8
0
.":
v
1
0
0
0
0
0
J
0
1
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
0
0
0
3
0
0
0
1
1
0
0
0
0
0
5
3
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
l
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
1
0
1
1
4
2
1
STEWARD DEPARTMENT
Boston .. . .. . ...... .. . . . . ... ...... .. . . . . . .
New York ... ......... . .. .. ... . .. . . . ...... .
Philadelphia . .. . .. . . .. . .. . . ........ . ... .. .
Baltimore .. .. . . . .. . . . . . . .. . ... .. . .... . . . .
Norfolk . . .. .. . . .. ..... . .. . ...... . .. . . . . . . .
Tampa . .. ... ... ............ . . . .. .. .. . .. . .
Mobile . .. .. . . . .. .. . . ... .. . .. . . .... .... . . .
New Orleans . . . ... ... . . .. . . ... . .. . ...... . .
Jacksonville . ... . .. .. .. . ... ...... ... . . . .. .
Sa n franc isco . . ... . ..... ........ . .. ... ... .
Wilmington ... ..... .. ... . .. . ...... . .... . . .
Seattle . . . . .. . ... . . ... .. . ... .. . ... ..... .. .
Puerto Rico . .. .. . ........ . . . . . . ... . .. . . . . .
Houston ..... . .. . .. . . . .. . .... .. .. . . . .. . . . .
Port Arthur . .. . . .. ... . .. . . . ... . . . .. .... .. . .
Algonac . . . . . . .... .. .. ...... .. . . . . ... . ... .
St. Louis . .. . .... ... . . .... . . . . .. . ......... .
Piney Point ... . . . . .. ... . . ..... ... . . ... . . . .
Paducah . ...... . ... .......... .. . . .. .. . . . . .
Totals ..... . .. . ... . . . .. . , . . .. . . . .. ....... .
0
0
0
0
0
0
0
1
0
0
0
0
0
0
1
0
0
0
2
4
Totals All Department::. . . . .. . . . .......... .. .
46
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
1
3
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
4
0
0
0
2
0
1
0
3
1
0
0
0
1
l
2
0
2
0
6
19
98
177
34
1
0
0
0
1
0
0
0
0
1
0
0
0
0
0
0
0
2
0
1
5
85
64
* "Total Registered" rn,eans the number of men who actually registered for shipping at the port last month.
**" Registered on the Beach" means the total number of men registered at the port at the end of last month .
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
1
0
0
0
2
5
0
0
0
0
0
0
2
0
1
4
0
0
1
1
3
0
2
0
12
28
54
62
277
0
�SIU Cre\V Does Whirl\Vind, Record-Setting Job on 080 Ultrasea
Anyone who thinks a sailor's life is a
breeze can learn a few things from the
SIU crew which recently completed a
trip to Russia and back on the ore/
bulk/oil carrier Ultrasea.
The work these Seafarers accomplished in the course of the voyage is a
good example of what it takes to operate
a modern merchant vessel and also
strong testimony to the fact that
Seafarers are more than able to do the
job.
The five year old Ultrasea (Apex
Marine Corp.) is a San Clemente class
OBO tanker of 81,500 dwt. On her latest
trip, she carried grain to Odessa and
picked up crude oil in Libya for the
return voyage to the U.S.
After unloading the ship in Russia,
the SIU crew, under the direction of Recertified Bosun R. F. Mackert, "mucked"
or cleaned out 18 ballast tanks. "This is
not an easy task at best," the captain of
the vessel, Richard A. McCl~an, explained, and it was compounded by the
notorious Russian winter weather with
temperatures in the sub-freezing range.
"The sailors performed well under most
adverse circumstances," Capt. McClean
said in his letter sent last month to SIU
Executive Vice President Frank Drozak.
But "mucking" the ballast tanks was
only a prelude to the crew's excellent
performance throughout the voyage.
After leaving Russia, they set a new
record for this class of vessel by
butterworthing nine huge cargo holds in
only 27 hours. Capt. McClean explained that "the Bosun and crew
worked day and night on this job to
prepare the ship for taking on oil in
Libya.
"To top off the whole voyage," he
added, "we had several days of good
weather returning to the U.S. and the
crew again proved their worth by
painting the ship in only four days. This
included nine hate.hes, decks and all
trim.
"It has been a pleasure sailing with
Bosun Mackert and his fine crew,"
Capt. McLean concluded, and "I look
forward to being shipmates again."
"'
•........f:..
.. .... .' .. ''
~
Seafar e rs se t a wo rk record on th e Ullr asea for thi s c lass of vess I by mu c king
11in , I uge ,argo l1old s 1n only 27 hours.
Boatman Saved His Wheelhouse Job Thru HLSS To\Nboat Course
"The way things are going," Capt.
Leslie Gibbs says, "if a Boatman doesn't
get some kind of training, he11 eventually be phased out of the industry."
Brother Gibbs knows what he 's
talking about through his own experience. He felt the impact of increasing
regulations in the towing industry when
the · Towing Vessel Licensing Act first
went into effect in 1973. At that time, he
had bee n working in the wheelhouse for
close to ten years with G & H Towing of
Texas. But he didn't have an operator's license, and without it, the new
Act would have put him out of a job.
"The law threatened to knock me
out of the wheelhouse and back to the
deck," he explained. "But then the SIU
gave unlicensed Boatmen like me the
golden opportunity to protect our job
security."
That opportunity was the Towboat
Operator's course which the Union set
up at the Harry Lundeberg School.
Gibbs signed up for it in April, 1973.
When the Act went into effect in
September of that year, he was able to
keep working as a fully qualified,
licensed operator.
He had high praise for the way the
course prepared him to pass the
licensing exam. "It was presented so that
even a man set in his ways like me could
learn," he said .
Gibbs joined the SIU 27 years ago and
has spent the fast 20 working for G & H
Towing. Before he started on boats , he
was a foreman in a non-union steel
company. "I had a whole lot of responsibility and no pay to go with it." His
stepfather was a cook with G & Hat the
time and he told Gibb s about th e
benefits of joining the SIU. "You can't
beat the opportunities the Union has
provided for so meone like me, who
never finished high sc hool , to move
ahead," he said.
But over the years, Gibbs sa id he ·ha s
come to see that education is "really the
only way to stay ahead."
He plan s to take the Mate and
Masters course at the Lundeberg School
so that he can ex tend the 200 mile limit
of his present operator's lic e n se to
unlimited. He works now as captain on
the tug Grampus, doing shipdocking
and deep sea towing. But the additional
license will allow him to qualify for
whatever kind of job G & H takes on.
Since the company has shipyard orders
for nin e new tugs and is rapidly
expanding, this ab ilit y will be ver
important in the years to come.
"The en tire industry is moving toward
stricter regula tions, which will mean
greater sa fe ty and more training for
everyone working on boats , " Gibbs
sa id. "Education is your best bet in every
way."
Gibbs lives in Alta loma, Tex .. just
outside of Ga lveston, with his wife,
Patricia and his four children: C herylAnn, 17; Leslie "Bubba", Jr., 16 ;
•
Cy nthia, 11; and hristopher, six years
old.
You Can't Afford Not To
Capt. Leslie Gibbs
MEMBERSHIP MEETlltGr SCIEDULE
Port
New York .... .. . ....
Philadelphia .... ... ..
Baltimore .. . ........
Norfolk ..... .. ......
Jacksonville .........
Algonac ......... . ..
· Houston ............
New Orleans .........
Mobile .............
San Francisco . . . . . . .
Wilmington .........
Seattle ..............
Piney Point .........
San Juan ............
Columbus . : .........
Chicago . . . . . . . . . . . .
Port Arthur .........
Buffalo .............
St. Louis ...... .. ... .
C leveland
Date
Mar. 5
Mar. 6
Mar. 7
Mar. 8
Mar. 8
Mar. 9
Mar. 12
Mar. I J
Mar. 14
Mar. 15
Mar. 19
Mar. 23
Mar. 10
Mar. 8
Mar. 17
Mar. I J
Mar. 13
Mar. 14
Mar. 16
Mar. 15
Deep Sea
Lakes, Inland Waters
..............
..............
.. . . . .........
..............
2:30p.m .
2:30p.m.
2:30p.m.
9:30a.m .
.............. 2:00p.m .
.............. 2:30p.m.
.............. 2:30p .m.
. . ...... . ..... 2:30p .m.
.............. 2:30p.m .
............ . . 2:3Up.m .
..... . .. . ..... 2:30 p.m .
........... ... 2:30p.m .
.............. IO:JOa.m.
.............. 2:30p.m .
............. .
............. .
.............. 2:30p .m.
....... ...... .
.............. 2:30p.m.
............. .
UIW
7:00p.m.
7:00p.m.
7:00p.m .
7:00p.m.
7:00p .m .
7:00p.m.
· The Transportation Institute Towboat Operator Scholarship
. Program pays you while you go to school at HLS. It gives
you free room, board and books. It helps you earn wheelhouse time while you learn boathandling skills. And HLS
graduates get day-for-day worktime credit.
l:OOp.m.
You can.' t afford not to apply for a
Towboat Operator Scholarship
See your SIU Representative or contact HLS for details
February 1979
I LOG I 37
�SIU Atlantic, Gulf. Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hall
SECRET ARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRES! DE:\T
Frank Drozak
VICE PRESJ DEN S
Lindsey William~
Cal Tanner
HEADQ UA RTERS
I
Dispatchers Report for
De~p
675 4 A vc •• Bklyn. 11232
(212) HY 9-6600
Sea
Al~GON AC,
520 St. Clair River Dr. 48001
(313) 794-9375
' '
JANUARY' 1-31, 1979
0
TOTAL REGISTERED
TOTAL SHIPPED
All Groups
Class A Class B Class C
Port
Boston . ... ........ .. . . . ... . .. . ..... . .. .. .
New York .. .. ..... . .. .. .. ..... . ...... ... . .
Philadelphia . . ... .. ........ .... . . .. .. . . .. .
Baltimore ........... .. ......... . ....... . . .
Norfolk ....... .. . ....... .. . . ... ... ... . ... .
Tampa . . ...... ... .. ... ..... . ... ..... . . . . .
Mobile .... ........ . . . .. .. .... .. . . .. ... .. .
New Orleans ............................ . .
Jacksonville ............................. .
San Francisco ... ... ... . .... .... ... ...... . .
Wilmington .. . .. ... . . ... .. . . ... . .... .. ... .
Seattle ........... ~ · ... .. .. . .. . ........ . . .
Puerto Rico . ............. ... . ..... ..... .. .
Housto·n . ........... . ... ...... . .......... .
Piney Point ............ ........ . .. ....... .
Yokohama .. ........ .. ....... .. .... .... .. .
Totals . . .. C-::': ...... ......... . ...... .. . .
7
82
10
24
10
'6
20
83
51
44
21
50
18
1
29
2
10
9
3
2
10
7
14
2
12
1
2
3
2
1
9
4
5
6
6
10
15
4
0
13
1
1
106
17
0
2
534
2
0
122
80
2
85
9
14
8
8'-
3
30
7
12
6
4
0
5
0
0
3
0
21
34
23
5
30
12
5
3
7
0
37
22
22
10
70
0
1
373
8
10
0
9
3
1
2
22
9
0
0
0
149
0
40
Totals All Departments ...... ..... ..... . ... .
Class B
Class C
15
107
5
9
15
11
22
69
49
45
10
34
21
92
0
l
505
6
2
5
130
22
43
23
13
27
159
1
1
54
17
2
11
8
2
1
5
7
0
6
2
34
17
14
7
3
10
10
7
15
12
7
2
43
23
11
0
2
242
99
76
32
10
7
1
8
3
2
0
0
10
2
10
2
4
') 19
12
61
45
71
24
149
21
0
5
853
0
0
144
11
11
5
3
1
17
8
0
1
12
0
0
67
46
6
6
7
7
4
3
40
5
11
6
4
13
31
13
10
12
15
11
36
0
2
212
0
10
1
3
2
0
0
7
4
6
2
4
3
3
4
0
49
0
2
0
0
0
4
1
6
0
1
0
7
1
2
21
9
14
1
0
0
5
8
l
?
26
6
61
0
0
350
11
9
27
9
0
173
3
1
10
0
1
29
1
1
l
0
18
2
6
0
6
0
0
37
1
0
0
9
8
7
11
1
6
35
20
19
11
17
9
39
1
2
250
0
2
50
13
0
2
2
0
0
2
1
31
2
8
3
18
1
0
83
3
2
23
12
4
4
6
11
22
46
0
192
2
132
12
22
15
14
35
113
47
39
.34
45
19
109
9
2
650
1
57
9
12
6
4
1
11
0
2
3
1
1
10
37
15
11
4
16
4
20
1
1
208
5
2
3
3
9
0
9
0
0
50
2
15
6
1
7
5
5
0
19
16
29
63
35
33
23
19
16
56
4
0
390
0
3
0
0
1
64
1
1
1
2
2
4
5
4
5
4
4
3
6
1
0
65
12
4
4
0
7
0
0
37
ENTRY DEPARTMENT
2
3
39
97
2
9
22
3
1
4
29
8
15
8
10
11
3
8
51
29
24
21
7
3
51
43
4
9
15
28
14
5
.1
19
6
9
8
61
12
7
55
26
8
36
3
12
154
24
190
38
39
4
18
1
4
22
15
68
41
27
38
4
51
17
84
87
40
11
69
0
0
0
164
26
16
61
62
0
444
293
0
0
0
300
2
562
628
1283
764
450
1105
607
211
2193
979
782
11
10
23
12
25
28
10
40
0
36
14
0
1
42
19
58
7
1
*" Total Registered " means the number of n:ien who actually registered for shipping at the port last month.
** "Registered on the Beach" means the tota l number of men reg istered at the port at the end of last month .
. -~ T
Shipping WO! S excellent last month at all deep sea A&G ports. A total of 1,923 jobs were shipped during that time period.
Of this number, 1,105 were taken by "A" seniority members. 607 by "B" seniority people and 211 by ""C" seniority people.
This indicates that shipping is good right across-the-board for aH seniority classes and all ratings. Shipping for Slll members
will remain good to excellent for the foreseeable future.
38 / LOG I February 1979
(616) 352-4441
HOUSTON, Tex .. .. . . 1221 Pierce St. 77002
.JACKSONVILLE, Fla.
0
13
47
24
40
61
BUFFALO. N.Y •. . . . 290 Franklin St. 14202
(716) TL 3-9259
CHICAGO~ 11.L. . 9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113 .
(216) MA 1-5450
DULUTH, Minn . .. . . . 2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich • . . .. ... .. P.O. Box D
415 Main St. 49635
(713) 659-5152
4
98
ALPENA, !\1id1 •.... . 800 N . 2 Ave. 49707
(517) EL 4-3616
BALTl MORE, '1d.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOST O N, Mass . ·. . .... 215 Essex St. 02111
(617) 482-4716
STEWARD DEPARTMENT
Port
Boston . ................. ....... ......... .
New York ... . . .. ....... .. . . .... ... .. .. . .. .
Philadelphia . .. . ... ...... .. . . ..... ... .... .
Baltimore . . . . ................. . .......... .
Norfolk ........ . ......................... .
Tampa . .. .. .. ...... . ..... . ..... ... ...... .
Mobi: . . .. . . ... ... . .. . .... . . ... .. ....... .
New Orleans ... ....... ... .. . . . . .... ..... . .
Jacksonvill e .. . ............ . . ...... .. . ... .
San Francisco . . ... . . .. .. ..... ..... ....... .
Wilmington . ... ....... ......... . ......... .
Seattle ............. . ... . ... . . ........... .
Puerto Rico .............. . ..... .......... .
Houston ...... ... . ... ....... . .. .. . . ...... .
Piney Point ... . ... . ...... . ............. . . .
Yokohama . . . . . ...... . ...... . ............ .
Totals .. .... . ...... . ........ . . . ....... . .. .
Class A
ENGINE DEPARTMENT
Port
Boston . ... ................ . ...... . . . .... .
New York ...... ...... .... ......... . .. . . .. .
Ph iladelphia .... .... ... .. .. .... . . . ... ... . .
Baltimore .... . .. ..... ...... . . . .. ..... . , .. .
Nur f lk ..... . .. . . .. . . . . .. . ....... .. ...... .
Tampa . . . . . ... .. .. ....... .. ..... . ........ 'Mobi le ......... .. ....... .. .... . ......... .
New Orl ea ns . ....... ... . ...... .. . .. ... ... .
Jacksonville ....... . ................... .. .
San Francisco ....... . ...... . ... . . . ..... . . .
Wilmington ....... . ................ . ..... .
Sea ttl e .. . .............................. . .
Puerto Rico ..... . ......... .. ............ . .
Houston ................................. .
Piney Point .. . . ................. . ... ... .. .
Yokohama ........... . . .. ........ . ....... .
Totals .... . . ... .. .... ..... . . .. .. ..... .... .
REGISTERED ON BEACH
All Groups
DECK DEPARTMENT
Port
Boston . .. ...... .. . ... .. . ... . ... . .. . .... . .
New York .. . .......... .. . .. . .. . . .. .. ..... .
Philadelphia . ... ....... ... . .. .. .. ........ .
Baltimore .. . ........ .... ... . .......... . .. .
Norfolk ........ . .... . .... . .. . .. . .... . . . .. .
Tampa .... . ... ..... . .... . . . ............. .
Mobile . ... . ............................. .
New Orleans . . . ........... ...... .... . . .. . .
Jacksonvill e .............. . .. . ....... .... .
San Francisco .... .......... .... ....... .. . .
Wilmington . . . . . ...... .. . .. ... .. ......... .
Seattle ............... . ........ . ... ...... .
Puerto Rico ............................. . .
Houston ..... ... ...... . . .... . .. .. .. .. .. .. .
Piney Point ............ . ..... .. . . . . ...... .
Yokohama ..... . . . . .......... ... ... ...... .
Totals .. . ........ . ......... .... . . .. ..... . .
00
All Groups
Class A Class B Class C
Mich.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N ..l.
99 Montgomery St. 07302
(201) HE 5-9424
MOUILE, Ala . .... . I S. Lawrence St. 36602
(205) HE 2-1754_
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va ... ..... .. . 115 3 St. 23510
(804) 622-1892
PADUCAH,
K~· .
...... . . 225 S. 7 St. '42001
(502) 443-2493
PHILADELPHIA, Pa ... 2604 S. 4 St. 19148 .
(215) DE 6-3818
PINEY POI NT, Md.
St. Mary's County 20674
(30 I) 994-00 l 0
PORT Al~Tlll R, Tex . ... 534 9 Ave. 77640
(713) 983-1679
SA~
FRA 'L'ISCO, Calif
1311 \lission St. lJ.U03
(415) 626-6793
SA!\'.Tl ' IH~ I·: . P.R . . 1313 Fernandez, Juncos,
Stop 20 00909
(801)) 725-6960
SEATTLE. Wash . . ..... 2505 I Ave. 98121
(206) l\1;\ 3-4334
ST. l.Ol llS. :\lo . .. 4581 Grnrnis An. 63116
(314 1 752-6500
T .- n1PA. Fla. 26IO W. Kennedy Uh·d. 33609
(813) 870-1601
TOLEDO. Ohio . .... 935 Summit St. 43604
( 419) 248-3691
WILMl~GTON .
Calif.
5 tO
1 ••
Broad St. 90744
(213) 549-4000
YOKOHA\IA. Japan ....... P.O. Uox 429
Yokoha ma Port P.O.
5-6 N 1hon Ohdori
Naka-Ku 231-91
201-7935
West Coast Stewards Halls
110,01.l ' U ·. lla\\:tii . .. 707 .- \lakra St. t)6HU
(HOH) 3J7-:-714
l'OIHI.:\"). Or. .... 421 S.\\ . :-th AH·. 97204
1:;0 .~1 .227-799.l
\\'11 .\ll";n>,. C'a . .. 40H ,. \,alon Rhd. 90744
. (.:!U) HJ4-M:-JM
SA:\ FRA,CISC'O. C'a. J50 Fremont St. 9-'10:'
(-U3l 5-l.\- 5H55
�------------------------New Full Book
:
'A' Seniority Upgraders-.
I
Why is this FOWT smiling?
:
-------------------------·
Gilbert Rodriguez
Bob Bess
Seafarer Gilbert Rodriguez,
25, got his entry
rating at HLSS
in 1974.· He sails
as a pumpman
and he has a
FOWT endorsement earned at
the Lundeberg
Schoo l. He also has firefighting,
lifeboat and cardio-pulmonary resu citation training. Brother Rodriguez lives ·in Galveston and hips
o ut of the port of Houston.
Seafarer Bob
Bess, 23, graduated from the
Harry Lundeberg School of
Seamanship Entry Training Program in Pin ey
Point, Md. in
t 973. He upgraded to fireman-watertender there
in 1976. Rrother Bes . has hi s
li feboat. firefig htin g and cardiopulmonary resuscitation trainin g.
He li ves and s hips out of the port of
No rfo lk.
Zaharia J. Kyriacou
Pau l Dowe
Seafarer Zaharia J. Kyriacou,
23,
graduated
from the HLSS
in 1976. Brother
Kyriacou sails as
a 3rd cook. Also
to his credit, he
~.
~, :.:;,,,..~ has lifeboat, fire•
'\ \
, fighting and card io-pulmonary resuscitation training. He lives in Annapolis, Md.
and ships out of the port of
Baltimore.
Seafarer Paul
Dowe, 20, gra duated from the
Lundeberg
School
in
March 1977. He
upgrad ed to fireman - watertend e r at the
School in November 1977. Brother Dowe has
completed the lifeboat, firefighting
and cardio-pulmonary resuscitation
courses. He is a resident of Brooklyn, N. Y. and ships out of the port
of New York.
Evan Bradley
,
Seafarer Evan
Bradley, 24, is
a
May
1975
graduate of the
Lundeberg
School Entry
Training Pro. . •1 ·
gram. He upIf.··
graded to AB
it.t~ ,'\
there in November 1978 .. H LSS also provided him
wit h firefighting, lifebo at a nd
cardio-pulmonary resuscitation
training. Brother Bradley is a res ident of Sacra m ento, Ca li f. .and
a ils from the Gulf ports .
Tom Carroll
Seafarer Tom
Carroll, 24,
graduated from
the Lundeberg
School in June
1977.
Brother
Carro ll got his
AB tic ket las t
year a nd is LNGtrained. !\ lso, he
ha s hi s firefighting , lifeboat and
ca rdi o-pu lm onary resuscitation
tickets . He res id es in Sm ithtown,
L. I., N. Y. an d sh ips ou t of the
port of New York .
/
Because he's working.
The best bet for wipers who want to improve their job.
security is getting an FOWT ticket at HLS. Job opportunities for FOWT's have never been better. So. enroll now in
the FOWT course at HLS.
Course begins April 12
To enroll, see your SIU Representative or contact:
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Monticello Victory Committee
James A. Peacock
John Kane
Seafarer James
A . Peacock, 39, .
Seafarer John
graduate . from
Kane, 23, is an
the Andrew FurApril 1974 graduset h Training
uate of the Lunde berg School.
School in the
He
upgraded
port of New Ort here to AB in
leans getting his
September I ~78.
entry rating in
He has lifeboat,
: 1968. He got his
firefighting and
endorsement in 1971. Brother
Peacock has his firefighting and cardio-pulmonary resuscitation
cardio-pulmonary resuscitation training as well. Brother Kane is a
resident of St. Louis and ships out of
training and lifeboat tickets. A
resident of Brunswick, Ga., he ships the port of New Orleans.
out of the port of New Orleans.
Deposit in the
SIU Blo·o d BankIt's Your l,ife
I'
''
I:
l --
Lc:itn la st mnn h !h o l1ir ·s Corn111111t~<' o Ill : 57 !lc>n/lcdh• V1c ·fnl\ 1 (Vi c c11y
Cc:i rric;rsl pel id off Fl ! !h e; E ' XOf l) c1r·k 8rivn111w N J T1 ('\' 'J1, 1i-1 r! t1 1 l U<~c :k
Dc lcqRI<· ,Jim Ba rbnccia . Ch1c~r Slc ".,';;:.11 ci Ut 1kc 1-1<1 11 sr'crc ' nrv - ·.:. porlc' r: ~lc "N n1i!
Dcl ega t hol:imt Black anrl R0r.c:1 l1!1 ('rl 8n ·lln Anth flny ,;:ii lr'i rci s!11p s chn1ri nr1n
February 1979 I LOG I 39
·.
�~ ..,.__
.._
-
..,.
-------
_,._
·-
-~
-
--
Support SPAD Checkoff Today For· Job Security J-omorrow .
A strong U.S. maritime ind us try is the bread-and-butter of
SIU members and it's also a
crucial part of the country's
national and economic security.
A strong, growing American
maritime industry can serve the
nation in times of prosperity and
national emergency. And the
healthier the ind us try is, the
better the job security is for SIU
Seafare rs and Boatmen.
The United States needs a
commitment from Government
for a national merchant fleet,
built in American shipyards and
crewed by American seamen and
boatmen, capable of doing the
job that has to ·be done in both the
foreign and dom estic trades. And
that means a strong U.S. fleet from th e largest supertanker to
the smaJiest tug.
These are the reasons the SIU
spends so much time and effort
fighting on the political front in
Washington.
But our ability to keep on
fighting depends directly on SIU
members supporting those efforts. That support means sign-
ing a form like the one printed
below, authorizing the Seafarers
Vacation Plan to deduct 30 cents
per day from your vacation
benefits for the SPAD (Seafarers Political Activities Donation) fund.
The 30 cents a day will be used,,,
like every other voluntary SP AD
contribution, to further the
Union's political work on behalf
of the entire SIU membership.
Because of the new 30 cent
SPAD checkoff, SIU patrolmen
are no longer soliciting or accepting out-of-pocket SPAD donations. But Seafarers and Boatmen who wish to make direct
contributions to SPAD can still
do so at Union headquarters.
Political activity is a way of life
for the SIU and it always will be.
Because even if the jobs of SIU
members are secure for today,
nothing says the ame will be true
tomorrow, unless we keep on
working.
The harder we work in Congress for legislation that boosts
the U.S. maritime industry, the
better off every member of this
Union will be.
After all, our jobs are what
keep us going. And 30 cents a day
is a small price to pay to make
sure those jobs will be there~.....ie.
ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD)
DATE :.....................................................................................................
Seafarers Vacation Plan
275 20th Street
Brooklyn, N.Y. 11215
Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made
by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which
I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue,
Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail
is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the
. date y u receive it and app licable only to vacation benefits both earned and payable to me thereafter.
I ac knowledge advice and understand that SPAD is a separate segregated fund established and administered
by my union to engage in polit ical activities and to make contributions and expenditures for candidates seeking
political office and solicits and accepts only voluntary contributions and i have the right to refuse to make any
contributions, in cluding this authorization without fear of reprisal. I may contribute directly to SPAD such amount
as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is
to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary contributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD 's report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, O.C.
~o
This authorization has been executed in triplicate, the original for you, copy
SPAD and i:opy to me.
I
I
Me~ber's
Member's name (Print)
Signature
'I
'
Memh~rs Home Address
Social Security Number
...
I '
I '
'
'
'
City
.
State
)'.. \\Port
Book Number
I ·.,:;
OFFICE COPY
':/ , y
/ ·. I
'·;
.........
Zip
·~288
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
February 1979
Description
An account of the resource
HEADLINES
MTD LAUNCHES HIGH POWERED LEGISTLATIVE CAMPAIGN
NMC SAYS U.S. NEEDS NEW POLICY TO GIVE FLEET 40% SHARE OF CARGOES
MARITIME LABOR SEEKING COOPERATION OF U.S. NAVY
LUNDEBERG’S LEGACY LIVES ON
MEANY BLASTS COMMERCE SEC’Y ON TRADE POLICY
SIU INLAND VACATION PLAN HITS TWO MILESTONES
90% OF ALL SIU INLAND COMPANIES NOW SIGNED UP: 3000TH CHECK SENT OUT
FMC SET TO BOOT RUSSIAN LINE OUT OF U.S. FOREIGN TRADES
SIU PLAN PAID OUT $2.5 MILLION IN January
SIU CALLS FOR FREE-WORLD MARITIME POLICY TO OFFSET SOVIETS
SIU, SEA-LAND WORKING TO STOP UNFAIR IMMIGRATION FEES IN PHILIPPINES
SENATE, HOUSE APPROVE KEY MARITIME COMMITTEE ASSIGNMENTS
CARTER SUBMITS BUDGET TO CONGRESS FOR FISCAL YEAR 1980
POSTAL REFORM BILL WOULD REQUIRE USE OF US FLAG SHIPS
SENATOR INOUYE SUBMITS THREE MARITIME BILLS
SENIORITY UPGRADERS COME TO WASHINGTON FOR BRIEFING ON SIU POLITICAL ACTIVITIES
NEW RIVERS USER CHARGE WOUD RECOVER 25 PERCENT OF FEDERAL PROJECTS COSTS
SIU POSITION ON MANNING RATES HIGH AT IMCO
LAKES MEMBERS GET 13-CENT COLA
U.S. UNEMPLOYMENT RATE DIPS TO 5.8% IN JANUARY
DENTAL CARE AVAILABLE TO BAY AREA PENSIONERS AT USPHS
W. PAUL GONSORCHIK, 71 DIES; RETIRED SIU OFFICIAL
SEAFARERS CREW UST ATLANTIC: LARGEST SHIP EVER BUILT IN WESTERN HEMISPHERE
SIU FIGHTING TO PRESERVE 3-WATCHES ON TOWING VESSELS
STARTING AT THE BEGINNING…
NOTHING LESS THAN A NEW LIFE
DEVELOPING THE HUMAN POTENTIAL OF SEAFARERS
SERVING A MOTIVATED MEMBERSHIP
OVER $1,000 DIPLOMAS EARNED
MAKING DREAMS COME TRUE
READING PROGRAM MEETS BASIC NEED
BECOMING A WHOLE PERSON
HLS LIBRARY MORE THAN JUST BOOKS
BEYOND THE CAMPUS
A CENTER FOR INDUSTRY, LABOR, LEARNING
FOR SIU BOATMEN & SEAFARERS, SPAD IS THE STRONGEST WEAPON IN OUR FIGHT FOR JOBS AND JOB SECURITY
TRANSCOLORADO CREW FOSTER GOOD RELATIONSHIPS AROUND THE WORLD
MURPHY SPONSORS BILL TO PROTECT U.S. FROM CONVENIENECE FLAG SPILLS
YEARLY RENEWED CLINIC CARD, EXAM IS A MUST
THE LNG’S- A NEW WAY OF LIFE FOR TODAY’S SEAFARER
SIU SCHOLARSHIP HELPING SEAFARERS’S SON SHAPE UP AND SHIP OUT
CREW HEROICS SAVE A SEAMAN FROM RIVER CURRENT
SIU CREW DOES WHIRLWIND, RECORD-SETTING JOB ON OBO ULTRASEA
BOATMEN SAVED HIS WHEELHOUSE JOB THRU HLSS TOWBOAT COURSE
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
2/1/1979
Format
The file format, physical medium, or dimensions of the resource
Newsprint
Identifier
An unambiguous reference to the resource within a given context
Vol, 41, No. 2
Type
The nature or genre of the resource
Text
1979
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/17aa95ef6fd0da9146185c20f07c706d.PDF
f10e79b1239d1a7958fc32617a80eabb
PDF Text
Text
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
\i>. 1
JANUARY 1979
SIU Crews New Towboat Joe M. Powell
i-
See Page 13
r'
I'
1
mtfr?,
I. Jt'rv v.-:^
I#
I
m-,: .sj
1st of 2 Deep Sea Pension
Increases Goes Info Effect
See Page 3
•
HLSS Upgrading Schedule
Thru June
See Page 33
-r: •,
51U Benef it PI ans
ut
$29 Million in 1978
,
See Page 1 1
Report Says Rep. McCloskey
Is No 'White Knight'
SPee Page 5
SIU Crewed 45 New Ships,
Tugs & Towboats in 1978
See Page 3
New LNG Import Projects
• Get Colct Shoulder
See Page 19
• "• -prt.®?S«-?ffl534KlLSKa^fetea5«S3!a)!«Lr5r^33!a-^^^
Gave $100 or More to
SPAD Last Year
See Pages 20-21
Seafarers fax" Info for
1979 Returns
See^tfges 23-30
A Eulogy For SIU V.P.
Earl Shepard
^
See Page 4
SAB Reinstitutes Bosun
Recertification Program
See Page 14
�3
SlU Ready For Fight to Block Alaska Oil Swap
Prospects of keeping Alaska oil for
millions of dollars could be saved by the
U.S. u.se alone remain in jeopardy as
U.S. oil companies as a result of the
plans by U.S. oil companies, the U.S. swap arrangement. The swap is clearly
Dept. of Energy and the state legislature in the interest of everyone involved."
of Alaska to export Alaskan crude to
The North Slope crude trade-off may
Japan pick up steam.
be in the interest of Japan, of the state of
In spite of the toll the .sale of Alaskan
Alaska and of the oil companies who
oil to the Japanese will take on the U.S. will shore up much larger profits. But
tanker fleet, the Jobs of American
the oil swap doesn't come close to being
seamen and the energy needs of the
in the best interests of the American
American people, plans for the swap are
people who have nothing to gain and
still in the works.
much to lo.se if the deal goes through.
The SIU has successfully fought the
The crude produced in Alaska, which
oil swap plan since it was first proposed
currently exceeds 1.2 million barrels per
several years ago. And the Union will
day, was promised to the American
continue to keep the pressure on in
people for domestic use by Congress at
Washington to hlock this plan.
the time they approved construction of
Exporting Alaska crude is barred for
the Trans-Alaska pipeline.
the moment under a U.S. statute known
Even though initial exports of
as the McKinney Amendment. It says
Alaskan crude to Japan will constitute
Alaskan oil cannot be sold abroad
only an eighth of the daily production
unless .sanctioned by an Act of Con
total, if the U.S. government approves
gress. But the statute runs out in June
the export package, Japan will un
and proponents of the Alaskan oil trade
doubtedly be buying much more than
arc planning for the summer when they
that.
hope to begin moving 150,000 barrels of
The U.S. also gets the short end of the
Alaskan oil daily to Japan.
stick in the North Slope crude swap
Alaska's Commissioner of Nhtural
because America's dependence on
Resources Robert Le Resche recently exports from unstable, unreliable
announced that he will travel to Japan
foreign sources will increase.
late this month to work out details of the
The oil companies are aware of the
Alaskan oil export swap with Japanese
reluctance of many Congressmen to
oil industry officials.
commit the U.S. to further reliance on
Japan's purchase of North Slope
Middle Eastern oil imports. Since
crude would allow that country to
Congress has to approve the oil swap,
whittle down their $12 billion trade
backers of the Alaskan oil export deal
surplus with the U.S. It would also,
have suggested bringing oil to the U.S.
according to a Tokyo oil company
East Coast from Mexico instead of the
executive, "work to decrea.se Tokyo's
OPEC countries.
pre.sent heavy dependence on Middle
In fact the Mexican end of the export
Eastern crude."
scheme has already been nailed down.
"From what we have been told by
Alaska National Resources Commis
Alaskan authorities," the Tokyo oil
sioner Le Resche said he has made
company spokesman continued, "many arrangements with Mexican oil com
FK
in]
Paul Hall
We Must Change With Times
On May 22, 1944, the next of kin of two heroic SIU members gathered
at a long since defunct shipyard in Rhode Island to participate in the
christening ceremonies of two brand new Liberty ships.
The ships were being named for Seafarers Joseph Squires and Thomas
Crawford who had given up their lives to save others. The two had been
crewmen on the SS Maiden Creek, an old Waterman ship, which went
down New Years Eve 1942 in a gale storm off Block Island.
Squires and Crawford volunteered to perform the crucial job of
tending the falls as two lifeboats carrying the rest of the crew were
lowered. The two courageous seamen never made it to the lifeboats
them.selves and they went down with the ship.
Including the Liberty ships Joseph Squires and Thomas Crawford.
America turned out nearly 3,000 of these vessels during and shortly after
World War 11.
It's almost inconceivable that these ships are all gone today—that not
even one out of 3,000 remains actively engaged in America's waterborne
commerce.
It's not only the Liberty ships that are gone though. Virtually every
ve.s.sel that formed the basis of our job structure and job security 30 years
ago has long since gone the way of the boneyard.
In addition to losing these ships, we have also lost 50 steamship
companies in the last three decades. Some of them went out of business.
Some of them sold or transferred their ships to foreign flag. Either way,
the fact remains that today we have contracts with only two U.S.-flag
steamship companies. Waterman and Delta, that were under contract to
us 30 years ago.
In other words, if we in the SIU had been complacent 30 yearsago with
what we had—or if we had stopped trying to organize new ships and new
companies becau.se we thought we had'enough, there is no question in my
panies to export Mexican oil to the
continental U.S. to replace the Alaskan
exports.
The Mexican connection may win
Congressional converts to the export
scheme who would balk at increasing
the country's reliance on Middle
Eastern oil in the wake of OPEC's price
hikes and the political chaos in Iran.
Mexico is, right now at least, relatively
stable compared to the countries of the
Middle East.
But whether oil is imported from
Mexico or the Middle East, the end
result is the same for the American flag
tanker fleet. Exempt from the Jones Act
on both the importing and exporting
ends of the deal, the oil will be moved on
foreign flag tankers. This would force
two to three million tons of U.S. tankers
into lay-up and hundreds of U.S.
seamen out of work.
In addition to the loss of jobs the
crude export plan will cost the nation,
Americans will have to pay the higher
prices of imported oil over domestic
supplies and will be forced to sit by while
an ever larger share of the country's
energy needs are put into the shaky
hands of the OPEC countries.
SIU Working to Stop Unfair
immigration Tees' for Seamen
The SIU has been receiving com
plaints from various members who have
signed off ships in the Philippines. It
seems that these men have been slapped
with excessive immigration fees by the
Philippine authorities, as they were
exiting the country to return home.
This situation has raised a couple of
issues which the SIU is presently
looking into on behalf of the mem
bership.
Firstly, who is responsible for paying
these fees which, we understand, set
Seafarers back to the tune of $50?
One operator of ships engaged in the
Philippine trade, Sea-Land, has in
formed the Union that they will pay
immigration fees only for men "leaving
the vessel at payoff or mutual consent."
The company has also made it clear that
it will not pay fees "for those men who
breach thei.r articles by misconduct,
failure to join, or desertion."
Fair enough! But what about the fees
themselves; are they, especially as they
are applied to seamen, fair? Should—or
can anything be done about them?
The Philippines isn't the only country
with immigration fees. Taiwan and
Mexico also impose similar charges,
and there may be others. But the SIU
feels that seamen should not, by all
rights, be subject to them—no matter
who pays them.
As SIU New York rep Red Campbell
said recently, "We're not tourists, we're
seamen." In moving the goods to and
from these countries, seamen already
contribute plenty to the economies of
these countries.
In the near future SIU Yokohama
agent Frank Boyne will be meeting with
representatives of the Philippine Immi
gration Service, and with officials of
Sea-Land, in an effort to bring about a
more reasonable policy with respect to
seafarers who wish to fly home where, as
it is, there are enough bills to be paid.
mind that our organization would just be a memory today like the old
Liberty ships.
You.see, brothers, you can never have enough in this industry today,
because you never know what could happen tomorrow or the next day to
threaten our way of life.
We should all be extremely proud of the fact that our Union, our jobs
and our benefit Plans are all in good sound condition today. We should
be proud because it has been the dedicated work and participation of
everyone involved in our Union—doing what had to be done—that has
built the security we all enjoy today.
We have all done a great deal of work over the years to protect our
interests by improving our industry. We have succeeded in building a
political app^raltt;? in Washington that has worked consistently and
effectively for us in Congress and the Federal agencies. And through thg^
Lundeberg School, we have e.stablished a wide range of educational
programs that have enabled us not only to cope with but to capitalize on
automation and advancing technology in our industry.
But as much as we have done and as far as we have come' in the last three
decades, we still have a lot of work to do and a long way to go. In fact, if
you look at it closely, we've really only scratched the surface because
the almost incredible changes that have taken place in our industry in
recent years are just the beginning.
Ships will continue to get larger and technically more complicated. The
skills a seaman must possess to do his job in a qualified manner will
become more and more demanding. And the political activities of this
organization will play an increasingly more important role in determining
the future of the U.S. maritime industry.
It's difficult to say what our industry and our jobs will be like 20, 10 or
even 5 years from now.
But one thing is for certain. We can't sit around and wait for these
changes to happen without being ready for them. We must continuously
plan for the future and be fully prepared to accept the challenges of
tomorrow.
The next two years will be very important for us. In this time, we will be
evaluating and re-evaluating our programs for the purpose of expanding
and improving them. At the same time, we will be taking a close look at
such things as our constitution and shipping rules to ensure that they
maintain pace with the changing times.
As I see it, the SIU has a good future in this industry. But again, good
things are not handed to us on a silver platter. Whatever we have today,
we have worked for and fought for. And whatever we will achieve in the
future will come about the same way.
Change of address cards on Form 3579 should be sent to Seafarers International Union. Atlantic, Gulf, Lakes and Inland Waters District AFL-CIO 675 Fmirth AWP Rrnnklvn N >
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No.l, January 1979. (ISSN #0160-2047)
«i-L ciu, b/b Fourth Ave., Brooklyn, N.i
2 / LOG / January 1979
�Seafarers Get 1st of 2 Pension Increases This Year
W
hen negotiations on the SIU's
solid new deep-sea contract
were wrapped up last summer, the
Union had succeeded in establishing
a two-step pension increase totaling
$100 for the deep sea membership.
This means pension payments for
deep sea personnel will total $450 a
month by termination date of our
three-year deep sea agreement in
June 1981.
The increase represents a rise of
almost 30% in the pension pay
ments available under the plan.
This important increase in the
pension benefit was a tremendous
gain for us. Even though new
collective bargaining agreements for
all the unlicensed maritime unions
were negotiated around the same
time last year, the SlU's new deep
sea agreement was the only contract
which included pension increases.
The Union was able to secure the
total $100 pension increase as a
direct result of the strength of the
SlU Pension Plan. Since the Pen
sion Plan is one of the most finan
cially sound in the industry, it is able
to provide higher pension benefits to
those who meet its requirements.
The new pension increases will
take effect in two $50 jumps.
Beginning this year. Seafarers who
accumulate 125 days of employment
after Jan. 1, 1979, as well as
satisfying the applicable pension
requirements, will be eligible for a
$400 monthly pension.
To collect the full $450 per month
pension, a member qualified to
retire need only accumulate 125 days
of employment after the second
pension increase goes into effect on
June 16, 1980.
Remember: 125 days of employ
ment after Jan. I, 1979 make you
eligible for the first $50 increase
which brings the pension up to $400
a month.
And 125 days of employment
after June 16,1980, qualifies you for
the second $50 increase and a total
pension of $450 monthly.
The two, $50 pension increases
apply to all three types of pension
benefits available to seafarers under
the Union's Pension Plan -the
Regular Normal, Early Normal and
Disability Pensions.
In addition to the $100 raise in
pension benefits, the Union also
secured a substantial increa.se in the
Pension Increments program which
gives Seafarers who have fulfilled
the requirements for the Early Nor
mal Pension (20 years/7300 days
covered employment at age 55)
added benefits for every extra full
year (365 days) worked, up to a
maximum of seven years.
The increments went up from $15
to $25, a rise of 66-/.%, a month
when the new contract went into
effect on June 16, 1978. It means
that a .seafarer member could earn
up to a maximum of $175 in
additional pension payments. So,
coupled with the total $100 pension
jump. Seafarers who work an extra
.seven years after fulfilling Early
Normal Pension requirements can
now receive top pension payments
of $625 monthly.
These substantial pension inereases will make it easier for retired
Seafarers to cope with the rising
costs of inflation. And an extra $ 100
in a pension cheek will go far
towards enabling SlU members
who've put in long years at sea.
Improving the benefits Seafarers
receive under the Pension Plan are
part of the Union's efforts to
continually upgrade the benefits
SlU members receive.
SlU Crewed 45 New Ships, Tugs & Towboats in 1978
Though times were tough for the U.S.
merchant marine in 1978, the SlU
continued to move forward last year
especially in terms of additional ships
and boats crewed by Seafarers and
Boatmen.
Hundreds of new jobs were filled by
SlU members, as some 45 additional
ships, tugs and towboats were added to
the SlU-crewed fleet in 1978.
It is satisfying to look back at the
progress made in the last year. At the
same time, we know that it didn't come
easily -and probably never will and
that none of it can be taken for granted.
Among the new vessels crewed by
W. C. Offshore Agreement Wrapped Up
An agreement between the nine
member unions of the General Presi
dents Offshore Committee, which
includes the SI UNA, and contractors in
the offshore drilling industry on the
U.S. West Coast was wrapped up in
Washington last month.
The agreement, which runs from .Ian.
1, 1979 through Dec. 31, 1981, is the first
of its kind covering West Coast offshore
drilling industry workers, and is the
result of over two years of work by the
Committee.
Ihc nine AEU-CIO international
unions involved in the agreement arc:
Seafarers International Union of North
America; International Association of
Heat and hrost Insulators and Asbestos
Workers; International Brotherhood of
Boilermakers, Iron Ship Builders,
Blacksmiths, forgers & Helpers; United
Brotherhood of Carpenters & .loiners of
America; International Brotherhood of
Electrical Workers; International Union
of Operating Engineers; InternalioMal
Association of Bridge, Structural and
Ornamental Iron Workers; Interna
tional Brotherhood of Painters and
Allied Trades and; United Association
of Journeymen and Apprentices of the
Plumbing and Pipe Fitting Industry of
the United States and Canada.
Openings Available In *A'Seniority Classes
The Seafarers Appeals Board has
notified the Union that openings are
available in upcoming classes of the "A"
Seniority Upgrading Program for those
Seafarers having 36 months scatinie, a
lifeboat ticket and who possess special
skills such as a Green Ticket AB
INDEX
Legislative News
Alaskan Oil Fighl
SlU in Washinglon
LNG Projects
Pago 2
Pages 9-10
Page 19
Union News
IIVICO Manning
Page 13
Scholarship Winner
Page 35
President's Report
Page 2
Headquarters Notes
Page 7
Letter to Editor
Page 18
Brotherhood in Action
Page 14
At Sea-Ashore
Page 16
SPAD Checkoff
Back Page
Pension Increases
Page 3
Great Lakes Picture
Pago 8
Inland Lines
Pago 6
SPAD Honor Roll
Pages 20-21
45 New Ships. Tugs
Pago 3
Plans Paid $29 Million in 1978 Pago 1 1
endorsement, a QIMED rating, a cook
or cook & bakers endorsement.
If you fulfill these eligibility require
ments, we urge you to make application
as soon as possible to increase your
chances of achieving a full hook in the
SlU this year.
General News
Ship's Digosts
Dispalcher's Reports:
Grc;at Lakes
Inland Waters
Deep Sea
Military Work For U.S. Fleet
Page 13
Pago 17
Pago 22
Page 7
Training Upgrading
'A' seniority upgrading
Piney Point Grads
HLSS Course Schedule
Pago 36
Pago 39
Pago 33
Membership News
New Pensioners
Final Departures
6 Go For New Licenses
New Towboal
Pago 32
Pago 34
Pago 1 7
Pago 31
Pago 38
Special Features
1979 Tax Infoririation
Pagos 23-30
A Eulogy For Earl Shopard
Pago 4
Seafarers in 1978 were .six brand new
liquid gas (LNG) ships. So far, only SlU
seamen have been entrusted with the
responsibility of manning Americanflag LNG ships.
Six additional tankers were crewed by
SlU seamen in 1978, and three of these
were brand new.
By far the greatest single fleet
addition for the SlU came in June, when
Seafarers began crewing the first of 13
ships acquired by Delta Steamship from
Prudential Lines. Included in this deal
were four passenger/cargo ships, one
LASH ship, and eight other cargo ships.
This single transaction brought more
than 500 new jobs, to the SlU mem
bership.
In addition to the ships already
mentioned, SlU .seamen also went
aboard two bulk carriers, one reefer
ship, and four newly-converted SeaLand D-6 class containerships.
On the inland waterways, SlU
Boatmen crewed up a dozen additional
tugs and towboats in 1978, half of which
were brand new. In addition, one
dredge, providing an additional 27 jobs,
was also crewed up.
We have high hopes that 1979 will be
at least as good a year for us as 1978 was.
But about the only thing that's certain is
that the SILJ will be in there, everv titcp
of the way, fighting to build upon the
jobs and security we've already got.
Harvey Mesford, Seattle Port
Agent, Dies of Cancer at 53
SlU Seattle Port/Agent Harvey
Mesford died on Jan. 7 at the age of 53.
His death came in a Seattle hospital
after a long fight with cancer.
An SlU man since 1946, Brother
Mesford is remembered for his years of
hard work as a Union leader and by the
esteem and affection he won in the
hearts of the membership.
Mesford was a Seattle patrolman
from 1956 to 1972 and agent for the port
from that time until his death. He was
well-liked and well-respected for his
easy-going nature and his willingne.ss to
give his time whenever it was needed.
Those who knew him recall that he
went out of his way to help a member,
thinking nothing of driving over 100
miles, for example, to bring a Seafarer
to his ship. He is also remembered for
always giving the members a fair shake.
Mesford also carried out his concern
for the individual in his work with
alcoholic members. Perhaps more than
any other SlU official, he encouraged
alcoholics to turn their lives around
through the Seafarers Alcoholic Reha
bilitation Center. Throughout the years,
he was acknowledged by tho.se who used
his influence to lead productive lives.
He was also highly regarded through
out the labor movement on the West
Coast for his work on the Seattle
Maritime Port Council and for repre.senting maritime labor in the Propeller
Club and the U.S. Navy League.
Before becoming port agent, Mesford
who was a lifelong resident of the Seattle
area, sailed as a bosun. Before he Joined
The l.ate Harvey Mesford
the .SlU, he served in the Army Air
Force in World War 11.
Last month he received a plaque from
the Catholic Seaman's Club in recogni
tion of his long service in maritime
fields.
Above all, Mesford will be remem
bered as a loving husband and father by
his wife, Agnes, and his five children:
Michael, 24; Audrey, 22; David, 17;
Eric, 14; and Kenneth, 12. He is also
survived by his father Ivan Mesford; his
brother, Bruce Mesford, and his sister,
Jean Johnson, all of Washington.
In accordance with his wishes, no
services were held. The family requests
that remembrances may be .sent to the
Catholic Seaman's Club, 2330 First
Ave., Seattle, Wash. 9812L or to the
American Cancer Society in his name.
January 1979 / LOG / 3
�A Piece of the SiU Died With Bull Shepard
W
hen SIU Vice-President Earl
"Bull" Shepard died last
month at the age of 65, a piece of the
SIU died with him.
From the earliest days of the
Union right on through 40 years of
our fights and struggles on the
waterfront and in Washington, Bull
Shepard was there doing a job for
the SIU.
His years of dedication and hard
work for both the SIU and the labor
movement in general—coupled with
a straight forward easy going
manner—earned Bull the respect
and affection of the entire SIU
membership and labor leaders from
coast to coast.
When'it was announced last
month that Bull had passed away
after open heart surgery in Balti
more, letters of regret and sorrow
began flooding SIU Headquarters
from all over the country.
Among them was a letter of
condolence from AFL-CIO Presi
dent George Meany to SIU Presi
dent Paul Hall. This letter probably
best describes what people in the
labor movement thought of Bull and
how much he meant to the trade
union movement. The letter reads:
"Both personally and on behalf of
the AFL-CIO, I want to express
deepest sympathy to you and your
fellow officers and all members of
the Seafarers International Union
on the death of my very good friend,
Earl Shepard.
"Bull Shepard was an outstanding
trade unionist whose lifetime of
dedicated service earned him the
respect and affection of all who
knew and worked with him.
"From his start as an original
member of the SIU through nearly
20 years as a vice president of his
international union. Bull never
failed to respond whenever and
wherever his help was needed to
defend and advance the cause of
trade unionism and human brother
hood. Time and again, we called on
him for aid and assistance and every
time his response was immediate, his
help and counsel invaluable and his
efforts were invariably successful.
"He will be sorely missed."
Bull Shepard, known to his close
friends as Uncle Bull, was born Sept.
4, 1913 in Gorham, 111., a small
rivertown in the southwestern part
of the state.
Earl "Bull" Shepard
Then after World War II, Bull
went to work for the Union as an
organizer. As it turned out, he was a
natural at it. Teaming up with Paul
Hall, tliidsey Williams, Cal Tanner
and the late Sonny Simmons, Bull
The year was 1948 and this photo shows
Bull Shepard speaking to a group of trade
unionists gathered for a rally in New York's
garment district.
was a central figure in all of the
SIU's greatest organizing victories.
For instance in 1947, the five-man
team of Shepard, Hall, Williams,
Simmons and Tanner orchestrated
the greatest single organizing victory
in the history of the maritime labor
movement bringing Isthmian Lines'
120 ships under the SIU banner.
In 1950, after years of struggling
with the most notoriously anti
union company in maritime at the
time, the five man squad brought
Cities Service into the SIU family.
But these were just two of literally
scores of organizing drives, strikes
and beefs to establish our jurisdic
tion that Bull Shepard participated
in.
As stated by SIU President Hall:
"Bull was at the forefront of all of
our most important struggles. He
was a dedicated trade unionist all his
life, and there is no one you would
rather have by your side in a tough
beef than Bull. His contribution to
this Union is a mark within itself,
not only because of his tremendous
capabilities in getting a job done, but
because he always worked with
integrity. We have all lost a great
friend with the loss of Bull Shepard."
For 18 years prior to his death.
Bull served as SIU Vice President in
Charge of the Atlantic Coast. From
1947 to 1960, he worked as agent in
New Orleans, New York and Balti
more.
For the past few years. Bull also
served as the SIU's international
representative to the IMCO confer
ences in Geneva and London.
Bull was also very active in state
and national labor affairs. At the
time of his death, Bull was a
member of the Executive Boards of
both the Maryland State AFL-CIO
and the District of Columbia AFLCIO.
He was buried at Mount Nebo
Cemetery in Great Cacapon, West
Virginia.
Brother Shepard is survived by his
wife, Edith; son. Earl, Jr.; daughters
Nancy and Darla; five stepchildren,
six grandchildren, a sister and two
brothers.
Bull Shepard'addresses membership meet
ing in port of New York in the late '60s.
Bull started working almost as
soon as he could walk laboring
alongside his father, first in farmwork then in construction. But the
Depression years hit hard driving
him to look for work elsewhere.
Like a lot of other young victims
of the Depression, Bull's last stop
was the waterfront. He signed on his
first ship in the deck gang in 1936.
Bull was a union activist from the
very first day he stepped onto a ship.
He was a member of the old ISU and
then became an original member of
the SIU A&G District when our
Union got its charter in 1938.
From 1938 to 1945, he continued
to sail in the deck department and
served as a ship's delegate on every
one of his ships.
4 / LOG / January 1979
Bull Shepard. right, goes over some organizing material with SIU President Paul Hall. Meetings like these led to the SIU's oreatest victories
including organizing Isthmian Lines in 1947.
�Common Cause Picked Wrong Hero in Rep, McCloskey
B
ACK in October 1978, Common Cause, a self-proclaimed
public interest watchdog organization, released a study entitled
"How Money Talks in Congress." Essentially, the study was
patting Rep. Paul McCloskey (R-Calif.) on the back for his efforts
in defeating the labor-backed 9.5 percent oil cargo preference bill
last year. (Rep. McCloskey is the most vocal detractor of a strong
U.S. maritime industry in Congress.)
The Common Cause study also blasted maritime labor's
program of supporting the election campaigns of legislators who
have shown that they believe in the importance of a strong
merchant marine to a strong United States. And in this regard.
Common Cause denounced those legislators who accepted these
contributions.
Overall, the Common Cause study gave maritime labor's
legitimate political programs a black eye, while at the same time
portraying Rep. Paul McCloskey as the "white knight" of public
interest causes.
Thankfully, not everyone takes Common Cause at their word.
One of those who didn't was the Political Action Report, an
independent Washington, D.C. based newsletter specializing in
in-depth political reporting.
COMMON CAUSE STUDY FLAWED##
by Nathan J. Muller, editor,
Political A ction Report
I
N October, Common Cause released
a study on the impact of money on
Congressional decision-making. At the
same time, another study was com
pleted. This one by the Transportation
Institute, a non-profit research and
education organization representing
160 member companies that operate
vessels on the Great Lakes, inland
waterways and U.S. flag-ships in
domestic and international seagoing
commerce.
The stated goal of the Common
Cause study, "How Money Talks in
Congress," was to demonstrate the
various ways in which political contri
butions affect congressional decisions
that have an impact on all of us.
"Examples abound," said the report,
"but one of the most blatant is the case
of the 1977 cargo preference bill." The
controversial bill, which would have
required 9.5 percent of all oil imports be
carried on U.S. flag-ships, was reported
out of the House Merchant Marine and
Fisheries Committee by vote of 31 to 5.
According to Common Cause, mem
bers of that committee who voted for
cargo preference received a total of
$82,263 in campaign gifts, but those
who voted against it, only $1,000.
After citing numerous instatu^es of
how the maritime interests used huge
amounts of money to influence the
outcome of the bill. Common Cause
proclaimed: "But another campaign was
also conducted—one to defeat the bill,
led inside the House by Rep. Pete
McCloskey (R-Calif.), who also served
on the Merchant Marine and Fisheries
Committee . . . The goal of Rep.
McCloskey, Common Cause and others
was to draw enough public attention to
the bill to convince legislators that it
would never stand the light of day." As
Common Cause noted in its study, the
cargo preference bill was eventually
defeated on the House floor by a vote of
257-165. "The glare of national publicity
had produced some dramatic results."
Common Cause lent credibility to its
final report by lifting excerpts of a letter
from Rep. Pete McCloskey which read
in part: "Your publishing of the precise
extentand nature of maritime industry
In an article published in Political Action Report, Nathan
Muller, editor of the publication, reviewed the Common Cause
study. Then he compared it to a study prepared by the Transporta
tion Institute, a non -profit maritime research organization supported
by the U.S. maritime industry. The T.I. study showed that Rep. Paul
McCloskey had good reason to oppose U.S. maritime since he
received significant campaign contributions from the oil industry
and American-owned foreign flag interests.
Muller's conclusion was that "the study by the Transportation
Institute is a fine piece of research and reporting, far surpassing
anything Common Cause has done to date."
Muller then suggested that "in light of these findings. Common
Cause would do well to investigate further and choose wisely the
next time it wants to pepper its work with praise from such
'disinterested' and 'non-partisan' champions of the public interest
as Rep. Paul McCloskey."
Following is the complete text of Mr. Muller's article. The Log is
reprinting it so that SIU members are fully informed as to what's
going on in Washington and the kind of obstacles the SIU and the
maritime industry must face in our fight for an improved U.S.
merchant fleet.
contributions over the years created a
desire on the part of many of my
colleagues, particularly the new Mem
bers, finally to declare their independ
ence from the maritime lobby. 1 believe
this was the crucial factor in changing a
31 to 5 vote for the bill in Committee to a
smashing 257-165 vote on the lloor."
McCloskey denounced maritime as a
"sick and corrupt industry" and im
pugned the integrity of some members
of the committee who had been recipi
of Chevron Shipping Company, a
subsidiary of SOCAL, McCloskey
reportedly said: "1 have great respect for
your company's counsel. It is as good a
law firm as I have seen. When 1 was
considering going into politics, 1 was
referred to your attorneys as the most
knowledgeable about the political scene
and how to run for office,"
The attorneys McCloskey referred to
were Brobeck, Phleger and Harrison,
counsel to a subsidiary of Standard Oil
of California. Members of that firm,
and their immediate families contrib-
ents of campaign contributions from
uled $13,775 lo McCtoskey. Moreover,
maritime interests.
But two rather casual statements
made by McCloskey prompted an
investigation from another quarter into
the real motivations of Common
Cause's steadfast"^ally. The Transporta
tion Institute, in its report, "Maritime
Policy and Campaign Contributions."
A Ca.se Study in Double Standards,"
revealed that McCloskey had good
reasons to lead the fight against cargo
preference, none of which had to do
with looking out for the public interest
or "declaring independence from the
maritime lobby."
two members of the firm and the father
of Peter M. Folger, another member of
the firm, served on McCloskey's finance
committee.
Executives of SOCAL subsidiaries,
including the President and Manager of
Flag Ships of Chevron Shipping
Company, contributed $1,090 to his
campaign. Others related to SOCAL by
means of interlocking directorates were
also major contributors to McCloskey,
including $5,143 from executives and
attorneys of Hewlett-Packard; $4,150
from the president of Alza Corporation,
whose board, until this year interlocked
with SOCAL; and $2',300 from four
Signal Companies directors, and the
corporation's PAC. SOCAL and Signal
are tied by an interlocking director.
According to the Transportation
Institute, these examples are only
illustrative of a much deeper trend.
Thousands of dollars more in contri
butions, cither m smaller amounts or
with less direct ties, came from other
sources related to SOCAL and other
multinationals with oil and gas interests.
In addition to the oil industry, the
study said McCloskey received other
contributions from sources related to
foreign-flag shipping. A few examples
include: $1,000 from two executives of
Envirotech Corporation, a 50-50 part
ner with two Japanese shipbuilding
firms; $3,485 from directors, executives
and attorneys of Crown Zellerbach,
owner of five foreign-flag ships through
its subsidiaries; $3,100 from sources tied
to the Weyerhauser Company which
operates at least six foreign-built,
foreign-flag ships; and $450 from the
President of the Bank of California,
which owns five Japanese-built, Liberian-flag vessels acquired in 1973
and 1974.
The Institute, using the same docu
ments and research techniques as
Common Cause, uncovered a clear
pattern of contributions to McCloskey's
campaigns: multinational oil and
foreign-flag vessel interests; and defense
contractor interests, all of whom left no
stone uiiturned to sink the Cargo
Preference Bill.
The Institute study revealed that each
industry is a major beneficiary of "flagof-convenience" and is antagonistic to
the U.S. merchant fleet.
Singled out for investigation was
Standard Oil of California (SOCAL),
one of the "seven sisters" of the oil
industry, and a major foreign ilag-ofconvenience operator. SOCAL owns 28
foreign ships, and was a bitter opponent
of cargo preference legislation.
"A number of years ago, when 1 ran
for Congress, I was invited to meet with
the executives of a major oil company in
San Francisco," the study quotes
McCloskey as saying. "It was repre
sented to me that if those execu
tives were satisfied with my position
in certain issues, I might expect indi
vidual campaign contributions from
them..."
Addressing Lawrence Ford, president
The Hewlett-Packard Company, a
defense contraetor. received $69,049,000 in prime defense contraets, while the
Signal Companies reeeived $118,312,000. McCloskey received $2,100 from a
director of Teledyne, the recipient of
$304,778,000 in prime defense con
tracts; $1,375 from two e.xeeutives and
the PAC of Watkins-.lohnson Com
pany, the recipient of $2,371,000 in 1976
contracts.
l"he study also noted that McCloskey
was also instrumental in the attempt to
cripple the Renegotiation Board, a
watchdog agency that monitors and
recaptures excess proWts toy
Oetensc
contractors. McCloskey also supported
an amendment that would curtail the
powers of the Board and cut its
lifespan—positions eonsistent with the
interests of McCloskey's major
supporters, the defense contractors,
especially those of Watkins-Johnson
and Teledyne which were caught bilking
the government and were required by
the Board to repay e.xeess profits.
"A central theme of McCloskey's
corruption charges has been campaign
contributions to members of Congress,"
said the Institute report. "He has
repeatedly suggested that such cojatributions, sometimes as small as $500 or
$1,000 representing scores of individual
seamen's contributions, were a motiva
tion for a Congressman's support of a
strong U.S. merchant marine. Unfortu
nately, these charges have been widely
repeated and disseminated by Common
Cause, the media and others."
Overall, the study by the Transpor
tation Institute is a fine piece of research
and reporting, far surpassing anything
Common Cause has done to date.
Although not of the opinion that
positions of congressmen on legisla
tive issues are dictated by campaign
contributions, the Transportation
Institute believed research on McClos
key was warranted becau.se of his
consistent anti-U.S.-flag stance and his
apparent fixation with corruption and
campaign contributions to smear the
integrity of the Cargo Preference Bill's
supporters.
In light of these findings. Common
Cause would do well to investigate
further, and choo.se wisely the next time
it wants to pepper its work with praise
from such "disinterested" and "non
partisan" champions of the public in
terest as Rep. Pete McCloskey.
January 1979 / LOG / 5
�The Missouri River, which meets the Mississippi farther south at St. Louis, has
been closed for the winter since Dec. 10. The Corps of Engineers began to shut off
the dams at the head waters of the Missouri on Dec. 2. This action stocks the
reservoirs for the winter and reduces the flow of the river, along with the chances
of ice jams and spring flooding.
Moving riverboats may be a rare sight in all this ice, but apparently the weather
is just right for another rare species. The Corps of Engineers reports that bald
eagles have been sighted frequently this month at Rock Island district locks and
dams.
Rivermen taking it easy now also can reflect on the knowledge that the season
just ended was an especially productive one. Figures just in for tonnage moved in
the Rock Island district from January through November, 1978 show a
31/2 million ton increase over the same period for 1977. The 11 month total for
1978 was 24,980,853 tons.
Washington, D.C.
Great Lakes
The Interstate Commerce Commission may give up the control it exercises over
a small portion of the inland waterways.
Convening this month, the new Congress will consider ICC's recent proposal
to change or eliminate regulations now imposed on about eight percent of all
inland and intercoastal carriers.
Although the number of companies directly involved is relatively small,
deregulation could have a significant effect on competition within the industry.
The Commission has indicated that it is willing to do away with a number of
important restrictions. These include regulations over rates charged by
operators, on conditions for entry into the inland and intercoastal transportation
business, and on the transfer of ownership of a carrier.
SlU-contracted companies fall both within and without the current ICC
jurisdiction on the waterways. Ocean-going carriers, in some cases, are regulated
both by the ICC and the Federal Maritime Commission. The ICC, whose main
jurisdiction is over land transportation, is attempting to resolve this overlap of
authority with maritime.
Contract negotiations are in progress with Blum Towing, which oper
ates boats on the Intracoastal Canal between Baton Rouge, La. and Bay
Town, Tx.
Mississippi River System
Port Arthur
The Upper Mississippi River is almost completely covered by ice. As of
December 21, ice filled the entire river channel within the Rock Island, 111.
district, according to the U.S. Army Corps of Engineers. The district runs from
just below Lock and Dam 10 in northern Iowa down to Lock and Dam 22 in
northern Missouri.
Last winter, ice stopped river traffic for 93 straight days in the heart of the
district around Rock Island and Davenport, Iowa. Nothing moved on the river
from Dec. 26, 1977 to March 30, 1978.
SlU-contracted Sabine Towing and Transportation is having a new harbor tug
built. She is the 105 ft. K.C. Smith and will be delivered in the fall of this year.
NMC Names Old Pro in U.S.
Maritime to Executive Post
Algonac SIU Representative Byron Kelly reports that "there haven't been
freezing temperatures on the Great Lakes since November—that is, the
temperature hasn't been as high as 32 degrees since that time."
Ice is the normal condition on the Lakes at this time of year and what does
move on the water often doesn't move for long without some problems. The SIUcontracted tug James A. Hannah (Hannah Inland Waterways) was stuck in an
ice jam for two days early this month, along with its 51,000 barrel barge—and
seven steamships. It took a Coast Guard icebreaker and a number of private
steel-hulled vessels called in from the area to finally cut the group loose.
Houston
AII Ports
New industrial facilities established on the nation's waterways totaled 109 for
the second quarter of 1978. These new or expanded plant locations created 9,000
permanent jobs, according to the American Waterways Operators.
We're tl^Steward Department
HLS
The National Maritime Council
(NMC) has named C. William Neuhauser, a long-time advocate of the U.S.
merchant marine, as its new secretary.
The 52-year old Neuhauser has been
active in the NMC since it was organized
eight years ago to promote the need for
a strong and modern merchant marine.
The NMC represents various interests
throughout the maritime industry,
including the maritime unions, shipping
companies, and shipbuilders. The SIU is
an active participant in NMC activities
throughout the country.
James R. Barker, chairman of the
NMC's Board of Governors, said
recently that the appointment of
Neuhauser, and the establishment of
full-time operations in Washington, has
set the NMC off on a "rededicated effort
to acquaint the American people and
the nation's leaders with the strategic
and economic importance of maintain
ing a strong and independent U.S. flag
shipping industry.
Neuhauser, formerly an executive
with Sea-Land Service for more than
ten years, including six years as vice
president for communications, said he
looked forward to, "playing a role in
encouraging wider use by importers and
exporters of American-flag vessels and
in acquainting the American people
C. William Neuhauser
with our country's vital need for a strong
position."
Neuhauser has no easy task before
him. We wish him much success in his
new position, and in his efforts to
promote the merchant marine.
Hotite to Members On Job Call Procedure
When throwing in for work dur^
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
6 / LOG / January 1979
clinic card
seaman's papers
I
We'll teach you the skills you need to move up in the Steward
Department. Come to HLS. Upgrade. You'll get a good deal—
you'll get a better job and more pay when you finish.
Sign up to move up.
See your SIU Representative or contact HLS.
Chief Steward: March 5, April 2
Chief Cook: February 19, April 2
Cook and Baker: February 19, April 2
INLAND
Assistant Cook: April 16
�Headquar
by SIU Executive Vice President
Frank Drozak
The SIU presently maintains the best job and job security structure in
the U.S. maritime industry. At the same time, we are constantly striving
to expand our job base so that short of a total collapse of our industry
SIU members will be able to get a job when and where they want.
We should all be proud of the success this Union has had in the areas
of job security. But at the same time, we must also realize that it is
everyone's responsibility to work at maintaining and expanding our job
structure.
One of our most important responsibilities is to make sure that we do
not let vessels sail short. Because when an SIU member lets his vessel sail
short, there's a lot more at stake than just one job.
If you leave your ship without following procedures for replacements,
you jeopardize some of the most important benefits we all enjoy as Union
members.
First of all, you put everyone's job security on the line.
We have a contractual obligation with our operators to provide
necessary qualified personnel. If we don't, we are hurting our own
reputation and our chances to expand our job structure by contracting
new companies coming on to the maritime scene.
This is especially important now so that the SIU can continue to prove
its ability to meet the maritime industry's need for well-trained,
experienced manpower.
Believe me, Brothers, it's no accident that we are manning the majority
of the new U.S.-flag vessels. We have contracted all of the U.S.-flag LNG
ships, for example, because we have been ready and able to supply the
skilled seamen necessary to crew these vessels.
Another area of great importance to us is our involvement in military
support vessels.
Seafarers recently participated in a NATO exercise involving the
National Defense Reserve Fleet, which is described in this issue of the
Log. Our job performance in this and other military support duties is
extremely important. Doing a good job on these ships, demonstrates that
SIU members can be depended upon for the national defense. It also
backs up the SIU'sefforts to secure a larger role for the U.S. merchant
rnafine in this crucial area.
The Union's continued success in securing contracts for new vessels of
all kinds rests on whether or not you carry out your job today.
But job security isn't the only thing at stake.
The job safety of the entire crew is also seriously threatened when a
vessel sails short. With Coast Guard manning levels already too low, we
can't absorb additional crew losses. Missing crewmembers may mean
that the ship won't sail at all, and if she does, it definitely means that the
remaining crew will suffer the hardships of excessive overtime and fatigue
and the high risk of accidents.
A shorthanded crew also means a financial loss for the entire
membership. For every ship that sails short, the Union's Plans lose
money. Or to be more accurate, each and every SIU member loses the
money that would have been paid by the company into the Union's
Welfare, Pension and Vacation Plans for every day a Seafarer is not on
the job.
Of course, a member's responsibility to fill his job doesn't mean that he
can't quit a job. But it does require that everyone follow a few simple
procedures which can keep a ship from sailing short.
If you are getting off the vessel, give the Ship's Chairman at least 24
hours notice before reaching port so that he can notify the Union to find a
replacement. And wait for your replacement to arrive before you leave
the ship.
This is all it takes for one SIU member to preserve the benefits we're all
working for together.
Defense Demands Greater Role For Merchant Fleet
After a good look at the present state
of the National Defense Reserve Fleet,
the Navy and the Maritime Admini
stration have finally recognized what
the SIU has been saying for a long time.
There is a crucial need to strengthen the
role of the U.S. merchant marine as a
military auxiliary.
MarAd and the Navy's Military
Sealift Command (MSG) recently
completed a joint study revealing
potential problems in mobilizing
enough merchant ships and seamen to
back up the military in time of war.
The government owned National
Defense Reserve Fleet (NDRF) consists
If you just stand still,
you re gonna
have to run
to catch up ...
KEEP UP with the times.
KEEP UP with the job opportunities
KEEP UP with your industry.
SIGN UP for the AB Course at HLS
sCourses Start on March 1 and March
To enroll, see your SIU Representative or contact HLS,
Union Can Be Reached 24 Mrs. a Bay
In the interest of keeping all of
our contracted vessels fully
manned, a Union representative
can be contacted 24 hours a day,
seven days a week, including
holidays, at this number:
Area Code 212,
499-6600.
of 140 merchant ships which are
supposed to be capable of being
activated within "several months." But
"the ability to meet the current activa
tion schedule for all NDRF ships is
questionable," according to the study.
This schedule involves locating, assign
ing and transporting about 7,000
seafarers within seven weeks."
A small group of ships within the
reserve fleet is kept in condition to sail
within five to ten days notice. This is
called the Ready Reserve Force (RRF)
and presently includes nine ships.
SIU members recently participated in
an RRF mobilization exercise aboard
the SS Maine. The former Seatrain ship
was one of the four RRF vessels which
transported equipment for 14,000
Army troops to ports in Belgium and the
Netherlands in December.
The exercise demonstrated U.S.
capability to move troops and equip
ment to reinforce NATO rapidly in a
crisis situation. The Maine is operated
by SlU-contracted Ogden Marine and
will be returned to the reserve fleet
after the exercise.
The SIU is acutely aware of the
importance of this program to both the
nation and the U.S. merchant fleet.
First, the success of such programs has a
definite impact on America's national
defense posture. And the success of this
and other programs involving the
merchant fleet will determine the extent
of the merchant marine's involvement in
future roles for the military in peace
time.
MarAd and the MSG plan to expand
the RRF to 26 vessels by the end of 1980.
The study maintained that there are
enough seamen available now in the
U.S. merchant fleet to crew these ships
for use in "minor emergencies." Latest
figures, as of 1976, show 44,957 active
seafarers employed in the 20,732 com
mercial shipboard jobs. Vacations and
other leaves create a ratio of slightly
more than two seamen for every job.
which in theory means that more than
half of the workforce is always available for the reserve fleet.
But the study warned that "problems
may arise concerning the adequacy of
the normal peacetime workforce" to
meet the full mobilization demand of
war. This would require activation of all
NDRF ships, troopships and all U.S.flag commercial vessels requisitioned by
the President.
The study recommended more effi
cient mobilization plans "in light of
potential crewing problems" for the
NDRF. But it did not specifically
address the larger problem of building
up the U.S. merchant marine, which the
SIU sees as the only real answer to
providing enough seafaring manpower
to back up the national defense.
West German LASH
Swallowed By Waves
in North Atlantic
The ships get bigger, faster, and more
technologically sophisticated all the
time. Yet, these things can mean very
little when the power and fury of the
ocean is to be reckoned with.
As if to remind us of this fact, a good
ship and crew is tragically swallowed up
by the ocean every now and then. The
loss of the modern LASH ship
Munchen (Hapag-Lloyd) last month is
the latest example of the devastating
power the sea is capable of letting loo.se.
The 37,134 gross ton Munchen sank
in the North Atlantic, with her entire
crew of 28, while on a voyage between
Bremerhaven and Savannah. She sent
out one distress call reporting hurri
cane-force winds and high seas. This
was the last that was ever heard of the
Munchen and her crew.
The loss of the Munchen represents
the first such loss of a LASH-type
vessel. The value of the ship, and her
cargo of steel and steel products, has
been put at around $80 million, making
this one of the worst hull and insurance
losses in maritime historv.
January 1979 / LOG / 7
L
LI
�The
Lakes
Picture
AL.GONAC
Most of the SlU-contracted Great Lakes Fleet has laid up for the winter. Six
of Kinsman Lines' eight vessels are berthed for the winter in Toledo. TheAlastair
Guthrie laid up in Duluth and the company's CL Austin will winter in
Superior.
Erie Sand Steamship Co. sent the Niagara, Lakewood, JF Schoelkopf Day
Peckinpaugh, Loc Bay and St. John to Erie and the John R. Emery laid up in
Sandusky.
American Steamship Co.'s 1,000 foot ore carrier, the Belle River, laid up in
Superior. American Steamship will keep eight vessels on a winter run this year.
The Buffalo. Sam Laud. Roger M. Kyes. McKee Sons. Adam E. Cornelius. St.
Clair. Charles E. Wilson and the Richard J. Reiss will remain in service during
the winter months.
SIU reps are in negotiations with the Michigan Interstate Railroad Co. which
runs the car ferry Viking and the newly acquired City of Milwaukee for the state
of Michigan. Issues still to be negotiated are manning regulations and work rules.
Lhe new agreement,.which the Union expects to wrap up by mid-January, will be
retroactive to Jan. 1, 1978.
A contract at Champion Auto Ferry in Algonac, organized by the SIU last
June, has been unanimously ratified by SIU members at the company. This
agreement marks the first time the 15 deckhands and pilots have ever been
covered by a union contract. In addition to substantial wage increases, the
contract includes several firsts for the new Union members, such as a job security
clause, overtime pay rates and a specific work schedule, as opposed to the on-call
only schedule the company had been using.
CLEVELAXD
Cleveland State University has begun a study to determine the economic
impact of the port of Cleveland on the city. The study will examine the origins,
destinations and types of cargo handled at the port and will make
recommendations for future port development projects.
:
:
A survey of ship maneuvering characteristics on the Great -Lakes and St.
Lawrence Seaway will be conducted under a grant from the Maritime
Administration. The two-year study, run by the Stevens Institute of Technology,
will pinpoint the maneuvering problems of ships under both normal and iced
conditions and will present guidelines for channel and vessel size, required ship
maneuvering characteristics and operating procedures under increased traffic
conditions.
CHICAGO
1
The eight union strike against the American Shipbuilding Co. is still going
strong and there's no end in sight. On-again-off-again contract talks, led by a
federal mediator, haven't been able to resolve the conflict which began when the
old agreement expired on Aug. 15. Several SIU Great Lakes operators
normally winter their vessels at American Shipbuilding's yards but had to
make alternative arrangements this year because of the strike.
FRAIVKFORT
The car ferry Viking (Michigan Interstate Railway Co.) came out of the
shipyard on Dec. 18 after her 5-year inspeetion. The
will join the City of
Milwaukee on a Kewaunee-to-Frankfort run. Both vessels will also be ferrying
between Frankfort and Manitowoc as this Wisconsin port is expected to be
reopened in the near future.
A channel-widening project is underway at Ludington harbor in Michigan.
The long-awaited expansion work should cut down on the trouble many vessels
have encountered while leaving the harbor. A recent mishap here involved the
SlU-contracted Roger M. Kyes (American Steamship Co.) The Kyes bumped
the channel wall and some pilings on her way out of the harbor last month.
Though there was no damage to the ore carrier, it v/as the third reported accident
at the harbor in the last few months.
ST. LAWREIVCE SEAWAY
The controversy over whether to extend the shipping season on the Great
Lakes and the St. Lawrence Seaway continues to snowball. The winter
navigation program on the St. Lawrence River has been scrapped for this year by
the Army Corps of Engineers.
Opponents of the program say winter navigation would damage shorelines,
stir up river bottom sediments, decrease hydropower and cause other
environmental problems.
The decision to suspend the St. Lawrence River winter navigation program
will probably weigh heavily with Congress as they consider refunding the entire
season extension project. Funding for the extension experiment runs out in Sept.
1979.
Another point dimming hopes that Congress will vote money to continue the
winter navigation project is a recently released study by the Canadian
government rejecting the idea of keeping the St. Lawrence Seaway open during
the winter.
The Canadian study said that, while Canada would foot at least half the cost of
a winter shipping season on the U.S.-Canadian administered waterway, U.S.
companies would reap all the benefits. Few Canadian shipping companies,
according to the report, are interested in "breaking the tradition of letting their
fleets sit idle for three months of the year."
Because of regulatory problems the $20,000 per day fines which were to have
been levied on late vessels waiting to exit the St. Lawrence Seaway were
suspended for this year.
A spokesman for the St. Lawrence Seaway Authority, which administers the
Canadian side of the system, said the original intent of the fine was to penalize
late ships in a "fair and equitable way," taking into consideration weather
conditions, pilotage delays and other factors.
"Legislative process," the spokesman said, "does not allow discretionary
application of such fines."
i
5
•t
Cove Ranger Committee
MEMBBfiHPMETWSr
The Ship's Committee and some of the crewmembers of the SS Cove Ranger
(Cove Shipping) take timeout during a payoff on Dec. 8 at the British Petroleum
Dock, Tremley Pt., N.J. They are, standing (I. to r.) Deck Delegate Franz Schwarz;
Bosun B. Hoffman: Steward Delegate C. L. "Marty" Martinsen and Chief Steward
S. Gutierrez, secretary-reporter. Seated "(1. to r.) are Mike Barnett and Robert
Moeller, general steward utilities, and Chief Cook Barney Johnson.
8 / LOG / January 1979
Port.
New York ...
Philadelphia .
Baltimore ...
Norfolk
Jacksonville .
Algonac ....
Houston ....
New Orleans .
Mobile
San Francisco
Wilmington .
Seattle
Piney Point .
San Juan
Columbus
Chicago ....,
Port Arthur .,
Buffalo
St. Louis
Cleveland ,
Date
Feb. 5
Feb. 6
Feb. 7
Feb. 8
Feb. 8
Feb. 9
Feb. 12
Feb. 13
Feb. 14
Feb. 15
Feb. 19
Feb. 23
Feb. 10 .:
Feb. 8
Feb. 17
Feb. 13
Feb. 13
Feb. 14 ....^
Feb. 16
Feb. 15
Deep Sea
Lakes, Inland Waters
2:30p.m.
2:30p.m.
2:30p.m.
9:30a.m.
2:00p.m.
2:30p.m.
2:30p.m.
2:30p.m.
2:30p.m.
2:30p.m.
2:30p.m.
2:30p.m.
10:30a.m.
2:30p.m.
—
_
2:30p.m.
—
2:30 p.m.
—
UIW
7:00p.m.
7:00p.m.
7:00p.m.
7:00p.m.
7:00p.m.
7:00p.m.
1:00p.m.
�ttl in to
Seafarers international Union of North America. AFL-CK)
January 1979
Legislative. Administrative and Regulatory Happenings
96th Congress Convenes With 77 New House, 20 Senate Members
The 96th Congress convened Jan. 15. There
are 77 new members in the House, 20 newcomers
in the Senate. Since the November elections, the
new members in particular have been maneuver
ing for choice committee assignments. But, many
veteran lawmakers are also expected to be
slotted in new committee assignments.
This committee selection process will continue
to be the center of attention during the first week
of the new Congress—and our Washington
legislative staff will be watching these happen
ings with great interest.
Senate, House Hearings
Some preliminary hearings for the House and
Senate have been announced, although neither
Congressional chamber is yet geared up for their
full schedule. While the hearing schedule will be
light during the first few weeks of this new
Congress, it is expected that there will be about
45 hearings a day in both houses about a month
from now.
Following are four hearings which have been
announced, and which our Washington staff will
be covering:
• Oil Imports Reduction. The Senate Energy
and Natural Resources Committee will question
Energy Secretary James Schlesinger on the
impact of events in Iran on U.S. energy policies.
He will also be questioned on the implications
and effects of recent OPEC price increases.
• Agricultural Trade with China. The
Subcommittee on Foreign Agricultural Policy of
the Senate Agricultural Committee will hold a
hearing on February 8 to examine potential
agricultural trade with the People's Republic of
China. This hearing will be chaired by Senator
Richard Stone (D-Fla.).
• Defense Department Budget Fiscal Year
1980. Senate Armed Services Committee will
receive the Defense Department's annual
statement which will open the regular authoriza
tion hearings on the department's annual budget.
This hearing will take place Jan. 25 with
Secretary of Defense Harold Brown as the first
witness.
• Multi-lateral Trade Negotiations. The
Economic Policy Subcommittee of the House
International Relations Committee has an
nounced its intention to begin hearings late in
February or early March into various multi
lateral trade agreements.
SIU Participates in Policy Planning:
Administration Holds Hearing On Energy Transportation;
Aim Is To Insure Adequate Shipping
Finding a ready supply is only half the battle of
meeting America's energy needs. Getting it there
is the other major task facing the nation. And
maritime is ready to carry its share.
A full range of maritime interests made this
commitment in a meeting with government
officials on Dec. 5 in Washington, where they
discussed ways of putting it into effect in the
future.
The meeting was held in response to a federal
study recently begun to determine if the U.S.
transportation system can meet the country's
continuing energy demands. Conducted by the
Department of Energy (DOE) and the Depart
ment of Transportation (DOT), the study is
expected to have a significant impact on the
future development and vitality of the maritime
industry.
The meeting brought together representatives
whose knowledge and experience cover all areas
of water transportation, including deep sea,
inland and Great Lakes operators.The SIU was
represented by Chuck Mollard. The Transporta
tion Institute, an industry-wide research group,
was represented by its president, Herbert Brand.
Brand opened the panel discussion by
stressing the "weakness inherent" in our present
energy transportation system, our dependence
on foreign oil and the fact that less than four
percent of our oil imports are carried on U.S.flag vessels.
"A transportation system which seeks to
insure the uninterrupted flow of its energy needs
must at the very least utilize a transport mode
that is subject to the laws of the nation and whose
national loyalty is not subject to question," he
said.
The maritime panelist advised the DOE/ DOT
study group that the dependable movement of
Alaskan oil on U.S.-flag tankers should be the
model for the transportation of our foreign oil.
Moreover, the panel emphasized that the export
of Alaskan oil would "not only be a breach of the
promise made to the American people, but
would be contrary to the national interest."
In response to questions from the study group,
the panel noted that the dedicated clean ballast
system which will be required on U.S.-flag
product tankers in 1981 will reduce carrying
capacity by 25 percent. This requirement will
also serve to undermine the efficiency of U.S.flag vessels since it will not be universal.
energy transportation network planned for the
future. The panelists pointed out that the barge
industry is thoroughly familiar with energy
transportation since over 60 percent of barge
cargo is fuels. Directly addressing the central
concern of the study, they revealed that the
industry will be able to efficiently handle a 50
percent increase in coal movements by 1985.
But the panelists also stressed the need for a
federal commitment to maintaining the water
ways so that the inland industry can continue its
efficient operations. Congressional appropria
tion battles such as that recently waged over
Locks and Darn 26 only serve to weaken the
industry, they said.
"If critical navigation facilities are to be held
hostage for political or competitive reasons each
time repair or modernization is necessary, it is
unlikely that we can expect to encourage private
capital investment in our shoreside or waterborne industries."
The Great Lakes were also discussed as "an
indispensable segment" of our energy transpor
tation network. The Lakes provide an essential
link in the rail-water system necessary to bring
western coal to the east coast, it was brought out.
The maritime panel recommended that this
meeting be the first step in a continuing process
of industry-government cooperation for Amer
ica's future energy transportation policy.
L '"'
Towing Industry to Grow
There was also a detailed examination of the
inland waterways and their important role in the
Transportation Institute President Herbert Brand, on the right, and SlU's Chuck Mollard, farleft,
were among a panel covering all segments of the maritime industry, which met with government
officials to discuss energy transportation policy.
January 1979 / LOG / 9
I
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on the
at Sea will hold two"^"^"^^*^
preparation for the upcomT'"^^
of Life
month i!^
Marr^ Coordinating Co'^SS^-'
PUrpose*hlps,TtIclLdit?''''^''t'®'^"®'°''onspecial
und Offshore's'uppt^S"?"' "orchant'shlps
apnda will be an exf,^ „
"""" on the
"board merchant shtps
"oise leve?
are also
Bans for survival craft radio!
The Working Groun nn o ^,?"'Pment.
meet to discuss extension of Ih ^^^micaJs will
Code to cover PolIutTorp.^tm^"^^ Chemiea;
the Code s provisions
,®ms and to unifv
nations in controlling the dkrh""^^
ah
^uid substances.
of noxious
».?• KS" «»/:,«
agenda wiM »,«»
Washington. InclnH^^ ^ ^
e«ingT^ COMMISSTOX
"O'-.
ports and «aiT'.?,!.1"f *•"""» drafts
f
mp,S'
"««o»
""-led ,0
"•"»•«.i
P LOG / January 1979
�SlU Benefit Plans Paid Out
$29 Miiiion in 1978
The Log is Proud to report that in 1978 the Seafarers Welfare, Pension and Vacation Plans paid out a
total of $29,313,788.87 in cash benefits to eligible members and their dependents. This is an all time oneyear high, and is reflective of the Union's constant efforts to improve the level of security enjoyed by all SlU
members. Below is a breakdown of the benefits and amounts paid out by our Benefit Plans in 1978.
SEAFARERS WELFARE, PENSION, AND VACATION PLANS
V
CASH BENEFITS PAID
ELIGIBLES
Death
In Hospital Daily @ $1.00
In Hospital Daily @ $3.00
Hospital & Hospital Extras
Surgical
Sickness & Accident @ $8.00 ....
Special Equipment
Optical
Supplemental Medicare Premiums
DEPENDENTS OF ELIGIBLES
Hospital & Hospital Extras
Doctors' Visits in Hospital
Surgical
Maternity
Blood Transfusions
Optical
Special Equipment
PENSIONERS & DEPENDENTS
Death
Hospital & Hospital Extras
Doctors' Visits & Other Medical Expenses
Surgical
Optical.......
Blood Transfusions
Special Equipment
Dental
Supplemental Medicare Premiums
Scholarship Program
Total Seafarers Welfare Plan
Total Seafarers Pension Plan
Total Seafarers Vacation Plan
Grand Total For 1978
I.
NUMBER
AMOUNT
12/31/7712/31/78
12/31/7712/31/78
140
5,588
2,694
316
56
65,117
22
1335
302
5^669
1,165
I »495
224
8
1,129
—
2,938
1»667
^
26,966
609,437.25
5,496.00
8,358.00
77,528.95
9,779.77
520,938.00
7,191.91
45,597.88
13,438.00
2,200,177.16
68,421.06
290,641.66
86,894.65
687.00
36,840.22
645,601.33
656,576.23
74.355.31
45.521.32
23,934.89
499.80
7,161.55
3,681.64
226,365.10
63,559.23
118,112
34,352
13,210
$7,884,805.99
$8,962,017.81
$12,466,965.07
165,674
$29,313,788.87
January 1979 / LOG / 11
�fNiC Takes 1st Step to Harness Russian Rates
The first test of the hard-won, SIUbacked Controlled Carrier Bill, which
was designed to harness the predatory
rate-cutting practices of the Soviet fleet,
was kicked off by the Federal Maritime
Commission last month.
Restoring the American flag fleet to a
competitive standing in the U.S. foreign
trade has been aJong-time priority of
the Sll). When the Controlled Carrier
bill was passed by Congress, SIU
President Paul Hall hailed it as "a
significant breakthrough in our efforts
to secure fair and equal treatment for
the U.S. merchant marine."
Under the authority of the bill,
recently signed into law by the Presi
dent, the FMC has proposed "suspend
ing, rejecting or cancelling," the tariffs
filed by the Russian government-owned
Baltic Shipping Co., which could
effectively bar the company from U.S.
ports.
Baltic has refused to comply with the
FMC's repeated requests for informa
tion about its rates and shipping
practices in the U.S. Atlantic & Gulf
European trades, which reaffirms the
Commission's belief that the Soviet
company has been violating U.S.
maritime laws and creating conditions
unfavorable to the foreign trade of the
U.S.
FMC Chairman Richard J. Daschbach said Baltic is suspected of "inten
tional and widespread misrating of
cargo . . . entering into unknown and
unfiled agreements with other ocean
carriers ... and habitual noncompliance
with tariff provisions on space
charters."
SIU Files Complaint Against
Ship Commissioner
On November 15, 1978 the crew of the
SlU-contracted Transcolumhia (Hud
son Waterways) were looking forward
to an afternoon payoff in Mobile,
Alabama. Many had already purchased
plane tickets and were ready to fly out
that same evening.
But, even though 4 p.m. had been
agreed upon and set as the time for the
payoff, the Seafarers' plans were to be
disrupted by circumstances beyond
their control: the arbitrary actions of
the Shipping Commissioner assigned to
the Transcolumhia.
The Commissioner had come aboard
the Transcolumhia for the 3 p.m. payoff
of the ship's officers. But he left shortly
thereafter, saying, "1 will return at 4:30
because I have another ship." Unfortun
ately, he wasn't true to his word, nor did
he attempt to initiate communication
with the ship to inform the crew that he
would not, in fact, return until 9 a.m. the
next morning.
The Transcolumhid's crew was finally
paid off the next day, but not until after
they had been grossly inconvenienced
by the Shipping Commissioner. Plane
reservations had to be canceled, and
additional expense was incurred in
obtaining accommodations ashore (the
ship's plant had been shut down in
preparation for lay-up).
The SIU immediately filed a formal
complaint with the Coast Guard on
behalf of the crew of the Transcolumhia.
In his letter of complaint, SIU Execu
tive Vice President Frank Dro/ak stated
that, "we feel that this crew was treated
very unfairly and improperly. Payoffs
and sign-ons arc not to be made for the
convenience of port officials. They have
a public service to perform."
Crew members should never be
treated as were those on the Trans
columhia, especially by individuals who
are supposedly public servants. We trust
that, because of the quick response by
the SIU in backing up its members,
this kind of situation will not soon
reoccur.
Members of the SIU are advised to
contact their nearest Union rep, as soon
as possible, should they encounter
similar unjust or inconsiderate treat
ment at the hands of any individuals
whose duty is to a.ssist, rather than
hinder, seamen. We do our jobs, they
should do theirs.
"We do not take this action lightly,"
Daschbach said, referring to the
proposed suspension of Baltic rates.
"We have been trying to achieve Baltic's
cooperation with our investigation for
over eight months. We intend to use
every remedy at our disposal to achieve
adherence with U.S. law by any carrier
operating in our foreign commerce."
Company Keeps Hedging
In April of 1978, the FMC issued its
first request for information on Baltic's
rates in container and roll on/roll off
cargoes moved between U.S. ports and
Northern Europe.
So far, Baltic has responded to the
FMC's requests with what Daschbach
called "all kinds of legal mumbo
jumbo." The company contends it has
made an "utmost good faith effort" to
produce the documents the FMC wants
but Baltic insists these papers are
located abroad and they are having a
hard time getting European govern
ments to release them.
The FMC's move to suspend Baltic's
tariffs has met with violent objections
from the Russian-owned company. In a
strongly worded letter of protest,
Baltic's legal counsel charged the
Commission with "improper, illegal"
procedure and urged the Commission to
withdraw the proposed rate suspension.
I he letter claims that the FMC has no
hard prool that Baltic violated any U.S.
maritime regulation. "The Commis
sion," Baltic stated, "has made no
findings, but has only speculated that
unfair conditions, 'may' exist."
'The mere issuance of the proposed
rule," the letter goes on, "that may under
certain conditions prevent Baltic from
operating in all the U.S. trades, has
already resulted in irreparaple injury to
Baltic's business and reputation. Failure
to withdraw the rule will add to such
injury."
Ihe FMC, however, is concerned
with the injury illegal, rate-slashing
practices cause to the U.S. fleet. Baltic's
continued refusal to comply with the
Commission's requests for information
means the Commission "cannot ade
quately protect the merchant marine of
the U.S. from unfair and illegal
competition and cannot safeguard the
foreign trade of the U.S. against
instability."
Soviets Were Running Wild
Until the Controlled Carrier bill
became law, there was no legislation to
keep the Soviet fleet from winning
increasing shares of U.S. cargoes
through their anti-competitive rate
cutting tactics.
Now, however, the Commission can
exercise the options of the legislation by
excluding any foreign flag company
refusing to comply with U.S. law from
the U.S. foreign trades "until such time
as they can be effectively regulated."
The Union is optimistic that the
FMC's first effort under the Controlled
Carrier legislation's authority, will
prove to be an important step in
bringing the rates of the Russian fleet
back into line.
Here are some very
good reasons for
upgrading to
American Heritage Committee
Course Starts March 1
The supertanker American Heritage paid off in the port of New York at Stapleton
Anchorage on Jan. 5,1979 after a run from St. Croix. Ship's committee members
and another member of the crew, from the left are; Awad Abdulla, general steward
utility; Chief Steward Marvin Deloatch, secretary reporter: Recertified Bosun
Alfonso Armada, ship's chairman; Chief Cook Teddy Aldridge, steward delegate;
QMED Al Burroughs, engine delegate, and AB Joseph Olson, deck delegate.
12 / LOG / January 1979
To enroll, contact your SIU
Representative or the
Hcwry Lundeberg School.
�SlU Input Secures Strong u^. Proposal to IMCO
When the
the Interirovemmpntnl
Intergovernmental Mar!.
Mari
time Consultative Organization confe
rence gets underway in London this
month, the U.S. delegation will be
presenting a strong proposal on world
wide safety and manning standards for
merchant vessels.
The solid proposal, finalized at a
meeting of the U.S. delegation in
Washington last month, is the endproduct of months of work hy the SlU
and other maritime unions.
Because of the worldwide significance
of the IMCO conference, which will
eventually set manning levels governing
almost every merchant vessel afloat,
the SIU has fought hard to have the
U.S. proposal link minimum manning
requirements with maximum health
and safety for the crew of merchant
vessels.
SIU representatives including John
Fay, Philadelphia port agent; Red
Campbell, New York rep; and Charlie
Nalen, director of<• vocationali .j
education
at HLS, also submitted an addendum to
the Union's document which outlines the
specialized duties and responsibilities of
all key rated shipboard personnel.
Included in the Union's revised po
sition paper was language stating our
position that the bosun is a day worker
and should not stand a watch.
"The bosun," the SIU's position reads,
"should be a day worker to allow him to
supervise the activities aboard the vessel
and to conduct maintenance work. He
should thus not be roped to a watch."
Another attempt to amend the U.S.
proposal, launched by the American
Institute of Merchant Shipping, con
cerned the management group's objec
tions to the application of the threewatch system on all vessels above 1600
gross tons.
But the Coast Guard's Chief of
Merchant Marine Safety, Admiral Bell,
overruled AIMS' objections, saying that
•
"three-watch was acceptable and was
also U.S. policy on ships above 1600
gross tons."
The SIU was alone among the
maritime unions present, however, on
the issue of including minimum man
ning requirements for vessels below
1600 gross tons.
The other unions, including the
Marine Engineers Beneficial Assoc., the
National Maritime Union and the
Masters, Mates and Pilots, persisted in
focusing on standards for vessels above
1600 gross tons, even though, as John
Fay pointed out, "the dangers of
improperly manned foreign vessels
coming into U.S. ports are just as great
for small as for large vessels."
(John Fay will be the SIU's represen
tative to the London IMCO conference,
taking the place of SIU Vice President
Earl Shepard who died last month.)
Over the months, the SIU has worked
hard to make sure the U.S. proposal on
manning levels mirrors maritime labor's
goals by taking into account the
physical and psychological needs of the
crew. Some key points of the proposal
are:
• An eight hour workday with a
three-watch system applying to the deck
and engine departments on all seagoing
ships, including small ships used on
international or near coastal voyages.
For the safety of the vessel, neither the
master nor the chief engineer should be
assigned to a watch.
• Adequate manning to cope with
both peak workload conditions and
emergency situations.
• Consideration of human endur
ance so that manning requirements in all
departments do not fall to a level where
a seaman's health or safety is jeopar
dized. This includes manning levels in
the steward department which plays an
important role in determining the
overall health and hygiene of the crew.
9 SlU-Manned >MSC Tankers on the Bidding Stock
Nine SlU-crewed Military Sealift
Command (MSC) tankers, presently
operated by the private sector, are up for
grabs. The present contracts on the nine
ships expire in the near future.
This potentially detrimental situation
underscores the hard fact that very few
things are guaranteed in our business;
that nothing can be taken for granted;
that the fight for jobs and security is
never over.
The ships in question include five T-5
tankers, the USNS Maumee, Shoshone,
Yukon, American Explorer, and the
USNS Potomac. All of these ships were
built between 1956 and 1959 and have a
cargo capacity ranging from about
24,300 deadweight tons to 27,470 dwt.
All of these T-5 tankers are govern
ment-owned, except the Potomac which
is bareboat chartered from Keystone
Shipping Co.
The other four tankers in question are
the fine Columbia-class ships USNS
Columbia, Neches, Hudson, and Sus
quehanna, all under bareboat charter to
the MSC. These 672-foot tankers were
built in the early 1970's and each has a
cargo capacity exceeding 37,000 dwt.
The MSC has already requested that
bids be submitted for the crewing and
Montpelier Victory Committee
operation of these tankers. Apparently
the MSC itself will be in the running,
offering its own sealed bid for Civil
Service manning of the ships. A number
of SIU companies will be putting in bids
for these ships, and it is hoped that they
will remain SlU-crewed after the bids
are opened in late April.
The MSC will base its decision, as to
who will receive contracts for these
ships, on other factors besides the actual
bids received. For instance, training of
crews and performance reputations of
those submitting bids are taken into
consideration.
The odds should be with the SIU
when the final decisions are made—if
professionalism is indeed taken into
consideration by the MSC. The SIU's
training facility for unlicensed seamen
in Piney Point, MD.—the Harry
Lundeberg School—is considered by
those in Maritime to be one of the finest
such facilities in the world.
If a crew evaluation by one of the
MSC's long-time skippers — Capt.
Morris Sullivan—is taken into consid
eration, so much the better for the SIU.
Sullivan published an article in the
MSC's own publication, "Sealift", in
which he praised several of the SIU crew
members of the USNS Columbia, one of
the tankers presently in question. (See
the December Log for a more detailed
summary of Capt. Sullivan's article.)
But, as we said before, nothing's
certain in our business. WeH just have
to wait and see, and hope that the MSC
does take everything into consideration
when the forthcoming contract deci
sions are made.
The new tanker contracts will deter
mine the crew aCfiliation of the nine
MSC tankers for the next five years.
I Dead as Boat Runs Up On
It didn't look like the day of New
Sunken Barge
Years Eve would be anything but
With the help of SIU Patrolman Ted Babkowski, seated, the SlU-manned tanker
Montpelier Victory paid off at Stapleton Anchorage in the port of New York this
month. Here are her ship's committee and some other crewmembers. They are,
from the left: Allan Greenwood, wipenJohn McCabe,engine delegate; Allen Lewis,
deck delegate; Angelo Deleza, steward delegate: Cline Galbraith, educational
director; Ubie Nolan, ship's chairman; Louie Sico, day man, and John "Buffalo"
Orloff, engine utility.
routine for the SlU-contracted boat
Owen Childress (American Commercial
Barge Line) as she pushed a string of
empty coal barges down the Ohio River.
But when dawn broke on the last day
of 1978, the Childress had run up on an
unmarked sunken barge 13 miles
downstream from Owensboro, Ken
tucky, taking one of her ten crewmen
down with her.
The tug's cook. Boatman Mike
Vandenabeele was the only crewmember not accounted for in the wake of the
accident. The rest of the Childress' ten-
nsRatdiiirs ReiiiPl fir Greil lakis
DECEMBER 1-31, 1978
noiAL REGISTERED
All Groups
Class A Class B Class C
TOTAL SHIPPED
All Groups
Class A Class B Class C
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Algonac (Hdqrs.)
20
11
7
32
54
13
ENGINE DEPARTMENT
29
Algonac (Hdqrs.)
18
8
1
22
27
1
STEWARD DEPARTMENT
21
Algonac (Hdqrs.)
4
2
1
10
10
0
ENTRY DEPARTMENT
Algonac (Hdqrs.)
22
60
16
0
0
^
Totals All Departments
64
81
25
64
91
14
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
20
67
44
77
86
63
man crew were picked up unharmed by
another SIU boat, the Henry D. (Inland
Tugs), which saw the Childress begin to
founder and rushed to aid the crew.
Divers took up a search for Vanden
abeele almost immediately but rescue
operations had to be suspended as the
high water, rising at the rate of about 2'/^
feet an hour, made salvage attempts
futile.
In an effort to calm the turbulence of
the river and allow retrieval operations
to continue, the Army Corps of
Engineers began regulating the river's
flow through the Newburgh Dam.
However, a Corps spokesman said the
flow regulation maneuver "was not very
effective," and hopes of recovering
Vandenabeele's body dimmed.
The harsh, unpredictable river condi
tions were cited by ACBL spokesmen
and Coast Guard officials as the reason
the 580-ton Childress hit the sunken
barge in the first place.
The barge, which had gone down off
Newburgh, Ind., last year, had been
marked with a Coast Guard buoy. But
an ACBL spokesman said the buoy
"was not there when the boat hit it,"
adding that the marker had apparently
"been swept away by recent flood
waters."
Though the accident occurred on
Dec. 31, it wasn't until Jan. 3 that the
Childress sank completely. The boat's
galley and engine room went down at
the time of the collision, while the bow,
supported by her tow protruded from
the water for another three days.
January 1979 / LOG / 13
�if -
-"' ii'.rrfiiM-"*^ -
SAB Reinstitutes Bosun Recertification Program:
Three Classes To Be Held in 1979
The Seafarers Appeals Board,
acting under and pursuant to the
Collective Bargaining Agreement
between the Union and the various
Employees, has taken the following
action to reinstitute the Bosun's
Recertification Program for 3
classes to be held this year:
THAT WHEREAS, the Bosun's
Recertification Program was tem
porarily suspended in June 1976
(SAB Action No. 204) when a total
of 402 Boatswain's had been recerti
fied to fill the number of Boatswain's
jobs available on contracted vessels,
and
THAT WHEREAS, due to retire
ment, death, or other reasons, there
is a need for a limited number of
additional re-certified Boatswains to
fill the present number of Boat
swain's jobs on contracted vessels,
therefore be it;
Resolved that, the Bosun's Recer
tification program will be reinstituted on the following dates:
• Class I—May 7 through June
30, 1979.
• Class II—August 6 through
September 30, 1979.
• Class III—October 8 through
November 30, 1979.
Each class shall be comprised of
twelve seamen selected by the
Bosuns Selection Committee, in the
same manner as was done prior to
the suspension of the Program in
June 1976.
The eligibility requirements shall
be as follows;
A.) Class A seniority.
B.) At least one year seatimc as
Bosun aboard SIU (AGLIWD)
contracted vessels.
Port of New York following the
monthly membership meeting with
all seamen registered as Recertified
Boatswains or Certified Boatswain,
for the purpose of selecting a three
man Committee, to be designated as
the Bosuns Selection Committee,
who the following day at the office
of the Seafarers Appeals Board shall
review all applications submitted to
the Seafarers Appeals Board re
questing participation in the Pro
gram.
• After due consideration to all
applicants, twelve seamen and
twelve alternates will be selected to
each class. Alternates will be offered
any openings caused by the unavail
ability of the twelve designees to
accept participation.
C.) Endorsement as a Green
Ticket Able Bodied Seamen, any
waters, unlimited. However, seamen
who because of any condition such
as eyesight, etc., are unable to pass
the A.B. physical examinations but
are already certified to ship as Bosun
pursuant to Rule 5.A.4. (a) of the
Shipping Rules, need not have such
endorsement.
Those members who do not meet
"B" and "C" qualifications at
present, but who have sailed 36
months as A.B. after May 1979 will
be qualified to make application for
this Program, or seamen who
possess a certificate of satisfactory
completion of the Harry Lundeberg
School of Seamanship entry rating
training program and possess a
Green (unlimited any waters) Able
Seaman endorsement shall be con
sidered as qualified.
The Seafarers Appeals Board
shall have the authority and power
to regulate the admission of appli
cants to this Bosuns Recertification
Program.
D.) A clean employment record
aboard ship. No performers or
narcotics users of any type should be
accepted into this Program.
E.) A Boatswain who has been
removed as Ship Chairman will not
be eligible for recertification.
The following procedures shall be
adhered to during the course of this
Program:
• On the first Monday, following
the first Sunday in the month of
April, July, and September, a
special meeting will be held in the
1£ you know reefer maintenance,
you can make good money.
So be a refrigerated container
mechanic. Take the course. Get
the skills. Enroll now! See your
SIU Representative or contact:
Harry Lundeberg School
Piney Point, Maryland
20674
Phone: (301) 994-0010
Refrigerated Container
Mechanic Course
Starts March 5
• The Bosuns Selection Commit
tee shall strive to provide a fair
distribution of participants for the
various areas: East Coast, West
Coast, and Gulf. They shall consider
the applicants seatime as Boatswain
and seatime in other deck ratings,
his performance aboard ship, his
aptitudes and abilities.
• The designees selected by the
Committee shall be final. Any
complaints regarding selection shall
be determined by the Seafarers
Appeals Board.
• Applications for the Program
will be made available to all inter
ested seamen at the various hiring
halls or upon written request from
the Seafarers Appeals Board on or
about February 1, 1979.
MB^herhood m Actlorv
.for SIU members with an alcohol problem
Seafarer Larry Quantz of New York
has found the help he needs to turn his
life around and stop drinking by coming
to the Seafarers Alcoholic Rehabilita
tion Center.
Brother Quantz works on ocean
going vessels in the deck department
and has been a Union member since
1965. He commented, "1 realized that the
alcohol was taking control of my body
and I needed to get some help. I would
probably be dead now if it weren't for
the help I got at the Center." He went
through the program at the Center and
•
-v i
Seafarer Larry Quantz
I
says, "I have had a transition in my life.
It is hard to get back into the swing afjer
drinking for so long, but I have help
now."
Seafarer Quantz not only received
help from the Center but daily gets help
from his Alcoholics Anonymous litera
ture. He said, "I take each day one at a
time. If I want to have a drink, I can call
up my sponsor in AA or my friends. 1
also have literature to read. These help
me to get over wanting to have a drink."
Since he completed the program at
the Center, Brother Quantz has done
more to help himself. He recently
completed the LNG Safety Course at
the Lundeberg School and he is looking
forward to working on an LNG vessel.
Brother Quantz said, "My life with
alcohol was a mess and I don't want to
start drinking again."
If you think you have a problem with
alcohol. Brother Quantz suggests that
"you should just call the Center. They
can help you find out if you do have a
problem. If you have the desire to stop
drinking and stay sober, then y.ou
should come to the Center. They've
helped me."
To contact the Seafarers Alcoholic
Rehabilitation Center, call (301) 9940010 and ask for the Center, they are
there when you need them.
Alcoholic Rehabilitation Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center, I understand that all my medical and counseling
records will be kept strictly confidential, and that they will not be kept
anywhere except at The Center.
Name
I
Book No.
Address
(Street or RED)
(City)
(State)
I
Telephone No. ...,
Mail to: THE CENTER
Star Route Box 153-A
VaUey Lee, Md. 20692
or call, 24 hours-a-day, (301) 994-0010
14 / LOG / January 1979
(Zip)
j
I
I
�Ponce Crew Save 3 Near Death in Heavy Seas Xmas Day
Christmas Day at sea off the Bahamas
was as rough and stormy as the two days
that came before it. It was a day of
pounding, heavy seas, rain and dark
skies that threatened more of the same.
The Bahamian storm warnings of
Dec. 25 will not be remembered in years
to come. But Christmas Day, 1978 will
never be forgotten by the crew of the
SlU-manned S.S. Ponce (Puerto Rico
Marine Management), or by the three
shrimp fishermen who were pulled from
the sea in time to share the crew's
Christmas dinner.
The> containership Ponce was about
two days out of San Juan, P.R., enroute
to Jacksonville, Fla., when A.B.
Anthony Aronica spotted seaweed and
floating timbers about a half mile from
the ship.
Closer inspection of the area turned
up the sight of three men adrift in a
small, aluminum skiff. Capt. Joseph
Adams turned the Ponce around and
Bosun Basilio Maldonado launched the
#2 lifeboat,mannedby SIU members AB
Tom Glenn, AB E. Driggers, AB Otis
Buffinton and wiper W. Guerrin.
It took 45 minutes of hard work in
rough seas to reach the three-man crew
of a sunken shrimp trawler who, Capt.
Adams said, "had been in the water
three days and were about done."
The three survivors of the shrimp
boat Ginger B. had taken their trawler
out from Cape Canaveral, Fla. when,
encountering heavy seas, the boat
became disabled and began sinking.
Abandoning their boat, the fishermen
Notice to Members
On Shipping Procedure
When throwing in for work dur
ing a job call at any SID Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
boarded the emergency skiff which
drifted further out to sea. When the
Ponce rescue crew picked them up, AB
Glenn said, "the three men were sitting
in water up to their waists. The
emergency boat was broken in two, and
the only thing holding it up was the
built-in flotation under the seats."
AB Otis Buffinton added, "the boat
looked like it couldn't hold up another
day due to the pounding of the rough
seas."
While the rescue crew was making
their way to the Ponce, the steward
department, under chief steward
Harvey Ridgeway, made preparations
to feed the fishermen who had been
without food for three days.
"After resting the afternoon away, the
survivors enjoyed an excellent Christ
mas supper," Capt. Adams said.
The entire crew came to the assistance
of the three men who, the captain
reported, were "in good condition
although suffering slightly from ex
posure."
In a letter to SIU Executive Vice
President Frank Drozak commending
the actions of the crew during the rescue,
Capt. Adams cited AB Aronica as "the
initial cause of the whole rescue. He
should be given due credit."
"The whole affair was well done and I
express my appreciation to all who
participated," Capt. Adams continued,
adding, "1 believe every man aboard
feels we were given a special Christmas
gift in saving the lives of three unfor
tunate fellow seamen."
Also full of praise were the three
fishermen, Ernest Caldwell, Dennis Foti
and Gerrado Rivero, Jr., who told the
crew, "The three of us owe you our lives
and we'll never forget the happiest and
luckiest day of our lives."
The crew of the Ponce agreed with
Caldwell, Foti and Rivero when they
said: "We'll always remember Christ
mas day of 1978."
S-L Galloway Committee
The Ship's Committee of the Sea-Land Galloway gather for photo at a payoff this
month in Port Elizabeth, NJ. after run to Rotterdam. They are from the left (stand
ing): Steve Carr, deck delegate; Recertified Bosun George Burke, ship's chair
man; Morgan Carroll, steward delegate and Chief Steward Oscar Smith,
secretary-reporter. Kneeling (left) is Bob Harris, engine delegate and (seated
right) is Headquarters Patrolman Teddy Babkowski.
No Licensing Course For Boatmen In
The Country Stacks Up To
The Transportation Institute
Towboat Operator Scholarship Program
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
Ursited States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
Deposit in the SIU
Blood Bank—
It's Your Life
Special curriculum offered only at MLS
Room, board and books free
Tuition Free
Weekly stipend of $125
Time spent in on-the-job training counts as the equiv
alent of wheeihouse time
Day-for-day work time credit for HLS entry graduates
ij
To apply, contact HLS or your SIU Representative
Applications must be received by March 9
Program starts April 9
January 1979 / LOG / 15
�f
At Sea 1/ Ashore
SS Ponce
The Sea-Land containership S. S. Ponce came to the end of the road recently at
the hands of Hong Kong shipbreakers, after a useful career that spanned 34
years. Launched in North Carolina as the Santa Leaner in 1944, she was
lengthened from 436 feet to 480 feet in 1960. By now she's no more than a pile of
razorblades . . . and a memory to those who knew her.
Delia Sud
One of Brazil's leading exports is lumber and other forest products. Vast
quantities of these products are regularly shipped to the U.S. from such ports as
Rio, Santos, Belem, and Paranagua in such SlU-contracted vessels as the Delta
Sud. Though these products have a dollar value to the Brazilian economy of
more than $140 million annually, coffee is still Brazil's number one export with a
value of over $2 billion each year.
Philadelphia Boatman
Got His Act Together at HLSS
Philadelphia has some of the best job
opportunities for tugboatmen on the
East Coast. But after 14 years working
as a deckhand in the port, John "Jake"
Joyce took advantage of the best piece
of the action.
Five years ago. Brother Joyce en
rolled in the First Class Pilot's course at
the Harry Lundeberg School. Since
then he has been working under that
license—for higher pay and twice as
many job opportunities.
The license allows Joyce to take a job
either as mate or captain. As captain he
makes a lot of extra money using his
skills as a docking pilot, boarding and
bringing ships into the harbor.
Looking back at his career, Joyce
Buenaventura, Colombia
In this day and age, merchant ships are still subject to attack by the infamous
robbers of the sea—pirates! So it was reported from this South American port
city recently.
The British cargo ship Fi-Ragle was attacked by a gang of about 15 pirates as
she lay at anchor off Buenaventura. The pirates boarded the ship from three
launches, taking advantage of the dense fog to overpower the ship's crew.
Spotted by police as they were unloading part of the ship's cargo of electrical
and sports equipment, the pirates were driven off after a brief exchange of
gunfire.
Most of the pirates escaped, though two were captured and some were killed.
None of the police or crew members of the Fi-Ragle were injured, according to
the report.
Boatman John "Jake" Joyce
feels he might still be a deckhand
without the help provided by the SIU
and the Lundeberg School.
"I made three different attempts to
study for the license exam, but I just
couldn't get my act together on my
own."
He found that the School provided a
"good atmosphere" for study, rein
forced by his close classroom group.
Joyce and five other SIU Boatmen from
Philadelphia took the First Class Pilot
course in August, 1973, the first of its
kind ever offered at the School.
"It helped a lot being part of a group
who were all striving toward the same
goal," he said. "And thanks to the
School staff, we all reached it."
The men had originally enrolled in a
Mate and Masters course. But they
found out while they were at Piney
Point that the companies they were
working for had the greatest need for
First Class Pilots. "The people at the
School created a class for us in a matter
of days," Joyce explained.
The five other Boatmen in the course,
who like Joyce, all passed the difficult
three and one-half day licensing exam
are: John Wozunk, Virgil Quillen,
Frank Auerswald, Phil Ayers and Ed
Hultz. All are now working under their
licenses in Philadelphia.
Joyce lives in the city with his wife,
Joan and his two children Kathy, 10years old and Jack, 8.
Madrid, Spain
According to reports received from the Spanish capital earlier this month,
another major accident involving a supertanker has occurred with loss of life and
heavy spillage of Iranian crude oil.
The Greek-registered Andres Patria had been carrying 208,000 tons of oil
when her hull cracked open vertically in heavy seas off the northwestern coast of
Spain. The crack apparently touched off an explosion and fire which forced most
of the ship's crew, and a few passengers, to take to the lifeboats.
The heavy seas and gale-force winds caused the subsequent loss of all those
who attempted to leave the ship in lifeboats. Tragically, only three of the 32
persons aboard the ship were rescued in the accident. The three survivors had
stayed on the ship and were later rescued by a Spanish helicopter.
London
Merchant ship losses for the first quarter of 1978 were recently released by
Lloyd's Register of Shipping. Not surprisingly, the registries indicating the
greatest accidental ship losses were Liberian, Greek, and Panamanian. Ships
with Japanese registry also showed a high accident rate in that same time period.
Well over one-third of all ships lost accidentally worldwide—41 out of a total
103 ships—were either of Liberian, Greek, or Panamanian registry. Twentyfive vessels of Greek registry, some 206,871 ton's worth, was by far the greatest
accidental loss suffered by any single registry.
With statistics like this, we can only conclude that these "flag-of-convenience'
registries must be doing something wrong—and consistently.
Isle of Man
Great Britain's Isle of Man may become the home of a new "flag of
convenience" registry some time later on this year. The Isle of Man House of
Parliament is presently working on plans to set up a shipping register, which
would be administered through the Isle of Man Harbor Board.
The Harbor Board has already declared that its ship standards would be as
strict as those enforced by the rest of Great Britain, which would immediately set
it apart from other so-called "flags of convenience" registries. The new registry
would, however, provide greater tax concessions for ship owners than they might
presently enjoy.
One other sales pitch, already being used by the Isle of Man, is that its registry
would be backed up by a political system more stable than that seen in other flag
of convenience countries.
SS Borinquen
Proof of the spirit of brotherhood that exists amongst Seafarers was again
exhibited not long ago when the crew of the Borinquen voted to take up a
collection for former shipmate Andres Ortiz Maldonado, an AB, and his
family. Maldonado's daughter, Clemintine, was accidentally killed late last year
in New York.
Heartfelt condolences arc extended by all Seafarers and Union personnel alike,
at sea and ashore, to brother Maldonado.
16 / LOG / January 1979
. . AND MAKE MONEY. The cargo doesn't move without the
skill and say-so off the Chieff Pumpman. He's top man. So he
earns top dollar ffor his skills.
Get those skills.
Get your Chieff Pumpman endorsement.
Take the Pumproom Maintenance and Operations course at
HLS. it starts April 16.
To enroll, see your SIU Representative or contact HLS.
�Si
6 Up From the Foc^sle/ Ready for Their Next Step
The examinations were over.
The new candidates for Chief En
gineer and First Assistant were coming
back, one by one, to their classroom in
the MEBA District-2 Upgrading Center
in Brooklyn, N.Y. Here they had
prepared for their Coast Guard ex
aminations over the last several weeks.
Now, as they relaxed with a cup of
coffee, or thumhed hopefully through
their lesson books, it was a time of
sudden relief coupled with just a bit of
anxiety. It would be a time of celebra
tion for most -if not all of them—when
the grades finally came back. A passing
grade would represent yet another
milestone in their merchant marine
careers.
Six of the upgraders had one thing in
common besides their experience in a
wide variety of ship enginerooms. They
had all come up, the hard way, from the
unlicensed ranks as SlU members. Most
of them had started out in the SIU as
wipers, entry level jobs on the engineroom totem pole. Now they were all
waiting to be upgraded either to First
Assistant or Chief Engineer.
A common theme ran through the
LOG'S conversations with all the
upgraders: education is the key to
success. And all agreed that the SIU had
provided them witTi the educational
opportunities and incentives that made
the milestones come more easily.
"If it weren't for the SIU", admitted
Eugene Bunting, candidate for First
Assistant, "1 wouldn't be sitting here
right now." Bunting explained that it
" was the Union's emphasis on education
and upgrading that got him started on
the road to his initial engineer's license.
Bunting, 45, joined the SIU in the port
of Baltimore in 1964. With the Union
backing him up, he upgraded to Third
Assistant three years later, then to
Second Assistant in 1973. Passing on
knowledge he had learned along the
way. Bunting taught courses to Sea
farers hoping to upgrade to FOWT,
while he himself was preparing to sit for
his First Assistant's license.
Another former SIU "black ganger",
Richard Goetze, 42, joined the Union in
1966 as an oiler-fireman after putting in
four years with the Navy. Goetze
upgraded to Third Assistant in 1968,
just in time to help alleviate the shortage
of engineers needed for the Vietnam
Scalift. Now, having finished his exam
for Chief Engineer, Goetze reflected
back on his years with the SIU,
especially his days on the Steel Advo
cator on the "pineapple run".
"I had a terrific time on that ship",
Goetze said, the strain of the exam
ebbing away as he thought of Hawaii
and other places visited with the
Advocator, "I had a terrific time."
But time wisely spent in upgrading
can be as satisfying as the best experi
ences at sea. Harry Payne, 38, a
candidate for First Assistant Engineer
who started with the SIU as a wiper in
1959, advised all Seafarers to "take
Eugene Bunting is in the MEBA engineer
upgrading classroom after taking his exam
for first assistant engineer.
advantage of all the educational facili
ties of the SIU."
The Log spoke with one other
eandidate for First Engineer, Ed
Bender, who had first joined the SIU as
a wiper in 1955. Bender, 42, shipped
with the Union for 13 years before
upgrading to engineer in 1968. Like
Bunting, Goetze, and Payne, he found
himself on the Vietnam Sealift shortly
after receiving his license.
All of the upgraders spoke positively
of the changes taking place in the
merchant marine. "I like it," said Harry
Payne, "the modernization of the ships
is the way it should be."
Richard Goetze, a former SIU oiler-fireman,
relaxes with a cup of coffee after taking his
Coast Guard exam for chief engineer.
All of these men clearly demonstrate
that getting ahead in the merchant
marine is possible for those willing to
work at it. The SIU offers its members
many opportunities to further their
careers through the Harry Lundeberg
School and its other educational
programs.
As First Engineer candidate Ed
Bender pointed out, "The opportunities
arc unlimited—it's all up to you."
Ed Bender, once an SIU wiper, is in the
MEBA Upgrading Center after returning
from his first assistant engineer exam.
Dispatchers Report for Inland Waters
DECEMBER 1-31, 1978
noiAi REGISTERED
All Groups
Class A Class B Class C
Port
Boston
New York
Philadelphia.
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Pue/toRico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
0
0
0
3
0
0
3
5
1
0
0
0
0
4
3
0
7
16
1
43
0
0
0
8
0
1
0
0
0
0
I
0
0
4
5
0
15
27
2
63
0
0
0
2
0
3
1
3 .
10
0
2
0
4
7
46
0
9
0
26
113
**REGISTEREDON BEACH
All Groups
Class A Class B Class C
0
0
0
1
0
0
O
2
3
0
0
0
0
3
6
0
3
16
1
35
0
0
0
5
0
0
0
1
2
0
0
0
0
6
6
0
11
27
2
0
0
0
o
0
0
0
7
4
0
Q
0
1
5
18
0
4
0
13
60
52
0
0
0
4
0
2
10
6
1
0
1
0
0
7
7
0
7
0
2
47
0
0
0
12
0
3
0
7
3
0
6
0
0
8
6
0
14
3
1
63
2
0
0
7
0
3
1
16
12
0
5
1
12
5
98
0
13
0
62
237
0
0
0
1
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
2
ENGINE DEPARTMENT
0
0
0
0
0
0
0
0
1
0
0
0
0
3
0
0
0
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
-0
0
0
1
0
0
0
0
0
0
0
0
2
0
0
0
1
0
0
0
0
0
0
3
Port
Boston
New York
Philadelphia....
Baltimore...
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Loui^
Piney Point
Paducah
Totals
:
TOTAL SHIPPED
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Totals All Departments
Former SlUer Harry Payne sits behind a
row of books which helped him prepare for
his first assistant engineer exam.
Speaking of the new ships, Eugene
Bunting remarked that, "We're learning
more with the new types of ships. It's not
the same old drag. It's interesting to
learn how all the new equipment
operates."
There were two other former SIU
members who had not yet returned from
their exams when the l.og visited the
MEBA Upgrading Center. Kendrich
Drury, 43, was going for his Chief
Engineer's license, and Leonard Hilding, 39, was going for his First As
sistant's license.
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
0
2
0
0
0
0
0
0
0
5
STEWARD DEPARTMENT
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
0
0
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
1
3
0
0
0
0
0
0
0
1
2
0
0
0
1
0
1
0
1
0
2
8
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
0
0
0
1
0
0
0
0
0
1
5
0
0
0
0
0
1
0
1
0
0
1
0
0
0
1
0
0
0
0
4
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
0
2
2
0
0
0
0
0
0
1
1
1
0
0
0
0
0
1
0
1
0
15
20
49
67
124
35
60
62
54
68
259
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
January 1979 ' LOG / 17
!•
�-I
More on Veterans Benefits
As a retired seaman after years of shipping with the NMU, I appreciate the
Log's coverage on the G.I. Improvement Bill of 1977 and the possibility that
American seamen who served during wartime or in war zones may be declared
eligible for veterans benefits.
1 think it is in the interest of all seamen that we write the Secretary of Defense
and our elected representatives in Washington, D.C. urging them to take
favorable action on this issue. The more of us who write the better chances we
have of being granted veterans status.
Fraternally,
Fred Mehr
Fernandina Beach, Fla.
Maritime Progress Is Possible
I believe our membership can look back and see the time we started out small
and it seems now as if this industry could mushroom.
There is every indication that even with the loss of certain jobs due to
automation, other jobs are being created in their place.
Now that we have normalized relations with China, who knows, could be our
LNG vessels may someday be going there as China is supposed to have a great
abundarice of natural gas. And with our modern methods of handling, it could be
cheap and safe.
Not only that, but due to the fact that there are SIU members scattered all over
the world to lend support to any future programs, as well as vote in any elections
which would further the progress of our Union and labor in general, we stand a
good chance of moving ahead in the future.
I would also like to mention that I was delighted to read in the November 1978
Log that American seamen may by declared eligible for veteran status and
therefore eligible for veterans benefits under the G.I. Improvements Bill of 1977.
Let's hope this comes to pass.
Fraternally,
Clarence Cousins
Butler, Pa.
The Odds
Are in Your Favor!
Greetings From the
SS Santa Maria
The SlU-manned SS Santa Maria is one of the few remaining passenger
carrying ships to fly the Stars and Stripes. There's an old saying that all ships are
much the same. They have a bow, a stern. They are made of steel and have lots of
machinery in them. Only the men and women who man them make them what
hey are. We the crew of the SS Santa Maria feel this way. We feel we have a good
crew aboard and we believe that is why we have a good ship.
When we get a chance, we like to enjoy an outdoor barbecue which we hold on
the fantail. Everyone pitches in to make these outdoor dinners a super great
event. This portrays the unity of a happy ship when all brothers and sisters from
the deck, engine and steward departments all give a hand.
Fraternally,
Dennis Patrick Prescott
Chief Steward
&
John Stout
Bosun, Ship's Chairman
^Seamen Deserve
Veteran Status'
I read with great interest the article concerning "Seamen May Be Declared
Eligible for Veterans Benefits" and "Wartime Seamen Deserve More Than Pat
on Back" on pages 2 and 17 in the November issue of Log.
As a former merchant seaman who .served in the U.S. merchant marine from
1943 to 1946, passing of legislation that would give us veteran status would be
of utmost importance to us.
i do feel we deserve this status. In previous years 1 have sent letters and
inquiries to politicians, but there never seemed to be any favorable action for
seamen.
With the good efforts of the SIU, maybe, now, this will become a reality.
Fraternally,
Dale Swanson
Argyle, Minn.
Jakarta Cracking Down on
Passports
We at American President Lines have just received word from our agent at
Jakarta to the effect that shore leave will not be permitted to a seaman without a
valid passport. We are taking this opportunity to notify American seagoing
unions of this fact.
At the moment, we're not sure of the degree of enforcement which may be
enacted, particularly aboard those vessels which have already sailed from the
United States and are enroute to Jakarta, or whether this applies to all
Indonesian ports.
Sincerely,
L. M. Peachey
American President Lines
'18 / LOG / January 1979
Want to be a high school
Graduate?
Want to earn your high school
Diploma?
Then come to the Harry Lundeberg School
Sign up for the GED Program.
95% of the GED students at HLS have earned their diplomas.
We'll help you earn your diploma, too—just like we've helped
more than 1000 other GED graduates so far.
At HLS you can bet on success!
To enroll in the high school equivalency program.at HLS,
see your SIU Representative. Or write to:
HARRY LUNDEBERG SCHOOL
Academic Education Department
Piney Point, Maryland 20674
�sa^
Crucial LNG Pro|0cts Get the Cold Shoulder
just two months ago, the future for
J the U.S. shipbuilding industry
was looking up considering the
slump the industry had experienced
over the last couple of years. The
future of the American-flag LNG
fleet looked extremely good as well.
In fact, at the November launch
ing of the sixth U.S.-flag LNQ
ship, the Leo, Assistant Secretary of
Commerce Robert Blackwell
announced that pending LNG
import projects could create U.S.
shipyard orders for as many as 32
new LNG carriers.
In December, two of those pro
jects, proposed by El Paso Gas Co.
and Tenneco, Inc., were killed by
the Department of Energy (DOE)
and with them the promise of 16 of
the new vessels. In addition, plans to
build the remaining 16 ships can also
be effectively pronounced dead since
DOE'S drastic action signals little
hope at present for approval of any
of the pending LNG import pro
posals.
DOE'S recent ruling does not
affect the first .stage of El Paso's
program to bring LNG from Algeria
to the U.S., which involves six U.S.flag LNG carriers. Two of these
vessels are already sailing with SIU
crews and the rest are being built in
U.S. shipyards and will be crewed by
Seafarers.
Nevertheless, DOE's decision to
scrap future LNG import plans is a
crushing blow to both the U.S.
shipbuilding industry and the U.S.
merchant fleet as a whole. It is also a
major drawback for the many other
factors at stake in this country's use
of LNG.
So far, we have used this impor
tant energy source to move ahead.
American technology has made the
U.S.-flag LNG fleet the largest most
productive in the world. But instead
of protecting that important lead—
one of the few major breakthroughs
that the U.S. merchant marine has
been able to accomplish in years—
government policy now threatens to
destroy it.
The seven U.S.-flag LNG ships
built to date and the six presently
under construction in U.S. yards
have neipea lo revive one oi the most
job intensive industries in the
country—shipbuilding. A contract
for one new ship alone creates
thousands of jobs in shipyards and
in scores of related support and
supply industries throughout the
country. It all plays a part in the con
struction of these enormous vessels.
The operation of the fleet itself
also provides a much needed new
LOG
Official Publication of ttie Seafarers International Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFLCIO
January, 1979
Vol. 41, No. 1
Executive Board
Paul Hall
President
Frank Drozak
Executive Vice President
ItllOl N(SS|
Joe DiOiorgio
Secretary- Treasurer
Cal Tanner
Vice President
Lindsey Williams
Vice President
389
Ray Bourdius
Assistant Editor
James Gannon
Editor
Edra Ziesk
Marcia Reiss
Assistant Editor
Assistant Editor
Mike Giilen
Assistant Editor
Frank Cianciotti
Photography
Dennis Lundy
Photography
Marie Kosciusko
Administrative Assistant
George J. Vana
Production I Art Director
Published monthly by Seafarers International Union. Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y. (ISSN #0160-2(147)
source of job opportunities and job
security for American seafaring
labor.
Apparently, the Dept. of Energy
discounted the economic benefits of
U.S. employment and U.S. produc
tion when it ruled out the El Paso
and Tenneco LNG import projects
as "too costly" for this country. As a
result, other countries with compet
ing shipbuilding interests and simi
lar energy needs as the U.S. will no
doubt find ways to import the
available LNG to the benefit of their
own economies.
But while it's hard to make
economic sense out of DOE's stand,
it's even harder to understand it in
terms of energy policy.
America has already felt the
.squeeze of fuel shortages this winter
and our supplies are further threat
ened by the political unrest in Iran.
LNG has proven to be a clean energy
source and a workable alternative to
high priced foreign oil.
We have the need and the tech
nology to use increasing amounts of
LNG now. But for some reason, we
don't have government support to
make it readily available.
U.S. energy policy must make
sense in terms of this country's
pressing energy demands and our
overall economic needs. The SIU is
greatly disappointed to see that
DOE's latest moves have failed
miserably in both regards.
Although the chances may be
remote now to resurrect the El Paso
and Tenneco projects, we feel that
DOE must accept import plans in
the near future and allow LNG to
provide continued benefits for the
American people.
The nation's tenuous energy
situation demands it. The nation's
workforce demands it. And the
health and stability of the U-.S.
maritime industry demands it.
Ihe SIU will be working hard to
ensure that these demands are met.
Join the 5PAD
Checkoff
Program in J 979
For Job Security
January 1979 / LOG / 19
�707 GAVE $100 OR MORE TO SPAD IN 1978
Thefollowing SI U members and other concerned individuals, 707 in all, have demonstrated an active interest in participating in political
and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more
to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money,
: such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through
voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contribu
tions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no
contribution wilhouifear of reprisal.) Thirty-eight who have realized how important it is to let the SlU's.voice be heard in the Halls of
Congress have contributed $200, ten have contributed $300, one has given $400, one has given $500, one $600 and one has given $1,000.
The Log runs the SPAD Honor Rolls because the Unionfeels that our political role must be maintained if the livelihoods of maritime
workers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the
Federal Election Commission, Washington, D.C.)
$1/000 Honor Roll
SPAD Honor Roll
Abrams, R.
Acevedo, M.
Adams, E.
Adams, P.
Adams, P.
Adams, W.
Adamson, R.
Adcock, J.
Agugussa, A.
Aguiar, J.
Air, R.
Alcarin, G.
Alcorn, R.
Aldgin, A.
Alexikis, A.
Algina, J.
Ali, D.
Alleluia, J.
Allen, E.
Allen, J.
Alvarez, P.
Amat, K.
Ammann, W.
Andersson, A.
Anderson, D.
Anderson, E.
Anderson, R.
Antici, M.
Antone, F.
Appleby, D.
Apuzzo, W.
Aquino, G.
Arampazis, T.
Arias, F.
Arland W.
Aronica, A.
Arzu, A.
Atkinson, D.
Aumiller, R.
Avery, R.
Babkowski, T.
Balaga, C.
Barnes, D.
Barry, J.
Batchelor, A.
Bartlett, J.
Bauer, C.
Baum, N.
Beeching, M,
Beeman, D.
Bellinger, W.
Benedict, J.
Beorsly, R.
Berglond, B.
Berry, T.
Bjornsson, A.
Blackburd, R.
Black well, J.
Bluitt, J.
Bluitt, T.
Bobaiek, W.
Boehm, B.
Bolin, R.
Bonser, L.
Bourgeois, J. L.
Boyne, D.
Bradley, E.
Brady, J.
Braggs, W.
Bronnlee, R.
Brooker, A.
Brown, G.
Brown, 1.
Brown, S.
Browning, S.
Bruce, C.
Bryant, B.
Bryant, N.
Bucci, P.
Buchanan, R.
Bullock, R.
Buffmton, 0.
Burgo, C.
Butch, R.
Butler, H.
Butts, B.
Byrd, J.
Cafefato, W.
Caffey, J.
Cahill, C.
Cahill, J.K.
Cain, R.
Calogeros, D.
Campbell, A.
Campbell J.
Carbone, V.
Carey, W.
Carr, J.
Carter, R.
Castagna, C.
Castel, B.
Castelberry,
Caswell, J.
Cato, W.
Carroll, J.
Cavalcanti, R.
Cherup, N.
Cheshire, J.
Chick, E.
Chilinski, T.
Cirignano, L.
Clark, J.
Cleaver, V.
Cline, L.
Cofone, W.
Colier III, J.
Colon, E.
Comstock, P.
Conklin, K.
Connolly, W.
Conolly, R.
Cook, H.
Cooper, J.
Corder, J.
Cortez, J.
Costa, F.
Costango, F.
Costango, G.
Costango, J.
Costello, A.
Cotto, J.
Cousins, W.
Cox, E.
Craig, J.
CrosSj M.
Crowley, C.
Cruz, A.
Curry, M.
Curtis, T.
Czerwinski, J.
Dale, M.
Dallas, C.
Dalman, G.
Darley, B.
Davidson, W.
Davis, J.
Davis, J.
Davis, J.
Davis, S.
Debarrios, M.
DeChamp, A.
Deldaeh, T.
Delea, G.
Dell, R.
Del Moral, A.
Demetrios, J.
Dengate, H.
Der, D.
Di Domenico, J.
Diaz, R.
Diercks, J.
DiGiorgio, J.
Dillings, L.
Doak, W.
Dobbins, D.
Doherty, W.
Dolan, J.
Dolgen, D.
Donlon, M.
Donnelly, M.
Donovan, P.
Domes, R.
Dorris, R.
Driggers, T.
Ducote, C.
Dudan, M.
Dudley, K.
Duhon, E.
Duffy, J.
Duncan, J.
Dunlon, M.
Dupuis, M.
Durden, W.
Dwyer, J.
Dyer, A.
Eckert, B.
Edwards, W.
Elzahri, A.
Ervin, B.
Eschukor, W.
Evans, J.
Evans, M.
Fagan, W.
Fain, G.
Faitz, F.
Fanning, R.
Fay, J.
Ferebee, R.
Fergus, S.
Ferguson, M.
Filer, W.
Fitzgerald, W.
Flade, L.
Fletcher, B.
Flores, J.
Florous, C.
Foley, P.
Franco, P.
Francum, C.
Frank, S.
Frazier, J.
Frey, C.
F'uller, E.
Fuller, G.
Furukawa, H.
Gallagher, L.
Gallegos, P.
Gallier, M.
Gann, T.
Garcia, J.
Gard, C.
Garrison, M.
Gasch, G.
Gavin, J.
Gentile, C.
George, J.
Gilliam, R.
Gimbert, R.
Givens, D.
Givens, J.
Glenn, J.
Glenn, J., Jr.
Glidewell, T.
Gobrukouich, S
Goeltz, W.
Golder, J.
Gooding, H.
Goren, J.
Gosse, F.
Graham, E.
Grant, W.
Green, A.
Greene, M.
Grepo, P.
Guevara, D.
Guillen, A.
Gutierrez, C.
Hager, B.
Hall, C.
Hall, E.
Hall, J.
Hall, K.
Hall, L.
Hall, W.
Hamblet, A.
Hamilton, G.
Hampton, D.
Haney, L.
Hansen, H.
Harris, N.
Harris, WHart, K.
Hauf, M.
Haykes, F.
SPAD Honor Roll
Lilledahl, H.
$600 Honor Roll
Pomerlane, R.
$500 Honor Roll
Antich, J.
$400 Honor Roll
Curtis, T.
$300 Honor Roll
Andersen, R.
Brooks, T.
Chartier, W.
Forshee, R.
Hall, P.
Harcrow, C.
McFarland, D.
Larkin, J,
Nasser, A.
Pulliam, J.
$200 Honor Roll
Heacox, E.
Heinsaar, A.
Heifer, J.
Helfrich, G.
Hemming, R.
Henderson, A.
Heniken, E.
Hernandez, J.
Higgins, J.
Holland, A.
Horn, F.
Home, H.
Houlihan, M.
Houston, H.
Hume, K.
Hunter, W.
Hurley, M.
Hush, C.
Huss, P.
Hussain, A.
Hussain, T.
Hutton, C.
Hydera, A.
lovino, L.
Ipsen, L.
Irizarri, V.
Israel, M.
Jacobs, R.
Japper, J.
Jenkins, J.
Johnson, C.
Johnson, R.
Johnson, S.
Johnston, C.
Johnston, R.
Jolley, R.
Jones, C.
Jones, R.
Jordan, A.
Joseph, E.
Karlak, W.
Kastina, T.
Kauffman, R.
Kelley, E.
Kelly, W.
Kendrick, D.
Kenny, C.
Kenny, L.
Kerr, R.
Kidd, G.
Kilford
King, W.
Kirby, M.
Kirk, J.
Kizzire, C.
Knoff, J.
Koflowich, W
Kool, L.
Kowalski, A.
Kramer, M.
Krittiansen, J,
Lamb, D.
Lamb, J,
Lance, W.
Lanczky, W.
Lankford, J.
Las, R.
Lawrence, W.
Lay, M.
Lee, E.
Lee, K.
Lee, W.
Legg, J.
Lelonek, L.
Lenchak, S.
Leonard, W.
Lescouich, W.
Lewin, A.
Ahmed, F.
Bernstein, A.
Bowker, A.
Brand, H.
Cahill, J.
Camacho, R.
Cinquemano, A.
Combs, W.
Cookmans, R.
Crocco, G.
Dockwiller, L.
Drozak, F.
Dryden, J.
Ellis, P.
Firth, R.
Frounfelter, D.
Gilbo, T.
Grima, V.
Hagerty, C.
Kerngood, M.
Kingsley, J.
Kirby, J.
Kitchens, B.
Lambert, H.
Lesnansky, A.
Lombardo, J.
Lunsford, J.
Machaj, R.
McCullough, L.
Morrison, J.
Pow, J.
Reck, L.
Redgate, J,
Richoux, J.
Smith, N.
Somerville, G.
Turner, E.
Turner, T.
I acknowledge and understand that SPAD Is a separate segregated fund estatilished and administered
by my Union to engage in political activities and to make contributions and expenditures for candidates
seeking political office and solicits and accepts only voluntary contributions, and I have the right to
refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun
tarily determine and I herewith contribute the sum of ?
This contribution constitutes my
voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A
copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from
the Federal Election Commission, Washington, D.C.
Signature of Solicitor
Solicitor's No.
1978
Port
20 / LOG / January 1979
$
Lewis, J.
Liakos, G.
Libby, H.
Lindsey, H.
LIttorner, C.
Lively, H.
Logue, J.
Loleas, P.
Long, L.
Lorman, S.
Loveland, C.
Lusk, J.
Macmberg, D.
Madajewski, M.
Magbanua, C.
Msiners, T.
Maldonado, B.
Malesskey, G.
Mallory, A.
Manafe, D.
Mandene, S.
Mann, C.
Mann, J.
Marchaj, R.
Martin, T.
Martinez, Q.
Mason, R.
Mathil, M.
Mattson, R.
McBean, N.
McCarthy, J.
McCarthy, L.
McCartney, G.
McCartney, R.
McCauliffe, T.
McCloskey, V.
McCorvey,D.
McCoy, D.
McDuffle, J.
McElroy, E.
McFarland, J.
McGinnis, A.
McGregor, K.
Mcllearney, B.
McKay, M.
McKay, R.
McKay, R.
McNeely, J.
Meacham, H.
Mears, F.
Mccder, H.
Meffert, R.
Meglio, A.
Melvin, J.
Merritt, R.
Mesford, H.
Miller, D.
Miller, R.
Mintz, L.
Mitchell, R.
Mize, C.
Mobley, R.
Moctezuma, A.
Mokulehua, C.
Mollard, C.
Mongelli, F.
Mooney, E.
Moore, G.
Moore, J.
Moore, J.
Moritz, J.
Moroski, R.
Morris, A.
Morris, E.
Morris, W.
Mull, C.
Murrah, C.
Murray, C.
Murray, R.
Musciato, M.
Myers, H.
Myrex, L.
Nash, W.
Neff, J.
Nelson, D.
Nelson, J.
Newberry, H.
Nezaro, S.
Nihcm, W.
Nobles, E.
Novak, A.
Nuckols, B.
O'Brien, E.
O'Hara, M.
Oldakowski, E.
Olds, T.
Olivera, W.
Olson, F.
Orn, L.
Orsini, D.
Ortiz, F.
Ortiz, F.
Paczkowski, S.
Pagano, J.
Papuchis, S.
Paradise, L.
Parnell, J.
Passapera, F.
Pate, L.
Patton, S.
Paulovich, J.
Payne, D.
Pecquex, F.
Pehier, S.
Pelfrey, M.
Pence, F.
Perez, J.
Petak, P.
Phillips, R.
Phillips, S.
Pillsworth, P.
Pimentel, R.
Pivik, F.
Poer, G.
Pollack, A.
Powell, B.
Powell, S.
Prentice, R.
Pretare, G.
Prevas, P.
Priess, E.
Prims, J.
Psanis, C.
Pulver, E.
Quinnonez, R.
Quinter, J.
Quiles, R.
Rader, J.
Raines, R.
Ramage, R.
Randall, L.
Randazza, L.
Ratcliffe, C.
Reardon, J.
Reading, T.
Regan, F.
Reinosa, J.
Reza, O.
Richardson, J.
Riddle, D.
Ries, J.
Ringsred, E.
Ripoll, G.
Rivera, 1.
Rivera, L.
Roades, O.
Roberts, J.
Robertson, T.
Rodriguez, R.
Rondo, C.
Rosenthal, M.
Rosete, R.
Royal, F.
Rung, J.
Ruzyski, S.
Ryan, J.
Ryan, T.
Sacco, J.
Sacco, M.
Salazar, H.
Saleh, M.
Salis, R.
Sanchez, M.
Sanders, D.
SanFillippo, J.
Santiago, A.
Sapp, C.
Sapp, G.
Schabland, J.
Thaxton, A.
Schatz, G.
Thayer, D., Jr.
Scheard, H.
Theiss, R.
Schw.artz, A.
Thomas, F.
Schwarz, R.
Thomas, J.
Schwabland, J.
Thomas, T.
Scott, C.
Thorbjorsen, S.
Scott, J., II
Tiley J.
Scully, J.
Seager, T.
Tillman, W.
Seagord, E.
Todd, R.
Torina, S.
Selzer, R.
Trice, W.
Selzer, S.
Trotman, R.
Serrano, A.
Troy, S.
Shappo, M.
Turner, B.
Sharp, W.
Ulrich, H.
Shan, A.
LIusciato, J.
Shaw, A.
Vabey, R.
Shaw, L.
Van Horn, D.
Shelley, S.
Vanderhoost, J.
Sholar, E.
Vanvoorhees, C.
Shopatt, H.
Velandra, D.
Sierra, M.
Velasquez, W.
Sickels, R.
Sigler, M.
Velez, R.
Vukmir,
G.
Sigley, K.
Wagner, C.
Silva, M.
Walker, T.
Sims, E.
Wallace, R.
Skala, T.
Wallace, S.
Sloneski, S.
Ward, M.
Smith, B.
Weaver, A.
Smith, E.
Webb, J.
Smith, J.
Weems, T.
Smith, L.
Weidie, J.
Smith, R.
Welch, R.
Smith, R. T.
Whererlunce, C.
Smith, S.
Whitmer, A.
Snellgrove, L.
Whitsitt, M.
Sorenson, W.
Wierschem, Dr,
Soresi, T.
Wilhelmsen, B.
South, R.
Wilkinson, P.
Spady, J.
Williams, A.
Speller, J.
Williams L.
Spencer, G.
Williams, R.
Stalgy, R.
Wilson,
B.
Stankiewicz, A.
Wilson, C.
Stearns, B.
Wilson, J.
Steinberg, J.
Wingfield, P.
Stephens, C.
Wipmer, R.
Stevens, W.
Wolf,
P.
Stockman, B.
Wood, C.
Stover, M.
Worley, M.
Stravers, L.
Wright,
A.
Sulentic, S.
Wright, F.
Sullins, F.
Wright,
N.
Surrick, R.
Wydra, R.
Swain, C.
Varmola, J.
Swanson, R.
Yates,
J.
Sweeney J.
Velland, B.
Szupp, B.
Yoichi,
S.
Tanner, C.
Young, E.
Tanner, R.
Zai, C.
Taylor, F.
Zeloy,
J.
Taylor, G.
Ziegenhagen, J.^
Terpe, K.
Zimmerman, J.
Terry, D.
January 1979 / LOG / 21
1 ^
�SIU Atlantic, Gulf, Lakes
& Inland Wafers
United Industrial Woricers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Cal Tanner
Lindsey Williams
Dispatchers Report lor Deep
DECEMBER 1-31, 1978
-"TOTAL REGISTERED
TOTAL SHIPPED
All Groups
Class A Class B Class C
All Groups
Class A Class 8 Class C
Port
DECK DEPARTMENT
Boston
NewYork
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
9
141
11
29
15
16
29
105
59
48
23
41
3
41
7
10
7
1
10
22
11
11
8
6
0
11
2
4
10
4
1
12
6
3
7
12
'
'
7
116
10
33
4
10
22
78
43
47
9
46
3
93
9
19
9
3
16
35
21
18
9
14
2
21
1
7
13
6
3
16
10
9
8
17
Puerto Rico
20
2
0
15
3
7
Houston
Piney Point
95
13
22
0
16
0
95
14
37
13
23
0
Yokohama
Totals ....;
4
0
0
1
0
1
658
161
88
550
302
144
Port
12
147
17
39
24
18
26
158
76
66
38
61
25
121
0
5
833
2
37
11
8
7
3
4
24
11
7
9
3
0
23
0
0
149
1
14
1
2
4
0
0
8
4
4
14
3
1
'9
0
0
65
3
150
23
14
10
32
138
37
51
31
49
16
90
9
1
1
669
1
59
5
4
6
6
31
13
4
6
14
3
18
1
2
2
178
1
9
3
1
3
2
0
3
4
3
2
0
12
0
0
43
0
64
2
14
17
6
29
60
41
40
24
18
12
56
4
0
387
2
17
0
4
3
0
6
4
7
4
4
1
2
8
1
0
63
0
5
0
0
1
1
0
2
1
13
4
t
0
6
0
0
34
5
162
17
26
21
7
14
62
42
17
30
37
25
61
8
2
536
7
216
6
35
11
1
6
37
20
59
84
28
9
66
0
1
586
926
728
ENGINE DEPARTMENT
Boston
NewYork
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
;
Yokohama
Totals
6
119
2
50
1
7
8
88
9
59
2
22
12
18
9
7
1
7
5
6
0
1
0
3
9
25
4
5
2
8
8
2
2
0
0
1
31
98
28
35
14
31
13
69
13
7
22
14
9
7
15
4
14
2
1
0
2
5
1
2
1
5
0
10
21
20
19
7
18
6
35
5
2
4
0
3
0
3
2
10
0
1
2
0
0
0
0
504
167
29
392
229
51
Port
Boston
24
43
26
37
9
27
12
62
13
STEWARD DEPARTMENT
NewYork
Philadelphia
46
1
9
0
5
0
4
0
53
5
3
12
37
1
47
1
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
12
9
7
19
41
27
26
16
10
9
2
2
0
7
3
4
1
3
3
2
0
1
1
0
0
2
17
0
8
0
12
2
6
17
34
17
22
6
26
10
8
4
1
12
19
16
10
4
13
11
11
7
2
5
8
3
46
3
21
4
Houston
Piney Point
Yokohama
40
6
0
7
4
0
5
0
0
52
23
0
27
20
0
24
0
1
270
52
38
288
195
185
Totals
1
Port
Boston
3
ENTRY DEPARTMENT
2
7
7
New Orleans
37
Jacksonville
11
40
14
San Francisco
Wilmington
21
4
26
14
46
33
6
19
26
16
0
230
30
14
68
34
1
474
25
15
50
0
1
400
0
0
0
3
48
9
27
5
11
11
63
13
29
6
14
26
33
14
0
312
1662
854
555
1230
726
380
2201
NewYork
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Totals All Departments
0
41
117
144
5
10
0
20
4
15
14
19
11
6
2
64
30
9
9
14
3
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
HEADQUARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA_ 1-5450
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, NJ.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala.
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex
534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Juncos,
Stop 20 00909
(809) 725-6960
SEATTLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan .
Yokohama Port P.O.
West Coast Stewards Halls
HONOLULU. Hawaii ... 707 Alakea St. 96813
(808) 537-5714
PORTLAND. Or
Shipping at deep-sea A&G ports was excellent last month as 2,336 Seafarers shipped on SlU-contracted deep sea vessels.
That's an increase of 488 jobs over the previous month. Shipping—as it has been for some time—is expected to remain
excellent for the foreseeable future. The good shipping for SlU-members—at a time when the U.S. maritime industry as a
whole is in trouble—is a direct result of the SIU's comprehensive programs for education and political action. These
programs will continue with the support of SIU members and so will good shipping.
22 / LOG / January 1979
P.O. Box 429
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
421 S.W. 5th Ave. 97204
(503) 227-7993
WILMINGTON. Ca. . .408 Avalon Blvd. 90744
(21.3) 834-8538
SAN FRANCISCO. Ca. 350 Fremont St. 94105
(415) 543-5855
�SEAFARERS 1978 TAX INFORMATION
April 16, 1979, is the deadline for filing Federal income tax returns. As is customary
at this^ time of year, the SIU Accounting Department has prepared the following detailed
tax guide to assist SIU members in filing their returns on income earned in 1978.
Highlights for 1978
Energy Credits
1979, you should note that the
If you had certain energy saving alternative tax computation for
expenditures on your residence after capital gains will expire after 1978.
April 19, 1977, you may be able to
take a credit on line 45 of your 1978 Sale of Personal Residence
Form 1040. The credit is allowed for
For sales after July 26, 1.978,
expenditures for items such as storm individuals 55 and over are allowed
windows, insulation, etc. Form a one-time exclusion of up to
5695, Energy Credits, will tell you $100,000 of profit on the sale of their
which expenses qualify and how to personal residence. This replaces
figure the credit.
the provision that allowed indi
There is also a new investment viduals 65 and over to exclude all of
credit allowed for expenditures for the profit on the sale of their
energy property used in a trade or residence if the sales price was less
business. See Schedule B (Form than $35,000.
3468), Computation of Business
Energy Investment Credit, for
details.
Capital Gains
The amount of long-term capital
gain that can be excluded has
increased from 50% to 60% effective
November 1, 1978. If you receive
capital gain distributions, see the
instructions for Form 1040, line 15.
If you had other capital gains, see
the instructions for Schedule D.
As part of your tax planning for
Long-Trip Tax Problems
A major tax beef by seamen is that
normally taxes are not withheld on
earnings in the year they earned the
money, but in the year the payoff
took place.
For example, a seaman who
signed on for a five month trip in
September, 1977, paying off in
January, 1978, would have all the
five months' earnings appear on his
1978 W-2 even though his actual
1978 earnings might be less than
those in 1977.
There are ways to minimize the
impacts of this situation. For
example, while on the ship in 1977,
the Seafarer undoubtedly took
draws and may have sent allotments
home. These can be reported as 1977
income.
Unfortunately, this raises another
complication. The seaman who
reports these earnings in 1977 will
not have a W-2 (withholding state
ment) covering them. He will have to
list all allotments, draws and slops
on the tax return and explain why
he doesn't have a W-2 for them.
Furthermore, since no tax will have
been withheld on these earnings in
1977, he will have to pay the full tax
on them with his return, at 14
percent or upwards, depending on
his tax bracket.
The earnings will show up on his
1978 W-2. The seaman then, on his
1978 return would have to explain
that he had reported some of his
earnings in 1977 and paid taxes on
them. He would get a tax refund
accordingly.
In essence, the seaman would pay
taxes twice on the same income and
get a refund a year later. While this
will save the seaman some tax
money in the long run, it means he is
out-ofipocket on some of his earn
ings for a full year until he gets
the refund.
This procedure would also un
doubtedly cause Internal Revenue
to examine his returns, since the
income reported would not coincide
with the totals on his W-2 forms.
That raises the question, is this
procedure justified? It is justified
only if a seaman had very little
income in one year and very con
siderable income the next. Other
wise the tax saving is minor and
probably not worth the headache.
Highlights of The Revenue Act of 1978 For Changes in 1979
WIDENING OF BRACKETS;
RATE CUTS; INCREASE IN ZERO
BRACKET AMOUNT
NEW LAW: (I) A new tax rate schedule
goes into effect. There are 15 brackets
for married individuals filing jointly and
16 brackets for single taxpayers. The
brackets (the top brackets in particular)
arc wider. The new rate schedules with
the wider brackets appear below.
(2) Certain rates are reduced on the
joint return schedule. The prior 19%,
22% and 25% rates are reduced to 18%,
21%, and 24% respectively.
(3) The zero bracket amount is raised
to $3,400 for joint returns and to $2,300
for single persons. For married persons
filing separately, the zero bracket
amount is now $1,700 and for heads of
households it is $2,300.
(4) The income levels at which a tax
return must be filed are increased. The
new filing level for single taxpayers
under 65 is $3,300; for single taxpayers
65 or over it is $4,300, for a married
couple (both under age 65) filing jointly
it is $5,400; if one spouse is 65 or over it
is $6,400; and if both husband and wife
are 65 or over it is $7,400.
INCREASE IN PERSONAL
EXEMPTION
NEW LAW: The personal exemption is
permanently increased from $750 to
$1,000. The income limitation for a
dependent is similarly raised to $1,000.
All other rules affecting eligibility for
dependency deductions remain un
changed. The general tax credit is
allowed to expire at the end of 1978. •
CREDIT FOR POLITICAL
CONTRIBUTIONS
.NE WjJ^A.^: The deduetion for political
joint return is filed or zero if a married
taxpayer not living apart from his or her
spouse does not file a joint return
for the year. If the unemployment
benefit payment for the year together
with the recipient's adjusted gross
income excluding the unemployment
benefits and disability benefit payments
excluded under Section 105(d) exceed
the base amount as described above the
recipient must include in gross income
an amount equal to the lesser of (1) '/2 of
the amount of the excess of the sum of
gross income over the base amount or
(2) the amount of unemployment
compensation payments. For^xample,
if an individual who is single receives
$1,000 of unemployment compensation
payments and his adjusted gross income
was $20,000 or less, none of the
unemployment payments would be
taxable. If the base amount was $20,500,
$250 (50% of $500 of the unemployment
compensation would be taxable). If the
base amount was $22,000 or greater the
entire amount received as unemploy
ment compensation payments, $1,000
would be taxable. Recipients will be
notified of the amounts they received as
unemployment compensation pay
ments, if they exceed $10 for any year.
CHILD CARE CREDIT
contributions is eliminated. The credit
for one-half of political contributions is
retained, and the limitation raised to $50
($100 on a joint return).
EARNED INCOME CREDIT
The earned income credit becomes a
permanent part of the tax structure. For
1978 it is 10% of the first $4,000 of
earned income and the credit is phasedout at the rate of $1 for each $10 by
which the individual's earned income
(or if higher, his adjusted gross income)
exceeds $4,000. For 1979, an earned
income credit of 10% on the first $5,000
of the earned income will be available.
An individual that is eligible for the
income credit may elect to receive
advance payments of the credit from his
employer. A taxpayer so electing must
file a tax return for the taxable year for
which he is claiming the advanced
payments. The employer deducts the
payments to the employee from the
following tax payments in the order
given:
(1) withholding taxes on wages
(2) withheld employee FICA taxes
(3) employer FICA taxes
An employer's failure to make
advance payments, when required, is
treated as a failure to deduct and
withhold taxes.
GASOLINE TAX DEDUCTION
NEW LAW: The deduction which
existed under prior law is repealed. An
individual is no longer entitled to any
deduction for state and local taxes on
gasoline or other motor fuels consumed
in the course of non-business driving.
UNEMPLOYMENT
COMPENSATION PAYMENTS
Federal and state unemployment
compensation payments made after
1978 may become taxable income, if
payments are required to be included in
full or in part in gross income. A base
amousjt has to be considered in making
the determination of the amount
taxable. The base amount for this
purpose is $20,000 for other than
married taxpayers. For married tax
payers, the base amount is $25,000, if a
The child care credit is available after
1978 for payments made to relatives
including a grandparent unless such
relative is a dependent for whom the
taxpayer or spouse may claim de
pendency exemption or is a taxpayer's
child and is under 19 years of age. The
major change made is that the relative to
whom the child care payments are made
no longer must be covered under the
Social Security law in order for the
" Continued on Page 24
January 1979 / LOG / 23
�Continued from Page 23
payments to qualify for the child care
credit.
CAPITAL GAINS TAX ON
INDIVIDUALS REDUCED
NEW LAW: The capital gain deduction
is increased to 60% of net capital gain.
Hence, only 40% of the gain is included
in taxable income. The 25% alternative
tax is repealed. (A new minimum
alternative tax is added).
EFFECTIVE DATES: The 60% de
duction applies to transactions occurrinjg, and installment payments received
after October 31,1978 (which is a special
transitional rule for taxable years
beginning before November 1, 1978 and
ending after October 31, 1978—e.g., the
calendar year 1978. The repeal of the
25% alternative tax takes effect for
taxable years beginning after December
31, 1978.
FOREIGN EARNED INCOME ACT
The Foreign Earned Income Act of
1978 changes the rules governing the
treatment of foreign earned income as
follows:
For 1977—$20,000/$25,000, exclu
sion amounts that existed prior to the
Tax Reform Act of 1976 continue for
1977.
For 1978—the exclusion for foreign
earned income decreases to $15,000 but
the taxpayer may elect in lieu of the
exclusion to take the deduction for
excess foreign living costs.
For 1978—a deduction for excess
foreign living costs is available to U.S.
citizens working abroad who do not
choose to take the $15,000 exclusion.
After 1978 there will be a deduction
only for excess foreign living costs. The
exclusion will expire.
General info in Filing Tax Returns
Who IVIllSt FUe
Your income and your filing status generally determine whether or not you must
file a tax return.
File a return for 1978
And vour
rnea
reiumior
ly/o,
^na
your
even if you owe no tax,
income
was
if you;
at least:
—
. ,
—;
;
Were single (this also means legaily separated, divorced, or married with a dependent child and
hyed apart from your spouse for
uT S
«7 q^n
!
Were married filing a joint return
and living with your spouse at the
end of 1978 (or on the date your
spouse died), and: filing
Both were under 65
One was 65 or over
Both were 65 or over
Were married filing a separate return or ranrricd but not living
with your spouse at the end of
1973
;
Could be claimed as a dependent
on your parent's return, and had
taxable dividends, interest, or
o er unearne income o
Were a qualifying widow(er) with
dependent child and:
Under 65
65 or over
Were allowed to exclude income
from sources within U.S. posses-
4,700
5,450
6,200
750
3,95U
4.700
750
Were-self.cn,ployed and your net
earnings from this work were at
•east $400
Even if your income is less than the
amounts shown above, you must iUe a return if you owe any taxes, such as:
• FICA (Social Security) on tips you did
not report to your employer.
• Minimum Tax
'
.
• Tax on an IRA (Individual Retirement
Arrangement).
• Tax from recomputing a prior year investment credit.
The above rules apply to all U.S. citizens and resident aliens, including those
under 21 years of age. They also apply to
those nonresident aliens and resident
aliens who are married to citizens or restdents of the U.S. at the end of 1978 and
who file a joint return.
Who Should File
Even if you do not have to file, you should
•!
hi^fr your"pay
tield trom your pay. Also nie ir you can
take the earned income credit
you flie
UL'E:™"
"""
April 16 deadline, you should ask for
an extension on Form 4868, Application
for Automatic Extension of Time to File
u.S. Individual Income Tax Return.
WWch Form tO FUc
A i-i tO
A Use
TT
You MAY Be Able
Form 10404 if*
u.
• You had only wages, salaries, tips, or
other employee compensation and not
^ore than $400 in interest or $400 in
dividends. (You may file Form 1040A
was more than $400 if you are filing only
earned income credit refund),
AND
• Your toJ;al income is $20,000 or less
($40,000 or less if you are married and
a joint return).
Since Form 1040A is easier to complete
than Form 1040, you should use it if you
can. However, even if you meet the above
tests, you may still have to file Form 1040.
You Must Cse Forml040 if^ . . , . .
'
* You Itemize deductions.
• You claim more exemptions than are
covered in the tax table for your filing
^ Your spouse files a separate return and
itemizes deductions. Exception> You can
still use Form 1040A if you have a dependent child and can meet the tests on
page 6 under Married Persons Who Live
Apart (and Abandoned Spouses).
,
^e claimed as a dependent on
your parent's return and had interest, dividends, or other unearned income of $750
or more, AND had earned income of less
IrtS'ZJltptarretmn"''''®''"' "
i-f •
j / \ • t.
de^nrn?cMT
en c 1 .
*
were a nonresident alien during
^ny part of 1978 and do not file a joint re*
married to a nonresident
source income and you do not file a joint
return. Exception: You can still use Form
1040A if you meet the tests on page 6
under Married Persons Who Live Apart
(and Abandoned Spouses).
• YQU take any of the Adjustments to income shown on Form 1040, lines 22
through 27, or line 30.
• You file any of these forms:
1040-ES, Declaration of EstiIndividuals, for 1978 (or
jj
j
^
j.
1978 refund to estimated tax for 1979).
-schedule G, Income Averaging.
Wli«»rA in FIIA
TTUCIC lu j. iic
Please use the addressed envelope that
came
witho yourTCreturn,JOr USe
,
A Uthe address
J
dressed envelope, or if you moved during
jhe year, mail your return to the Internal
Revenue Center for the place where you
live.
Off to Whole Dollars
round off cents to the nearest
whole dollar on your return and schedules.
if you JQ round off, do so for all
amounts. You can drop amounts under
50 cents. Increase amounts from 50 to 99
cents to the next dollar. For example:
$1.39 becomes $1 and $2.69 becomes $3.
Amended Return
Use Form 1040X to change an income
Presidenflal Election
Campaign Fund
S"'" ">'' •""" "y eheclt^ j^j^f return, both of
you may choose to have $1 go to this fund,
or, both may choose not to. One may
choose to have $1 go to this fund and the
other may choose not to.
If you check Yes, it will not change the
tax or refund shown on your return.
Do not claim this amount as a credit for
contributions to candidates for public
office on line 38.
of Taxpayer
Did the taxpayer die before filing a return
fur 1978?—If so, the taxpayer's spouse or
personal representative must file the return
^^o died. A personal representative can be an executor, administrator, or anyone who is in charge of the
'"xpayer's property.
"
"""P^Ver did not have to flie a re-
(fom Sources in United States Posses-
J^our^PO- died in .979 before flfing a
„
r
r
.
T-
When to File
i*n^° r
4?
You should file as soon as you can after
January 1, but not later than April 16,
1979. If you file late you may have to pay
penalties and interest. Please see the instructions for Penalties and Interest on
page 14. If you know that you cannot meet
'
^
* You claim any of the credits on Form
1040, lines 39 through 45.
• You claim any of the payments on
Form 1040, lines 58, 60, or 61.
• You are required to complete Part III
rat?^Z^n^"fToTh•^I^ndTo
had income or if only one of you had income. If you both file, you and your spouse
must figure your tax the same way. This
means if one itemizes deductions, the other
must itemize. You each report only your
own income, exemptions, deductions, and
credits, and you are responsible only for
the tax due on your own return.
If both you and your spouse file separate returns, write your spouse's full name
in the space after Box 3.
If your spouse does not file, check the
boxes on line 6b that apply if you can
claim the exemptions for your spouse,
Please see the instructions for Exemptions
on page 7.
Were You an Unmarried
Household'^
tiousenoM.
There are special tax rates for a person
who can meet the tests for Unmarried
head of household^ These rates ^ lower
f'para"
.5,- " exclusion of Income
_p
Married Persons—
Joint or Separate Returns?
Joint Return.—In most cases, married
couples will pay less tax if they file a joint
emptions, deductions, and credits for you
yQ^j. spouse. Both of you must sign
return, even if only one of you had
income.
you and your spouse can file a joint
return even if you did not live together for
the whole year. Both of you are responsible for any tax due on a jont return, so if
^
one of you does not pay, the other may
have to.
• |l
If your spouse died in 1978, or in 1979
I I
before filing a return for 1978, write in the
Isignature area ' Filing as surviving spouse,
5!how the date of death in the name and
address space.
--e died in .978 and you did
remarry in 1978, you can file a joint
"'e'"™' You can also flie a joint return if
^
Filing StdtUS
Boxes 1 throueh 5
™
v s* oi r ii/rarrio<1^
Mamea.
single, divorced, or legally
separated on December 31, consider yourcoif single
cinolp fnr
rVou
sell
lor the
me whole
wnoie vear
year. ^
UU must
nmsi
follow your State law to determine if you
g^e divorced or legally separated.)
jf
^^re married on December 31.
consider yourself married for the whole
ear. If you meet the tests for Married
Live Apart (and Abandoned
Spouses), below, you may consider yourself single for the whole year.
If your spouse died during 1978, consider yourself married to that spouse for
the whole year, unless you remarried before the end of 1978.
1040 or Form 1040A).
-Forna 22i0, Underpayment of Esti-
sions.
24 / LOG / January 1979
of Schedules B for Foreign Accounts and
Foreign Trusts.
A joint return should show your
spouse's 1978 income before death and
your income for all of 1978. Please write
"Filing as surviving spouse" in the area
where you sign the return. If someone else
is the personal representative, he or she
must also sign. Show the date of death in
the name and address space of Form 1040.
''"
Vou may use this hiing status ONEV IF
o" December 31, 1978, you were unmar"a"' (including certain married persons
Kairtw*
oeiow.
a. You paid more than half the cost of
keeping up a home which was the main
home of your father or mother whom you
can claim as a dependent. (You did not
bave to live with that parent.)
b. You paid more than half the cost of
keeping up your home which (except for
�temporary absences for vacation or
school) was lived in all year by one of the
following persons:
1. Your unmarried child, grandchild,
foster child or stepchild. (This person did
not have to be your dependent.)
2. Any other person listed below whom
you can claim as a dependent. However,
this person does not qualify you if he or
she is your dependent under the rules on
page 8 for Dependent Supported by Two
or More Taxpayers.
Grandparent
Stepfather
Brother
Mother-in-law
Sister
Father-in-law
Stepbrother
Brother-in-law
Stepsister
Sister-in-law
Stepmother
Son-in-law
Daughter-in-law or, if related by blood:
Uncle
Aunt
Nephew
Niece
Note: If you file as Unmarried head of
household, please enter the name of the
person who qualifies you in the space after
Box 4, If more than one person qualifies
you, enter only one person's name.
Were You a Qualifying Widow or
Widower With a Dependent Child?
If so, you may be able to use joint return
tax rates for 1978 and use Tax Table B or
Tax Rate Schedule Y.
If your spouse died during 1977 or
1976 and you did not remarry before the
end of 1978, file a return for 1978 show
ing only your own income, exemptions,
deductions, and credits. However, you can
figure your tax at joint return rates if you
meet all 3 of the following tests.
a. You could have filed a joint return with
your spouse for the year your spouse died
(it does not matter whether you actually
filed a joint return.)
b. Your dependent child or stepchild lived
with you (except for temporary absences
for vacation and school).
c. You paid over half the cost of keeping
up the home for this child for the whole
year.
Check Box 5. Qualifying widow(er)
with dependent child, and show in the
space provided the year your spouse died.
Do not claim an exemption for your
spouse. You can claim the exemption only
for the year your spouse died.
If your spouse died in 1978 and you did
not remarry, consider yourself married for
the whole year. If your spouse died before
1976 and you did not remarry, you may
check Box 4 if you met the tests under
Were You an Unmarried Head of House
hold? Otherwise you must file as Single.
Exemptions
Line 6a Boxes
For Yourself
You can always take one exemption for
yourself. Take two exemptions if you were
blind, or 65 or over. Take three exemp
tions if you were blind and 65 or over. Be
sure to check all the boxes on line 6a for
the exemptions you can take for yourself.
You can take the extra exemptions for
age 65 or over and blindness only for your
self and your spouse. You cannot take
them for dependents.
Age and blindness are determined as of
December 31. However, if your 65th
birthday was on January 1, 1979, you can
take the extra exemption for age for 1978.
Line 6b Boxes
:#
For Your Spouse
You can take exemptions for your spouse
if you file a joint return. If you file a sep
arate return you can take your spouse's
exemptions only if your spouse is not filing
a return, had no income, and was not the
dependent of someone else.
Your spouse's exemptions are like your
own. Take one exemption if your spouse
was neither blind nor 65 or over. Take
two exemptions if blind or 65 or over.
Take three exemptions if blind and 65 or
over. Be sure to check all the boxes on line
6b for the exemptions you can take for
your spouse.
If at the end of 1978, you were divorced
or legally separated, you cannot take an
exemption for your former spouse. If you
were separated by a divorce that is not
final (interlocutory decree), you may take
an exemption for your spouse if you file a
joint return.
If your spouse died during 1978 and
you did not remarry before the end of
1978, check the boxes for the exemptions
you could have taken for your spouse on
the date of death.
Lines 6c and 6d
Children and Other Dependents
Please enter on line 6c the first names of
your dependent children who lived with
you. Fill in the total number in the box to
the right of the arrow.
Please enter on line 6d the full names
and other information for your other de
pendents. Fill in the total number in the
box to the right of the arrow.
Each person you claim as a dependent
has to meet ALL of these tests:
a. income;
b. support;
c. married dependent;
d. citizenship or residence; and
e. relationship.
These tests are explained below.
a. Income
The dependent received less than $750
gross income. (This test does not have to
be met for your child who was under 19
or a full-time student at least 5 months of
the year. Please see instructions for Stu
dent Dependent on this page.)
b. Support
The dependent received over half of his or
her support from you or is treated as
receiving over half of his or her support
from you under rules for Children of Di
vorced or Separated Parents or Dependent
Supported by Two or More Taxpayers on
page 8. If you file a joint return, the sup
port can be from you or your spouse.
Support includes items such as food, a
place to live, clothes, medical and dental
care, and education. In figuring support,
use the actual cost of these items. How
ever, the cost of a place to live is figured
at its fair rental value.
Do not include in support items such as
income and social security taxes, pre
miums for life insurance, or funeral ex
penses.
Capital Items—You must include capi
tal items such as a car or furniture in
figuring support, but only if these items
are actually given to, or purchased by, the
dependent for the dependent's use or ben
efit. Do not include the ^ost of a capital
item such as furniture for the household
or for use by persons other than the de
pendent.
In figuring total support, you must in
clude money the dependent used for his or
her own support, even if this money was
not taxable. (For example, include social
security benefits, gifts, savings, welfare
benefits, etc.) If your child was a student,
do not include amounts he or she received
as scholarships.
c. Married Dependent
The dependent did not file a joint return
with his or her spouse.
d. Citizenship or Residence
The dependent was a citizen or resident of
the U.S., a resident of Canada or Mexico,
or an alien child adopted by and living
with a U.S. citizen in a foreign country.
e. Relationship
The dependent met test 1. or 2. below.
1. Was related to you (or your spouse if
you are filing a joint return) in one of the
following ways:
Child
Stepsister
Stepchild
Stepmother
Mother
Stepfather
Father
Mother-in-law
Father-in-law
Grandparent
Brother-in-law
Brother
Sister-in-law
Sister
Grandchild
Son-in-law
Stepbrother
Daughter-in-law or, if related by blood:
Uncle
Aunt
Nephew
Niece
2. Was any other person who lived in your
home as a member of your household for
the whole year.
The term child includes:
• Your son, daughter, stepson, step
daughter.
• A child who lived in your home as a
member of your family if placed with you
by an authorized placement agency for
legal adoption.
• A foster child who lived in your home
as a member of your family for the whole
year.
Student Dependent—Even if your child
had income of $750 or more, you can
claim him or her as a dependent if he or
she can meet tests b., c., and d. above;
AND
• was enrolled as a full-time student at
a school during any 5 months of 1978, or
• took a full-time, on-farm training
course during any 5 months of 1978. (The
course had to be given by a school or a
State, county, or local go.vernment agency.)
Children of Divorced or Separated Par
ents.—If a child's parents together paid
more than half of the child's support, the
parent who has custody for most of the
year can generally take the exemption for
that child. However, the parent who does
NOT have custody (or who has the child
for the shorter time), may take the exemp
tion if a. or b. below, applies.
a. That parent gave at least $600 toward
the child's support in 1978, and the decree
of divorce or separate maintenance (or a
written agreement between the parents)
states he or she can take the exemption,
OR
b. That parent gave $1,200 or more for
each child's support in 1978, and the par
ent whp had custody cannot prove that he
or she gave more than the other parent.
Note: To figure the amount of child sup
port, a parent who has remarried and has
custody may count the support furnished
by the new spouse.
Dependent Supported by Two or More
Taxpayers.—Sometimes two or more tax
payers together pay more than half of
another person's support, but no one alone
pays over half of the support. One of the
taxpayers may claim the person as a de
pendent only if the income, married de
pendent, citizenship or residence, and rela
tionship tests discussed above (tests a, c,
d, and e) are met.
In addition, the taxpayer claiming the
dependent must:
a. have paid more than 10% of the de
pendent's support; and
b. attach to his or her tax return a signed
Form 2120, Multiple Support Declaration,
from eve!7 other person who paid more
than 10% of the support. This form states
that the person who signs it will not claim
the person he or she helped to support.
Birtb or Death of Dependent.—You
can take an exemption for a dependent
who was born or who died during 1978 if
he or she met the tests for a dependent
while alive. This means that a baby who
lived only a few minutes can be claimed as
a dependent.
Income
Examples of Income
You Do Not Report
Federal social security benefits.
Welfare benefits.
Disability retirement payments and other
benefits paid by the Veterans Adminis
tration.
Workmen's compensation benefits, insur
ance damages, etc. for injury or sick
ness.
Unemployment compensation paid by a
State.
Gifts, money or other property you in
herited or that was willed to you.
Dividends on veterans' life insurance.
Life insurance sums received at a person's
death.
Interest on certain State and municipal
bonds.
Amounts you received from an insurance
company because you lost the use of
your home due to fire or other casualty
to the extent the amounts were more
than the cost of your normal expenses
while living in your home. (Reimburse
ments for normal living expenses must
be reported as income.)
Amounts an employer contributed on your
behalf and benefits provided to you as
an employee or the spouse or dependent
of an employee, under a qualified group
legal services plan.
Examples of Income You Must Report
The following kinds of income should be
reported on Form 1040, or related forms
and schedules. You may need some of the
forms and schedules listed.
Wages including salaries, bonuses, commi.ssions, fees, and tips.
Dividends (Schedule B).
Interest (Schedule B) on:
tax refunds;
bank deposits, bonds, notes;
U.S. Savings Bonds;
certain arbitrage bonds issued by State
and local governments; and
accounts with savings and loan associa
tions, mutual savings banks, credit
unions, etc.
Amounts received from accident and
health plans in lieu of wages, if your
employer paid for the policy.
Fair market value of goods or services you
received in return for services you per
formed.
Alimony, separate maintenance or support
payments received from and deductible
by your spouse or a former spouse.
Refunds of State and local taxes if they
were deducted in a prior year and re
sulted in a tax benefit.
Life insurance proceeds from a policy you
cashed in if the proceeds are more than
the premiums you paid.
Profits from businesses and professions
(Schedule C).
Your share of profits from partnerships
and small business corporations (Sched
ule E).
Profits from farming (Schedule F).
Pensions, annuities, endowments (SchedContinued on Page 26
January 1979 / LOG / 25
�Report any interest you received or that
Continued from Page 25
was
credited to your account so you could
ule E), including lump-sum distributions
withdraw it. (It does not have to be entered
(Form 4972 or Form 5544).
in
your passbook.)
Gains from the sale or exchange of real
estate, securities, or other property
Interest Income You MUST Report—
(Schedule D or Form 4797).
• Accounts with banks, credit unions, and
Gain from the sale of your personal resi
savings and loan associations.
dence (Schedule D and Form 2119).
• Building and loan accounts.
Rents and royalties (Schedule E).
• Notes and loans.
Your share of estate or trust income,
(Schedule E) including accumulation
• Tax refunds (report only the interest on
distribution from trusts (Form 4970).
them as interest income).
Supplemental annuities under the Railroad
• Bonds and debentures. Also arbitrage
Retirement Act (but not regular Rail
bonds issued by State and local govern
road Retirement Act benefits).
ments after October 9, 1969. (Do not re
Prizes and awards (contests, raffles, lottery
port interest on other State and local bonds
and gambling winnings).
and securities.)
Earned income from sources outside U.S.
• The discount for the part of the year
(Form 2555).
you held corporate bonds or other notes
Fees received for jury duty and precinct
first issued at a discount after May 27,
election board duty.
1969.
Fees received as an executor or adminis
• U.S. Savings Bonds. The interest is the
trator of an estate, or as a director.
yearly increase in the value of the bond.
Embezzled or other illegal income.
Interest on Series E bonds can be reported
Business expense reimbursements received
using method a. or b.
that are more than you spent for these
a. Report the total interest when you cash
expenses.
the bonds, or when they reach final matur
ity and no longer earn interest.
Lines
b. Or, each year on your return, report
Wages, Salaries, Tips, and Other
the yearly increase of the bonds' value.
Employee Compensation
If you change to method b, report the
Show the total of all wages, salaries, fees, entire increase in all your bonds from the
commissions, tips, bonuses, supplemental date they were issued. Each year after, re
unemployment benefits, and other port only the yearly increase. Once you
amounts you were paid before taxes, in have used method b to report interest, you
surance, etc. were taken out.
must continue to do so for all your U.S.
Include in this total:
Savings Bonds.
a. The amount shown on Form W-2 in the
box Wages, tips, other compensation. Re
port all wages you received, even if you do
Line 10a
not have a Form W-2.
Dividends
b. Tips you did not report to your em
Dividends are distributions of money,
ployer. (Show any social security tax due stock, or items of equal value paid 6y cor
on these tips on line 51—see the instruc
porations to stockholders. They also in
tions on page 12.)
clude dividends you receive through a
c. Certain disability retirement income if
partnership or an estate or trust. Payers
you arc under age 65. (Form W-2P)
include nominees or other agents.
d. Payments by insurance companies, etc.,
If the total, including capital gain and
not included on Form W-2. If you receive
nontaxable distributions, is more than
sick-pay or a disability payment from any
,$400, first fill in Schedule B. If you re
one other than your employer, and it is not
ceived $400 or less in dividends, include
included in the wages shown on Form
only the ordinary dividends on line 10a.
W-2, include it on line 8. Attach a separate
statement showing the name and address
Dividends Include
of the payer and indicating the amount as
• Ordinary Dividends—These are paid
sick-pay or disability income.
out of earnings and profits and are ordi
e. Fair market value of meals and living
nary income. Assume that any dividend
quarters if given by your employer as a
you receive is an ordinary dividend unless
matter of your choice and not for your
the paying corporation tells you otherwise.
employer's convenience. (Don't report the
• Capital gain distributions—If you have
value of meals given you at work if they
other
capital gains or losses, yoi. should
were provided for your employer's con
also
enter
your capital gain distributions
venience. Also do not report the value of
on Schedule D. If you don't need Schedule
living quarters you had to accept as a con
D to report any other gains or losses or to
dition of employment.)
figure the alternative tax, don't use it. In
f. Strike and lockout benefits paid by a
stead, show the taxable part of your capi
union from union dues. Include cash and
tal gain distributions on Form 1040, line
the fair market value of goods received.
15.
Don't report benefits that were meant as a
• Nontaxable dLstribution.s—In general,
gift.
distributions that are NOT made out of
Note: You must report on line 8 all wages,
earnings and profits are nontaxable. They
etc., paid for your personal services, even
are a return of your investment and will
if the income way signed over to a trust,
not be taxed until you recover your cost.
another person, a corporation, or tax ex
You must reduce your cost (or other basis)
empt organization.
by the amount of nontaxable distributions
received. Amounts received after your cost
(or other basis) has been reduced to zero
should be reported as capital gain.
Line 9
Interest Income
Enter on line 9 your total interest income.
If the total is more than $400, first fill in
Schedule B.
26 / LOG / January 1979
Do Not Report as Dividends• Mutual insurance company dividends
that reduced the premiums you paid.
• Amounts paid on deposits or accounts
from which you could withdraw your
money. For example, dividends paid by
savings and loan associations, mutual sav
ings banks, cooperative banks, and credit
unions are actually interest. Remember to
report these amounts as interest on Form
1040, line 9.
Line 10b
Exclnsion
You may exclude (subtract) up to $100 of
ordinary dividends received from qualify
ing domestic corporations.
If both you and your spouse had divi
dend income from jointly or separately
owned stock, you may each subtract up to
$100 of dividend income even if you file
a joint return. However, neither of you
can use any part of the $100 exclusion not
used by the other in the case of stock
owned separately.
For example, if you had $300 in divi
dends and your spouse had $20, only $120
may be subtracted. If all of the stock on
which the $320 of dividends was received
had been held jointly, then you and your
spouse could subtract $200 ($100 each).
Line 18
Pensions, Annuities, Rents, Royalties,
Partnerships, Estates or Trusts
See the instructions for Schedule E. Enter
the income or floss) from Schedule E.
Line 19
Farm Income or (Loss)
See the instructions for Schedule F. Enter
the income or floss) from Schedule F.
Line 11
State and Local Income Tax Refunds
If you received a refund or credit in 1978
for State or local income taxes you paid in
1977 or a prior year, you may have to
report the refund as income on your Fed
eral income tax return.
Do not report the refund as income if
it was for a tax you paid in a year for
which you did not itemize deductions on
Schedule A (Form 1040).
If you itemize deductions for 1978, do
not reduce the deduction for taxes by any
refund of those taxes for a prior year.
Line 12
Alimony Received
Show on line 12 amounts you received as
alimony or separate maintenance. For
more information, please get Publication
504, Tax Information for Divorced or
Separated Individuals.
Line 13
Business Income or (Loss)
Please see the instructions for Schedule C.
Enter your income or (loss) from Schedule
C.
Line 14
Capital Gain or (Loss)
Please see the instructions for Schedule D.
Enter the gain or (loss) from Schedule D.
Line 15
Capital Gain Distributions
If you do not use Schedule D, show the
taxable part of your capital gain distribu
tions on line 15. The company making the
distribution should tell you:
(a) Net capital gains for the entire year,
and
(b) Net capital gains after Oct. 31,
1978.
Enter on line 15: (1) 40% of the smaller
of (a) or (b), plus (2) 50% of the amount,
if any, by which (a) is more than (b). If
you are unable to obtain this information,
you may enter 50% of the distributions
and, if necessary, file an amended return
later.
Line 16
Nel Gain or (Loss) from Supplemental
Schedule of Gains and Losses
See the instructions for Form 4797. Enter
the gain or (loss) from Form 4797.
Line 17
Fully Taxable Pensions and Annuities
Use this line to report pension and annuity
income not reported on Schedule E. This
includes;
• Pensions and annuities if you paid no
part of their cost.
• Military retirement pay from Form
W-2P.
• Amounts received as an annuity under
the special rule if you recovered your cost
before January 1, 1978. See the instruc
tions for Schedule E for details.
Line 20
Other Income
Use line 20 to report any income you can't
find a place for on your return or other
schedules. Also show the nature and
source of the income. Examples of income
to be reported on line 20 are:
• Prizes, awards and gambling winnings.
Proceeds from lotteries, raffles, etc., are
gambling winnings. (If you had any gam
bling losses, you may take them as an item
ized deduction on Schedule A. However,
you cannot deduct more losses than the
winnings you report on this line.)
• Repayment of medical expenses or
other items such as real estate taxes, that
you deducted, if they reduced your tax in
a prior year.
• Amounts recovered on bad debts you
deducted in a prior year.
• Amounts your employer paid you for
business expenses that are more than you
spent for the actual business expenses.
• If you had a net operating loss in a
prior year to carry forward to 1978, you
should enter it as a minus figure on line
20. Attach a separate sheet showing how
you figured the amount.
Note: Do not report any income from
self-employment on line 20. If you do
have any income from self-employment,
you must use Schedule C or Schedule F.
Adjustments to Income
Line 22
Moving Expense
Employees and self-employed persons (in
cluding partners) can deduct certain mov
ing expenses. The move had to be in con
nection with your job or business.
The deduction is allowable only if your
change in job location has added at least
35 miles to the distance from your old
residence to your work place. If you had
no former principal work place, your new
principal work place must be at least 35
miles from your former residence.
If you meet these requirements, you
should see Form 3903 for details. Use
Form 3903 to figure the amount of mov
ing expense to show on line 22.
If your employer paid for any part of
the move, you must report that as income
on Form 1040, line 8. Your employer
should give you Form 4782 and include
the amount in total wages, tips and other
compensation on Form W-2.
Line 23
Employee Business Expenses
You can deduct certain business expenses
that were not paid by your employer.
Travel, transportation (but not commuting
to and from work) and meals and lodging
can be deducted on line 23 by using Form
2106 even if you do not itemize deduc
tions on Schedule A. All other business
�expenses such as union or professional
dues, tools and uniforms, can only be de
ducted if you itemize deductions on Sched
ule A. Outside salespersons claim their
business expenses on line 23 by using
Form 2106. For details, get Publication
463, Travel, Entertainment and Gift Ex
penses.
Line 24
Payments to an IRA
You no longer have to file Form 5329 un
less you owe tax on excess contributions,
premature distributions, or undistributed
IRA funds.
Enter on line 24 the allowable deduc
tion for contributions to your IRA. If this
is a joint return and both spouses have
IRA's, a separate computation must be
made for each spouse's allowable deduc
tion. The total of the two allowable deduc
tions is then entered on line 24. For further
information on IRA deductions, see Publi
cation 590, Tax Information on Individual
Retirement Arrangements.
Line 25
Payments to a Keogh (H.R. 10)
Retirement Plan
Enter the allowable deduction for contri
butions to your Keogh (H.R. 10) plan on
line 25. Sole proprietors should also file
Form 5500-K or Form 5500. However, if
the sole proprietor is the only person who
has ever participated in the Keogh plan,
Form 5500-K does not have to be filed for
1978. Partners are not required to file
returns for Keogh plans in which they
participate.
Line 26
%
Interest Penalty Due to Early
Withdrawal of Savings
The Form 1099-INT given to you by your
bank or savings and loan association will
show the amount of any interest penalty
you were charged because you withdrew
funds from your time savings deposit be
fore its maturity. This amount should be
entered on line 26. Be sure to enter the
interest income on Form 1040, line 9.
Line 27
Alimony Paid
You can deduct periodic payments of ali
mony or separate maintenance made under
a court decree. You can also deduct pay
ments made under a written separation
agreement entered into after August 16,
1954, or a decree for support entered into
after March 1, 1954. Don't deduct lump
sum cash or property settlements, volun
tary payments not made under a court
order or a written separation agreement,
or amounts specified as child support. For
details, get Publication 504, Tax Informa
tion for Divorced or Separated Individ
uals.
Line 30
Disability Income Exclusion
This exclusion is for persons who are re
tired on permanent and total disability.
You must meet ALL these tests:
• You had not reached mandatory retire
ment age on January 1, 1978.
• You were under age 65 on December
31, 1978.
• You were permanently and totally dis
abled
a. when you retired, or
b. on January 1,1976, or January 1,1977,
if you retired before the later date on dis
ability or under circumstances which en
titled you to retire on disability.
Use Fonn 2440, Disability Income Ex
clusion, to figure the amount of any exclu
sion. Enter the exclusion from Form 2440
on this line.
Line 31
Adjusted Gross Income
Subtract line 30 fro.m line 29. If line 31 is
less than $8,000, you may be eligible to
claim the Earned Income Credit. Please
see Instructions below.
If line 31 is less than zero ($0) you may
have a net operating loss that yoii can
carry to another tax year. If you carry the
loss back to prior years, see Form 1045.
For more information, please get Publica
tion 535, Tax Information on Business Ex
penses and Operating Losses.
Tax Computation
Line 32
Enter the amount from line 31.
Line 33
You will fall into one of the three classes
below:
• You MUST itemize deductions,
• You choose to itemize, or
• You do not itemize.
The different classes are described
below.
You MUST Itemize Deductions
You must itemize deductions if:
A. You can be claimed as a dependent on
your parent's return and had interest, divi
dends, or other unearned income of $750
or more. (There is an exception to this
rule: You don't have to itemize if you
had earned income* of $2,200 or more if
single ($1,600 or more if married filing a
separate return).) In either case, be sure
to check the box on line 33.
B. You are married, filing a separate re
turn, and your spouse itemizes.
C. You file Form 4563 and exclude in
come from sources in U.S. possessions.
(Please see Form 4563, and Publication
570, Tax Guide for U.S. Citizens Em
ployed in U.S. Possessions, for more
details.)
D. You had dual-status as a nonresident
alien for part of 1978, and during the rest
of the year you were either a resident alien
or a U.S. citizen. However, you do not
have to itemize if you file a joint return
with your spouse who was a U.S. citizen or
resident at the end of 1978 and you and
your spouse agree to be taxed on your
combined worldwide income.
You must complete-Schedule A (Item
ized Deductions) if item A, B, C, or D,
above applies to you. After you've com
pleted Schedule A:
a. If Schedule A, line 40, is more than
line 39, do not fill in Form 1040, line 33.
Go to Schedule TC instead and complete
Part II to figure the amount to enter on
Form 1040, line 34.
b. If Schedule A, line 39, is more than
line 40, enter on Form 1040, line 33, the
amount from Schedule A, line 41.
You Choose to Itemize
You may choose to itemize your deduc
tions if you are:
• Married and filing a joint return, or a
Qualifying widow(er) with dependent
child, and your itemized deductions are
more than $3,200.
• Married and filing a separate return,
and your itemized deductions are more
than $1,600.
• Single, or an Unmarried head of house
hold, and your itemized deductions are
more than $2,200.
If you do itemize, complete Schedule A
and enter the amount from Schedule A,
line 41, on Form 1040, line 33.
Caution: Certain taxpayers must itemize
even though their itemized deductions are
less than the amount shown here for their
filing status. See "You MUST Itemize Deductions" above.
You Do Not Itemize
If your itemized deductions are less than
the amount shown above for your filing
status (or you choose not to itemize), enter
zero on line 33 unless you MUST itemize
as described above.
Line 34
Subtract line 33 from line 32. Remember
—if you completed Schedule TC, Part II,
the amount on line 34 will be the amount
from Schedule TC, Part II, line 5, and line
34 will be more than line 32.
Line 35
Tax
To figure your tax, you will use either the
Tax Tables or Schedule TC, Part I. Read
the conditions below to see which you
should use.
Schedule TC
You must use Schedule TC, Part I, to
figure your tax if:
• Line 34 is more than $20,000 and you
checked Form 1040, Filing Status Box 1,
3, or 4.
• Line 34 is more than $40,000 and you
checked Form 1040, Filing Status Box 2.
or 5.
• You claim:
4 or more exemptions and checked Form
1040, Filing Status Box 1 or 3;
9 or more exemptions and checked Form
1040, Filing Status Box 4; or
10 or more exemptions and checked Form
1040, Filing Status Box 2 or 5.
Also use Schedule TC, Part I, if you
figure your tax using any of the methods
listed below.
• Alternative Tax, Schedule D.—You may
want to use this method if your net longterm capital gain is more than your net
short-term capital loss, or if you have a net
long-term capital gain only. If you do, fill
in Schedule D, Part IV.
• Income Averaging, Schedule G.—^You
may want to use this method if there has
been a large increase in your income this
year. If so, fill in Schedule G.
• Maximum Tax on Personal Service In
come, Form 4726.—The tax on this in
come is limited to a maximum rate of 50
percent. You should get Form 4726 for
more information if your taxable income,
or personal service taxable income, was
over:
a. $40,200 and you checked Form 1040,
Filing Status Box 1 or 4, OR
b. $55,200 and you checked Form 1040,
Filing Status Box 2 or 5.
You can't use Form 4726 if you checked
Form 1040, Filing Status Box 3.
Tax Tables
If none of the above conditions apply to
you, you MUST use the Tax Tables to
find your tax.
Be sure you use the correct Tax Table.
If you checked Form 1040:
• Filing Status Box 1, use Tax Table A
(Single),
• Filing Status Box 2 or 5, use Tax Table
B (Married Filing a Joint Return and Qual
ifying Widow(er)s),
• Filing Status Box 3, use Tax Table C
(Married Filing a Separate Return), or
• Filing Status Box 4, use Tax Table D
(Unmarried Head of Household).
Instructions for using the Tax Tables
are at the beginning of each table. Allow
ances for the zero bracket amount, exemp
tions, and the general tax credit have
already been built into the Tax Tables for
you.
Line 36
Additional Taxes
Use this line to report any of the additional
taxes listed below. Check the box(es) on
line 36 for the taxes that apply to you.
Form 4970, Tax on Accumulation Dis
tribution of Trusts
Form 4972, Special 10-Year Averaging
Method
Fonn 5544, Multiple Recipient Special
10-Year Averaging Method
Form 5405, Recapture of Credit for
Purchase or Construction of New Princi
pal Residence
Section 72(m)(5) penalty tax. If you are
or were an owner-employee, and received
income from a premature or excessive dis
tribution from a Keogh (H.R. 10) plan or
trust, you will have to pay a penalty tax of
10 percent of the distribution. The penalty
is in addition to the regular income tax.
(Note: Only the credits on lines 38, 39, 40
and 45 can be used to reduce this tax. On
a separate sheet, show how you applied
any of these credits.) See Publication 560,
Tax Information on Self-Employed Re
tirement Plans, for more details.
Credits
Line 38
S.
Credit for Contributions to
Candidates Cor PubUc Office
You may take a tax credit on this line for
contributions to candidates for public of
fice, political committees, and newsletter
funds of candidates and elected public
officials.
If you have already listed these contri
butions on Schedule A, line 31, do not take
a credit for them here. Also, do not take
this credit for any amount you checked to
go to the Presidential Election Campaign
Fund.
To figure your credit, add up the
amounts you gave. Enter half of the total
on line 38, but do not enter more than the
smaller of the following:
a. $25 ($50 if you are married and filing
a joint return), or
b. The amount on line 37 reduced by the
amount of credits on lines 39, 41, and
42.
Line 39
Credit for the Elderly
You may be able to take this credit aqd
reduce your tax if you are:
• Age 65 or over, or
• Under age 65 and retired under a public
retirement system.
For more information, please see the
instructions for Schedules R & RP. Enter
the credit on this line.
Line 40
Credit for Child and
Dependent Care Expenses
You may be able to take a credit on this
line for payments you made for child and
disabled dependent care while you or your
spouse worked or looked for work.
The credit is allowed if you maintained
a home that included a child under age 15
or a dependent or spouse not capable of
self-care.
Please see Form 2441 for more infor
mation including a special rule for di
vorced or separated taxpayers.
Line 41
Investment Credit
You are allowed a credit for investing in
certain trade or business property. Use
Continued on Page 28
January 1979 / LOG / 27
�Continued from Page 27
Form 3468 to figure the amount of any
credit. Enter the credit from Form 3468
on this-line.
Line 42
Foreign Tax Credit
Form 1116 explains when you can take
this credit for payment of income tax to a
foreign country or U.S. possession. Also
see Publication 514, Foreign Tax Credit
for U.S. Citizens and Resident Aliens.
Enter the credit from Form 1116 on this
line.
Line 43
Cre^t for Wages Paid or Incnned in
WoA Incentive (WIN) Programs
You may be able to take a credit on this
line for hiring employees under a WIN
program. You may also claim a credit for
employing certain persons who receive
Federal welfare payments. For more in
formation, please get Form 4874.
Line 44
New Jobs Credit
Business employers who increased their
business payroll may qualify for this
credit. Enter the credit on this line. Please
get Form 5884 and Publication 902, Tax
Information on Jobs Tax Credit.
Line 45
Residential Energy Credits
If you have qualifying energy saving ex
penditures for your residence that were
made after April 19, 1977, you may qual
ify for the energy credit. Form 5695,
Energy Credits, will tell you which ex
penses qualify and how to claim the credit.
Energy credits for energy saving ex
penditures you made after April 19, 1977,
and in 1978 should be claimed on your
1978 Federal income tax return. Do not
file an amended 1977 return to claim your
1977 energy saving expenditures.
Other Taxes
Line 48
Self-Employment Tax
If you had self-employment income in
1978, and earned under $17,700 in wages
from which FICA or RRTA tax was with
held, you may have to pay self-employ
ment tax. Please see Schedule SB and
instructions. If you have to pay self-em
ployment tax, enter the amount from
Schedule SB, line 18.
Line 49
Minimum Tax
A minimum tax may be charged if you
have certain tax preference items. Bxamples are:
a. long-term capital gains;
b. accelerated depreciation;
c. stock options; and
d. adjusted itemized deductions. In gen
eral, this is the amount by which your
itemized deductions as adjusted exceed 60
percent of your adjusted gross income.
Attach Form 4625 and enter the tax on
this line if you have:
• items of tax preference of more than
$10,000 ($5,000 if married filing a sepa
rate return) even if there is no minimum
tax; or
• any minimum tax liability deferred
from an earlier tax year.
Please see Form 4625 for details.
Line 50
Tax from Recomputing Prior Year
Investment Credit
You may owe this tax if you;
• held investment credit property for less
than seven years; and
• disposed of it before the end of its use
ful life.
See Form 4255 for details. Enter any tax
28 / LOG / January 1979
from Form 4255 on this line.
You may also need Form 4255 if you
disposed of more than one-third of your
interest in a partnership or small business
corporation.
Line 51
Social Security (FICA) Tax on Tip
Income Not Reported to Employer
If you received tips of $20 or more in any
month and you did not report the full
amount to your employer, you must pay
the social security or railroad retirement
tax on the unreported tips.
To figure the amount of social security
tax on unreported tips, complete Form
4137 and attach it to your Form 1040.
Enter the tax on this line.
To determine the amount of railroad
retirement tax on unreported tips, contact
your nearest Railroad Retirement Board
office. On line 51, enter the tax and next
to it, write "RRTA" in the margin.
Be sure all your tips are included as
income on Form 1040, line 8.
Line 52
Uncollected Employee FICA and
RRTA Tax on Tips
If you did not have enough wages to
cover the social security tax (FICA) or
railroad retirement tax (RRTA) due on
tips you reported to your employer, the
amount of tax due will be shown on your
Form W-2. Enter that amount on line 52.
tax (FICA) and railroad retirement tax
(RRTA) may have been withheld from
your wages. If so, you may be able to
take credit for it against your income tax.
If you are a railroad employee and you
claim the credit, attach a statement from
your employer showing the amount of em
ployee RRTA compensation and amount
of RRTA tax withheld.
If you are filing a joint return, you have
to figure this separately for you and your
spouse.
Please follow the steps below to see if
you can take credit.
Step 1. Add all FICA and
RRTA tax withheld (but not
more than $1,070.85 for each
employer).* Enter-total here.. $
Step 2. From Form 1040, line
52, enter all uncollected FICA
or RRTA tax on tips, if any .. $
Step 3. Add 1 and 2 above ... $
Step 4. Less
$-1,070.85
Step 5. Subtract 4 from 3.
Enter this amount on line 59 . $
*Notei If any one employer withheld
more than $1,070.85, you should ask the
employer to refund the excess to you. You
cannot take credit for it on your return.
Line 53
Tax on an IRA
If you have an IRA (Individual Retirement
Arrangement), add any taxes from Form
5329. Enter this total on line 53.
Payments
Line 55
Total Federal Income Tax Withheld
Add the Federal income tax withheld as
shows on your forms W-2, W-2G, and
W-2P. Enter the total on this line.
Line 56
1978 Estimated Tax Payments
Enter on this line any payments you made
on your estimated Federal income tax
(Form 1040-ES) for 1978. Include any
overpayment from your 1977 return that
you applied to your 1978 estimated tax.
If you and your spouse paid joint esti
mated tax but are now filing separate in
come tax returns, either of you can claim
all of the amount paid. Or you can each
claim a part of it. Please be sure to show
both social security numbers on the sepa
rate returns.
If you or your spouse paid separate esti
mated tax, but you are now filing a joint
income tax return, add the amounts you
each paid.
Follow the above instructions even if
your spouse died.
Line 57
Earned Income Credit
If line 31 is under $8,000, see the Earned
Income Credit Worksheet on page 2 of the
Instructions. If you can take the credit, be
sure to enter on line 57 the first name of
the child who qualifies you for the credit.
Enter the credit from line 8 or line 13 of
the worksheet.
Line 58
Amount Paid with Form 4868
(Extension of Time to File)
If you filed Form 4868 to get an extension
of time to file Form 1040, enter the
amount you paid with Form 4868.
Line 59
Excess FICA and RRTA Tax Withheld
—Two or More Employers
If you had two or more employers in 1978
and togejher they paid you more than
$17,700 in wages, too much social security
Line 60
Credit for Federal Tax on
Special Fuels and Oils
If you can take a credit for tax on special
fuels, non-highway gasoline, and lubricat
ing oils, please attach Form 4136. Enter
the credit on line 60.
Line 61
Regulated Investment Company
Credit
Enter on this line the total amount of the
credit from Form 2439. Be sure to attach
Copy B of Form 2439.
Refund or Due
Line 63
Amount Overpaid (If Line 62 is larger
than line 54)
Subtract line 54 from line 62. You can
choose to have all, or part, of this amount
refunded to you (line 64). The remainder,
if any, can be applied to your estimated
tax for 1979 (line 65). If line 63 is under
$1, we will send you a refund only on
written request.
Line 64
Refund
Enter the amount from line 63 that you
want refunded to you. If your refund is
large, you may want to change the amount
of income tax withheld from your pay. See
the Instructions on page 14 for Income
Tax Withholding for 1979.
Line 65
Credit to 1979 Estimated Tax
Subtract line 64 from line 63. This is the
amount that will be credited to your esti
mated tax for 1979. Enter this amount on
line 65.
We will apply amounts to your account
unless you attach a request to apply it to
your spouse's account. The request should
include your spouse's social security num
ber.
Line 66
Balance Due (If line 54 is larger
than line 62)
Subtract line 62 from line 54. This is the
amount you owe. Enter the amount on
this line.
Attach your check or money order for
the full amount when you file. Make it out
to "Internal Revenue Service" and be sure
to write your social security number on
it. If line 66 is under $1, you do not have
to pay.
In most cases, people who have income
tax withheld from their wages will find
that the amount withheld will be fairly
close to their tax for the year. Sometimes
it is not, and this is more likely to happen
if both you and your spouse worked.
If you do owe tax for 1978 you may
want to increase the amount of income
tax withheld from your pay. Or, you may
prefer to file a Declaration of Estimated
Tax on Form 1040-ES. See the Instruc
tions below for Income Tax Withholding
for 1979 and Should You File a Declara
tion of Estimated Tax?
Sign and date your return.
Form 1040 is not considered a return un
less you sign it. Your spouse must also
sign if it is a joint return.
Penalties and Interest
a. Interest. Interest will be charged on
taxes not paid on or before their due date,
even if an extension of time to file is
granted.
b. Late Filing of Return. The law pro
vides a penalty of from 5 percent to 25
percent of the tax due for filing late unless
you can show reasonable cause for the de
lay. If you file a return late, attach an ex
planation to your return.
c. Late Payment of Tax. The penalty for
not paying tax when due is Vi of 1 percent
of the unpaid amount for each month or
part of a month it remains unpaid. The
maximum penalty is 25 percent of the un
paid amount. The penalty applies to any
unpaid tax shown on a return. It also ap
plies to any additional tax shown on a
bill if it is not paid within 10 days from
the date of the bill. This penalty is in addi
tion to the applicable interest charges on
late payments.
Income Tax Withholding for 1979
If the amount you overpaid (line 63) or
the balance you owe IRS (line 66) is large,
please see your payroll office. Ask them
abount filling out a new Form W-4 to
change the amount of income tax to be
withheld from your pay. A working mar
ried couple may need to increase the
amount of tax withheld from one or both
of their wages to avoid owing a large pay
ment when filing their return.
Should You File a
Declaration of Estimated Tax?
In general, a declaration is not required to
be filed if you expect that your 1979 Form
1040 will show a tax refund, or a tax bal
ance due IRS of less than $100. If your
total estimated tax is $100 or more, please
get Form 1040-ES. You may be required
to make a declaration of estimated tax.
Address Change
If you move after you file your return and
you are expecting a refund, you should
notify the post office serving your old ad
dress. Also notify the IRS service center
where you filed your return of your ad
dress change. This will help to forward
your check to your new address as soon as
possible. Please be sure to include your
social security number in any correspond
ence with the IRS.
Attachments
Attach Copy B of Forms W.2, W-2G, and
W-2P to the front of Form 1040. Attach
�schedules in alphabetical order and other
forms in numerical order to the back of
Form 1040.
Instructions for
Schedule A
Itemized Deductions
Some taxpayers must itemize their deduc
tions and some should itemize because it
will save them money. See Yoii Must
Itemize Deductions and You Choose to
Itemize on page 11.
If you itemize, you can deduct part of
your medical and dental expenses, and
amounts you paid for certain kinds of
taxes, interest, contributions, casualty and
theft losses, and other miscellaneous ex
penses. These are explained below.
If your deductions are more than 60%
of Form 1040, line 31, you may have a
tax preference item. See the instructions
for Form 1040, line 49, on page 12.
Line 1 through 10
Medical and Dental Expenses
Before you can figure your total deduc
tion for medical expenses, you must com
plete your Form 1040 through line 31.
Only that part of your medical and den
tal expense that is more than 3 % of your
adjusted gross income on Form 1040, line
31, is deductible.
However, you may deduct one-half Of
your medical insurance premiums, up to a
maximum of $150, without reducing the
amount by 3 percent of your adjusted
gross income. Include amounts you paid
for hospital, medical, and extra Medicare
(Medicare B) insurance. Show half of your
payments, up to $150, on line 1 and put
the balance on line 5. You can deduct the
amount on line 1, even if you had no
other medical expenses.
Only medicine and drug costs that are
mbre than 1 % of Form 1040, line 31, are
deductible as medical expenses, subject to
the 3% limitation.
Lines 1 through 10 of Schedule A ex
plain how to deduct your medical and
dental expenses. When you figure them,
you can include medical and dental bills
you paid for:
• yourself;
• your spouse;
• all dependents you list on your return;
and
• any person that you could have listed as
a dependent on your return if that person
had not received $750 or more of gross in
come or had not filed a joint return. For
example, you may have contributed more
than half of the support for your mother,
but you cannot list her as a dependent be
cause she received $750 in gross income
during the year. If part of your support
was the payment of medical bills for her,
you can include that part in your medical
expenses.
You should include all amounts you
paid during 1978, but do not include
amounts repaid to you, or paid to anyone
else, by hospital, health or accident insur
ance.
Examples of Medical and Dental
Payments You CAN Deduct
To the extent you were not repaid by in
surance, you can deduct what you paid
for:
• Medicines, drugs, birth control pills,
vaccines, and vitamins your doctor told
you to take.
• Medical doctors, dentists, eye doctors,
gynecologists, chiropractors, osteopaths,
podiatrists, psychiatrists, psychologists,
physical therapists, acupuncturists, and
psychoanalysts (medical care only).
• Medical examinations, X-ray and laora-
tory services, insulin treatment, and whirl
pool baths the doctor ordered.
• Nursing help. If you pay someone to do
both nursing and housework, you can de
duct only the cost of the nursing help.
• Hospital care (including meals and
lodging), clinic costs, lab fees.
• Medical treatment at a center for drug
addicts or alcoholics.
• Medical aids such as hearing aids (and
batteries), false teeth, eyeglasses, contact
lenses, braces, orthopedic shoes, crutches,
wheelchairs, guide dogs and the cost of
maintaining them.
• Ambulance service and other travel
costs to get medical care. If you used your
own car, you can figure what you spent for
gas and oil to go to and from the place you
received medical care, or you can figure
costs at 70 a mile plus parking fees and
tolls.
Examples of Medical and Dental
Payments You CANNOT Deduct
Payments you made for the following are
not deductible:
• The basic cost of Medicare insurance
(Medicare A).
• Life insurance policies.
• The 1 % hospital insurance benefits tax
withheld from your pay as part of the
social security tax or paid as part of social
security self-employment tax.
• Nursing care for a healthy baby. (You
may qualify for child care credit; see
Form 2441.)
• Illegal operations or drugs.
• Travel your doctor told you to take for
rest or change.
• Funeral, burial or cremation.
nonbusiness car miles driven. If you kept
a record that shows you paid more than
the table amount, deduct the larger
amount.
For gas used for other purposes, such as
a boat or motorcycle, deduct the tax you
paid. Figure the number of gallons you
used and multiply it by the tax rate for
your State as shown in the table.
• General sales taxes (line 14)
The Optional State Sales Tax Tables show
how much you can deduct for your in
come and family size. You can add to the
tax table amount the general sales tax you
paid if you bought:
a. A car, motorcycle, motor home, or
truck. (Note: Vermont and West Virginia
charge a higher sales tax for these than
they do for other items. Figure how much
tax you would have paid at the general
sales tax rate and add only that amount to
the tax table amount.)
b. A boat, plane, home (including mobile
or prefabricated) or materials to build a
home if:
—^The tax rate was the same as the gen
eral sales tax rate, and
—Your sales receipt or contract shows
how much tax you paid.
If you kept records that show you paid
more State sales tax than the tables list,
you may deduct the larger amount. In
clude State or local selective sales or excise
taxes if the rates were the same as the gen
eral sales tax rates.
• Personal property faxes 0ine 15)
This tax must be based on value alone.
For example, if part of the fee you paid for
the registration of your car was based on
the car's value and part was based on its
weight, you can deduct only the part
based on value.
• Other (line 16)
If you had any deductible tax not listed on
Schedule A, lines 11 through 15 (such as
foreign income tax), describe the tax and
show the amount on line 16.
If you paid tax to a foreign country or
U.S. possession, you may want to list it as
a credit instead of a deduction. Please see
Publication 514, Foreign Tax Credit for
U.S. Citizens and Resident Aliens.
Line 11 through 17
Taxes
Taxes You CAN Deduct
• State and local income taxes O'ne 11)
List State and local income taxes withheld
from your salary, also list estimated pay
ments made under a pay-as-you-go plan.
Include payments you made in 1978 on a
tax for a prior year.
If you receive a refund of (or credit for)
prior year taxes in 1978, see the Instruc
tions for Form 1040, line 11. Do not re
duce your itemized deductions by this
amount.
• Real estate taxes (line 12)
Include taxes on property you own that
was not used for business. Publication 530,
Tax Information for Homeowners, and
Publication 588, Tax Information on Con
dominiums and Cooperative Apartments,
explain the deductions homeowners can
take.
If you pay your real estate taxes as part
of your mortgage payments, do not take a
deduction for that amount. Deduct the
taxes in the year they are actually paid by
the mortgage company to the taxing
authority.
• State and local taxes on gas
used in your car, boat, etc. 0!ne 13)
The State Gasoline Tax Table on page 16
shows rates for each State and is based on
Taxes You CANNOT Deduct
• Federal income tax.
• Social security tax (FICA).
• Railroad retirement tax (RRTA).
• Federal excise tax on personal prop
erty, transportation, telephone, and gaso
line.
• Customs duties.
• Federal estate and gift taxes.
• Certain States and local taxes, includ
ing:
a. License fees (marriage, driver's, dog,
hunting, etc.)
b. Car inspection fees.
c. Tax on liquor, beer, wine, cigarettes,
and tobacco.
d. Tax on sidewalks or other improve
ments to your property.
e. Taxes paid for your business or profes
sion. (Use Schedule C, E, or F of Form
1040 to report these business taxes.)
f. Tax you paid for someone else.
Lines 18a through 20
Interest Expense
You should show on Schedule A only in
terest on nonbusiness items.
In general, a cash basis taxpayer, who
in 1978 prepaid interest for any period
after 1978, can only deduct the amount
for 1978.
Interest Expense You CAN Deduct
Include the interest you paid on—
• Your home mortgage, (line 18a)
• Bank and other general purpose credit
cards. Deduct the finance charge as inter
est if no part of it was for service charges,
membership fees, loan fees, credit investi
gation fees, etc. (line 18b)
• Revolving charge accounts. Deduct any
finance charge a retail store added if the
charges are based on your monthly unpaid
balance. Oine 18b)
• Your personal note for money you bor
rowed from a bank, a credit union, or
another person.
• Life insurance loans, if you paid the in
terest in cash.
• Installment contracts on personal prop
erty, such as cars and televisions.
• Tax you paid late. Show only the inter
est; do not include any amount that is con
sidered a penalty. If the tax is deductible,
show it under Taxes (lines 11 through 17
of this schedule).
• Debts on investment property. Report
the nonbusiness part of interest on these
debts on line 19. (If your total investment
interest is more than $10,000 ($5,000 if
married filing a separate return), you may
have to complete Form 4952, Investment
Interest Expense Deduction, to figure your
correct deduction. Also see Publication
550, Tax Information on Investment In
come and Expenses, for details.)
Interest Expense You CANNOT
Deduct
Do not include the interest you paid for-^
• Tax-exempt income. This includes in
terest on money you borrowed to buy or
carry wholly tax-exempt securities.
• A life insurance loan if the interest is
added to the loan and you report on the
cash basis.
• A debt to buy a single-premium life in
surance or endowment contract.
• Any kind of business transaction. Use
Schedule C, E, or F to report business in
terest expenses.
Lines 21a through 24
Contributions
You can deduct what you gave to organi
zations that are religious, charitable, edu
cational, scientific, or literary in purpose.
You can also deduct what you gave to or
ganizations that work to prevent cruelty to
children or animals.
Examples of these organizations are:
• Churches, temples, synagogues. Salva
tion Army, Red Cross, CARE, Goodwill
Industries, United Way, Boy Scouts, Girl
Scouts, Boys Club of America, etc.
• Fraternal orders, if the gifts will be used
for the purposes listed above.
• Veterans' groups and certain cultural
groups.
• Nonprofit schools, hospitals, and organ
izations whose purpose is to find a cure
for, or help people who have, arthritis,
asthma, birth defects, cancer, cerebral
palsy, cystic fibrosis, diabetes, heart dis
ease, hemophilia, mental illness, retarda
tion, multiple sclerosis, muscular dystro
phy and tuberculosis.
• Federal, State and local governments if
the gifts are exclusively for public pur
poses.
If you do not know whether you can de
duct what you gave to an organization,
check with that organization or an Internal
Revenue Service office.
Contributions You CAN Deduct
Contributions can be cash, checks, money
orders, property, or out-of-pocket ex
penses you paid to do volunteer work for
the kinds of organizations described
above. If you drive to and from the volun
teer work, figure your expenses at 70 a
mile or the actual cost of gas and oil. (But
don't deduct any amounts that were repaid
to you.)
If you gave property, attach a descripContinued on Page 30
January 1979 / LOG / 29
i"
�Continued from Page 29
Lines 30 through 32
tion of it. Include the date you gave the
Miscellaneous Deductions
property, and show how you figured its
Miscellaneous Amounts You CAN Deduct
value. Attach a signed copy of an appraisal
Business Use of Home
for gifts worth more than $200, and for
Expenses for business use of part of your
each gift of capital gain or ordinary in
home can only be deducted if that part is
come property. Include in the description
used exclusively and continuously in con
of each gift:
nection with your work and for the con
a. Any conditions attached to the gift.
venience of your employer. Publication
587, Business Use of Your Home, will
b. How you got the property.
give
you detailed information.
c. The cost or other basis of the property
if:
Political Contributions
1. you owned it less than five years, or
Include what you gave to candidates for
2. you must reduce the contribution by
public office, political committees, and to
any ordinary income or capital gain that
newsletter funds of candidates and elected
would have resulted if the property had
public officials. You can deduct these con
been sold at its fair market value.
tributions on Schedule A, line 31, or take
them
as a credit on Form 1040, line 38,
d. How you figured your deduction if you
but you can't do both. See the instructions
chose to reduce your deduction for con
on page 12 for how to figure the credit.
tributions of capital gain property.
If you use Schedule A, don't deduct
If you gave used clothing or furniture,
more
than $100 ($200 if married filing a
deduct their fair market value at the time
joint return). On line 31, next to the
you gave them. Fair market value is what
amount,
write "Political Contribution."
a willing buyer would pay a willing seller
when neither has to buy or sell and both
Education Expenses
are aware of the conditions of the sale.
Generally, you can deduct what you paid
In some cases, you can deduct amounts
for education required by your employer,
you spent to take care of a student in your
or by law or regulations, to keep your
home. However, you must have a written
present salary or job. In most cases, you
agreement with a charitable or educational
can also deduct the cost of maintaining or
institution.
improving skills you must have in your
Special rules apply if your contributions
present position.
are more than 20 percent of Form 1040,
Some educational expenses cannot be
line 31. If you gave gifts of property that
deducted. Among them are expenses for
increased in value, made bargain sales to
study that helps you meet minimum re
charity, or gave gifts of the use of prop
quirements for your job, or qualifies you
erty, other rules apply.
to get a new job. Also, do not deduct ex
Contributions you CANNOT Deduct
penses that were repaid to you.
• Dues, fees, or bills paid to country
Gambling Losses
clubs, lodges, fraternal orders, or similar
You can deduct gambling losses, but not
groups.
more than the gambling winnings you re
• Cost of raffle, bingo, or lottery tickets.
ported on Form 1040, line 20.
• Tuition to a private school.
Employee Expenses
• The value of your time or services,
Examples of the expenses you can deduct
• Value of blood given to a blood bank.
(if you were not reimbursed for them) are:
• The transfer of a future interest in tan
a. Union dues (line 30).
gible personal property (generally, until
b. Safety equipment, small tools, and sup
the entire interest has been transferred).
plies you needed for your job.
• Gifts to:
c. Uniforms your employer said you must
a. Individuals.
have, and which you cannot usually wear
b. Foreign organizations.
away from work.
c. Groups that are run for personal
d. Protective clothing, such as hard hats
profit.
and safety shoes.
d. Groups whose purpose is to lobby
e. Physical examinations your employer
for changes in the laws.
said you must have.
e. Civic leagues, social and sports clubs, f. Dues to professional organizations and
labor unions, and chambers of com
chambers of commerce.
merce.
g. Subscriptions to professional journals.
h. Fees to employment agencies and other
costs to get a new job in your present
Lines 25 through 29
occupation.
Casualty and Theft Losses
Use this schedule to report casualty or
theft losses of property other than business
property. A single loss can include dam
age to or theft of more than one item from
the same event;
If you had more than one loss, attach a
separate sheet showing, for each loss, the
information asked for on lines 25 through
28. Form 4684, Casualties and Thefts,
may be used for this. Enter the total of .all
losses on line 29. Write in the margin.
"Multiple losses. See attached statement."
if the bill for tax due is paid within 30
days of the notice date, or by the due date
for your return, whichever is later.
We can figure your tax if you meet the
conditions below.
• All of your income for 1978 was from
one or more of these:
a. Salaries and Wages.
b. Tips.
c. Interest.
d. Dividends.
e. Pensions or Annuities.
• You do not itemize deductions.
Miscellaneous Expenses You CANNOT
• You do not file Schedule G, Income
Deduct
Averaging.
Examples of expenses you cannot take are:
• You do not file Form 2555, Exemption
• Legal help for personal matters.
of Incojne Earned Abroad.
• Lost or misplaced cash or property.
• Your adjusted gross income (line 31) is
• Midday meals, or meals while working
not more than $20,000 (not more than
extra hours.
$40,000 if you are married and filing a
• Entertaining friends.
joint return or as a qualifying widow(er)).
• Expenses of going to or from work.
• You (and your spouse is filing a joint
• Education that you need-to meet mini
return) sign and date your return and mail
mum requirements for your job or that
it on or before April 16, 1979.
will qualify you for a new occupation.
• You give enough information so that
• Fines and penalties.
we can figure the tax. Please read the fol
lowing instructions.
• Expenses of producing tax-e.xempt in
come.
a. Fill in the parts of your return
through line 31 that apply to you. The
Lines 33 through 41
Line-By-Line Instructions which start on
Summary of Itemized Deductions
page 6 explain how to fill in your return.
If you have not already entered the totals
b. If you are filing a joint return, use
from each group of deductions in lines 33
the space under the words "Adjustments
through 38, do so now. Add lines 33
to Income" on the front of your return to
through 38, and enter your total deduc
show your adjusted gross income and your
tions on line 39. Enter the amount for your
spouse's adjusted gross income separately.
filing status on line 40.
c. Read lines 38 through 61. Fill in the
If line 39 is more than line 40, subtract
lines that apply to you, but do not fill in^
line 40 from line 39 and enter the differ
the total lines. See the instruction below
ence on Schedule A, line 41, and on Form
if you want us to figure your Credit for the
1040, line 33.
Elderly or Earned Income Credit.
If Une 40 Is more than line 39, enter
d. Fill in any forms or schedules asked
zero on Schedule A, line 41, and on Form
for on the lines you completed and attach
1040, line 33, unless you are required to
them to the return when you file it.
itemize deductions (see page 11 for You
We will figure some of your credits, too.
MUST Itemize Deductions).
Fill in your return through line 31 as ex
Note; You will receive the full benefit of
plained above. Follow the instructions be
your itemized deductions because the zero
low and sign, date, and mail it before the
bracket amount you entered on line 40 has
date. We will then figure these credits if
been built into the tax tables and tax rate
you qualify:
schedules for you.
Credit for the elderly. Follow the in
structions below. Be sure to attach the
schedule to your return. Write "CFE" on
IRS Wm Figure Your Tax
Form 1040, line 39.
and Some of Your Credits
Schedule R.—Check the box for your
If you want us to, we will figure your tax
filing status and age, and fill in line 2(a).
for you. You won't even have to visit an
Schedule RP.—Enter the name of the
IRS office. We will make sure it's figured
public retirement system. Also check the
the way that will let you pay the smallest
box for your filing status and age, and fill
amount. If you paid too much, we will
in lines 2 and 5.
send you a refund. If you did not pay
Earned income credit. On line 57 of
enough, we will bill you for the balance.
your return write "EIC" and the name of
You will not be charged interest or penalty
your child who qualified you for the credit.
Expenses of Producing Income
You can deduct what you paid to produce
or collect income, or to manage or protect
property held for producing income. Ex
amples of these expenses are:
a. Safe deposit box rental.
b. Certain legal and accounting fees, in
cluding amounts you paid in 1978 to have
tax returns prepared.
c. Clerical help.
d. OfiBcerent.
e. Custodial fees.
Losses You CANNOT Deduct
• Money or property you misplaced or
lost.
• Breakage of china, glassware, furniture,
and similar items under normal conditions.
• Damage to property (buildings, clothes,
trees, etc.) caused by termites, moths,
other insects, or disease.
Losses You CAN Deduct
You may be able to deduct all or part of
each loss caused by theft, vandalism, fire,
storm, and car, boat and other accidents or
similar causes.
30 / LOG / January 1979
April 16, 1979 Is Deadline for Filing Returns
�50 Dead in French Tanker Blast in Banfry Bay, Ireland
One witness said it was like "looking
into the flames of hell as the ship went
The ship referred to was the French
jsupertanker ffetelgeuse, which exploded
fat the Gulf oil terminal in Ireland's
Bantry Bay earlier this month, killing
[the entire ship's crew of 41 and nine
^ others.
TTie ten-year old tanker had unloaded
about two-thirds of its 31 million gallon
cargo when it was split in half by
explosions that sent flames some 600
feet into the air.
It has not as yet been determined what
caused the explosion, though a touching
off of residue hydro-carbons is
suspected.
Though the ship was three miles
offshore, unloading via an underwater
pipe system, the terminal's storage tanks
were threatened by flames that quickly
spread oiit into the Bay. The threat was
later eliminated as the flames were
contained.
It was a terrible tragedy, especially in
terms of the lives lost. Those on the
Betelgeuse had no chance of survival
when the blast occurred. Some bodies
were hurled more than 500 yards from
the ship, and all around was burning oil.
The blast was so severe that windows
were smashed in the little town of
Bantry, and it was heard some 10 miles
away.
As the demand for oil increases, more
and bigger tankers will continually be
calling on such hitherto pristine loca
tions as Bantry Bay. The Bay was long
known as one of the world's more
beautiful natural areas. Unfortunately,
it also happened to be one of the most
ideal locations for a deepwater oil
terminal in that part of the world.
So, the tragedy is far-reaching. In
spite of Gulfs attempts to blend their
storage tanks into the terrain, Bantry
Bay and the country that immediately
surrounds it will never be the same.
And, as much as we would like to think
that no more disasters, such as befell the
Christmas at the U5PHS
Betelguese, will occur, the odds are
against our wishful thinking.
The odds can only be improved by the
enforcement of proper safety and
training standards, something which
•t
r; • -
seems to be grossly lacking in too many
of the world's tankers. We maintain—
and the record shows—that Americanflag tankers sail with probably the best
odds in the world.
••,:> -J'
Smoke billows from wreck of French tanker Betelguese which blew up in Bantry
Bay Ireland earlier this month killing 41 crewmen and 9 shoreside workers.
Delta Argentina Lifeboat Crew Aids
fn/ured Yachtswoman
Around Christmastime in the Staten Island, N.Y. USPHS Hospital, Seafarer Rex
O'Connor (left) beamed with pleasure for the cards and cigarets brought by SlU
Rep. John Dwyer (right). Seated (center) is young Seafarer Richard Navarre.
The seas were running about two to
four feet with a strong head wind as the
SS Delta Argentina sailed en route to
Dakar, West Africa.
The normal duties of the day were
interrupted, when as it was noted in the
Ship's Minutes of November 26, 1978, a
radio message was received from a small
craft in need of assistance.
The position of the craft was noted
and the Delta Argentina altered course.
Shortly after they spotted the small
sailing craft in the distance.
As they drew closer it was determined
that the craft was approximately 40 feet
long and was headed West toward the
West Indies from France. Her name was
Pierre Maine, a small yacht.
The crew was alerted, a lifeboat
lowered and manned by three AB's, an
Also happy at the S.I., N.Y. USPHS with their Christmas holiday cheer (in
wheelchairs I. to r.) are Deckgang member Robert Purvis and OMED Keith Rice.
Standing (I. to r.) are 3rd Cook Melvin Bass, visiting SlU Rep. John Dwyer and
Steward Utility Rudolph Evans.
ordinary, a wiper, a third mate and an
engineer under the direction of the Chief
Mate.
The craft was not too far away but the
task was difficult as the seas were not
cooperating. As the men came alongside
the craft, they were told that a young
woman, Brunet Monet, 20 years old,
was suffering from severe back pains
sustained in an accident.
Ms. Monet was gently lowered into
the lifeboat, taken to the Delta Ar
gentina and made as coinfortable as
possible. The ship then diverted to
Mendila in the Cape Verde Islands
where Ms. Monet was placed ashore to
be given treatment at a local hospital.
The entire operation went very
smoothly and in the best tradition of the
Brotherhood of the Sea as noted by
Recertified Bosun Floyd Peavoy.
Mark Adams A-582
Raymond Friedler
Mrs. B. Durand says that she found
some of your personal papers which you
can retrieve by contacting her at
803 S. 10th St., Yakima, Wash. 98901.
Mrs. C.J. Wesley would like you to
contact her at 4094 Ridge Road West,
Rochester, N.Y. 14626.
Andrew Philip Greenwood PB-44226
New Towboat Joe M. Powell
Another new towboat has been
delivered to an SlU-contracted com
pany.
The Joe M. Powell was christened last
month and is now pushing two new
barges on the Gulf Intracoastal water
way. She is operated by the Higman
Towing Company of Orange, Tex.,
which was formerly known as Slade,
Inc. The renamed company has a fleet of
eight boats, operated top to bottom by
SIU Boatmen.
The new vessel measures 65 ft. by 24
ft. She has an all modern galley and
central air conditioning. Her two
barges, which make up a single unit tow,
measure 264 ft. by 50 ft. and each carry
20,000 barrels of crude oil.
Paul J. Crabtree
Your niece, Yvonne Brown (Rouse)
asks that you contact her at 924 Barker
St., Bristol, Tenn. 37620.
Please contact SIU Representative
Red Campbell at SIU Headquarters.
Bobby Gene McMichael
Tom Finch, Engine Dept.
Frank Grissom would like to hear
from you at 228 Loma, Garland, Tx.
75040.
Please contact your sister as soon as
possible. Very urgent, at the following
address. (Mrs.) June Renfrow 139
Meadowpark Drive, Hattiesburg, MS
39401.
January 1979 / LOG / 31
�r
Recertified Bosun Herbert D.
"Red" Braunstein, 55, joined the SIU
in 1943 in the port of New York.
Brother Braunstein also sailed during
the Vietnam War. He graduated
from the Union's Recertified Bosuns
Program in April 1975. Seafarer
Braunstein attended a Piney Point
Conference in 1972. Born in New
York City, he is a resident of
Norwalk, Calif.
Herbert Murealus Fentress, 65,
joined the SIU in the port of Norfolk
in 1962 sailing as a firemanwatertender. Brother Fentress sailed
20 years. He was born in Norfolk and
is a resident there.
Stefan Goscinski, 49, joined the
SIU in the port of New York in 1956
sailing as 3rd cook. Brother
Goscinski sailed in the Great Lakes
District from 1955 to 1956. He is a
former member of the United Auto
Workers Union. Seafarer Goscinski
is a veteran of the U.S. Army
Infantry during the Korean War. A
native of McKeesport, Pa., he is a
resident of Garnerville, N.Y.
Hubert Augustus Landry, 66,
joined the SIU in 1948 sailing as a
chief pumpman. Brother Landry was
born in Canada and is a naturalized
U.S. citizen. He is a resident of
Topsham, Me.
Alfred T. Berge, 65, joined the
Unipn in the port of Toledo, Ohio in
1960 sailing as a wheelsman. Brother
Berge sailed for 31 years. He was born
in Bergen, Norway and is a resident
of Sandusky, Ohio.
Arnold F. Johnson, 62, joined the
Union in the port of Buffalo, N.Y. in
1961 sailing as a deckhand for the
Great Lakes Dredge and Dock Co.
from 1956 to 1976. Brother Johnson
is a veteran of the U.S. Army's
Military Police Corps in World War
II. He was born in Stonington, Mich,
and is a resident of Rapid River,
Mich.
John Larsen, 63 joined the Union
in the port of Baltimore in 1956
sailing as an AB for the Steuart
Transportation Co. from 1969 to
1978. Brother Larsen sailed on the
tug Fells Point (Curtis Bay Towing)
from 1951 to 1969. Boatman Larsen
was born in Skaarup, Fyn, Denmark
and is a naturalized U.S. citizen. He
is a resident of Palm Harbor, Fla.
Albert W. "Blackie" Saxon, 62,
joined the SIU in 1948 in the port of
Mobile sailing as a bosun. Brother
Saxon sailed for the Alcoa
Steamship Co. in 1954. He is a
veteran of the U.S. Army in World
War 11. Born in, Alabama, he is a
resident of Satsuma, Ala.
William M. Hand, 64, joined the
SIU in the port of New Orleans in
1954 sailing as a chief steward.
Brother Hand hit the bricks in the
1957 Robin Line beef. His stepson,
Lee M. Castro is a 1963 Union
college scholarship winner. Seafarer
Hand attended a Piney Point
Educational Conference. He is also a
teacher and was a master mess
sergeant in the U.S. Army during
World War 11. Born in McDavid,
Fla., he is a resident of Indian Shores,
Fla.
Stanley Schuyler, 62, joined the
SIU in the port of New York in 1950
sailing as a chief steward. Brother
Schuyler walked the picketline in the
1961 Greater N.Y. Harbor strike. He
sailed 33 years. Seafarer Schuyler is a
veteran of the Army in World War
11. A native of Portland, Ore., he is a
resident of Elizabeth, N.J.
Harry M. Wong, 58, joined the
SIU in 1947 in the port of Baltimore
sailing as a bosun. Brother Wong
sailed 36 years and during the
Vietnam War. He is a veteran of the
U.S. Army Medical Corps in World
War 11. Seafarer Wong was born in
China and is a naturalized U.S.
citizen. He lives in San Francisco.
Raymond J. Willis, 66, joined the
Union in the port of New Orleans in
1956 sailing as an AB. Brother Willis
sailed deep sea from 1944 to 1945 and
from 1968 to 1974. He also sailed as a
tankerman for Dixie Carriers on the
tug Dixie Star from 1955 to 1967. A
native of McComb, Miss., he is a
resident of Metairie, La.
Haakon A. Magnussen, 62, joined
the Union in the port of New York in
1960 sailing as a deckhand and mate
on the tug Irving T. Bush (N.Y. Dock
Railroad) from 1971 to 1978, and for
the Bush Terminal Railroad,
Brooklyn, N.Y. from 1958 to 1971.
Brother Magnussen was a member of
the NMU's United Marine Division
from 1944 to 1958. He was born in
Arendal, Norway and is a resident of
Brooklyn.
William O. Reynolds, 62, joined
the Union in the port of New York in
1960 sailing as a deckhand and mate
on the tugs Petro Flame and Petro
Arrow (Brooklyn, N.Y. Eastern
District Terminal Railroad) from
1939 to 1978. Brother Reynolds is a
former member of the Masters,
Mates and Pilots Union from 1939 to
1960. He is a veteran of the U.S.
Army Infantry in World War II.
Boatman Reynolds was born in
Brooklyn and is a resident of Valley
Stream, L.I., N.Y.
William W. Wescott, 63, joined the
Union in the port of Norfolk in 1967
sailing as a chief engineer for the
Association of Maryland Pilots from
1945 to 1978. Brother Wescott was a
commercial fisherman from 1948 to
1951. He was born in Wanchese,
N.C. and is a resident there.
Raymond F. Paler, 65, joined the
Union in the port of Detroit in 1960
sailing as an oiler. Brother Paler
mailed 43 years. He was born in
Escanaba, Mich, and is a resident
there.
Edward L. Killigrew, 55, joined the
SIU in 1949 in the port of New York
sailing as an AB. Brother Killigrew
sailed 36 years. He was born jn
Salem, Mass. and is a resident of
Seattle.
Harold Lloyd Moore, 51, joined
the SIU in 1944 in the port of New
York sailing as a chief pumpman,
QMED and assistant engineer.
Brother Moore was also a member of
the former Inland Boatmen's Union.
He upgraded at the HLS in 1974 and
1977. Seafarer Moore is a veteran of
^ the U.S. Army Air Force during the
Korean War. He was born in Hight
Spring, Fla. and is a resident of
Channelview, Tex.
A MESSAGE FROM YOUR UNION
5EAMEA/5
U$E
OF
NARCOTICS
LBADS
TO
PERIVIANBNT
loss
OF
PAPERS
32 / LOG / January 1979
�HLSS Upgrading Schedule Thru June 1979
Following are the courses and starling dofes of all upgrading programs to be held at the Lundeberg School
through June 1979. If you plan on participating in one of these programs, it is suggested that you contact your
local Union hali as soon as possible to ensure a seat in the course of your choice. SlU members are advised that
course dates are subject to change. However, any change will be reported in the Log.
STARTING
DATE
COURSE
LNG
STARTING
DATE
COURSE
February 5
March 5
April 2
April 30
May 28
Diesel Engine
May 28
Q.M.E.D
May 28
Welding
F.o.w.r.
March 1
April 12
May 10
February 5
March 19
April 16
June 25
Able Seaman
March 1
March 29
April 26
Quartermaster
February 5
Towboat Operator Scholarship Program
April 9
Towboat Operator/Western Rivers
March 5
Towboat Operator/Inland
March 19
Towboat Operator/Oceans (Less than 200 Miles)
March 19
Celestial Navigation
April 30
Chief Steward
February 5
March 5
April 2
April 30
May 28
June 25
Chief Cook & Cook & Baker
February 19
April 2
May 14
June 25
Assistant Cook
April 16
June 11
Lifeboat and Tankerman
February 1
February 15
March 1
March 15
March 29
April 12
April 26
May 10
May 24
June 7
June 21
Pumproom Maintenance & Operation
Marine Electrical Maintenance
Refrigeration Systems Maintenance & Operations March 5
June 11
April 16
April 30
Ships Are Powered
Diiierently Today
Cash in On The Changes
Take the IMesel Engines Course
at HIS
It's Just for QMED's
It's Fear Weeks Long
It Starts May 28
4-
Jf-.
To enroll, contact HLS or your SIU Representative.
January 1979 / LOG / 33
mm
�Pensioner Wil
ey Hinton Sr., 69,
died on Nov. 30.
Brother Hinton
joined the SIU in
1945 in the port of
Mobile sailing as a
chief cook. He
sailed 29 years.
Seafarer Hinton was born in George
County, Miss, and was a resident of
Lucedale, Miss. Surviving are his
widow, Bessie; two sons, Paul and
Donald and a grandson, Wiley Wayne
Jr.
Pensioner Terrence M. Jones
Jr., 72, passed
^ away on Nov. 2.
Brother Jones
[joined the SIU in
1944 in the port of
Savannah, Ga.
sailing as a bosun.
Seafarer Jones was born in Charleston,
S.C. and was a resident of Mount
Pleasant, S.C. Surviving are his widow,
Virginia; four children; a brother,
Vincent of Charleston; a sister, Mrs.
Mary E. Beatty of Santa Rosa, Calif,
and a niece, Mrs. Dorothy Wigger of
Charleston.
Pensioner Arn^ old Kunnapas, 63.
died of a blood
condition at the
Bergen Pines Hos
pital on Sept. 1.
Brother Kunna
pas joined the SIU
in 1944 in the port
of New York sailing as an oiler. He
sailed 51 years. Seafarer Kunnapas
sailed on the Robin Line and for
Waterman Steamship Co. A native of
Estonia, U.S.S.R., he was a resident of
Teaneck, N.J. Burial was in the
Hackensaek (N.J.) Cemetery. Surviving
is a sister, Mrs. Martha Dreyman.
Pensioner Arcadio Alegre Macapagal, 71, pass
ed away in Pasay
City, P.l. on Dec.
9. Brother Macapagal joined the
SIU in im the
port of New York
sailing in the steward department. He
sailed 44 years. Seafarer Macapagal was
born in the Philippines and was a
resident of Pasay City. Interment was in
the Philippine Islands. Surviving are his
widow, Salvacion; a daughter, Maria; a
brother, Fidel of Orsogon, Sorgan, P.l.
and a cousin, Maxine Riddle of
Brooklyn, N.Y.
Richard Irvine
Price, 80, passed
away on Dec. 28,
1977. Brother
Price joined the
SIU in the port of
San Francisco in
1956 sailing as a
chief electrician.
He sailed 32 years. Seafarer Price was a
veteran of the then U.S. Flying Service
Corps in World War 1. Born in Kansas,
he was a resident of Compton, Calif.
Surviving is his daughter, Mrs. Phyllis
Sanford of Compton.
34 / LOG / January 1979
Edward E. "Ed
die" Arnold Sr.,
30, drowned when
he fell off a launch
into the Para
River, Belem,
Brazil on Nov. 10
on returning to the
SS Delta Brasil.
Brother Arnold joined the SIU in 1967,
the year he graduated from the HLS. He
sailed as steward utility. Seafarer
Arnold was born in Mobile and liyed
there. Burial services were at sea on
Nov. 12 on the ship near the coast of
Brazil. Surviving are his widow, Mary; a
son, Edward Jr. and his mother, Lucille,
all of Mobile, Ala.
Pensioner Hen
ry J. Herkinheins,
72, passed away
on Nov. 30. Brother Herkinheins
joined the SIU in
1942 in the port of
New York sailing
Aias a bosun. He
sailed for 41 years, and during the
Vietnam sealift. Seafarer Herkinheins
was on thepicketlineinthe 1961 Greater
N.Y. harbor beef. He also attended a
Piney Point Crew Conference in 1970.
Born in Baltimore, he was a resident of
Desert Hot Springs, Calif. Surviving is
his widow, Lucille.
Douglas L. Salair, 47. succumb
ed to a heart
attack on a Philip
pine .Airline DC10 landing at
Pasav City, Man
ila, P.L on Nov. 1.
Brother Salair
joined the SIU in the port of San
Francisco in 1968 sailing in the steward
department. He sailed 12 years. Seafarer
Salair was a veteran of the U.S. Navy
during the Korean War. A native of
Flint, Mich., he was a resident there.
Surviving arc his mother, Mrs. Anna
Sexton of Flint and his father, James,
also of Flint.
William C. Biskas, 60, died on
Nov. 21. Brother
Biskas joined the
SIU in 1947 in the
poft of New OrI leans sailing as a
fireman - water••• tender. He up
graded to 3rd engineer in 1966 when he
graduated from the MEBA District 2
School of Marine Engineering,
Brooklyn, N.Y. Seafarer Biskas hit the
bricks in the 1961 N.Y. Harbor beef and
the 1965 MEBA Ferry Boat strike. He
was a veteran of the U.S. Army in World
War 11. A native of Attleboro, Mass., he
was a resident of West Peabody, Mass.
Surviving are his widow, Mary and his
mother. Agora of Peabody.
Manuel T. Taguacta, 50, died in
the San Francisco
USPHS Hospital
on Nov. 7. Brother
Taguacta joined
the SIU in the port
of Yokohama,
5?^. (Japan in 1969
sailing as a fireman-watertender. He
sailed for Sea-Land Service from 1970
to 1978. Seafarer Taguacta was a
veteran of the U.S. Navy during the
Korean War. A native of Agana, Guam,
he was a resident there. Burial was in
Guam. Surviving are his widow. Sung
Lee of Pusan, Korea; three daughters.
Sun Lee, Jane Lee and June Lee and a
brother, Jose of Agana.
Thomas A. Curran, 49, died of
heart disease in his
Brooklyn, N.Y.
home on Oct. 23.
Brother Curran
joined the SIU in
the port of New
York in 1950
sailing in the engine department. He
sailed 31 years. Seafarer Curran hit the
bricks in the 1962 Robin Line beef. He
was a veteran of the U.S. Army during
the Korean War. He was born in East
Boston, Mass. Interment was in St.
Joseph Cemetery, West Roxbury,
Mass. Surviving are his father, James
Sr. of Chelsea, Mass. and his brother,
James Jr. of West Roxbury.
Leonard I. Dilling, 33, was lost at
sea between Korea
and Hawaii off the
Point Marge
(Point Shipping)
on Dec. 13. Broth
er Dilling joined
the SIU in the port
of San Francisco in 1968 sailing as a
QMED. He sailed 12 years. Seafarer
Dilling was a veteran of the U.S. Navy
during the Vietnam War. He was born
in Port Angeles, Wash, and was a
resident of New York. Surviving are his
parents, Mr. and Mrs. F. B. Schadansky
of Santa Rosa, Calif.
Pensioner Edwin Smith Harri^
man, 76, suc
cumbed to pneu
monia in the Sea
Level (N.C.) Hos
pital on Sept. 23.
Brother Harriman
Ijoined the SIU in
1947 in the port of New York sailing as a
fireman-watertender. He sailed 32
years. Seafarer Harriman was an exlumberjack and a veteran of the U.S.
Army in World War 11. He was born in
New Hampshire and was a resident of
Sailors Snug Harbor, Sea Level. Burial
was in Carteret Memorial Gardens,
Beaufort, N.C. Surviving are a sister-inlaw, Mrs. Milton (Nellie) E. Harriman
of Millertown, Pa.; a nephew, Howard
of Torrington, Wyo. and a niece, Mrs.
William Judson of West Milan, N.H.
Pensioner Wil
liam H. Under
wood, 55, died on
Nov. 26. Brother
Underwood join
ed the SIU in the
port of Baltimore
in 1957 sailing as a
chief steward. He
also sailed during the Vietnam War.
Seafarer Underwood also worked as a
demolition worker. He was a veteran of
the U.S. Navy in World War H. Born in
Portsmouth, Ohio, he was a resident of
Philadelphia. Surviving are his widow,
Jean; a son, Edward and three
daughters, Robin Lyn, Laura and
Leslie.
Austin Omega
Smith, 57, died on
Nov. 15. Brother
Smith joined the
SIU in 1946 in the
port of San Fran
cisco sailing as a
fireman - watertender. He also
worked as a Boilermaker. Seafarer
Smith was born in Meridian, Miss, and
was a resident of New Orleans.
Surviving are two brothers, L. O. Smith
of Meridian and William Smith of
Cleveland, Miss, and a sister, Mrs.
Audette E. Pogue of Meridian.
Thomas Trainjor, 50, died at
home in Rockaway Park, Queens,
N.Y. on Nov. 28.
jBrother Trainor
Ijoined the SIU in
I the port of New
I York in 1950 sail
ing as a bosun. He sailed for 32 years.
Seafarer Trainor was a veteran of the
U.S. Army during the Korean War.
Surviving are a brother and sister-inlaw, Mr. and Mrs. Patrick Trainor of
Rockaway Park.
Pensioner Mort
Trehern, 63, died
on Dec. 5. Brother
Trehern joined the
SIU in 1941 in the
port of Mobile
sailing as an AB.
,
He sailed for 30
years. Seafarer
Trehern was born in Moss Pt., Miss,
and was a resident there. Surviving are
his mother, Irene and a sister, Mrs.
Louise F. Stauter, both of Moss Pt.
Augustus Pat
rick "Wild Bill"
Power, 57, died on
Dec. 9. Brother
Power joined the
SIU in 1944 in the
port of New York
I sailing as an AB.
He sailed 37 years,
was a ship's delegate and also rode the
Isthmian Line. Seafarer Power was a
veteran of the U.S. Army during the
Korean War. Born in St. John's,
Newfoundland, Canada, he was a
resident of Casa Grande, Ariz.
Surviving are his daughter, Germaine;
his mother, Catherine of St. John's; a
sister, Mrs. Mollie Copper of St. John's
and a cousin, William Joyner of
Houston.
Charles Wysocki, 57, succumbed
to a hemorrhage
in the Elmhurst
Hospital, Queens,
N.Y. on Nov. 22.
Brother Wysocki
joined the SIU in
the port of New
York in 1951 sailing as an AB. He sailed
30 years. Seafarer Wysocki was a
veteran of the U.S. Navy in World War
11. A native of Mt. Carmel, Pa., he was a
resident of Astoria, Queens, N.<T.
Interment was in St. Raymond's
Cemetery, the Bronx, N.Y. Surviving is
a son, Joseph of Hicksville, L.L, N.Y.
Pensioner Chris
S. Cipriano, 75,
died in San Leon
ardo, P.L on Nov.
5. Brother Cipri
ano joined the
SIU in 1947 in the
port of Philadel
phia sailing as a
fireman-watertender. He walked the
picketline in the 1961 N.Y. Harbor
strike and the 1965 District Council 37
beef. Seafarer Cipriano was born in San
Leonardo and was a resident there.
Surviving are a son, Eligio and a
granddaughter, Rita, both of San
Leonardo.
Kenneth F. Holmes died in April
1978. Brother Holmes sailed out of the
port of St. Louis. He was a resident of
Maplewood, Mo. Surviving is his sister,
Mrs. June M. Phillips of Maplewood.
Roscoe J. Stokes drowned on Nov. 9.
Brother Stokes sailed on the tug Dixie
Victory (Dixie Carriers) in 1978. He
sailed out of the port of New Orleans.
�SlU Scholarship Helped Great Laker's Son Realize a Dream
Winning the SIU's four-year college
scholarship in 1964 meant Tim Mosseau
could pursue the dream his father,
Seafarer Kenneth Mosseau had passed
along to his son, of becoming an
engineer.
After four years at the University of
Michigan, Tim began a successful career
as an electrical engineer which had him
shuttling back and forth between
Michigan and California before he
finally put down roots in Los Angeles
last year..
Though the scenery and the weather
have shifted for Tim over the last ten
years, his career goals haven't. Follow
ing his graduation from college in 1969,
Mosseau went to work for "a little
company in Detroit" which made heat
treating furnace equipment.
Tim paid his dues at the company,
working as a draftsman part time during
college and summer vacations, and was
moved up to manufacturing manager
when he graduated.
As the plant's engineering department
manager, Mosseau supervised pro
duction for six months before making
'64 Scholarship Winner Tim Mosseau
his first move to California as a special
projects engineer for the Santa Fe
Springs-based firm of Egloff & Graper.
Another six months saw Tim back in
Detroit, this time as owner and presi
dent of his own company, which
manufactured industrial furnaces.
The company, though small, was
successful but after a taste of the warm
California climate Mosseau said, "I
didn't like Detroit" He stuck out the
brutal Michigan winters for ten years,
though, before selling out a half interest
in his company and moving back to
L.A. for good. "I've really found a
home," Mosseau said. "I love Los
Angeles."
Right now, Tim's director of en
gineering at Egloff & Graper and he has
a stock option with the company which,
he says, "will make me a major stock
owner in the company within the next
ten years."
When he's not working, Tim pursues
his hobby as an amateur radio operator
which he's been doing since high school.
"I also play a lot of golf," Tim said,
"whenever I'm not busy trying to make
house payments or raising my family."
Tim and his wife Linda, a registered
nurse, have three kids.
Mosseau was, himself, one of three
ehildren and the size of his family was
one reason why his father. Seafarer
Kenneth Mosseau, was "ecstatic" when
Tim won the scholarship. "The $6,000
award took a big burden off my
parents," he said. "It made a difference
in my younger brother and sister being
able to go to college." (The SIU's fouryear scholarship is now $10,000.)
"I think about the scholarship often,"
Mosseau continued. "It's definitely a
worthwhile program. It enabled me to
do what I wanted to do."
Tim said he probably would have
KNOW YOUR RIGHTS
S
considered shipping out if a physical
disability, the result of a 1959 accident,
hadn't ruled out that option. "My father
was a Seafarer for most of his life,"
Mosseau said. "I think he sailed as an
oiler for about a thousand years."
Actually, the elder Mosseau joined
the Union in Alpena in 1948, sailing as
an oiler for most of the last 30 years and,
more recently, as a head conveyorman.
Though he couldn't pursue the call of
What's Wrong;?
If you can find out and fix it, you've
got great job security and good pay.
So take the Marine Electrical Main
tenance Course at HLS. It starts April
30.
See your SIU Representative or contact
HLS to enroll.
KNOW YOUR RIGHTS
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you fee! there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is;
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize them.selves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
FINANCIAL REPORTS, The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
the sea, Tim's very happy with his
engineering career. "All through my
childhood, my father talked about
becoming an engineer," he said, "and I
guess it rubbed off on me. Besides, when
I entered the field in the 1960's,
engineering was a wide-open profession.
There were a lot of good jobs with a lot
of mobility."
"It's still a good profession," Tim
said, "and I'm glad to be a part of it."
iiiiiHiiniiiniiiiiiiiiiiiiuiiiiiiHiiHiiiiiiiiiiiuiii^^^^^^
patrolman or other Union olficial, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
otficer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official, receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
EQUAL RIGHTS. All members arc guaranteed equal
rights in employment and as members of the SIU. The.se
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimt;,
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a se;. ,.iatc segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
hoatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions arc voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y. 11232.
January 1979 / LOG / 35
�r
I
I
I
New Full Book
'A' Seniority Upgraders
Robert Funk
Charles Nealis, Jr.
Seafarer
Robert Funk.
29, got his entry
training at the
Lundeberg
School in 1974.
He upgraded
to able seaman
at the School
early last year.
He has firefighting, lifeboat and
cardio pulmonary resuscitation
training to his credit as well. Brother
Funk is a resident of Dayton, Ohio
and ships from the port of New
York.
Seafarer
^
k
Charles Nealis,
Jr., 21, shipped
as an ordinary
seaman after
graduating from
the Lundeberg
School Entry
Program in
1 9 7 7. He
achieved his AB Blue Ticket last
year. He also has his lifeboat and
firefighting endorsements and has
received training in cardio pulmon
ary resuscitation. Charles is a native
of Mountainside, N.J. and ships
from the port of New York.
Some PtM)|)l(' riiiiik LN(T
Is Slraii<j;c; and Myslcriniis
II TUoy 1 ook
The l.\(i ('oursc
Al IlLS Thev
Would Know
Mike Hinton
Walt Davidson
Seafarer Mike
Hinton. 22.
graduated from
the Lundeberg
School's Entry
Training Pro
gram in 1974
and shipped in
the engine de
partment. He
upgraded to oiler last year and plans
to get his QMED endorsement as
soon as he has sufficient time. Mike
also has his lifeboat and firefighting
training and completed the Lunde
berg School's cardio pulmonary
resuscitation course earlier this
month. He lives and ships from the
port of Jacksonville, Fla.
Seafarer Walt
Davidson, 26,
graduated from
the Lundeberg
School Entry
Program in
1971 and de
cided that the
black gang was
the thing for
him. He upgraded to FO WT at the
School in 1977. In addition he has
his lifeboat and firefighting endorse
ments and has gotten training in
cardio pulmonary resuscitation as
well. Brother Davidson is a native of
South Kortright, N. Y. and ships
from the port of New York.
Sidney Shelley
Phil Booher
Seafarer
Sidney Shelley,
24, graduated
from the Lundeb erg School
Entry Training
Program in
1976 and ship\ped in the deck
department. He
upgraded to able seaman last year..
In addition, he has taken his training
for lifeboat, firefighting and cardio
pulmonary resuscitation. Brother
Shelley lives and ships from the port
of New York.
Seafarer Phil
Booher, 26, is a
1972 graduate of
the Lundeberg
School Entry
Training Pro
gram. He up
graded from
wiper to FOWT
in 1977. And in
the course of his training, he
completed programs for lifeboat,
firefighting and cardio pulmonary
resuscitation. Phil is from WasliiKgton, D. C. and he ships from the port
of New York.
Seventy-one cents of even dollar spent in shipping on American-flag vessels
remains in this country, making a very substantial contribution to the national
balance of payments and to (he nation's economy.
Use U.S.-flag ships. It's good for the American maritime industry, the Ameri
can shipper, and America.
36 / LOG / January 1979
Learn the facts about LNG and the new LNG carriers.
After attending HLS, you'll know everything you need to work
aboard an LNG vessel. This means you'll qualify for the great
pay and good working conditions aboard these ships.
Sign up for the LNG course today.
It Starts March 5,
See Your SIU Representative to Enroll
or contact
The Harry Lundeherg School
Vocational Education Department
Piney Point, MD 20674
(301) 994-0010
Council Grove Commiffee
With a Christmas tree and other reminders of the Yuletide as a backdrop, the
ship's committee of the Council Grove (lOT) gather for a photo in the crew mess.
They are, from the left: Chief Pumpman Pete Jordon, acting chairman: Chief Cook
Ed Davidson, steward delegate: Pat Gallagher, deck delegate and Pete Dolan,
engine delegate.
�1
19^8—As Reported in the Log—1978
January
July
Senator Hubert Humphrey, friend of labor and fighter for social
progress over three decades, died of cancer at age 66.
The LNG Aries, the second U.S.-flag LNG carrier, sailed with an
SIU crew.
The new Great Lakes Headquarters Union Hall officially opened in
Algonac, Mich.
Seafarers overwhelmingly ratified the new 3-year deep sea contract
and gained the highest wages and benefits ever negotiated, including
from 70 to ICQ percent increases in vacatioii benefits.
U.S. maritime labor won a major victory when Congress pa.s.sed the
Outer Continental Shelf Lands Act, guaranteeing American job rights
in the offshore drilling industry.
A fire gutted the llnion Plans building at Brooklyn Headquarters,
but all essential records were saved.
Another milestone for the SIU Industry Wide Inland Vacation Plan
as the 1,500th Inland Vacation check was issued.
Seafarers crewed the El Paso Southern, the fourth U.S.-Hag LNG
ship to be manned by SIU members.
The AFL-CIO-backed Labor Law Reform Bill was killed by a
Senate filibuster, setting back labor's attempts to reform inequities in
the National Labor Relations Act.
February
Boatmen forged new goals at first inland educational conference
held on the Lakes.
Lump sum pension payments totaling over $56,000 were paid to 12
Seafarers, t-he first group eligible for the brand new Early Normal
Pension Supplement Program.
The first class of the Transportation Institute Towboat Operator
Scholarship program for eligible Boatmen began at the Lundeberg
School.
March
SIU Vice President Paul Drozak, one of the Union's most dedi
cated and capable leaders, died of cancer at the age of 50.
SIU Industry-Wide Inland Vacation Plan reached a milestone when
the 1,000th inland vacation check was issued by the Vacation Plan.
Seafarers crewed the third U.S.-Hag LNG carrier, the Capricorn.
April
After a tough battle during which the SIU helped turn back 6
damaging amendments. Congress passed the Maritime Authorization
Act for 1979, preserving crucial financial support for the U.S. shipping
industry.
The SIU and NMU issued ''Progress Toward Unity," a joint
statement on a proposed merger as a means to strength and
consolidation of efforts in the maritime labor movement.
The 1000th Seafarer received a high school diploma through the
GED high school equivalency program at the Lundeberg School.
May
Boatmen crewed the largest SlU-contracted towboat on the
Mississippi River System—the 10,500 hp. Dick Conerly.
The private dredging industry got a major boost when President
Carter signed Public Law 95-269. The law allows the private dredging
industry to bid competitively and perform work previously carried out
almost entirely by the Army Corps of Engineers.
June
The SIU-AGLIWD and the Marine Cooks and Stewards
memberships voted to approve an historic merger of the two
organizations.
An Algerian freighter rammed the SlU-manned Yellowstone,
leaving five American seamen dead.
Seafarers crewed the first of 13 ships purchased by Delta Lines from
Prudential. The purchase represented hundreds of new job
opportunities for SIU members.
Make It a Point to Join the New
SPAD CHECKOFF |li^
•juH Program in 1979 MOM
Aujgu^t
The House passed Ocean Mining legislation complete with "Hire
American" amendments. But the bill did not come up in time for
Senate action before the end of the 95th Congress.
Attacked in Congressional hearings by maritime foes, the Maritime
.Administration was forced to resign its role in the National Maritime
Council. Labor and management, however, pledged continued
support for the NMC.
The SI U's fight for safety on Great Lakesships paid off.with newand
improved Coast Guard regulations for these vessels.
September
The first new USPHS hospital to open in 40 years was dedicated at
Nassau Bay, Te.\.
Boatmen with lOT of Philadelphia ratified a landmark contract
paving the way for major gains for SIU Boatmen throughout the
inland industry.
1 he filth U.S.-Bag LNG ship, the Gemini, sailed with an SIU crew.
Oetober
Congress imposed the first user charge ever on the inland waterways
in legislation which also authoi i/es the long awaited reconstruction of
Locks and Dam 26.
SIU Welfare Director Al Bernstein,longtime fighter for American
seamen, died at age 64 after a long illness.
Congress pas.sed SlU-backed legislation to curb Russian rate
slashing in the U.S. liner trades.
SlU-contractcd Sea-Land Services announced plans to build 12
new containerships.
Transportation Institute report revealed conflict of interest ties
between maritime foe Rep. Paul McCloskcy (R.-Calif.) and oil
industry and foreign shipping interests.
A^ovember
SIU celebrated 40th anniversary.
SI UNA Convention forged important goals for future.
Inland Vacation Plan reached 2,500th vacation check mark.
The ailing U.S. dry bulk fleet received a significant boost when plans
were announced to huiid five new SlU-manned bulk carriers.
Great Lakes vessel construction was backed by successful legisla
tion extending complete federal mortgage insurance to that section of
the industry.
December
Maritime labor lost one of its most highly respected leaders with the
death of SIU Vice President Earl "Bull" Shepard, at age 65.
Maritime labor submitted a solid proposal for basing worldwide
manning standards on safety, to be considered at an international
conference (IMCO) in 1979 in London.
The NMU was hit with a SI million court judgment which forced the
NMU to enforce union-wide economies to pay the debt.
The El Paso Arzew sailed with an SIU crew, bringing the total
number of SlU-manned LNG vessels to seven.
January 1979 / LOG / 37
�OGDEN CHAMPION (Ogden Ma
rine), November 3—Chairman, Recerti
fied Bosun E. Baker; Secretary H.
Donnelly; Educational Director J.
McCelland; Deck Delegate H. Kauf
man; Steward Delegate H. McBride. No
disputed OT. Chairman reported that
the company installed a video tape
machine and tapes so that there will be
entertainment aboard. Also noted that
the Log and other union information
were received and distributed. A
general discussion was held about the
pension and welfare plans.
DELTA MAR (Delta Steamship),
November 26—Chairman, Recertified
Bosun Paul Turner; Secretary D. G.
Chaifn; Educational Director Edward
Synan. $79 in ship's fund. No disputed
OT. Chairman reported that this has
been a very smooth trip. The steward
department ;^as given a vote of thanks
for an excellent Thanksgiving day
dinner. The members gave a special vote
of thanks to the Chief Cook, Medardo
Agurcia for the extra time making all
those Mexican dishes and for the Shish
Kebab.
PENNY (Apex Marine), November
26—Chairman, Recertified Bosun S.
Johannsson; Secretary Everett Perry;
Engine Delegate Jack Smithey. No
disputed OT. Chairman reported that
Fred Findahl, AB, was hospitalized
with a coronary ailment and is being
repatriated back to the States. Also that
the Chief Mate died yesterday of what
we assume was a heart attack. His body
is being returned to the States. The
members of all departments contributed
to the flower fund for the Mate and want
to especially express regret to the family.
A special vote of thanks to the steward
department for the fine dinner that was
served at Thanksgiving.
MERRIMAC (Ogden Marine), No
vember 26—Chairman, Recertified
Bosun W. Drake; Secretary A. Salem;
Educational Director C. Haller. Chair
man reported that the Log was received
in Haifa and was passed around to all
department delegates. This was the only
communication received from head
quarters. Secretary extended a vote of
thanks to the Piney Point Alcoholic
Rehabilitation Center for Brother Clyde
Hawk, chief cook, for his new life and
road to complete recovery. Brother
Hawk is very grateful to the SIU. The
educational director noted that it is
safety that makes a good healthy sailor
and encouraged the men to take
advantage of the gym that was built on
the stern. A vote of thanks to the
steward department for a job well done
and the extraordinary Thanksgiving
dinner. Observed one minute of silence
in memory of our departed brothers.
Next port Houston.
GOLDEN MONARCH (Apex Ma
rine), Novembers—Chairman, Recerti
fied Bosun Alejandro Ruiz; Secretary
Ange Panagopoulos; Educational Di
rector John Shapker. No disputed OT.
Chairman reported that the boilers were
lost and that the ship is adrift. There is
enough diesel oil for nine days. The
Captain hopes to have tugs in two days
and asks all crewmembers to please
cooperate. Secretary reports that we
have five buckets of water for cooking
and some drinking. There are plenty of
Juices and milk for everyone. A vote of
thanks to the steward department for a
Job well done. One moment of silence in
memory of our departed brothers.
Report to the Log: "Adrift with boiler
troubles, 600 miles from the U.S. Virgin
Islands. We are waiting for tugs. We are
catching rain water from the deck for
bathing, drinking and to wash dishes.
Things don't look too rosy. All hands
are cooperating."
ALLEGIANCE (Interocean Mgt.),
CAPRICORN (Apex Marine), No
November
5—Chairman, K. R. Marsvember 26—Chairman, Recertified
Bosun H. B. Walters; Secretary R. C. ton; Secretary R. H. Mann; Educational
Director J. Babson; Engine Delegate
Thomas; Deck Delegate Michael C.
Piccionetti; Engine Delegate Harold John Kulos; Steward Delegate Terry J.
Perkins; Steward Delegate Willie Smith. $35 in ship's fund. Some
Manuel. Some disputed OT in deck and disputed OT in engine and steward
steward department. Chairman re department. Chairman reported that all
quested that any man who is going to get communications received were read and
off the ship, to please give at least a 24 posted. Also that the Log is being
received but could use a few more
hour notice. If everyone would do this
there will be less chance of the ship copies. Educational Director reported
that the movie "Survival and Rescue at
sailing short and causing a hardship on
the men that are left behind. A vote of Sea" has been shown to all members.
Report to Log: "The ship's committee
thanks to the steward department for a
wonderful Thanksgiving day dinner. would like to thank the Log for coming
Report to the Log: "Thanks for keeping to the SS Allegiance and taking their
pictures."
us abreast of the maritime news." Next
port Tampa.
VIRGO (Apex Marine), November
JAMES (Ogden Marine), November
12—Chairman, Ben D. Buck; Secretary
5—Chairman, Recertified Bosun D.
A. Rudnicki; Educational Director
Calogeros. Some disputed OT in deck
Gene Burger; Deck Delegate T. Rose;
and engine departments. Chairman
Steward Delegate Wm. A. Hamlin. $18
noted that hejust came from LNG class
in ship's fund. No disputed OT. There
in Piney Point and he urged every
are some safety problems on this ship—
member that has the time for upgrading
long step from manifolds to the deckto go there. It is a good seaman's school
bad railings to be replaced—several
and a lot can be learned there. A vote of
other items to be put on repair list and
thanks to the steward department for a
given to Captain, Chief Engineer and
Job well done. Next port Port Arthur.
Boarding Patrolman.
SEA-LAND ECONOMY (Sea-Land
Service), November 26—Chairman,
Recertified Bosun A. McGinnis; Secre
tary L. Nicholas; Educational Director
H. R. Guymon; Deck Delegate B.
Jarratt; Engine Delegate J. Mata;
Steward Delegate R. Aumiller. $181 in
movie fund. No disputed OT. Chairman
reminded everyone of the upgrading
classes now in session at Piney Point,
especially in diesel which will prove an
advantage to the engine ratings in the
near future. Also emphasized the
importance of donating to SPAD. Next
port Rotterdam.
DELTA SUD (Delta Steamship),
November 12—Chairman, Reffcertified
Bosun R. Lambert; Secretary E. Vieira;
Educational Director E. Welch. $71 in
ship's fund. Chairman reported that this
has been a very good trip, there have been
no logs, lost time accidents or disputed
overtime. One man, the electrician flew
home from Santos because of illness,
nothing serious. We should know how
he made out when we get to New
Orleans. We expect to pick up the latest
Log and headquarters reports when we
reach Maracaibo. A vote of thanks to
the steward department.
Official ship's minutes were also received from the following vessels:
OVERSEAS VIVIAN
POTOMAC
ZAPATA COURIER
ZAPATA RANGER
ROSE CITY
GOLDEN ENDEAVOR
PHILADELPHIA
WALTER RICE
GALVESTON
CONNECTICUT
DEL RIO
WORTH
WESTWARD VENTURE
BORINQUEN
SEA-LAND TRADE
DELTA AMERICA
SEA-LAND FINANCE
ANCHORAGE
OGDEN WABASH
BALTIMORE
POINT JULIE
SANTA MARIA
BAYAMON
TAMPA
OGDEN WILLAMETTE
SEA-LAND MARKET
SEA-LAND COMMERCE
PISCES
SEATTLE
DELTA PANAMA
PUERTO RICO
ARECIBO
THOMPSON PASS
AGUADILLA
WILLIAMSBURGH
OVERSEAS ARCTIC
MONTPELIER VICTORY
LNG ARIES
COVE NAVIGATOR
ROBERT TOOMBS
DELTA COLOMBIA
SEA-LAND LEADER
DELTA PERU
OGDEN CHALLENGER
COVE RANGER
ALEX STEPHENS
SEA-LAND PIONEER
OVERSEAS OHIO
BOSTON
FLOR
DELTA MEXICO
DELTA COLOMBIA
SEA-LAND GALLOWAY
BRADFORD ISLAND
GUAYAMA
TEX
SEA-LAND PRODUCER
SE.V-LAND VENTURE
OVERSEAS ULLA
OVERSEAS NEW YORK
HUMACAO
MANHATTAN
38 / LOG / January 1979
rfV«r-r
:i-.\
LNG GEMINI (Energy MarincJ,
November 26—Chairman, Recertifi^
Bosun Charles Boyle; Secretary P.
Costango; Educational Director Jofm.
Fedesovich; Deck Delegate Gerald
Lopez; Engine Delegate Tom Curtis;
Steward Delegate Larry Dockwiller. No
disputed OT. Secretary reported that
Frank Boyne, SIU representative visited
the ship at the last calling in Japan. Also
discussed the importance of donating to
SPAD. All members were advised that
malaria pills are available in dispensers
in the messroom. A vote of thanks to the
steward department for a fine Thanks
giving dinner. Ndxt port Osaka.
BROOKS RANGE (Interocean
Mgt.), November 5—Chairman, Re
certified Bosun R. W. Murray; Secre
tary F. O. Airey; Engine Delegate C.
Killeen. Chairman gave a leeture to old
and new members of how to conduct
themselves aboard ships as it is your
home. He also talked about how the
Union was organized. Coast Guard
rules and how to avoid trouble and what
can happen if you go against the rules.
No disputed OT. A vote of thanks to the
steward department. Report to the Log:
"The erewmembers aboard this ship,
officers and erew are very pleasant.
Never eomplain or eome up with any
beef. Everyone is very cooperative."
Next port Long Beach.
AMERICAN HERITAGE (Apex
Marine), November 12—Chairman,
Recertified Bosun Ray Schrum; Secre
tary M. Deloatch; Educational Director
B. Edward; Deck Delegate L. N. Jones;
Engine Delegate George Slaek; Steward
Delegate Teddy E. Aldridge. $10.50 in
ship's fund. No disputed OT. Chairman
held a discussion on the importance of
the young Seafarer upgrading himself
and he also noted the importance of
donating to SPAD. The crew extended
high praise to the new steward Marvin
Deloatch and the new ehief cook Teddy
E. Aldridge for well prepared menus
and very good food. This is the best
feeding ship that we have ever been on.
Observed one minute of silence in
memory of our departed brothers. Next
port St. Croix.
SEA-LAND EXCHANGE (SeaLand Service), November 12—Chair
man, Recertified Bosun Verner Poulsen; Secretary L. Bennett; Educational
Director G. Randle. No disputed OT.
Chairman held a discussion on LNG
upgrading, Firefighting, Lifeboat and
the importance of donating to SPAD. A
vote of thanks to the steward depart
ment for a Job well done. Next port
Yokohama.
OVERSEAS ALASKA (Maritime
Overseas), November 24—Chairman,
Recertified Bosun W. L. Osborne;
Secretary N. Johnson; Engine Delegate
W. C. Weekly. Chairman urged each
member to wait until their replacement
arrives before departing ship. Secre
tary's report; "We must be thankful for
oxygen on our vessel, it has aided in
rescuing another life. The third mate
suffered a mild heart attack and several
minutes of oxygen arrested his attack
until we put him off at a nearby Island."
$20 in ship's fund. No disputed OT. It
was noted that very soon the Alaska
crude oil will be carried to a new storage
port, 100 miles Northwest of the
Panama Canal. The Panamanian Gov
ernor has already begun preparing
social events for arriving vessels.
Report to Log: "A vote of compliments
were awarded to the steward depart
ment for a special Thanksgiving dinner
from the Captain, Officers, Chairman,
Deck and Engine departments. It was a
Turkey Day fea.st. Next port New
Orleans.
�Steward LNG Grads
:/i
:-SM
p'-.h
C'S«.'-
•3t^
Recent graduates of the LNG course at HLS, all representing the steward department, are, I. to r., Lionel Strout, Alex Lazorisak, M. F. Caldas, Albert S.
Campbell, and Robert Garrett.
The Harr\ Liin(leber«:
c?
J- ^
t School of Seamanship
^'hOr (I hotter jot) today, and jot) security tomorrow.
HLS Trainees Ready For LNG's
8 On LNG Slate
New HLS trainees who have completed the 2-week LNG safety course are, front
row (I. to r.) Al Henderson and Kent Dominguez. Back row (I. to r.) Robin Cotton,
Dave Copp, Jeff Yarmola, and Christian H. Werner,
Entry Ratings who recently completed the HLS class in LNG safety are, I. to r.,
Robert Tremblay, Mark T. Clark, Joseph Frassetta, Jr., Jon Anderson, Bill Bell,
Keith Davis, Mike Manuel, and Perry Cubeta.
Firemen-Oilers All
14 More LNGers
New HLS Fireman-Oiler upgraders are, front row (I. to r.) P. J. Porter, Bob Wydra,
Dennis Thomas, Carl J. Castagna, Byron Jordan, John Pennick, Keith Mannoff,
Jim Pyle, and Leroy Kearney. Backrow(l.tor.) Dan Althenn, Elliot Rhodes, Joseph
Trudeau, Geoffrey Parker, John Markcwich, John Ponti, Donald Bettis, Anthony
Jackson, Junious Williams, Jr., and Dave Frazier (instructor).
Recent graduates of the Lundeberg School's LNG course, representing all
departments, are, front row (I. to r.) Clarence Burgo, Thomas McQuay, J, B. Harris,
Oscar B. Smith, John Waddell. Middle row (I. to r.) Leroy Tanner, Ben Freeman,
Larry Hines, Roy McCauley, and Tom Redes. Back row (I. to r.) Jim Dawson,
Thomas Spangler, Lee Lehman, and Victor Beata.
January 1979 / LOG / 39
JiA
�Ring Up Job Security:
Support 304 SPAD Checkoff
HE SIU wants to ring in the New
Year in the best possible way—
by ringing up Congressional support
for legislation that boosts the U.S.
merchant fleet and protects the job
security of American maritime
workers.
As the 96th session of Congress
convenes in Washington, the Union
has already begun to marshal sup
port for legislation that could make
the difference in a secure future
for U.S. maritime or no future
at all.
The only way Seafarers can make
sure our voice is heard loud and
clear on Capitol Hill is by support
ing SPAD. And the best way to
support SPAD is by enrolling in the
new SPAD Checkoff Authorization
Program.
To join in the program, a Seafarer
need only sign a SPAD Checkoff
form, like the one printed below,
which authorizes the Union to
deduct 30 cents a day for each day
worked from the vacation benefit
and transfer it into the SPAD fund.
By now. Seafarers are probably
aware that SIU patrolmen are no
longer asking for out-of-pocket cash
donations to SPAD when paying off
ships.
SIU patrolmen will, however, be
asking Seafarers to sign the Check
off form. The Union's goal is to sign
up all Seafarers to the program to
improve our ability to work effec
tively in Washington.
The 30 cent deduction is an easy
way for SIU members to support
SPAD. Once you sign the authoriza
tion form (like the one printed on
this page) the very small price of 30
cents a day will automatically be
transfered into SPAD on your
behalf.
If every deep sea SIU member
takes part in the 30 cents a day
checkoff program, the Union's
ability to fight the political battles
T
that need to be fought could more
than double.
In the'past, SPAD contributions
have enabled the Union to keep the
jobs of Seafarers stable in the face of
unprecedented competition from
foreign-flag operators.
But in spite of our successes, there
is still a tremendous amount of work
to be done to protect the presence of
the American flag on the high seas.
Congressional policies and pro
grams will be formulated in the next
two years which will either allow the
U.S. merchant fleet to flourish or
could send it down the drain.
Making sure the job security and
economic security of SIU members
are protected is what the Union's
political efforts are all about. And
the membership's participation in
the 30 cent SPAD Checkoff Pro
gram directly determines how suc
cessful the Union will be in those
efforts.
When you think about it, the
SPAD authorization is insurance
for Seafarers, safeguarding our jobs
today and in the future.
There isn't any other insurance
deal around that comes through
with so much while costing so little.
/ANUARY1979
orrkial Publicjiion of the Scifaren International Union • Alianlic, Gulf, Lakes and Inland Waters Dislncl o AFL.CIO
ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD)
TO:
DATE
Seafarers Vacation Plan
275 20th Street
Brooklyn, N.Y. 11215
Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made
by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which
! am entiiled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue,
Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail
is given by me to you of revocation of this authori^tion, in which event the revocation shall be effective as of the
date you receive it and applicable only to vacation benefits both earned and payable to me thereafter.
I acknowledge advice and understand that SPAD is a separate segregated fund established and administered
by my union to engage in political activities and to make contributions and expenditures for candidates seeking
political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any
contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount
as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is
to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con
tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash
ington, D.C.
This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me.
Member's name (Print)
Member's Signature
Social Security Number
Members Home Address
City
Book Number
State
Port
Zip
218
OFFICE COPY
1
�
Dublin Core
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
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Title
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January 1979
Description
An account of the resource
HEADLINES
SIU READY FOR FIGHT TO BLOCK ALASKA OIL SWAP
SIU WORKING TO STOP UNFAIR IMMIGRATION ‘FEES’ FOR SEAMEN
SEAFARERS GET 1ST OF 2 PENSION INCREASES THIS YEAR
SIU CREWED 45 NEW SHIPS, TUGS & TOWBOATS IN 1978
W.C. OFFSHORE AGREEMENT WRAPPED UP
HARVEY MESFORD, SEATTLE PORT AGENT DIES OF CANCER AT 53
OPENINGS AVAILABLE IN ‘A’ SENIORITY CLASSES
A PIECE OF THE SIU DIED WITH BULL SHEPARD
COMMON CAUSE PICKED WRONG HERO IN REP. MCCLOCSKEY
NMC NAMES OLD PRO IN U.S. MARITIME TO EXECUTIVE POST
DEFENSE DEMANDS GREATER ROLE FOR MERCHANT FLEET
96TH CONGRESS CONVENES WITH 77 NEW HOUSE, 20 SENATE MEMBERS
SIU PARTICIPATES IN POLICY PLANNING: ADMINISTRATION HOLDS HEARING ON ENERGY TRANSPORTATION; AIM IS TO INSURE ADEQUATE SHIPPING
MARAD PREDICTS INCREASE IN BILATERAL SHIPPING PACTS
MARITIME SUBSIDIES ARE EXTENDED FOR SHIPS IN SOVIET GRAIN TRADE
FEDERAL AGENCY MEETINGS ARE SCHEDULED
FMC TAKES 1ST STEP TO HARNESS RUSSIAN RATES
SIU FILES COMPLAINT AGAINST SHIP COMMISSIONER
SIU INPUT SECURES STRONG U.S. PROPOSAL TO IMCO
9 SIU-MANNED MSC TANKERS ON THE BIDDING BLOCK
1 DEAD AS BOAT RUNS UP ON BARGE
SAB REINSTITUTES BOSUN RECERTIFICATION PROGRAM: THREE CLASSES TO BE HELD IN 1979
PONCE CREW SAVE 3 NEAR DEATH IN HEAVY SEAS XMAS DAY
6 UP FROM THE FOC’SLE, READY FOR THEIR NEXT STEP
CRUCIAL LNG PROJECTS GET THE COLD SHOULDER
50 DEAD IN FRENCH TANKER BLAST IN BANTRY BAY, IRELAND
DELTA ARGENTINA LIFEBOAT CREW AIDS INJURED YACHTSWOMAN
NEW TOWBOAT JOE M. POWELL
SIU SCHOLARSHIP HELPED GREAT LAKER’S SON REALIZE A DREAM
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
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1/1/1979
Format
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Newsprint
Type
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Text
Identifier
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Vol. 41, No. 1
1979
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/25fd09728333863019d02b03eebe4867.PDF
4ccffff612aec407c0d9957a94f3cf93
PDF Text
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Official Publication, of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
NO; ^2
DECEMBER 1978
Another New Towboat, the Bob Koch
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�Waterman Building 2 RO/RO's at Sun Ship/ard
Construction on two new Roll-On/
Roll-Off container ships will soon begin
for SlU-contracted Waterman Steam
ship Corp. at the Sun Shipbuilding and
Dry Dock Co. in Chester, Pa.
The Maritime Administration
announced in late November that a
subsidized shipbuilding contract
amounting to more than $137 million
had been awarded to Sun for construc
tion of "these new vessels.
This is good news for Waterman
Steamship which, less than a decade
ago, appeared to be going down the
drain as another victim of the sagging
economy and the general neglect of the
U.S. merchant marine.
Fortunately, however, the Merchant
Marine Act of 1970 came along to effect
some meaningful change not only for
Waterman, but for many U.S.-flag
shipping lines. Waterman, one of the
oldest shipping companies in the U.S.,
has added three new LASH ships to its
fleet since passage of the Act. And it
looks like the company will continue to
grow in the years to come.
The two new RO/ RO ships that are
going to be built at the Sun Shipbuilding
Yard represent a milestone of sorts for
the Yard itself. They11 be the first ships
built there with Federal subsidy money
provided under the terms of the 1970
Merchant Marine Act. The Govern
ment Differential Subsidy Program
will pay almost half the cost of the
new ships.
The new Waterman ships will mean
more jobs for SIU seamen in the years to
come. And Robert J. Blackwell, Assis
tant Secretary of Commerce for Mari
time Affairs, has noted that the new
RO/RO contract will also provide, "an
economic lift for the hard-pressed
American shipbuilding industry and
will sustain thousands of jobs in the
Philadelphia area and elsewhere."
The new RO/ RO vessels will have an
overall length of 692 feet, and a 105'/^foot beam. They will have a service
speed of 20.9 knots and a 23,500 dwt.
cargo capacity. The ships are scheduled
for completion in April and July of
1981.
After they are completed, the new
Waterman RO/RO's will enter the
cargo liner service between the U.S.
Gulf ports and Northern Europe.
Waterman has two LASH ships pre
sently ip the worJcs at the Avondale
Shipyards in New Orleans. They are
scheduled for completion, in 1980. As
relations improve between the U.S. and
the People's Republic of China, there is
talk that these new ships may some day
be on the run to mainland China.
As Waterman Steamship Corp.
continues to grow, and if indeed it
pioneers in opening up China with some
of its new ships, then SIU seamen may
well be making excursions to the Great
Wall and Peking's Tien An Men Square
in the years to come.
NMU Hit With $7.1 Million in Damages:
Economies Ordered to Pay Debt
A complicated eight-year court battle
ended last month with an assessment of
$1.1 million in damages against the
National Maritime Union.
The $1.1 million damage settlement
has dropped the NMU into a financial
crisis and has caused the NMU National
Office to enforce stringent economies
throughout the Union.
In an article in the December issue of
the NMU Pilot, the National Office said
that the settlement will "cost more than
half the Union's treasury."
In addition, the NMU National
Office has asked for early dues pay
ments in 1979 as well as voluntary
contributions amounting to $120 per
member to pay off the debt. Pensioners
were also asked to contribute what they
can afford.
The eight-year court case began in
[nl
Paul Hall
You're as Good as the
Fight You're In
he. measure of a truly strong organization is its ability to remain
strong and move forward both in good times and when the
pressure is on.
Right now, there are a lot of maritime organizations being tested for
strength because in plain english the pressure is on our industry.
This should not be a revelation to anyone. Our industry has been in
trouble for many years. But it is getting to the point where entire segments
of the industry are in extreme danger of disappearing from the corporate
high seas.
The very recent news that States Line, one of only three remaining
companies in the Pacific Maritime Association, filed bankruptcy brings
this point home very bluntly.
The collapse of States Line represents a loss of nine ships and nearly
500 jobs to members of the International's affiliated Pacific District
Unions.
But it s not only States Line. In the period of just one year, two other
PMA companies—Pacific Far East Lines and Prudential—companies
that were fixtures on the West Coast also threw in the towel.
The plight of the West Coast is by no means representative of the entire
U.S. maritime industry. But it is most definitely representative both of the
intensity of the problems confronting our industry and of what can
happen right across-the-board if we do not work hard and fight hard
every day to guard against it.
As it stands today, the SIU-AGLIWD is in good condition. We are
solid job wise and all of our benefit plans are in excellent financial
condition. Our Union assets are at an all-time high.
T
Speaking about the significance of the
new shipbuilding contract awarded to
Sun Shipbuilding, MARAD's Blackwell noted that, "construction of two
ships of this type fortifies U.S.-flag
leadership in intermodal shipping and
strengthens our national defense capa
bility."
RO/RO vessels are well suited for
military operations, as well as commer
cial, because of their self-contained
stern loading ramps for vehicles. They
are also equipped with their own 30-ton
container cranes and cargo elevators.
In addition to the two RO/RO's
February 1971 over a job preservation
clause which had been negotiated two
years earlier for the NMU's 1969 deep
sea contract.
According to the NMU Pilot, the job
preservation clause "provided that in
any sale or transfer of vessels covered by
the Agreement, the company would
obtain commitments that the NMU
contract would be fulfilled; specifically
to preserve the jobs and job rights of the
NMU seamen and to maintain the
wages, pension rights and other eco
nomic benefits and working conditions
required by the Agreement."
There was no problem with the clause
until 1971 when NMU-contracted
Commerce Tankers tried to sell the SS
Barbara to Vantage Steamship, an SIUcontracted company.
Commerce Tankers, said the Pilot,
gave no assurances that the NMU job
preservation clause would be complied
with, so the Union blocked the sale of
the ship through court action.
The next eight years of court battles
were marked by apparent victories for
the NMU only to be reversed by higher
court rulings.
In the meantime, Commerce sold the
SS Barbara to Plaza Shipping, which
operated it under NMU contract until
selling it for scrap.
In the end, the NLRB ruled the NMU
job preservation clause was illegal.
Commerce and Vantage, in turn, sued
the NMU for triple damages amounting
to $11,340,000 under the Sherman AntiTrust Act.
The U.S. Court of Appeals finally
ruled in favor of the companies and the
NMU settled out of court for the $1.1
million figure.
The same thing cannot be said for a number of other unions that make
up the seagoing labor force in this country.
It's hot that we haven't been affected by the problems of our industry.
In fact, we have felt the same kind of pressure as every other segment of
our industry.
The difference is that we have not allowed our problems to overwhelm
us. Instead, we have taken the initiative to meet our problems head on and
to do whatever must be done to overcome them. We have participated
fully on the political front in the face of unprecedented opposition to
labor oriented issues. We have intensified our educational programs at
the Lundeberg School to prepare our membership for the challenges and
responsibilities of a changing job in a changing industry.
There is no question that our Union is moving forward despite the ever
increasing obstacles in our way. In 1978 alone, we succeeded in increasing
our job base by hundreds of deep sea and inland jobs. We accomplished
this at a time when most other maritime unions were fighting simply to
maintain what they already have.
Again though, the advances we have made have not come about by
luck. It has taken a collective effort from everyone involved in the SIU to
get the job done.
There's just one problem. In our industry the job is never done. It used
to be that you were at least as good as your last fight. Now, you're only as
good as the fight you're in.
We must face the fact that the prospects for our industry are at best
questionable. There are many directions in which the industry can go. But
believe me, if we in the SIU do not continue to pool our collective
resources for the good of all, there is only one direction our industry is
heading and that is down.
As we move into 1979—the 41st year of our existence—the SIU is ready
to put into effect the most comprehensive political, educational and
organizational programs in our history. It is a statement of fact that the
success or failure of these programs will have a tremendous impact on
what the future will be like for us;
As it has always been, though, the success of our programs depends
directly on the level of the support they receive from the SIU membership.
It is not enough to say that you support the efforts of your Union. Each
individual member must participate in the programs themselves to the
utmost of his ability.
With everyone working together and doing their fair share, the SIU will
continue to move forward and continue to meet the problems and
challenges facing us all.
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District. AFL-CIO 675 Fourth Ave Brooklyn N Y
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No. 12, December 1978. (ISSN #0160-2047)
o'O rourtn /we., urooKiyn, N.T
2 / LOG / December 1978
�I
r
SlU to Launch Drive Fair SPAD Checkoffs in New Year
•i i The SIU is launching a new and
expanded political action program
starting with the new year in order to lay
'ap- even more solid foundation for our
members' job security.
^ > We have the brightest job picture in
the maritime industry. But if you take a
look at the state of the industry all
around us, you'll realize why increased
-political activity is an essential move for
the future.
Through constant efforts in all areas,
the SIU has managed to stay on top of
the industry, contracting new com
panies that are still moving ahead with
new technology and new vessels. But
without legislation tp protect and
promote the health of the entire
maritime industry, even these com
panies are not secure.
No matter how good shipping is now,
we can't ignore the political reality that
can cut it back in the future. We have to
keep working in Washington, working
even harder for the kind of legislation
that keeps your job security intact, next
year and in the years to come.
For these critical reasons, the SIU has
developed a more effective way for the
membership to support SPAD, the
Seafarers Political Activity Donation
fund. As of Jan. 1, 1979, Union
representatives will no longer be
asking you for the $20 or more
contribution to SPAD. All contribu
tions will be solicited in the form of the
new 30 cents a day deduction program,
started last summer.
The Union's goal is to sign up all
deep-sea members to the checkoff
program.
Once you sign an authorization form,
30 cents per day from your vacation
benefit payment will be deducted and
transferred from the Seafarers Vacation
Plan to SPAD. If you have already
signed one of these forms, sign another
after Jan. I to start off the new program.
Only one form will count no matter how
many forms you sign.
The automatic deduction program
has replaced the previous methods of
collecting for SPAD for several reasons.
It is an easy way for you to support
SPAD. It is a better way for the Union
to reach our mobile membership. And it
cuts down on our administrative costs of
constantly soliciting and processing
out-of-pocket donations.
But above all, if we all sign the
authorizations for the program, the SI U
will be able to count on a regular,
substantial flow of money to carry on
our political activity.
The need to work for positive
maritime legislation makes it absolutely
crucial that we get everyone's support
for this program.
Seafarers are advised that because
of the SWs new SPAD checkoff
program, as of Jan. I, 1979, S/U
Patrolmen will not solicit or accept
cash donations to SPAD.
States Line, 1 of 3 Remaining PMA Companies, Files Bankruptcy
The States Line filed for protection
under Chapter XI of the Bankruptcy
Act in U.S. District Court this month
and began winding down their opera
tions. The demise of the San Franciscobased company translates to a loss of
nine vessels for the members of SI UN Aaffiliated Pacific District Unions.
States four Ro/Ro's and five breakbulk vessels, all operating in the Far
East or Southeast Asia to U.S. West
Coast trade routes, were the bread-andbutter of close to 500 American sea
men, and more than 1,000 shoreside
workers.
When the last of the States' fleet
docks in San Francisco after completing
their Pacific runs, the West Coast
operators association will be left with
only two member companies, represent
ing 31 ships between them.
Earlier this year, two other West
Coast companies halted operations.
Prudential Lines sold their operation to
SlU-contracted Delta Line. And Pacific
Far East Lines went bankrupt.
Matson and American President
Lines are the last remaining companies
in the Pacific Maritime Association,
which is the main source of employment
for members of the Sailor's Union of the
Pacific and the Marine Firemen's
Union. Members of the former Marine
Cooks and Stewards Union, which
recently merged with the SIU A&G
District, also crew PMA vessels.
States had been having financial
problems for some time. Heavily in
debt, the company's $92 million in
liabilities far outweigh their $16 million
assets. States still owes the Maritime
Administration $87 million in construc
tion loans and mortgage guarantees on
its nine Pacific trade ships as well as two
INDEX
Legislative News
Alaska Oil Fight
SIU in Washington
Hess Decision
Union News
IMCO Manning
Scholarships
President's Report
Headquarters Notes
El Paso. Arzew
Brotherhood in Action
At Sea-Ashpre
SPAD Checkoff
USPHS Improvements
Great Lakes Picture
Inland Lines
SPAD Honor Roll
Waterman Ships. r
States Goes Under
Page 7
Pages 9-10
Page 11
Page 5
Page 31
Page 2
Page 7
Page 15
Page 28
Page 18
Back Page
Page 25
Page 8
Page 6
Pages 38-39
Page 2
Page 3
breakbulk carriers which are on charter
to Prudential Lines.
While there is some talk that States
may make a comeback once its fi
nancial difficulties are straightened
out, that prospect is, ^t best, a dim one.
Under federal bankruptcy laws, the
company will undergo a reorganization,
which means they will stay in business,
at least nominally, while their debts are
stretched out and their creditors slowly
paid off. Though reorganization leaves
the door open for the company to
resume operations, the fact that States
has stopped accepting cargo bookings
weighs heavily against that possibility.
I here was a more concrete hope for
revitalizing the States fleet as negotia
tions for the sale of the company to
Lykes Bros. Steamship Co. were
underway. But those hopes were choked
off as Lykes Bros., uneasy about re
opening the antitrust controversy
surrounding their recent merger with
LTV Corp., suspended the purchase
talks.
l ykes' decision not to buy may have
been clinched, however, by the fact that
the operating subsidies States received
from the Maritime Administration are
due to expire at the end of the year.
Without the operating subsidies,
Lykes would have been buying only the
States fleet, not the important trade
routes that usually accompany the
purchase of one shipping company by
another.
A spokesman for Lykes announced
that the company had no plans to
resume the States' sale talks. And that
makes States another casualty statistic
for the U.S. fleet.
At'Sea Medical Care Due for a Booster Shot
Emergency medical care on American
merchant ships is simply inadequate.
There are no doctors aboard. And
normally, only one or two crewmembers
aboard have any knowledge about
emergency medical treatment.
In addition, there is no standardized
medicine chest for the American fleet.
And the medical supplies that are carried
on U.S. ships are often inadequate or
outdated.
However, thanks to the efforts of the
SIU, other maritime unions, USPHS
and the Coast Guard, this situation will
soon change, hopefully within the next
six months.
USPHS officials in Washington
announced last month that they are
preparing to publish a 474 page medical
guide for the U.S. merchant marine.
This volume will contain an outline of
what should be carried in a shipboard
medicine chest, as well as complete
illustrations of basic medical pro
cedures.
A Coast Guard spokesman said that
the U.S.C.G. would then pass regu
lations requiring that the USPHS
General News
National unemployment
How to Treat Burns
Ship's Digests
Dipatcher's Reports;
Great Lakes
Inland Waters
Deep Sea
' Dry Bulk Fleet
Training Upgrading
'A' seniority upgrading
Piney Point Grads
T.I. Scholarships
# A
SIU V.P. Earl Shepard Dies at 65
Earl "Bull" Shepard, SIU Atlantic
Coast Area Vice President and one of
the most highly respected leaders in
America's maritime labor movement.
Page 28
Page 33
Page 30
Page 5
Page 36
Page 35
Pages 12-13
Page 28
Page 32
Page 27
Page 2-'
-
Hopefully, the recent announcements
by the Coast Guard and USPHS will
begin to turn the situation around.
The SIU is willing and ready to do its
part in training our members in proper
emergency care. The Union already
conducts a program at Piney Point for
cardio pulmonary resuscitation. But the
Union needs the help of USPHS in
setting up a more comprehensive
program. The sooner this comes about,
the better for American seamen.
At Presstime:
Page 26
Page 23
Page 34
Membership News
New Pensioners
Final Departures
USNS Columbia
New Towboat
Special Features
SIU and the .
95th Congress
manual and all designated medical
supplies he carried on all U.S. ships.
In addition, the SIU, with the help of
PHS, is hoping to run a medical training
program for chief stewards so that each
vessel would he guaranteed that at least
one crewmember is properly trained in
emergency medical care.
At-sea medical care has been sorely
lacking for a long time. The SIU has
often registered complaints with the
Coast Guard about the situation.
Earl "Bull" Shepard
died Dec. 19, 1978 after open heart
surgery at the age of 65.
A charter member of the SIU and an
official since 1945, Brother Shepard was
one of the hardest working and best
liked officers in the Union.
Brother Shepard was born in Gorham. 111. on Sept. 4, 1913. Before
becoming a merchant seaman in 1936,
he worked as a construction workerand
farm worker.
He sailed from 1936 to 1945 when he
went to work for the Union as an
organizer, which he did successfully for
three years. From 1947 to 1960, he
worked as agent in New Orleans, New
York and Baltimore.
He became SIU Vice President in
Charge of the Atlantic Coast in I960, a
post he held until his death. Brother
Shepard was headquartered in the port
of Baltimore at the time of his death.
Brother Shepard is survived by his
wife, Edith; son. Earl, Jr.; daughters,
Nancy and Darla; five stepchildren, six
grandchildren, a sister and two brothers.
The Log will carry complete details
about Brother Shepard and his long
history as an SIU official in the January
1979 issue.
Pages 19-22
' '••ii
December 1978 / LOG / 3
�I
4 / LOG / December 1978
�-'m?"
S-#i
U.S. to Submit Strong Labor Proposal to IMCO
London Meeting Will Decide Worldwide Manning Standards for Merchant Vessels
U.S. maritime labor has laid a solid
foundation for the safe operation of
merchant vessels in its final proposal for
worldwide manning standards.
Drafted by the SIU and other
maritime unions, the proposal is
expected to comprise the U.S. position
on manning at the Intergovernmental
Maritime Consultative Organization
conference to be held in London in
January.
Earl Shepherd, head of the SIU
delegation which prepared the proposal,
said that it represents "an important
step toward maritime labor's goal for
overall safety on the seas." The other
unions which contributed to it at a joint
meeting Nov. 28 with representatives of
the Coast Guard and the Maritime
Administration are: the National
Maritime Union, the Marine Engineers
Beneficial Association, and Masters,
Mates and Pilots Union.
Labor's purpose in drawing up
documents for the IMCO conference
was not to set specific numbers of
required crewmembers, but rather to
clearly establish the principles for de
termining minimum manning levels.
These are based on an essential
concept underlying minimum manning,
which the proposal points out: "Mini
mum manning does not mean the
minimum number in the sense of the
fewest tolerable, but the minimum
number that will be adequate for the
safety of ships, crews, passengers, cargo,
property and the environment at all
times."
All of the points outlined in the
proposal relate to this basic idea. All
aspects of ship operation are covered so
that the document serves as a compre
hensive framework for safety.
It includes the factors that must be
considered in setting manning, from the
type of vessel, voyage and cargo to the
complete physical needs of the crew. It
spells out definite requirements, such as
the following, which are needed to
eliminate existing hazards on merchant
vessels:
• The normal workday should be
eight hours with a three-watch system
to apply to the deck and engine
departments in seagoing ships. Neither
the master nor the chief engineer should
be assigned to n watch. This should also
apply to small ships, used on short
international or near-coastal voyages.
Vessels such as offshore oil and gas
supply boats, for example, are not now
covered by safe minimum crew levels.
• There should be adequate manning
to cover "peak workload conditions"
and to cope with emergencies, including
possible breakdowns of automated
equipment and aiding other ships in
distress.
• Human endurance must be con
sidered so that manning levels do not
jeopardize the seafarer's health. More
over, there is a need to provide a
"significantly higher level of medical
care on board ships, substantially
beyond the first-aid concept." The
contribution of the steward department
should be recognized in terms of the
overall health and hygiene of the crew.
The proposal stresses the fact that "all
shipboard activities are interlinked."
Since the health of the crew and the safe
operation of the vessel go hand in hand,
manning levels must reflect all ship
board responsibilities. For this reason,
the SIU has prepared a detailed descrip
tion of the duties performed by all
departments, which will be submitted as
part of the U.S. manning proposal at the
IMCO conference next month.
The U.S. position will be finalized at
the last meeting of labor, management
and government representatives for
maritime to be held late this month.
Destitute U.S. Dry Bulk Fleet Looking to Better Days
The condition of the U.S. dry-bulk
fleet was recently described by Assistant
Secretary for Maritime Affairs Robert
J. Blackwell as being, "sorely inade
quate."
Blackwell's remarks on the plight of
the U.S. dry-bulk fleet were delivered
last month at the International Cargo
Conference in New York.
Speaking of the need to build up the
dry-bulk fleet, Blackwell said, "expan
sion of U.S.-flag capability in bulk
shipping has a high priority at the
Maritime Administration."
Considering that the U.S. dry-bulk
fleet has been allowed to dwindle to a
measly 19 ships—most of which are
more than 30 years old—the MARAD
commitment to spur a build-up in the
bulk fleet is a welcome if belated one.
Less Than 2% Goes U.S.
The fact of the matter is, dry-bulk
cargoes amount to more than 40 percent
You Can't Afford Not To
of the total foreign trade tonnage of the
U.S. But less than two percent of our
bulk cargoes are carried in U.S.-flag
ships. So the attention being given to the
dry-bulk fleet, as of late, is long overdue.
The pathetic condition that the fleet is
now in, is simply contrary to the best
interests of our country.
There are, however, some positive
signs that the U.S. dry-bulk fleet is
taking a turn for the better. Blackwell
noted that five dry-bulk carriers are
presently being built by the Levingston
Shipbuilding Co. in Texas.
When the first of these 616-foot,
36,414 dwt ships is delivered in late
1980, they will be crewed by SIU
seamen, as will the remaining four ships.
Blackwell said that the construction
of these new U.S. dry-bulk carriers is,
"an important first step in revitalizing
the U.S.-flag dry-bulk fleet." He added
that, "It is .. . only the first wave of what
we hope will be a growing tide of activity
in bulk shipping."
The dry-bulk carrier is—or should
be —an important part of the U.S.
merchant marine. Certainly, the capabil
ity of hauling bulk cargoes is a vital one,
and one in which we are now sadly and
dangerously lacking.
Important bulk cargoes now being
imported by the U.S. (mostly in foreign
bottoms), and the percent of our total
bulk consumption that they constitute,
include: iron ore, 35 percent; lead, 62
percent; manganese ore, 99 percent;
nickel, 90 percent; copper, 40 percent;
and bauxite, 85 percent. (These figures
are from 1975.)
As well as the need for new dry-bulk
ships, MARAD's Blackwell also
stressed the need for new and improved
bulk cargo handling facilities in the U.S.
In his speech at the Bulk Cargo
Handling Conference he called for,
"greater port capacity and improved
cargo handling methods." He also urged
that, "new emphasis must be placed on
the development of bulk terminals."
In concluding his remarks before the
Bulk Cargo Handling Conference,
Blackwell defined MARAD's role in
improving the U.S. dry-bulk fleet,
saying that it, "can provide only the
catalysts for such improvements. In the
long run, the levels of interest and
investment by private industry will
determine the degree of meaningful
new activity in this area."
The U.S. dry-bulk fleet has been a
victim of utter neglect for many years.
Though things are looking up for it,
it has a long way to go to reach a level
that will satisfy the economic and
security needs of our country.
Cove Communicator Committee
The Transportation Institute Towboat Operator Scholarship
Program pays you while you go to school at HLS. It gives
you free room, board and books. It helps you earn wheelhouse time while you learn boathandling skills. And HLS
graduates get day-for-day worktime credit.
You can't afford not to apply for a
Towboat Operator Scholarship
See your SIU Representative or contact HLS for details
Recertified Bosun Carl Thompson (seated r. rear) ship's chairman of the ST Cove
Communicator (Cove Shipping) stands by for a payoff with some of the crew and
the Ship's Committee on Nov. 15 at Stapleton Anchorage, S.I., N.Y, In the Ship's
Committee are (seated I. rear) Chief Pumpman R. Breeden, educational director
and (seated front 1. to r.) AB Tom Seager, Chief Steward/Cook James A. Hollen,
secretary-reporter; Engine Delegate Daniel Breaux and Deck Delegate R.D.
Whaley. Standing (rear I. to r.) are H. Knuckles of the steward department, OS Y.S.
Onar and Steward Delegate A. Johnson.
December 1978 / LOG / 5
m
�r
AFL-CiO Legislative Head
Biemilier to Retire,
Mississippi River System
"It is unthinkable that the waterways industry could end up with user charges
and no new Lock and Dam 26."
1 his was the parting statement from the National Committee on Locks and
Dam 26, which formally dissolved on Nov. 13 after achieving its goal for
enactment of legislation authorizing the l.ock and Dam 26 project at Alton, 111.
The legislation, H.R. 8533, which was signed into law by President Carter on
Oct. 21, also imposes waterways user charges beginning Oct. 1, 1980.
The National Committee warned that L
D 26 construction could become
"ensnarled in lengthy litigation." Rebuilding the lock can't begin until a court suit
against it, brought by a coalition of railroads and environmental groups, is
defeated. Right now, the court is still in the process of reviewing the
environmental impact statement prepared by the U.S. Army Corps of Engineers
for the project. If the statement is found insufficient, as the opposition has
charged, another will have to be prepared which could take more than a year
itself.
in the meantime, the National Committee has turned over the responsibility of
carrying on the fight in court to another waterways organization, the Association
for the Improvement of the Mississippi River. The Committee urged continuing
support for this crucial effort and for future fights against the "inevitable
attempts to escalate the user charges."
AFL-CIO Legislative Director An
drew J. Biemilier, 72, will retire from the
Federation's department at the end of
this month. He has been director since
1956.
George Meany, president of the AFLCIO, said in accepting the resignation
that Biemiller's "one goal" in his long
career has been "to make this a better
world for all of us and for our children
and grandchildren. . . . Every piece of
social welfare legislation enacted in the
last two decades carries a union label
and Andy Biemilier deserves a major
share of the credit for each victory."
Jacksonville, Fla.
A brand-new boat wascrewed in this port last month. The Admiral, a 5,600 hp.
ocean-going tug, is the first piece of equipment for the newly formed and newly
contracted Admiral l owing and Barge Co. She carries a top to bottom SI U crew
who are now operating the tug between U.S. Navy ba.ses in Norfolk, Va. and
(iuantanamo Bay, Cuba.
Andrew J. Biemilier
Succeeding Biemilier will be Kenneth
Young, 51, associate director of the
department since 1971 and a member of
its legislative staff since 196*7. He is a
former reporter and longtime member
of the American Newspaper Guild.
Biemilier started out as a teacher at
Cornell and the University of Pennsyl
vania. In the 1930s in Milwaukee, Wise,
he cut his first political teeth becoming a
union organizer and editor of a labor
newspaper. As an early Socialist there,
he became the Progressive Party's floor
leader in the state legislature. Later he
served two terms in the U.S. Congress as
a Democratic representative under the
tutelage of House Speaker Sam Rayburn of Texas.
At the 1948 Democratic Convention,
Rep. Biemilier and the late Sen. Hubert
H. Humphrey made political history by
being instrumental in the adoption of a
strong minority report backing civil
rights which led to the Dixiecrat
walkout and helped to get President
Harry S. Truman elected.
He Joined the legislative staff of the
former AFL in 1935 becoming chief
lobbyist for the merged AFL-CIO three
years later.
Biemilier once told reporters that he
has operated under the instructions he
got from Meany when he took the
legislative Job: "Don't beg, don't
threaten and don't ever assume you are
100 percent right."
New Orleans
Cre.scent lowing is primarily a shipdocking operation in this port, but the
company's latest tug has been doing some deep sea towing. The Jason Smiili, a
remodeled boat, was crewed by SlU Boatmen on Nov. 3. Her first trip was to
South America.
Houston
(j & H lowing is going to dominate the new boat news throughout most of the
new year. I he company has shipyard orders for nine tugs and the first one is
expected by the end of January. Two months later the second" will be delivered
and after that, one new boat a month will be delivered until all nine are in service.
Ihe total will add about 80 new Jobs for SlU Boatmen by the fall of 1979. The
new boats will bring the fleet up to 40 vessels and will allow expansion in both
shipdocking and deep sea towing operations.
iOKl£M>rHINi(»CtjlC>l
Mobile, Ah.
SlU Boatmen with Mobile Towing have ratified a new three year contract and
pension and welfare agreements along the lines of the recent gains made by SlU
members in the inland industry. These include a $100 increase in the monthly
pension payment, extended welfare coverage and higher vacation benefits under
the SlU industry-wide Inland Vacation Plan. Mobile Towing, a shipdocking
operation, employs 18 SlU deckhands and oilers.
Banner Committee
Iff you know liow to koop things cold, you'll always bo neodod aboard
ships that carry roffrigorated containors. So tako tlio Maintenanco off
Shipboard Reffrigoratod Systoms course at HLS. It starts March 5.
Paying off on Nov. 18 at the Citco Dock, Linden. N.J. is the Ship's Committee of the
SI Banner (lOT) of (1. to r.) Cook/Baker Joe Simpson, steward delegate; Deck
Delegate 1. W. Thomson. Bosun Jack Higgins. ship's chairman and Engine
Delegate William Beatty.
6 / LOG / December 1978
When you ffinish you get a certifficate off completion ffrom HIS—your
ticket into the booming job market aboard U.S.-fflag ships ffor seaffarers with roeffer maintenance skills* To enroll, see your SHI Represen
tative or contact HLS.
�.. ^ . -ur- -
> . 4i
''i
Hradquarter^
by SIU Execulive Vice President
Frank Drozak
i
Upgrade Your Skills in '79
I
boking back over 1978, I can say without reservation, that it has been
J a good year for the SIU membership.
The real measure of any year, though, comes down to what really
counts for the working man—jobs. In this respect, 1978 was a very good
year for us.
But 1979 looks even better.
If you read the Log regularly this year, you know that every month at
least one new deep sea ship and one new inland vessel were crewed by
SIU members. And this good news is going to continue in next year's Log.
It's good news because the constant flow of new vessels into the SIUcontracted fleet provides SIU members with a constant supply of new and
expanding job opportunities. The flow of LNG ships started with two
vessels in 1977 and increased by five more this year. Next year at least six
new LNG ships are expected to be delivered to SlU-contracted
companies, which means that Seafarers will be manning a total of 13
LNG carriers by the end of 1979, or early 1980.
Our members will also crew the first of 14 new diesel powered vessels
now being built by our contracted companies. And in the inland industry,
one company alone has shipyard orders for nine new tugs—all due out
next year.
These new construction figures add up to a tremendous number of new
jobs for Seafarers and Boatmen. And the Union is working on contracts
for even more vessels, now just in the planning stage.
fi
This is why upgrading has been and will continue to be my message to
the membership. It means that new and more challenging jobs are readily
available if you are willing to take the time to learn the skills needed to fill
these jobs.
In this industry, which is prone to ups and downs, upgrading is your
best bet to cash in on the good shipping of today and to bank on job
security in the years to come.
Now is the time to go for a deep sea rating or for an inland license; to
gain your full book shipping rights through the "A" Seniority Program;
or to get the specialized training required to sail on LNG carriers, dieselpowered ships or any of the new automated vessels coming out each
month.
If you do, you can enjoy the high paying jobs available now and have
the extra advantage that a rating, full seniority rights and special skills
will provide if shipping gets tough.
The SIU has a full political program planned for the new year to keep
the job picture bright for SIU members.
You also have a full year ahead of you. Make it another good one by
supporting your Union and moving ahead in your career through the
educational opportunities available to you at the Lundeberg School.
Donnybrook Brewing Over Alaskan Oil Export Plan
Although the future of the U.S.
tanker fleet appears secure for the
moment, it's a short-term security which
could run out as early as this summer.
The tenuous hold the U.S. tanker fleet
currently has in the Alaskan oil trade
could snap this June when a statute'
known as the McKinney Amendment
expires.
This amendment to the Alaskan
Pipeline Bill, mandates that Alaskan oil
cannot be exported without an Act of
Congress. When that restriction lapses,
however, the controversy over whether
the U.S. should export Alaskan crude to
Japan will begin to broil once again.
On one side of the export battle are
the oil companies, the U.S. Department
of Energy and the State legislature of
Alaska, which are all supporting plans
to export Alaskan crude to Japan and
bring in replacement oil supplies from
the Middle East—all on foreign flag
ships.
On the other side are the SIU and
many other maritime labor and industry
groups who argue that plans to export
Alaskan crude seriously threaten the
jobs of American seamen and the
security of the U.S. tanker fleet.
Another point sgalnst the export
plans is that when Congress first
approved construction of the TransAlaska Pipeline, they made a promise
to the American people that no oil
produced here would be sold outside the
U.S.
If the Alaskan oil export scheme
becomes a reality. Congress will not
only have reneged on that promise, but
will be forcing the U.S. to become
increasingly dependent on the Middle
East for oil.
Oil From Mexico
The oil companies, however, have
found a way to ease the queasiness of
some Congressmen and Senators over
relying on imports from the unstable
Middle Eastern countries. Backers of
the export plans have suggested bring
ing oil to the East Coast from Mex
ico instead of the OPEC countries.
While the Mexican connection may
make the export scheme more palatable
to certain members of Congress, who
would otherwise oppose a move to make
the U.S. more dependent on Middle
Eastern oil, it is no change at all as far as
the jobs of American seamen and the
stability of the U.S. tanker fleet are
concerned.
The SIU has been among the most
vocal critics of the Alaskan crude export
plans since those plans were first
introduced. Testifying before Congres
sional hearings held during the last
session of Congress, the Union scored
the arguments of Big Oil that the U.S.
merchant fleet doesn't have sufficient
tanker tonnage to move the crude which
has temporarily backed up on the West
Coast.
Not only are there already enough
tankers in the U.S. fleet to move the
Alaskan oil down to the lower 48 states,
but there are oil carriers still being built
in U.S. shipyards, ordered specifically
for the Alaskan trade.
"Alaskan crude oil exports," AFLClO Legislative Director Andrew J.
Biemiller told a House Subcommittee,
"would force from two to three million
tons of U.S. tankers into lay-up with the
loss of thousands of jobs for U.S.
seamen."
The oil companies' claims that ex
ports are the only way to ease the glut
of Alaskan crude on the West Coast are
also overplayed. If the oil companies
would retrofit existing West Coast
refineries to handle the crude and build
West to East continental pipelines, the
West Coast oil surplus would soon
disappear.
However, most of the oil companies
haven't moved to either retrofit or
construct alternative pipeline systems
because they stand to make significantly
higher profits by selling the oil to Japan
than by channeling it down to the
lower United-States.
Sohio Project,
The one bright spot in what has
turned out to be the Alaskan oil debacle
is that California voters have given
Standard Oil of Ohio (Sohio) a green
light to begin building a tanker terminal
and pipeline from Long Beach, Calif.
When it's built, the $1 billion
distribution system will be able to
handle 500,000 barrels of Alaskan oil a
day, channeling the crude from Prudhoe
Bay to markets in the Middle East via
the Long Beach facility.
But plans for the facility may
backfire. Snarled by red tape surround
ing issuance of a necessary construction
permit by the South Coast Air Quality
District Board and approval of that
permit by the California Air Quality
Management District, construction of
the terminal and pipeline could be
stalled for anywhere from one to three
years.
Such long-term delays may cause
Sohio to scrap plans for the facility
altogether. "As delays and costs accum
ulate," said Sohio's chairman and chief
executive officer Alton W. Whitehouse,
"the time may come when the investment may no longer be attractive."
"We are approaching limits beyond
which the project cannot proceed,"
Whitehouse continued, adding, "if those
limits are exceeded, we all lose."
Seafarers, U.S. maritime and the
country in general have a lot to lose if
Sohio doesn't build its facility. And even
more to lose if plans to export the
Alaskan crude to Japan go through.
Americans will be forced to pay
higher prices for imported oil instead of
using our own supplies, U.S. waters will
be threatened by increased numbers of
unsafe, improperly manned foreign flag
ships. And American seamen and
shippers will suffer a loss of jobs and
revenues.
The SIU, as well as other maritime
labor and industry spokesmen, feel the
overall price for the U.S. of the Alaskan
oil scheme is too high to pay.
SIU Pressure Gets MSG to
Drop Panamanian Service
Under pressure from the SIU, the
Military Sealift Command has dropped
its use of foreign-flag vessels in a
domestic trade and awarded new
contracts to American operators.
The MSG accepted bids last month
for the three U.S.-flag vessels, including
two SlU-contracted fugs, to haul cargo
from Port Canaveral, Fla. to ports on
the U.S. Air Force Eastern Test Range
in the Caribbean.
Panamanian-registered vessels had
been operating in this domestic trade
since 1974 under Jones Act waivers.
Since many of the Caribbean ports are
U.S. possessions covered by the Jones
Act, the waivers were needed to bypass
this statutory protection for American
vessels to carry cargo between American
ports. Waivers are allowed when U.S.flag vessels are not available to carry
trade.
But after investigation into the
matter, which began early this year, the
Transportation Institute discovered
that the military was not giving U.S.
operators a chance to compete with the
Panamanians. T.I., a research group for
the U.S. maritime industry, found out
that the MSG had not let out public bids
for the trade since the last contract was
signed with the foreign-flag operation in
1974.
When confronted by T.I. and the
SIU, the military claimed that no
American vessels were available for the
trade, or were available only at exorbi
tant rates. Under increasing pressure
from the SIU, and due to the f^act that
the Panamanian vessels were becoming
unsatisfactory, the MSG finally agreed
to let out new reques*" for hid-.
The result was an overwhelming
response from U.S. operators. When the
bids were opened, U.S. vessels came in
low enough to take over the trade.
On Nov. 9, MSG awarded contracts
to three U.S. tugs to perform the work
formerly done by the Panamanian
vessels. Two are tug/barge combina
tions owned by SlU-contracted Crow
ley Maritime and the third is a vessel
owned by Acadian Marine, a non
union company.
The Crowley vessels came in at a cost
below the Acadian tug and will carry
more cargo. They are the tug Noatak
and the tug Arthur, which will begin
operations out of Port Canaveral with
SIU crews in January.
December 1978 / LOG / 7
,1
�The
Lakes
Picture
ALGONAC
Cold weather all across the country signals the beginning of the end of the
Great Lakes shipping season. SIU contracted companies on the Great Lakes
have begun laying up their vessels. The Consumers /*ower (American Steamship
Co.) laid up in Toledo the last week in November along with the Kinsman
Enterprise (Kinsman Lines). The Belle River, American Steamship's thousand
footer, is scheduled to lay up in Duluth before Christmas.
FRANKFORT
The City of Milwaukee, the newest SlU-contracted car ferry, began its
Kewaunee to Frankfort run this month with a 27 man SIU crew. The car ferry
was leased by the Michigan Interstate Railway Co. from the Grand Trunk
Western Railroad which terminated its car ferry operations last month.
MIRC's car ferry Viking is in the shipyard for her five-year checkup and will
join the City of Milwaukee as soon as necessary repairs are completed. In
addition, the state of Wisconsin recently appropriated funds to refurbish the car
ferry AK Atkinson which has been out of service for the last four years. When the
Atkinson begins running it will restore MIRC to a three-boat operation and open
up many employment opportunities for Great Lakes Seafarers.
CHICAC^O
The crew of the SlU-contracted Medusa Challenger (Cement Transit Co.)
really care ahout each other. Conveyorman Robert Verboam (left) wanted to
make sure that if Chief Steward Larry Geiger ever falls overboard, he'll have
something to hold onto. So, on behalf of the whole crew, Verboam presented the
chief steward with his own, personal life ring which fits Geiger's ample girth
better than the standard sized rings.
CLEVELAND
The Federal Office of Management and Budget has okayed $300,000 for the
Army Corps of Engineers to conduct a year-long study of harbor dredging and
improvement at the port of Cleveland. Though Congress has already authorized
$30 million to deepen and develop the harbor, the construction can't be^ until
the study is concluded. Part of the project includes deepening the east basin of the
harbor from its present depth of 25 feet to 28 feet. Deepening the harbor will
allow the new 1,000 foot ore carriers io call at the harbor which is a possible site
for a new ore dock being planned by Republic Steel.
ST. LAWRENCE SEAWAY
As the 1978 shipping season winds to its close it looks less and less likely that
the St. Lawrence Seaway System will be cleared by the scheduled closing dates.
Traffic in both the Welland Canal section (which was scheduled to close Dec. 6)
and the Montreal-Lake Ontario section (with a closing date set for Dec. 15) is
even heavier than at the end of the 1977 shipping season. And last year's Seaway
closing on Dec. 26 was the latest in the System's history.
Part of the reason for this year's backup is the recently settled strike by
Canadian marine engineers and deck officers which idled most of Canada's Great
Lakes fleet for eight days. Canadian shippers have stepped up activity in an effort
to move stockpiled cargo before the winter freeze.
In addition, only 12 ships a day can move through the Welland Canal. At last
count there were 119 ocean vessels above the Canal and 10 more waiting to
transit the Canal to Lake Erie. A spokeswoman for the St. Lawrence Seaway
Development Corp. pointed out that at this time last year there were only 87
ships above Welland.
An extension of the Seaway's closing deadline will be expensive for the ships
that don't make it through by the closing dates. Any ships still in the System
after the deadline will be required to pay fines which range from $20,()00 to
$80,000 a day per vessel.
One way to solve the traffic problems on the St. Lawrence Seaway and the
Great Lakes is to extend the shipping season. The Army Corps of Engineers has
been conducting a Winter Navigation Demonstration Program on the Upper
Great Lakes for the past eight years to test the feasibility of opening up the
waterway to year-round commerce.
The season extension program will end next year unless Congress authorizes
funds to keep it going. And, despite endorsement of the project by many labor,
industry and government spokesmen, refunding of the program seems unlikely.
Much of the opposition to a longer shipping season comes from New York's
Governor Hugh Carey and the Michigan United Conservation Club. Both the
governor and the environmental group say that the impact an extended shipping
season will have on the environment has not been adequately studied.
The Michigan conservation group charged that a season extension would:
make spring flooding worse; endanger fish and wildlife; stir up river and lake
sediments containing heavy metal and organic pollution and cut hydroelectric
power by 15 percent because of ice jamming.
Congressman Philip Ruppe (R-Mich.) disagrees with the Conservation Club's
concerns. He pointed out that an environmental study which would be
conducted during the first three years of a winter shipping season would
determine any negative impact on the environment winter shipping might cause
and would also recommend necessary corrective measures.
Ruppe said he supported the season extension program as long as it would
"materially contribute to the economic welfare of the Great Lakes region... and
is consistent with national transportation policies . . ."
In spite of any support or opposition to the program, the fate of an extended
shipping season on the Great Lakes and the St. Lawrence Seaway System is now
up to Congress to decide.
A Cool LNG Crew
A strike by 1500 workers against the American Ship Building Co. has idled the
repair facility since Aug. 15. The strike has affected many SlU-contracted Great
Lakes ships which are repaired at the company's Chicago and Toledo shipyards
throughout the shipping season.
The impact on SIU Lakers may be even greater if the dispute isn't settled by the
time the shipping season ends. Several SlU-contracted companies lay up their
vessels at the Chicago yard and as many as 20 Union ships winter at the Toledo
facility.
Since the strike has already lasted over three months. Great Lakes ship
operators have begun making alternative arrangements to lay up their ships in
either Sturgeon Bay or Duluth.
I
The feasibility of using Hovercraft, air cushion vehicles which skim over the
surface of water, is being studied as an alternative form of transportation by
several U.S. states. Hovercraft are used as passenger and supply ferries in Europe
and are being tested in remote areas of Alaska. The city of Chicago is also taking
a look at the vessels to detefmine whether they could be used to carry commuters
along the city's rivers and canals. The city wants to link suburban areas with
Chicago's downtown by running Hovercraft on the Chicago Sanitary and Ship
Canal.
8 / LOG / December 1978
Assembling at Headquarters in the port of New York on Nov. 27 before heading
north to Quincy, Mass, is the crew of the LNG Leo (Energy Transport). They are
(rear I. to r.) Chief Steward/Cook A. De Champ; Cook/Baker Patrick Geary; ABs
Tom Redes; Rich PiaskOwski and Edward Thompson; Wiper Jeff Yarmola; GSU
Jon N. Anderson; OS Mark T blark and AB C. L HickenbotarTi. In front (I. to r.) are
QMED Warren Shoun; OS Robert Tremblay; GSU Kevir^ Thatcher; OS Periy
Cubeta; QMED Ramon Camacho and GSU Michael Manuel.
iq
i
�ttt in tDnslpnaton
Seafarers International Union of North America. AFL-CIO
U.S. Shipyards May
Deliver 32 LNG Carriers
As many as 32 new liquified natural gas
carriers could come out of U.S. shipyards if the
various LNG projects now pending go through,
according to assistant secretary of commerce
Robert J. Blackwell.
Speaking at the launching of Energy Trans
port Corp.'s fifth LNG ship, the SlU-contracted
Leo, Blackwell said projects to import LNG
from Trinidad, Nigeria, Chile and Australia are
currently in the works. The U.S. now imports
LNG from Algeria, Indonesia and Iran.
Blackwell praised the highly developed
technology of U.S. shipbuilders which, he said,
has made the U.S. a "formidable competitor" in
the LNG transport industry.
The U.S-flag fleet of LNG carriers is the
largest in the world, the assistant commerce
secretary continued, noting that 13 American
flag carriers would be plying the LNG trade by
next year.
There are'now seven LNG ships in the U.S.
fleet, all crewed by SIU members.
DECEMBER 1978
Legislative. Aclministrative and Regiilatorv Happenings
Deep Seabed Mining Proven Feasible
The first results of tests and experiments being
conducted by several deep seabed mining
concerns indicate continuous mining of deep
seabed minerals is feasible.
The U.S.-based Ocean Mining Associates said
their 20,000 ton converted ore carrier raised
mineral nodules from a depth of three miles at a
rate of 50 tons an hour, demonstrating that
commercial production of deep sea minerals is
ready to begin.
Several mining companies have sent out
experimental vessels in anticipation of passage
by Congress of an Ocean Mining Bill which
would green light their deep sea mineral retrieval
operations.
An SlU-backed ocean mining bill came
through the House of Representatives, but not
the Senate, in the 95th Congress and contained
three amendments which would mean jobs for
Seafarers and other American workers in the
ocean mining industry.
Because of the bill's job security clauses ocean
mining legislation is one of the Union's top
priorities for the 96th Congress.
SIU Upgraders Get Political Briefings
From Congress Aide, AFL-CIO Officials
Report Cites Growth of
Perishable Cargoes as
Boon to U.S Shippers
A potentially lucrative market for U.S. flag
operators could open up with the growth of
perishable cargoes in the U.S. foreign trade if
capacity in both U.S. flag liner and non-liner
service increases to meet the demand.
These were the conclusions of a report titled
"U.S.-Flag Transportation of Perishable
Imports and Exports," prepared for the
Maritime Administration.
The report found that "by 1985 the perishables
export market could almost double in liner
service, increase over 60 percent in non-liner
service and the import market could grow by 25
percent," if U.S.-flag refrigerated capacity
increases an average of eight percent a year.
In order to meet rising demands in this
profitable trade, the report recommended that
"U.S.-flag carriers with MarAd support
undertake a multiyear, multifaceted cooperative
effort to increase U.S.-flag carriage of re
frigerated commodities," by: increasing the
fraction of refrigerated capacity on existing and
new ships; improving shipboard refrigeration
technology; improving port and intermodal
refrigerated services; and introducing U.S.-flag
refrigerated non-liner operations.
Beefing up overall U.S.-flag refrigerated
capacity will be a boon to the maritime industry,
the report concluded, by "creating seagoing and
shoreside jobs and by promoting shipbuilding."
In addition, the U.S. balance of trade picture
will brighten since refrigerated export trade is
outstripping imports, if U.S.-flag operators
recognize the opportunities connected with the
growth of perishable cargoes and undertake "the
special efforts required for exploiting them."
SPAD b tkc SlU's poWinl fiimi iM om pibMicainia
WnhiaclM. D.C. TW SIU aslu lor nd •ccer<>
coatribalioM only. Tlw Union IN« Ibc nKHMy donated lo
SPAD lo sapforl Hw ekction canpnixnn of ItgWalon who
have shown a pro-martthnc or pro-labor record.
SPAD enablcf the SIU lo work effectively on the vital
Bteritiae bsws ia the Coapess. The« are bam that have
a dbect iaipact oa the jobs and fob Mcarily oi aff SIU awaihen, deep-sea, inland, and Lakes.
The SIU astes its asembets to coatlaoe their llae record
ol sapport for SPAD. A nwaiber can coatribate lo the
SPAD land as he or she sees St. or auke no contribation at
aff withoat fear of reprisal.
A copy of the SPAD report b filed with the Federal Elec
tion CoBHnbsioa. It b available for pnrchase froai the FEC
Washii«toa.D.C.
SIU "A" Seniority Upgraders attending their
Union's December educational program at
tended a day-long briefing earlier this month in
Washington on the political and legislative
activities of the SIU and the AFL-CIO.
During their visit, they met and talked with
Ray Denison, of the AFL-CIO's legislative
department, and representatives of the AFLCIO Maritime Trades Department. During
lunch, they met with Len Sutter, chief counsel to
the House Merchant Marine & Fisheries
Committee.
Earlier in the day, the SIU members met with
some of the key staff members of the Transporta
tion Institute, a highly-respected Washingtonbased maritime research and education organ
ization.
This Washington trip is part of the SIU's
ongoing education program to provide the
union's membership with first-hand information
on the problems and programs of the maritime
industry—and of the vital importance of the
SIU's leadership in political and legislative
activities.
Also during their visit, the SIU upgraders
toured the Capitol where they posed for a group
photo. Pictured here are upgraders Sidney
Shelley, Philip Booher, Robert Funk, Walter
Davidson and Charles Nealis. With the
upgraders on the steps of the Capitol is Piney
Point Port Agent Pat Pillsworth.
December 1978 / LOG / 9
�Maritime faidustfy
5Ul in ^^a5f)inc|tor
News
Senate Committee Holds
Hearings On Liquified
Energy Gases
The Senate Committee on Commerce, Science
and Transportation will hold hearings aimed at
creating one overall set of safety regulations to
govern liquified natural gas, liquified petroleum
gas and other liquified energy gases.
Right now, the jurisdiction of several federal
agencies controlling the liquid energy gas
industry overlap. The regulatory conflicts have
left certain areas of safety in liquid energy gas
storage, transfer and ship, rail, truck or pipeline
transport uncovered.
Commenting on the intention of the hearings,
the committee chairman. Senator Wendell H.
Ford (D-Ky.) said: "The transportation and
safety issues associated with LNG and LPG
touch all energy consumers. Both the public and
the industry deserve sensible regulations in the
area of liquified energy gases."
U.S. Deep Sea
Ship Tonnage
Holding Steady
The privately-owned, deep-draft fleet of the
U.S. merchant marine was holding steady at 746
vessels—comprising 21.5 million deadweight
tons—on October 1, according to the latest
figures reported by the U.S. Department of
Commerce, Maritime Administration.
Compared to one year ago, the number of
ships in the U.S. fleet decreased by two, but the
total capacity of the fleet increased by 2 million
deadweight tons. The tonnage gain is because of
the larger size of the newer ships in the fleet as
compared with the smaller sizes of older ships
sold or scrapped during the past year.
The active U.S. merchant fleet on October 1
totaled 692 ships with an overall capacity of 20.2
million deadweight tons.
The Maritime Administration report also
revealed that 48 merchant ships, totaling nearly
3.5 million deadweight tons, were under
construction or on order in American shipyards
on October 1. These included II tankers, 13
liquefied natural gas (LNG) carriers, 10
intermodal vessels, eight dry-bulk carriers,
three break-bulk cargo vessels, and three
special-type ships.
U.S. Vessels Gain
In Great Lakes
Ore, Grain Trades
Crowley VP
Named to Head
Propeller Club
The U.S. Maritime Administration has issued
a marketing guide which shows increased
opportunities to U.S.-flag ship operators in the
Great Lakes-St. Lawrence Seaway iron ore and
grain trades.
The study is entitled,"U.S. Bulk Vessel
Marketing Guide—Great Lakes-St. Lawrence
Seaway Iron Ore/Grain Trade." It was devel
oped as a marketing tool by the Maritime Ad
ministration's Great Lakes Region office, and
includes a breakdown of port-to-port tonnage
along with marketing contracts for both iron ore
and grain cargoes.
Copies of the study are available and may be
obtained by writing to: Great Lakes Region
Office, U.S. Maritime Administration, 666
Euclid Avenue, Cleveland, Ohio 44114.
.
T-''"'i
^
•£
/
William V. Figari, corporate vice president of
Crowley Maritime Corp., was elected president
of the Propeller Club of the United States at the
organization's recent convention in Honolulu.
The Propeller Club is a national professional
organization dedicated to the promotion of a
strong United States merchant marine.
Figari will succeed Lloyd Strickland, vice
president of Lykes Bros., who was vice president
of the Propeller Club for the past two terms.
William J. Wolter, president of Cairo Marine
Services, was named first vice president, and
Donald Schmidt, senior vice president at Farrell
Lines, was elected national second vice
president.
.
MarAd Turns Down
Waterman's Re-application
for ODS
The Maritime Subsidy Board of the Maritime
Administration has refused to reconsider
Waterman Steamship Corp.'s application for
operating differential subsidies in North Atlantic
trade routes.
Reaffirming their earlier decision, the Board
turned down Waterman's petition for subsidies
on Trade Routes 5-7-8-9 (U.S. North Atlantic/
United Kingdom and Continent) because they
said an adequate number of U.S.-flag companies
were already servicing those areas.
In addition, the Board ruled that Waterman's
proposed operations on TR 6 (U.S. North
Atlantic/Scandanavia and Baltic) and TR II
(U.S. South Atlantic/United Kingdom and
Northern Europ would do nothing "to further
the purposes and policy of the Merchant Marine
Act of 1936," as they would not correct any
inadequacies of U.S.-flag service in those trade
routes.
10 / LOG ./ December 1978
—-
V
•".-W'
Seventy-one cenils of every dollar spent 1^ sKipping on American-flag vessels
temaiiis in this cdddtiy , making a Ver^^^ sub.stantial contribution to the national
balance of payments and to the nation's economy*
JUse lJ;S.-flag .ships. It's good fdr the American maritime industry, the Ameri<
^i^,shi|>|pei^ a^
'
hi
mis
�Hess Gets OK to Use Foreign Flags for Alaskan Oil
StU to Seek Act of
Congress to
Override Appeals
Court Decision
The SIU is gearing up for a tough
legislative battle when Congress con
venes next month. The Union will be
working to overturn, through an act of
Congress, a recent ruling by the U.S.
Court of Appeals allowing the Amerada
Hess Corp. to use foreign flag ships in
hauling Alaskan crude oil to the U.S.
East Coast via its Virgin Islands refining
plants.
Despite a strongly documented suit
filed jointly by the SIU, the American
Maritime Association and the Ship
builders' Council of America, the U.S.
Court of Appeals upheld a lower court's
decision which green lights Hess' use of
foreign bottoms for transportation of
the Alaskan crude.
The ruling is the latest in a series of
incidents which bolster the Virgin
Islands loophole in the Jones Act,
permitting carriage of goods between
the U.S. Virgin Islands and the main
land on foreign flag ships.
One of the Union's principal argu
ments against Hess keyed on the oil
company's violation of the spirit, if not
the letter of the Jones Act.
The Jones Act states: "No merchan
dise shall be transported by water...
between points in the United States
... in any other vessel than a vessel built
in and documented under the laws of the
U.S."
The SIU contended that Hess was
violating the Jones Act because the
company was transporting one type of
merchandise between points in the
United States. Though Hess makes a
stopover in St. Croix to refine the
Alaskan crude, the voyage is essentially
a Valdez-to-East Coast run. And
though the crude leaves St. Croix in the
form of refined petroleum products, it is
still essentially a single element of
merchandise.
The Court, however, decided that
each leg of the Valdez-to-St. Croix and
St. Croix-to-East Coast run was a
separate trip and that the Jones Act
provision requiring use of American
ships in the U.S. coastwise trade did not
apply because each trip "is outside of the
coastwise trade of the U.S."
In addition, the Court of Appeals
agreed with the lower court's finding
that "crude oil is simply quite different
from the ultimate products which come
out of a refinery.
"The products of the Hess refinery,"
the Court continued, "are new and
different merchandise from the Alaska
crude oil."
Violates Environment
The Union, along with the AM A and
the Shipbuilders' Council, advanced
another argument in the suit against
Hess.
Arguing that the Trans-Alaska
Pipeline Authorization Act and the
Act's 'Magnuson Amendment' were
intended to keep foreign bottoms out of
the Alaskan oil trade for environmental
reasons, the SIU's brief said: "Quite
apart from the Jones Act, for environmentaU purposes, the carriage of
Alaskan oil in the coastwise trade is
confined to American vessels and ... the
carriage of that oil by foreign tankers in
the coastwise trade is illegal."
Disagreeing with the Union's analysis
of the TAPS Act, the Court stated that
neither the TAPS Act nor the Magnuson Amendment "explicitly com
mand that only U.S. flag vessels be used
in the transport of Alaskan crude."
The Court said that requiring the use
of American flag ships for transporting
Alaskan crude was never written into
the TAPS Act. "The most that can be
said," the Court concluded, "is that
various Congressmen assumed that...
only American vessels would be in
volved in the transport of Alaskan crude
to the United States."
Tightening the wording of the TAPS
Act to specify the use of American flag
tankers in the Alaskan oil trade, as well
as extending the Jones Act to include
the Virgin Islands depends on what the
Court called a "policy choice for
Congress."
Every time Congressional legislation
NACOA Urges Carter to Consolidate
Maritime Agencies Into One Department
The National Advisory Committee
on Oceans and Atmosphere (NACOA)
early this month asked President Carter
to consolidate "a myriad of agencies,
departments and fieMoms" connected
with ocean and atmospheric programs
into a new Federal department.
The committee said the reorganiza
tion would correct many deficiencies in
the helter skelter way the Government
handles oceanic policy problems.
They also suggested that the Presi
dent consider putting the new depart
ment in the also new Oceans Depart
ment of the National Aeronautics and
Space Administration.
A/ot/ce to Members
On Shipping Procedure
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• Clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the Slli Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall he
given to all seamen who possess
Lifehoatnian endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
is introduced which would make the
Virgin Islands subject to U.S. coastwise
trade laws, it is beaten back by heavily
financed campaigns launched by the oil
companies.
Hess has been able to use the Liberian
registered tanker Hercules in the
Alaska-to-East Coast oil trade since
1977 because of the Virgin Islands
loophole. And American seamen have
had to pay a steep price in the loss of
jobs and job security because many oil
companies use the loophole as a way
around employing U.S.-flag vessels.
U.S. jobs will continue to be lost as
long as the Virgin Islands are exempt
from U.S. coastwise trade laws. The
SIU views changing the Virgin Islands
exemption from the Jones Act as a top
legislative priority and the Union will
double its efforts on Capitol Hill this
year to get the loophole closed once and
for all.
The new department would include
the National Oceanic and Atmospheric
Administration, the Coast Guard, the
Maritime Administration and various
other ocean-oriented programs which
are now in the Departments of Com
merce, Interior, Agriculture and Trans
portation and the Army Corps of
Engineers.
In a letter to Carter, the committee
said the nation has not succeeded in
developing the full economic potential
of the oceans. And that a U.S. Depart
ment of Natural Resources understudy
by the White House would be unable to
deal adequately with American interests
in the oceans, the coastal areas, polar
regions and the atmosphere and still
manage land resources.
The NACOA was created by Con
gress in J 971. Its members are appointed
by the President. They come from uni
versities, industry, public interest groups
and state and local governments.
67 Years Sailin'
To Help You Get Ahead
If you can do rapid plotting, operate radar
and tiandle navigation, you can move up
in the deck department. You can work
aboard the most advanced ships in the
U.S. Merchant Marine. You Can be a
Quartermaster.
Sign up today to take the
Quartermaster Course at HLS
Classes begin February 5
See your SIU Representative or contact:
Harry Lundeberg School
Vocational Education Department
Piney Point, Maryland 20674
Mobilian ABs (left) Jack D. Brown (34 years
at sea) and Hubert H. House (33 years
sailing) have pix taken on deck of the SS
Ogden Connecticut (Ogden Marine) re
cently at Stapleton Anchorage, S.I,, N.Y.
December 1978 / LOG / 11
�A Program That Makes A Difference
to back up that license.
This means that their
employers can rely oft them
'
to operate the equipment
safely and efficiently. It
-i^*- -.^,•means their fellow boatmen
aboard the equipment can
trust their safety to these
graduates.
On-the-job training in
the wheelhouse with experi
enced Captain/Instructors
lets the Scholarship winners
experience boathandling
themselves. Mistakes may
be made during a training
session so the Boatman can
learn from them-so that
Schohrship recipients practice crew direction and maneuvering barges during their OJT mistakes won't be made on
sessions.
the job.
As a result, there's a big
The Transportation In
stitute Towboat Operator difference between the Schol
Scholarship Program is do arship winners and some guy
ing great things for SIU who just passes an exam af
Boatmen—and for their in ter going to some "quickie"
dustry, too. Because the licensing school. That fel
Program stresses both class low has a license that says
room instruction and on- he's a Towboat Operator
the-job training, Scholar —the Scholarship winners
ship winners are qualified— really are towboat operators.
they have more than a li They know the job and
cense, They have the skills they can do it right.
Mtke Caltendo and Jim ShifHet work together to solve a
charting problem.
Paul Dardano concentrates on chartwork as he prepares
for the Towboat Operator exams
Calvin Rudel practices steering the Susan Collins under
the direction of Captain/Instructor Irvin Gros.
12 / LOG / December 1978
�Instructor Paul Allman explains navigation concepts to
the Scholarship class.
More Boatmen Move
Into The Wheelhouse
More SIU Boatmen have
earned licenses as Towboat
Operators. These men are
now ready for good paying
jobs and the great job se
curity that come from being
qualified for the wheelhouse.
The Transportation In
stitute Towboat Operator
Scholarship Program made
career advancement possible
for these men. Through this
program, the Boatmen got
a weekly stipend of 125 dol
lars. So, they could afford to
take advantage of the other
great benefits the program
offers. Benefits like free
room, board and books and
lots of on-the-job training
aboard the HLS boats-this
OJT counts as wheelhouse
time for licensing, too.
For the 8 Boatmen who
graduated from the Lundeberg School's deckhand/
tankerman program, there
was an additional benefit.
All the time they spent in
the program counts as the
equivalent of worktime.
So, the Transportation
Institute Towboat Opera
tor Scholarship Program is
doing great things for SIU
Boatmen. It's opening the
door to the wheelhouse and
to the successful careers for
the new Towboat Opera
tors who just completed the
program.
The Scholarship Program
can be the ticket to the
wheelhouse for any SIU
Boatman who's qualified
and who wants to get ahead.
Applications are being ac
cepted now for the Scholar
ship class that will begin this
Spring. So see your SIU
Representative. Apply to
day. Winning a Transpor
tation Institute Towboat
Operator Scholarship can be
a big step up the career lad
der for you!
Insttuctor Chuck Dwyer helps Edward Strauss solve a
navigation problem.
Jesse Green directs HLS trainees from the wheelhouse as
they make up a tow.
The Third Transportation Institute
Towboat Operator Scholarship Class
Gerald Mason
James Widgeon
Jim ShifRett
Robert Mason
Paul Dardano
Keith Foil
Mark Campbell
Dan Liddic
Jesse R. Green
: i-
December 1978 / LOG / 13 "
aBgijm
�... Accept the challenge!!
The new American LNG tankers ... they're the
aest. That's why they're manned by the SIU.
We're the best—the best trained seafarers in the
world. Accept the challenge of being the best,
"^'rainnowto serve aboard the finest safest shipsj
ouilt. LNG Courses are beginning at the Lundjeberg School on February 5 and March 5.
Sign up today! Write or Gall:
Hany Lundeberg School
Vocational Education Department
Piney Point, Maryland 2067^:
Phone: (301) 994-0010
You're one of the best.. .Accept the challenge!
14 / LOG / December 1978
•V..' iLYiit-r'rt
. '<
1
i
�SlU Crews 7th LNG Ship, El Paso Arz^w
hen the newly-built El Paso
Arzew heads for one of the
world's largest natural gas fields
in Algeria this month, shell be
the seventh U.S. built LNG
carrier afloat—and shell be the
seventh LNG ship crewed by SIU
members.
The El Paso Arzew will join
her sistership, the El Paso South
ern, on regular runs between
Algeria and regasification plants
at Cove Point, Md. or Savannah,
Ga. The two ships are the lead-off
leg of El Paso's Algeria I project
which will eventually have six
SlU-crewed LNG carriers mov
ing an average of one billion
cubic feet of natural gas per day
over a period of 25 years.
Like the Southern, the Arzew
was built by Newport News
Shipbuilding. She measures
948'/2 feet in length with a 135 foot
beam. She is equipped with spe
cial features like double hulls,
extensively monitored equip
ment operations and two types of
firefighting equipment to keep
safety at "a maximum. She also
has a special dual fuel system
which allows the ship to run on
either conventional fuel or LNG
boil-off vapors.
The Arzew has six specially
designed cargo tanks which nest
below deck, supported by the
inner hull of the vessel. The tanks
store a total of 125,000 cubic
meters of natural gas which is
kept in a liquid state at a
temperature of minus 260 degrees
Fahrenheit.
The Arzew's round-trip travel
time between Algeria and the
regasification plants on the U.S.
East Coast is about 20 days.
When the cargo is discharged it
will be moved via pipeline to the
energy hungry mid-Atlantic and
South-eastern states, helping to
ease the nationwide crisis caused
by diminishing energy supplies.
Liquified natural gas will be
used to fuel homes and businesses
throughout the U.S. The El Paso
Arzew and Southern, along with
the five LNG ships in the Energy
Transport Corp. fleet, are play
ing an important role in the
transportation of the precious
natural gas.
W
These skills include knowledge
ot how to run the sophisticated
equipment aboard LNG carriers,
tamihanty with the cargo properties which are unique to liquified
natural gas and training in fire
lighting and safety techniques.
Because Seafarers have taken
the time to get that crucial
training at the Union's Harry
Lundeberg School, the SIU has
been a part of the U.S. LNG
industry in its infancy. And, as
more SIU members take advantage of the HLS training program, the Union will be part of
the growth ot that industry.
The El Paso Company pointed
out that the LNG carriers "major
safety precautions are to provide
a well-equipped, well-maintained
ship manned by a well-trained
crew."
That "well-trained crew" is
made up of SIU members who
have trained themselves for the
future of maritime.
SIU members, in crewing these
LNG vessels and many of those
still in the shipyard or on the
drawing hoard, are making a
valuable contribution to the
energy needs of the country as
well as to their own future job
security.
The SIU was able to get in on
the ground floor of the LNG
industry because the Union
recognized years ago that this
industry would soon be coming
of age and began preparing
Seafarers with the skills neces
sary to man LNG vessels.
December 1978 / LOG / 15
�"H
• *=
K-.
LETTERS
Feeling of Security
My late husband, Robert M. Douglas, often spoke of the feeling of security
which membership in the SIU gave him. Now that he is gone, 1 have come to
understand and appreciate his feeling because the Union was so gracious and
prompt in the payment of benefits. For this, I want to express my appreciation
and gratitude.
Some of the best years of Bob's life were spent in his work. He found
satisfaction in it and much of this came from his association with his fellow
Union members. All of this is part of a happy memory for me.
Sincerely,
Mrs. Diane Douglas
TO THE EDITOR
Belated Regrets
Thanks Union for Education
I would like to take this opportunity to thank the SIU for the $10,000 college
scholarship awarded to me by the Union four years ago.
On May 12, 1978, I graduated from Baylor University in Waco, Tex. My
degree was in accounting, and I am now working for an accounting firm in
Palestine, Tex.
Once again, let me express my sincere gratitude to all members of the SI U and I
hope that I can live up to the faith they had in me.
Sincerely,
William Scott McDonald
Abilene, Tex.
He Always Said 'SIU is a
Good Union'
I just received a check from the Seafarers Welfare Flan representing the Death
Benefit for my late husband, John J. Miller. I wish to thank the Union for this
benefit and for sending it so promptly.
My husband always said that "the SIU is a good Union," and 1 surely agree
with that. I miss my husband very much. But the Death Benefit money will be
very helpful to me in clearing up the bills.
Sincerely,
Mrs. Eleanor Miller
Brooklyn, N.Y.
Keeping an Eye on Politics
I live in Greece when I'm not shipping so I am way behind on news from the
Union. It was just the other day that I picked up an old Logand read of the death
of Paul Drozak. I am very sorry that we have lost such a good man. He will be
sorely missed by us all for a long time to come.
Fraternally,
Athanasios Tom Staikopoulos
Thessaloniki, Greece
Still a Part of the Brotherhood
1 want to express my thanks to the Union for continuing to send me the Log
each month even though I'm retired. Reading the Log makes me feel like I am still
a part of the Brotherhood of the Sea.
Fraternally,
James L. Stover
New York, N.Y.
Dear Brother Stover:
You, and so many of our retired members who worked so hard to build this
Union to where it is today, will always be an important part of the Brotherhood
of the Sea.
Fraternally,
The Editor
the Same Otd Job
Just a few linesto let you knowthat we haveagood Congressman here in Long
Beach, Calif, backing the Jobs of U.S. seamen and the U.S. merchant marine as a
whole. This Democratic Congressman, Glenn Anderson, has shown that he is
ready and willing to sponsor laws to benefit the Aineiicaii inarititne industry.
I recently read where Anderson, who is a member of the House Merchant
Marine and Fisheries Committee, co-sponsored the Controlled Carrier Bill
which was passed into law before Congress adjourned in October. This bill will
force the Russians to charge shipping rates that U.S. shipping lines can compete
with on a more equitable basis. Before this bill was passed, the Russians were
knocking the hell out of our ships with their cut rates.
I was proud to read that my Congressman helped support this bill, and 1 was
proud to see that the SIU supported Rep. Anderson in his successful reelection
bid last month.
Fraternally,
John Paerels, Retired
Long Beach, Calif.
Change of Address Or New Subscriber
Editor,
LOG
675 Eourth Avenue
Brooklyn, N.Y. 11232
I would like to receive tin- LOG—please put niy name on your mailing
list.
(Print Information)
NAME
ADDRESS
Cnv
.STATE
.ZIP
sit; members please give:
Soc. Sec. #
/.
Bk. #
K) AVOID DLPl.iC.VnON; if you are an old sub.scriber and have a change
of address, please give your former address below or send mailing label from last
issue received.
ADDRESS
cn v
STATE
ZIP
So the
Same Old Skills
Won't do
Get the skills to get ahead in today's merchant marine.
Get your AB Ticket at HLS.
Contact HLS or your SIU representative to enroll.
Course starts March I
16 / LOG / December 1978
�«j
U*S«-Canaclci Bilateral Trade—Equity for Both
Canada is our close neighbor, our
close ally and one of our biggest
trading partners.
A multi-billion dollar trade passes
between the U.S. and Canada, via
the Great Lakes and the oceans
which link our two countries from
coast to coast.
Yet less than 7 percent of this vital
commerce is carried on U.S.-flag
vessels.
The reason for our weak role isn't
hard to understand. Unlike the U.S.,
the Canadian government gives its
merchant fleet a competitive advan
tage in this lucrative trade through
substantial financial subsidies.
We can't fault the Canadians for
providing the kind of strong support
that U.S.-flag shipping should get
from our own government. Here
again, we see how the American fleet
is left competitively helpless because
ours is the only major maritime
nation which fails to effectively
promote its own merchant ships.
But in this case, the answer to
gaining a larger share of cargo isn't
more subsidies. Rather than in
crease competition between friendly
neighbors, the U.S. and Canada
should cooperate to ward off a
growing threat to both nation's
fleets.
Although Canadian vessels now
carry the bulk of our mutual trade,
they may not always enjoy the
advantage. Third-flag vessels, pri
marily Soviet ships, are already a
very real presence on the Lakes,
carrying goods between Europe and
North America.
Soviet ships are in an excellent
position to lure shippers away from
the Canadians through the same
predatory rate-cutting practices
which have doubled the Russian
fleet in the last decade.
The idea of Russian ships carrying
goods between nations as close as
the U.S. and Canada may be hard to
imagine. But it's not only a real
possibility—it's an extremely dan
gerous one for the future of the
American and Canadian fleets and
for the national economy and
security of both countries.
For these important reasons, the
Seafarers International Union of
North America, the federation
which includes the SIU of Canada,
adopted a resolution at the recent
SIUNA Convention for a U.S.
Canadian bilateral shipping agree
ment.
This agreement would exclude
foreign vessels from the Lakes and
coastwise trade between Canada
and the U.S. In effect, it would
guarantee cargo for the fleets of both
nations and job security for both
American and Canadian seamen.
America needs to build up its fleet
in the Canadian trade, but there's a
better way to do it than at the
expense of a close ally. A bilateral
trade agreement would provide an
equitable share of cargo for the U.S.
and Canadian fleets.
And the time to do it is now—
while there is still enough cargo to
count on for a fair share for both of
us.
We have seen the U.S. stand by
for too long while third-flag vessels
have taken a larger and larger slice
of cargo from U.S. trade routes.
That is why the SIU believes that a
U.S.-Canadian bilateral trade agree
ment should be a legislative priority
for the next Congressional session.
FLAG
December, 1978
Official Publication of the Seafarers International Union of
North America, Atlantic, Gulf. Lakes and Inland Waters District,
AFL-CIO
Vol. 40, No. 12
Executive Board
Paul Hall
PresidenI
Frank Drozak
Joe DiGiorgio
Executive Vice President
Earl Shepard
Vice President
Cal Tanner
Secretary-T reasurer
Vice President
Lindsey Williams
Vice President
389
James Gannon
Editor
Ray Bourdius
Marcia Reiss
Edra Ziesk
Mike Gillen
Assistant Editor
Assistant Editor
Assistant Editor
Assistant Editor
Frank Cianclotti
Dennis Lundy
Photography
Photography
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Seventy-one cents of every dollar .spent in shipping on American-flag vessels
remains in this country, making a very substantial contribution to the national
balance of pay ments and to (he nation's economy.
Use U..S.-flag ships. It's good for the American maritime industry, the Ameri
can shipper, and America.
Published monthly by Seafarers International Union. Atlantic. Gulf. Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn. N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn. N.Y. (ISSN #0160-2047)
December 1978 / LOG / 17
lit
�Houston
At Sea •if Ashore
Gulf of Mexico
Two men died when a 565-foot flag-of-convenience Liberian tank ship cut in
two a 95-foot crewboat servicing oil rigs in the Gulf of Mexico. The collision was
caused by the failure of both vessels to keep an adequate lookout, the National
Transportation Board reported.
The Liberian ship, the SS Stolt Viking hit the crewboat Candy Bar 110 miles
south of Lake Charles, La. on Jan. 7. Two other crewmembers of the sunken
crewboat were picked up after four hours in the water.
The investigating safety board said neither vessel had kept a visual nor a radar
lookout and they had failed to sound fog signals. The Candy Bar had no
lifejackets in her wheelhouse.
Beside not having a bow lookout, the Stolt Viking captain overestimated his
visibility range ordering an increase in speed just five minutes before the crash.
Also the surviving operator of the crewboat had no radar training and the
drowned operator didn't have a license.
The board recommended the Coast Guard:
• Require vessels carrying more than six passengers for hire and engaged in
the offshore oil industry to have electronic navigational equipment, including
LORAN, radar and a depth finder.
• Require persons applying for a license to operate this type of vessel to be
tested in the use of these navigational aids.
• Require that the operator of these vessels be a qualified "radar observer."
• Require that these vessels be equipped with life preservers for personnel on
watch in the engine room, the pilot house and at bow lookout stations.
Straits of Florida
A 160-foot runaway Panamanian freighter burned in the Straits of Florida
after her crew abandoned ship when the engine room caught fire on Nov. 24.
The 12-man crew of the SS Carl Trader left the stricken vessel, and then were
tossed into the sea when their lifeboat capsized.
Nine were saved that night by the banana boat Lord Trinite 30 miles north of
Cuba. They were found clinging to a 12-foot aluminum dinghy and told rescuers
that three of their missing shipmates were wearing lifejackets.
The next day they were transferred to the Coast Guard Cutter Diligence from
Wilmington, Del.
As aircraft and cutters searched the area another day, the missing
crewmembers were found aboard a liferaft southwest of Key West.
The Panamanian flag-of-convenicncc freighter was on her way to the port of
Miami from Belize, Honduras.
Okinawa
In rough waters off Okinawa recently, nine crewmembers of the 6,121 dwt
runaway Panamanian freighter SS Giant Navigator were reported lost at sea
when their ship, loaded with lumber, nearly turned turtle.
Her captain and 15 other crewmembers were picked up by a Japanese tanker.
He said that the missing crewmembers jumped overboard after the freighter's
cargo of Indonesian timber shifted violently in the path of an approaching
typhoon.
While the port of Houston won't have a deepwater oil facility of its own in the
near future, it will benefit from planned supertanker shipping in two nearby
projects.
The two deepwater oil port projects are off Freeport, Tex. and at Galveston.
Crude and refined oil products will be piped from these projects to facilities here.
The Texas Deepwater Port Authority here is trying to get the project off the
ground.
The Freeport Project calls for the building of a monobuoy system 27 miles out
into the Gulf where supertankers will pump their crude into a sea-to-shore
pipeline.
The project will cost $1.2-billion raised from a state bond issue which will be
amortized, or paid for by the users.
1 he Galveston Project on Pelican Is. is awaiting a final permit to begin
construction.
The okay from the Army Corps of Engineers is expected early next year with
completion set for 1980.
The deepwater port will be able to handle two lightly-loaded VLCCs, and
pump crude from a Texas City, Tex. tank farm to Houston.
Cairo, Egypt
Egypt has signed a P.L 480 Title I agreement with the U.S. Department of
Agriculture to buy $214-million worth of American wheat and wheat flour to be
delivered during fiscal year 1979.
Under the law, 50 percent of the Government cargo has to be moved on U.S.flag ships.
The cargo will be about 1.5-million metric tons or 55.1-million bushels.
Washington, D.C
A four-year MARAD study has come up with plans to build and test operate a
flexible merchant vessel which would be commercially profitable and usable in
national defense emergencies.
The basic $74-million multipurpose mobilization ship would be 16,550 dwt
and capable of 20.7 knots. She would have a stern slewing ramp and access and
internal ramps to other decks for R/O R/O cargo. Five heavy Gantry lift cranes
could stow containers on deck and through hatches on all decks for storage
below.
A 110-foot midbody could be inserted at construction time to boost cargo
capacity to 23,310 dwt. Propulsion could be steam, diesel or gas turbine.
Entries for the 44th Annual Propeller Club of the U.S. Maritime Essay
Contest for high school students and the 3rd National Maritime Essay Contest
for college students are now being accepted.
The essay theme for this year's high school contest is "The U.S. Merchant
Marine—An Essential American Economic Factor."
The many prizes include voyages aboard American ships to the Med, South
Africa, Europe, the Orient, the Caribbean, South America, the Great Lakes,
along the Atlantic and Pacific Coasts and the Ohio and Mississippi Rivers.
The college essay theme must be on the merchant marine. Prizes are between
$200 and $500. Winners will be announced on Maritime Day, May 22, 1979.
Deadline for both contests is Mar. 1, 1979. Details can be had at the 90 Local
Propeller Clubs.
The Club's 43-year-old Adopt-A-Ship Program will have 320 U.S. flag
merchant ships this year in the fleet taking part in the educational program.
American grade school students "adopt" one of the vessels. During the year,
each class writes to the ship's captain, officers and crew and are often visited by
them. Many classes visit their "adopted" ship when she is in port.
San Juan Committee
Port
Chief Steward Francesco Vega (right) secretary-reporter of the SS San Juan
(Puerto Rico Marine) early last month is with' most'of the Ship s Committee of (I, to
r.) Recertified Bosun Gaetaho Mattioti.- Ship's chairman; Deck Delegate Ed
Bonefont and Steward Delegate Fernando Maldonadp.. Jhe ship paid off at Port.Elizabeth. N.J.
' "'
187 LOG / December 1978
New York ...
Philadelphia .
Baltimore ...
Norfolk
Jacksonville .
Algonac ....
Houston
New Orleans .
Mobile
San Francisco
Wilmington .
Seattle
Piney Point .
San Juan ....
Columbus ...
Chicago ....
Port Arthur .
Buffalo .....
St. Louis
Cleveland ...
Date
Deep Sea
Lakes, Inland Waters
Jan. 8
2:30p.m.
Jan. 9
2:30p.m.
Jan. 10
2:30p.m.
Jan. 11
9:30a.m.
Jan. II
2:00p.m.
Jan. 12
2:30p.m.
Jan. 15
2:30p.m.
Jan. 16
2:30p.m.
Jan. 17
2:30p.m.
Jan. 18
2:30p.m.
Jan. 22
2:30p.m.
Jan. 26
2:30p.m.
Jan. 13
10:30a.m.
Jan. 11
2:30p.m.
Jan.20
Jan. 16
—
Jan. 16
2:30p.m.
Jan. 17...............
—
Japjl^
2:30p.m.
Jan. 18
—
UIW
7:00p.m.
7:00p.m.
7:00p.m.
7:00p.m.
7:00p.m.
7:00p.m.
1:00p.m.
�THE SlU AND THE 95th CONGRESS, 1977-78
Fighting for Jobs and Job Security Through Political Action
othing came easy in the 95th Congress. Re
sistance to labor supported bills was unprece
dented. And resistance to SIU backed maritime
legislation from our traditional opponents was stiffer
than ever before.
However, the SIU took it all in stride and simply
worked hard in Washington on a day to day basis.
N
As a result, the SIU turned the tables on antimaritime forces in Congress. And when the dust
had cleared over the recently adjourned 95th Congress, a
total of 15 SIU backed bills had been passed by both the
House and Senate. Of these, 13 were signed into law by
President Carter.
Overall, the SIU's political action programs in the last
two years have resulted in two very positive things for the
U.S. maritime industry.
They first have enabled the American merchant
fleet to maintain, at the very least, a status quo
level in the face of tremendous competition from
foreign flag, flag-of-convenience fleets. And secondly,
they have provided our industry with a new and more
solid cornerstone to build on for the future.
At the same time, the success of our legislative
programs in the 95th Congress have once and for
all shown our opponents that no matter what they
throw at us the SIU is not about to give up or let up
in the area of political action.
The SIU pushed its political action programs into
high gear in our successful drive for the Merchant
Marine Act of 1970. The throttlehas been at full
speed ever since. And the Union has no intention
of stopping now.
Simply put, political action means jobs and job
security. It is important that SIU members realize
this. And it is important that SIU members be
aware of what the Union is doing politically to
foster the growth of U.S. maritime.
It is for these reasons that the Log is running this
special supplement on the Union's political activities in
the 95th Congress.
The supplement outlines some of the more important
political victories won by the SIU in the past two years
and how these victories beneficially affect the jobs and job
security of SIU members.
There's an old saying around the SIU, "Politics Is
Porkchops." It's never been more true or more
meaningful than right now.
December 1978 / LOG / 19
�Russian Cutrate Ships Due for FMC Overhaul
i' I ^
rn^mmyp
, ij
Jobs for SIU member were the result of a Union-backed rider to the Strategic Petroleum Reserve funding bill which said half of the oil
destined for the SPR program has to be moved on U.S.-flag bottoms.
C/.S. Ships Get 50% of Cargoes in SPR Program
F
The Ocean Shipping Act of 1978 clamps down on the unfair, rate-slashing practices of the Soviet fleet, giving an even breakto American shipping companies and American seamen.
I
An altempl by Rep.Paul McCIoskey( R-Calif.) to scrap, among other things, the Maritime
Authorization Bill's subsidy program tor construction of LNG ships was beaten back
during the last session of Congress. Those subsidies make it possible for LNG carriers
like the SlU-contractcd EIPasoArzew, above, to continue coming out of U.S. shipyards.
The Fight for the Maritime
Authorizations Bill, Fiscal 1979
C
ongress annually must vote on all
Federal budgetary items for the
upcoming Fiscal "Vear. Authorizations,
or government subsidies, for the
maritime industry are no different.
Year after year. Congress routinely
checks over Maritime Authorizations,
makes a few minor changes and passes it
into law. In the opening session (1977)
of the 95th Congress, the Authoriza
tions met no unusual resistance. It
underwent normal scrutiny and was
passed in short order.
However, in the second session (1978)
of the 95th Congress, it was a different
story. Rep. Paul McCloskey (R-Calif.)
levelled an unwarranted and unprece
dented attack on the Authorizations Bill
for Fiscal 1979.
He offered six amendments to the bill,
which if accepted, would have cut the
heart out of America's entire subsidy
program for her merchant fleet.
One of the amendments would have
halted operational subsidies to U.S.
ships involved in the U.S. to Russia
grain trade. This amendment would
have effectively destroyed the U.S.USSR bilateral shipping agreement as
well as destroying a lot of job opportuni
ties for American seamen.
A second amendment would have
barred the use of construction subsidies
for the building of LNG vessels. This
amendment carried a death sentence for
America's entire LNG ship program and
would have knocked out an expanding
LNG job market for SIU members.
The SlU's Washington staff was
aware beforehand that McCloskey
would try to push these two and four
other damaging amendments through.
SIU people worked hard along with the
AFL-CIO's legislative staff and other
maritime unions in providing Congress
20 / LOG / December 1978
with facts on how McCloskey's amend
ments would unfairly crush the competi
tive stance of the U.S. maritime
industry.
As a result of the SIU's efforts, all six
amendments went down to defeat. Four
of them were decisively beaten in rollcall
votes. The other two were withdrawn by
McCloskey himself.
Instead of what McCloskey thought
would be a watered down bill, the House
then went on to pass a strong version of
the legislation by an overwhelming vote
of 326-81.
The bill provided the following:
• $262.8 million in operational
differential subsidies. This program
enables certain U.S. operators to remain
competitive with cut-rate foreign lines
on designated trade routes. It is
necessary to insure that the U.S. doesn't
become totally dependent on foreign
ships in our import-export trade.
• $157 million in construction differ
ential subsidies. This program is based
on the cost difference between building
a ship in an American yard and a foreign
yard. It is essential if the U.S. expects to
maintain any kind of shipbuilding and
ship repair base in this country.
• $17.5 million for research in
advanced ship development, opera
tions, and technology.
• $24.5 million for the cost of
operating the U.S. Merchant Marine
Academy at Kings Point, N.Y. and
other state run academies.
• $34.8 million for upkeep and
maintenance of the national defense re
serve fleet.
Overall, passage of the Maritime
Authorizations Bill for Fiscal Year 1979
was a tremendous victory both for the
SIU's political action programs and for
the job security picture of SIU members.
n 1971 when U.S. ports were re
opened to Russian vessels, the
Soviets managed to grab 160,000 tons of
U.S. cargo that year valued at $38
million. In 1976, the Russians captured
1,434,000 tons of U.S. cargo valued at
$1.7 billion.
The Russians were able to do this by
an anti-competitive method known as
selective rate slashing. In other words,
the Russian fleet—which does not
operate on'a profit-loss basis—cut rates
by as much as 40 percent for selected
cargoes they preferred to carry. The less
desirable trade was left to other
operators.
The net results of the Russian actions
were an ailing U.S. liner fleet and a loss
of jobs for American seamen.
"To answer this threat, the SIU fought
for and won enactment of a bill to halt
the&e anticompetitive activities. On
Oct. 18, 1978, the bill, known as the
Ocean Shipping Act of 1978, was signed
^or the past year, the United States
has been building up a Strategic
Petroleum Reserve as a safeguard
against future oil embargoes or a
national emergency in which our oil
imports are cut off from abroad.
amendment to the bill requiring that 50
percent of the oil purchased overseas for
this program must be shipped in U.S.
flag tankers.
This amendment has meant hundreds
of jobs for SIU members.
On July 26, 1977, President Carter
signed a bill authorizing $2.8 billion for
the purchase of oil to build up this
petroleum reserve.
The SIU fought for and won an
into law by President Carter.
This important bill empowers the
Federal Maritime Commission to alter
or suspend shipping rates in a given
trade which fall too far below accepted
conference levels. As a result, this bill
has started to put fair competition back
into the U.S. liner trades.
Hopefully, the FMC will follow
through in its duties to watchdog the cut
rate Russians and protect American
seagoing jobs in the process.
Private Dredging
Industry
Gets Boost
W
U.S. Ships Get a Break in V.I. Oil Trade
Thanks to efforts of the SIU, U.S.X flag ships may soon begin capturing
some refined oil cargoes coming from
the U.S. Virgin Islands to the U.S. East
Coast.
Sen. J. Bennett Johnston (D-La.)
offered an SlU-backed amendment to
the Fiscal Year 1979 Department of
Interior Appropriations bill. The
amendment, accepted by the Congress,
provides an incentive for oil refineries in
the Virgin Islands to use U.S.-flag
tankers by reducing the entitlements
benefit by 50 percent if foreign-flag
tankers are used.
An entitlement is a form of subsidy
which equalizes the cost that U.S.
refiners pay for crude oil. And under the
Johnston Amendment, unless U.S.
vessels are used to carry residual fuel oil
from the Virgin Islands to the mainland,
entitlement benefits will be reduced.
Hopefully, this amendment will pay
off in the form of more jobs for U.S.
seamen on American flag tankers
involved in the Virgin Islands trade.
5!^ /,
(;
iliW N i': h r ?
w
K
Port and Tank Vessel Safety Bill Signed
P
resident Carter, on October 17,
1978, signed the SlU-backed Port
Safety and Tank Vessel Safety Act of
1978. This legislation amends the Port
and Waterways Safety Act of 1972 by
providing the full authority to establish,
operate and maintain vessel traffic
services; to require proper safety,
navigation and communication equip
ment; and to control vessel traffic in
hazardous areas or under hazardous
cojiditions.
This Act will provide for greater
supervision and control over all vessels,
stringent construction and operating
requirements, realistic personnel quali
fication and manning standards, and
control over lightering operations.
Hopefully, this bill will help to
prevent marine disasters in U.S". waters
like the Liberian flag Argo Merchant
incident in Dec. 1976. The Argo
Merchant dumped 7.6 million gallons of
crude oil into the heavily fished waters
off Nantucket Island. It was the worst
oil spill ever in American waters.
The SIU helped win protection for American waters with passage of the Port Safety and Tank Vessel Safety Act of 1978.The bill sets
up a framework of controls to keep incidents like the 1976 Argo Merchant disaster, above, from happening.
The SlU-contracted hopper dredge Manhattan Island, above, along with the rest of
the private dredging industry will get a fair shot at Federal dredging jobs from now
on. Congress passed a bill which says government jobs should be contracted out,
whenever possible.
ith support from the SIU, the
95th Congress passed a bill
allowing the private dredging industry,
which employs hundreds of SIU mem
bers, to competitively bid for Federal
dredging work that otherwise would be
done by the Army Corps of Engineers.
This bill directs the Secretary of the
Army to have dredging work done by
contract if he determines that private
industry has the capability to do the
work at reasonable prices and within a
prescribed time period.
This bill has the potential of creating
new jobs for SIU dredgemen as well as
helping to preserve dredging jobs
already held by our people.
For years, the SIU has maintained
that government should allow noncombat support jobs to be handled by
private industry whether it be dredging,
tug work at Navy bases or at-sea
support missions by fleet oilers.
The dredging bill is hopefully an
indication that government is prepared
to loosen its grasp on merchant support
work and leave it to the private sector.
Locks & Dam 26 Gets OK, So Does a User Charge
'"Tlie long tough fight for enactment
X of a bill authorizing replacement of
Locks & Dam 26 at Alton, 111. was
finally settled in thsi: 95th Congress. The
existing locks are woefully outmoded, in
need of constant repair and have been 4
costly bottleneck for years for barg4
traffic on the Mississippi River System.
Replacement of the facility will
enhance the flow of barge movements
on the River and will ensure that river
transportation will maintain its eco
nomic superiority over the railroads. A
healthy towing industry also ensures
that SI U Boatmen from New Orleans to
St. Paul will continue to enjoy a high
degree of job security.
However, there was some bad news in
the bill in the form of an amendment
imposing a tax on diesel and other liquid
fuels used by commercial cargo vessels
on specified inland or intracoastal
waterways in the U.S. The tax starts at 4
cents a gallon on Oct. I, 1980 and
increases in steps to 10 cents a gallon in
1985.
The SIU consistently opposed water
ways taxes. However, the Administra
tion put a great deal of pressure on
Congress to enact them. Even though
taxes will hurt towboat operators, the
industry views it as a necessary evil that
they can live with.
The long-fought battle to get Locks & Dam 26 restored finally ended with some good
news and some bad news. Though the facility will be replaced. Congress tacked on an
amendment to the bill authorizing funds for the renovation which imposes a fuel tax on
inland waterway users.
December 1978 / LOG / 21
�Bill Pcissed to Spur Great
Lakes Shipbuilding
special Supplement
LOG
Oftkidl Puhlicjtioii of ihe Scjfjrer^ Ind'rnaiiunjl Union • AtUnlic. Gulf, Ljkcs and intend Waters District • AFL-CtO
'
^OEOEMBER 1978
v-v *•
-i-s'
II
'
f| fr n ri
UNITED STATES
PUBLIC HEALTH SERVICE HOSPITAL
P
esident Carter recently signed an
SlU-backed bill aimed at boosting
shipbuilding in the Great Lakes area.
The bill, known as the Great Lakes
Vessel Financing Act, amends the Title
XI funding program of the Merchant
Marine Act of 1936. The bill makes
Great Lakes and inland vessel operators
eligible for construction rebates and
mortgage guarantees on the same basis
as deep sea operators.
Under Title XI, the government issues
loans and mortgage guarantees for up to
87'/4 percent of construction costs on a
new vessel, if the ship has a sustained
speed of 14 knots.
That speed specification kept most
Great Lakes ship operators from
receiving the maximum subsidies.
Lakers have neither the opportunity nor
the power to travel that fast.
Reducing the Title XI speed require
ment from 14 to 10 knots is a realistic
move, reflecting the actual speeds at
which Lakers travel.
Narrow channels and rivers on the
Great Lakes waterways are one reason
why high speeds are impractical for
Lakes vessels. But studies have found
that maintaining speeds as high as 14
knots on the Lakes also causes wasteful,
inefficient use of fuel.
Raising the ceiling on subsidies for
Great Lakes operators will also allow
the U.S. flag Lakes fleet to compete
more effectively with Canadian and
Russian carriers that now dominate the
Lakes trade.
The more competitive the U.S. flag
gets on the Lakes, the more jobs will be
available for SIU Great Lakes members.
it " *•'
i
The $343 million total Congress voted fortheU.S. Public Health Service Hospitals
over 1978 and 1979 helped the new USPHS hospital at Nassau Bay, Tex. to open
and will be used to upgrade the rest of the health care network that serves
merchant seamen,
A New USPHS Hospital Opens
'' I 'he SIU has been fighting for two
J. decades to preserve and upgrade
the U.S. Public Health Service system,
which has been serving American
seamen for more than two centuries.
The Union has consistently stymied
attempts by the Department of Health,
Education and Welfare to close the
hospitals. And more recently, the Union
has thwarted HEW's attempts to
transfer the hospitals to community
control.
In addition, the SIU's legislative
efforts brought about a Congressional
okay to transfer the old deteriorating
PHS hospital in Galveston to a brand
new site in Nassau Bay, Tex. This new
facility opened up last August and will
be serving the needs of seamen in the
Texas Gulf area for years to come.
The key to preserving the USPHS
system is to insure that the government
comes up with sufficient funds each year
to guarantee operation and mainte
nance of the hospitals.
During the 95th Congress, the SIU
was especially successful in this area. In
the opening session, the 95th Congress
voted $170.5 million for the hospitals
for Fiscal 1978 (an increase of $41
million over the previous year.)
In the second session, the 95th voted
$172.5 million for the hospitals for
Fiscal 1979. The SIU's success in this
area has enabled the USPHS system not
only to survive, but to expand some of
its programs and improve care in
general for American merchant seamen
and other USPHS beneficiaries.
The Great Lakes Vessel Financing Act puts Title XI construction subsidies and
mortgage guarantees for Great Lakes arid inland vessel operators on a par with
the funding deep sea operators receive. Passage of the bill means more ships, like
the newly-built, SlU-contracted M/V Buffalo (above), may soon be plying the
Great Lakes trade.
Jobs for Americans Preserved in Offshore Drilling
O
ne of maritime labor's most impor
tant victories in the 95th Con
gress was the final outcome of the Outer
Continental Shelf Lands Act, which was
signed into law on Sept. 18, 1978.
The SIU, along with the Maritime
Trades Department and the AFL-CIO
worked tirelessly to prevent the growing
U.S. offshore oil drilling business from
becoming another runaway-flag in
dustry.
The legislative work paid off because
when the final vote was taken, the DCS
bill included a crucial amendment
protecting American jobs.
This amendment required that all
equipment, including rigs and supply
vessels, used on the Outer Continental
Shelf be documented under laws of the
United States and ere wed by American
citizens. In addition, the amendment
noted that rigs owned 50 percent or
more by foreign nations must be
manned by Americans to the extent that
the foreign nation favors its own
workers on its own Outer Continental
Shelf.
When drilling on the U.S. Outer
Continental Shelf gets into full swing,
this important bill will provide Ameri
can workers with thousands of new jobs.
As many as 3,500 to 5,000 of these jobs
will be for American seamen and
boatmen.
22 / LOG / December 1978
....
$*
Because of the Union's efforts, the Outer Continental Shelf Lands Act, which makes sure that oil drilling rigs like the one above will be documented under U.S. laws and manned by American citizens, was passed by Congress and signed into law by the
President.
, .-
�Burns Are Big Trouble: Know How to Treat Them
It could happen almost anywhere on
a ship: on deck, in the engine room, or
in the galley.
But if it happened to you—or to one
of your shipmates—would you know
how to deal with a burn?
Whether it was caused by a scalding
hot pipe, by spilled cooking oil, or by
fire, the results could still be the samepainful and, possibly, disfiguring bum
damage.
It could all depend on you. How
quickly you react, and how much you
know about identifying and treating
different types of burns, could minimize
it or cause the effects of the burn to be
more severe.
The Marine Safety Council of the
U.S. Coast Guard has outlined proper
identification and treatment of burns in
a recent edition of their publication
"Proceedings".
The title of the article—"Cool It!"—is
also the first rule in the treatment of
burns. In most cases, the rapid applica
tion of cool water to a bum can actually
stop further tissue damage.
Different types of burns, determined
by their degree of severity, are, however,
treated differently. And the "cool it"
principle does not apply in the severest
burn case, the third-degree burn.
Treatment of Burns
Afirst-degree burn is the mildest type.
It is accompanied by redness, mild
swelling, and pain. The best treatment
for it is to apply cold water as quickly as
possible. A dry, sterile dressing or an
additional commercial medication
(such as a cooling antiseptic spray or
lotion) may also be applied. Contrary to
the old notion, it is not a good idea to
apply butter or oleomargarine to a bum.
A second-degree burn is deeper than a
first-degree, and is accompanied by
blisters. It is also best treated with cold
water. But it is advisable to keep
blotting the burn with a sterile cloth
(infection is not uncommon in seconddegree burns). Victims of this type burn
should be treated for shock and, ideally,
should receive further professional
medical attention.
Third-degree burns _are the most
severe type, penetrating the skin more
deeply than other burns. Ironically, the
pain of a third degree burn is sometimes
less severe than in other burns because
of damage caused to the nerves by the
burn. Water or ice should not be applied
to third-degree burns. Covering the
burn with a sterile cloth and treating the
victim for shock is the best course of
action. The risk of infection in thirddegree burns is great, thus the urgency
of applying sterile dressings.
The Marine Safety Council's article
on burns noted that an adult with third-
degree burns on 15 percent of his body
should receive hospitalization as soon as
possible. Third-degree burns on 30
percent of a person's body is usually
fatal.
Prevention the Key
In the case of a seaman, especially,
prevention is always the best policy.
Because in the middle of the ocean there
are no hospitals. And the odds are that
not even a doctor will be available to the
seaman while he's at sea.
"Forehandedness", or being ready for
whatever might come, is—or should
be— the trademark of the good seaman.
If fate hands you something, in spite of
your efforts to prevent it, you've got to
know how to deal with it as best you can.
The know-how for properly treating
burns should be in every good seaman's
kit.
Btxmd: Gov't Neglect of Water TransportWill Stall Energy Movement
Can the U.S. transportation system
handle the nation's growing energy
needs?
Not without federal support for a part
of the system which now carries a major
portion of the load—water transporta
tion.
Herb Brand, president of the Trans
portation Institute, took this stand for
the U.S. maritime industry at a hearing
before the Department of Transporta
tion and the Department of Energy on
Nov. 15. DOT and DOE are beginning a
joint study on energy transportation in
order to plan for future needs.
Brand pointed out that a significant
percentage of the nation's energy cargo
already moves by water, both on the
oceans and on the inland waterways.
For example, 40 percent of the country's
total waterborne tonnage is crude oil
and petroleum products, he noted.
The inland industry alone is an
"indispensable link" in the distribution
of the nation's fuels, he said. Coal and
petroleum together make up over 40
percent of the total tonnage carried on
the waterways and barge movements of
these important energy sources are
steadily rising. Recent studies predict a
50 percent increase in barge movements
of coal by 1985, an increase of over 60
million tons a year.
Inland Role Overlooked
VUe
All
McUml
and Hoatmen
Our Chrisfmas Gift to You
A better job, A brighter future
in '79
These Courses Starting Soon:
LNG—February 5, March 5
FOWT—March 1
Refrigeration Systems Maintenance anid
Operations—March 5
Welding—February 5
AB—March 1
'
Quartermaster—February 5
Lifeboatman—February 1, 15, and March 1
Tankerman—February 1, 15, March 1
High School Equivalency (GEO)-Upon Request
But the important role played by the
inland industry in transporting energy is
not generally recognized. Brand main
tained. "Domestically, there is a genuine
need for federal recognition of the
benefits provided by water transporta
tion to both the American consumer
and the nation as a whole."
Barge transport is vital to any future
transportation network because "it is
one of the most economical and energy
efficient forms of cargo movements."
The U.S. Army Corps of Engineers has
estimated that the inland system alone'
saves the American consumer over $1
billion in annual transportation costs.
"If the waterways are to remain a
viable conduit in the movement of
energy cargo," Brand stated, "it is
imperative that there be a federal
commitrhent to their consistent and
timely maintenance."
He called on the study team to first of
all identify obstacles in the transporta-
1
Herbert Brand, President
Transportation Institute
tion system that "could impede the flow
of the nation's critical energy needs."
And he gave two important examples
which now stand in the way of an
effective U.S. merchant marine.
"The fact that more than 95 percent of
America's oil imports are transported
aboard foreign-flag tankers represents a
weakness in our energy transportation
network of the most serious magnitude.
The National Energy Transportation
Study should recommend that steps be
taken to insure that an adequate supply
of our energy imports be transported
aboard U.S.-flag vessels subject to U.S.
laws and allegiance."
The second obstacle he cited was
environmental regulations which "need
lessly hinder the efficient operation of
the industry without effectively solving
the problem." Noting the "excellent"
safety record of U.S.-flag vessels on the
oceans and the rivers, he criticized "fines
so prohibitive that they would have the
sole effect of putting the operator out of
business."
Ogden Connecticut Committee
Towboat Operator Licensing Courses
Western Rivers—March 5
Inland Waters—March 19
Oceans (less than 200 miles)—March 19
Oceans (more than 200 miles)—March 19
Celestial Navigation—April 30
Contact your SlU Representative or HIS to enroll
Seated around the mess table aboard the 57 Ogc/enConnec/zcu/(Ogden Marine)
is the Ship s Committee awaiting a payoff last month at Stapleton Anchorage. S.I..
N.Y. They are (I. to r.) Chief Steward Stanley A, Freeman, secretary-reporter:
Recertified Bosun Marion Beeching, ship's chairman: Deck Delegate John W
Mullis and Engine Delegate Cleveland Taylor.
December 1978 / LOG / 23
�AFL-CIO Backs Kennedy's National Health Care Bill
Sen. Edward M. Kennedy (D-Mass.)
has called on the Administration and
Congress to -enact into law a new
comprehensive national health insur
ance program. Kennedy's health plan,
which has been endorsed by the AFLCIO, is aimed at "making health care a
right for all our people now "
The Senator, attending the Demo
cratic Party's midterm miniconvention
on Dec. 9 in Memphis, Tenn., attacked
the Administration's implied theory
that inflation and Federal budget
limitations block early passage of health
care insurance legislation.
"There could be few more divisive
issues for America and for our party
than a Democratic policy of drastic
slashes in the Federal budget at the
expense of the elderly, the poor, the
black, the sick, the cities and the
unemployed," Kennedy told the confer
ence delegates.
The conference was to choose be
tween a resolution President Carter
favors which reaffirms the 1976 Na
tional Democratic Platform's support
for national health insurance and
another resolution which says "this is
the year" to pass such legislation.
Kennedy will introduce his bill called
the Health Care for All Americans Act
into the 96th U.S. Congress in January
when it convenes.
At the convention, HEW Secretary
Joseph A. Califano Jr. said his depart
ment would have ready "early next
year" tentative legislation based on the
President's proposals. Then, he said, the
White House will make a final recom
mendation to Congress. The President's
chief domestic adviser warned that
passage of health care legislation "may
take a little longer" than hoped.
Senator Kennedy's bill has a specific
timetable to put the program into effect
as contrasted with the Carter Adminis
tration's "piecemeal (phase-at-a-time)
approach without a specific timetable."
"It would be almost suicidal to have
to come back to Congress every two
years to seek enactment of some
additional phase," declared an AFLCIO official.
Today, health care costs are zooming
up faster than, any other item in the
Consumer Price Index. They consume
nearly one tenth of the U.S. Gross
National Product (GNP).
Most of the cost of the health care
plan would be outside of the Federal
budget—from employment-related
premiums. Most employers would be
required to pay at least 75% of the cost
for workers and their families. Man^
would pay the full cost as is common in
negotiated health insurance programs.
The Federal Government would pay
the cost for the unemployed and would
subsidize part of the premiums for lowpaid workers and marginal small
businesses.
U.S. Jobless Rote Stays at 5.8% In November
WASHINGTON, D.C.—The U.S.
unemployment rate stayed at 5.8
percent in November even though
543,000 more workers found jobs last
month.
The sharp employment gain brings
the total workforce to 95.7 million.
October had showed a job' gain of
324,000 new jobs and a total of 95.2
million employed then.
In addition to the second month of
strong employment gains, November
saw a rise in average weekly hours and
overtime. And over the last 12 months
total employment has grown by 3.3
million.
The reason why the jobless rate didn't
Personals
Phil Cogley
Your sister, Rita Ramsey, asks that
you call her at (503) 654-6105,
Ephraim R. Muse
Your mother would like you to write
or call her at Rt. 1, Crantboro, N.C.
28529, Tel.: (919) 745-4556.
Cody White
Joseph J. Wood would like you to
write him at: FSI-BMEWS, APO Box
1666, New York, N. Y. 09023.
drop despite the surge in employment
was because women have been pouriqg
into the job market in record numbers.
They account for more than half of the
increase in employment.
There are now 5,912,000 people
unemployed in this country.
One bright spot in the unemployment
picture was that unemployment for
married men living with their spouses
fell to 2.5 percent last month, the lowest
since the 2.5 percent mark set in June
1974.
But the unemployment rate for black
teenagers rose to 36.2 percent from 34.3
percent the previous month. The jobless
rate for all black workers was still more
David Velandra
Deloris Schreck would like you to
write her at: 6340 Rockrose Dr.,
Newark, Calif. 94560.
Dennis Vernacchia
Your mother would like you to write
her at: 277 Mt. Prospect Ave., Newark,
N. J. 07104.
J. P. Fitzgerald
Neftali Vargas, who sailed with you
on the Rafel Simmens and the San
Francisco, asks that you write him at:
Pital de San Carlos, Costa Rica, C. Am.
Seafarer Gets GED at HLS
Seafarer John Funk recently attended
the Welding Course at HLS. While he
was at the school, he found out about
the high school equivalency (GED)
program and decided to participate.
Brother Funk commented, "1 saw an
opportunity that I was not going to pass
Seafarer John Funk
24 / LOG / December 1978
up." This was his first visit to the
Lundeberg School.
Originally from New York, Brother
Funk has been a Union member for 14
years. He quit school in the 11th grade
but said that he never stopped learning.
"Each day was a learning experience,
whether I was working or at home," he
said.
The high school equivalency program
prepares Seafarers to take the GED
exam and acquire a high school
diploma. Brother Funk said, "The
program is great. 1 liked the idea of the
small classes because everyone could get
help when they needed it. 1 received a lot
of individual help from the teachers."
According to Seafarer Funk, a
student not only learns to pass an exam
but also acquires knowledge which can
be used practically later on.
The GED program is open to all
Seafarers who do not have a high school
diploma. Brother Funk recommends
the program "to anyone who has the
initiative to come to the Lundeberg
School."
For more information about the
program, contact your SIU Represen
tative or Academic Education Depart
ment, Harry Lundeberg School, Piney
Point, Md. 20674.
than twice the 5.0 percent rate for all
white workers. The blacks' rate rose to
11.8 percent from 11.4 percent in
October.
Teenagers unemployment fell to 16.2
percent from 16.3 percent the month
before.
Like the national average, female
joblessness was 5.8 percent, an increase
from October's 5.6 percent.
Unemployment rates were little
changed in November for adult men
whose level of joblessness was at 4
percent, the same as in October and
September.
A study by the National Bureau of
Economic Research finds that for every
one point drop in the unemployment
rate among "prime" male workers aged
35 to 44, the employment rate for young
men aged 16 to 19 increases by 4.5
percentage points. For black youths,
their employment rate goes up 6.3
percentage points when there is a one
percentage point drop in the "prime"
unemployment rate.
An article in the AFL-CIO's Ameri
can Federationist Magazine says that
long periods of joblessness for black
youths 16 to 19 of major urban areas
leads them to economic hardship and
crimes of robbery, larceny, burglary and
auto theft.
These city youths are arrested 10 to 20
more times for violent crimes than other
young people, the article said. With an
arrest record their employability drops
another notch.
For youths in the 16 to 24 age range,
we find they have the highest unemploy
ment and crime rates. Those between 16
and 19, we know, have a 16.2 percent
jobless rate. Those 20 to 24 have a 9.9
percent unemployment rate.
Although the 16 to 19 age group is
only 17 percent of the U.S. population,
their arrest records show that they
account for almost 50 percent of all
property crimes as we mentioned
above—even though they made up only
43 percent of those charged with crimes.
SIU Crews Towboat Bob Koch
Just out of the shipyard, the towboat
Bob Koch is now pushing barges on the
Illinois River.
Built for SlU-contracted Southern
Ohio Towing Co. of Jeffersonville, Ind.,
the boat has special features which allow
maximum year-round use. Like her
sistership, the Thruston Morton, which
was delivered last summer, the Bob
Koch has unusually heavy hull plate,
rudders and shafts to aid in icebreaking. Her double-bottomed engine
room gives extra protection from
grounding damage.
The 4,200hp. boat is powered by two
four-cycle diesel engines and can handle
tows carrying 22,500 tons or more of
cargo.
Southern Ohio Towing is a subsidiary
of American Commercial Barge Lines,
the largest towing company on the
rivers. She is named to honor Robwt
O. Koch, executive vice president and
general counsel of ACBL's parent
company, Texas Gas Transmission
Corp.
Delta Bolivia Committee
SIU Rep Darry Sanders (seated right) strikes a smile at a payoff on the SS Delta
Bolivia (Delta Line) last month at Brooklyn, N.Y.'s 39th St. Pier. Joining in are part
of the Ship's Committee and a couple of crewmembers. They are (I. to r. seated)
Recertified Bosun Billy Edelmon, ship's chairman and Deck Delegate John Davis
Standing (I. to r.) are Cook and Baker Hector De Jesus, Saloon Messman Michael
Rolle, Chief Steward V. Douglas, secretary-reporter and Chief Cook James P.
Barclay, steward delegate.
�USPHS to Improve Care in Philadelphia Area
The U.S. Public Health Service
Hospital network of health care facili
ties was set up to serve merchant marine
seamen who serve the country. At last
count, USPHS was providing health
care to 200,000 beneficiaries.
With any facility that services a large
number of people, the special needs of a
particular group of beneficiaries some
times gets lost in the shuffle.
So, in response to reports by SIU
members of dissatisfaction with certain
aspects of care at the PHS facilities in
the Philadelphia area, administrators of
the health care system joined SIU
members, and officials at the Philadel
phia hall recently to target problem
areas and discuss solutions.
The USPHS representatives, includ
ing Richard Ashbaugh, deputy director
of Divisions in charge of Hospitals and
Clinics and Larry Eldredge, Director of
the Philadelphia outpatient clinic,
promised that steps would be taken to
insure more efficient delivery of health
services to Philadelphia seamen and
their families.
SIU Philadelphia port agent John
Fay pointed out that the problem with
the PHS facilities, "is not bad care, but
rather not enough care," which is a result
of the lack of familiarity by some PHS
staffers with the special needs and
limited time schedules of Seafarers and
Boatmen.
Richard Ashbaugh, the PHS official
who came in from Washington, D.C. for
the meeting, told Seafarers that PHS
was making every effort to satisfy their
problems and meet their needs for
medical care.
"We recognize that many seamen are
on tight schedules," Ashbaugh said,
"and we are endeavoring to make clinic
visits convenient for those on leave and
at sea."
Ashbaugh and Philadelphia clinic
director Larry Eldredge gave SIU
members attending the meeting a
comprehensive picture of the service the
PHS system offers and the special
programs in the works to improve and
extend those sei-vices.
Eldredge noted that the Philadelphia
PHS Hospital had just set aside an open
hours period for tugboatmen to come in
and receive treatment from staff
specialists.
Shipboard Visits
In addition, PHS is talking about a
new program where health personnel
would visit Seafarers aboard their ships
which would allow PHS doctors to see
first-hand the shipboard hazards that
are part of a seaman's day-to-day life.
PHS is hoping to kick-off the program
in Philadelphia.
Ashbaugh and Eldredge also made
several important points about services
currently provided at PHS facilities,
including;
• Clarification of when Seafarers
should use PHS facilities and when to
use outside doctors and hospitals. The
officials pointed out that although
outside doctors and hospitals under
contract in most areas were available if
necessary, Seafarers should use PHS
facilities whenever possible. Since the
funds to cover contract care come from
the same operation pool as the money
necessary to maintain PHS hospitals
and clinics, the more spent on contract
care means less money is available for
the PHS facilities.
• One of the most frequent com
plaints by SIU members was that they
sometimes have to travel long distances
to get to a PHS hospital or outpatient
clinic. "Traveling long distances should
not be necessary," Ashbaugh said,
adding, "where this is occuring, SIU
members should bring it to the attention
of the director of the PHS clinic where
they are receiving care."
• When a hospital stay is required
seamen will be sent, as they have been
in the past, to PHS hospitals in
Baltimore or ,Statcn Island, where they
can receive the best care possible. SIU
members at the meeting were unani
mous in their praise of these two
facilities.
• PHS is currently discussing the
possibility of getting the Navy hospital
and the VA hospital in the Philadelphia
area to accept seamen on an inpatient
basis, as an alternative to using out-oftown hospitals.
The PHS representatives wrapped up
their remarks by reminding Seafarers of
the importance of notifying a PHS clinic
or hospital within a 48-hour period if a
seaman or dependent has to enter a
contract hospital on an emergency
basis.
"Contacting any of the doctors,
clinics or hospitals listed in the PHS
booklet will .satisfy the 48-hour notice
requirement," clinic director Eldredge
said. "SIU members should carry these
booklets with them as they will greatly
simplify the notification procedure and
speed up care to the seaman or his
dependent."
Richard Ashbaugh (standing), deputy director of USPHS, talks about improved
services to Philadelphia area seamen at special meeting this month in SIU hall.
Looking on is John Fay (left),SIU Philadelphia Agent and Larry Eldredge. director
of the Philadelphia USPHS outpatient clinic.
It's The Annual
Super Big
Only-Time -This-Year^
Pick Your License
Towboat Operator Coarse!
Check the Schedule:
Western Rivers - March 5
Inland Waters - March 19
Oceans less than 200 Miles - March 19
Oceans over 200 Miles - March 19
Celestial Navigation - April 30
So Pick Your License and Enroll Now!
Contact HLS or gour SIU Representative
SIU Boatman, Capt. Louis Flade, hits the deck during question and answer
session. Flade works for McAllister Bros.
NMC Tells 8 Nations Xrack
Down on Soviet Shipping'
The National Maritime Council has
urged maritime labor and industry
leaders in eight countries to press their
own governments to crack down on
Soviet rate-slashing practices in their
ocean trades.
The NMC, a coalition of U.S.
shipping lines and seafaring unions
including the SIU, sent letters to its
counterparts in England, Germany,
Japan, Hong Kong, France, Sweden,
Norway and Holland. NMC Chairman
James Barker told maritime leaders in
these countries that "these unfair
trading practices ... constitute a serious
threat to the economies and security of
the nations outside the Soviet sphere."
Barker encouraged similar action to
the important step taken by the U.S.
against rate-cutting in recent passage of
the Controlled Carrier Act of 1978.
Signed by President Carter in October,
the Act empowers the Federal Maritime
Commission to demand assurance that
state-controlled carriers are charging
fair rates in U.S. trades.
It was aimed principally at the Soviet
Union, which. Barker said, "has op
erated its vessels in our trades at rates so
low as to make it impossible for freenation lines to compete."This practice is
"common to the Soviet fleet and to most
Eastern European fleets throughout the
world," he added.
The NMC's attempt to control Soviet
rate cutting throughout the free world is
part of the organization's expanded
effort to develop a strong and competi
tive, privately owned U.S. merchant
marine.
December 1978 / LOG / 25
�SlU Crews Lionheart, Taking Over Former Foreign Flag Run
Little more than a month ago, the MV
Lionheart was a Norwegian ship. Now
she flies the U.S. flag and just completed
her first voyage manned by SIU
members.
The Coast Guard recently approved
the Lionheart for temporary U.S.
registry by waiving the normal proce
dures for foreign-built vessels. The
special action not only opened up a
foreign flag run to an American crew,
but paved the way for additional U.S.flag operation on U.S.-built ships.
The Coast Guard waiver was an
emergency measure, dictated by sudden
trade. But since construction delays
have postponed delivery of the first
vessel until March, 1979, the company
applied for quick and temporary U.S.
registry for the Lionheart in order to
continue its service until that time.
The Coast Guard determined that the
Lionheart was the only available vessel
of its type offering direct and regular
service between Miami and Ecuador. In
order to prevent further disruption of
the trade, which had already caused
hardships to U.S. shippers, they granted
the vessel U.S. status for nine months.
Although the action was opposed by
developments which interrupted the
Lionheart's service. The 5,940 ton, roll
on—roll off vessel had been operating
between Miami and Ecuador since 1964,
under charter to Coordinated Carib
bean Transport, Inc.
The Ecuadorian government recently
barred third-flag ships in its trade with
the U.S. and refused to allow the
Lionheart to discharge, stranding
substantial amounts of cargo at CCTs
terminal in Miami.
CCT has had two U.S.-flag vessels on
order in American shipyards since 1976
to take over and expand its Ecuadorian
many groups in this country because the
vessel was foreign-built, it was sup
ported by several staunch supporters of
the U.S. merchant fleet. Both the U.S.
Maritime Administration and Rep.
John Murphy (D-N.Y.), chairman of
the House Merchant Marine Commit
tee, urged the Coast Guard approval in
order to prevent any threats to CCTs
operation of its two new U.S.-flag ships.
The new vessels are two ocean=going,
articulated tug and barge systems. The
five deck, 568 ft. barge sections are
under construction at the Seatrain
shipyard in Brooklyn, N. Y.
Administration Modifies Wage-Price Plan
Faced with mounting objections from
labor to his proposed anti-inflation
Voluntary Wage-Price Controls Pro
gram, President Carter modified his
guidelines by excluding from the
controls the increased cost of keeping
up existing fringe benefits, such as pen
sion and health care plans.
However, the AFL-CIO Executive
Council- on which SIU President Paul
Hall sits as senior vice president —
termed the program devised by the
President's economic advisers to be
"inequitable and unfair" to the Ameri
can working man and woman, while at
the same time allowing Big Business an
open season to further windfall profits.
Only a few months ago, corporation
profits soared to 16.4 percent, a $1.5
billion increase.
On Dec. 5 in Washington, D.C.,
Ceorge Meany, head of the AFL-CIO,
demanded that the Government impose
mandatory wage-price controls to
combat inflation.
Speaking at the 10th anniversary
dinner of Frontlash—a liberal citizens
get-out-the-vote movement — Meany
criticized the Administration's volun
tary program for strictly controlling
wages and not having controls on the
prices of food, housing, energy and
medical costs.
He also called for controls on all
forms of income: profits and dividends,
interest rates, rents, executive compen
sation and professional fees.
Last month on CBS-TV Face the
Nation Show, Meany said if wages are
to be held down it should only be as part
of a broad economic controls program
enacted by Congre.ss and applying fairly
to all segments of the economy.
He added that price controls would be
spotty, complex and largely unenforce
able while profits, dividends and interest
rates would rise unchecked.
Meany explained that controls are
"preferable" to the Administration's
approach which he saw as "going down
the road to mandatory controls."
Gangway Vi/atch Duties Important
Once in a while, certain duties aboard
ship are taken lightly. One of these is the
gangway watch. In addition to keeping
unauthorized personnel off the ship, the
gangway watch should see that the
gangway is well lighted, all man ropes
have proper tension, and if it is allowed
to rest on the dock it should move freely.
I hc gangway watch while the vessel is
anchored should pay strict attention to
those boarding and leaving the vessel. A
life ring and life jacket should be
accc.ssiblc in case any crew member falls
into the water while boarding or leaving
the launch. Any launches that do not
have life jackets or life rings should be
brought to the attention of the Master.
At the first shipboard-meeting on any
voyage these matters should be fully
discussed by the ship's chairman.
Seamen who cannot swim should make
such fact known to the rest of the crew.
Remember—The life you save may be
your own.
Ch. Steward Bill Hand Retires
If that's the case, Meany suggested
"the sooner we get there the better." If
Congress enacts an equitable controls
.system, he said, "I think we can lick this
inflation. But 1 don't think you can lick
it by jawboning, by scolding people and
by making speeches."
If "austerity" is needed, Meany con
tinued, "it's got to be austerity for every
one." And the ground rules should be set
by Congress and not by two or three
economic advisers to the President
whose guidance has failed to keep
prices from rising sharply, he said.
The AFL-CIO Executive Council
also called on the President to call a
special session of Congress to develop a
full wage-price controls program for the
duration of the inflation emergency.
It said the present price controls
guideline is so flexible as to be non
existent and is without effective enforce
ment. The price guideline also allows
those who raised prices the most in the
past two years to profit further from
that conduct.
Summing up, the Council concluded
that the President's wage controls policy
is based on the false assumption that
wages alone are the cause of inflation
when the fact is that wages trail—not
cause—inflation.
Brotherhood m Actiof^
.for SIU members with an alcohol problem
Seafarer Bill Barrineau is currently
enrolled in the Marine Electrical
Maintenance Course at the Harry
Lundeberg School. He has plans to
acquire his QMED endorsement soon
and is looking forward to attending the
LNG course.
Brother Barrineau feels that "I am
now able to come to the school because
of the help I got from the Seafarers
Alcoholic Rehabilitation Center. I
could not have done this without being
sober."
Last year. Seafarer Barrineau realized
that he had a problem with alcohol. He
had been a member of AA for two years
but started drinking again. He said, "My
drinking was so bad last year that 1 had
to be hospitalized. 1 decided that
something had to change and 1 thought
about our Center. 1 called Ed Morris
(SIU rep in San Francisco) and he
helped me get to the Center."
Brother Barrineau was very im
pressed with the programs at the ARC.
I
"It is a very good program for seamen,"
he commented. "The counselors are
good and they really help you learn
about yourself."
He thinks that in order for the Center
to help a person, "the guy has to want to
get sober, learn how to cope with
himself and his problem, be willing to
change his attitudes about life and
always try to listen with an open mind."
Since he has been sober. Seafarer
Barrineau has been living each day with
a new outlook on life. "When I first went
to the Center, 1 thought I knew all about
alcohol and how it affects the body, but
I really did not know anything," he
commented. "If I could go back in time,
1 know that 1 would go to the Center for
help. 1 actually should have gone before
1 did."
Seafarer Barrineau encourages his
brothers to come to the Center. He said,
"If you even think that you may have
a problem with alcohol, you should
come to the Center. They can help."
I
Alcoholic Rehabilitation Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and counseling
records will be kept strictly confidential, and that they will not be kept
anywhere except at The Center.
Name
I
I
Book No.
Address
(Street or RED)
(City)
(State)
Telephone No
II was a day of mixed emotions for retiring chief steward Bill Hand when he picked up his first
pension check at the December membership meeting in the port of New York.Brother Hand
who has been an SIU member since 1954 told the New York membership: "This is a happy
and sad day for me. I've been shipping for 25 years and have enjoyed it all. I've cooperated
with the Union and I've always done my part as a Union .member. We have a good strong
union today. Let's keep it that way."
26 / LOG / December 1978
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, (301) 994-0010
^
(Zip)
j
j
�LiSNS Columbia—A Good Crew Makes a Good Ship
It's not very often that the skipper of a
ship will take the time to write an article
praising the crew members of that ship.
But that's just what Capt. M. J.
Sullivan has done in the November issue
of the Military Sealift Command's
publication, "Sealift". In it he praises
the crew members of the SlU-contracted USNS Columbia.
Even though the 672-foot, 37,276 dwt
Columbia Class tanker was built in
1971, and has many modern and auto
mated features in her design, Capt.
Sullivan maintains that,"success of ship
operations still depends on the ability
and attitude of individuals aboard
Columbia."
Sullivan mentions most of the Columbia's 25 crew members in his article,
from Chief Mate Bill Vose to, deckengine utililyman John Rogalski, 18,
the youngest Seafarer on the crew who,
at the time, was making his first sea
voyage. Sullivan referred to Bosun
Burton Owen, 67, as "by far the saltiest
man aboard." Bosun Owen has been a
seaman since 1930. He was busily
overseeing some deck work on the
Columbia when the Log visited the ship
recently in Port Reading, N.J.
Capt. Praises HLSS
Capt. Sullivan's article time and again
refers to the Columbia's crew as welltrained professionals. He specifieally
mentioned the role of the SIU's Harry
Lundeberg School in the training
process, saying that the school "is
completely geared for training able
At work is AB Pat Lavln who had a hand
• in the rescue of the five people off a
stricken yacht.
merehant seamen." He also noted that
Seafarer Fred Carter, Jr., QMED on the
ship, had reeeived his upgrading at
HLS.
The SIU is proud of its record of
training professional seamen. The more
modern the ships beeome, the more the
need for specialized training. The Harry
Lundeberg School is one reason why
SIU seamen are rated among the best in
the world.
Though there's no denying that
formal training is the best foundation,
many people will say that there's no
substitute for experience. Capt. Sul
livan's article noted that many of the
Columbia's unlicensed crew members
have experience to spare. Such as AB
Charles Pafford, who first went to sea
with the Royal Navy in the late 1930's;
and Liston Lanier, also an AB, who
sailed with the Navy in World War II
and has a Purple Heart to prove it.
There are others. AB James Walker
who worked aboard Cayman Island
trading schooners almost 40 years ago,
and cook-baker James Juzang who has
been sailing for 34 years. There's plenty
of experience represented by the crew of
the USNS Columbia.
Experience came In handy last May
when the crew of the Columbia went to
the rescue of five persons whose 46-foot
yacht broke down in the Caribbean. A
boat was launched and the hapless
yachtsmen were picked up. Later on
they were transferred to a Coast Guard
cutter. Of this incident Capt. Sullivan
wrote that: "All appreciated the oppor
tunity to help someone who needed
assistance at sea. That's the tradition of
the professional mariner, and the USNS
Columbia h composed of profes
sionals."
Another tradition is the spirit of
cooperation and teamwork that exists
between the merehant marine and the
navy; our country's security and
strength depends upon it. Civiliancrewed naval support ships, such as the
SlU-crewed Columbia, exemplify this
tradition and spirit.
In Capt. Sullivan's "Sealift" article he
certainly speaks highly of the Colum
bia's crfw. But his respect and praise for
the professionalism of the crew is by no
means one-sided. In a conversation with
the Log, steward-cook Oliver Oakley, a
two and a half-year veteran of the
Columbia, had many words of praise to
say about Capt. Sullivan. Oakley wasn't
alone in his feelings about the skipper of
the Columbia.
In an official SIU ship's minutes,
recently reeeived by the Log from the
Columbia, there was this note about
Capt. Sullivan: "We feel he should be
commended as one of the great skippers.
It's an honor to have served under Capt.
Morris J. Sullivan."
Here's the Columbia's Ship's Committee (I. to r.) of Engine Delegate Danny Dean,
Chief Steward Oliver Oakley, secretary-reporter; Deck Delegate Lloyd Akin and
Recertified Bosun Burton Owen, ship's chairman.
"Well-trained pros," said the tanker's master of the deck gang of (I. to r.) ABs Pat Lavln, Lloyd Akin, Charlie
Humason and Ken Smith plus Bosun Burton Owen who's overseeing their work. The bosun has been sailing
since the 1930s.
Chief Steward Oliver Oakley had high
praise for his shipmates and the ship's
skipper.
December 1978 / LOG / 27
-qfiasaaasOTSffinoaacara
i
i
�99^
Barney Speegle, 65, joined the
SIU in 1939 in the port of Norfolk
sailing as a fireman^watertender.
Brother Speegle sailed 40 years. He
was on thepicketlineinthe 1961 N.Y.
Harbor beef. Seafarer Speegle was
born in North Carolina and is a
resident of Baltimore.
mSIONlRS
1
William M. Turpin, 68, Joined the
SIU in the port of Baltimore in 1957
sailing as a chief electrician. Brother
Turpin sailed 38 years. He is also a
machinist and boilermaker. Seafarer
Turpin was born in Horden, England
and is a resident of Houston.
John T. Hathcock, 67, Joined the
Union in the port of Mobile sailing as
an AB for Dixie Carriers from 1966
to 1978. Brother Hathcock is a
former member of the SIU Fisher
men's District in 1944. He was born
in Apalachicola, Fla. and is a resident
there.
Walter J. Zaieski, 60, Joined the
SIU in 1944 in the port of Philadel
phia sailing as an AB. Brother'
Zaieski sailed 33 years. He was born
in Philadelphia and is a resident
there.
Willie Ray Holder, 63, Joined the
Union in the port of St. Louis in 1967
sailing as a lead deckhand and mate
for ACBL. Brother Holder is a
former member of the Teamsters
Union. He is a veteran of the U.S.
Army in World War II. Boatman
Holder was born in Dyersburg, Ky.
and is a resident of Paducah, Ky.
Jose G. Lopez, 61, Joined the SIU
in 1939 in Puerto Rico sailing as a
fireman-watertender. Brother Lopez
won a 1960 Union Personal Safety
Award for sailing aboard an acci
dent-free ship, the
AIco Polaris
(Alcoa Steamship). He was born in
Lares, P.R. and is a resident of Rio
Piedras, P.R.
Jose A. Sablan, 65, Joined the
Union in the port of Norfolk in 1963
sailing as a cook for Allied Towing
from 1963 to 1969 and for Curtis Bay
Towing from 1969 to 1978. Brother
Sablan is a veteran of the U.S. Navy
in World War 11. He was born in
Guam and is a resident of Norfolk.
Recertified Bosun Manuel Landron, 65, Joined the SIU in 1939 in
the port of Puerto Rico. Brother
Landron sailed 17 years as a bosun
with the Bull Line. He graduated
from the Union's Recertified Bosuns
Program in April 1974. Seafarer
Landron was born in Vega Alta, P.R.
and is a resident of Catano, P.R.
Wilson Bracy,67, Joined the Union
in the port of Norfolk in 1967 sailing
as a chief engineer for the Steuart
Transportation Co. from 1964 to
1978. Brother Bracy also sailed for
the Fish Product Co. from 1955 to
1963. He is a veteran of the U.S. Navy
Seabees during World War II.
Boatman Bracy was born in Rich
Square, N.C. and is a resident of
Lewisetta, Va.
Grady P. Lewis, 63, Joined the SIU
in 1945 in the port of Mobile sailing
as an AB deck maintenance. Brother
l ewis sailed 37 years. He was born iti
Dale Coun»y, Ala. and is a resident of
Atmore, Ala.
k
Christos 1. Polichronakis, 58,
Joined the SIU in the port of New
York in I960 sailing as a firemanwatertender. Brother Polichronakis
sailed 27 yegrs. He was born in
Greece and is a resident of Piraeus,
Greece.
Paul Anderson,65, joined the SIU
in 1946 in the port of New York
sailing as an AB. Brother Anderson
sailed 50 years. He was born in
Mocn, Denmark and is a naturalized
U.S. citizen. Seafarer Anderson is a
resident of Spring Valley, N.Y.
Arnold Purgvee, 59, Joined the
SIU in the port of New York in 1962
sailing as a fireman-watertender.
Brother Purgvee sailed 22 years. He
was born in Estonia, U.S.S.R. and is
a resident of Elmhurst, Queens,
N.Y.C.
George Austin, 66, Joined the SIU
in 1939 in the port of Mobile sailing
as a chief cook. Brother Austin sailed
42 years and on the Isthmian Line.
He worked as an AB on the Sea-Land
Shoregang from 1969 to 1973.
Seafarer Austin walked the picketline in the 1961 Greater N.Y. Harbor
beef and the 1962 Robin Line strike.
Born in Alabama, he is a resident of
New York City, N.Y.
Ah You Soon, 65, Joined the SIU
in the port of San Francisco in 1955
sailing as a chief cook. Brother Soon
sailed 46 years. He was born in
Shanghai,China and is a naturalized
U.S. eitizen. Seafarer Soon is a
resident of San Francisco.
DBPitdiiiPs Reoirt hir Great Likes
NOVEMBER 1-30,1978
•TOTAL REGISTERED
All Groups
Class A Class B Class C
TOTAL SHIPPED
All Groups
Class A Class B Class C
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Algonac (Hdqrs.)
45
16
4
42
.55
3
31
9
8
1
20
10
6
Lawrence J. Geiger, 67, Joined the
Union in the port of Frankfort,
Mich, in 1970 sailing as a cook for the
Ann Arbor Ferry Railroad Co.
Brother Geiger at one time own
and operated his own butcher a
grocery shop. He was born 1^
Manitowoc, Wise, and is a resident
there.
Arnold F. Johnson, 62, Joined the
Union in the port of Buffalo, N.Y. in
1961 sailing as a deckhand for the
Great Lakes Dredge and Dock Co.
from 1956 to 1978. Brother Johnson
is a veteran of the U.S. Army in
World War 11. He was born in
Stonington, Mich, and is a resident of
Rapid River, Mich.
John T. Rohinson, 57, Joined the
Union in the port of Detroit in 1962
sailing as a fireman-watertender for
the American Steamship Co. and the
Kinsman Marine Co. Brother Rob
inson sailed 28 years. He is a veteran
of the U.S. Navy in World War 11.
Laker Robinson was born in Tenn
essee and is a resident of Algood,
Tenn.
Jeremiah F. Donovan, 66, Joined
the SIU in the port of New Orleans in
1965 sailing as a fireman-water
tender. Brother Donovan was born
in Cambridge, Mass. and is a resident
of Jacksonville, Fla.
Alvin L. Doud, 62, Joined the SIU
in the port of New York in 1961
sailing as a chief steward. Brother
Doud sailed 22 years and with the
MSTS in 1956. Seafarer Doud is a
veteran of the U.S. Army in World
War 11. He was born in Yakima,
Wash, and is a resident of San Diego,
Calif.
Sigilfredo B. Ferrer, 61, joined the
SIU in 1944 in the port of New York
sailing as a cook. Brother Ferrer was
born in Puerto Rico and is a resident
of Bayamon, P.R.
Willie Hinson Holladay,61,Joined
the SIU in 1946 in the port of Mobile
sailing as a wiper. He is a veteran of
the U.S. Army in World War 11.
Seafarer Holladay was born in
Alabama and is a resident of Loxley,
Ala.
John J. Breen, 56, Joined the SIU
in the port of Baltimore in 1951
sailing in the steward department.
Brother Breen sailed 27 years. He
also sailed during the Vietnam War
and on the Robin Line. Seafarer
Breen is a veteran of the U.S. Army in
World War 11. A native of Baltimore,
he is a resident there.
Henry Lanier, 61 Joined the SIU in
1942 in the port of Baltimore sailing
as an AB. Brother Lanier also sailed
on the Robin Line. He was born in
Georgia and is a resident of Guyton,
Ga.
ENGINE DEPARTMENT
Algonac (Hdqrs.)
25
10
4
31
26"
STEWARD DEPARTMENT
Algonac (Hdqrs.)
7
2
1
21
13
1
6
3
3
ENTRY DEPARTMENT
Algonac (Hdqrs.)
Totals All Departments...;
33
80
28
0
0
0
27
70
68
110
lOS
37
94
94
5
84
92
85
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
I
28 / LOG / December 1978
Vincente Cortes, 65, Joined the
SIU in the port of Miami in 1950
sailing in the steward department.
Brother Cortes sailed 25 years. He hit
the bricks in the 1961 N.Y. Harbor
strike and the 1962 Robin Line beef.
Seafarer Corte's was born in Havana,
Cuba and is a naturalized U.S.
citizen. He is a resident of West Palm
Beach, Fla.
�NMC Ads Promote U.S. Merchant Fleet
In the event that any SIU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
NEW YORK, N.Y.-Schulman &
Abarbanel
350 Fifth Avenue
New York, N.Y. 10001
Tel. #(212) 279-9200
BALTIMORE, MD.—Kaplan.
Heyman, Grccnbcrg, Engclman
& Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301)539-6967
HOUSTON, TEX.—Combs.
Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713) 659-4455
TAMPA, FLA.—Hamilton,
Douglas and Bennett, P.A.
2620 W. Kennedy Blvd.
Tampa, Fla. 33609
Tel. #(813) 879-9482
SAN FRANCISCO, CALIF.—
John Paul Jennings, Henning
and Walsh
100 Bush St., Suite 1403
San Francisco, Calif. 94104
Tel. #(415) 981-4400
ST. LOUIS, MO.—Gruenberg
& Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314)231-7440
NEW ORLEANS, LA.—Dodd.
Barker. Boudreaux. Lamy
6 Gardner
1400 Richards Building
837 Gravier Street
New Orleans. Louisiana 70112
Tele. #(504) 586-9395
LOS ANGELES, CALIF.—Bodle,
Fogel, Julber, Reinhardt,
Rothschild & Feldman
5900 Wilshire Boulevard
Los Angeles, Calif. 90036
Tel. #(213) 937-6250
MOBILE, ALA.—Simon & Wood
1010 Van Antv/crp Building
Mobile. Alabama 36602
Tele. #(205)433-4904
OETROIT, MICH.—Victor G.
Hanson
19268 Grand River Avenue
Detroit. Michigan 48822
Tele. #(313) 532-1220
FALL RIVER, MASS.—PatricK
H. Harrington
56 N. Main Street, Bennett Bldg.
Fall River. Mass. 02720
Tele. #(617) 676-8206
SEATTLE, WASH.—Vance.
Davies, Roberts, Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.—Katz &
Friedman
7 South Dearborn Street
Chicago, 111. 60603
Tele. #(312)263-6330
Below is one of the many ads that the National Maritime Council is running in the national news media. To encour
age support for a strong U.S. merchant marine, the NMC is running these ads in some of the major news publications,
such as. Time and Newsweek. The Council wants to encourage American business to ship on U.S.-flagships. So the ads
are also running in business oriented publications like the Wall St. Journal.
The National Maritime Council is composed of company and union representatives who are interested
in promoting a viable U.S. merchant marine.
We*ve had
smooth sailing
for six years.
Not calm seas. Not water
"smooth as glass." But
smooth enough that the
U.S. flag shipping indus
try has achieved a level
or service efficiency and
maritime labor staoility
unique in the history of
our country.
How? It really began
with the Merchant
Marine Act of 1970. This
piece of legislation
sparked a common purpKDse amonq leaders of
the shitDbuilding, ship
ping, labor, and other
actors involved in mari
time affairs. A coopera
tive spirit develop^ that
culminated in the forma
tion, in 1971, of the
National Maritime
Council...a unique
combination or
management and
labor working
toward one
goal, a healthy and stable
industry. Since that date,
U.S. flag ships have pro
vided uninterrupted
service.
With minor squalls,
we've had smooth sailing
as our merchant marine
has built amity, stream
lined its operation, and
upgraded itself as a
transportation system.
Today, the U.S. flag ship
ping industry is second
to none in efficiency,
hiqhly trained and tech
nologically advanced,
with freight rates comp>etitive with
most foreign
•'•V V
• Jr
shipping. It is stable
ana—as we buifd our fleet
toward the size of those
of Russia, Japan, Greece,
United Kingdom, etc.—it
will become stronger in
the world market.
If you'd like to know
more, send for our book
let on U.S. Flag Ship
ping. Write National Mar
itime Council, Dept. F,
Box 7345, Washington,
D.C. 20044.
National Maritime
^Council
Management and labor
working together
for a strong, stable U.S.
flag shipping industry.
DONTGIVE UP THE SHIPS
December 1978 / LOG / 29
•v.:
�$IU Adantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North America
• 1
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGicrgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
Dispatchers Report for Deep Sea
NOVEMBER 1-30,1978
*TOTAL REGISTERED
TOTAL SHIPPED
All Groups
Class A Class B Class C
All Groups
Class A Class B Class C
Port
DECK DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
6
92
10
24
11
9
16
92
29
San Francisco
45
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
21
44
12
80
3
1
495
0
24
2
5
4
1
5
16
6
4
1
4
2
11
0
0
85
1
8
1
2
2
0
0
4
5
7
86
7
25
15
21
19
79
35
4
38
14
10
13
33
0
8
8
0
0
59
82
3
1
472
Port
Boston
New York
Philadelphia
Baltimore
Noftolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Sedllle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
0
8
0
14
8
6
24
59
25
34
13
35
8
62
12
0
386
5
b
1
5
13
12
12
3
6
3
21
5
0
132
2
1
1
2
1
1
5
2
4
0
5
0
0
38
21
12
6
14
59
21
14
5
23
11
59
7
1
328
15
10
-2
7
28
8
22
3
13
3
34
10
1
197
2
1
1
0
2
3
4
1
5
1
5
0
1
34
Jacksonville
19
3
Wilmin^on
Seattle
9
18
1
4
223
0
9
8
3
36
22
8
31
3
0
0
3
0
4
2
0
0
0
1
0
5
1
0
2
5
36
*
12 .
1
34
0
19
3
0
4
8
0
2
52
26
15
5
23
3
3
1
0
1
2
0
0
48
50
0
39
8
13
4
3
7
15
12
9
4
4
1
17
0
0
136
1
12
0
3
3
0
0
7
7
5
15
5
1
4
0
0
63
4
111
15
36
12
8
24
82
35
56
23
47
12
81
0
0
546
5
57
6
3
4
3
8
23
16
11
5
7
3
23
0
0
174
1
15
0
3
1
2
2
1
5
3
4
1
0
9
0
0
47
1
66
5
14
13
2
25
39
39
33
17
22
9
53
0
0
338
3
20
0
6
3
0
4
6
5
5
4
4
3
7
0
0
70
0
5
0
0
2
0
0
2
1
13
4
5
3
3
0
0
38
9
1
4
4
3
4
3
64
13
40
2
0
2
6
7
18
25
0
7
10
263
150
126
4
2
0
1
5
149
20
. 31
15
6
21
47
49
20
31
35
24
56
2
1
512
12
189
13
42
10
0
10
30
15
52
81
36
7
69
0
1
567
892
715
ENTRY DEPARTMENT
0
21
1
102
5
99
Baltimore
Norfolk
12
6
18
14
18
3
Jacksonville
San Francisco
Wilmington
Seattle
10
19
2
19
Totals All Departments
1
18
12
5
4
17
Boston
New York
Totals
1
48
4
0
Port
Puerto Rico
Houston
Piney Point
Yokohama
9
133
19
45
14
6
28
138
58
69
31
70
19
117
0
2
758
STEWARD DEPARTMENT
1
Tampa
Mobile
New Orleans
4
18
0
0
76
2
37
2
15
Philadelphia
7
22
8
1
202
3
63
9
Mobile
Totals
6
5
15
1
13
0
3
13
PuertoRico
Houston
Piney Point
Yokohama
8
5
10
2
35
4
1
41
San Francisco
1
14
1
2
4
1
0
3
2
2
76
8
Boston
New York
New Orleans
2
52
4
18
8
8
3
32
14
ENGINE DEPARTMENT
Port
Philadelphia
Baltimore
Norfolk
Tampa
'•REGISTERED ON BEACH
All Groups
Class A Class B Class C
25
16
18
31
11
64
35
18
164
412
329
0
0
0
3
28
8
15
6
3
13
51
15
29
5
17
15
26
0
0
234
1268
677
476
1063
549
236
1876
3
3
5
35
9
18
2
0
9
6
9
50
20
43
48
2
0
2
5
25
6
35
-1
2
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
HEADQL'ARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFURT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N.J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . 2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Juncos,
Stop 20 00909
(809) 724-2848
SEATTLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA. Japan .
P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
West Coast Stewards Halls
HONOLl'lA'. Hawaii ... 707 Alakea St. 96813
(808) 537-5714
PO ^TLAND, Or
Shipping at deep-sea A&G ports was excellent last month as 1,848 Seafarers shipped on SlU-contracted deep sea vessels.
Shipping—as it has been for some time—is expected to remain excellent for the foreseeable future. The good shipping for
SlU-members at a time when the U.S. maritime industry as a whole is in trouble—is a direct result of the SIlTs
comprehensive programs for education and political action. These programs will continue with the support of SlU
members and so will good shipping.
30 / LOG / December 1978
421 S.W. 5tb Ave. 97204
(503) 227-7993
WILMINGTON, Ca. . .408 Avalon Blvd. 90744
(213) 834-8538
SAN FRANCISC O, Ca. 350 Fremont St. 94105
(415) 543-5855
�Apply Now For SiU
College Scholarships
The SIU is acutely aware of
two very basic facts concerning
education:
1.) Education is the key to
career advancement.
2.) Education costs money,
and lots of it.
That's why the SIU—through
the SIU Welfare Plan—offers
$60,000 worth of college scholar
ships to our members and their
dependents each year. And that's
why members and dependents
eligible for these scholarships
should begin sending their appli
cations in now for the awards
contest.
employment time with SIUcontracted companies, as well as
one day employment in the six
month period immediately pre
ceding date of application and
125 days employment in the
previous calendar year.
Dependents of deceased mem
bers who had met these seatime requirements before death
are also eligible for the scholar
ships.
All scholarships are awarded
on the basis of high school grades
and scores achieved on either the
College Entrance Examination
Boards (SAT only) or the Ameri
can College Tests (ACT).
In all the SIU offers seven
Upcoming test dates for the
college scholarships, as follows:
• Five full 4-year $10,000 SAT's are Dec. 2, 1978; Jan. 27,
scholarship awards. One of these 1979 and March 31, 1979. For
is reserved for an active member, more information on the SAPs,
while four will go to dependents write the College Boards at either
Box 592, Princeton, N.J. 08540,
of members.
or Box 1025, Berkeley, Calif.
• Two 2-year $5,000 scholar 94701.
ship awards. These are reserved
Upcoming test dates for the
exclusively for active members.
For an active member to be ACT'S are Dec. 9, 1978; Feb. 10,
eligible for a scholarship, he must 1979 and April 7, 1979. Informa
have at least two years (730 days) tion and applications for these
employment time with SIU con exams may be received by writing
tracted companies. In addition, to ACT Registration Unit, P.O.
he must have one day of employ Box 414, Iowa City, Iowa 52240.
ment in the six month period
SIU members can pick up
immediately preceding date of scholarship award applications
application, as well as 125 days for themselves or their depen
employment in the previous dents at any SIU hall or by
calendar year.
writing the SIU Welfare Plan,
Dependerlts of members ap 675 4th Ave., Brooklyn, N.Y.
plying for the scholarships must 11232.
be unmarried and under 19 years
SIU scholarship winners will
of age. In addition, he or she must be announced in May 1979. So
be the dependent of a member try to have your applications in
with three years (1095 days) no later than April 15, 1979.
^
' -v 4
^
\ i' \ ^
,
t
December 1978 / LOG / 31
�Pensioner Mat
R. Abraham, 72,
died of a heart
attack on arrival
at the Lutheran
Medical Center,
Brooklyn, N.Y. on
Oct. 1, Brother
Abraham joined
the SIU in the port of New York in 1955
sailing as a fireman- watertender. He
sailed for 44 years. He was on the
picketline in the 1961 Greater New York
Harbor strike. Seafarer Abraham was
born in Mexico and was a naturalized
U.S. citizen. He was a resident of
Brooklyn. Burial was in Greenwood
Cemetery, Brooklyn. Surviving are his
widow. Ana and a son-in-law, Louis
Perez.
u
John T. Attaway Jr., 69, died
on Oct. 24. Bro
ther A 11 a w a y
joined the SIU in
the port of New
Orleans in 1964
sailing as a junior
engineer and oiler.
He sailed for 30 years. Seafarer Attaway
was a veteran of the pre-World War II
U.S. Navy. And he was also a railroad
machinist. Born in Newberry, S.C., he
was a resident of Richland, S.C.
Surviving are a son, William of Colum
bia, S.C.; a daughter, Martha Ann of
Ninty-Six, S.C. and a sister, Mrs.
Evelyn F.J. Bland of Richland.
Ramon "Ray"
Bracamonte, 50,
died on Oct. 23.
Brother Brac
amonte joined the
SIU in the port
of San Francisco
in 1957 sailing as
a fireman-watertender. He sailed 28 years and was a
Union organizer at one time. Seafarer
Bracamonte sailed during the Vietnam
War and was a former member of both
the SUP and the NMU. Born in Los
Angeles, Calif., he was a resident of San
Francisco. Surviving are his widow,
Viola; a son, John; two daughters, Anna
and Mars; a sister, Mrs. Dolores Brava
of Vocaville, Calif.; a stepson, Mitchell
Crawford and a stepdaughter, Cynthia
Crawford.
Roger C. Lucas,
42, died on Jan.
16. Brother Lucas
joined the SIU in
the port of New
York in 1956 sail
ing as a firemanwatertender. He
also worked as a
shipfitter's helper. Seafarer Lucas was
born in Brooklyn, N.Y. and was a
resident of Savanah, Ga. Surviving are
his parents, Mr. and Mrs. James E.
Lucas of Savannah and a brother,
James.
Patrick N. Capps was lost at sea off
the SS Zapata Courier near Puerto Rico
on Sept. 16. Brother Capps sailed as a
fireman-watertender from the port of
Norfolk. He was a resident of Raleigh,
N.C. Surviving are his father and a
brother, Charles of Raleigh.
Frank C. Griggs
>^1 Jr., 47, died of
pneumonia on
Oct. 5. Brother
Griggs joined the
Union in the port
of Norfolk in 1972
sailing as a mate
for the Allied
Towing Co. from 1968 to 1976 and for
the Ocean Towing Co. from 1976 to
1978. He was a veteran of the U.S. Navy
during the Korean and Vietnam Wars.
Boatman Griggs was born in Lafayette,
La. and was a resident of Chesapeake,
Va. Interment was in the Riverside
Memorial Park Cemetery, Norfolk.
Surviving are his widow, Elizabeth and
his parents, Mr. and Mrs. Frank C.
Griggs Sr.
Rafael A. Espinosa, 45, died
in New York City
on Oct. 21. Bro
ther Espinosa
joined the SIU in
the port of New
York in 1971. He
sailed as a 3rd
cook for Sea-Land Service from 1973 to
1978. He was born in the Dominican
Republic and was a resident of the
Bronx, N.Y. Surviving are his widow,
Elena and eight sons, Rafael Esteban,
Rafael A., Julio Cesar, Andres Leopoldo, Luis Amauri, Carlos A., Jose M.
and Manuel A.
Pensioner Louis
J. Guzzi, 84,
passed away on
Nov. 11. Brqther
Guzzi joined the
SIU in 1946 in
the port of New
York sailing as
a chief electrician.
He was born in Italy and was a
naturalized U.S. citizen. Seafarer Guzzi
was a resident of Baltimore. Surviving is
his widow, Irma.
Pensioner Oli
ver F. Klein, 73,
died on Nov. 5.
Brother Klein
joined the SIU in
1944 in the port
of New York sail
ing as a cook. He
sailed for 23 years.
Seafarer Klein was born in Ohio and
was a resident of San Francisco.
Surviving are a daughter, Mrs. Katherine M. Jones of Bellfontaine, Ohio; a
sister, Mrs. Pearl Hank and a niece,
Ruth Hank, both of Cleveland.
Pensioner Cas
ey Jones Lang, 66,
died of heart fail
ure in Methodist
Hospital, Jack
sonville, Fla. on
Oct. 18. Brother
Lang joined the
SIU in the port
of Jacksonville in 1970 sailing as a
fireman-watertender. He sailed 16
years. Seafarer Lang was born in
Florida and was a resident of Jackson
ville. Interment was in Evergreen
Cemetery, Jacksonville. Surviving is his
widow, Mabel.
Edward Massey, 45, succumbed to
lung cancer in the U.S.A.F. Regional
Hospital, Maxwell Air Base, Mont
gomery, Ala. on Mar. 31. Brother
Massey sailed as a cook for the Ratcliff
Materials Co. from 1975 to 1977. He
was a veteran of the U.S. Air Forces. A
native of Alabama, he was a resident of
Selma, Ala. Surviving are his widow,
Hattie and his parents, Mr. and Mrs.
Lee Massey.
32 / LOG / December 1978
N.
Pensioner Albcrt Heliobus
Richards, 71, died
of natural causes
in the Bronx
(N.Y.) Municipal
Hospital on Oct.
27. Brother Rich
ards joined the
SIU in 1938 in the port of Baltimore
sailing as a chief steward. He sailed 49
years, on the Bull Line and during the
Vietnam War. Seafarer Richards also
attended Piney Point Conference No. 8
in 1970. Born in St. Thomas, V.L, he
was a resident of Philadelphia. Inter
ment was in Moravian Cemetery, St.
Thomas. Surviving are his widow,
Gertrude; three sons, Jerome, Gilbert
and Erierette; two daughters, Elvira of
Brooklyn, N.Y. and Adina and a sister,
Mrs. Ruth Moolenaar of St. Thomas.
Jorge Cotto,41,
died on Oct. 2. BrI o t her C o 11 o
[joined the SIU in
the port of San
i Juan, P.R. in 1967
; sailing as a 3rd
cook. He sailed
with Sea-Land
from 1968 to 1972. Seafarer Cotto was
born in Bayamon, P.R. and was a res
ident of Rio Piedras, P.R. Surviving is
his widow, Julia.
Pensioner Dusan J. De Duisin,
71, died in Christ
Hospital, Jersey
City, N.J. on Sept.
19. Brother De
Duisin joined the
SIU in 1938 in
Puerto Rico sail
Pensioner Ed ing as a deck engineer. He sailed for 35
win Marcellus years and rode the Bull Line. Seafarer
Thomas, 71, died De Duisin was wounded on Apr. 6,1942
of a heart attack when a Japanese cruiser fired a shell at
in De Paul Hos his ship in the Bay of Bengal, India. He
pital, Norfolk on was born in Antopagasta, Chile and was
Sept. 20. Brother a resident of Jersey City. Cremation
Thomas joined the took place in the Garden State Crema
SIU in 1942 in tory, North Bergen, N.J. with his ashes
the port of Norfolk sailing as a fireman- being flown to Santiago, Chile. Survi
watertender. He sailed 41 years. Sea ving are a brother Mario of Santiago
farer Thomas was born in Litwalton, and a cousin, Neda Michieli of New
Va. and was a resident of Norfolk. York City.
Burial was in Forest Lawn Cemetery,
Norfolk. Surviving is his widow, Ruth.
Pensioner Re
certified
Bosun
Adan C. VallaJean Latapie, 57,
dares, 52, died of a
died
of a heart
heart attack in the
attack
in the New
New Orleans
Orleans USPHS
USPHS Hospital
Hospital On Sept.
on Nov. 9. Brother
28.
Brother Lata
Valladares joined
pie joined the SIU
^ the SIU in the port
in
1945
in
the
port
of
New Orleans. He
of New Orleans in
sailed
for
32
years
and
rode the Delta
1970 sailing as a steward utility.
Line.
Seafarer
Latapie
was
a July 1973
Seafarer Valladares was born in Hon
graduate of the Union's Recertified
duras and was a resident.of New
Bosuns Program. He was a veteran of
Orleans. Interment was in La Ceiba
the
U.S. Army in World War 11. Born in
(Honduras) General Cemetery. Survi
Pointe La Hache, La., he was a resident
ving are two daughters, Evangelina of
of
New Orleans. Burial was in Westlawn
San Pedro Sula, Honduras and RoxMemorial
Park Cemetery, Gretna, La.
ana; an aunt, Mrs. Concepcion Munoz
Surviving are his widow, Lois; three
of New Orleans and a nephew, Enrique
sons, Jean, Joseph and Ronald and
McDonald of New Orleans.
three daughters, Lois Marie, Jacqueline
and Cynthia.
Pensioner Ter
rell D. York, 61,
James F. Brown, 49, died of heart
died on Oct. 22. failure in the Louisville (Ky.) U.S.
Brother York
Veterans Administration Hospital on
joined the SIU in Sept. 8. Brother Brown joined the
1948 in the port of
Union in the port of Paducah, Ky. in
Mobile sailing as a
1975 sailing as a mate for the Orgulf
chief steward. He Transport Co. He was born in Branden
sailed 23 years.
burg, Ky. and was a resident there.
Seafarer York was a 1964 graduate of
Burial was in the Salem Baptist Church
the Union's Chief Stewards ReccrtificaCemetery, Brandenburg. Surviving are
tion Program. He hit the bricks in the
his widow, Marie and his father,
1963 beef and the 1965 District Council
Emmett of Brandenburg.
No. 37 stnke. And he was a veteran of
the U.S. Army in World War 11. He was
Pensioner Lonnie L. Woods Sr., 67,
born in Mobile and was a resident of
died on Nov. 10. Brother Woods joined
Baltimore. Surviving are his widow,
the Union in the port of Norfolk in I960
Doris; a son, Robert and two daughters, sailing as a tug captain for the Gulf and
Patricia of Baltimore and Bonnie.
Atlantic Towing Co. from 1945 to 1972.
He was a civil service worker from (931
Anthony S. to 1945. Boatman Woods was a former
Michalski, 57, member of the United Mine Workers
died of a heart Union from 1951 to 1960. Born in
attack in British Louisiana, he was a resident of Buxton,
Hospital, Buenos N.C. Surviving are his widow, Geneva
Aires, Argentina and a son, Lonnie, Jr.
on Nov. 15. He
joined the SIU in
Clifford B. Miller, 64, joined the
the port of Phila Union in the port of Buffalo, N.Y. in
delphia. Brother Michalski had been 1961 sailing as a scowman, deckhand
sailing on the SS Santa Mariana as a and oiler for the Great Lakes Dredge
fireman-watertender. Seafarer Michal and Dock Co. 'from 1936 to 1978.
ski was a veteran of the U.S. Army in Brother Miller sailed 42 years. He is a
World War 11. He was born in Poland former member of the International
and was a resident of Hayward, Calif. Dredge Workers Protective Assn. Laker
Surviving are a sister, Mrs. Jean Batie of Miller is a veteran of the U.S. Air
Bromall, Pa. and a stepson, Robert A. Forces in World War II. Born in
Slovick.
Buffalo, he is a resident there.
�Heayy^yote Buries
'Right-to-Work'
in Missouri
INLAND
Dispatchers Report for Inland Waters
NOVEMBER 1-30,1978
*TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Boston
New York
Philadelphia ..
Baltinnore
Norfolk
Tampa
Mobile
New Orleans ..
Jacksonville ..
San Francisco,
Wilmington ...
Seattle
Puerto Rico ...
Houston
Port Arthur—
Algonac
St. Louis
PineyPoint ...
Paducah
TotaU
0
0
0
1
0
0
7
1
1
0
0
0
0
7
5
0
4
0
1
27
0
0
0
9
0
1
0
7
8
0
2
0
0
9
5
0
8
38
0
87
0
0
0
3
0
0
0
9
7
0
0
2
5
2
41
0
5
0
36
110
Totals All Departments.
0
0
0
0
- 0
0
0
1
1
0
0
0
0
5
1
0
4
0
0
12
0
0
0
5
0
0
0
0
4
0
0
0
0
4
8
0
5
39
1
66
0
0
0
0
0
0
0
5
3
0
0
1
3
1
11
0
8
0
36
68
0
0
0
7
0
3
13
9
0
0
1
0
0
11
10
0
5
0
2
61
0
0
0
11
0
2
0
11
4
0
5
0
0
9
6
0
13
7
0
68
2
0
0
7
0
2
0
21
7
0
7
1
12
9
108
0
9
0
60
245
0
0
0
1
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
3
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
1
0
0
1
0
0
0
0
1
4
0
0
0
0
0
1
0
0
0
0
0
0
0
1
0
0
1
1
3
7
0
0
0
0
0
0
1
2
2
0
0
0
1
0
1
0
0
0
18
25
ENGINE DEPARTMENT
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
3
Port
Boston
New York
Philadelphia .,
Baltimore
Norfolk
Tampa
Mobile
New Orleans ..
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Port Arthur —
Algonac
St. Louis
Piney Point ...
Paducah
Totals
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Boston
New York
Philadelphia ..
Baltimore
Norfolk
Tampa
Mobile
New Orleans ..
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Port Arthur —
Algonac
St. Louis..
Piney Point ...
Paducah
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
0
0
0
0
0
0
0
N)
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
2
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
2
•
STEWARD DEPARTMENT
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
2
4
0
0
0
0
0
0
1
2
1
0
0
0
0
0
0
0
0
0
9
13
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
1
3
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
2
0
0
0
0
0
0
0
2
0
0
0
0
0
1
1
0
0
0
0
4
28
91
126
13
71
72
.68
76
274
In a major Nov. 7 electoral victory for
America's workers, Missouri voters
decisively defeated a union-busting socalled "Right-to-Work" (for-Less)
amendment to their constitution which
would have outlawed union shop
contracts that require workers to join
unions or pay dues as a condition of
employment.
TTie 10th biggest industrial State's
record-breaking non-presidential year
vote was 3 to 2 against or 929,705 votes
against the proposal and 628,041 for it.
In heavily industrialized St. Louis, the
open shop amendment was crushed by a
4 to 1 margin. The unprecedented vote
exceeded by more than 200,000 votes
the previous state mark set in 1934.
"We convinced the people of Missouri
that workers have a right to belong to a
labor organization and to protect those
rights," said the head of the State Labor
Council.
AFL-CIO chief George Meany said
the Election Day victory was not just for
the labor movement but "for the free
collective bargaining system which is so
vital to the nation's economy." Presi
dent Carter obseped that the vote "... is
certainly a discouragement of similar
attempts in other states."
Though pre-election polls had given
the "Right-to-Work" proposal a 50-50
chance of winning, a massive get-outthe-vote and voter registration cam
paign by Missouri unions and support
ers turned the tide so much that they
beat the "right-to-work" forces in 69 of
the state's 115 counties. Of the new
voters registered before the election,
state officials attributed 100,000 to
union efforts.
Eighteen states had "Right-to-Work"
laws before 1955. Kansas voted for it in
1958 and Louisiana in 1976.
Alcoholism i'
disease.
liiiftitiiiiHiiliriiiiiififUiiiilll
It can be
treated.
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
A MESSAGE FROM YOUR UNION
NAK^'«
THE/
yoa
AND mo
VOOR
CARBEB
AT
December 1978 / LOG / 33
�LNG ARIES (Ener^ Transporta
tion), October 15—Chairman, Recerti
fied Bosun R. D. Schwarz; Secretary
G. De Barere. Some disputed OT in
deck, engine and steward departments.
Chairman held a discussion on some of
the articles that appeared in the Log; the
President's Report, Ocean Mining and
Offshore Drilling. Also the importance
of donating to SPAD. A vote of thanks
to the steward department for a job well
done.
MAUMEE (Hudson Waterways),
October 1—Chairman, Recertified
Bosun A. Harrington; Secretary J.
Prestwood; Educational Director C.
Merritt, Jr.; Deck Delegate Robert
Beale; Engine Delegate Dan Brass;
Steward Delegate Herbert T. Archer,
Some disputed OT in deck department.
Chairman discussed the importance of
donating to SPAD. Secretary reported
that the Log and .mail was received.
Educational Director requested all
members to read their new agreement as
there were some important changes and
also to read their constitution so they
will be aware of their rights. A vote of
thanks to the steward department for a
job well done. Observed one minute of
silence in memory of our departed
brothers. Next port Curacao.
DELTA ECUADOR (Delta Steam
ship Lines), October 8—Chairman,
Recertified Bosun V. Nielsen; Secretary
S. Brown; Educational Director Oliveri;
Steward Delegate Francisco Gonzalez.
Chairman discussed the importance of
donating to SPAD. Also about how
crewmembers should man and take care
of the 13 new Delta ships. Some
disputed OT in deck department. A vote
of thanks to the steward department.
Observed one minute of silence in
memory of our departed brothers.
OVERSEAS ALASKA (Maritime
Overseas), October 30—Chairman,
Recertified Bosun W. L. Osborne;
Secretary N. Johnson Jr.; Deck Dele
gate W. Johnson; Engine Delegate W.
C. Weekley. $20 in ship's fund. No
disputed OT. Chairman discussed the
importance of donating to SPAD.
Educational Director related his experi
ences on LNG vessels. The steward gave
a vote of thanks to the deck department
for helping keep the messhall and pantry
clean at night. Noted that it was good to
have a good, harmonious crew. Next
port in the Gulf.
SEA-LAND GALLOWAY (SeaLand Service), October 29—Recertified
Bosun George Burke; Secretary A.
Seda; Steward Delegate William Jones.
Chairman advised all members to read
the Log so they will know what Is going
on in the Union. Some disputed OT in
engine department. Everything running
smoothly. A vote of thanks to the
steward department. Observed one
minute of silence in memory of our
departed brothers. Next port Elizabeth.
OVERSEAS ARCTIC (Maritime
Overseas), October 1—Chairman,
Eddie Cain; Secretary R. De Boissiere;
Educational Director J. P. Chancey;
Deck Delegate Robert C. Munroe;
Engine Delegate W. Walker; Steward
Delegate John Lynch. $20.40 in ship's
fund. No disputed OT. A vote of thanks
to the Chief Steward R. De Boissiere for
an excellent job and a vote of thanks to
the engine department. Also to the new
Bosun Eddie Cain and the deck depart
ment. Observed one minute of silence in
memory of our departed brothers.
SANTA MARIANA (Delta Steam
ship), October 6—Chairman, John
Kelly; Secretary Weidle; Educational
Director Morin; Deck Delegate Clyde
A. King; Engine Delegate Harold
Welch; Steward Delegate William
Wyatt. $19.55 in ship's fund. Some
disputed OT in engine department. A
vote of thanks to the steward depart
ment for a job well done from the ship's
chairman and the membership. All
available attended the meeting. A
discussion was had about the lack of ice
in the crew mess and the crew pantry.
Report to Log: "I am really happily
surprised at the cooperation wc MCS
members have gotten from SIU mem
bers, by far, more than from any
previous union. I myself have served the
U.S. Merchant Marine for over 21 years
and I am proud of it. Weidle—Chief
Steward."
MOHAWK (Ogden Marine), Octo
ber 29—Chairman, Recertified Bosun
T. S. Barnes; Secretary R. Maldonado;
Educational Director Glen Dickens;
Steward Delegate Earl W. Clark. Some
disputed OT in engine department.
Chairman discussed the importance of
donating to SPAD and also advised that
applications for Piney Point upgrading
school are available. A vote of thanks to
the steward department for a job well
done.
SEA-LAND FINANClf (Sea-Land
Service), October 29—Chairman, Re
certified Bosun J. Pulliam; Secretary A.
Reasko; Educational Director Hacker.
No disputed OT. Chairman discussed
the LNG courses and other courses that
are available to members for upgrading.
Also discussed the importance of
donating to SPAD. All communica
tions received were read and posted.
Observed one minute of silence in
memory of our departed brothers.
^Official ship's minutes were also re BOSTON
ceived from the following vessels: TRANSCOLORADO
COVE SPIRIT
BRADFORD ISLAND
CANTIGNY
OVERSEAS ULLA
TRANSCOLUMBIA
SEA-LAND RESOURCE
MANHATTAN
BROOKS RANGE
OVERSEAS OHIO
PHILADELPHIA
SEA-LAND LEADER
BANNER
SEA-LAND COMMERCE
OVERSEAS ALICE
SEA-LAND CONSUMER
SEA-LAND ECONOMY
JOSEPH HEWES
DELTA PARAGUAY
COVE LEADER
MARY
OVERSEAS ALEUTIAN
FLOR
JEFF DAVIS
34 / LOG / December 1978
SEA-LAND VENTURE (Sea-Land
Service), October 22—Chairman, Re
certified Bosun A. Caldeira; Secretary
Roy R. Thomas; Educational Director
L. A. Acosta. $26 in ship's fund. No
disputed OT. Chairman held a discus
sion on the articles that appeared in the
Log and the importance of donating to
SPAD. A vote of thanks to the steward
department for a job well done. Next
port New Orleans.
PONCE (Puerto Rico Marine Mgt.),
October 3—Chairman, Recertified
Bosun B. Maldonado; Secretary C.
Rice; Educational Director J. Quintelia. Some disputed OT in deck
department. A vote of thanks by deck
department and crew to H. Serrano for
the good job done as deck delegate for
over one year. A vote of thanks to the
steward department for a job well done.
MAYAGUEZ (Sea-Land Services),
October 22—Chairman, John J. Meyerchak; Secretary C. E. Bell; Educational
Director John Darby; Deck Delegate
Melvin Fergusen; Engine Delegate Carl
G. Madsen; Steward Delegate Alfred
W. Flatts. No disputed OT. Report to
Log: "On October 9, 1978 at 1458
enroute to Koahsiung from Manila the
Mayaguez happened on the stricken
vessel Lung Hsiang floundering in
heavy seas with fifteen Taiwan seamen.
Capt. Stanley Malewski skillfully
maneuvered the Mayaguez into position
and the deck gang led by Bosun John
Meyerchak had all fifteen survivors
aboard within minutes. Hot food, tea,
blankets etc. were furnished by the
Steward department. A great amount of
professionalism was shown by the entire
crew." Next port Koahsiung.
COLUMBIA (Cove Shipping), Oc
tober 8—Chairman, Recertified Bosun
B. Owen; Secretary O.P. Oakley; Deck
Delegate A. Maher; Engine Delegate
Eugene Stone. Some disputed OT in
deck, engine and steward departments.
Report to the Log: "It may be interest
ing to know that our Captain holds this
very fine and capable crew in high
esteem. In fact, so much so, that he has
written an article about them in the
September issue of MSC's Sealift
magazine. But we also feel he too should
be commended as one of the great
skippers to have served under. Captain
Morris J. Sullivan." A vote of thanks to
the steward department for a job well
done. Observed one minute of silence in
memory of our departed brothers. Next
port Beaumont, Tex.
ERNA ELIZABETH
ZAPATA RANGER
BEAVER STATE
DELTA VENEZUELA
SEA-LAND PRODUCER
NEW YORK
AMERICAN HERITAGE
OGDEN CHALLENGER
OVERSEAS NEW YORK
SEA-LAND MARKET
SAN JUAN
STUYVESANT
TAMPA
WALTER RICE
MONTPELIER VICTORY (Victo^
Carriers), October 21—Chairman, Ubie
E. Nolan; Secretary George William
Luke; Educational Director Bernard
Sachs; Deck Delegate Stanley WiUiams.
$17 in ship's fund. No disputed OT. A
vote of thanks to the steward depart
ment. Observed one minute of silence in
memory of our departed brothers. Next
port New York.
LNG GEMINI (Energy Transporta
tion), October 15—Chairman Recerti
fied Bosun Charles Boyle; Secretary F.
Costango; Educational Director J.
Fedesovich; Deck Delegate Garald
Lopez; Engine Delegate Tom Curtis;
Steward Delegate Larry Dockwiller.
This is the first ship's meeting. No
disputed OT. Chairman noted that the
OK has been given to go ahead with the
basketball net and punching bag and
other recreational equipment in the
forward space. No smoking must be
observed at all times in forward spaces
and on deck. A mailbox has been placed
in "Ol" passageway and mail will be
picked up at each port. Next port
Singapore.
SEA-LAND EXCHANGE (SeaLand Service), October 8—Chairman,
Recertified Bosun Verner Poulsen;
Secretary L. Bennett; Educational
Director George Randle. Chairman
held a discussion on the new contract
and the importance of donating to
SPAD. Everything is running smoothly.
Next port Kobe.
ROBERT E.LEE (Waterman Steam
ship), October 1—Chairman, Recerti
fied Bosun Alfred Hanstvedt; Secretary
R. M. Boyd; Educational Director
Stanley E. Hawkins; Deck Delegate
Richard O. Spencer; Engine Delegate
Donald Leight; Steward Delegate
William Gonzalaz. Chairman gave a
report on the importance of donating to
SPAD. Some disputed OT in deck
department. A vote of thanks to the
steward department for a job well done.
Report to Log: "We were very proud to
receive 100 percent on the certificate of
sanitation. There's an old saying 'an SlU
ship is a clean ship.' We hope to keep it
that way. It takes proud men to make
this goal and 1 am proud to say we have
those men." Next port New York.
THOMAS LYNCH (Waterman
Steamship), October 22—Chairman,
Recertified Bosun John Hazel; Secre
tary Floyd Mitchell; Educational
Director Charles A. Henley; Deck
Delegate Louis A. Arena; Engine
Delegate Worcester J. Johnson; Stew
ard Delegate Henry Mobley. No
disputed OT. Secretary advised that if
anyone has any problems that he can
help them with' do not hesitate to come
forward with them. Chief electrician
says that if any man has questions on
electronics to tell him right away so they
can be answered. Chairman discussed
the importance of donating to SPAD.
Next port Jeddah.
DELTA MAR
SEA-LAND-MC LEAN
CONNECTICUT
CAROLINA
MASSACHUSETTS
OGDEN WILLAMETTE
ARTHUR MIDDLETON
OVERSEAS HARRIETTE
DELTA BOLIVIA
MOHAWK
HUMACAO
PUERTO RICO
CAPRICORN
VIRGO
GUAYAMA
I
ARECIBO
j
OVERSEAS WASHINGTON J
BORINQUEN
|
POINT SUSAN
I
BAYAMON
J
OGDEN TRAVELER
I
DELTA URUGUAY
A
SUGAR ISLANDER
J
INGER
f
SEA-LAND SEATTLE
|
GOLDEN MONARCH
!
SEA-LAND JACKSONVILLE!
DELTA PERU
�22 Qualified Men
QMED grads this month are (standing I. to r.) Luis Saddy, Don D. White, Edward
Whisenhant, Frederick Reyes, Danny Johnson, Erie Plaskin, Olie Webber, Ron
Seanson, Vince Meehan, Michael McNally and Bill Atwell. Seated (I. to r.) are J.
Salazar, Steve Fergus, Robert Kinchen, Chris W. Cunningham, Dick Glaze, Curtis
Jackson, Major Smith Jr., Luis Nieves, A. Thomas, A. Rafael Atehortua and
J. Camelo.
16 ABs Make the Grade
Pasta Anyone?
Assistant Cook Nicola Farinaccio
shows his diploma.
On Nov. 9 at Piney Point, the HLS gave AB diplomas to these 16 Seafarers. They
are (seated I. to r.) John Waddell, Mike Pratt, Jerry Hundley, James Johnson,
Jack Prescott, Pat Baker and Bob Dallas. In the back row (I. to r.) are Victor Beata,
Van Dy Phan, Stephen Hayslip, Walter Gauthier, Adron Miller, Tom Redes,
Gary Bach. Roman Williams and Lee Allen.
The Hai*ry Lundeberg
Welder for Hire
Ready to weld is John W. Myers, a
November grad of the Basic Welding
Course.
School of Seamanship
"For a better job todoY, and Job spcurity tomorrow,"
Shipboard Electricians
A Pair of Stewards
Here's six more graduates of the Marine Electrical Maintenance Course. They are
(front I. to r.) Bill Barrineau, Frank Guidry, Lawrence Allen and Aokro Glay.
Bringing up the rear (I. to r.) are Jessie Hall and Jonathan Fink.
LNG Ail Ratings Are Here
We now have 19 more LNG grads to man our ships. They are (frontT to r.) Steve
Hoye, Griffith Hutton, Spurgeon Simpson Jr., Ross Hickenbotam, Bob O'Rourke,
Don McKinney, Robert Wood and Roy Brock. Standing (I. to r.)_Don Bousson,
Willie B. Butts, David LaFrance, John Graham, Charles Kirksey, Harrison
Furukawa, Al Grimes, Carl L. Francum, Harvey McClung, Warren Shoun and John
Byrd.
New Chief Stewards Vincent Young (left) and James Higgins with their sheep
skins in front of the HLS.
December 1978 / LOG / 35
�m
Alvin Burroughs
Seafarer Al
vin Burroughs,
29, graduated
from the HLSS
Trainee Pro
gram in 1969. He
upgraded there
to firemanwatertender in
1970 and to
QMED in 1978. Brother Burroughs
holds firefighting, lifeboat and
cardio-pulmonary resuscitation
tickets. Born in Mobile, he lives
there and ships out of that port city.
Sometimes you're ftued
wmt
V|.'^
^iTorswim situatioo
John Vincent Gallagher
Nicholas J. Marrone
Seafarer Nic
holas .1. Mar
rone, 21, gradu
ated from the
HIS in Febru
ary 1976. Broth
er Marrone up
graded to AB
there in June
1978. He had
such "a good time there," he stayed
for the LNG Course which he com
pleted in August 1978. He holds his
firefighting, lifeboat and cardio
pulmonary resu.scitation tickets. A
native of Brooklyn, N.Y., he resides
in Long Island, N.Y. and ships out
of the port of New York.
Dewey Olds
Seafarer Dewey Olds, 23,
graduated from
the HLSS in
P i n e y Point,
Md. in April
1977. He up
graded to 3rd
cook there at the
same t i m e .
Brother Olds has his firefighting,
lifeboat and cardio-pulmonary re
suscitation tickets. He was born in
Houston, lives there and ships Irom
that port.
Keef Settino
Seafarer Keef
Settino, 24,
graduated from
the Hl.SS in
1974. He got his
AB endorsement
this year. Born
in Harrisburg,
Pa .. he lives
there and ships
out ol the port of New York.
Seafarer John
Vincent Gallag
her, 22, gradu
ated from the
HLS Entry Pro
gram in January
1973. He re
ceived his AB
endorsement in
• I 975. Brother
Gallagher has his firefighting and
cardio-pulmonary resuscitation
tickets from Piney Point. A native of
Turtle Creek, Pa., he resides in West
Virginia and ships from East Coast
ports.
Paul Sbrigiio
Seafarer Paul
Sbrigiio, 28,
joined the SlU in
1977 when he
graduated from
the Piney Point
Entry Trainee
Program. Broth
er Sbrigiio up
graded to AB
there in 1978. He holds his fire
fighting, lifeboat and cardio-pul
monary resuscitation tickets. Born
in East Boston, Mass., he lives and
ships out of the port of New York
City.
Leo Larsen
larer Leo
Larsen, 25,graduated from
Pinev Point in
1975. Brother
Larsen upgrad
ed to AB in New
York in 1978. He
has his firefightJt ing, lifeboat and
cardio-pu1 mona ry resuscilation
liekets. A native of San Franeisco.
he resides there and ships out from
that port.
Bernard Scott
Michael Peck
Seafarer
Michael Peck,
26, graduated
fI om
Pi ney
Point in 1974.
He upgraded to
fireman - watertender there in
1978. Brother
Peck has his fire
fighting, lifeboat and cardio-pul
monary resuscitation tickets. He
was born in Fort Worth, Tex. and
resides and ships from the port of
Houston.
36 / LOG / December 1978
Seafarer Ber
nard Scott, 25,
graduated from
the Harry Lundeberg School of
Seamanship in
1972. Brother
Scott upgraded
to AB there this
year. And he at
tended the Quartermaster Course in
Piney Point, too. He has his fire
fighting, lifeboat and cardio-pul
monary resuscitation tickets. Born
in Mobile, he lives and ships out of
the port of New York.
1 O-
'^(1 ,
l¥eV/ Help ¥eu Step Pfleat
At HLS, we'll help you get the job security and the higher pay
you need to keep your head above water. How? We'll help you
get the skills you need for your FOWT endorsement. Better skills
mean a better job and more security. Enroll in the FOWT Course
now! Course starts March 1.
To enroll, sec your SITJ Rejyrcsentative, or contact HLS.
54 Due Unclaimed Wages
From Maritime Overseas
SIU-contracted Maritime Overseas
Corporation has notified the Union that
54 SlU members are due unclaimed
wages from the company. To get the
unclaimed monies, you should write to
Maritime Overseas, Paymaster's Office,
511 Fifth Ave., New York, N.Y. 10017.
You should include in your letter the
name of the company's vessel or vessels
you sailed on; the ratings you sailed; the
dates employed and your social security
number.
Following are the names of those
members who are due unclaimed wages
from the company:
J.S. Matthews
R.F. Flournoy
C.J. Cosner
F.J. Howard
J.W. Mullis
A. Maben
O. Catlin, Jr.
J.L. Burk
J.J. Crecn
R.L. Oppel
II. Cliainberlain B.W. Warren
Deposit in the
SIU
Blood Bank—
It's Your Life
H. Scott
D.A. Clark
J. Downey
J. Lopez
T.R. Bolger
D.C. Showers
F.J. Howard
B.C. OToole
H.E. Home
N. Battle
E.P. Savickas
J.L. Burk
D. Johnson
E.E. Auger
Wm. F. McKinnon
G. Liakos
W. Dickey
J. Chesire
A. Jaster
J.P. Wimmer
F. Reynolds
D.A. Clark
D.L. Smith
D. Murray
D. Gomez, Jr.
S.H. Al-Maklani
F.W. Jewell
G. Matthews
F. X. Wherrity
J. Garrett, Jr.
F'.L. Henry
C.E. Hargrov?s
J.D. Womack
J.M. McCoy
J.D. Kelley, Jr.
S.G.Conner
H. Chamberlin
J. Hockman
R. Oriano
L.D. Nelson
R.C. Mobley
R.J. Orloff
�Burial at Sea Service Held for Drowned Seafarer; Rescuers Cited
A memorial burial at sea service was
held Nov, 12 for Edward E, "Eddie"
Arnold, 30, on the S'S Delta Brasil 50
miles from the northeast coast of Brazil
enroute from Belem to Salvador.
Seafarer Arnold of Mobile, Ala.
drowned when he fell from a launch into
the Para River, Belem on Nov. 10 while
returning to his vessel. Brother Arnold
was sailing steward utility on the Delta
Brasil.
In a moving eulogy to Brother
Arnold, the vessels master, Capt. J. L.
Cox, told what happened and singled
out an AB and the ship's chief engineer
with high praise for their valiant
attempts to rescue their shipmate in the
Para River's swift currents. He said:
"We join together here this Sunday
afternoon to honor the memory of and
pay our last respects to our departed
shipmate and lost brother who drowned
just two day ago in Belem, Brazil. It was
approximately 18:00 hours on this last
Friday evening Nov. 10 that Edward
Eugene Arnold fell into the waters of the
Para River near Belem for a launch as he
was attempting to return from shore to
rejoin his ship, the SS Delta Brasil.
"Eddie Arnold was a young man,
having lived but 30 years, 10 months and
18 days. He was born in Mobile, Ala. on
Dec. 23, 1947 and Mobile remained his
home. His family still lives there. Eddie
was on his second voyage here on the
Delta Brasil and was known to be a
good man who did his job, was well
liked and highly regarded by his
shipmates and friends aboard. No
higher tribute can we pay to any seaman.
"I want to thank all of you who helped
in the attempt to save Eddie's life. To
Arthur J. Heroux, able seaman, thank
you for your quick thinking and action
in throwing two life rings into the water
immediately nearest him. Had Eddie
Arnold known how to swim at all.
your actions might well have saved him
from drowning.
"Our most special praise and thanks
goes to our Chief Engineer Hilbert G.
Desplas, who—at great personal risk to
his own life—quickly jumped into the
fast flowing Para River and swam for
several minutes in the strong flood tidal
current, being carried far beyond the
reach of the ship, in his brave efforts to
save a fellow shipmate's life. I know that
I speak for everyone aboard in saying
'Thank you Mr. Desplas for your
courageous rescue attempts to save the
life of our lost Eddie Arnold.' Your
action, without regard to your own
personal safety, in the quick effort to
save another seaman's life is in keeping
with our highest and best seafaring
tradition, which is admired and re
spected by all who sail the seas.
"We pray that the tragic loss of this
good, young man shall not have been in
vain. That from this sudden and
untimely death we each take a new lease
on life and cherish each day that we live.
That we live life to the full in all respects;
do our duty in our daily works; be kind
to one another; to our families and our
friends; to be helpful to all with whom
we may associate and especially to our
shipmates.
"With his passing from our midst, let
us be always mindful and take heed of
the relentless seas and other dangers
that surround us each day. That we
never forget the constant need for
eternal vigilance to preserve ourselves
and our shipmates from harm and
possible death. To always be on guard
for our own safety and that of oui fellow
seamen. Let us remember always how
dependent we are on one another; how
fragile and temporary our lives are on
this earth.
"Let us .strive to be at peace with
ourselves, knowing that each day we
KNOW YOUR RIGHTS
Capt, J. L. Cox (center) of the SS Delta Brasil leads memorial burial service at sea
with off-duty officers and Seafarers for their late SlU shipmate, Edward E. Arnold
on the vessel's afterdeck on Nov. 12. He's "very much missed by all on
board . . ."
have done our best and tried somehow
better prepare ourselves for that
to make the world a better place because
eventual end, which is sure and certain
of our individual effort. How each of us
to take each one of us away some day, as
it did to young Eddie Arnold."
think and what we do, does matter as it
The captain finally asked all those
affects all others around us, where ever
present to join in saying the Lord's
we may be. By striving to improve our
Prayer.
own lives through helping others, we
Notice to Members On Job Call Procedure
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
KNOW YOUR RIGHTS
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
ot your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of'cgntracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
INLAND
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA'I'lONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so ;is to familiarize themselves with its con
tents. Any time you feel ;my member or officer is attempt
ing to deprive you of any constitutiomil right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters' District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
• clinic card
• seaman's papers
|j|!S^'!Hlllinill|[|llllljlllllllllllllH|||illlillll|||lfllll|j|lil|||||l^^
patrolman or other Union ollicial, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
ollicer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. 1 his established policy has been reaffirmed
by membership action at the September, 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official, receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
F.QUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
SEAFARERS POLITIC AL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to f urther its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution.is made by reason of the above improper
conduct, notif y the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y.11232.
December 1978 I LOG / 37
�630Have Honateci $100 or More
To SPAL) Since Beginning of 1978
irfl '. I.
:• 1'' i; I.
The following SIU members and other concerned individuals, 630 in all, have demonstrated an active interest in participating in political
and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or niorS^
to the Seafarers Political Activities Donation (SFAD) fund since the beginning of 1978. (The law prohibits the use of any union mon^^
such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through
voluntary political contributions. SFAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contribution^.
It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make m
contribution without fear of reprisal.) Thirty-one who have realized how important it is to let the SIU's voice be heard in the Halls of Congress
have contributed $200, eight have contributed $300, two have given $400, one has given $500, and one $600. The Log runs the SFAD Honor'
Rolls because the Union feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of
our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington,
D.C.)
NOTE: Each month's SFAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday
of the previous month.
^
.»
SPAD Honor Roll
Abrams, R.
Acevedo, M.
Adams, E.
Adams, P.
Adams, P.
Adams, W,
Adamson, R.
Adcock, J.
Agugussa, A.
Aguiar, J.
Air, R.
Alcarin, G.
Alcorn, R.
Aldgin, A.
Alexikis, A.
Algina, J.
Ali, D.
Allen, £.
Allen, J.
Alvarez, P.
Amat, K.
Ammann, W.
Andersson, A.
Anderson, D.
Anderson, E.
Anderson, R.'
Antici, M.
Antone, F.
Appleby, D.
Apuzzo, W.
Aquino, G.
Arampazis, T.
Arias, F.
Arland, W.
Aronica, A.
Aruz, A,
Atkinson, D.
Aumiller, R.
Avery, R.
Bahkowski, T.
Balaga, C.
Barnes, D.
Barry, J.
Batchelor, A.
Bartlett, J.
Bauer, C.
Baum, N.
Beeching, M,
Beeman, D.
Bellinger, W.
Benedict, J.
Berglond, B.
Bjornsson, A.
Blackhurd, R.
Blackwell, J.
Bluitt, J.
Bluitt, T.
Bohalek, W.
Boehm, B.
Bolin, R.
Bonser, L.
Bourgeois, J. L.
Boyne, D.
Bradley, E.
Brady, J.
Braggs, W.
Bronnlee, R.
Brooker, A.
Brown, G.
Brown, I.
Brown, S.
Bruce, C.
Bryant, B.
Bryant, N.
Bucci, P.
Buchanan, R.
Bullock, R.
Buffinton,. O.
Burgo, C.
Butch, R.
Butler, H.
Butts, B.
Byrd, J.
Cafefato, W.
Gaffey, J.
Cahill, C.
Cain, R.
Calogeros, D.
Campbell, A.
Campbell J.
Carhone, V.
Carey, W.
Carr, J.
Carter, R.
Castagna, C.
Castel, B.
Caswell, J.
Carroll, J.
Cavalcanti, R.
Cherup, N.
Cheshire, J.
Chick, E.
Chilinski, T.
Cinquemano, A.
Cirignano, L.
Clark, J.
Cline, L.
Cofone, W.
Colier 111, J.
Colon, E.
Comstock, P.
Conklin, K.
Connolly, W.
Conolly, R.
Cook, H,
Cooper, J.
Corder, J.
Cortez, J.
Costa, F.
Costango, F.
Costango, G.
Costango, J.
Costello, A.
Cotto, J.
Cousins, W.
Cox, E.
Craig, J.
Cross, M.
Cruz, A.
Curtis, T.
Czerwinski, J.
Dale, M.
Dallas, C.
Dalman, G.
Darley, B.
Davidson, W.
Davis, J.
Davis, J.
Davis, J.
Davis, S.
Deharrios, M.
DeChamp, A.
Deldaeh, T.
Delea, G.
Dell, R.
Del Moral, A.
Demetrios, J.
Dengate, H.
Der, D.
Di Domenico, J.
Diaz, R.
Diercks, J.
DiGiorgio, J.
Dillings, L.
Doak, W.
Dobbins, D.
Doherty, W.
Dolan, J.
Dolgen, D.
Donnelly, M.
Donovan, P.
Domes, R.
Dorris, R.
Driggers, T.
Ducote, C.
Dudan, M.
Dudley, K.
Duhon, E.
Duffy, J.
Duncan, J.
Dunlon, M.
Dupuis, M.
Durden, W.
Dwyer, J.
Dyer, A.
Eckert, B.
Edwards, W.
Elzahri, A.
Ervin, B.
Eschukor, W.
Evans, J.
Evans, M.
Fagan, W.
Faitz, F.
Fanning, R.
Fay, J.
Ferehee, R.
Fergus, S.
Ferguson, M.
Filer, W.
Fitzgerald, W.
Flade, L.
Fletcher, B.
Flores, J.
Florous, C.
Foley, P.
Franco, P.
Francum, C.
Frank, S.
Frazier, J.
Frey, C.
Fuller, E.
Fuller, G.
Furukawa, H.
Gallagher, L.
Gallier, M.
Gann, T.
Gard, C.
Gavin, J.
Gentile, C.
George, J.
Gilliam, R.
Gimhert, R.
Givens, D.
Givens, J.
Glenn, J.
Glenn, J., Jr.
Glidewell, T.
Gohrukouich, S.
Goeltz, W.
Golder, J.
Gooding, H.
Goren, J.
Gosse, F.
Graham, E.
Grant, W.
Green, A.
Greene, M.
Grepo, P.
Guevara, D.
Guillen, A.
Gutierrez, C.
Hager, B.
Hall, C.
Hall, E.
Hall, J.
Hall, L.
Hall, W.
Hamhlet, A.
Hamilton, G.
Hampton, D.
Haney, L.
Hansen, H.
Harris, N.
Harris, W.
Hart, K.
Hauf, M.
Haykes, F.
Heacox, E.
Heifer, J.
Helfrich, G.
Hemming, R.
Heniken, E.
Hernandez, J.
Higgins, J.
Horn, F.
Home, H.
Houlihan, M.
Houston, H.
Hunter, W.
Hurley, M.
Hush, C.
Huss, P.
Hussain, A.
Hussain, T.
Hutton, G.
lovino, L.
Ipsen, L.
Irizarri, V.
Jacobs, R.
Japper, J.
Jenkins, J.
Continued on next page
A MESSAGE FROM YOUR UNION
BE
HEAD^-UP,
sricKOur^
CACJ^E
LUMP^
PtAY
IT
^AFE
AT ALL
TIA^E^
a
o
38 / LOG / December 1978
�Continued from preceding page
4
Johnson, C.
Johnson, R.
Johnson, S.
Johnston, C.
Johnston, R.
Joliey, R.
Jones, C.
Jones, R.
Jordan, A.
Joseph, E.
Karlak, W.
Kastina, T.
KaufTman, R.
Kelley, E.
Kelly, W.
Kenny, L.
Kerr, R.
Kilford
Kirby, J.
Klrby, M.
Kirk, J.
Kizzire, C.
Knoff, J.
Koflowich, W.
Kool, L.
Kowalski, A.
Kramer, M.
Krittiansen, J.
Lamb, D.
Lamb, J.
Lambert, H.
Lance, W.
Lanczky, W.
Lankford, J.
Las, R.
Lay, M.
Lee, E.
Lee, K.
Lee, W.
Legg, J.
Lelonek, L.
Leonard,W.
Lescouich, W.
Lesnansky, A.
Lewin, A.
Lewis, J.
Liakos, G.
Libby, H.
Lindsey, H.
Lively, H.
Logue, J.
Loleas, P.
Long, L.
Lorman, S.
Loveland, C.
Lusk, J.
Macmberg, D.
Madajewski, M.
Magbanua, C.
Mainers, T.
Maldonado, B.
Malesskey, G.
Mallory, A.
Manafe, D.
Mandene, S.
Mann, C.
Mann, J.
Marchaj, R.
Martin, T.
Martinez, Q.
Mason, R.
Mathil, M.
Mattson, R.
McBean, N.
McCarthy, J.
McCarthy, L.
McCartney, G.
McCorvey,D.
McCoy, D.
McDuffie, J.
McElroy, E.
McFarland, J.
McGinnis, A.
McGregor, K.
Mcllearney, B.
MeKay, M.
McKay, R.
McKay, R.
McNeely, J.
Meacham, H.
Meeder, H.
Meffert, R.
Meglio, A.
Merritt, R.
Mesford, H.
Miller, D.
Miller, R.
Mintz, L.
Mize, C.
Mobley, R.
' Mollard, C.
Mongelli, F.
Mooney, E.
Moore, G.
Moore, J.
Moore, J.
Moritz, J.
Moroski, R.
Morris, A.
Morris, W.
Morrison, J.
Mull, C.
Murray, C.
Murray, R.
Musciato, M.
Myers, H.
Myrex, L.
Nash, W.
Neff, J.
Nelson, D.
Nelson, J.
Newberry, H.
Nezaro, S.
NIhem, W.
Nobles, E.
Novak, A.
Nuckols, B.
O'Brien, E.
OUara, M.
Oldakowski, E.
Olds, T.
Olivera, W.
Olson, F.
Orn, L.
Orsini, D.
Ortiz, F.
Ortiz, F.
Paczkowski, S.
Pagano, J.
Papuchis, S.
Paradise, L.
Parnell, J.
Passapera, F.
Patton, S.
Paulovich, J.
Payne, D.
Pecquex, F.
Pelfrey, M.
Pence, F.
Perez, J.
Petak, P.
Phillips, R.
Pillsworth, P.
Pivik, F.
Poer, G.
Pollack, A.
Powell, B.
Powell, S.
Prentice, R.
Pretare, G.
Prevas, P.
Priess, E.
Prims, J.
Pulliam, J.
Quipter, J.
Raines, R.
Ramage, R.
Randall, L.
Randazza, L.
Ratcliffe, C.
Reardon, J.
Reading, T.
Regan, F.
Reinosa, J.
Reza, O.
Richardson, J.
Riddle, D.
Ries, J.
Rings, E.
Ripoll, G.
Rivera, L.
Roades, O.
Roberts, J.
Rodriguez, R.
Rondo, C.
Rosenthal, M,
Rosete, R.
Royal, F.
Rung, J.
Ruzyski, S.
Ryan, T.
Sacco, J.
Sacco, M.
Salazar, H.
Saleh, M.
Sails, R.
Sanchez, M.
Sanders, D.
SanFillippo, J.
Santiago, A.
Sapp, C.
Sapp, G.
Schabland, J.
Schatz, G.
Scheard, H.
Schwartz, A.
Schwarz, R.
Schwabland, J.
Scott, C.
Scott, J., II
Scully, J,
Seager, T.
Seagord, E.
Selzer, R.
Selzer, S.
Serrano, A.
Shappo, M.
Sharp, W.
Shan, A.
Shaw, L.
Shelley, S.
Shopatt, H.
Sierra, M.
Sickels, R.
Sigler, M.
Sigley, R.
Silva, M.
Sims, E.
Skala, T.
Smith, B.
Smith, E.
Smith, J.
Smith, L.
Smith, R.
Smith, R. T.
Smith, S.
Smith, W.
Snellgrove, L.
Sorenson, W.
Soresi, T.
South, R.
Spady, J.
Speller, J.
Spencer, G.
Stalgy, R.
SEAFARERS POLITICAL ACTIVIIY DONATION
(SPAO)
675 FOURTH AVENUE
Date.
BROOKLYN, N.Y. 11232
S.S. No.
Contributor's Name,
Address
City.
-State.
-Zip Code
I acknowledge and understand that SPAO is a separate segregated fund established and administered
by my Union to engage in political activities and to make contributions and expenditures for candidates
seeking political office and solicits and accepts only voluntary contributions, and I have the right to
refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun
tarily determine and I herewith contribute the sum of ?
. This contribution constitutes my
voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A
copy of SPAO's report is filed with the Federal Election Commission and is available for purchase from
the Federal Election Commission, Washington, D.C.
I
4—
.4—.
•4—
Stankiewicz, A.
Steams, B.
Steinberg, J.
Stephens, C.
Stevens, W.
Stockman, B.
Stover, M.
Stravers, L.
Sulentic, S.
Surrick, R.
Swain, C.
Swanson, R.
Sweeney J.
Szupp, B.
Tanner, C.
Tanner, R.
Taylor, F.
Taylor, G.
Terpe, K.
Terry, D.
Thaxton, A.
Thayer, D., Jr.
Theiss, R.
Thomas, F.
Thomas, J.
Thomas, T.
Thorbjorsen, S.
Tiley J.
Tillman, W.
Todd, R.
Trotman, R.
Troy, S.
Turner, B.
Ulrich, H.
Uusciato, J.
Vahey, R.
Van Horn, D,
Vanvoorhees, C.
Velandra, D.
Velasquez, W.
<4— ^
Velez, R.
Vukmir, G.
Wagner, C.
Walker, T.
Wallace, R.
Wallace, S.
Ward, M.
Weaver, A.
Webb, J.
Weidie, J.
Welch, R.
Whererlunce, C.
Whitmer, A.
Whitsitt, M.
Wierschem, D.
Wilhelmsen, B.
Wilkinson, P.
Williams, A.
Williams L.
Williams, R.
Wilson, B.
Wilson, C.
Wingfield, P.
Wipmer, R.
Wolf, P.
Wood, C.
Worley, M.
Wright, A.
Wright, F.
Wright, N.
Wydra, R.
Varmola, J.
Yates, J.
Velland, B.
Yoichi, S.
Young, E.
Zai, C.
Zeloy, J.
Zimmerman, J.
$600 Honor Roll
Pomerlane, R.
$500 Honor Roll
Antich, J.
$400 Honor Roll
Lilledahl, H.
Curtis, T.
$300 Honor Roll
Andersen, R.
Brooks, T.
Chartier, W.
Forshee, R.
Hall, P.
Harcrow, C.
Larkin, J.
Nasser, A.
$200 Honor Roll
Ahmed, F.
Bernstein, A.
Bowker, A.
Brand, H.
Cahill, J.
Camacho, R.
Cookmans, R.
Crocco, G.
Dock wilier, L.
Drozak, F. '
Dryden, J.
Ellis, P.
Firth, R.
Frounfelter, D.
Gilbo, T.
Grima, V.
Hagerty, C.
Kerngood, M.
Kingsley, J.
Kitchens, B.
Lomhardo, J.
Lunsford, J.
McCullough, L.
McFarland, D.
Pow, J.
Reck, L.
Redgate, J.
Richoux, J.
Somerville, G.
Turner, E.
Turner, T.
!
I
December 1978 / LOG / 39
\'
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•7
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Ring Up Job Security:
Sign 30 Cent
SPAD Checkoff
''T^he best way for SIU members
A to cash in on economic secur
ity and job security is to make
sure the Union's voice is heard in
Washington when Congress de
bates bills that impact on mari
time and on labor as a whole.
The best way for the Union to
ring up support for the legislative
battles fought on Capitol Hill is
through contributions to SPAD.
And now, through our new,
voluntary program. Seafarers
can increase the Union's role in
political decision-making for the
cutrate price of 30 cents a day.
SIU members can sign a form
like the one printed below au
thorizing the Seafarers Vacation
Plan to deduct 30 cents a day
from their vacation benefits.
The 30 cents check-off will be
channeled into the Union's
separate political fund where it
will be used, like any other
voluntary SPAD contribution,
to finance the Union's work on
behalf of the membership in
Washington.
Letting Congress know now
and throughout the year mat the
Officul Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CK)
1978
SIU is determined to fight for the
survival of the maritime industry
and the security of its member
ship is critically important. And
if every SIU member opts to
donate that 30 cents a day to
SPAD, the strength
have to
keep fighting for those goals
could double.
When you think about it, 30
cents today won't even get you a
slice of pie in a restaurant. But 30
cents a day from SIU members
can get the Union a piece of the
political pie. There aren't many
bargains like that around these
days.
V
ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD)
TO:
DATE
Seafarers Vacation Plan
275 20th Street
Brooklyn, N.Y. 11215
Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made
by you to me for vacation benefits and at the time pf such payments, a sum equal to thirty cents per day for which
I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue,
Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified maii
is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the
date you receive it and applicable only to vacation benefits both earned and payable to me thereafter.
1/ .
I acknowledge advice and understand that SPAD is a separate segregated fund established and administered
by my union to engage in political activities and to make contributions and expenditures for candidates seeking
political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any
contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount
as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is
to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con
tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash
ington, D.C.
This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me.
Pt
Member's name (Print)
Member's Signature
Social Security Number
Members Home Address
City
i'-.
State
/
Port
Book Number
OFFICE COPY
Zip
.ZM
�
Dublin Core
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Title
A name given to the resource
Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
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Title
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December 1978
Description
An account of the resource
HEADLINES
WATERMAN BUILDING 2 RO/RO’S AT SUN SHIPYARD
NMU HIT WITH $1.1 MILLION IN DAMAGES: ECONOMIES ORDERED TO PAY DEBT
SIU TO LAUNCH DRIVE FOR SPAD CHECKOFFS IN NEW YEAR
STATES LINE, 1 OF 3 REMAINING PMA COMPANIES, FILES BANKRUPTCY
AT-SEA MEDICAL CARE DUE FOR A BOOSTER SHOT
SIU V.P. EARL SHEPARD DIES AT 65
U.S. TO SUBMIT STRONG LABOR PROPOSAL TO IMCO
LONDON MEETING WILL DECIDE WORLDWIDE MANNING STANDARDS FOR MERCHANT VESSELS
DESTITUTE U.S. DRY BULK FLEET LOOKING TO BETTER DAYS
AFL-CIO LEGISLATIVE HEAD BIEMILLER TO RETIRE
DONNYBROOK BREWING OVER ALASKAN OIL EXPORT PLAN
SIU PRESSURE GETS MSC TO DROP PANAMANIAN SERVICE
U.S. SHIPYARDS MAY DELIVER 32 LNG CARRIERS
DEEP SEABED MINING PROVEN FEASIBLE
REPORT CITES GROWTH PERISHABLE CARGOES AS BOON TO U.S. SHIPPERS
SENATE COMMITTEE HOLDS HEARINGS ON LIQUIFIED ENERGY GASES
U.S. DEEP SEA SHIP TONNAGE HOLDING STEADY
U.S. VESSELS GAIN IN GREAT LAKES ORE, GRAIN TRADES
CROWLEY VP NAMED TO HEAD PROPELLER CLUB
MARAD TURNS DOWN WATERMAN’S RE-APPLICATION FOR ODS
HESS GETS OK TO USE FOREIGN FLAGS FOR ALASKAN OIL
SIU TO SEEK ACT OF CONGRESS TO OVERRIDE APPEALS COURT DECISION
NACOA URGERS CARTER TO CONSOLIDATE MARITIME AGENCIES INTO ONE DEPARTMENT
A PROGRAM THAT MAKES A DIFFERENCE
MORE BOATMEN MOVE INTO THE WHEELHOUSE
SIU CREWS 7TH LNG SHIP, EL PASO ARZEW
U.S.-CANADA BILATERAL TRADE- EQUITY FOR BOTH
THE SIU AND THE 95TH CONGRESS, 1977-78 FIGHTING FOR JOBS AND JOB SECURITY THROUGH POLITICAL ACTION
BILL PASSED TO SPUR GREAT LAKES SHIPBUILDING
A NEW USPHS HOSPITAL OPENS
JOBS FOR AMERICANS PRESERVED IN OFFHORE DRILLING
BRAND: GOV’T NEGLECT OF WATER TRANSPORT WILL STALL ENERGY MOVEMENT
AFL-CIO BACKS KENNEDY’S NATIONAL HEALTH CARE BILL
SIU CREWS TOWBOAT BOB KOCH
USPHS TO IMPROVE CARE IN PHILADELPHIA AREA
NMC TELLS 8 NATIONS ‘CRACK DOWN ON SOVIET SHIPPING’
SIU CREWS LIONHEART, TAKING OVER FORMER FOREIGN FLAG RUN
ADMINISTRATION MODIFIES WAGE-PRICE PLAN
GANGWAY WATCH DUTIES IMPORTANT
USNS COLUMBIA- A GOOD CREW MAKES A GREAT SHIP
BURIAL AT SEA SERVICE HELD FOR DROWNED SEAFARER; RESCUERS CITED
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
12/1/1978
Format
The file format, physical medium, or dimensions of the resource
Newsprint
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
Vol. 40, No. 12
1978
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/efaa8fa5d0a5a25cc9dd9754d3d11ab4.PDF
693d9fb95aedf62fa025ba7058a6f2d8
PDF Text
Text
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Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
NOS?° NOVEMBER 1978
,*1
New Tug, Sandra Smith,! SlU Crews 6fh U.S. Flag
Joins SlU Inland Fleet
See Page 38
I
Gas Carrier, LNG Leo
See Page 33
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Happy
Thanksgiving
To
All SlU
Members
At Sea &
Ashore
SlUNA Convention Targets
Goals for Future See Pages 19-30
'
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* SfO Cefebrotes lts"40t/i
Anniversary See Pages 11-14
V
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Seamen May Be Declared Eligible for Veteran Benefits
America's merchant seamen have put
their lives on the line in every war the
U.S. has ever fought. In World War II,
7,500 merchant mariners lost their lives
in the line of duty, while 30,000 more
were torpedoed. And when thousands
of American POWs returned to the
States after the War, 572 merchant
seamen were among their ranks.
The only thing, though, merchant
seamen have ever gotten from the U.S.
Government for their wartime actions
and heroics is a pat on the back.
This may all change soon, however,
because Congress has created a mechan
ism whereby seamen and other civilian
groups that served in military support
roles during wartime can qualify for
Veterans Administration benefits.
In other words, merchant seamen
who served on vessels in military
support roles during World War II, the
Korean War or the Vietnam War may
be granted veterans status, thereby
becoming eligible for veterans benefits.
Hundreds of SIU members—both
active and retired—could come under
this category. And it could mean
substantial retroactive veterans benefits
for those declared eligible.
G.I. Improvement Bill
Congress actually set the wheels in
motion last year with passage of the G.I.
Improvement Bill of 1977. One of the
provisions of this bill empowered the
Secretary of Defense to set up a
Civilian/Military Review Board to
determine if certain groups, such as
seamen, should be given veterans status.
The Review Board, itself, probably
will not convene until early next year.
However, the Department of Defense
(DOD) has at least published its
proposals in the Federal Register
and has requested comments from
interested groups.
When the Board does convene,
though, the SIU along with other
maritime unions, will present a detailed,
well researched application on behalf of
the nation's merchant seamen.
In the meantime, the SIU has already
reviewed DOD's proposals concerning
the Review Board. The Union has found
the proposals comprehensive in all but
two areas.
SIU President Paul Hall, in a letter to
DOD, said that the Union does not
agree with DOD's plan to conduct
Review Board meetings in closed
executive session. Hall said that "closed
sessions are inappropriate because
groups under consideration apparently
will have no opportunity for appeal or
review of Board findings."
Instead, said Hall, Review Board
meetings should be open sessions at
which qualified spokesmen from groups
rK
under consideration will have the
opportunity to submit testimony.
He said that the open session format
would "create an atmosphere wherein
the Board could maximize its efforts to
gain information through personal
interplay with knowledgeable wit
nesses."
President Hall also took issue with
DOD's proposal that "only official
documents" be presented before the
Board for review. Hall said that this
narrow rule "could seriously hamper the
adequate presentation of group applica
tions."
Hall noted that "the type of evidence
for presentation by group applicants
should be widened to cover whatever
gaps have occurred because of loss of
official records or their formerly secret
status."
In wrapping up his comments.
President Hall said that "the main
concern of the SIU is that the Board
have as complete a picture as possible in
making its determinations as to the
eligibility of groups. Open hearings and
maximum use of available evidence and
historical information appears tous to be
a better format than a closed executive
session with strict limitations on
presentation of evidence."
for merchant marine will be the U.S.
Maritime Administration. In fact,
MARAD has already submitted a
preliminary report to DOD outlining
the merchant marine's contributions to
the war effort in World War II.
The MARAD report proclaims that
"merchant ships were crucial to the
supply of the entire war effort world
wide not only in convoys for general
supply but also as integral elements in
military amphibious landings . . . and
merchant seamen provided critical
support to the military during World
War II."
/
The MARAD report also notes that
merchant seamen in World War II
received military training and partici
pated in defense gunnery manning when
no Navy crews were assigned.
MARAD also pointed out the high
casualty figures of merchant seamen
during the War.
MARAD Report
As we see it, if not more that the
normal amount of bureaucratic red tape
holds up movement on this issue,
merchant seamen should know in about
six months if their service during
wartime will be considered active service
in the armed forces.
When the Review Board finally does
convene, another important spokesman
The SIU will be fighting to make sure
that it will.
As we moved into the '50s, we weren't getting or giving as many bloody
noses. But we were certainly taking our political lumps in Washington.
Almost overnight, a huge segment of the American merchant fleet had
been sold out from under us and converted to runaway flags. In other
words, we were being legisfated off the high seas.
Instead of just beefing about the plight of our industry, the SIU went to
work in the new battleground—the political arena. Since then, we have
built one of the best political action programs in the labor movement—a
program that has enabled us to slow down the decline of our industry and
begin the long haul to bring it back to a position of respect on the world's
sealanes.
Paul Hall
40 Years Young, Still Fighting
Living in the past is for those who really don't have much of a future.
But it's good to look back once in awhile to study your history and to see
how far you've come.
As SIU members, there is no better time than right now to reflect for a
few moments on our beginnings because this month marks the 40th
Anniversary of our Union.
When we first started out back in 1938, most people in maritime
wouldn't have given five cents for our chances of surviving one year,
much less 40 years.
Most of our contracted vessels were the old tramp freighters and we
didn't have a tanker in the fleet.
On top of this, we were the youngest and smallest Union on the
waterfront and lot of people thought they were going to run us out. We
had to fight on every major waterfront in the country to protect our
jurisdiction. Just about every oldtimer in this Union could tell you stories
about our early fights.
But despite the trouble of those times, we grew larger as an or.ganization and progressed. We won drive after drive in organizing
campaigns. Along the way, we cracked some of the toughest, most anti
union companies in the business.
Each victory pumped new energy into our Union and into our
determination to succeed.
We also began making tremendous headway in our contracts. We
succeeded in negotiating new highs in our wage levels. And we led the
industry in establishing formulas for welfare, vacation and pension
benefits for our people.
In addition to being the leaders in politics and in establishing new and
expanded benefits for our members, the SIU has been a leader in
providing educational opportunities for SIU people with the help of the,
Lundeberg School.
Not only does our School give SIU members the opportunity to learn
new skills and advance their ratings. But the School is doing the
indispensable job of helping us to cope with the problems and challenges
of automation and advancing technology in the industry.
When you look at it closely, there has been tremendous change in the
last 40 years, not only in our industry, but in our Union.
The only similarity between the ships of today and those of four
decades ago is that they float and carry cargo.
The only similarity between the SIU of today and 40 years ago is our
ultimate goal—a better life for all of us.
It has been an interesting 40 years, a tough 40 years and a fruitful 40
years. We started with nothing and succeeded in building a Union that
has not only weathered the storms, but a Union that is in good shape and
quite capable of meeting the challenges of the future.
In retrospect, the real key to our success has been our ability to
recognize our problems and then to do whatever had to be done to meet
these problenis.
Also, we never turned our back on a problem. Problems don't go away.
And we never put off meeting a problem for another day simply because
the longer you wait the more unmanageable it gets.
For 40 years, we have fought the good fights. We won some and we lost
some too. But even in losing, our opponents knew they had been in a
fight.
Win or lose, though, we simply kept plugging and punching in our
efforts to move forward and grow.
Our oldtimers—the guys who took the early licks—have a lot to be
proud of today. And our younger members should be proud of what they
have to protect and what they have to build on for the future.
Change of address cards on Form 3579 should be sent to Seafarers InternationarUnion, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklvn NY
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No, 11, November 1978. (ISSN #0160-2047)
2 / LOG / November 1978
�»V»,
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SIU Girds For Battle Over Manning
• -'
'-
•- ' -c
Union Determined to Keep Crew Sizes at Safe Levels
for what promises
Itingntopreparation
be a crucial conference for set-,
worldwide manning standards,
the SIU has taken a firm position on
making the size of a crew directly
dependent on the safe operation of
merchant vessels.
In January, 1979, the Intergov
ernmental Maritime Consultative
Organization (IMCO) will meet to
determine the first international
agreement for minimum manning
levels. Since the U.S. is a major
participant, IMCO's decision can
have a tremendous impact on the
size and responsibilities of U.S.
merchant crews.
But what that impact should be is
a matter of debate now between the
different groups which have a say in
formulating U.S. manning policy.
Safety should be the key issue in
setting manning standards, the SlU
maintained in its 27-page position
paper delivered at the first of a series
of meetings held to work out the
U.S. proposal for the IMCO confer
ence. The meeting took place on
Nov. 8 at Coast Guard Headquar
ters in Washington, D.C. and was
attended by representatives from
maritime labor, management and
government.
The American Institute of Mer
chant Shipping (AIMS), a manage.ment group, said, "it is essential that
the present objective should not be
to expand current safe standards
which do exist in advanced maritime
countries, but to bring unsafe, or in
some cases no standards up to a safe
level."
SIU Differs with AIMS
However, the SIU provided
ample evidence, backed up by the
other maritime unions at the meet
ing, that there is a great need for
improvement even in "advanced"
maritime countries like the U.S. The
other unions were the National
Maritime Union, Maritime Engi
neers Beneficial Association and the
Masters, Mates and Pilots union.
The SIU pointed out that "mini
mum manning as it is construed
today all too often means the lowest
manning the operator is permitted
by law on a ship, it is viewed only as
how few ratings will suffice to get the
job done."
The SIU report gets to the heart of
the manning issue by setting forth a
Legislative News
GAO Report on Navy
Page 5
SIU in Washington ... Pages 9-10
Union News *
IMCO Manning Scales
Page 3
Scholarships
Page 15
President's Report
Page 2
Headquarters Notes
Page 7
LNG Leo
Page 33
Broth_erhood in Action ... Page 44
At Sea-Ashore
Page 18
SPAD Checkoff
Back Page
V.A. Benefits For Seamen Page 17
Great Lakes Picture
Page 8
Inland Lines
Page 6
SPAD Honor Roll.... Pages 46-47
SlUNA Convention .. Pages 19-30
2,500th Inland Check .... Page 44
number of fundamental safety and
health principles which must be
carried out in deciding crew size.
These require that all crews be large
enough to do the following:
• To insure the safe navigation of
the vessel in all conditions,
which includes important
watch standing duties.
• To perform routine mainte
nance and repairs.
• To monitor the ship's equip
ment at all times as well as be
able to meet personnel prob
lems caused by illness, injury or
death.
• To include a steward depart
ment capable of preparing
wholesome meals .as well as
maintaining proper hygiene.
(At present, IMCO's confer
ence agenda does not include
manning for the steward de
partment.
• To provide a blend of ratings
from the highest to the lowfest
so that the career progression
chain is maintained.
• To avoid excessive overtime.
• To meet the demands of spe
cialized ships and equipment;
of weather and trade routes;
and of living conditions and the
age of the vessel.
The SIU also stated that con
siderations of occupational safety
and health must be applied to
shipping, which is not done now in
the U.S. "The Coast Guard views
safe navigation as its responsibility
but neglects the safety and wellbeing of the crew. IMCO must
insure that the workplace aboard
ship is safe and healthful for
seamen."
Crews Overworked
The Union report points out the
serious problems that already exist
on U.S.-flag vessels because these
basic safety concerns have not been
tied to manning. For example,
rested personnel often are not
available in the unlicensed deck
department to stand watch.
"On tankships, where the tanks
must be cleaned between ports, the
deck crew must often work around
the clock cleaning tanks and then
stand watch without getting any
rest. Sleeplessness, combined with
exposure to toxic fumes, results in
INDEX
General News
National unemployment.. Page 33
31 Dead on Panamanian
Page 33
Tanker
Page 31
Ship's Digests
Dispatcher's Reports:
Page 36
Great Lakes
Page 32
Inland Waters
Page 34
Deep Sea
. Page 5
5 New Bulk Ships
Training Upgrading
'A' seniority upgrading ... page 45
Piney Point Grads
Page 37
At Coast Guard Headquarters in Washington earlier this month, the SlU's
delegation for input into the U.S. position on manning for upcoming IfVICO
conference listens to management viewpoint as noted byAIMS spokesman.The
SIU people from the left are: Charles Nalen, director of vocational education at the
Lundeberg School; Red Campbell, SIU representative from Headquarters: John
Fay, Philadelphia agent, and SIU Vice President Earl Shepard,
fatigue, creating a great potential for
a casualty. Without some crew
flexibility the stress on the crew in
this situation is great."
This situation is not only a hazard
to safe navigation, but also carries
over to "critical maintenance tasks,
which are often ignored when the
vessel is undermanned and tank
cleaning and watchstanding absorb
all of the seaman's time."
Insufficient Manning
Insufficient personnel is also a
problem in the engine and steward
departments where automation has
reduced manpower, but has not fully
covered the workload. Skilled
crewmen must still monitor. Control
and repair equipment in the engine
room to keep it free from fire and
safety hazards, the report explained.
Automated alarm systems are not an
excuse for unattended engine
rooms. "An unlicensed engine room
rating on duty at all times can see,
feel, smell or hear a potential
mechanical problem long before an
automated system may detect it."
In the steward department, the
advent of portion-controlled serv
ings and other time-saving devices
have not filled the need for skilled
Membership News
New Pensioners
Page 43
Final Departures .... Pages 40-41
Sugar Islander
Page 39
Sandra Smith
Page 38
Special Features
SlU's 401h
Anniversary
Pages 11-14
Happy
Thanksgiving
personnel. "Ready-made airline
type meals are unpalatable to the
crew on long voyages." Moreover,
these are often not available in
foreign ports and the steward must
then prepare food from scratch.
"When sufficient cooks and bakers
are not available, poor food and
steadily declining sanitary condi
tions affect the well-being of the
entire crew."
Minimum Crew—Maximum Work
These examples and many others
provided in the report illustrate the
fact that a minimum crew always
carries a maximum work load. "As
long as the competition of the
shipping marketplace makes the
minimum legal crew in effect the
maximum, the authorities setting
manning must build in a maximum
work allowance for crewmembers to
insure that fatigue and other pro
blems are not a constant danger."
The SlU's report performs an
important service by describing in
detail the full workload of unli
censed personnel in all departments
and relating it to the safe operation
of the vessel and the well-being of
the entire crew. "Even in the U.S.,
there is little research or data on
minimum crew levels, much less the
responsibilities and duties that go
into the development of such
concepts."
The SlU's position will be taken
up again at two more meetings prior
to the IMCO conference, on No
vember 28 and December 19, when
the U.S. proposal is expected to be
finalized. The following SIU offi
cials and staff members will repre
sent the Union, as they have since
the start of the preliminary work for
the conference: Earl Shephard, SIU
vice-president and representative to
IMCO; John Fay, Philadelphia port
agent; Red Campbell, New York
representative, and Charles Nalen,
director of vocational education at
the Harry Lundeberg School.
November 1978 / LOG / 3
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AFL-CIO Says Anti-Inflation Plan Keys Too Much on Wage Controls
Inflation. It's on the minds of most
Americans these days, and that's putting
it mildly. Because, thanks to inflation,
it's simply getting more and more
difficult for the average American
family to make ends meet.
The plague of inflation, and how our
leaders go about fighting it, is going to
effect us for a long time to come. Their
decisions and actions will effect our
jobs, how far our paychecks will go in
providing us with the basic necessities,
and what the actual quality of life will be
for us in the future.
These thoughts were very much on
the minds of the AFL-CIO's Executive
Council late last month when it met,
among other things, to respond to
President Carter's October 24 address
on inflation. SIU President Paul Hall is
Senior Vice President of the Council.
Just about the-only thing the AFLCIO and the Carter Administration
agree on, as far as inflation control is
concerned, is that something needs to be
done about it—and that austerity and
sacrifice is going to figure into whatever
plan we come up with.
How the Carter Administration plans
to go about controlling inflation—and
on whom the burden of sacrifice would
seem to fall most heavily—is what the
AFL-CIO takes strong issue with.
"Unfair, Inequitable"
Because of the Carter plan's emphasis
on controlling wages, rather than prices,
the AFL-CIO Executive Council's
statement, issued on October 31, called
the plan, "unfair and inequitable."
The Carter anti-inflation plan in
cludes provisions for inflexible and non
voluntary wage controls, while its price
control guidelines are flexible and
without effective enforcement. At the
same time, there are no provisions for
the control of profits or interest rates,
nor does it provide for effective control
of professional fees.
The AFL-CIO Executive Board meets in special session late last month to discuss President Carter's anti-inflation program.
SIU President Paul Hall, who serves as Senior Vice President on the Executive Board can be seen at the head of the table.
According to AFL-CIO President
George Meany, Carter's plan "attempts
to control wages and keep down wages.
It controls nothing else, nothing else.
That docs not attack the problem of
inflation."
What the AFL-CIO calls for, as
opposed to the Carter plan, is a "full,
fair" system of controls which would be
legislated by Congress. Speaking of this
system of controls, Meany said, "we are
ready to have wages controlled by an act
of Congress. But we want dividends
controlled. We want the middle man
controlled. We want insurance rates
controlled. We want housing con-
Alaska Wants U.S. to Export
North Slope Oil
The oil companies tried everything
state and the companies blame U.S.-flag
short of blackmail earlier this year to
tankers, now the only way to market the
convince the government to export
oil on the East Coast, as the immediate
Alaskan oil to .lapan. Now it appears
cause of their economic woes. And both
the State of Alaska is pulling the same
want a Federal okay to get around
tactics.
American shipping.
State officials are trying a force play
The export plan is really a swap
as the latest attempt to ship America's
scheme
which would trade-off ILS.-flag
black gold out of the country. They have
threatened to put off all state oil lease vessels on both ends. Alaskan oil would
sales and possibly limit production on be shipped to Japan in exchange for
already leased fields until the govern Middle Last oil to go to the U.S. East
ment allows exports of Alaskan crude. Coast. Since the Jones Act would no
"The state will sit on the oil until it's longer apply, foreign flag tankers would
economical to produce it." Alaska he used for both voyages.
Commissioner of Revenue Sterling
But American maritime labor would
Gallagher crowed last month. Curtail
not be the only losers in the bargain.
ing current production may be illegal.
Although Alaska and the oil companies
But holding up future onshore and
both complain that they aren't making
offshore development means that the
enough money, neither one is appar
state would be sitting on an estimated 40 ently concerned about the losses that the
percent of America's oil and gas
nation as a whole would sustain in the
potential.
swap deal.
The economic problem, according to
Increasing the use of foreign-flag
Alaska Gov, ,Jay Hammond, is that the
tankers and foreign oil would trade off
surplus buildup of North Slope crude
environmental security and energy selfhas stopped the "massive amounts" of
reliance for the country, which the
oil revenues predicted for the state. West
Alaska pipeline legislation was passed
Coast refineries can't handle the high
to protect. Moreover, shipping the oil to
sulphur Alaskan oil and the oil com
Japan would discourage efforts to
panies have done nothing to retrofit
retrofit the West Coast refineries and
these plants, or to build pipelines to
build the pipelines to the South and the
carry the oil to the South and Midwest.
Midwest, which are the only lasting
solutions to the economic problems
Both of these steps had been planned
caused by the surplus.
along with the pipeline. But now the oil
companies arc blaming high state taxes
The SIU fought the export of Alaskan
and Federal regulations as costly
oil before and will fight agaii| to stop L
roadblocks to additional domestic
this attempt to raise profits now and
investment. In the meantime, both the
shortchange the country in the long run.
4 / LOG / November 1978
trolled. We want everything that goes
into the cost controlled, and then maybe
we will get a handle on this inflation,
and when we do we can remove the
controls and get back to normal."
Lesser of 2 Evils
Although the AFL-CIO Executive
Council has called for "mandatory,
legislated, economic controls", it sees
controls as the necessary lesser of two
evils. According to its October 31
statement, "we do not like controls. We
do not welcome governmental opera
tion of the market place. But recession is
worse; runaway inflation is worse; the
discriminatory application of wage
controls is worse."
If the Carter plan were to be
implemented, says Meany, it could well
lead to, "another recession, with mass
unemployment."
What is needed—and this was the
central theme of the AFL-CIO's stater
ment—is a plan whereby the burden of
responsibility and sacrifice will be
equally and fairly distributed; where we
will be "equal partners in austerity."
The AB's Job has
changed a lot
over the years. .
So learn to do it right!
Enroll
In the AB Course
at HLS.
Learn the skills you need aboard modern U.S. ships.
Earn the rating that means job security and good pay for you.
Course is four yveeks long and starts January 4.
To enroll, see your SIU Representative or write to:
Harry Lundeberg School
Vocational Department
Piney Point, Maryland 20674
�OAO Says Navy Should Use Merclianf S/iips, fugs
A recent report from the U.S. General
Accounting Office has confirmed a
long-standing SIU claim that the Navy
couU save millions of dollars by relying
more on the merchant marine instead of
continually building up their fleet of
non-combat ships and tugs.
The GAG report urged the Navy to
reconsider its plans to build two new
fleet oilers and three new tugs in view of
the substantial number of commercial
vessels available to do the job.
The two new oilers, approved this
year, would cost about $323 million.
Construction of the new tugs is esti
mated at $53 million.
The report also criticized construc
tion already under way of four Navy
tugs for $55 million and three fleet
oilers for $342 million.
The GAG findings back up what the
SIU has been saying for years. While the
merchant fleet stands ready to provide
military support services, the Navy
continues to duplicate this role with its
own vessels—at tremendous cost to the
government.
The report criticized the Navy's tug
construction program on several
counts. In planning the replacement of
its aging tug fleet, the Navy "did not give
sufficient consideration to the substan
tial U.S. merchant marine, did not
adequately determine wartime require
ments and overstated peacetime re
quirements."
The GAG agreed that the Navy must
maintain a "nucleus" of fleet ocean tugs
in the event of war, but said the size of
that nucleus is "questionable." The
report concluded that "without ade
quate evaluation of peacetime and
wartime needs and without maximum
use of commercial assets, the Navy
cannot justify additional construction
of new fleet ocean tugs."
If the three tugs are not built, the
savings would include the $53 million in
construction costs, plus the recurring
annual expense of $3 million to operate
the new vessels.
The GAG objected to the Navy's fleet
oiler construction program because the
costly vessels won't be able to do the job
required.
Oilers function primarily as shuttle
ships and are also used as backup
station ships to supply combat forces.
But the GAG found that the three oilers
under construction "are less than
adequate as backup station ships and
productively inefficient as shuttle
ships,"
The Navy went ahead with this
construction as well as plans to build
two more additional oilers even though
cost saving alternatives were presented
to use merchant ships instead. "Com
mercial tankers are currently capable of
providing peacetime support and
limited support of the Navy in wartime,"
the report determined, "but much more
could be done (at minimum cost) to
increa-se merchant tankers' capabilitiesr
The GAG recommended that the
Secretary of Defense direct the Secre
tary of the Navy to defer construction of
additional vessels, to maximize peace
time use of tugs and to plan for
increased use of commercial vessels as
wartime support services.
SIU to Man 5 New Dry Bulk Carriers
The dwindling U.S. dry bulk fleet will
get a shot in the arm through construc
tion of five new bulk carriers over the
next two years.
The new ships, which will be manned
by the SIU, are the first of their kind to
be built with government subsidies since
the entire maritime subsidy program
was greatly extended under the Mer
chant Marine Act of 1970.
Robert Blackwell, assistant secretary
of commerce for maritime affairs, called
the project "a significant first step in
revitalizing the U.S.-flag dry bulk fleet
which now consists of only 19 vessels."
The five 36,414 dwt bulkers will be
built by Levingston Shipbuilding
Company of Grange, Tex. for slightly
over $200 million. The construction
subsidy, paid to the shipyard to offset
lower foreign shipbuilding rates, will
cover nearly half of the cost, 49.05
percent. In addition, the Government
will pay $37,000 per vessel for the
installation of national defense features.
Upon completion, the ships will be
purchased by Levingston Falcon I
Shipping Company and then bareboat
chartered for 20 years to an SIUcontracted company, which will receive
operating subsidy.
The 616 foot vessels will be capable of
16.4 knot speeds. The first ship is
scheduled for delivery Dec. 31, 1980,
with others to follow at six month
intervals.
The project is good news, not for
Seafarers alone, but for other sectors of
maritime labor. Blackwell pointed out
that it will generate some 6,000 man
years of work for American workers in
the shipyard and related marine in
dustries. "This is a significant develop
ment at a time when shipbuilding is in a
worldwide decline," he said. It is the first
subsidized shipbuilding contract of
calendar year 1978, compared with five
during 1977 for 10 ships in all. Those
had a total value of about $525 million.
Gverall, the project is the first bright
outlook in years for the U.S. dry bulk
fleet. The current 19 vessel fleet, made
up of 17 straight bulkers and two
combination ore/oilers, totals only
556,000 dwts. The two combination
vessels were built in 1974, but 13 of the
remaining pure bulkers were built
during World War II. At this time, U.S.
foreign bulk trade amounts to a massive
300 million tons a year. The U.S. fleet
carries only one percent of this cargo.
In addition to the five new ships, a
maritime aids program for the dry-bulk
industry is under review by the Mari
time Administration, which "should be of
further help in upgrading U.S.-flag dry
bulk shipping capacity," Blackwell said.
The new ships will trade worldwide,
most likely hauling grain from U.S.
Gulf ports to the Far East and returning
with sugar from the Philippines and
wood and iron products from Taiwan.
tuning tnp pap can be safe ant simple
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Minimum Wage Law Hits 40
Like the SIU, which celebrates its
40th anniversary this month, the U.S.
Minimum Wage Law, formally called
the Fair Labor Standards Act, marks its
four decades of existence as well.
The historic act, spearheaded by the
American labor movement, was signed
into law in 1938 by President Franklin
D. Roosevelt covering 15-million
workers (8-million then unemployed). It
established a nationwide minimum
wage, overtime pay and child labor
protection.
Roosevelt called it"... except for the
Social Security Act ... the most farreaching, far-sighted program ever
adopted here or in any other country."
Today, the minimum wage law covers
5()-million workers engaged in interstate
commerce or producing goods for it,
giving them a minimum wage of $2.65
an hour now and $3.35 an hour by Jan.
1, 1981.
The law was changed by Congress six
times from 1961 to 1977 to hike the
minimum wage ceiling for millions more
workers due to the backing and unstint
ing efforts of the AFL-CIG to get the
amended legislation passed.
At its inception, the act gave people
with ". . .jobs who frequently worked
long hours at low wages and lived in
daily fear of wage cuts" a minimum pay
scale of .25 cents an hour and a
maximum work-week of 44 hours. After
44 hours, they would get required time
and one-half overtime pay.
To enforce the lav/, the U.S. Labor
Department's Wage and Hour Division
was set up in 1938. Since then it has
disclosed minimum wage violations and
unpaid overtime compensation amount
ing to more than $1.6 billion with $844million recovered from employers and
repaid to 9 million workers.
In the past 12 months, more than a
half million workers were cheated out of
$40-million in minimum wage payments
and $51.7-million in overtime pay.
A construction worker in his 50s
remembers that "when I first started out
as an apprentice, I think I remember
that the minimum wage was .75 cents or
a dollar an hour. It wasn't much in itself,
but the important thing is that it was
there. It gave us confidence, gave us
support."
Another worker in his late 30s says
that "my father still talks about it. He
worked in a textile mill. He says he'll
always remember when it was passed,
that the law and the union movement
were the most significant things that put
American workers where they are
today."
The minimum wage push began at the
start of this century. In 1923, 17 states
had it on their legislative books. It was
stymied that year, though, when the
U.S. Supreme Court declared it uncon
stitutional. The Court reversed itself in
1937.
By 1939, the minimum wage went up
to .30 cents an hour with a 42-hour
maximum workweek. In 1940 it went to
a 40-hour week and in 1945 the
minimum wage was raised to .40 cents
an hour.
In 1961, a $1. an hour minimum wage
was set for certain large retail and
service trades employees. By 1965, it was
$1.25 an hour.
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but peu've get te bnew what batten te push.
Crew training and advanced technology are the reasons U.S.-flag
LNG ships are so safe. These new vessels are so automated they're
practically push-button controlled. But you've got to understand
LNG and automation before you can work aboard one. The LNG
course at HLS qualifies you to work aboard these vessels—so you
quc.fify for the top pay LNG crews earn, too.
Cme N HLS
Me tke IHC Course
l¥erS eheerd e skip of the Mure—teSey
Course Starts January 8
To enroll, See Your SIU Representative or contact:
Vocational Education Deportment
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301) 994-0010
November 1978 / LOG / 5
�SIC/ Hails Carter on Signing of
Russian Rate Bill
New York
Things are looking up for the New York Dock Railway which once provided a
vital link between rail and water shipments in the Port of New York.
Three SlU-contracted tugs operated by the Railway now tow railroad cars on
long barges from the New Jersey yards to the Brooklyn waterfront. But they are a
fraction of the car float service provided before the railroads went bankrupt in
this port.
The bright outlook, the first in years, opened up last Spring when New York
State signed a $9.9 million contract with the New York Dock Railway to upgrade
its rail facilities in Brooklyn. Construction is underway to connect the dockside
tracks to an overland route. And other plans are being worked out to feed rail
freight into the piers.
Without direct rail access. New York shipping has had to rely on costly truck
service. This has been a major cause of the fact that the number one port in the
nation now has only a shaky hold on its competitive lead.
It's too early to count the number of jobs the New York Dock Railway project
will create for SIU Boatmen. But the improvements hold the promise of more
port activity and could lead to expanded job opportunities.
Mississippi River System
River traffic on the Illinois Waterway is back to normal after a 60-day
shutdown for major lock repairs. The Waterway, which handles 50 million tons
a year, closed on Aug. 1 and reopened the first week in October. The locks at
Dresden Island, Marseilles and Starved Rock, 111. were renovated by the U.S.
Army Corps of Engineers and private contractors at a cost of over $10 million.
»
»
*
The opening of the Illinois Waterway was just in time for a new SIUcontracted towboat, built to ply its waters. Southern Ohio Towing, Inc.
christened and crewed the Boh Koch on Oct. 28 in Jeffersonville, Ind. The 4,200
hp boat has a heavy duty hull and double bottomed engine room to protect her
during the icy winters in northern Illinois.
Great Lakes
SlU-contracted Hannah Inland Waterways is expanding its oil/chemical
transport service on the Lakes with two bigger and better barges.
Hannah has shipyard orders for a 40,000 barrel barge to be delivered in 1979
and for another with a 57,000 barrel capacity to be delivered late that year.
*
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»
Lakes Boatmen and Dredgemen with Luedtke Engineering have started a $2
million job repairing the Cleveland breakwater wall. The work will take about
two to three months.
Norfolk
Negotiations are in progress for new contracts with two pilot boat services in
this port.
The Association of Maryland Pilots and the Virginia Pilots Association each
operate one boat anchored in the Chesapeake Bay as stations for the pilot who
guide the ships in and out of Norfolk harbor. Each boat provides about 25 jobs
for SIU Boatmen.
All Ports
"Few people on the street realize the importance of water resources programs
to the U.S. economy, our daily livelihoods or even our standard of living."
Harry N. Cook, the new president of the National Waterways Conference, Inc.
said that his organization and others which promote the waterways have to do
something to change this situation.
Setbacks for the waterways industry in the 95th Congress, such as passage of
the user charge bill, mean that "we have to do a better job of selling the benefits of
water resource programs," he maintained. Speaking before the Rivers and
Harbors Association of Mississippi last month. Cook said waterways
organizations have to use the mass media to convince people at the grassroots
cvel that "they all have a big stake in what happens—or does not happen—on
the rivers."
Notke to Members On Job Call Protednre
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
6 / LOG / November 1978
• clinic card
• seaman's papers
IIMLAND
President Carter paid a fitting tribute
to maritime at a fitting moment when he
signed into law the SlU-backed Con
trolled Carrier Bill while the SIUNA's
1978 Triennial Convention was still in
session last month.
News of the President's action on the
legislation, which is aimed at harnessing
the unfair, rate-slashing practices of the
Soviet fleet, reached Convention dele
gates while they were meeting in the
nation's capital.
SIUNA President Paul Hall praised
Carter for signing the bill, which he
called "a significant breakthrough in
our efforts to secure fair and equal
treatment for the U.S. merchant
marine."
Up until now, there has been no law to
prevent the Russians from undercutting
U.S. operator's bids on cargo in the key
Atlantic and Pacific trade routes. But
the Controlled Carrier Bill, which has
had the support of the Administration
as well as the Union since it was
introduced in Congress, makes it illegal
for the Russians to offer bids for cargoes
in the U.S. foreign liner trade which are
too low for U.S. operators to match.
By empowering the Federal Maritime
Commission to alter or suspend ship
ping rates which fall too far below
conference rates in a particular trade,
the legislation is a step towards restoring
free trade and competition in the U.S.
liner trades.
Since 1971, when American ports
were first re-opened to the Soviet fleet,
the Russians have been siphoning off
increasing shares of U.S. cargoes by
offering cut-rate prices for the com
merce they want, leaving less desirable
trade to other operators.
Through selective rate-slashing the
Russians have succeeded in winning a
larger portion of U.S. liner cargoes than
the American flag fleet now carries and
have built their fleet from relative
insignificance to one of the largest in
the world, outnumbering the U.S. fleet
4-to-l.
Allowed to continue unfair ratecutting practices unchecked by U.S.
law, the percentage of U.S. liner ocean
borne foreign trade carried on Russian
ships jumped from. 160,000 tons in 1971
to 1,434,000 in 1976.
The Soviets have been able to
dramatically undercut U.S. operators
cargo bids because the Russian eco
nomic system isn't based on competition
like the American economy. Fully
subsidized by the government, the
Russian fleet doesn't need to'make a
profit to survive.
But U.S. shipping concerns need to
operate profitably in order to restore
and maintain their vessels. As Congress
man John Murphy, chairman of the
House Merchant Marine and Fisheries
Committee and a sponsor of the
Controlled Carrier Bill said: "Cargo is
the name of the game, and there was
nothing to prevent the Soviets from
cutting rates up to 50 percent in order to
get the cargo."
It was the responsibility of the
Congress, Murphy noted, to control the
Russian's predatory rate-cutting. Once
Congress had acted by passing the
Controlled Carrier legislation, it was up
to the President to make it binding.
By signing the bill into law. Carter
has given a much-needed boost to the
U.S merchant fleet.
Growth Picture of Russian Fleet
Between 1965 and the end of 1975 the Soviet merchant fleet grew from 990
vessels of 8 million dwt to 1,655 vessels of 15,107,100 dwt, representing a 67
percent increase in the number of vessels and a 92 percent increase in tonnage^
Much of this growth can be attributed to Russian ships capturing U.S. cargoes,
through Selective Rate Slashing.
Recent figures released by the U.S. Maritime Administration reflect the
ongoing phenomenal growth of the Soviet fleet. As of June 30, 1978, the
U.S.S.R. oceangoing merchant fleet numbered 2,439 vessels (1,000 tons or over)
consisting of 19,754,000 dwt, as follows:
VESSEL TYPE
NO,
DWT
Combination
91
233,000
Freighters
1,717
10,670,000
Dry Bulk Carriers
163
2,042,000
Tankers
468
6,809,000 .
During the 18-month period between January 1, 1976, and June 30,1978, the
U.S.S.R. merchant fleet increased both in number and tonnage, an additional
784 vessels—4,646,900 dwt.
HURRY!
The TI Scholarships for Towboat
Operator will be awarded
soon
Apply Now
See Your SIU Representative
for details and applications.
Applications must be received
by Decembei" 17
�*• •
..Vr-
NLRB Reports Record Caseload
With Fewer Judges
The National Labor Relations Board
(NLRB) reported last month that it
handled a record number of cases—
14,269—from April through June. It
was done with eight fewer administra
tive law judges to review the cases than
10 years ago when the caseload was
half as much.
This caseload filed by workers,
unions and employers was 4.3 percent
more than filed in the same months in
1977, the board said.
Only last Aug. 14, the NLRB ap
pointed five new labor relations lawyers
as judges to bring the number of judges
up to ICQ. And only last month, a
Senate filibuster shot down the Labor
Law Reform Bill which would have
strengthened and speeded up the
NLRB, reforms long overdue.
Under the National Labor Relations
Act of 1935, the board regulates labor
and management.. If a worker, employer
or union thinks he, she or it has been
unfairly treated or discriminated
against, then they can plead their case to
the local office of the NLRB. Last year
the overworked board had to deal with
^ 7,500 workers who had been illegally
discriminated against.
The April-June caseload had 10,573
charges of unfair labor practices
compared to 9,810 at the same time a
year earlier. Also during these three
months, 3,696 petitions for union
representation elections were handled
compared with 3,875 in the same period
in 1977.
Also in this quarter, the NLRB
conducted 2,004 secret ballot employee
elections with 89 percent of eligible
employees voting. In 48 percent of the
elections, 48,288 workers chose unions
as their collective bargaining repre
sentative.
Of the 7,300 charges of unfair labor
practices filed against employers, 2,979
• were filed by AFL-CIO unions, 3,179 by
persons, 1,126 by unaffiliated unions
and four by other employers. Of the
3,273 unfair labor practices filed against
unions, 525 of them were for secondary
boycotts.
At the end of this June, the NLRB
says there were 20,526 cases (16,385
unfair practices, 3,924 elections) of all
types awaiting board action. At the end
of March there were 19,992 cases
pending and 17,761 cases pending the
end of June 1977.
The previously mentioned Labor Law
Reform Bill had both the backing of the
Carter Administration and the AFLCIO early last year. It was passed by the
House of Representatives in October
1977—but met opposition in Senate
debate last May.
AFL-CIO President George Meany
declared at an Aug. 7 Executive Board
meeting, "we were defeated by the fact
that the filibuster prevented the bill
from coming to the floor. We had only
59 votes and we needed 60."
Meany added, "we will have to wait
for a new Congress if we are going to try
to pass labor law reform."
The AFL-CIO Task Force on Labor
Law Reform asserted "we will re
assemble to fight again to make the 43year-old National Labor Relations Act
fit worker need instead of employer
greed."
Lakes Members Get COLA Hike
All Great Lakes Seafarers signatory
to Great Lakes Association of Marine
Operators (GLAMO) and Kinsman
Lines contracts will receive a 12 cents
per hour cost of living add-on effective
Nov. 1, 1978.
COLAs in the Great Lakes contract
are computed on the basis of a one cent
per hour increase for every .3 point jump
in the Consumer Price Index. The
September Index, released last month,
rose to 199.1, which translates into a 12
cents adjustment for Great Lakes
members for the fourth quarter of 1978.
When the latest increase is added to
the Feb. 1, 1978 adjustment of 7 cents,
the May 1 add-on of 12 cents, and the
Aug. 1 increaseof 19 cents, the result is a
total 1978 cost of living adjustment of 50
cents.
Effective Jan. 1, 1979, the 50 cent
increase will be rolled into the hourly
wage rate of Great Lakes SI U members.
Overtime and vacation rates will also be
adjusted to reflect the hike at that time.
Coastal Kansas Committee
Ili3adquart4^rj« j
by SIU Exeoulive Vice President
Frank Drozak
Safety Is a Full Time Job
Millions of workers are injured each year in accidents on the job.
Millions more suffer daily exposure to toxic substances which take
their toll years later in serious illness and death.
Many people just shrug their shoulders when they hear statements like I
these. Even the phrase used to describe job-related dangers— j
"occupational hazards"—is commonly used to mean something a worker
just has to accept as part of the job.
If this is your way of thinking—it's time for a big change.
First of all, no worker has to accept dangerous conditions as an
inevitable part of the job. Your health and safety are part of your *
fundamental rights as a worker. And upholding these rights is one of the »
most important responsibilities a union owes its membership.
|
But as an individual union member, you share the responsibility for I
your own safety—simply because you can do something about it.
?
The SIU works with individual companies, the Coast Guard and other I
government agencies to insure that regulations for ship and tug safety are )
established and enforced. But the Union's efforts are almost useless "
without your willingness to carry out safety procedures on the job.
There is no question that all procedures set up for the safe operation of a I
vessel must be followed by all crewmembers. But I want to point out a few|
simple steps toward safety which should be taken even before you begin l
work. Perhaps because they are so simple, many people dismiss their !
importance. But they can save you from the daily risk of injury, illness I
and death.
No Seafarer or Boatman is safe from these dangers unless he uses
protective clothing and equipment on the job. Hard hats, heavy duty
workclothes and work shoes should be worn at all times. Accidents can
happen at any time. But if you take proper precautions, there's much less
of a chance that they will happen to you. In any case, this kind of
protection is your best safeguard against falling objects and direct contact .
with harsh chemicals.
9
But the chance of an unforeseen or occasional accident isn't the only|
danger on the job. Since chemical and petroleum transport has become a|
major part of the maritime industry, more and more Seafarers and J
Boatmen are exposed daily to the very real menace of toxic gas fumes, f
If you don't wear fresh air breathers, these can kill you outright, or |
cause fatal illness in the long run.
, A
For example, working with benzene over a period of time has been J
inked to leukemia in actual cases. And inhaling heavy concentrations of|
)enzene and other toxic fumes can cause almost immediate death by|
asphyxiation.
Many of our members working in supposedly empty tanks have
experienced the dizzy and lightheaded reactions which are the symptoms
of breathing concentrations of any gas fumes. Even "empty" tanks have
residual pockets of fumes which are enough to cause these ill effects and
eventual unconsciousness and death.
Fresh air breathers should be worn whenever you enter a tank. Don't
go into a tank without one. And if they are not provided, don't do the job
until they are.
If you should become ill or injured on a foreign voyage, you also have
he right to proper medical treatment. But your medical rights, like your
ights to a safe workplace, require that you follow certain procedures
which have been set up for your benefit.
If you have to leave your ship to receive medical treatment in a foreign •
port, you must notify the captain and request a Master's Certificate. You
Iso must notify your department delegate or ship's chairman. His
esponsibility is to let SIU Headquarters know immediately. If you are »
physically unable to take these steps, the delegate or ship's chairman
hould carry them out.
»
These procedures are necessary to prevent problems Seafarers may A
lave getting proper treatment in a foreign port or returning to the States. J
They also provide a clear record of your accident or illness for any f
nsurance claim.
Most people don't learn about health and safety procedures until they
lave to—and then it's often too late.
Prepare now, both through daily safety steps to prevent illness and
ccident, and through familiarizing yourself with what to do if they
lould occur on the job. This is the only way to keep occupational
lazards from turning into occupational disasters.
;
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Here's the Ship's Committee and three crewmembers of the ST Coastal Kansas
(Sequoia Tankers) at a payoff on Oct. 21 at Seawarren, N.J. They are (seated I. to
r.) Chief Steward Mike Vigo, secretary-reporter; Chief Cook G. Triguero.-steward
delegate and Recertified Bosun James M. Cheshire, ship s chairman. Standing (I.
to r.) are AB Charles TruenskI, Deck Delegate T. J. Vain, AB Randy Dale and OS
William Klefer.
1
November 1978 / LOG / 7
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;
FRANKFORT
• Another car ferry will soon be shuttling railroad cars between Frankfort,
S Mich, and Kewanee, Wisc.TheMichigan Interstate RailwayCo.,(MIRC), which
1 operates the SlU-contracted car ferry Viking, has taken a six month lease with an
• option to buy on the car ferry City of Milwaukee.
• The City of Milwaukee had been operated on a Muskegon to Milwaukee run
C by the Grand Trunk Western Railroad until the end of October. At that time, the
J Interstate Commerce Commission ruled favorably on Grand Trunk's petition to
• abandon the service. The City of Milwaukee will be brought to Frankfort and
• crewed by SIU Great Lakes members by the first week in November.
J Union reps report the addition to the MIRC fleet could mean anywhere from
J 30 to 50 new jobs for SIU members. Because the vessel is a steamer she'll need a
• larger engine room crew than the diesel-powered Viking. And since the
2 unlicensed crew of 28 will work a 20days on/ 8 days off schedule, additional men
J will be needed to work the regular crew's relief time.
J MI RC's operation of the City of Milwaukee may be signalling a big revival for
• the port of Frankfort. When the Viking comes out of the shipyard after her five2 year check-up, the company will be running two car ferries for the first time since
; 1974.
• There is also talk that the Arthur K. Atkinson, laid up for the last four years,
2 may be brought back into service soon. And the port of Manitowoc, Wise, may
J be reopened for the first time since 1974.
• Years ago the Michigan car ferries were owned by the Ann Arbor Railroad Co.
• and as many as five of the vessels were running on Lake Michigan at any one
• time.
• When MIRC took over the operation in 1977, there was only one car ferry
• running. But Ml RC's plans for stepped-up ferry service caused Algonac Port
t Agent Jack Bluitt to comment, "it looks like they're on the way back."
Chicago. The money will be used to upgrade port facilities and to construct a
containerized cargo handling facility which will be called the Iroquois Landing
Lakefront Terminus.
*
•
*
•
Moving hazardous materials in the Great Lakes region was the subject of a
conference sponsored by the Great Lakes Basin Commission in Chicago last
month. GLBC members from the eight Great Lakes states and representatives of
several federal agenices met to discuss the extent and types of hazardous
materials moved, current policy and regulations, emergency plans, and
legislation.
*
*
tf
*
There's a possibility that a U.S. flag container service linking the Great Lakes
and Europe may begin operating soon. The Great Lakes Atlantic Steamship Co.
applied to the Maritime Administration for an operating differential subsidy to
begin weekly service between Chicago, Detroit and Montreal and three
European ports.
CANADIAN LAKER.^
The Canadian government is planning to build an icebreaking hovercraft for
use on the Great Lakes. Hovercraft are air cushion vehicles which will be used in
the U.S. for the first time when the state of Alaska begins testing them soon.
Canada has been using hovercraft for several years though this will be the first
time one of the vessels will be built specifically for icebreaking.
*
*
*
*
A strike by marine engineers and deck officers which idled most of Canada's
Great Lakes fleet for eight days, was ended the last week in October when a backto-work order was issued by the Canadian government.
TTie Canadian Lake Carriers Association, which operates most of Canada's
Lakes fleet, had anticipated a long strike and began laying up their ships for the
season.
Under the government's back-to-work order, which saved the end of the
shipping season for Canadian Lakers, a federally-appointed mediator will rule
on the dispute following a bO-day cooling off period.
The 122 ships that make up the Canadian Lake Carriers Assn. fleet are used
primarily to carry grain to transshipment points and as bulk ore and coal
carriers.
Had the strike continued it would have left almost 100 million tons of grain
stockpiled in Canada. A spokesman for the Canadian Wheat Board said about
25 percent of the 400 million tons of grain the-fleet moves every year still
remained to be shipped when the strike began.
•
'
ST. LAWRENCE SEAWAY
CHICAGO
The SlU-contracted Medusa Challenger (Cement Transit Co.) is known as the
• "jinx ship to Chicago's bridge tenders. As she travels between Petosky, Mich.
2 and Chicago, the 16 bridges on the Chicago River that have to be raised to allow
J vessel passage often refuse to go up for the Challenger.
•. Last month, the Challenger did it again. Though all the bridges went up, when
r the Wabash and Michigan Bridges were lowered after the Challenger passed
2 under them, they couldn't be relocked properly in the down position. All this
• happened during rush hour in Chicago and resulted in massive traffic jams which
• hasn't done much to restore the Challenger's reputation.
2 Illinois' Gov. James R. Thompson recently okayed a loan of $10 million
• in state funds to the Chicago Regional Port District which operates the port of
Baltimore Committee
Total tonnage figures for the period of April-October 1978 on the St.
Lawrence Seaway system were up over last year's figures. The St. Lawrence
Seaway Development Corp. said 40.3 million tons of cargo moved through the
system this year eompared to 39.6 million tons last year.
But the jump was entirely due to an increase in grain shipments which were up
by 6.4 million tons over last year's total. The 1978 figures for general cargo, bulk
and containerized shipments were all down from 1977 totals.
The SLSDC also reported that vessel traffic on the Seaway was up in 1978. As
of the first week in October, 3,601 ships transited the waterway, compared to
2,097 vessels during the same period last year.
On the Great Lakes, figures from the port of Detroit indicate cargo tonnage
was down 17.4 percent from last year while the figures for the port of
Duluth/Superior were up by nearly the same percentage.
The Professional Touch
That's what graduates of the Marine Electrical
Maintenance Course have—the professional skills
to maintain electrical systems aboard ship. These
are the skills that mean more money and more
job security. They're the skills you get when^you
take the Marine Electrical Maintenance Course.
So sign up Now! See your SIU Representative or
contact:
Harry Lundeberg School
Piney Point, Maryland 20674
' (301) 994-0010
N.Y. Patrolman Teddy Babkowski (seated) Is at a payoff aboard the SS Baltimore
(Sea-Land), on Oct. 13 at Port Elizabeth, N.J. Waiting to pay their dues is a
"Crewmomber and most of the Ship's Committee Qf ,(l. to r.) Recertified Bosun Jose.
Gonzalez, ship's chairman; Ctiief CpoJc^.'Turkey" Jones; Steward.Delegate E.
Kitchen; Deck Delegate Vinc'eht 'Vin" Ratcliff and Chief Steward George
Gibbons, secretary-reporter.
•\!
8 7 LOG 7 November 1978
9
Course starts January 22
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Seafarers International Union of North America. AFL-CIO
NOVEMBER 1978
Legislative, Administrative and Regulatory Happenings
15 Major Maritime Bills Passed in 95th Congress: Carter Signs 13
When Congress finally wrapped up its
95th session October 15, it sent to President
Carter's desk the last of a series of major
maritime bills which had high priority on the
SIUs legislative agenda.
Of the 15 maritime bills passed by
Congress, only two were vetoed by President
Carter—the "anti-rebating" bill, and the
Navy I Maritime Advisory Board bill.
Here is a quick rundown on the major bills
which were passed during the past two years
of the 95th Congress . . . and have been
signed into law by President Carter:
Maritime Authorizations (FY 1978)
Legislation authorizing FY 1978 appropria
tions for Maritime Administration programs
was signed into law by President Carter on
November 12, 1977. P. L. 95-173 authorized $135
million for the construction differential subsidy
program; $372 million for the operating
differential subsidy program; $20.7 million for
research and development; $5.1 million for the
reserve fleet and $20.5 million for the Merchant
Marine Academy and State maritime schools.
Maritime Authorizations (FY 1979)
Outer Continental Shelf
Great Lakes/Title XI
Legislation to control the production and
development of oil and gas on the Outer Con
tinental Shelf was signed into law by President
Carter on Sept. 18, 1978.
This bill requires that equipment on the Outer
Continental Shelf be documented under the laws
of the United States and crewed by U.S. citizens.
Equipment that is owned 50 percent or more by
foreign nations must be manned American to the
extent that the foreign nation favors its own
workers on its Outer Continental Shelf.
This legislation amends Title XI of the
Merchant Marine Act of 1936 to permit Great
Lakes vessels to be eligible for Federal mortgage
insurance not exceeding 87'/2 percent of the cost
of the vessel.
Third-Flag Rates
On Oct. 18, 1978, President Carter signed the
Ocean Shipping Act of 1978 into law. This
legislation is intended to regulate the rate-cutting
practices of certain state-owned carriers
operating in the U.S. trades. It provides the
Federal Maritime Commission with the author
ity to suspend "unreasonable" rates of a
controlled carrier and to set interim rates.
Strategic Petroleum Reserve
Included in the FY 1978 Department of the
Interior appropriations is $2.8 billion for the
strategic petroleum reserve program. Fifty
percent of oil purchased overseas for this
program must be shipped in U.S.-flag vessels.
This legislation was signed by President Carter
on July 26, 1977.
On June 26, 1978, President Jimmy Carter
signed into law S. 2553, the Maritime Appropri
ations Authorizations Act for FY 1979. This
legislation authorizes the following: $157 million
for construction differential subsidy; $262.8
million for operating differential subsidy; $17.2
million for research and development; $24.6
million for maritime education and training
expenses and $34.8 million for the reserve fleet
and for other operating expenses.
The legislation also raises the Title XI
Mortgage Guarantee Program from $7 billion to
$10 billion.
In addition, the legislation provides that no
subsidy funds can be used for any vessel not
offered for enrollment in the Sealifl Readiness
program.
President Carter has signed the FY 1979
Department of Interior appropriations bill into
law. Included in this legislation is an amendment
introduced by Senator J. Bennett Johnston
(D-LA) relating to East Coast entitlements. This
amendment will provide an incentive for oil
refineries in the U.S. Virgin Islands to use U.S.flag tankers by reducing the entitlements benefit
by 50 percent if foreign-flag tankers are used.
PHS Hospitals (FY 1978)
Dredging by Contract
The FY 1978 appropriations for the Depart
ment of Labor, HEW and related agencies
included $170.5 million for the continuation and
maintenance of the eight PHS hospitals and 26
clinics. The 1978 appropriations represented a
$41 million increase over that which Congress
authorized for FY 1977.
This legislation, signed by the President on
April 26, 1978, will allow the private dredging
industry to competitively bid for Federal
dredging work.
As signed into law, this legislation directs the
Secretary of the Army, acting through the Chief
of Engineers, to have dredging work done by
contract if he determines that private industry
has the capability to do the work at reasonable
prices and in a timely manner.
PHS Hospitals (FY 1979)
On Oct. 18, 1978, President Jimmy Carter
signed the Labor-HEW appropriations legisla
tion for FY 1979. Included in this legislation is
$172.5 million for the continuation and
maintenance of the PHS hospital system.
Port Safety and Tank Vessel Safety
Act of 1978
On Oct. 17, 1978, President Carter signed S.
682, the Port Safety and Tank Vessel Safety Act
of 1978. This legislation amends the Port and
Waterways Safety Act of 1972 by providing for
the full authority to establish, operate and
maintain vessel traffic services; to require proper
safety, navigation and communication equip
ment; and to control vessel traffic in hazardous
areas or under hazardous conditions.
This Act will provide for greater supervision
and control over all vessels, stringent construc
tion and operating requirements, realistic
personnel qualification and manning standards,
and control over lightering operations.
East Coast Entitlements
Great Lakes Pilots
On Oct. 13, 1978, President Carter signed
H.R. 12603 into law. This legislation amends the
Great Lakes Pilotage Act of 1960. It relieves the
restrictive qualification standards for U.S.registered pilots on the Great Lakes by removing
the prerequisite requirements for an unlimited
(tonnage) master's license.
Locks and Dam #26 and User Charges
President Carter has signed into law legisla
tion authorizing the replacement of Locks and
Dam #26 at Alton, Illinois, and imposing a tax
on diesel and other liquid fuels used by
commercial cargo vessels on specified inland or
intracoastal waterways of the United States.
Under the terms of this legislation, the tax
begins at 4 cents per gallon on Oct. 1, 1980. It
increases to 6 cents per gallon on Oct. 1,1981 and
to 8 cents per gallon on Oct. 1, 1983. The fuel
tax rises to 10 cents per gallon on Oct. 1, 1985.
Carter Vetoes Two Bills on
Maritime Matters
President Carter turned thumbs down on
two maritime bills which had strong Congres
sional and industry support.
One bill would have prohibited rebating
practices in the U.S. foreign trades. The other
would have set up a Navy/Maritime advisory
panel to "study, implement and develop the goals
of the Merchant Marine Act of 1970."
In jetoing the rebating bill. President Carter
said "important discussions" were now going on
with several European countries and Japan on a
wide range of shipping problems, including
rebating, and that he was hopeful of "coopera
tive agreements" in these areas.
However, Rep. John Murphy (D-N.Y.)
chairman of the House Merchant Marine &
Fisheries Committee took another view. He
warned that the veto would be interpreted by
those foreign nations "as a sign of weakness and
indecision in American maritime policy" and
could lead to even greater rebating abuses by
foreign carriers to give them a still greater
competitive edge over American-flag ships.
Bulk Fleet Revival—Has
High Priority At US, Marad
"The expansion of U.S.-flag capability in bulk
shipping has a high priority at the Maritime
Administration," according to Robert J.
Blackwell, Assistant Secretary of Commerce for
Maritime Affairs.
In a speech to an international bulk handling
conference in New York recently, Blackwell said
the development of what he called a "sorely
inadequate" U.S.-flag dry bulk fleet was a pet
project of his.
Blackwell noted that today there arc only 19
active U.S. bulkers—most of them over 30 years
old—and together they carry less than two •
percent of our dry bulk cargoes. "This, despite
the fact that dry bulk cargoes comprise more
than 40 percent of our foreign trade tonnage," he
said.
The volume of our dry bulk tannage is
expected to more than double by the year 2000,
Blackwell noted. He said that this growth "cries
out" for U.S.-flag construction.
In this regard, Blackwell mentioned the recent
$200 million construction contract amended tor
the building in the United States of five dry bulk
ships. These are the first to be built in the United
States since 1974, Blackwell said, and it
represents "an important first step in revitalizing
the U.S.-flag dry bulk fleet."
SPAD is Ihc SIC'i polMical fumi and oar political arai ia
Wastilafpoa. C.C. The SIL asks (or and accepts volaatar;
contributioas only. The Union uses the money donated to
SPAD to support the election campaigns of legblators who
have shown a pro-maritinte or pro-labor record.
SPAD enables the SIC to work edectivcly on Ihc vttal
marhlme issues in the Coaitress. These are issues thai have
a direct impact on the jobs and job security olall SIC mem
bers, deep-sea, inland, and (.akes.
The SIC argn Hs members to contlnae their line record
ol support lor SPAD. A member can contribute to the
•SPAD land as he or she sees Bt, or nuke no contribution at
all without tear of reprisal.
A copy ol the SPAD repoil is Bled with the Federal Elec
tion Commission. It is available lor purchase from (he FEC
in Washiniton,D.C.
November 1978 / LOG / •
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Marad Revives
Reduced War Risk
Insurance Program
The U.S. Maritime Administration has
revived its War Risk Insurance program with
"much reduced" coverage for American-owned
foreign-flag ships.
Congress, during its debate this year on
extending the program, made clear that while it
favors this kind of standby protection for U.S.flag ships, it no longer feels it necessary to give
this coverage to American-owned "flag of
convenience" ships even though they may be
needed in an emergency.
The long-standing war-risk insurance pro
gram expired three years ago, and at that time,
all foreign flag ships were excluded from the
program.
Under the new modified rules, insurance
guarantee coverage would be extended to
American-controlled ships under the flags of
Panama, Honduras or Liberia only—and then
only if those vessels participated to the extent of
30 percent, on a cargo tonnage basis, in the U.S.
foreign trades.
The SIU, along with other maritime labor
organizations, has fought to have these foreignflag ships absolutely barred from war-risk
insurance—particularly those ships owned by
American oil companies and under charter to
OPEC nations, and ships under the Liberian flag
because of Liberia's demonstrated ability to keep
American-owned Liberian-flag ships out of
certain war zones.
This new coverage will expire Sept. 30, 1979.
Industiy
News
Soviet Union^s Merchant
Fleet in Sixth Place—
and Growing
The Soviet merchant shipping fleet is sixth
largest in the maritime world, and is growing at
the rate of about one million deadweight tons a
year—according to a recent report from Tass,
the official Soviet news agency.
Quoting figures published by the U.S.S.R.
Register of Shipping, Tass said that the Russian
fleet has been greatly modernized in recent years,
and that official policy has moved toward
increasing specialization in the construction of
merchant ships.
Included among the new specialized vessels
are,tankers with a load-lifting capacity of
150,000 tons in timber, ore carriers, containerships, lighters, and passenger and automobile
carriers.
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Tanker Safety Bill
Is Signed by Carter
President Carter signed into law a measure
that will require all tankers—including the
"runaways"—to comply with minimum safety
standards if they want to enter U.S. waters.
This was a priority item on the SIU legislative
agenda.
Passed unanimously by both the House and
the Senate, the new law gives the Coast Guard
authority to bar foreign vessels from U.S. ports
or territorial waters if they have a history of
pollution accidents, fail to comply with U.S. or
international safety regulations, or if they
illegally discharge oil during tank cleaning
operations.
This law will also require that new vessels be
equipped with segregated ballast systems by
1983, and double bottoms.
Upgraders Come to Washington For On-The-Scene
Briefings Of SIU s Political Activities
i
MTD^s Ingrao
On Panel Of
Law of the Sea
Jean Ingrao, administrator of the AFL-CIO
Maritime Trades Department, had been
appointed a member of the Public Advisory
Committee of the Law of the Sea Conference.
The appointment was made by Ambassador-atLarge Elliot Richardson.
The Law of the Sea Conference is now getting
ready to open its eighth session in Geneva next
March. The world wide conference has been
working for a number of years to reach
agreement on a variety of political problems—
including the use of the oceans' international
waters, and deep seabed mining.
U.S Deep Sea Tonnage
Hits Record High
The privately owned, deepsea fleet of the U.S.
merchant marine totaled 746 vessels, comprising
a record 21.6 million deadweight tons on Sept. 1,
according to a just-released report from the U.S.
Maritime Administration.
Compared to one year ago, the number of
ships in the U.S. fleet remained the same at 746
vessels, but their capacity increased by 2.3
million deadweight tons. The tonnage gain
reflects the larger size of the new additions to the
U.S. fleet and the smaller sizes of the older ships
sold or scrapped during the past year.
The MARAD report also revealed that 50
merchant ships—totaling more than 3.6 million
deadweight tons—were under construction or on
order in American shipyards.
These new additions to the U.S.-flag fleet will
include 11 tankers, 14 liquefied natural gas(LNG)
carriers, 10 intermodal vessels, nine dry-bulk
carriers, three cargo breakbulk vessels, and three
special-type carriers.
10 / LOG / November 1978
Nine more SIU "A" Seniority Upgraders came
to Washington this month for an on-the-scene
briefing of their union's political and legislative
activities. The program is a part of the SIU's on
going educational program designed to keep the
membership current on the many problems
facing the maritime industry.
During their visit, the upgrading Seafarers
were told of the necessity of their own personal
involvement in political action. Speaking to
them at the AFL-CIO Maritime Trades
Department were Jean Ingrao, MTD Admini
strator, and Dan Albert, a key staff member of
the AFL-CIO Committee on Political Education
(COPE).
Later, the SIU Upgraders met with the staff of
Transportation Institute, and then toured the
Capitol where they met with members of Senator
Frank Church's legislative staff.
Attending the education program are:
Michael Peak, Alvin Barroughs, John Gallahger, Nicholas Marrone, Dewey Olds, Paul
Spriglio, Keith Setino, Leo Larsen and Bernard
Scott.
�SlU CELEBRATES 40TH ANNIVERSARY
Highlights of Four Decades of Fighting for Seamen's Rights
I
t was 40 years ago this month that the Seafarers International
Union of North America came into being to help correct a bad
situation in maritime labor—to bring about change that would
improve the quality of life for seamen.
Men who made their living at sea in the 1930's couldn't take much
for granted. You couldn't take a job for granted, or even a hiring hall
where you might get a job. And on the ships you couldn't count on
regular changes of linen—or even bars of soap or matches—let alone
such basics as good food, decent wages, and work conditions that
didn't break you before your time.
It's not just for nostalgia's sake that we look back on 40 years of
SIU history. Or even to honor those who have paved the way, though
that's certainly part of it. When we look back at our history, we see
how many times attempts have been made to take jobs and basic
rights away from us. We can see it today, and we can be sure that we'll
be faced with the same thing in the future. That's about the only thing
we can be sure of.
Looking back at our history keeps us from taking anything for
granted; it keeps us from becoming complacent. Because if we become
complacent, we will begin to lose ground—we will begin to die.
It is with these thoughts in mind that we now celebrate 40 years of
SIU history.
The Early Years
The I930's were hard, turbulent years
for the maritime labor movement. It had
been effectively crushed by anti-union
efforts of the shipping companies and
government-supported strikebreaking
in 1921. Then, like a phoenix rising from
the ashes, the movement reemerged—
this time to stay—in 1934.
In the bitter strikes of 1934 and 1936,
men hit the bricks—literally—as hard as
anyone can. And because of these
strikes maritime labor gained a more
solid foothold, especially on the West
Coast.
On the East and Gulf Coasts,
however, it was a different story. What
maritime labor movement there was in
these areas simply did not appeal to a
large segment of seamen who, nonethe
less, recognized the need for a strong
and effective union. They turned to,
Harry Lundeberg, leader of the Sailors'
Union of the Pacific, for help.
Finally, in late 1938, a charter was
issued to the Seafarers International
In the early days, waterfront strikes often turned into waterfront battles. But seamen were forced into such actions to make
Union of North America by the
any kind of headway in achieving better wages and conditions, and simply for the right to organize into a trade union
American Federation of Labor. Harry
like the SIU.
Lundeberg was installed as the new
Beaver Street in New York City. It
were many new ones to be fought ashore
inlernalionars first president.
for
seamen's rights and security.
would
move
once
again
less
than
seven
At the same time, the foundation for a
years later.
Tight government control during the
Every contract signed between the
democratic maritime union had also
More
merchant
seamen
were
lost
in
war
years was one thing the SIU had to
SIU
and
a
shipping
company
brought
been laid down along the Atlantic and
World
War
II,
in
proportion
to
their
contend
with as soon as the war was
new improvements in the living condi
Gulf Coasts as Lundeberg issued a
total numbers, than in any of the armed
over. The general strike in 1946 settled
charter forming the SIU A & G District. tions of seafarers. But there was a new
forces. This fact was conveniently
this matter once and for all, and the
menace that threatened to take life itself
right of free, collective bargaining in'
ignored by the opponents of maritime in
away from seafarers; it was brought on
2 Stone Street
the
post-war
years.
So,
with
the
battle
maritime
was once again restored.
by the winds of war that swept across
So it was that the SIU began
won on the high seas in wartime, there
Europe—and out into the Atlantic—in
Continued on Page 12
operating out of what has been de late 1939. That new menace was the
scribed as, "three small, dingy and
German submarine.
rundown rooms", at 2 Stone Street in
The SIU fought hard for war risk
New York City. And it was from this insurance and war zone bonuses as soon
modest headquarters that the union as war broke out in Europe. Even
launched its successful organizing drives though the U.S. was not officially
in the years before World War 11.
involved in the war, the risk of riding
merchant ships through sub-infested
Before long, requests for charters bad
been received from various maritime seas was there nonetheless.
It v»'a.3 to be an SIU ship—the SS
industries, including fishing unions
Robin Moore—which would have the
from, as far away as Alaska. As one
union official at the time put it, "We'll .dubious distinction of being the rirstU.S.
merchant ship sunk in World War II.
take in everything that floats."
It didn't take long for the word to The sinking of the Robin Moore, half
way between the coast of Brazil and
spread, however, that the SIU was
Africa,
came in May, 1941 almost seven
interested in helping shoreside workers
months before the Japanese attack on
as well. Today, the SIU's affiliates
Pearl Harbor.
include cannery workers, cab drivers
Sinkings of SIU ships came in rapid
and factory workers, as well as fisher
men, deep sea sailors and inland- succession, especially in the early
months of 1942 when even U.S. coastal
boatmen.
waters
were considered "happy hunting
One early organizing victory came for
the SIU in 1939 when Alcoa, with 40 grounds" by Nazi subs. Some of these
ships, recognized the union as sole ships, such as the Venore, sunk off the
Carolina coast in January, 1942, didn't
bargaining agent for its crews. It won its
even have guns to fight back. Twenty
first major organizing drive along the
men were lost on the Venore and, by the
Gulf Coast when the P «& O Line voted
time
the war ended in 1945, a total of
to recognize the SIU in June, 1940. This
1,500 SIU seamen had been lost in the
was a-particularly sweet victory as it
war
effort.
represented the first time the P & O Line
In
spite of the losses suffered by the
had been organized.
The year was 1944, the War years, and the SIU moved into bigger quarters for its
SlUin the war,it nonetheless continued
Other successful pre-war organizing
Headquarters operation. Photo shows outside of N.Y. Headquarters building at 51
to grow. To accommodate the Union a
drives included Calmar Lines, the
Beaver St. in Manhattan. Headquarters, as it has been for more than 25 years, is
new, enlarged headquarters building
Baltimore Insular Line, and the Robin
now located in Brooklyn.
was opened in September, 1944 at 51
Line.
War Years
November 1978 / LOG / 11
\
M
�Post War
The SIU found itself engaged in
difficult, drawn-out organizing drives in
the late 1940's. But these fights—some
of which took years to complete, paid
off. And so it was that on the occasion of
the Union's 10th anniversary, in 1948,
such significant organizing victories as
Isthmian (96 ships) and Cities Service
(14 ships) could be celebrated.
Almost without stopping for breath,
for there was little time to rest on laurels
that had been won, the SIU entered its
next 10 years of operation as a strong
maritime union. 1949 saw the successful
negotiation of a Welfare Plan which in
itself was a milestone in the long struggle
to improve the quality of life for seamen.
The SIU distinguished itself in the
I950's when it paved the way with a
number of maritime "firsts".
In 1951 it became the first maritime
union to win a contract specifying a 40hour work week at sea. In that same year
it successfully negotiated the first
Seafarers Vacation-Plan. The Educa
tion Fund, offering scholarships for
Seafarers and their children, was started
in 1952; it was another first for the SIU
in maritime labor. And yet another first
for the union in the 1950's was the
opening of the Peter Larsen Memorial
Clinic, in Brooklyn, N.Y., in 1957.
Others were to follow, but this was the
first such medical center opened by any
maritime union.
Runaway Flags
While the SIU was busy coming up
with more benefits for its members, such
as hospitalization for Seafarers' wives
and children (1954), it was also speaking
out on the major issues affecting the
merchant marine and the labor move
ment.
One of the biggest issues of the 1950's
was that of "runaways" or so-called
"flag-of-convenience" ships. The SIU
has fought the attitudes and legislation
—or lack of it—that has kept the wind in
the sails of these flag-of-convenience
ships. Nothing comes easy in maritime.
The SIU led the General Strike of 1946 in a successful effort to achieve significant wage boosts after the hard fought War
Years in which 7,500 seamen lost their lives and 30,000 more were torpedoed.
and the plague of these ships—and other
persistent threats on the U.S. merchant
marine—is still with us.
The 1950's saw the merchant marine
involved in yet another war—the "police
action" in Korea. As usual, the men and
the ships of the SIU were there when
they were needed.
While the fighting was still going on in
the frozen hills of Korea, another fight
was taking place in the Halls of
Congress which would have far-reach
ing implications for the merchant
marine. This was the fight for the "50-
50" bill—a limited type of cargo
preference mostly concerning foreign
aid shipments.
The SIU had been fighting for
passage of this bill for seven years. The
"50-50" bill was a step in the fight
direction, but cargo preference legisla
tion has a long way to go before the SIU
will be able to rest on the issue.
There were other successes in the
1950's—new contracts were won and
successful organizing drives were
concluded. All of these campaigns were
waged out of the SIU's new headquar
ters building opened at 675 4th Ave.,
in Brooklyn, New York, in 1951.
But the union also lost one of its
guiding lights in the I950's, when Harry
Lundeberg died in 1957. SIU President
Paul Hall said of Lundeberg at the time
that his contribution to seamen was,
"his leadership in winning the greatest
economic benefits seamen have enjoyed
anywhere and anytime." Lundeberg's
fighting spirit lives on in the Union, and
the democratic tradition he advocated is
as much a part of it now as it was 40
years ago.
- .
Banners and dedicated SIU members like those shown above spurred the SIU on
to victory after victory on the organizing front.
The 1960's
Many of the challenges of the 1950's
were'to be faced by the SIU over and
over again in •he 1960's. Repeated
attempts to undermine the "50-50"
cargo preference bill in Congress were
fought back by the Union. And it fought
hard to have better cargo pieference
12 / LOG / November 1978
••J
laws written—still to no avail. The
problem of "runaway" shipping and
foreign flag encroachment on the
merchant marine also had to be
confronted, all through the '60's.
Most Americans remember the
Cuban Missile Crisis of 1962, which
almost got us involved in another war. A
blockade of Cuba was begun in October
f,
Long before it was fashionable, Seafarers were picketing in protest of the invasion
of foreign goods and services in the U.S. trades. This 1959 photo shows SIU
President Paul Hall; center, and retired NMU President Joe Curran, right, picketing
a foreign-flag vessel in port of New York.
'
and, a month later, it was lifted. At that
time, with the U.S. still holding a
definite edge in seapower, the Russians
backed down. There were other tense
moments to follow, such as when an
SlU-contracted ship, the Floridian, was
fired on by Cuban MIG's in early 1963.
Most Americans don't remember that
one, hut we remember.
Ships often figure into our getting
involved in war. That in itself says
something about our maritime heritage.
It was to be an incident in the Gulf of
Tonkin in 1964 which was to spark our
large-scale entry in the Vietnam War.
And, as is also typical with the U.S. in
times of war emergency, there was a
Continued on Page 13
�Continued from Page12
mad scramble for seamen and ships- -to
participate in what was to become the
longest sealift in U.S. history.
Predictions that the airplane would
make the merchant marine obsolete
proved to be ludicrously false. In fact,
well over 90 percent of all logistical
supplies that went to Vietnam—in eight
years of war—were carried in ships. And
the vast majority of troops carried to the
war zone went in ships. As one seaman
remarked while helping to load a barge
onto the deck of a Vietnam-bound ship,
"I'd like to see them load one of these
things onto a plane!"
Though Seafarers didn't have to
worry about enemy submarines on the
Vietnam run, there were many other
weapons which the Vietcong were
known to direct, sometimes with deadly
accuracy, at U.S. merchant ships.
There were mines, 122-mm. rockets,
75-mm. recoilless rifles, and a variety of
mortars and machineguns. And there
were many times when Seafarers
traversing the 44 miles of the Saigon
River felt like ducks in a shooting
gallery. There were also some seamen
who never made it back home.
Men came out of retirement to help
man the ships on the Vietnam Sealift.
And they rode WW Il-vintage ships,
many of which were rustbuckets if there
ever was one. But they got the job
done—again.
The SIU did more than its fair share
in supplying seamen for the Vietnam
Sealift. It was largely through the efforts
Sii-i
•- II HI'"
,r. V
After initial victories in the deep-sea area, the SIU dove head
first into organizing and fighting for conditions for America's
tug and towboatmen. This vintage photo shows SlU's efforts
on behalf of Boatmen at G&H Towing, one of the SlU's oldest
contracted companies in the towing industry.
of the union's fine educational facility in
Piney Point, Maryland—the Harry
Lundeberg School—that trained sea
men, by the hundreds, were supplied for
U.S. merchant ships, manned by American seamen were the
key to success in the Vietnam War Sealift.
the war effort. In this country's usual
state of unpreparedness, there was an
acute shortage of personnel, as well as
ships, in the first years of the Sealift. The
Lundeberg School, being the largest
training facility for unlicensed seamen
in the country—if not in the world—
helped to alleviate that shortage.
Young Piney Point trainees learn lifeboatmen's skills. The School's trainee
program enables the SIU to give so many young men in need of an opportunity
and a real career a chance to succeed.
. . . , .
j
Aerial photo shows sprawling complex of the Harry Lundeberg School of
Seamanship in Piney Point, Md. Establishment of this School by the SIU in 1967
was the greatest breakthrough in education for American seamen in history.
Piney Point
It was in 1967 that the land was
purchased for the school in Piney Point.
By the end of the year, the various
training facilities that the union had
operated all over the country had been
consolidated in the new facility. Since
1973, the school has graduated some
4,000 Seafarers through its Entry
Program. And over 5,000 seamen have
successfully completed upgrading
courses at the school since 1972.
The SIU recognized the importance
of education in its early days as a union.
This is one of the reasons that the union
is so strong today. At the Harry
Lundeberg School upgraders can
receive training in the latest shipboard
technology; and when new systems are
introduced in the future, the SIU,
through the Harry Lundeberg School,
will be paving the way with its own new
courses.
Through the Harry Lundeberg
School, a Seafarer can not only learn the
skills of seamanship, but can also get a
high school diploma (over 1,000 Sea
farers have now successfully completed
the school's high school equivalency
program). And the Lundeberg School
now has a program whereby it assists
Seafarers in getting their college degree.
The SlU's Harry Lundeberg School is
one good reason why the U.S. merchant
marine has a reputation for safe ships
with well-trained crews.
®
111^? w
9
In 1968, the SIU could look back
upon its first 30 years with considerable
pride. It had achieved much and, in spite
of a dwindling merchant marine, it had
continued to grow over the years. But,
as it's the seaman's way to be "fore
handed", it is also the SlU's way to look
loward the future. One of the things it
had in mind in 1968, as far as the future
was concerned, was a campaign pledge
made by the new Administration in
Washington, that it would seek, "to
replace the years of drift and neglect and
restore this country to a proud position
in the shipping lanes of the world."
By backing the Merchant Marine Act
of 1970—the most significant piece of
maritime legislation to come off the
ways since 1936—the Administration
took a big step towards making good on
its pledge to revitalize the merchant
marine.
The SIU also fought long and hard
for passage of the Act. And so it was that
the Seafarers Log could announce the
good news to the SIU membership in
late 1970: "CONGRESS OK'S MERCHANT MARINE ACT OF 1970."
This certainly looked like a good way
to Start out the 1970's, as far as the SICr
concerned. The new Merchant
Act provided for the financmg
of 300 new deep-sea s ipsover -,
• Continued on Page 14
The SlU-manned LASH De/fa Mar was
the first ship built under auspices of the
Merchant Marine Act of 1970. The SIU
spearheaded this bill through
Congress.
November 1978 / LOG / 13
�Continued from Page 13
period. It also provided the incentive for
increased construction of tugs, towboats, and barges.
There can be no denying that the
Merchant Marine Act of 1970 has
helped the merchant marine. Already a
number of new ships and towboats have
been built because of the Act. An SIUcontracted ship, the LASH-type Delta
Mar. launched in 1973, was the first
deepsea vessel constructed under the
provisions of the Act.
But the Merchant Marine Act of 1970
is still greatly limited as far as the scope
of its jurisdiction and what it can do in
several critical areas.
Eight years have gone by since the
Merchant Marine Act was passed—and
the merchant marine is still hurting. All
through these years the SIU has kept up
the fight to bring about change in areas
where the Act either doesn't address
itself, or is ineffectual. For example, the
SIU had fought continuously for
improved cargo preference legislation.
It has seen its efforts to guarantee that
U.S. ships will haul more of our
country's oil imports, shot down in
Congress in 1972 and in 1977 and pocket
vetoed in 1974. But it's an issue that is
vital to the merchant marine, and one
that the SIU will continue speaking out
on. Right now, the U.S. hauls less than 4
percent of its own oil imports.
Oil is one of the biggest issues of the
1970's, and is certain to be so again in
the 1980's. When construction of the
Alaska Pipeline was authorized in 1973,
it seemed like it would be a boon for the
merchant marine. Things did pick up
after the pipeline opened in 1977, but it's
still not enough.
There are other issues that the SIU
has been occupied with in the I970's,
such as the Virgin Islands "loophole" in
the Jones Act, and continued attempts
to undermine the "50-50" bill. The union
has also fought hard to keep the
USPHS, or "marine" hospitals, from
being shut down. That's a fight that has
paid off, at least for the time being.
Recent Mergers
One of the most important develop
ments in the history of the SlU occurred
in 1976 when the membership of both
the SIU and the Inland Boatmen's
.Union voted in favor of the IBU's
merger into the SIU. This merger
immediately added to the SIU's
strength, and enlarged its base of
operations. By doing so, it in turn put
the SIU in a better position for
protecting the rights and security of
both Seafarers and Boatmen.
Education for Boatmen
The merger of the SIU and the IBU
has helped the SIU to grow, and it has
made life better for Boatmen as well. It
created a need to e.xpand the SIU's
training programs and. as a result,
several courses specifically geared to
Inland Boatmen are offered at the Harry
Lundeberg School. And 1977 saw the
first Boatman awarded a 4-year college
scholarship through the SIU's Educa
tion Fund.
The merger of the IBU into the SIU,
in retrospect, was as necessary as it was
important. For, as the old saying goes,
"There is strength in numbers." In
joining forces, we stand a better chance
of winning battles we know are to come
in the future.
When the Marine Cooks and Stew
ards Union merged with the SIU earlier
this year, it marked another milestone in
the history of the SIU.
SIU President Paul Hall made a
statement which speaks well for the
merger and the SI U-1BU merger as well.
He said, "The overwhelmingly favor
able vote is an indication that both our
membership and the MCS membership
realize that the maritime industry is
confronted with many difficult prob
lems. And they realize that if maritime
labor is going to overcome these
problems, there has to be a consolida
tion of efforts."
1978 was a year of growth for the SIU.
And even though there were defeats in
1978, there were also victories. Big ones.
1978 will be remembered, among other
things, as the year the Outer Continental
Shelf Act was passed.
The SIU fought long and hard for the
passage of the OCS bill. Offshore
operations will be growing by leaps and
bounds as our country, and others, seek
new energy sources. With the passage of
the OCS bill, with its "hire American"
provisions, this will mean thousands of
good new jobs for Seafarers in the years
to come. It was a sweet victory for
maritime labor, and for the country—
and for the SIU which fought so hard
for it.
When you consider that 1978 also saw
the passage of the Maritime Authoriza
tion Bill for Fiscal Year 1979—another
thing the SIU fought hard for—all in all
it wasn't such a bad year. We also had
the satisfaction of seeing a number of
maritime advocates elected, or re
elected, to office in 1978.
14 / LOG / November 1978
The SIU,year after year, becomes more and more involved In the political arena. Here, in1974 photo, SIU President Paul
Hall right, testifies in favor of Oil Cargo Preference Bill during Senate hearings. At left is Bill Moody, former administrator of
the AFL-CIO Maritime Trades Department. Moody has since retired.
will be written in the year 2018 about the
In any case, if the SIU always
SIU's first 80 years?
maintains its ability to change with the
We can't conceive of some of the
times, and to prepare for the future—the
There will always be those who will
changes to come. But we know they're
reason why its so strong today—then we
try to tear down the victories we have
coming. Perhaps Seafarers will be
can be pretty sure that those Moonwon; to further weaken our merchant
making voyages to the moon then...
bound freighters, and Martian canal
marine, the very embodiment of much
or to Mars.
towboats, will be SlU-contracted.
of America's heritage. There will always
be those who will try to tear down
maritime labor, and labor in general,
things we regard as manifestations of
America's very democratic spirit.
There will be many fights ahead, of
that we can be certain. It's good to know
that we have a strong union backing us
up when we go into those fights. A union
that seeks positive change with fighting
spirit, and which resists negative change
with just as much spirit and deter
mination.
We are as mindful and respectful of
tradition as anyone", but we also know
that tradition cannot be put on a plate
and eaten, nor worn while standing a
cold bow lookout. But the history that
gives rise to traditions can be useful, if
^
-r*
we look at it intelligently and with open
minds. It can give us strength and
courage and wisdom for what is to
come.
And what is to come? What changes
Things have certainly changed in the inland field as well. This barge, Xov^ed by
will we see in the next 40 years? What
SlU-manned tug, carries as many containers as a medium size container ship.
The Future
Times have certainly changed since 1938 when the SIU was born. Seafarers are now manning six U.S.-flag LNG vessels, the
most technologically advanced ships in the world. It's an indication that the next 40 years will be as interesting as the last.
�psr^
Apply Now For SlU College Scholarships
The SIU is acutely aware of
two very basic facts concerning
education:
1.) Education is the key to
career advancement.
2.) Education costs money,
and lots of. it
That's why the SIU—through
the SIU Welfare Plan—offers
$60,000 worth of college scholar
ships to our members and their
dependents each year. And that's
why members and dependents
eligible for these scholarships
should begin sending their appli
cations in now for the awards
contest.
In all the SIU offers seven
college scholarships, as follows:
•' Five full 4-year $10,000
scholarship awards. One of these
is reserved for an active member.
while four will go to dependents employment time with SIUcontracted companies, as well as
of members.
• Two 2-year $5,000 scholar one day employment in the six
ship awards. These are reserved month period immediately pre
ceding date of application and
exclusively for active members.
For an active member to be 125 days employment in the
eligible for a scholarship, he must previous calendar year.
Dependents of deceased mem
have at least two years (730 days)
bers
who had met these seaemployment time with SIU con
tracted companies. In addition, time requirements before death
he must have one day of employ are also eligible for the scholar
ment in the six month period ships.
All scholarships are awarded
immediately preceding date of
application, as well as 125 days on the basis of high school grades
employment in the previous and scores achieved on either the
College Entrance Examination
calendar year.
Dependents of members ap Boards (SAT only) or the Ameri
plying for the scholarships must can College Tests (ACT).
Upcoming test dates for the
be unmarried and under 19 years
of age. In addition, he or she must SAT's are Dec. 2, 1978; Jan. 27,
be the dependent of a member 1979 and March 31, 1979. For
with three years (1095 days) more information on the SATs,
write the College Boards at either
Box 592, Princeton, N.J. 08540,
or Box 1025, Berkeley, .Calif.
94701.
.
Upcoming test dates for the
ACTS are Dec. 9, 1978; Feb. 10,
1979 and April 7, 1979. Informa
tion and applications for these
exams may be received by writing
to ACT Registration Unit, P.O.
Box 414, Iowa City, Iowa 52240.
SIU members can pick up
scholarship award applications
for themselves or their depen
dents at any SIU hall or by
writing the SIU Welfare Plan,
675 4th Ave., Brooklyn, N.Y.
1123i
SIU scholarship winners will
be announced in May 1979. So
try to have your applications in
no later than April 15, 1979.
November 1978 / LOG / 15
-I
�Looking Forward to Retirement
I have just received my first three months worth of pension checks from the
SIU Pension Plan. I would like to express my thanks and appreciation to the
Union and the staff of the Pension Plan for their kind and quick attention in this
matter. We are looking forward to a long and fruitful retirement.
Fraternally,
Leonard Clark
Bonita Springs, Fla.
Mom Proud of Seafarer Son,SIU
On the Death of AI Bernstein
This isn't a business letter. It's a letter to say goodbye to a friend of mine and us
all. A! Bernstein, SIU Welfare Director, who died last month.
I used to call him "Ginsberg." Boy, would it burn him up. He was, what can I
say, a prince. I liked the man very much. That's all 1 can really say. I hope Al's
sisters know that there are a lot of people that are going to miss him and the work
he did for us all as the good Union man that he was.
That's about it because right now I have tears in my eyes thinking about Al. I
just liked the guy.
Fraternally,
Aiitoniu Schiavone, Retired
Bronx, N.Y.
It is all the fine members of the SIU who have made it possible for my son,
Mitchell, to complete the required courses to obtain his endorsements from the
Coast Guard for Refrigeration Engineer, FOWT, Lifeboatman and Tankerman.
Thank you all also for your strong support of the Harry Lundeberg School of
Seamanship in Piney Point. God be with all the members of the SIU always.
Sincerely,
Angela Samuels
Brooklyn, N.Y.
Over 1,000 People Have
Already Done It!
Never a Dull Moment
In the port of Kingston, Jamaica, crews on Sea-Land vessels are treated to the
latest news in the form of daily papers brought to the foot of the gangway by a
dear old lady named Mz. Bookman.
The Master of our vessel, the SS Anchorage, has requested that we treat her
kindly as she has been doing this for years. You can't help feeling a certain
affection for her and I shared my soap to prove it. I gave her two cakes and one
box of powder which she promptly stuck away in her handbag.
It was then suggested that it would be a nice thing if I'd take a plate of food to
her which I did because it was chow-time. After scraping up the goulash n'
noodles, which she seemed to thoroughly enjoy, she returned the utensils and the
plate just as the Captain said she always does.
In addition to the tale of this fine lady, I thought you might like to know that
Richard M. Nixon is alive and well and working as an ordinary seaman on the
8-12 watch aboard this ship. He categorically denies any involvement in
Watergate and states that he had no knowledge of any tapes being erased.
The nearest I've ever come across anyone whose name was this close to Nixon's
was when Richard M. Dixon used to mimic the then-President on T.V. shows.
1 should make it crystal clear that at this point in time he will not run for any
office, or be a candidate if drafted, or serve if elected as politicians say.
1 might add that Richard is a great sport to be the butt of so rnany Jokes and
puns and still be easy to get along with. The only "tricks" he's doing these days are
the ones on lookout, on standby and at the wheel—not necessarily in that order,
though.
Fraternally,
Clarance Cousins, Able-Seaman
SS Anchorage
Change of Address Or New Subscriber
Editor,
LOG
675 Fourth Avenue
Brooklyn, N.Y. 11232
I would like to receive the LOG—please put my name on your mailing
list. (Print Inlormallon)
loin the Crowd
Get your High School Diploma through the GED program
at the Lundeberg School.
NAME ...
ADDRESS
CITY
STATE
.ZIP
This program is custom-designed for each student who en
rolls. Every student gets lots of individual help.
SIU members please give:
Soc. Sec. #
/.
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TO AVOID DUPLICATION: If you are an old subscriber and have a change
of address, please give your former address below or send mailing label from last
issue received.
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Over 95% of all the students who took the GED
program at HLS have gotten their diplomas. So
it's a good bet that you will too.
See your SIU Representative or contact the Academic De
partment at HLS. Ask for application materials.
The school will set up a program just for you.
16 / LOG / November 1978
�'Is*;
Wartime Seamen Deserve More Than Pat on Back
TA
• •
• ^
5
-
•
:
^
When President Franklin D.
Roosevelt signed the landmark G.I.
Bill into law on June 22, 1944, he
made it a point to talk about
merchant seamen. He said:
"I trust that the Congress will also
soon provide similar opportunities
for post-war education and unem
ployment insurance to members of
the merchant marine, who have
risked their lives time and again
during this war for the welfare of
their country."
Eight years later. President
Dwight D. Eisenhower had a few
words of his own for the U.S.
merchant marine. He said:
"In 1944, from London, I said that
when final victory is ours there is no
organization that will share its
credits more deservedly than the
American merchant marine. Ameri
ca's industrial propriety and military
security both demand that we
maintain a privately operated mer
chant marine adequate in size and of
modern design to insure that our
lines of supply for either peace or
war will be safe. I consider the
merchant marine to be our fourth
arm of defense and vital to the sta
bility and expansion of our foreign
trade."
Both of these statements are very
noble sentiments suitable for print
ing, framing and hanging on the wall
of every U.S. maritime institution
and union hall in the nation.
Unfortunately, these sentiments
have never been translated into any
kind of concrete benefits for those
seamen who risked their lives during
wartime to keep U.S. troops and
allies overseas supplied.
But now, 33 years after the close
of World War II, it appears that
something may finally be done to
correct this inequity.
Under the auspices of the G.I.
During the Korean and Vietnam
Improvement Bill of 1977, the Wars, there was not as great a
Defense Department is now in the danger to U.S. merchant ships in
process of setting up a military/civil war zones. But nonetheless, the
ian Review Board to determine if merchant fleet and merchant sea
certain civilian groups who served in men did a yeoman's job in keeping
military support roles during war the supplies coming in to all critical
time should be granted veteran areas day after day.
status.
The SIU, along with other U.S.
Those who do earn veteran status maritime unions, is preparing a joint
would then become eligible for statement for presentation to the
Veterans Administration benefits. Review Board on behalf of all
And for those who would be merchant seamen.
declared eligible to receive them
In brief the statement will say
retroactively to the end of World that merchant seamen have stuck
War II, these benefits could be their necks out in every war, police
considerable.
action or other conflict the U.S. has
We feel that there is no civilian been involved in. And that seamen
group more deserving to be granted deserve more than a pat on the back
such status than American merchant for risking their lives in war zones.
seamen.
The Review Board, which will
In World War II, 7,500 merchant convene late this year or early next,
seamen lost their lives aboard ships will no doubt receive scores of
that were little more than sitting applications from interested groups.
ducks for German submarines. On a So it may be some time before they
percentage basis, the merchant get to deciding about merchant
marine lost more men than any seamen.
branch of the U.S. Armed Services.
But when they do, the SIU will be
in there pitching on behalf of
hundreds of still active or retired
Seafarers, who because of their
wartime service, could be declared
eligible for veterans benefits.
To many seamen, the Govern
ment's belated move may seem to
be a case of too little too late, and
who needs it now. It's easy to feel
that way. Because no doubt there are
thousands of seamen who served
their country well in wartime and
who have since passed on. These are
people who never received any
compensation for their contribu
tions, and for them it's too late.
Ultimately, maybe only a few
thousand veteran seamen will be
able to reap the benefits of this long
November, 1978
overdue program.
But even though it has taken 33
years, it is still worth our utmost
effort to fight to achieve the presentday U.S. Government's recognition
that American merchant seamen
and the American merchant marine
are vital to the health and security of
our nation. We are confident that we
will be successful.
LOG
Official Publication of the Seafarers International Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
Vol. 40, No. 11
AFL-CIO
Executive Board
Paul Hall
President
Joe DiGiorgio
Frank Drozak
Executive Vice President
Earl Shepard
Vice President
Cal Tanner
Secretary-T reasurer
Vice President
Lindsey Williams
Vice President
lUIOII PDlSSl
389
James Gannon
Editor
Ray Boiirdius
Marcia Reiss
Edra Ziesk
Mike Gillen
Assistant Editor
Assistant Editor
Assistant Editor
Assistant Editor
Frank Cianciotti
Dennis Lundy
Photography
Photography
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y. (ISSN ??0160-2047)
November 1978 / LOG / 17
�At Sea if' Ashore
ST Golden Endeavor
From Nov. 16-30, the ST Golden Endeavor (Westchester Marine) will sail
from the Gulf to Odessa, Novorossik and Ilichevsk, Russia with a cargo of66,000
tons of heavy grains in bulk.
Washington, O.C
President Carter signed into law the Tanker Safety Bill last month which will
strictly require better construction and equipment standards for a//oil tankers in
U.S. waters.
The Tanker and Vessel Safety Act of 1978 was termed "a landmark piece of
legislation" by Rep. John M. Murphy (D-N.Y.) whose House Merchant Marine
and Fisheries Committee cleared the bill. He added that it will "greatly cut tanker
mishaps that have in the past polluted coastal waters."
The measure lays down detailed, strict tanker construction and crew training
standards plus new authority for the secretary of transportation to control tanker
traffic. Also a data bank of marine safety information was authorized to let the
Coast Guard monitor tankers.
By next June 30, tankers of 20,000 tons and more will have to be equipped with
dual radar systems, a collision avoidance system, a long range navigation aid,
adequate communications equipment, a fathometer, gyrocompass and up-todate charts.
By 1983, such vessels will have to have segregated ballast systems, a gas
inerting system, a transponder or other comparable position-fixing equipment
and double bottoms if the ship has been contracted for after Jan. 1, 1978.
Lightering between tankers too large to come into shore will also be covered by
these requirements even though the transfer should cover 200 miles at sea.
New York
Jesse M. Calhoon, president of the National Marine Engineers Beneficial
Assn. (MEBA), asked President Carter in a letter to the White House late last
month to lay down a firm "clear cut" policy against the use of Soviet or
Communist-bloc merchant ships to carry U.S. military parts and equipment or
military related cargo to American or NATO forces overseas.
Calhoon said his request was prompted by reports that wheels for F-16 fighter
planes were carried to European assembly plants on Russian freighters. NATO
headquarters officials in Brussels, Belgium denied the allegations.
London, England
Greek-owned 58,000 dwt tanker, the ST Christos Bitas ran onto rocks off the
coast of Wales on Oct. 12 spilling almost 1-million gallons of crude oil into the
Bristol Channel. Despite efforts to contain the slick, the oil fouled 100 miles of
the Welsh coastline killing hundreds of birds.
On Oct. 22, a salvage team pumped the last of 9.6-million gallons of oil from
the tanks of the crippled vessel in the Irish Sea. Divers were sent down to inspect
damage to the ship's hull.
Allegiance Committee
ST Cove Leader
Also from Nov. 16-30, the ST Cove Leader (Cove Shipping) will carry 55,000
tons of bulk grain from the Gulf or a North Atlantic port to a Russian Black Sea
or Baltic port.
U.S. Maritime Administration
As of Sept. 1, the privately-owned deep-draft fleet of the U.S. merchant marine
totaled 746 ships of a record 21.6 million dwt. This is an increase of 2.3 million
dwt over the year due to the larger size of the new ships and the smaller size of the
older ships deactivated.
Fifty merchant ships of 3.6 million dwt were under construction or on order in
American shipyards. Included are 11 tankers, 14 LNG vessels, 10 intermodal
carriers, nine dry bulk ships, three cargo break vessels and three special type
ships.
\
ST Potomac
From a North Atlantic or Gulf port from Nov. 15-30, the ST Potomac
(Hudson Waterways) will carry 23,500 tons of grains to Haifa or Ashdod, Israel.
South St. Seaport, N.Y.C.
The hull of a pre-American Revolutionary War cargo ship was unearthed by
construction workers in the cellar of a former Fulton St. Fish Market warehouse
last month and identified by South St. Seaport Museum historian Norman
Brouwer.
The 1836 Greek Revival building dig at 209 Water St. revealed a row of dark
timbers sticking up a few inches above the murky water in the. 12-foot deep
excavation.
The old warehouse is being renovated by the museum for exhibits, shops and
offices.
Finding of an ancient British silver coin in the EasF River landfill mud by
printing museum curator Roger Campbell brought City College archaeologists
to the site. The diggers then found in the 15 by 25 foot hole pipe stems and pottery
shards dating back to the 1790s.
Brouwer says the ship had a sheating to guard against tropical West Indies ship
worms.
ST Columbia
Breaking her moorings while docked in the port of Savannah on Oct. 8, the
23,724 dwt bulk carrier ST Columbia (Ogden Sea Transport) hauling a cargo of
corn for South Korea, went aground losing her rudder and skeg. The propeller
and stern area were also damaged. She was built in 1945 and converted in 1962.
Baltimore
On Oct. 25, two crewmembers and the Ship's Committee of the ST Allegiance
(lOM) paid off at Stapleton Anchorage, 8.1., N.Y. They are (I. to r.) Saloon Messman
Sangie Mohammed, Pantryman .Abdulla M. Baabbad, Engine Delegate John
Kulas, Chief Steward Ray Mann, secretary-reporter; Pumpman Jim Babson,
educational director; Bosun Ken Marston, ship's chairman and Deck Delegate
Joseph Fruge.
18 / LOG / November 1978
Eleven Coast Guardsmen drowned and 18 more were saved when their 125foot training cutter, the Cuyahoga, was rammed and sunk by the coal carrier
Santa Cruz I!(Argentine I ,ine) on Oct. 20 in Chesapeake Bay at the mouth of the
Potomac River.
The new, 521-foot Santa Cruz plucked the survivors who bobbed in the water
for 20 minutes from the 60-foot deep and swift currents. Guardsman Timothy
C. Stone of Granada Hills, Calif, was cited for "keeping the group together."
The Santa Cruz was on her first visit to the port of Baltimore enroute to Buenos
Aires.
The 50-year-old cutter was on a training mission with 12 crewmembers and 17
officer candidate students from the Yorktown (Va.) Reserve Training Center.
Rough weather had kept the Coast Guard from raising the Cuyahoga, but
she was brought up.
Eyewitnesses said the sea was calm with clear visibility at the time of the crash.
Other survivors said the Cuyahoga was rammed by the huge Argentine
freighter on her starboard side, listed, and was dragged backward almost 100
yards on her side before her stern plunged downward to sink in two minutes.
At a Coast Guard inquiry late last month, the cutter's navigator testified he
saw the running lights of the oncoming Argentine ship minutes before the
collision, but received no warning from the lookout on the flying bridge or heard
no general alarm sounded.
The young lookout, serving his second day on the cutter, said he saw a series of
lights on the horizon, "way out there." But, he added, he didn't think it was a ship
when he first saw it. Later he reported what he saw to the bridge, which they
acknowledged. Fifteen minutes passed, he continued, then the freighter was right
beside them. He then said to a buddy "Maybe we should report it again as a ship."
Seconds later the cutter's horn went off and the freighter hit.
The navigator said the cutter was moving at full speed 11.8 knots when she
sounded a short whistle blast signaling that she intended to pass on the right and
that the freighter should steer clear.
The freighter fired a return short blast,the Cuyahoga fired another short blast,
he explained, about the same time a danger signal was sounded by the Santa
Cruz.
The owners of the Argentine ship filed a $300,000 lawsuit against the U.S.
charging that the Cuyahoga violated the rights of sea passage.
�SlUNA Targets Goals For the Future
Hall Pledges Fight for Better Days in U.S. Maritime
•rvrawing on the successes of the
JL/ past to build for the work of
the future, more than 300 delegates
to the Seafarers International Union
of North America's 1978 Triennial
Convention met in Washington,
D.C. last month to chart the
International's course for the years
ahead.
The convention, which ran from
Oct. 16-19, marked the 18th time
in the history of the International
that elected representatives of the
SI UNA'S affiliates have convened to
discuss mutual goals and problems.
Setting the tone of the four-day
Convention, SIUNA President Paul
Hall told the delegates that there is a
great deal of work to be done in the
years ahead to make the organiza
tion's goals of job security and
economic security a reality for the
more than 100,000 members of the
International.
"The next few years are going to
be very exciting years," President
Hall said, "because we are going to
be fighting for our very survival."
Insuring the International's sur
vival goes hand-in-hand. Hall
continued, with assuring "the
United States of a viable commercial
ocean fleet available to this nation in
peace as well as in national emer
gency."
Hall Re-elected
President Hall, who was unani
mously re-elected as SIUNA Presi-
SIUNA President Paul Hall,
dent by the Convention along with
the International's Secretary-Treas
urer Joe DiGiorgio, pledged "to
continue to do what I have been
.doing in order to provide more good
jobs—safe and secure jobs paying
decent wages—for every member of
every SIUNA affiliate."
(The SrUNA's Executive Board,
which is made up of the top officer
or a ranking designated officialfrom
each of the International's 28
affiliates, was also elected and sworn
in.)
The crowded Convention sched
ule was not without personal mo
ments. Delegates paid tjibute to
SIUNA officials who have died in
the years since the last Convention,
noting that their efforts helped bring
the International .to its present
strength.
xhe organization gave a vote of
thanks to retiring SIUNA executive
vice president Morris Weisberger,
who retired as president of the
SlUNA-affiliated Sailors Union of
the Pacific earlier this year as weU.
Convention delegates, represent
ing a broad cross-section of workers
including deep sea sailors, inland
boatmen, shipyard and harbor
workers, fishermen and industrial
workers in the U.S., Canada, Puerto
Rico and the Virgin Islands, made it
clear that the organization is strong
and vital and prepared to meet the
challenges ahead.
Participating in special workshop
sessions and listening to speeches by
prominent labor and government
spokesmen, including AFL-CIO
President George Meany and Rep.
John Murphy, Chairman of the
House Merchant Marine and Fish
eries Committee, delegates zeroed in
on the primary concerns of the labor
movement.
Translating those concerns into
action, a series of resolutions came
through the Convention which
target the International's legislative,
political and organizing goals for the
next three years.
Protecting Jobs
Geared towards protecting the
jobs, health and security of U.S.
workers, the resolutions are based
on recommendations contained in
the reports delivered by representa
tives of the different sectors of the
International, as well as the prob
lems keyed for attention by SIUNA
President Hall.
In a detailed report on the state of
the maritime industry. President
Hall openly discussed both the gains
and the setbacks for the Interna
tional and organized labor as a
whole over the past several years.
"In the deep sela segment of our
industry, as well as on the Great
Lakes," Hall said, "we continue to
suffer from federal government
policies that have allowed the U.S.
Merchant Marine to fall to tenth
place among the world's maritime
nations."
He charged the multinational oil
giants with contributing to the
decline of the U.S. fleet through
determined efforts to "deprive the
American-flag fleet of substantial
cargo," and pledged that the Inter
national will continue to fight for
cargo equity and job security for
U.S. merchant seamen.
Hall also spoke of important
gains, which he said, "indicate that
there is a promise of better days
ahead."
"You can see breakthroughs,"
Hall noted, "in the bill the President
signed on the matter of Russian
shipping rates. You can see the
breakthrough we pulled on the
Outer Continental Shelf, where no
one dreamed we could get legislation
requiring that a certain portion of
those jobs be reserved for American
workers. We have seen break
throughs in the dry bulk carrying
fleet for the first time in this
generation."
SIUNA President Paul Hall, Secretary-Treasurer Joe DiGiorgio and the rest of the
SIUNA Executive Board are sworn in after their election by the Convention to
continue to serve the International's 28 affiliated unions.
Special Supplement
Official Publicatiun uf the Scjfireis Inlciruliuiul Union • Atijnik, Gulf, Likes iiul InUnd Wjters UisKici • Al L CKJ
Hall pointed out the Interna
tional's success on the Maritime
Authorization Bill, "which provides
nearly a half-billion dollars in
support for our U.S. flag fleet."
He also pointed to the progress
made in garnering support on
policies and legislation which; favor
U.S.-flag shipping in the ocean
mining and LNG industries; create
jobs for American workers through
realistic U.S. trade policies; better
protect the safety of Great Lakes
Seafarers through improved Coast
Guard safety regulations; and moves
toward the revitalization of the U.S.
Public Health Service Hospitals
which serve the health needs of
seamen.
Though there is much to do in the
future. Hall stressed that the Inter
national has come a long way. Our
" NOVEMBER 1978
members "have a better position in
society," he said. "We have not just
improved our wages, we have
improved and beigblened the \eve\
of the economic ladder upon which
our kind of people stand."
Praising the continued outstand
ing contributions of the officers of
the SIUNA and our affiliated
unions, as well as the membership.
Hall promised the International will
continue in our "never-ending
determination to bring a better life
to all Americans through the trade
union movement."
In closing. Hall looked forward
to the battles of the future, saying; "I
am sure we will be having a good
time in giving our enemies hell and
fighting them all over the lot. And I
am sure," he concluded, "we will be
successful."
The more than 300 delegates to the SlUNA's 1978 Triennial Convention pack
opening day session of the four-day convention.
November 1978 / LOG / 19
�H
Calhoon Stresses Need
"The brightest spot in the whole
maritime picture over the pasMwo
years," Jesse Calhoon told the partid-
for Maritime Cooperation
the merger of the Marine, CoX
slrM«h^1
•
efforts to
X American maritime labor as'
among the only bright spots against the
otherwise dark background of setbaX
AGLIWD^'"^'
Singles
pams of ,he SI UNA Co„ve„.i„nas
of the National
Marine Engineers Beneficial Associaon, also had high praise for "the
diligent work that the SIU and the
National Maritime Union are doing to
work out a joint merger."
ment in its overall effort
hroavi
u*
to achieve
95ih'rn""''""'"""passod by the
95lh Congress as one of the greLst
defeats sustained by the Labor Move-
r. . .
him out of work, .u
therefore
to increase
and Xre
in the 95th
'^"^tinan Labor Movement
®
pnngram for this Congress
and they went down like little Indians in
a shooting gallery, one by one -
him our
eeonomJTo ertatXXe''
hiiiiH f
• ^
m Taiwan. To
h"i'srsi'n"^?x.i-r"'^°
against the American worker, to
•"»«
I
w""
Cnngress begins, the
Labor Movement will be faced with "the
greatest fight since 1929," Calhoon
warned. He stressed maritime labor's
need to participate in the political
system. "There is a feeling^amo^a
seamen that their problems are on thf
waterfront. I discarded that theory
many years ago and I believe seamen's
problems are made, created and settled
the SIU work consistently in Washineton to try to improve the lot of the
American seafarer," he said that there is
not enough political activity as a Se
by the maritime industry
In closing, Calhoon promised the
continued cooperation of his union in
working with the SIU for the benefit of
the entire U.S. maritime industry.
STSKr;:."""""-"-"-" iSSHBH
,^^0 *•
Scotto Pledges ILA Support to Rebuild U S nT "X-StZTAt:ftss=
—-.. ~
,
The SIU and the ILA together not
^ 'relieve we
can move mountains."
This is the way ILA leader Anthony
Scotto summed up his pledge of
^renuous support, made at the SI UNA
Convention, for maritime labor's battle
marX
''
""'hant
Vice President of the International
Longshoremen s Association and presiJ
Local [bldln
Brooklyn, Scotto made it clear that the
mX'r
"I am here to assure you that the ILA
until
until thrn
the U.S. I.S restored to its former
greatness as a maritime nation "
for^I'h " n A''"
legislative director
inri fu
^l^at the SIU
and the ILA have been working side by
'/nw p
Congress
fhP Qm f
agencies. And he praised
field"
You should be congratulated for
helping to get legislation on the books
•bV
y
i
Anthony Scotto
;*
*
.
I.
..
.
izo / LOG / November 1978
that has benefitted all areas of the
maritime industry."
But he stressed the continuing
marfne'' to
merchant
marine to maritime labor and the
nation s economy and military security
nun.r'^ r
reduced Ih"^
number of sea-going jobs . . . made this
nation vulnerable to economic blacksl)vLf n"
particularly the
nation'.
• " • ^"^jeopardized this
n^s capacity to meet the responsi-
bihties of its own security and the
defense of its allies."
labor's
fight to maintain its strength. Noting the
We must continue to keen the
recent merger of the SIU and the
pressure on until we get Federal? J
Marine, Cooks and Stewards Union
.0 correct rhese inlol^raMcXd danand another involving his own ILA
said't'he'siu"°"u"
•"aintained. He
aid the SIU could count on the ILA to
stronger base for maritime labor to
work for legislation toward this end
achieve two critical goals; "to protect
including a fair oil import quota bill- a
national cargo preference policy and
our members jobs and to fight for
.preservation of the Jones Act
programs and policies that will turn our
mdustry around and bring it back to its
Scotto also discussed the importance
former greatness."
"
�-rtf - (.w.aTt^wr-r;,^—J -
George Meany Keynotes SlUNA Convention
'The SIU is a fighting organization with deep roots and traditions that reach to the
heart of the American trade union movement. Every member of this Union should be
proud of its history and of its reputation for militant and unhesitating support for every
area of trade union activity."
ooking and sounding a great deal
younger than his 84 years,
George Meany, the grand old
captain of America's trade union
movement delivered the keynote
address of the SIUNA's 1978 Trien
nial Convention.
With some barbed words spoken
in his unmistakeable New Yorkese,
Meany expressed his disappoint
ment in the "failures" of the recently
adjourned 95th Congress, as well as
his displeasure with the Administra
tion's "voluntary wage-price con
trols" program.
But before he got into the meat
of his address, the venerable presi
dent of-the AFL-CIO paid the SIU
the ultimate compliment.
He said: "The SIU is a fighting
organization with deep roots and
traditions that reach to the heart of
the American trade union move
ment.
"Every member of this Union
should be proud of its history and of
its reputation for militant and
unhesitating support for every area
of trade union activity.
"In organizing and collective
L
bargaining, in recru" iient and
training of young workers, in taking
care of your retirees, this Union
stands at the head of the class. In
living up to the ideals of Union
brotherhood, in pitching in and
helping out on the other fellow's
picketline, this Union is second to
none.
"In social action, political action,
legislative action; in fighting for the
rights and welfare of everybody—
young and old, black and white,
male and female—both at home and
throughout the world, this organiza
tion sets an example and exerts
leadership that is far out of propor
tion to its size.'.'
The AFL-CIO chief also had
words of praise for SIU President
Paul Hall, who has worked closely
with Meany for many years in his
capacity as Senior Vice-President of
the AFL-CIO.
Meany said: "AFL-CIO officers
are elected not to represent their
own unions but to represent all of
the unions, all of the workers and the
entire trade union movement in the
United States. Paul Hall has done
that with rare distinction.'
After his opening remarks, Meany
attacked the 95th Congress for "failing
to enact a wide range of essential
legislation including tax justice, labor
law reform and the oil cargo preference
bill."
Meany asserted that "time after time,
when the chips were down, our friends
in Congress deserted us." He charged
that many of those who asked for and
received labor's help in their election
campaigns "sat on their hands or
switched their votes when big business
and right-wing extremists turned up the
heat."
The AFL-CIO president pledged,
however, that "the labor movement is
not going to fold up and blow away." He
said that labor "will be back on Capitol
Hill next year to convince Congress that
America is more than balance sheets
and profit statements, big business and
big money."
Wage-Price Guidelines
In reference to the Administration's
"voluntary" wage-price standards,
Meany charged that the new program
unfairly pinpoints higher wages as the
main cause of inflation. He said, "wage
increases are a response to inflation;
they are not its cause. They are an
attempt on the part of workers just to
catch up and stay even."
Meany pointed out that while Ameri
can workers took a 2 percent loss in
purchasing power over the last year,
business profits, after tax, surged by 12
percent in the first half of 1978 alone.
Meany attacked the banks and rising
interest rates as a major cause of the
nation's inflation woes. He noted that in
1978, Chase-Manhattan has raised its
interest rates on nine occasions. Their
rate went from 7% percent to 10
percent—a hefty 29 percent increase.
"When a Union signs a contract for 21
percent or 24 percent over three years,
said Meany "there are screams from the
White House." But nothing happens
when the banks raise their profits 29
percent in a little less than a year."
The AFL-CIO President told the
Convention that while the overall
inflation rate is 8 percent, "the cost of
things that people must have—food,
fuel, health care—are up close to 15
percent."
Meany said that U.S. labor unions—
with the support of the Federation—will
continue to seek wage increases "that
will enable workers to meet the price
increases that have taken place—price
increases that workers have been
absorbing since their last contract was
signed."
In offering a solution to the economic
crisis, Meany said that any realistic
attack on inflation has to concentrate on
first achieving full employment. He
asserted that "nothing short of full
employment could contribute more
toward creating a balanced economy,
reducing inflationary pressures and
overcoming the waste and inefficiencies
and high costs that stem from underused
plants and underemployed workers."
Pledges Support for Maritime
AFL-CIO President George Meany delivers keynote speech to SlUNA Convention in Washington last month. At the dais, from
the right, are SlUNA President Paul Hall; SlUNA Vice President John Yarmola; SlUNA Exec. Vice President Morris Weisberger
and SlUNA Secretary-Treasurer Joe DiGiorgio.
President Meany made it a point to
reaffirm labor's support in the SIU's
battle to restore America to its former
stature as a maritime power.
Focusing on the threat of Russia's
expanding merchant marine, Meany
said that "America faces a threat and a
challenge by totalitarian countries that
is fully as dangerous as our dependence
on the Arab oil moguls."
Meany blasted the fact that 42
American ports are open to Soviet ships
while only three Soviet ports are open
to American vessels.
Meany lauded the SIU's efforts to
bolster U.S. maritime, pledging that
"the AFL-CIO will be at the SIU's side
in the struggle to awaken the Congress
and the American people to the dangers
we face at sea."
Novembef 197a / LOG / ft
�SlUNA Has Spurred Advances in Inland Industry
undermine the three-watch system on
inland waterways; Coast Guard efforts
to eliminate tankermen from tows while
underway; and also Coast Guard
manning standards on Integrated Tug
Barges (Coast Guard inspections on
ITB's have been called "haphazard").
Boatmen will also be watching
developments in the Virgin Islands with
regard to the hauling of residual oil
from there to the U.S. mainland. Efforts
are underway to increase the number of
U.S.-flag ships on this run which, in
turn, would further open up opportuni
ties for boatmen in this area.
Inland Boatmen's Organizational
And Grievance Committee
Special Report
Much progress has been made in the
towboat industry in the last three years.
But there are many problems still
confronting the industr>- which con
tinually threaten to undermine it.
This was the message delivered at the
SIUNA's 1978 Convention late last
month in the report of the Inland
Boatmen's Organizational and Grie
vance Committee.
The Committee's report explained
how the Merchant Marine Act of 1970
has spurred construction in the towboat
industry. It noted that some 318 new
self-propelled vessels and 1,776 new
barges have been launched since the Act
was passed.
It went on to mention the successful
organizing drives and renewed,
improved contracts won by boatmen
over the last three years, without which
the construction of new vessels wouldn't
mean much. Taken together, they mean
more jobs and greater security for
boatmen.
What are the present-day problems
and future challenges that lie ahead for
the towboat industry? The Boatmen's
report indicated that there are a number
of them.
User Charges
In the closing hours of the 95th
Congress a "user charge" bill was passed
that could have long-range effects on the
towboat industry. Because of this
legislation, commercial towboat opera
tors on the inland waterways will begin
paying a 4 cent tax on every gallon of
fuel consumed by their boats as early as
Merle Adium, (head of table), president of the Inland Boatmen's Union of the
Pacific, chairs the Inland Boatmen's Organizational and Grievance Committee.
This committee drew up a set of objectives concerning the U.S. inland industry for
the International to work toward in the next three years.
Oct. I, 1980. The tax, which is intended
to provide for badly needed lock
reconstruction on the inland waterways,
would be gradually increased to a
maximum of 10 cents per gallon by
1985.
The long-range effects of such a fuel
tax are difficult to determine, but it
could have an effect not only on
shipping costs, but also on Federal
funding of waterways maintenance in
the future. In any case, it will be
something to keep an eye on in the
months and years to come.
Another problem confronting the
towboat industry, noted in the Boat
men's report, is the competition the
industry faces from Army Corps of
Engineers
dredges and from Navy
tugs. While some good progress has
been made in limiting the use of Corps
of Engineer dredges on the inland
waterways (allowing for increased
opportunities in the private sector), the
use of a large fleet of tugs by the Navy
remains undiminished.
It has been shown that private
operators could fulfill many of the Navy
towing support tasks at a substantial
savings to the government—and tax
payers. So far, however, the Navy has
refused to budge in allowing private
operators to take on a greater share of
this kind of work. If progress can be
made in this area in the future, quite
obviously it will mean increased oppor
tunities for boatmen.
Another potentially major threat to
the towboat industry are the proposed
coal slurry pipelines. With the search on
for more energy sources, boatmen are
being called upon to haul more and
more coal. The pipeline system of
moving coal would, if it were to be given
the go-ahead, be a serious setback to the
towboat industry. Fortunately, propipeline legislation was narrowly
defeated in the 95th Congress. But it is
bound to surface again.
Other problems facing the towboat
industry, noted in the Boatmen's report,
include the repeated attempts to
SIU-IBU Merger
The Boatmen's report spoke highly of
the 1976 merger of the SIU-AGLIWD
saying, "the short record since such
merger demonstrates that this has
afforded that former inland affiliate
with greater resources and organiza
tional strength."
It went on to praise the expanding
training facilities made available to
boatmen since the merger noting that it,
"has afforded greater opportunities for
our members to acquire increased skills,
earn greater wages and enabled our
contracted employers to increase their
operations affording greater job oppor
tunities to our members."
The last few years have been years of
growth for the towboat industry, in spite
of the obstacles it has been confronted
with. And, as the report of the Inland
Boatmen's Organizational and Griev
ance Committee to the SIUNA's 1978
Convention noted, the future also looks
promising for the industry—traffic on
the inland waterways of the U.S. is
expected to double by the year 2000.
Boatmen of the SIUNA plan to figure
prominently in that increased water
way traffic, come hell or high water.
Future Looks Good for Great Lakes Shipping
Great Lakes Organizational
And Grievance Committee
Special Report
Portraying the Great Lakes as a vital
sector of the maritime industry which
has truly become "our nation's Fourth
Seacoast" in the last few years, the Great
Lakes Organizational and Grievance
Committee reported on the state of the
Great Lakes fleet to delegates attending
the SIUNA's 1978 Triennial Conven
tion.
Made up of 17 delegates, the Commit
tee's report was unanimously adopted
by the Convention. In addition to
outlining the general state of shipping in
the Great Lakes area, the report made
recommendations on actions the Inter
national should take in the years ahead
to "reverse practices which have . . .
worked against the full growth and
development of the Great Lakes."
In the future, the International, using
the Committee's recommendations as
guidelines, will back Congressional
legislation and government and indus
try programs which benefit the Great
Lakes area membership.
During the just-adjourned 95th
session of Congress, the SIUNA sup
ported a bill aimed at curbing ratesetting practices which discriminate
against Great Lakes ports.
The Union-supported bill would have
closed a loophole in the Shipping Act of
1916 which allows cargoes coming from
or destined for overseas ports to be
shipped through Canada or Mexico at
22 / LOG / November 1978
rates way below those charged for direct
service to or from a U.S. port.
Carriers transporting cargoes via
foreign ports don't have to file their
rates with the Federal Maritime Com
mission so there is no way to regulate
those rates. This situation, the Com
mittee's report says, "affects the
competitive position of the Great Lakes
fleet."
The bill didn't make it to the Senate
floor for a vote before Congress
adjourned, but the SIUNA will work to
have it enacted during the next session
of Congress.
3rd Flags Hurting Lakes
Another problem affecting the Great
Lakes fleet is the increasing number of
third flag vessels which have been
winning more and more cargo in the
U.S.-Canadian trade at the cost of jobs
for both American and Canadian
seamen. Right now, the U.S. fleet's
share of these cargoes is only 7 per
cent.
The SIUNA will continue the work
already begun to establish a bilateral
trade agreement between the U.S. and
Canada,, reserving these nation's car
goes to both fleets and excluding third
flag vessels from inter-Lakes and
Canadian-U.S. coastwise commerce.
In addition, the Committee proposed
working for increased government aid
in the form of operating and construc
tion subsidies for Great Lakes operators
as a means of securing a larger share of
international cargo for the U.S. fleet.
More cargoes on U.S. ships would
translate into more job opportunities
fpr seamen. Expanded job opportuni
ties would also be an end-product of an
extended shipping season on the
Lakes.
The regular shipping season, running
from April through November, idles
men, equipment and facilities for three
to four months annually.
A longer navigation season would be
prqfitable to both industry and Union
members and the International will
continue to support the Congressionally
approved Season Extension Navigation
Program which is studying ways to
make year-round shipping on the Lakes
possible.
A final area targeted for SIUNA
action in the years ahead will be efforts
to ensure that no further increases in St.
Lawrence Seaway tolls are imposed.
The Committee's report pointed out
that toll increases on the Seaway, which
became effective this year, "create an
unfair competitive disadvantage to
users of the Seaway."
Lakes as an equal of the other tidewater
ports . . . making our problems readily
apparent and our ability to overcome
them easier."
Pressure from the International on
Congress got the Great Lakes Vessel
Financing bill, which guarantees maxi
mum construction rebates and mort
gage insurance for Great Lakes vessels,
passed and signed into law by the
President. And years worth of pressure
from the SIUNA on the Coast Guard
finally resulted in a Coast Guard
regulation requiring safer boarding
ladders on Lakes ships.
Commending Great Lakes members
for continuing to upgrade "to meet the
needs of the industry," the Committee
wrapped up its report by stating,
"notwithstanding some problems, we
see a promising future for the Great
Lakes fleet."
Goals Attainable
Though there is work to be done
towards realizing the full potential of
Great Lakes shipping and towards
maximizing job security for Union
members in that area, the Committee's
report made it clear that the goals
mapped for the future are attainable by
pointing out the progress made in the
last few years.
Since the last SIUNA Convention,
the Union's efforts to get the Federal
Maritime Commission to open a
regional office for the Great l.akes have
paid off. The presence of the FMC,
along with the Maritime Administra
tion's Regional Office, "recognizes the
SlU Algonac Port Agent Jack Bluitt
helped draw up Great Lakes Commit
tee report.
�iSz*e»A,r,jawget2^*
Peep Seer Goining, But the Road Ahead Is Rough
Seamen's Organizational
And Grievance Committee
Special report
The Seamen's Organizational and
Grievance Committee included 39
delegates representing deep sea sailors
from both coasts, under the cochairmanship of SIU Executive Vice
President Frank Drozak and SUP
President Paul Dempster.
The report of the Committee, unani
mously adopted by the delegates,
addressed the advancements, the set
backs and the future goals of the U.S.
fleet.
Noting that the U.S. fleet is now "at its
largest size since the 1950's," with U.S.
shipyard order books the second largest
in the world, the Committee pointed out
several reasons for this growth, inclu
ding:
• Expansion of the U.S. LNG fleet to
the largest fleet of its kind in the world;
• Growth in the U.S. liner industry
through consolidation of liner com
panies. In addition, passage of the
Controlled Carrier Bill, which will put
an end to the unfair rate-slashing
practices of the Soviet fleet, should
ensure more cargoes for American flag
ships in the U.S. liner trades;
• Owing to the Alaska oil trade and
strategic petroleum reserve shipping,
the U.S. tanker fleet is now fully
employed with more tankers on order;
• The U.S. bulk fleet, the oldest and
least active segment of the American
merchant fleet, is beginning to revive.
Several new dry bulk carriers, the first in
years, were recently ordered from a U.S.
yard and will be used to carry coal and
other bulk commodities in the U.S.
foreign trades;
• More and more highly technolog
ical, specialized vessels continue to join
the U.S. fleet. New tug-barges, built to
serve U.S. commerce, are manned by
American crews of 16. U.S. heavy lift,
ocean mining and pipelaying vessels,
some of which require lOO-man crews,
are being built for U.S. trade and
CoLpn^nn TLrommft
Committee meets to formulate their report and recommendations to the
f^^head n? tIhipP?Z^rI®®
co-chaired by SUP President Paul Dempster and SIU Executive Vice-President Frank Drozak
(at head of table). Others on.committee included representatives from all SlUNA deep-sea affiliated unions
"provide great promise of maritime flag ships, was defeated in Congress.
Cautioning that "gaining new ships
employment."
Another important bill, which in
will not help us if the unlicensed crew is
The Committee's report pointed out cluded riders creating and protecting
wiped out," the Committee stressed the
that the hard work of maritime labor jobs for American seamen in the infant
importance of having Union representa
had made the growth and advancement ocean mining industry, never made it to
tion acquaint IMCO with the "responsi
of the U.S. fleet possible.
the Senate floor for a vote. Ocean
bilities and duties of the unlicensed crew
However, setbacks and problem areas mining legislation will be a top priority
in
maintaining a safe and efficient ship,"
have also occurred in the past few years of the International when Congress
in order to influence the Conferees
which, the Committee noted, "have hurt reconvenes next year.
decision on manning standards.
employment opportunities for seamen."
Other areas targeted by the Com
One of the most costly defeats for
Manning Scales
mittee for the attention and action of the
seamen was the loss of a U.S. passenger
International in the years ahead include:
Another SIUNA goal for the future is
ship on the West Coast this year,
to continue the battle with the Coast
marking the end of the U.S. passenger
• wrapping up bilateral trade agree
cruise business. The SIUNA will be
Guard on the issue of unlicensed crews.
ments between the U.S., Mexico and
"The Coast Guard," the Committee
backing Congressional legislation
Canada;
said, "continues to erode the unlicensed
aimed at bringing back the U.S.
• extension of the Jones Act to cover
passenger fleet.
seamen's standing aboard ship by the
the U.S. Virgin Islands so that Alaskan
rules it adopts that limit the application
The future of many U.S. shipping
oil moving to the Islands would be
of the three-watch system and reduce
companies, and the jobs of the seamen
carried on U.S. vessels;
crews below a safe level."
who crew their vessels is also threatened
• assurances that Alaskan oil and
as American-flag operators continue
Manning levels will also be threat
any future U.S. oil deposits slated for
losing cargo to foreign competitors.
ened with reduction when the Intergov
export be moved
U.S. tankers;
Unless adequate cargoes can be secured
ernmental Maritime Consultative
• strengthening of U.S. immigration
for the U.S. fleet, shipping companies
Organization (IMCO) meets in January
laws "to prevent foreign crews from
will be forced to fold.
to set minimum manning standards for
engaging in U.S. commerce and lighter
The maritime industry worked hard
the deck and engine departments.
ing oil off the U.S."
during the last session of Congress to
The manning levels arrived at by
Saying that "there is much to be
remedy cargo inequities. Because the oil
IMCO will become law for ail maritime
done" in the future towards improving
companies launched heavily financed
nations. The Committee report noted
the job security of American seamen the
lobbying campaigns, the crucial Cargo
that "European nations will try to
Committee called on the International
Preference Bill, which would have
reduce crew sizes down to the 10 men
and all merchant seamen "to provide the
guaranteed carriage of 9.5 percent of
that some European ships now have in
direction and support necessary" to
the nation's oil imports for American
the crew."
accomplish the work ahead.
Murphy Pledges New Wave of Maritime Legislation
Pledging to do everything in his
power to promote a strong U.S.
maritime industry. Rep. John M.
Murphy (D-N.Y.) told delegates to the
SIUNA's 1978 Triennial Convention
that he will return to Congress in
January with an "overall comprehensive
package of legislation to bolster the
merchant fleet."
The chairman of the House Merchant
Marine and Fisheries Committee, a
long-standing friend of maritime, was a
key speaker at the four-day Convention
in Washington last month.
Pinpointing lack of cargoes as the
prime reason for the decline of both the
U.S.-flag merchant fleet and the
American shipbuilding industry.
Murphy said he plans to sponsor
legislation calling for a national cargo
policy which would supply the U.S. fleet
with a fair share of needed cargoes.
The New York Congressman assured
Convention delegates that his maritime
package would "take in provisions to
guarantee U.S.-flag ships equal access
to the carriage of freight between this
country and its trading partners."
He also spoke of the continuing
efforts of the House Merchant Marine
and Fisheries Committee to achieve a
"rational liner shipping policy." These
efforts include legislation which would
"permit closed conferences and ship
pers' councils . . . facilitate equal access
and pooling agreements... and improve
the regulatory efficiency of the Federal
Maritime Commission."
Looking back on the just-concluded
95th Congress, Murphy hailed a "break
through" bill which will halt the unfair
rate-slashing practices of the Soviet fleet
in U.S. liner trades as the legislative
highlight for maritime interests. The
Controlled Carrier Bill, sponsored by
Murphy, passed both Houses of Con
gress and was recently signed into law by
the President.
Other gains for maritime included the
Congressman's success on the Maritime
Authorizations Bill for fiscal year 1979
which will bring more money to the
Maritime Administration's operational
and construction subsidy programs. In
addition, legislation permitting the
Federal Maritime Commission to
effectively carry out its regulatory
procedures to deter the rebating prac
tices of foreign-flag operators will.
Murphy said, "shortly be pnacted into
law."
But Murphy noted that the maritime
industry had also suffered setbacks
during the last year. He blasted the
multinational oil companies for the
"smear campaign" they conducted
against the oil cargo preference bill
which would have guaranteed carriage
of 9.5 percent of U.S. oil imports to
American-flag vessels. Though express
ing doubt that "the Carter Administra
tion will again support any such cargo
preferente legislation," Murphy indi
cated he may sponsor a bill including oil
cargo preference in any case.
Rep. John M. Murphy (D-N.Y.)
Murphy's criticism was not reserved
for the oil companies alone. He attacked
the U.S. departments of Justice,
Defense and State for failing to "imple
ment the maritime policy of the U.S.
that is set forth in the Merchant Marine
Act of 1936."
That act makes it very clear, he said,
that the U.S. needs a strong merchant
marine capable of carrying a "substan
tial portion" of our foreign commerce
and of serving as a military auxiliary in
times of national emergency.
"This great nation of ours," the
Congressman told delegates, "des
perately needs our entire maritime
industry—in both peacetime and during
national emergencies."
Murphy wrapped up his remarks by
telling the delegates that he is sched
uled to meet with the President at the
end of November to discuss ways of
correcting the problems of the U.S.
maritime industry.
"I would welcome the opportunity to
further the efforts of President Carter to
provide a strong U.S.-flag merchant
marine," Murphy said, adding that if
"Administration proposals fall short of
what is required ... I will do my utmost
to legislate that which is required."
November 1978 / LOG / 23
�T=-i •war.-r-'.- •.
rr -.i -
i.mm
f-
afterS'^wSJrshoD^sliUton^"'^
Merle Adium, president of the Inlandboalmen's Union of the Pacific.
Henry "Whitey" Disley, president of the
Marine
fylarine Firemen's Union.
EdAllensworth president of the T,=,nr
tation and Aiiie'd Workers of California""
r®"®
Pacific^
P^.^^'dent ot the United
Industrial Workers of the
-' ->--!
-_
SiU Executive Vice President Frank Drozak, right, and Roman Gralewicz, president
OT In© olU Ot 030303.
HIGHLIGHTS OF THE SlUNA 1978 TRIENNIAL CONVENTION, WASHINGTON, D C
niii
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•
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1#^
m
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Carolyn Gentile, administrator of all the
SlU's benefit Plans.
Lindsey Williams, SIU Vice President.
Ralph Quioonnez, Atlantic Coast Director
of the United Industrial Workers Union. .
qtpff
Staff Officers Association of America.
"Buck" Mercer, secretary-treasurer
of the Military Sea Transport Union.
Paul Dempster, president of the Sailors
Union of the Pacific.
m-r>:
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.
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SIU President Paul Hall addresses session of the 1978 Triennial (Convention.
•<^4,
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OrganTz[ng"commitTel?o2al7^^^^
.w!VHy«K. HBHBHBHIilHHHBIMIPHBHHMHil
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America, Pacific and Caribbean
October 16-19, 1978
Jean ingrao, administrator ot the AFL-CiO
Maritime Trades Departtrient.
^ ^
,
'
Howard Schulman.SIUgeneral counsel.
Marylou Sanchez of the SIU of Puerto
Rjco.
Ed Turner, senior SIU West Coast rep and
head of the recently merged Marine
Cooks and Stewards Union.
rr
Bfr
• ....Ml'"
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.
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M .y .
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John Yarmola, SlUNA vice-president.
24 / LOG / November 1978
Kenneth Olsen, secretary-treasurer of Larry Parks, of the Brotherhood of
the Alaska Fishermen's Union.
Brewery Workers.
,
vote'^oMhankrior a^ioh
Weisberger
upon anniuhcemen?o?
retiret^S
Weisberger upon
announcement of his
his retirement.
«ai
- W^^B^T^WiiWOMilSII^^^II Mike Sacco, vice president of the Harry
Lundeberg School and SIU Headquarter
of the United Industrial Workers Union.
Representative.
Leon Hall, SIU headquarters representa
tive.
November 1978 / LOG / 25
�ar.:-^^
Shipping Needs Closed Conferences, Bilateral Trade
STATE OF INDUSTRY
Workshop .
When it comes to bargaining for
increased wages and benefits, the SIU
and management will always be on
opposite ends of the table.
But when it comes to promoting the
U.S. maritime industry, the SIU has
always tried to cooperate with manage
ment for the betterment of the industry
and those who work in it.
It was with this in mind, that the
SI UNA Convention invited two top
spokesmen from the U.S. maritime
management sector to conduct a
workshop on "The State of the In
dustry."
The two spokesmen were Herb
Brand, president of the Transportation
Institute, a Washington-based maritime
research and promotional organiza
tion, and Paul Richardson, a private
consultant, formerly the vice-chairman
of the board of Sea-Land Service.
As noted by both Brand and Richard
son, one of the big problems manage
ments face today is an overabundance
of government interference and regula
tion.
Richardson pointed out that the U.S.
is the last major trading nation on earth
to hold on to the so-called "free trade"
policy. As far as U.S. shipping is con-
Herb Brand
cerned, "free trade" means that any
shipping line from any nation can enter
U.S. shipping conferences and take
cargo away from U.S. operators- by
cutting rates.
U.S. operators want closed confer
ences to keep the cut rate operators out
of the U.S. trades so that U.S. shipping
lines can compete on an equitable basis
with each other and with the shipping
lines of our trading partners. So far, the
U.S. government, especially the Justice
Department, has opposed such a move.
Herb Brand added that the Justice
Department is also opposed to cargo
pooling arrangements among confer
ence members and bilateral trade agree
ments between the U.S. and its trading
partners.
Brand said that the needs of the U.S.
maritime industry are "legitimate
needs." He said, "we in the industry are
seeking stability through such means as
cargo sharing, bilateral trade and closed
conferences. But so far we have not been
able to achieve this stability mostly
because of intervention from the
Department of Justice."
Brand also said, "we in the U.S.
maritime industry—management and
labor—only have ourselves to depend
on, and this is the main reason for our
intense activities in Washington."
Paul Richardson said that he was
optimistic about the future for U.S.
shipping despite the problems facing the
Paul Richardson
industry at the present time.
remain competitive on the high seas as
He said, "the climate in-both Con
long as we continue to pursue advanced
gress and the Administration appears to
technology and new ideas in shipping."
be to encourage the growth of our in
After Brand and Richardson con
dustry." He added that American
cluded
their presentation, SIUNA
technology is the industry's strong suit
President Paul Hall pledged the Inter
and that it has helped to keep U.S.
national's complete support in promot
shipping competitive with the
foreigners.
ing the U.S. maritime industry for the
purpose of promoting jobs for Ameri
Richardson, himself a pioneer of
can seamen.
containerization, predicted, "we will
Big Business Out to Destroy Labor Union Gains
POLITICAL ACTION
Workshop
Warning that multinational com
panies are pouring millions of dollars
into lobbying efforts to destroy organ
ized labor, Dave Dolgen, the SIU's
director of Legislative and Political
activities led delegates attending the
SIUNA Convention's workshop on
political action in a discussion on how
the International can counter the union
busting efforts of big business in the
political and legislative arena.
Pointing out example after example
of how big business has succeeded in
defeating key labor-supported Con
gressional ' " '-*'on and pro-labor
candidates, Dolgen targeted continuing
efforts to educate the members of every
SIUNA affiliate on the importance of
political activity as one of the Interna
tional's prime objectives in the future.
"Never in recent history," Dolgen
said, "has the modern labor movement
been so under attack. Never before have
we had the need to use every resource at
our union's disposal in our own organi
zation. Our membership has to be
educated. They have to be asked to write
letters to the Congressmen and the
Senators. They have to protect them
selves."
Stepping up support for candidates
across the country who fight for the
issues of greatest concern to organized
labor is also critically important in the
years ahead.
Civil Rights Committee
The ability to back pro-labor candi
dates and campaign to defeat those who
don't support working people in the
U.S., comes from the voluntary con
tributions of union members to their
union's political activity funds. And
labor's support of those on Capitol Hill
who have proven themselves friends of
working people is more crucial now
than ever before.
Patterning themselves on the political
action funds of unions, big business has
begun to organize political action
committees of their own. The corpora
tions have found these committees such
an effective way of channeling money to
anti-labor candidates that they are
creating more than 20 new political
action committees every month.
Dolgen pointed out that although
organized labor had succeeded in
raising $8 million for political activity,
the well-financed political action com
mittees of big business out-spent labor
by nearly 4-to-I.
Not subject to the same full dis
closure laws union political activity
groups have to comply with, big
business is able to pump big money into
a broad range of anti-labor campaigns.
Because of attacks launched by big
business against members of Congress
who stood up for labor, many pro-labor
candidates were not returned to Con
gress when they ran for re-election this
month.
activity is for the SIUNA and for
organized labor as a whole.
Working in conjunction with the Port
Councilsof theMaritimeTrades Depart
ment and the Central Labor Councils of
the National and State AFL-CIO,
delegates reported on their progress in
educating members of their affiliates on
important political issues and in
establishing working relationships with
political candidates in their areas.
Under the guidance of the Interna
tional, the union representatives talked
about the importance of backing the
International's political and legislative
campaigns with contributions and with
manpower.
One delegate expressed the feelings of
all the workshop participants when he
said, "Politics isn't just the Interna
tional's fight. It's all of our fight."
The fight to insure the well-being and
the job security of all American workers
being waged by organized labor will,
continue. "The problems are big,"
Dolgen said, "but we are trying to solve
them. The challenges are great, but we
are going to overcome them."
"Big business corporate political
action committees and the right wing
have attacked these Congressmen,"
Dolgen charged, "because they sup
ported the labor movement in cargo
preference, in labor law reform, on
minimum wage changes, and now they
are suffering because they supported
us."
Chaired by Ed Turner, the Civil Rights Committee pledged the SlUNA's 'con
tinued efforts to eliminate discrimination and segregation from all aspects of
American life.'
-1 p.-.
26 / LOG / November 1978'
In the question and answer period
following the workshop's discussion,
many delegates representing affiliates of
the International expressed their reali
zation of how important political
Dave Dolgen
�Seafaring Today Is a Whole New Way of Life
cate with other crewmembers aboard
ship is to make prior arrangements to
meet somebody.
"Ships have gotten larger," she said,
"for the company to haul more cargo.
But for the individual man I think they
have gotten smaller. It is now down to
his small, individual room."
Coping with these and other prob
lems unique to the increasingly auto
mated, modern maritime industry is the
thrust of a study, now in its planning
stages, in which the SIU along with
several other maritime unions will be
participating.
HUMAN RESOURCES
Workshop
Working aboard the most modern
vessels in the world, complete with their
complicated, automated equipment has
become a way of life to Seafarers.
Ultramodern LNG carriers, LASH
vessels, integrated tug-barges or any of
the other newcomers to the maritime
industry have opened up challenging
career opportunities for Seafarers. But
they have also created a unique set of
problems in the quality of life of the men
who crew the newest ships afloat.
Pinpointing the special problems of
seamen in the changing maritime
industry, with an eye towards finding
solutions to those problems, was the
theme of a featured workshop session at
the SIUNA's 1978 Triennial Conven
tion last month.
It was led by Hazel Brown, president
of the Harry Lundeberg School, and
SIU Inland Coordinator Chuck Mollard. Convention delegates who partici
pated in the workshop (entitled "The
Seafarer in a Changing Industry,")
watched a slide show and listened to a
'MW
Marad Funding
Chuck Mollard
discussion focusing on the changes in
working and living conditions aboard
modern vessels.
"The technological advances which
have taken place in our maritime
industry," Hazel Brown said, "have
changed the roles of the Seafarers so
drastically that it really has affected
their entire way of life."
Hazel Brown
New loading and unloading equip
ment has meant cargo can be handled
more efficiently now than in the past.
But this new equipment, while saving
time and money for ship operators, ha?
caused fast turn-around. These new
ships are spending less time in port and,
often. Seafarers don't have the chance to
get off their vessel at all.
Committee on Legislation & Gov't Agencies
New Ships, New Skills
Chaired by SIU Vice President Lindsey Williams, the Committee on Legislation
and Government Agencies urged that "each of the International's affiliates
participate in political action through their own organizations, the MTD Port
Councils and AFL-CIO State and Local Central Bodies."
Highly technological, modern ships
require special skills of the seamen who
crew them. While training for the newest
ships is vital in order to keep pace with
the industry, the training itself creates
the problem of a highly specialized
workforce.
Specialization means a reduction in
turnover and a reduction in the mobility
of the crew because, as HLS President
Brown pointed out, "once you spend a
lot of time training yourself for a special
vessel, you are not going to be switching
as frequently to other types of vessels."
The most modern ships today have
living quarters and recreational areas
which are certainly more comfortable
and less cramped than on older vessels.
But while each man has more privacy
aboard today's ships, the incredible size
of modern-day vessels emphasizes
loneliness for many seamen.
Hazel Brown noted that she had
heard many seamen complain about the
awesome size of some ships and about
the fact that the only way to communi
Fishermen & Cannery Workers Committee
The Fishermen's and Cannery Workers Organizational And Grievance
Committee is shown here at work. Committee was chaired by Steve Edney,
president of the United Cannery and Industrial Workers Union. The Committee
praised the SlUNA for its support in passing the 200-mile Fishing Zone Limit
legislation. But the Chajrman noted that much work had to be done to get
government off their backs in the area of restricted fish catches. They are facing
stiff competition from the foreigners.
Funded by the Maritime Administra
tion, the five-year research project will
study how seafarers interact with all the
different elements in their environment,
including the structure of the crew, the
type of work performed onboard, the
degree of satisfaction derived from
different jobs and shipboard living
conditions, among other things.
Qualified seamen will ride the new
ships, acting as observers and will also
talk to the crew to determine indi
vidual's reactions to life onboard.
Several studies have already been
concluded in European countries which
focus on specific conditions aboard
ship. A Swedish research project investi
gated the relationship between safety
regulations and ship's design; in Poland
they've been looking at the hazards to
health and safety certain types of
cargoes pose.
Some of the findings of the European
studies are significant for American
Seamen. But the U.S. study won't
duplicate the European projects because
the U.S. merchant marine differs in its
structure and its problems from the
fleets of other countries.
Improving the working, living and
recreational environment aboard ship
are the goals of the U.S. study. Through
participation of all Seafarers with the
people assigned to ride their vessels, the
Union is confident that these goals can
be achieved.
Wrapping up the workshop discii.ssion Hazel Brown told participants that
the study "will bring up significant
information that wc can then use to
make a change in the lifestyle of the
seafarer for the next 20 or 50 years."
International Affairs Committee
The International Affairs Committee keyed on what could be one of the most
crucial international conferences ever held concerning seamen, the upcoming
IMCO Conference in London. As noted by Committee Chairman Earl Shepard,
this conference is expected to set world standards for manning on all seagoing
vessels. The SlUNA is ready for the Conference and will be fighting to see that
manning ' scales are not set below a level providing for safe navigation and
maintenance of the vessel at sea.
November 1978 / LOG / 27
�Sf UNA Convention P/edges toWork For Wide
Delegates at the SIUNA's 1978 Trien
nial Convention on Oct. 16-19 in
Washington, D.C. passed a wide range
of resolutions dealing with all segments
of the U.S. maritime industry, and on
varied subjects vital to the entire
American labor movement. The main
maritime resolutions passed ranged
from National Cargo Policy to user
charges on the inland waterways. The
resolutions which were passed by the
delegates, included:
National Cargo Policy
Today U.S. flagships carry only 5
percent of the country's exports and
imports compared to 58 percent in 1947.
Russia and Japan carry 50 percent of
their cargoes and Great Britain, West
Germany and France carry 30 percent of
theirs.
The development of a U.S. National
Cargo Policy, however, would assure
the U.S. fleet a substantial share of U.S.
cargoes in all the trade routes of the
world. This could be achieved through
cargo preference requirements, bilateral
shipping arrangements and other cargo
sharing procedures.
Also the SI UNA urged the clarifica
tion and improved administration of
existing cargo preference laws.
National Maritime Council
The National Maritime Council—
composed of representatives of mari
time labor and management was formed
in 1971 to get more cargo for America's
merchant marine. It has been successful.
But this year the Department of
Commerce's representatives had to drop
out of the Council due to pressure from
the foes of maritime.
However, the council has pledged to
continue and expand its program to
promote cargo for the U.S.-flag mer
chant fleet.
The SIUNA Convention delegates
resolved to continue its full cooperation
and support of the National Maritime
Council in its efforts to promote a
strong, balanced and competitive U.S.
merchant marine.
Jones Act
For America's security and economic
welfare. Section 27 of the Merchant
Marine Act of 1920, or the Jones Act,
reserves U.S. domestic trade among all
50 states and territories for American
flag ships, manned and operated by U.S.
seamen.
But the act has two loopholes in it that
exempt the Virgin Islands from its
coverage and allow companies to
request waivers of the act from the U.S.
Secretary of Defense.
The SIUNA supports immediate
passage of legislation in Congress to
include the Virgin Islands under the
provisions of the Jones Act and the
repeal of the 1950 amendment which
permits waivers of the Jones Act.
LNG Imports
Since increased importation of
liquified natural gas (LNG) would help
to build more U.S. LNG tankers and
give more jobs to Seafarers and
shoreside maritime workers, the
SIUNA urges the Government to act
quickly and favorably on pending LNG
import applications and to implement a
comprehensive policy allowing LNG
imports.
Also the SIUNA favors rolled-in
prices for both existing and future LNG
imports as a means to insure the
viability of the projects to equally
distribute the cost of this and other new
energy sources among consumers in all
areas of the country.
Alaska Oil Exports
Because multinational oil companies
claim we have a shortage of tankers,
they want to move the North Slope
crude coming out of the Trans-Alaska
Pipeline to Japan thus depriving
Seafarers manning U.S. tankers of jobs.
The SIUNA calls upon the Govern
ment to reject all proposals for the
export or foreign exchange of Alaska
North Slope crude oil and instead to
develop and implement an integrated
plan for distributing this oil to domestic
markets.
Economic problems in the future for
the nation's shipyards will cause loss of
jobs for SIUNA affiliated shipbuilders
and related maritime industry workers.
In answer, delegates urged the formula
tion of a bulk shipping policy and
program through U.S. support of
bilateral shipping arrangements to put
at least a portion of U.S. bulk exports
and imports on U.S. vessels, which
holds the potential of construction of
approximately 20-25 bulk carrier
vessels. The Convention also urged a
policy to import liquified natural gas
which would spur LNG ship construc
Despite the fact that the Great Lakes
extend over 2,300 miles into the
heartland of North America with low
transportation costs, only 4 percent of
the U.S. overseas commerce emanates
from the Lakes.
To encourage increased use of the
Lakes, the SIUNA urges a progressively
longer navigation season leading to
year-round use, and increased operating
and construction subsidies.
SIUNA also opposes any further toll
increase on the St. Lawrence Seaway. It
also backs steps which would put Great
Lakes ports on a rate parity basis with
the tidewater ports by eliminating the
present inland freight rate discrimina
tion practiced by railroads.
U.S. Public Health Service
Hospitals and National
Health Care
The SIUNA's long fight to keep open
the eight remaining USPHS Hospitals
has for now at least resulted in an end to
the Administration's plans to close the
system.
So the SIUNA urges that the Public
Health Service continue to be operated,
modernized and expanded. The SIUNA
will continue its opposition to any
future plans to close or transfer PHS
Hospitals, and until a National Health
Care Insurance Plan is instituted, which
we support, the PHS should continue to
provide health care to seamen and stand
as a model for a comprehensive
National Health Care System.
U.S.-Canadian Bilateral
Shipping Agreement
Since our merchant marine carries
only 7 percent of the commerce between
the U.S. and Canada, SIUNA urges the
adoption of a bilateral Great Lakes and
coastal shipping agreement between the
U.S. and Canada restricting their
commerce to American and Canadian
ships.
Omnibus on the
Inland Waterways
The SIUNA strongly opposes the
efforts within Congress and the Admin
istration to impose a user charge upon
inland waterway transportation and
points out the dangerous precedent that
even a minimal user charge would
establish.
We urge the immediate reconstruc
tion of Locks and Dam No. 26 at Alton,
111. And we oppose the Navy's continued
operation of commercial type tugs when
privately-owned vessels are available for
charter.
Uninspected Towing Vessels
Shipbuilding
Omnibus on the Great Lakes
tion. And it urged vigorous implementa
tion and continuance of construction
subsidy programs and the formulation
of a clear, cohesive and coordinated
national policy for both Naval and
commercial shipbuilding.
Recent Coast Guard figures show
that higher inland accidents occur on
uninspected vessels.
This resolution indicates that the
current vessel inspection and certifica
tion laws are inadequate because they
do not apply to diesel powered towing
vessels and demonstrates that continu
ing this situation only serves to maintain
an unsafe environment upon the inland
waterways.
The SIUNA calls upon the Congress
to enact the necessary legislative
amendments to bring all towing vessels
under the jurisdiction of our vessel
inspection and certification laws.
Trade and the Service Industries
Though service industries, like mari
time, account for two-thirds of U.S.
output and consumption, U.S. law does
not give them the same protection
against unfair foreign trade practices,
like dumping, that it gives goodsproducing industries.
So the SIUNA believes that shipping
and all of the other service trades should
be given equal treatment as the goodsproducing industries under the Trade
Reform Act of 1974.
War Risk Insurance
U.S. War Risk Insurance insures
ships from the outbreak of war until
wartime insurance starts. These ships
are commited to serve the U.S. in a war
or other emergency.
SIUNA recommends that the War
Risk Insurance Program should be
limited only to U.S. vessels and that the
coverage of foreign vessels should not be
renewed.
^^ "• • " *
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-54
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SIUNA Passed Resolution to Spur Construction of LNG Vessels.
/ LOG / November t978
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IV..)'•
a
�Range of PrO'Maritime, Pro-Worker Bills
Multinational Oil Companies
Competition and free enterprise have
been eroded through the concentration
of economic power in the hands of
multinational oil companies.
The petroleum industry, the U.S.'s
top source of raw energy, is ruled by
major oil companies which have acted
contrary to the nation's goal of a strong
domestic oil industry.
SIUNA urges Congress to enact
divorcement-of-operations legislation
to break the monopolistic hold the
multinational oil companies have over
America's energy industry.
Also to review the performance of
America's oil industry in meeting its
obligations to supply the energy needs
of the American people at reasonable
and competitive price levels. And to
determine whether the oil industry is not
a public utility subject to interstate
regulation by the Federal Government.
Educating the
Unorganized Worker
In the last Congress, Big Business
fought against the Minimum Wage Bill,
Labor Law Reform and a National
Health Care Program hurting millions
of both unorganized and organized
workers.
So SIUNA supports an immediate
campaign by organized labor to educate
the workers of this country—both
organized and unorganized—to the
great stake they have in the programs of
economic, health and social reform
being pursued by the international
unions of the AFL-CIO.
Voting Representation for the
District of Columbia
In 1973 and 1975, the SIUNA
Conventions called on Congress—via
constitutional amendment—for full
Congressional representation for resi
dents of the District of Columbia with
two senators and representatives.
SIUNA Passed Resolution Calling for National Policy on Shipbuilding.
Organizing the Unorganized
Because the labor movement needs
the strength and support of workers
throughout the U.S. to counter unionbusting efforts of business and to work
effectively for the well-being of Ameri
can workers, a resolution was passed
naming "organizing the unorganized"as
the number one challenge facing
America's labor movement.
Repeal of 14(B)
Congress was urged to repeal imme
diately Section 14(B) of the TaftHartley Act which has allowed the
legislatures of 20 states to outlaw the
union shop, forcing workers in these
states to accept low wages and sub
standard conditions and denying them
the benefits and protection of collective
bargaining agreements.
User Charges
The International reaffirmed its
strong opposition to the imposition of
any tax, toll or user charge on commerce
or fuel for inland water transportation.
Such user charges would disrupt cargo
movement as well as set a precedent
which would make it easier to impose
similar fees on coastal, deep sea and
Great Lakes commerce.
Appreciation and Support of
AFL-CIO President
George Meany
The SIUNA expressed its whole
hearted appreciation for the efforts of
AFL-CIO President George Meany to
bring decency, respect and justice to all
workers throughout the free world and
for his continued support in the
legislative battles waged by this Union
to insure the welfare of maritime
workers.
Dumping Tax
boats crewed by SlUNA-affiliatcd
Fishermen's Union of America mem
bers to pare down their crews or go
non-union, wiping out Union benefits
and protection for these fishermen.
The SIUNA urged a return to the
standard of crews of less than six for
determining whether a fisherman is selfemployed to protect unionism in our
fishing fleet.
Mainland soft drink bottlers are
selling their products to stores on
Puerto Rico at prices below those
charged by local producers. Because
Puerto Rican-based bottling com
panies, where many SIUNA-affiliaied
workers are employed, can't match
these cut-rate prices, they have begun
laying off workers.
TTie Convention passed a resolution
urging the federal government to
impose a tax on products being dumped
in Puerto Rico at unfair prices.
Puerto Rico Maritime
Shipping Authority
The Puerto Rico Maritime Shipping
Authority, which has 11 ships covered
by SlU-AGLIWD contract, is a public
corporation created to keep shipping
Certain municipalities in Puerto rates between Puerto Rico and main
Rico, where workers are now repre land ports as low as possible.
sented or being organized by the
This resolution opposes the proposed
SlUNA-affiliated SlU of Puerto Rico, sale of the Shipping Authority to private
are facing budget problems.
hands which would cause increased
A resolution was passed pledging the shipping rates and a higher cost of living
Convention to contact Puerto Rico's for Puerto Rico's workers.
commissioner in Washington to speed
up requests for federal funds to these
Labor Education Institute of
municipalities.
Funding for MunicipaJities of
Puerto Rico
Puerto Rico
Taxation of Fishermen
Due to a recent amendment to the tax
laws, fishermen working on boats with
crews of 10 men or less were designated
"self-employed" which is a change from
the "less than six man" crew classifica
tion which had been, the standard.
This change could cause the owners of
Currently, only 13 percent of the
labor force in Puerto Rico is organized
because miost of the Island's workers are
uneducated about the role of unions.
The SIUNA pledged to support the
funding of a labor education institute in
Puerto Rico which will benefit the labor
movement at all levels.
AFL-CIO Unions In Puerto Rico
The SIUNA pledged to urge the
AFL-CIO to encourage all Interna
tional unions in Puerto Rico to form a
united front through the Central Labor
Council in order to fight the movement
aimed at destroying International
unions on Puerto Rico.
i
Appreciation for the Support of
The AFL-CIO and Its Staff
The Convention adopted a resolution
expressing the International's deep
appreciation for the assistance and
cooperation which has always been
willingly provided to the SIUNA by the
headquarters staff, the Departments
and all other segments of the AFL-CIO.
November 1978 / LOG / 29
a. •
�Hard Work Resulted in Major Gains Ail Around
SlU'AGLIWD
Report to Convention
$450 a month as of June 16, 1980. U.S. manning and crewing provision
Eligible seamen, under the Pension enacted in the Outer Continental Shelf
Increment provision, can receive as (DCS) Bill, which passed both Houses
''^he Seafarers International Union- much as $625 a month as their pension and was signed into law by the
President.
AGLIWD wishes to extend fra benefit.
Welfare
benefits
have
been
improved
Our union has maintained an effecternal greetings to all the delegates and
officers of this 1978 Triennial Conven for the seamen and their dependents. A tive political action apparatus with the
tion of the Seafarers International Major Medical program has been added membership's support of SPAD. It has
Union of North America. We are to cover medical, surgical and hospital also worked closely with other unions
through various AFL-CIO political
pleased to submit this report to the expenses above the basic plan.
Because
of
the
merger
of
IBU
and
action
organizations.
delegates assembled. This report will
SIU-A&G,
boatmen
are
now
sharing
in
Our union took another positive step
highlight the achievements and illu
strate the progress our union has made the benefits under the SIU Pension and toward greater participation in the
Welfare Plans and for the first time, legislative arena when it recently
during the past three years.
contracts covering boatmen will enable negotiated a political check-off of 30
GROWTH AND DEVELOPMENT them to become eligible for Early cents per man-day worked, or a total of
OF THE UNION
Normal Retirement Benefits. Now, $109.50 per year, per member.
boatmen will be eligible for the $20,000
The District has continued its drive to
In the area of organizational growth
death benefit, as well. Eligible Inland get the U.S. Coast Guard to enforce and
and development of our union, two
members will also have their pension improve safety regulations for all
significant events occurred. The first is
the merger of our Inland Boatmen's benefits increased up to $440 a month. shipping. It has also geared-up for ah
all-out fight to protect jobs for U.S.
division with SIU-A&G in 1976. The
POLITICAL ACTION
workers in the developing ocean mining
.second is the merger of the Marine
Cooks and Stewards Union with the
During the past three years. Congress industry. We are fighting to secure
SlU-A&G.
has considered and passed important passage of legislation which would
The IBU-SIU merger has resulted in legislation affeeting the maritime regulate the rates and charges of statethe strengtTiening of both component industryrfhere are m°any'i'n Congress' 0^"^^ carriers, primarily those of the
organizations and the growth in the and elsewhere, who have attempted to Soviet-bloc nations. Our union has
unionization of the Inland sector of our undercut the continued existence of continued to press for the closing of the
ndustry. The Inland division has American-flag shipping. SIU-A&G is "Virgin Islands" loophole in the Jones
brought numerous companies under proud of its role and of its efforts in Act. And finally, we will continue to
contract since 1975. It now represents securing passage of the Maritime seek fair and equitable "cargo-prefer
employees of 104 inland companies.
Authorization Bill of 1979 without the ence" legislation from our national law
This merger has not only resulted in damaging amendments proposed by the makers.
improving our ability to organize many enemies of the American Merchant
UNION ADMINISTRATION,
non-union companies in this industry, Marine. The 1979 Bill included major
FINANCES
AND SERVICES
but it has strengthened our position at improvements over the previously
the bargaining table and has enabled us passed legislation and continues to
We have continued to grow and
to bring to our Inland members vast encourage and protect U.S.-flag ship develop our financial and physical
improvements in their collective bar ping and the jobs and opportunities of resources to better serve our mem
gaining agreements.
American seamen, and those who work bership.
The impact of the merger on collec in shipping-related industries.
Financially, SIU-A&G and its subortive bargaining for our Inland members
In the field of Offshore Oil Drilling dinate bodies are strong and solvent,
is shown in the Collective Bargaining and Exploration, our union, along with
portion is expected to be mainsection of this report.
others, was successful in getting a 100% tained and improved upon in the future.
The merger of MCS and SIU-A&G is
now being finalized. The work in this
matter has gone smoothly. With our
4
new and larger merged union, we are
4
confident that we will be in excellent
position to meet future challenges.
New offices and union halls have been
constructed under the union's ongoing
program to provide the membership
with better facilites.
Plans to buy and build new properties
to insure the continued availability of
improved facilities for our members are
being formulated.
T
COLLECTIVE BARGAINING
Our new three-year deep-sea contract
includes an across-the-board wage
increase in the monthly base wages in
excess of 24% over the three-year
period. Similar increases apply to
overtime, penalty and premium rates,
across the board.
There were also substantial increases
in the vacation benefits and major
improvements in the benefits available
to our members through the Seafarers
Pension and Welfare Plans.
Under the new agreement, the death
benefit for active seamen can reach a
high of $20,000. Pension benefits have
been increased from $350 to $400 a
month, effective January 1, 1979 and to
i •
4 t
4
>
i
EDUCATION AND TRAINING
»
>
The Harry Lundeberg School of
Seamanship has continued to rank as a
major training center for maritime
labor. SIU-A&G is making certain that
its members will be educated and
trained in preparation for the future of
the maritime industry. Because our
members have received advanced
training at HLSS, we have increased the
number of jobs in the deep-sea sector by
hundreds over the past three years. The
net number of SlU-contracted deep-sea
vessels has increased by 45 ships.
In the Great Lakes area, the number
of jobs and vessels under SlU-A&G
contract has remained stable, with a
number of new ships entering the trade.
The Harry Lundeberg School has
continued to expand and improve the
upgrading and entry-level training
programs. New courses and advanced
training methods have been introduced
so that the union will be ready to supply
highly qualified personnel to meet the
demands of the industry.
Education and the personal growth
and development of our members is
extremely important to our future. Over
1,000 seamen and boatmen have suc
cessfully completed their high school
education and qualified for a high
school diploma through the Harry
Lundeberg School of Seamanship Aca
demic Department.
Recently, the American Council on
Education certified nine HLSS courses
for which college credit may be given.
SIU-A&G also provides college and
university scholarships for its members
and their dependents.
Another new development in training
is the Towboat Operators Scholarship
Program. This program was established
to meet the growing need for highly
trained and skilled boatmen. In order to
insure that the training requirements of
the Inland sector of the industry will be
met, the Harry Lundeberg School has
prepared a special curriculum and has
increased the number of training
programs for upgrading our inland
members.
An important program at HLS is the
Alcoholic Rehabilitation Program
which provides psychological counsel
ing and rehabilitation for members with
drinking problems. This program has
proven successful because it provides
complete physical, emotional and
intellectual help for its participants.
From the left are five of the SiU-AGLIWD's delegation to the SlUNA Convention. They are; Joe Sacco, Houston agent; Mike Worley, St. Louis agent; Red Campbell,
SIU N.Y. representative; Jack Caffey, New York agent, and Gerry-Brown, Mobile' agent.
30 / LOG / November 1978
�•w"
©0®©®® ©if ©Oy
• -'Ai
v.-
[Mi©lJiD©--
SEA-LAND VENTURE (Sea-Land
Service), September 17—Chairman,
Recertified Bosun A. Caldeira; Secre
tary Roy R. Thomas; Educational
Director R. Henley. $26 in ship's fund.
No disputed OT. Repair sheets were
passed out and the chairman gave a
discussion on the articles that appeared
in the Log. Also on the importance of
donating to SPAD. A vote of thanks to
the steward department for a job well
done. Observed one minute of silence in
memory of our departed brothers. Next
port New Orleans.
ULTRAMAR (Apex Marine), Sep
tember 24—Chairman, Recertified
Bosun Joseph Zeloy; Secretary Robert
Wells; Educational Director William
Kenney. Some disputed OT in deck
department. A vote of thanks to the
steward department for a job well done.
Report to the Log: "A basketball game
between members of the SS Ultramar
and the SS Golden Endeavor and the
Plyichevsk, USSR Seaman's Club
ended in the honorable score of 90-78 in
favor of the Russians."
ALLEGIANCE (Interocean Mgt.),
September 29—Chairman, K. R. Marston; Secretary R. H. Mann; Engine
Delegate John J. Kulos; Steward
Delegate H. W. Roberts. $5.84 in ship's
fund. Some disputed OT in deck, engine
and steward departments. Chairman
suggested that the crew take up a
collection for the steward who got off
the ship due to a heart attack and who
was to have open heart surgery. The
Log and the new contracts were
received, read and posted. Next port
Boston.
ANCHORAGE (Sea-Land Service),
September 24— Chairman, Recertified
Bosun O. R. Rodriguez; Secretary
Claude Garnett; Educational Director
D. Papageorgiou. $20 in ship's fund. No
disputed OT. Educational Director
advised crewmembers who are in need
of upgrading to enroll in the Harry
Lundeberg School at Piney Point when
possible, that upgrading is a necessity.
Report to the Log: "Nothing can be
achieved if there is no will for success.
Only contributing to SPAD will bring
us an easy way for success." Observed
one minute of silence in memory of our
departed brothers.
SEA-LAND GALLOWAY (SeaLand Service), September 17—Chair
man, Recertified Bosun George Burke;
Secretary A. Seda; Deck Delegate E.
Bales; Engine Delegate William Foley.
Some disputed OT in engine and
steward departments. Chairman held a
discussion at the safety meeting and
advised the crew again that no one
should smoke on open deck when we
are carrying dangerous cargo. A vote of
thanks to the steward department for a
job well done. Observed one minute of
silence in memory of our departed
brothers. Next port Elizabeth.
MOUNT WASHINGTON (Victory
Carriers), September 12—Chairman,
Jose A. Ruiz; Secretary B. Guarino;
Educational Director Oscar Cooper;
Engine Delegate J. Caldwell. No
disputed OT. Chairman gave a talk on
why all crewmembers should go to
Piney Point for upgrading. Also
discussed the importance of donating to
SPAD. All communications were read
and posted. One minute of silence was
held in memory of our departed
brothers. Next port Panama Canal.
TRANSCOLORADO (Hudson Wa
terways), September 10—Chairman,
Recertified Bosun Richard Kidd;
Secretary T. Ulisse; Educational Direc
tor C. E. Connel; Deck Delegate Mark
L. Lamar; Engine Delegate Lester A.
Borges; Steward Delegate John G.
Shaw. Some disputed OT in deck and
engine departments. All communica
tions received were read to the member
ship and posted on the board. Report to
the Log: "This voyage of sixty days has
taken us to the ports of Halifax, N.S.,
Cagliari, Sardinia, Iskendrun, Turkey,
Jeddah, Saudi Arabia, Hodeidah,
North Yemen, Livornio, Italy, Rota,
Spain, Lisbon, Portugal and Bayonne,
N.J." Next port Bayonne.
BALTIMORE (Sea-Land Service),
Chairman, Recertified Bosun Jose L.
Gonzalez; Secretary George W. Gib
bons; Educational Director W. J.
Dunnigan; Deck Delegate V. Ratcliff.
$15.25 in ship's fund. No disputed OT.
Chairman reported that the Logs were
received and distributed to each depart
ment. Discussed the importance of
donating to SPAD. Secretary noted
that if there are any repairs to be made
they should be reported right away. The
educational director advised that he is
available to give help to anyone who
needs it. A vote of thanks to all
departments for fine cooperation and a
job well done.
THOMPSON PASS (Interocean
Mgt.), September 24—Chairman, Re
certified Bosun Michael Casanueva;
Secretary D. L. Knapp; Educational
Director E. Washington; Deck Delegate
Robert A. Christensen. Chairman
would like to thank everyone for
working together and making this a
smooth voyage. Also discussed the
importance of donating to SPAD. No
disputed OT. Educational Director
advised that the best information one
can get on shipping and ships is in the
Log. Suggest that everyone get a copy of
the Log and read it. A vote of thanks to
the steward department for a job well
done. Next port Long Beach.
MARYLAND (Interocean Mgt.),
September 17—Chairman, N. A. Nagy;
Secretary L. H. Waldrop; Steward
Delegate Willie J. Smith; Deck Delegate
Thomas J. Brand. $2 in ship's fund. No
disputed OT. The chairman read and
discussed the President's Report,
Headquarters Notes and the SlU in
Washington that appeared in the iMg.
Also the new contract and the impor
tance of donating to SPAD was
discussed. A vote of thanks to the
steward department for a job well done
and to all department delegates for their
cooperation. Next port Long Beach.
BANNER (Interocean Mgt.), Sep
tember 9—Chairman J. Higgins; Secre
tary F. Gissuebel; Steward Delegate
Joseph Simpson. $16.49 in ship's fund.
Some disputed OT in deck department.
Crewmembers were advised about the
merits of the Lundeberg School in Piney
Point with regards to upgrading for
better jobs and security. Members were
also a'dvised to give sufficient notice
prior to getting off the vessel and if
possible to inform the Union the trip
prior in order to guarantee replacements
upon arrival. Next port Linden, N.J.
OVERSEAS ANCHORAGE (Mari
time Overseas), September 10—Chair
man, Recertified Bosun Jack Nelson;
Secretary P. L. Hunt; Deck Delegate
Allan E. Lewis; Engine Delegate Paul
G. Dowe; Steward Delegate Franklin N.
Cain. No disputed OT. It was requested
that the men watch smoking while on
deck. A vote of thanks was given to the
steward department for the great
improvement in the food and service.
Report to the Log; "Report from Paul
L. Hunt—1 would like to commend the
work being done by Viviano Erazo,
Rashid Ali and Jo.se Santiogo. Viviano
and Rashid are new men and hopefully
they will become a permanent part of
our Union."
PUERTO RICO (Puerto Rico
Marine Mgt.), September 10—Chair
man, Recertified Bosun Barney E.
Swearingen; Secretary T. Jackson;
Educational Director H. P. Calloe;
Deck Delegate Charles H. Fox; Steward
Delegate Eddie Villasol. No disputed
OT. Chairman's report: "Last month
another LNG tanker was crewed. This
ship and others like it mean many new
jobs. However, we have to be ready for
the new ships and the only way we can
prepare ourselves and get the skills that
we need is to upgrade." A vote of thanks
to the crew for keeping the messroom
clean. Next port San Juan.
M
OVERSEAS ARCTIC (Maritime
Overseas), September 14—Chairman,
Recertified Bosun M.M. Cross; Secre
tary R. De Boissiere; Educational
Director J. P. Chancey; Deck Delegate
R. C. Munro; Engine Delegate W. E.
Walker; Steward Delegate John Lynch.
$21 in ship's fund. No disputed OT.
Chairman advised that better launch
service is needed in Panama. Also read
article in the Log on Flags-of-Convenience to crew and noted that it is a fight
for survival and jobs. Discussed the
importance of donating to SPAD. A
vote of thanks to all department
delegates for their cooperation and for a
job well done. Report to Log: "A hail
and farewell to the "Old Man of the Sea"
Bosun M.M. Cross. This is his last
voyage. He has been with us for many
years and fought the battles for the
benefits which we all enjoy today.
Thank God for men like him and the
Union, for without them, we would have
nothing today. God Bless and keep
you." Next port Stapleton.
DELTA MAR (Delta Steamship),
September 3—Chairman, Recertified
Bosun Paul R. Turner; Secretary Mike
Dunn; Educational Director Edward
Synan. $894.60 in ship's movie fund.
Some disputed OT in deck, engine and
steward departments. Chairman
reported that so far it has been a fine
trip, no accidents and finally a full crew.
Report to the Log: "Thanks to the
steward department for a job well done.
French bread, french rolls and various
assorted pies have been baked and
served professionally." Next port New
Orleans.
WORTH (Apex Shipping), Septem
ber 3—Chairman, Recertified Bosun
Anthony Hanna. No disputed OT,
Chairman advised younger members to
take advantage of the upgrading
programs at Piney Point. Educational
Director held several discussions about
the Alcoholic Rehabilitation program.
A vote of thanks was given to the
steward department for a job well done.
GOLDEN MONARCH (Apex Ma
rine), September 10—Chairman, Recer
tified Bosun A. T. Ruiz; Secretary R.
Clarke; Educational Director R.
Hardy; Deck Delegate S. Furtado;
Engine Delegate D. Morgan; Steward
Delegate L. Rinaldi. No disputed OT.
Chairman noted that most of the needed
repairs have been done, except for
repair of the wire winch for the wire
spring on the starboard side. Handrails
to be put up on the bow near the anchor
hose pipe and doors on B deck. A vote of
thanks to the steward department.
Observed one minute of silence in
memory of our departed brothers. Next
port St. Croix.
Official ship's minutes were also
received from the following vessels:
MOHAWK
SANTA MARIA
SEA-LAND COMMERCE
SANTA MARIANA
ARTHUR MIDDLETON
SEA-LAND CONSUMER
JOHN B. WATERMAN
COUNCIL GROVE
DELTA SUD
COLUMBIA
PISCES
SEA-LAND FINANCE
AQUADILLA
OVERSEAS WASHINGTON
CAROLINA
DELTA COLOMBIA
MAYAGUEZ
MOUNT WASHINGTON
OVERSEAS ALICE
OVERSEAS CHICAGO
PENNY
HOUSTON
STUYVESANT
ARIES
SEA-LAND MC LEAN
SANTA MERCEDES
SEA-LAND PRODUCER
PORT
DELTA URUGUAY
BRADFORD ISLAND
SEATTLE
COVE COMMUNICATOR
OVERSEAS YALDEZ
OVERSEAS OHIO
CHARLESTON
AMERICAN HERITAGE
OVERSEAS VIVIAN
MARY
DELTA NORTE
ACHILLES
MOUNT VERNON VICTORY
NATALIE
OGDEN CHALLENGER
ERNA ELIZABETH
ZAPATA PATRIOT
CAPRICORN
OGDEN WILLAMETTE
TAMARA GUILDEN
OVERSEAS ALEUTIAN
JACKSONVILLE
NEW YORK
OGDEN WABASH
BOSTON
LONG LINES
DELTA PANAMA
DELTA VENEZUELA
POINT SUSAN
OGDEN TRAVELER
DELTA ORO
SEA-LAND TRADE
November 1978 / LOG / 31
�Personals
INLAND
Henry Durham, Clavin Troxclair,
Ronald Dawsey and J. Nelson
Dispatchers Report for Inland Waters
OCTOBER 1-31,1978
•TOTAL REGISTERED
TOTAL SHIPPED
All Groups
Class A Class B Class C
Port
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
All Groups
Class A Class B Class C
DECK DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
'
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
0
0
0
2
0
2
3
6
0
0
1
0
0
5
5
0
2
1
2
29
0
0
0
6
0
1
0
2
1
0
2
0
0
12
8
0
13
36
1
82
2
0
0
3
0
1
0
15
3
0
3
0
7
6
56
0
15
0
67
178
Port
0
0
0
1
0
0
2
2
1
0
0
0
0
3
1
0
1
1
3
15
0
0
0
3
0
0
1
0
1
0
0
0
0
6
4
0
9
35
1
60
0
0
0
3
0
1
1
10
0
0
0
0
0
3
26
0
12
0
38
91
0
0
0
7
0
6
11
9
0
0
2
0
0
15
6
0
11
0
1
68
0
0
0
6
0
3
0
9
1
0
4
0
0
11
7
0
12
7
0
60
2
0
0
6
0
3
0
28
5
0
12
0
15
13
123
0
13
0
78
298
ENGINE DEPARTMENT
0
0
0
1
0
0
0
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
'.
0
0
0
0
0
1
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
1
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
2
Port
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
2
0
4
0
0
0
1
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
2
0
0
0
1
0
0
0
0
0
0
0
0
0
3
0
0
0
0
0
4
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
6
0
0
1
0
0
0
0
1
8
STEWARD DEPARTMENT
Boston
New York
Philadelphia ..
Baltimore
Norfolk
Tampa
Mobile
New Orleans .,
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Port Arthur
Algonac
St. Louis
PineyPoint ...
Paducah
Totals
Totals All Departments.
0
0
0
0
0
0
0
1
0
0
0
0
0
0
2
0
0
0
0
3
0
0
0
0
0
1
0
0
0
0
0
0
1
0
0
0
0
1
1
4
0
0
0
0
0
3
0
1
0
0
0
0
0
1
0
0
0
0
9
14
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
1
2
5
0
0
0
0
0
2
0
1
0
0
0
0
0
0
2
0
1
0
7
13
0
0
0
0
0
1
0
2
0
0
0
0
0
1
1
0
0
0
0
5
0
0
0
0
0
1
0
0
0
0
0
0
0
1
0
0
1
1
3
7
0
0
0
0
0
1
0
1
2
0
0
0
4
1
1
0
1
0
15
26
34
87
194
16
69
106
77
68
332
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
Mr. Silverman of Point Shipping
Corp, would like you to contact him,
regarding monies due you, at 545
Madison Ave. New York, N.Y. 10017.
Robert Byron Byrne
Your sister, Mrs. Madeline AlMalky, would like you to contact her at
24 Lome Ave., Dartmouth, N.S.,
Canada, B24 3E5.
George R. Neumann
Cathy Huang would like you to
contact her at 6200 Marinette #120,
Houston, Tex. 77036.
Ubie Nolan
Mrs. Nolan would like you to contact
her at 8255 Rudder Road, Mobile, Ala.
as soon as possible.
James Reeves, Jr.
Your sister and brother would like
you to contact them at one of the
following telephone numbers; (713) 9943472, (318) 754-7383 or (504) 277-2112.
Doug L. Salair
Irene Kessler would like you to
contact her at 45 California Ave., Reno,
Nev. 89509.
David Stambul
Robert E. Maher, of the Seamen's
Bank for Savings, 30 Wall St., New
York, N.Y. would like you to contact
him regarding your unclaimed account.
Tel: (212) 797-3244.
Ernest A. Valdes
Your daughter, Diana Valdes, would
like you to contact her at 15201
Memorial Hwy., Apt. 101, N. Miami,
Fla. 33169.
Paul V. Ward
Your daughter, Mildred, would like
you to contact her at 304 Bynum Ridge
Rd., Forest Hill, Md. 21050, Tel.: (301)
879-7838.
Ale oPioiism i
disease.
miiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiii
it can tie
treated.
A MESSAGE FROM YOUR UNION
/ CM
/ri
NAKCOTia
ARE FOR
LO^ER^
a
IF CAU6FT
you LOf0
YOUR PAPERS
FOR 1/00/
D
THINK
ABOUT/rF
32 / LOG / November 1978
.12
�•tfdlft
Leo, 6th SlU-Manned LNG Ship, is Crewed
eafarers are set to crew a lion of a
ship this month, the Leo, the
sixth SlU-contracted LNG vessel
completed so far.
An imposing vessel worthy of her
Zodiac namesake, she is 936 ft. long
and shoulders five 40 ft. high yellow
cargo tanks across her 143 ft. wide
orange deck.
But the Leo's significance goes
beyond her imposing size and
capabilities. When she sails from the
General Dynamics Shipyard in
Quincy, Mass., she will be another
link in the growing chain of LNG
vessels which have greatly extended
America's ability to transport
energy.
S
f
The Leo is the fifth LNG vessel
built by Energy Transport Corp. A
sixth SlU-contracted LNG ship is
the El Paso Southern, (El Paso Gas),
now bringing LNG to the U.S. East
Coast from Algeria.
Like her four sisterships, the Leo
will load LNG in Indonesia and
discharge at points in Japan. Each
leg of the voyage takes about five
days and each ship can carry 125,000
cubic meters of LNG. Loading and
discharging takes only 12 hours at
each end.
Right now the Energy vessels
comprise the largest single LNG
project in the world. The four ships
now in service deliver about 200,000
cubic meters of LNG weekly to
Japan. But this is only the begin
ning. Energy is building three
additional LNG vessels and when
the full fleet is in operation in 1980,
these ships will be carrying 7.5
million tons of LNG a year.
SlU-contracted El Paso Co. is
also expanding its LNG fleet with
five new ships being built now and
more planned for the future.
In little over one year, U.S.-flag
LNG carriers have carved a place for
themselves in maritime energy
transport. Seafarers manning the six
U.S.-flag LNG vessels now sailing
have helped to set the record for
safe, reliable marine transport of an
important new energy source.
A major part of this achievement
has been the preparation each
Seafarer received in the LNG course
at the Harry Lundeberg School,
which is a requirement for every SI U
crewmember working an LNG ship.
The skills and safety procedures
taught in this course enable Sea
farers to meet the challenge pre
sented
by these technologic
advancements of the industry.
LNG ships offer an important
area of job expansion for SlU
members. And Seafarers hoping to
take advantage of these new jobs
would be wise to get their LNG
training as soon as possible.
31 Dead in Panamanian Tanker Blast; 2 Runaways Crash Headon!
•mi
fi-'-W
An empty Panamanian oil tanker deafening. Black smoke rose about
1,000 feet above the ship immediately
blew up and sank in flames in Manila
Bay, P.I. killing 31 persons, many after the explosion."
Reported missing are 20 of the
trapped inside the ship's stern, on Nov. 8
On the very next day on the other side tanker's crew of 42. Six were Chinese, 12
Indonesians and two of British nation
of the world, a Liberian tanker and a
ality
of Chinese descent. Also missing
Panamanian bulk carrier, both run
are
a
Japanese technician who was
aways, crashed headon in fog on the
Mississippi River two miles from a New inspecting recent damage to the ship
Orleans ferry crossing, dumping 2,000 when she arrived inPhillipine waters and
gallons of crude into the water. No fire nine Filipino security guards and
or injuries were reported. But the U.S. boatmen ferrying supplies to the vessel.
Twenty-two other crewmembers were
Coast Guard said neither vessel's pilot
either
fished out of the drink to be
nor master had checked in with their
Voluntary Vessel Traffic System (VTS) hospitalized with burns or injuries or
were not aboard the tanker when she
right before the collision.
These incidents are two more tragic blew. Also saved was a woman visitor to
and vivid indications of the hazards the vessel. The tanker's Chinese skipper,
unsafe, improperly manned flag-of- Capt. Ng Wing Sum and four or five
convenience ships pose to life at sea.
other crewmembers were ashore at the
time of the blast.
In Manila, the Philippine Coast
Official sources said the missing
Guard said the powerful explosion,
apparently caused by a spark which seamen were believed trapped six
ignited chemical fumes in the 20,000 dwt fathoms deep in different cabins of the
tanker and some were thought to be
tanker, the ST Feoso Sun. killed six
pinned
down in the engine room.
crewmembers outright. The body of a
However,
the next day frogmen with
Filipino Security guard near the flagof-convenience tanker was found that cutting torches could not reach them
evening. Of the 56 or 57 aboard the because the doors below were locked.
"If they are all there inside, they must
tanker, 13 were rescued, but five died
be dead by now," commented the head
later of injuries in a hospital.
of the Phillipine Coast Guard.
The blast ripped the Feoso Sun
A high placed spokesman said that
almost in two at midsection a mile from
the rescuers would cut off the stern of
Limay where the World War 11 Battle of
the tanker to gain entry into the engine
Bataan was fought, 25 miles west of
room.
Manila.
A refining company official at the
In the headon collision of the two
disaster scene said "the explosion was flag-of-convenience ships near New
Orleans, the spilled oil came from a
gapping hole in the bow of the south
bound Liberian tanker, the ST Irene
l^rnos. The northbound Panamanian
bulk carrier, the SS Maritime Justice
carrying a cargo of Japanese steel, also
sustained extensive bow damage and
ran aground.
The crash happened downstream
from the Belle Chase Ferry Landing
used by suburban New Orleans com
muters. River traffic was stopped, but
no jams ensued as containment booms
were placed around the oil spill.
The year-old VTS System asks ships
to call their Coast Guard Center on
special Frequencies at specific points
and when underway giving speed, cargo,
location, destination and other data.
That info is fed into a computer to tell
vessels on the river what ships are in
their area. The system has no radar or
visual detection devices.
The Coast Guard said the Irene
Lemos had called them while at anchor
but had not told them of her departure.
The VTS Center tracked the Maritime
Justice through monitoring of bridgeto-bridge talk on the air and through
other vessel reports. But the ship failed
to use the VTS sector channel or call the
Coast Guard at all, they said.
Take One Giant Step
Toward Building a
Better Future
Upgrade at HLS
Jobless Drop to 5,8 Percent,
But Economy Seen Slowing
M
The nation's jobless rate dropped
from 6 percent to 5.8 percent last month.
Some economists, however, see this
apparent "improvement" in unemploy
ment as misleading, rather than as a real
sign that the economy is recovering.
Leading economists have warned
that unemployment could begin escalat
ing again as the economy continues to
show signs of slowing down. The
Federal Reserve Board's recent increase
in interest rates is one reason why they
fear a further slowdown of the economy.
As much as the 5.8 percent figure
indicates an improvement, it is still far
higher than the 4.6 percent figure of five
years ago.
The number of unemployed workers
in October dropped by 324,000. One
factor contributing to the decline in
unemployment was the drop in female
joblessness from 6 percent to 5.6 percent
(the lowest rate for females since August
1974).
While male joblessness, in general,
remained at 4 percent, unemployment
among blacks rose from 11.2 percent to
11.4 percent. Employment in the
teenage population dropped from 16.6
percent to 16.3 percent.
According to the Bureau of Labor
Statistics, October saw a sharp increase
in non-farm worker employment to 86.6
million—up by 430,000.
Joblessness among full-time workers
declined from 5.5 percent to 5.3
percent.
Tliere is considerable concern as to
what direction the economy will be
heading in, especially if the Carter
Administration's recently.proposed
anti-inflation plan is implemented.
Many of the nation's labor leaders,
including AFL-CIO President George
Meany, feel that the Carter plan would
probably effect the unemployment rate
adversely.
The most recent unemployment
figures, released by the Department of
Labor, are looked upon by some
optimistic economisits as "encourag
ing." We'll just have to wait and see
whether or not this optimism is justified.
As much we would like to believe that
it is, there are ominous signs that lead us
to believe it's not worth betting on.
These Courses Starting Soon
LNG
January 8
QMED
January 22
FOWT
January 4
January 22
Marine Electrical Maintenance
Diesel Engines for QMED's
January 8
Towboat Operator Scholarship
January 8
Program
(Applications must be received by December 17.)
January 4
Able Seaman
January 15
Celestial Navigation
January 4, 18
IJfeboat
January 8
Diesel Licensing
January 4, 18
Tankerman
To enroll contact HLS or your SIU Representative
Sign Up Now!
Upgrading Pays Off
When It's Time to Pay Off
November 1978 / LOG / 33
�... .ijiAteeBaa
f
SIU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hail
SECRETARY-TREASURER
Joe DiGicrgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
HEADQUARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
ALPENA, Mich
Dispatchers Report for Deep Sea
OCTOBER 1-31, 1978
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
8
114
8
26
15
10
19
98
62
39
18
35
17
78
0
1
548
1
34
4
9
3
5
5
14
7
5
4
1
0
18
6
0
116
1
11
0
1
10
0
0
4
5
5
7
12
2
8
0
1
67
Port
2
102
6
32
9
9
14
78
53
30
21
27
27
80
0
3
493
5
54
1
11
4
4
5
31
13
15
9
6
1
36
18
0
213
1
25
0
2
9
3
1
3
2
4
6
10
7
11
0
0
84
11
128
16
42
20
9
35
130
59
67
26
55
19
110
0
3
730
1
35
9
14
2
3
6
19
10
11
7
5
2
15
0
0
139
2
10
0
5
4
0
0
7
5
2
9
7
1
5
0
1
58
4
116
19
54
20
8
18
93
36
44
24
35
13
80
0
1
565
5
65
6
9
5
6
11
24
17
10
5
9
0
21
0
0
193
0
12
0
3
0
1
1
3
4
3
5
2
0
8
0
0
42
2
63
8
19
11
0
22
47
41
31
15
17
7
56
0
0
339
2
19
2
7
1
0
4
6
7
3
3
2
2
7
0
0
65
0
6
0
1
1
0
0
2
0
14
7
7
2
3
0
0
43
8
132
24
36
11
4
20
55
50
27
25
19
18
52
1
1
483
7
192
14
39
10
0
6
19
13
29
68
33
9
67
0
0
506
880
649
ENGINE DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
4
101
12
27
10
4
11
70
24
32
15
31
12
54
0
1
408
3
37
3
6
7
5
7
21
6
12
1
8
2
15
2
1
136
0
6
0
1
1
1
1
4
4
2
0
8
0
0
30
Port
0
86
3
19
6
3
21
45
24
36
11
23
13
54
0
0
344
1
37
1
15
7
2
2
25
10
10
7
9
4
23
14
1
183
0
10
0
0
1
1
0
1
0
2
1
1
1
3
0
0
21
STEWARD DEPARTMENT
Boston
New York .
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
NewQrIeans
Jacksonville
San Fr^-ncisco
Wilniiiigton
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
1
45
3
6
7
0
28
30
14
10
12
7
36
0
0
214
0
14
1
4
1
0
2
8
4
0
2
1
1
4
3
0
45
0
4
0
1
-0
0
0
1
0
21
2
2
0
1
0
0
32
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
1
57
0
15
9
0
14
37
22
22
10
19
10
31
0
0
247
2
29
0
3
3
0
3
25
16
2
1
3
4
15
28
1
135
0
28
0
5
5
0
1
1
2
37
10
2
1
10
0
0
102
ENTRY DEPARTMENT
—
Totals All Departments
1
33
4
16
3
1
3
35
16
9
5
10
9
23
0
0
168
1338
5
100
8
24
2
8
41
38
16
13
12
11
44
46
0
374
4
100
6
16
10
2
5
6
10
27
35
16
7
41
0
0
285
0
0
0
5
39
9
26
6
2
14
45
21
25
6
7
15
26
0
1
247
671
414
1084
531
207
1881
X 6
*"Total Registered" means the number of imen who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
34 / LOG / November 1978
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFAI.O, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N.J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St, 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex
534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Jnncos,
Stop 20 00909
(809) 724-2848
SEATTLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan .
P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
West Coast Stewards Halls
HONOLULU, Hawaii ... 707 Alakea St. 96813
(808) 537-5714
PORTLAND, Or
421 S.W. 5th Ave. 97204
(503) 227-7993
WILMINGTON, Ca. . .408 Avalon Blvd. 90744
(213) 834-85.38
SAN FRANCISCO, Ca. 350 Fremont St. 94105
(4L5) 54.V5855
�Still Getting A's, Scholarship Winner Looks to Politics
'
Still getting A's as a sophomore at the
University of Alabama is former SIU
scholarship winner, Vincent Craig
"Bubba" Cantrell, 19, of Whistler, Ala.
who says .. One of my dreams is to go
into politics after graduating from law
school. I am sure that being a politician
will keep me busy."
Young Cantrell maintained a straight
A average record for four years at
Murphy High School, Mobile where he
ranked third in a graduating class of
550. He was voted by the faculty as the
"Most Outstanding Senior" and was a
member of the National Honor Society
and Quill and Scroll.
He is the son of Seafarer John D.
Cantrell Jr. who joined the Union in
1944 and ships out as a chief electrician
from the port of Mobile. His son was
one of the four scholarship winners
selected from hundreds of applicants by
a panel of educators in nationwide
competition.
Explaining his interest in keeping
busy, Vince told "the Mobile Press
Register late last month, "It isn't that 1
am an overachiever, but that I just can't
stand to be idle."
His high school principal added that
he was "involved in more worthwhile
extracurricular activities than any
student who has attended the school in
the past 10 years. They included class
valedictorian, literary editor of the
yearbook and high school columnist for
the Press Register. He was president of
the Key and Paramount Clubs and the
Band Council. He is listed in "Who's
Who Among High School Students."
Vincent's ambition to be in politics is
a view his mother, Marvell, a registered
nurse shares with mixed emotions. She
said: "I feel he would have great
potential as an educator. But his dream
has always been to be a politician.."
"I guess he does have the personality
for such. He will talk to anyone. And if
he decides he is right about a subject, he
will drive you out of your mind stating
his views."
Vincent C. Cantrell
She pointed out that her son was a
mature person and believes he will
realize when he has reached his limit in
the number of activities he is able to
handle. "He requires very little sleep and
seems to have an inexhaustable supply
of energy and this is to his advantage."
Cantrell says, "Learning has always
come easily to me, so my extracurricular
involvement helped fill up my time and
fill out my total learning experience."
Entering the university to major in
English in the fall of 1977, he decided to
get "caught up" in the whirl of activities
college offers.
,
"I knew just going to class wouldn't be
enough to keep me busy, so at the first
opportunity I joined in."
Old school friends there were minoring in Russian, so Cantrell thought he'd
give it a try.
"I had never taken a foreign language
before and naturally was a little leery,"
he said, "but I consider taking Russian
one of the best decisions of my life since
I plan to study international law."
From this hejoined the Russian Club,
works at the Ferguson Student Union
information desk and chairs the Student
Government Assn. (SGA) Executive
Publicity Committee and Campus
Liaison Board.
"I really enjoy working with the SGA,
since I am politically oriented," he
continued.
Politics, knowledge and college
activities are not Cantrell's only
loves. Music and animals are, too.
"I had taken piano lessons as a kid
and didn't like them at all," he remem
bered. "Then in junior high school some
friends and I took band class as an
experiment. I soon learned to play the
trombone and fell in love with music."
His mother recalled his dislike of
practicing on the piano."He fell in love
with playing the trombone ... so much
so that he refused to wear braces on
his teeth because it interfered with his
playing."
At Murphy High, Cantrell was
named to the All-State Band for two
years, played with the Mobile All-Star
Jazz Band, student symphony as well as
the school's honor, bicentennial and
marching bands.
"I learned to play a wide range of
music from my participation in those
bands," he remarked, "from jazz to
classical to popular to Sousa."
As for his second love, animals, Mrs.
Cantrell says "... along with everything
else his zoo was always underfoot. He
loved animals, still does in fact, so there
were always dogs and cats around. I'm
tending a dog, a cat and a 50-gallon
aquarium while he's away at school."
He was always a good student, his
mother said. She said, too, that any
school project always had to be perfect
before it left home.
"... From the time he was old enough
to ask questions, he did. His questioning
never ceased . . ."
Vincent became an avid reader very
early in life. Mrs. Cantrell says she
began reading to him and his sister,
Nonie when they were very young.
"He read the newspaper from front to
back, all types of children's books and
even the Reader's Digest. He didn't care
much for comic books as I remember,
but 1 subscribed to anything I thought
would interest them . . .
". . . Anytime there were events 1
thought would be fun or educational, we
went." she said.
It had always been in the back of her
mind that her son would receive this
scholarship.
When Stars Come Out at Night, ¥
Your Pay Goes Up!
J
Notice to Members On Job Call Procedure
When throwing in for work dur
ing a job call at any SIU Hiring
HaU, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
INLAND
Monticelio Victory Committee
*
N-You're skilled in Celestial Navigation, if
^So enroll in the Celestial Navigation course at HLS. It'll help^
T-you learn what you need to know to earn the Ocean Operator^
^Over 200 Miles License. And that means a better job and more^
^money!
^
^
^
^
^Contact the Lundeberg School or your SIU Representative^
J^to enroll. Course starts January 15.
At Stapleton Anchorage, S.I., N.Y. on Oct. 5, SIU Representative Darry Sanders
(seat<ed center) makes out his report at a payoff on the ST Monticelio Victory
(Victory Carriers). With him are a crewmember and part of the Ship's Committee of
(seated i. to r.) Engine Delegate Mike Levan and Recertified Bosun Gregory
Troche, ship's chairman. Standing (i. to r.) are Wiper Butch Vane, Steward
Delegate Edward Williams and Chief Steward Duke Hall, secretary-reporter.
^The teachers at HLS give ev^y student all the individual help^
J^he needs to succeed. So HLS is the place to learn celestial navi-^
gation. The staff is there to help^ you get ahead. ^ ^ ^
^
November 1978 / LOG / 35
�9
Heroic Mayaguez Crew Saves 15 Taiwan Fishermen in Heavy Seas
"Fishing Boat Riding Big Winds Meets
Great Waves,
Loong Hsiang No. 11 Swallowed by
Waves:
15 Seamen Saved From the Ocean,
Yesterday Returned Alive to Kaohsiung
Harbor"
The above headline was translated
from the Taiwan newspaper, Chinese
Times of Oct. 12 three days after the
containership, SS Mayaguez (SeaLand), which ironically was captured by
the Cambodians on the high seas in the
famous 1975 incident, plucked 15
Taiwanese fishermen out of the sea after
their boat had sunk.
Chief Steward Charles E. Bell of the
Mayaguez sent the LOG the translated
news story from the paper:
"The Loong Hsiang No. 11 fishing
boat near the northeast Philippine Seas,
sunk by great winds and waves. 15
seamen were in the ocean. They were
saved by one of Sea-Land Service, Inc.
ships, the 55' Mayaguez which arrived in
Kaohsiung yesterday (Oct. 11.)
"A 114-ton seiner fishing boat, Loong
Hsiang No. 11 sailed from Kaohsiung
Harbor Oct. 6 for Samoa for two years.
"On the 9th of October at Latitude 2052 N., Longitude 119-50 E. met great
winds and waves and was sinking.
Deck Delegate AB Melvin Fergusen;
Engine Delegate Carl G. Madsen and
Steward Delegate Alfred W. Flatts.
In a letter of thanks to the Mayaguez
from the entire crew of the Taiwanese
seiner they said:
"Loong Hsiang No. 11 on Oct. 9 in
distress in Philippine waters. The 55
Mayaguez saved 15 crewmembers. We
"The 55 Mayaguez owned by SeaLand Service Inc. was in the vicinity and
saved all 15 of them.
"Yesterday the ship arrived at Pier 68
container wharf.
"Capt. Chien Sai Der said the crew of
the55A/a^agi/ez were very courageous.
Expressing his gratitude he said in the
boundless ocean they expected to die
but due to Capt. Stanley Malewski of
the SS Mayaguez we were rescued from
the elements. On board ship, we were
treated very good and my crew is very
grateful and thank them."
In the Ship's Minutes' report to the
LOG the secretary-reporter wrote:
"On 10/9/78 at 14:58 enroute to
Kaohsiung from Manila, the Mayaguez
happened on the stricken vessel Loong
Hsiang floundering in heavy seas with
15 Taiwan seamen. Capt. Stanley
Malewski skillfully maneuvered the
Mayaguez into position and the deckgang led by Bosun John J. Meyerchak
had all 15 survivors aboard within
minutes. Hot food, tea, blankets, etc.,
were furnished by the steward depart
ment. A great amount of professional
ism was shown by the entire crew."
Others in the Mayaguez crew were
Chief Officer Newman; 2nd Mate
Dunn: Chief Electrician John Darby;
will not forget your help in our distress.
"This special notice to express our
thanks.
"The entire staff of Loon You Fishing
Co. respectfully inform you."
The Mayaguez left Taiwan near the
end of last month for a port of call in
Manila early this month! She is headed
for layup the first part of February.
Why is this FOWT smiling?
Deposit in the
SIU Blood BankIt's Your Life
r
I
I
I
I
EUgibility Rules For Benefits "j
I
Changed to 125 Days
I
All Seafarers and Boatmen
should be aware that as part of
the changes in the Seafarers Va
cation, Welfare and Pension
Plans made to improve benefits
resulting from our recent con
tract negotiations, the Trustees
have changed the eligibility rules.
Now, to be eligible for benefits
under the Seafarers Welfare
Plan, a Seafarer or Boatman
must accumulate at least 125 days
seatime or boat-time in the previ
ous calendar year and one day
seatime or boat-time in the six
month period immediately pre-
ceding the date of claim.
Under the Vacation Plan, a
Seafarer or Boatman must now
accumulate 125 days seatime or
boat-time before filing for vaca
tion benefits.
In addition, to be eligible for
the Early Normal Pension (20
years seatime at 55 years of age.
Seafarers only), or the Disability
Pension (12 years service at any
age), an eligible employee must
accumulate 125 days seatime or
boat-time in the calendar year
immediately preceding his pen
sion application.
Because he's working.
The best bet for wipers who want to improve their job
security is getting an FOWT ticket at HLS. Job opportuni
ties for FOWT's have never been better. So. enroll now in
the FOWT course at HLS.
Course begins January 4,
To enroll, see your SIU Representative or contact:
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Gives $100 to SPAD
DImtdiiirs Rtiort Iv Greit Lakes
OCTOBER 1-31, 1978
•TOTAL REGISTERED
TOTALSHIPPED
••REGISTEREDON BEACH
All Groups
Class A Class B Class C
All Groups
Class A Class B Class C
All Groups
Class A Class B Class C
DECK DEPARTMENT
Algonac (Hdqrs.)
63
22
9
64
85
5
26
7
9
2
26
8
3
0
8
6
3
0
30
65
83
Totals All Departments
147
142
40
131
121
7
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at.the end of last month.
90
86
98
ENGINE DEPARTMENT
Algonac (Hdqrs.)
33
16
3
40
27
STEWARD DEPARTMENT
Algonac (Hdqrs.)
114
3
27
9
ENTRY DEPARTMENT
Algonac (Hdqrs.)
36 / LOG / November 1978
40
100
25
0
0
Jacksonville Patrolman Red Wilson, left,
thanks Seafarer J, Zimmerman, sailing
deck maintenance on the SlU-manned
Mohawk, for supporting the Union's political
action fund with a $100 donation to SPAD.
�3 Lifeboat Grads L
Three more Lifeboat Course graduates at the HLS are (I. to r.) Jimmy Sabga, Michael Cramer and Charles Thomas.
The Harrv Liindeht
>•
Tankermao's T(h)anks
Now a tankerman is Jon Snyder at
Piney Point graduation.
r School of Seamanship
a better jot) today, and job security tomorroiv."
•ii-' •
Cook-Baker He Is
iiiiiiiifii
LNGer's Ready and Able
Hats Off
ijiiiiiiieiiifiiiitii
Rarin' to go are 13 LNG graduates (front I. to r.) J. Catania, B. Hager, C. Boles,
Michael De Nardo, Charlie Perryman and James W. Badgett. In back (I. to r.) are
Instructor Bill Eglington, Peter Goodzuk, Jim McCrary, A. P. Clark, J. R. Von
Holden, Frank Byers, L. Shaw Jr. and W. Kosicki.
An All LNG Team
A high achiever is John Mortinger, a
young cook and baker grau at the HLS.
Lining up like a team they are, (I. to r.) LNG graduates Owen Herrins, Romeo
Dizon, Clifford Hall, Bill Joyner and Stanley Krawczynski. In the back (I. to r.) are
J. Bowman, W. Jefferson, C. Dockrey, O. Sessions and R. Robertson.
Seafarer Rudolph Williams sports his
HLSS assistant cook diploma.
November 1978./ LOG / 37
�Sandra Smith
Joins SlU Fleet
Crescent Towing of New Orleans has
added another tug to its expanding
shipdocking fleet.
The Sandra Smith, a rebuilt and
repowered railroad tug, was recently
crewed by SIU Boatmen and is now
working between New Orleans and
Baton Rouge, La. The boat is 102 ft. x
25 ft. and has a 12 cylinder 2,400 hp
diesel engine.
She was remodeled at Main Iron
Works in Houma, La. where two other
Crescent tugs are currently being
overhauled. The three additions to the
fleet are expected to create a total of
almost 40 new jobs for SIU Boatmen.
leiBERSMPMETIIBir SCHEDULE
Port
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Algonac
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Date
Dec. 4
Dec. 5
Dec. 6
Dec. 7
Dec. 7
Dec. 8
Dec. 11
Dec. 12
Dec. 13
Dec. 14
Dec. 18
Dec. 22
Dec. 9
Dec. 7
Dec. 16
Dec. 12
Dec, 12
Dec. 13
Dec. 15
Dec. 14
Deep Sea
Lakes, Inland Waters
2:30p.m.
2:30p.m.
2:30p.m.
9:30a.m.
2:00 p.m.
2:30p.m.
2:30p.m.
2:30p.m.
2:30p.m.
2;30p.m.
2:30p.m.
2:30p.m.
10:30a.m.
2:30p.m.
—
—
2:30p.m.
—
2:30p.m.
—
UIW
All the time in the world
7:00p.m.
7:00p.m.
7:00p.m.
7:00p.m.
A
7:00p.m.
7:00 p.m.
isn't
worth
a dime
1:00p.m.
r.i
Viva Camacho, $200 to SPAD
unless you make it
work for you.
Make your time in the engineroom pay
Take the Diesel Engineer's Course
at HLS
Course begins January 8
To enroll, see your SIU Representative or contact:
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301) 994-0010
Seafarer Ramon Camacho, right, says he believes in the SlU's fight oathe political
front. But he did more than talk. He donated $200 to SPAD earlier this month. SIU
N.Y. representative John Dwyer holds up a couple o' hundred dollar bills as proof.
Brother Camacho sails as QMED.
With a Diesel Engineer's License, Time Is Money
38 / LOG / November 1978
k-..
i
�H
SlU Crew Says Sugar Islander Is a Heal Honey
i
Her name is the Sugar Islander, but
these days the name is a bit deceiving.
Originally designed for carrying
sugar, in bulk, from the Hawaiian
Islands, the SlU-contracted MV Sugar
Islander has actually been hauling grain
since 1976.
Her principal run doesn't even come
close to the warm waters of the Pacific
Isles. The Islander spends most of her
time running between New Orleans and
other Gulf ports and Israel.
When the Islander made a rare
appearance in New York harbor earlier
this month after a 10-day layup in
Newport News, the Log made a point of
going over to Brooklyn's Bush Terminal
to check her out.
We soon learned from the crew that,
despite the fact she's not hauliitg the
sweetnin', she is nonetheless a real
honey.
Built five years ago by the Lockheed
Shipbuilding and Construction Co., in
Seattle, Wash., the 641-foot Sugar
Islander is truly a modern shipdesigned for living as well as for getting
the job done.
Members of the ship's steward
department sang songs of praise over
the Islander as we toured the wellequipped galley. Chief steward John
Samuels, 48, told us, "I've never been in
a ship comparing with this one... this is
Wiper Edmund Bernette shows off some of the souvenirs he picked up in the Med
on his first trip on the Islander. He holds a silver-covered Bible while sitting next to
a marble ash religious sculpture.
the finest ship I've been on. I fell in love
private, air-conditioned quarters. Or
with this ship." And Samuels has been
that crew members are treated to regular
on plenty of other ships to compare with
full-length movies on their voyages. Far
the Islander. He's been sailing with the
from it. The ship has other things that
SIU for 24 years. It just goes to show
set her apart from most other ships, such
you—the ships might change, but not
as an excellent library containing more
the sentiments.
than 1,600 volumes, and an "exercise
It isn't just that the Sugar Islander is
room" equipped with rowing and
considered to be a good feeder—which
peddling machines, and a treadmill for
she is—or that crew members have
those inclined to do some jogging.
Members of the Islander's steward department, proud of the good food they serve from the ship's modern galley,
include, I. to r., Travis Mainers, cook and baker; Chief Steward John Samuels; James Buggs, steward utility; and
Utility Messman Robert Hendrix.
Several crew members have found it
difficult to leave the Sugar Islander, and
it's no wonder. Cook and baker Travis
Mainers, 57, has been on the ship for a
year. She's a far cry from his first ship—
a rusty old tanker he rode to Cuba in
1945.
Since Mainers has been on the
Islander, he and other crew members
have had a chance to see the sights in
Israel. Recalling one excursion to
Jerusalem, he said, "We saw a lot of
wrecked vehicles alongside the road...
they leave them there as a war memorial
and put flowers on them every year."
Israel, in general, left an impression
on Mainers. As he put it, "The way the
Israelis built it up out of the desert is
really remarkable." He also enjoyed
visiting several of the holy places while
in Jerusalem.
From New Vprk City the Sugar
Islander made her way up the Hudson
River to Albany, where she took on
another load of grain. From there it was
out through The Narrows, and past
Ambrose Light for another transAtlantic run.
As all seamen know, going to sea is a
seven-day-a-week occupation. So hav
ing a ship that you feel right about
working and living on is really the
important thing. The crew of the Sugar
Islander have got just such a ship.
Adding to the already good atmosphere on the
Islander. AB Patrick "Pat" Wright (MLS graduate,
1975) makes his own music when off watch.
November 1978 / LOG / 39
�jTnuil
#
11
r.,!
Alfred J. Lord,
52, died in July in
New Brunswick,
Canada. Brother
Lord joined the
SlUin 1944 in the
port of Boston
sailing as a bosun.
He sailed 17 years.
Seafarer Lord was a veteran of the U.S.
Navy in World War II. Born in Palmer,
Mass., he was a resident of Westfield,
Mass. Surviving are his widow, Mil
dred; three sons, Allen of Agawam,
Mass., Richard of Springfield, Mass.
and Nelson of Westfield.
Pensioner Clif
ton H. Jackson,
66, died on Oct. 8.
Brother Jackson
joined the SIU in
the port of Balti
more in 1955 sail
ing as a firemanwatertender and
deck engineer. He sailed 31 years.
Seafarer Jackson helped to organize the
Cities Service fleet and walked the
picketline in the Isthmian Line beef. He
also attended the 1970 Piney Point Crew
Conference No. 3. Born in Deltaville,
Va., he was a resident there. Surviving
are nis widow, Thelma; his mother,
Lydia of Deltaville; three sons, Arthur
of Deltaville, Gary and Clifton and four
daughter*-. Cheryl, Marie, Margaret and
Shirley Ann.
Pensioner
James A. McConathy, 51, died on
Sept. 18. Brother
McConathy
joined the SIU in
1945 in the port of
Mobile sailing as a
fireman-watertender. He sailed 16 years. Seafarer
McConathy was on the picketline in the
1962 Robin Line beef. He was a veteran
of the U.S. Coast Guard after World
War II. Born in Mobile, he was a
resident of Chattanooga, Tenn. Survi
ving are his widow, Barbara; his
parents, the Rev. James H. and Mrs.
Laura Bell McConathy of Chattanooga;
a brother, William; a sister, Mrs. Gladys
A. Lamb of Chattanooga; a stepson,
Edward L. Johns and a stepdaughter,
Vickie D. Johns.
Albert D. Nash,
55, died on the
SS Long Beach
(Sea-Land)in
Leghorn, Italy on
Aug. 17. Brother
Nash joined the
SIU in the port of
New York in 1959
sailing as a chief cook. He sailed 33
years. Seafarer Nash walked the picketlines in the Baltimore garment workers
strike and the 1955 Longshoremen's
beef. He was on the SS Samuel Tilden
when she was bombed in the harbor of
Bari, Italy during World War H. Born in
New Haven, Conn., he was a resident of
Barnesville, Pa. Cremation took place
in Reading, Pa. Surviving is a sister,
Mrs. Faye Gierlach of Columbia
Station, Mo.
William Ivan
Theodore, 49 died
of a heart attack
in the San Pedro,
Calif. Hospital on
Sept. 16. Brother
Theodore joined
the SIU in the port
of Wilmington,
Calif, in 1970 sailing as a chief cook. He
sailed 10 years. Seafarer Theodore was
a former member of the SUP and the
Teamsters Union. He upgraded to cook
and baker at Piney Point in 1976. Also,
he was a veteran of the post-World War
II U.S. Navy. A native of Flint, Mich.,
he was a resident of Bakersfield, Calif.
Interment was in Hillcrest Memorial
Park Cemetery, Bakersfield. Surviving
are his widow, Alice; two sons, John and
Robert; a daughter, Patricia and a niece,
Terry Waters.
Pensioner Mo
desto Velez, 68,
died of heart fail
ure on Sept. 18.
Brother Velez
joined the SIU in
1942 in the port of
Mobile sailing as a
chief cook. He
sailed 46 years and on the Bull Line and
the Robin Line. Seafarer Velez was on
the picketline in the District Council 37
beef. Born in St. German, P.R., he was a
resident of Ponce, P.R. Surviving are a
son, Jose of Ponce; a daughter, C.J.
Velez and three brothers, Jose, Epfanio
of Ponce and Carlos of the Bronx, N.Y.
Bernard J. Zawacki, 55, died on
Oct. 16. Brother
Zawacki joined
the SIU in the port
of Baltimore in
1952 sailing in the
steward depart
ment. He was a
veteran of the U.S. Army in World War
11. Seafarer Zawacki was born in
Baltimore and was a resident there.
Surviving are three sons, Bernard, John
and Joseph; his mother, Mary of
Baltimore and a sister.
Pensioner Car
los Casanova Mor
ales, 74, died in
Hospital Pavia,
Bayamon, P.R. on
Aug. 1. Brother
Morales joined
the SIU in 1939 in
the port of New
York sailing as a bosun and deck
maintenance. He sailed 45 years.
Seafarer Morales was on the picketline
in the 1961 N.Y. Harbor beef and the
1962 Robin Line strike. He was born in
Humacao, P.R. and was a resident of
Bayamon. Burial was in Puerto Rico.
Surviving is a daughter, Mrs. Miriam C.
Velarde of Walkersville, Md.
Pensioner John H. Knighton, 73, died
of heart-lung failure in the Church
Home Hospital, Baltimore City, Md. on
Sept. 2. Brother Knighton joined the
Union in the port of Baltimore in 1956
.sailing as a watchman and firemanwatertender. He was born in Virginia
and was a resident of Baltimore.
Interment was in Tuscarora Cemetery,
Berkeley, W. Va. Surviving is his
widow, Catherine.
John White, 76, passed away in St.
John's Hospital, Detroit on July 22.
Brother White sailed as a cook for 40
years. Interment was in Detroit. Surviv
ing are his widow, Gertrude and a
daughter of Grosse Point Farms, Mich.
Rufus D. Pridgen, 59, died on Sept.
4. Brother Pridgen joined the Union in
the port of Norfolk in 1977 sailing for
the NBC Line from 1977 to 1978. He
was a resident of Kaneohe, Hawaii.
Surviving is his widow, Olive.
m t LOG / November 1978
Pensioner Rob
ert M. Douglas,
Sr., 55, died of
natural causes in
the Staten Island
USPHS Hospital
on July 4. Brother
Douglas joined
the Union in the
port of Philadelphia in 1962 sailing as a
cook for McAllister Brothers from 1963
to 1978. Brother Douglas was also a
relief cook for the Independent Pier Co.,
Philadelphia from 1962 to 1963. He also
sailed deep sea with the SIU from 1946
to 1961. Boatman Douglas was born in
Linwood, Pa. and was a resident of
Pennsauken, N.J. Burial was in Arling
ton Cemetery, Pennsauken. Surviving is
his widow, Diane; a son, Robert Jr. and
a daughter, Catherine of Newfield,
Nova Scotia, Canada.
Pensioner
Charles F .
Browne Jr., 58,
died on Oct. 10.
Brother Browne
joined the Union
in the port of Phil
adelphia in I960
sailing as a deck
hand, mate, captain and pilot for the
Curtis Bay Towing Co. from 1951 to
1976, for Taylor and Anderson and for
the U.S.Army Corps of Engineers from
1936 to 1942. He sailed 36 years.
Boatman Browne was a veteran of the
U.S. Navy in World War II serving as a
seaman 1st class in the South Pacific
Solomon Is. campaign. Born in Claymount, Del., he was a resident of
Chesapeake City, Md. Surviving are his
widow; Elizabeth; his mother, Kathryn
of Selbyville, Del.; eight sons, Charles
III, James, David, Lawrence, John,
Kevin, Donald and Ronald and three
daughters, Virginia, Barbara and
Elizabeth.
Pensioner
Thomas K. Hol
land, 70, passed
away on Oct. 15.
Brother Holland
joined the Union
in the port of New
York in 1960 sail
ing as a deckhand
for the Penn Central Railroad at the
Greenville Piers from 1929 to 1973. He
was also a member of the Masters,
Mates and Pilots Union. Boatman
Holland was a veteran of the U.S. Navy
in World War 11. A native of Rahway,
N.J., he was a resident there. Surviving
is his widow, Alice.
Pensioner John
J. Miller, 78, died
of natural causes
in the Community
Hospital of
Brooklyn, N.Y. on
Sept. 3. Brother
Miller joined the
Union in the port
of New York in I960 sailing as a
deckhand on Tug 18 for the N.Y.
Central Railroad from 1943 to 1965. He
sailed 48 years. Boatman Miller was
born in New York City and was a
resident of Brooklyn. Burial was in
Long Island National Cemetery^ Suf
folk County, N.Y. Surviving is his
widow, Eleanor.
Willard F. Robins Jr., 48, died on
June 3. Brother Robins joined the
Union in the port of Norfolk in 1975
sailing as a 2nd mate for the Assn. of
Maryland Pilots from 1972 to 1978. He
was a veteran of the post-World War II
U.S. Navy. Boatman Robins was born
in Newport News, Va. and was a
resident there. Surviving are his widow,
Dorothy and a daughter, Cynthia.
Pensioner Ivan
Constantine
Buckley, 64, died
of natural causes
in the Staten Is.
(N.Y.) USPHS
Hospital on Sept.
16. Brother Buckley joined the SIU
in the port of New York in 1952 sailing
as a chief steward. He sailed 38 years
and on Sea-Land S-L 7 ships. Seafarer
Buckley upgraded at Piney Point in
1973. He hit the bricks in the Isthmian
Line beef in 1961. Born in Jamaica,
B.W.I., he was a naturalized U.S. citi
zen and was a resident of Brooklyn,
N.Y. Interment was in Greenwood
Cemetery, Brooklyn. Surviving is a
daughter, Mrs. Winnifred M. Baugh of
Willowdale, Toronto, Canada.
William J.
Burke, Jr., 31,
died on Sept. 10 in
Athens, Greece.
Brother Burke
joined the SIU
after graduating
from the HLS in
the port of New
Orleans in 1968 sailing as a wiper then.
He upgraded to fireman-watertender in
1969. Seafarer Burke was a veteran of
the U.S. Marine Corps during the Viet
nam War. A native of Chicago, 111., he
was a resident there. Surviving are his
mother, Rebecca of Chicago, and his
father, John, of Mobile.
Pensioner John
Cabral, 56, was
dead on arrival of
heart-lung failure
at the Rhode Is
land
Hospital,
Providence on
Sept. 9. Brother
Cabral joined the
SIU in 1943 in the port of New York
sailing as a bosun. He sailed 37 years.
Seafarer Cabral also sailed on the Bull
Line and walked the picketlines in the
1961 Greater N.Y. Harbor strike and
the 1962 Robin Line beef. Born in
Bristol, R.L, he was a resident there.
Burial was in St. Mary's Cemetery,
Bristol. Surviving are his widow, Jo
Anne; his parents, Mr. and Mrs. Joseph
and Mary Cabral of Providence; four
sons, John, James, Edward and Joseph
and five daughters, Joanne, Hope,
Mary, Amy and Suzanne.
Pensioner Ed
ward K. Dooley,
54, died on Sept.
21. Brother
Dooley joined the
SIU in the port of
Norfolk in 1955
sailing as a bosun
and 2nd engineer.
He sailed for 25 years and during the
Vietnam War. Seafarer Dooley was on
the picketline in the 1962 Robin Line'
strike and the Philadelphia and Chicago
beefs. He was a veteran of the U.S.
Marine Corps in World War H. Born in
Hartford, Conn., he was a resident of
Miami, Fla. Surviving is a sister, Mrs.
Kathleen Compton of Miami.
Pensioner George Black, 80, suc
cumbed to cancer in the Galveston
County Memorial Hospital on June 24.
Brother Black joined the Union in the
port of Houston in 1957 sailing as an
oiler and engineer for the G & H Towing
Co. from 1947 to 1963. He was also a
boilermaker for the Todd Drydock Co.
from 1939 to 1946. Boatman Black was
a union member since 1940. Born in
Atmore, Ala., he was a resident of La
Marque, Tex. Burial was in the Forest
Park East Cemetery, League, Tex.
Surviving are his widow, Mary and his
daughter, Mary.
�Pensioner Ern
est J, Crane, 65,
died of natural
causes in the
Staten Island
(N.Y.) USPHS
Hospital on Aug.
7. Brother Crane
joined the Union
in the port of New York in 1963 sailing
as a tug deckhand for the Erie-Lacka
wanna Railroad from 1941 to 1971.
Boatman Crane was born in Jersey City,
N.J. and was a resident there. Burial was
in Hillside Cemetery, East Rutherford,
N.J. Surviving are his widow, Marie; a
son, Ernest and two daughters, Mrs.
Judith Gangemi of Jersey City and
Nancy.
Charles F. Ed
wards, 47, drown
ed at sea off a tug
on Aug. 29. Broth
er Edwards joined
the Union in the
port of Baltimore
in 1970 sailing as
an AB and tankerman for the Marine Towing Co.,
Philadelphia from 1975 to 1978, Bayside
Towing in 1974, and Steuart
Transportation Co., Piney Point, Md.
from 1969 to 1974. He was also a welder.
Boatman Edwards was a veteran of the
U.S. Air Force during the Korean War.
Born in Madison, Va., he was a resident
of Daisytown. Pa. Surviving are his
widow, Anna Marie of Unionville. Va.
and two sons, Charles and Robert.
i
I?
Phylander W. Jones, 50, died of lung
cancer in the Galveston USPHS Hospi
tal on June 15. Brother Jones joined the
Union in the port of Port Arthur in 1972
sailing as a tankerman-machinist and
deckhand for the Sabine Towing and
Transportation Co. from 1974 to 1978,
Slade Towing from 1973 to 1974,
National Marine Service and Dixie
Carriers. He was a veteran of the U.S.
Army during the Korean War. Boatman
Jones was born in Middletown, Ohio
and was a resident of Groves, Tex.
Burial was in Jefferson Barracks, Mo.
National Cemetery. Surviving is a sister,
Mrs. Shirley M. Palmer of St. Louis.
Pensioner Thomas F. Langan, 72,
passed away on Aug. 15. Brother
Langan joined the Union in the port of
New York in 1960 sailing as a deckhand
for the New York, New Haven, Hart
ford-Central Railroad from 1941 to
1970. He was a former member of the
Masters, Mates and Pilots of America
Union from 1948 to 1960. Boatman
Langan was born in New York City and
was a resident of Fair Lawn, N.J.
Surviving is a sister, Mrs. Ann P. Casper
of the Bronx, N.Y.
f
Warren D. Thomas Sr., 50, died of
heart failure at home in Baltimore on
June 6. Brother Thomas joined the
Union in the port of Baltimore in 1956
sailing as a deckhand, mate, pilot and
captain on the tug H. H. Charles from
1973 to 1976 and for the Charles H.
Harper Towing Co. from 1952 to 1978.
He was also a longshoreman. Boatman
Thomas was born in Baltimore. Inter
ment was in Cedar Hill Cemetery,
Baltimore. Surviving are his widow,
Thelma; a son. Warren and a daughter,
Marcell.
Pensioner William J. Vaught Sr., 64,
died on Aug 26. Brother Vaught joined
the Union in the port of Norfolk in 1962
sailing as a deckhand for the Cape Fear
Towing Co. from 1953 to 1973. He was
born in Charlotte, ,N.C. and was a
resident of Wilmington, N.C. Surviving
are his widow, Beulab and a.son,
William of Wilmington.
Pensioner Wilbur L. Everett, 68,
B
on Sept. 23.
Brother Everett
joined the SlU in
the port of Seattle
in 1956 sailing as a
chief steward. He
sailed 28 years.
Seafarer Everett was born in Idaho and
was a resident of Seattle. Surviving is a
daughter, Mrs. Betty Lee Shenberger of
Beavcrton, Ore.
r
__
Gorman B.
Marshall, 60, died
on Sept. 1. Broth
er Marshall joined
the Union in the
port of Baltimore
in 1963 sailing as a
barge captain and
tankerman for the
Harbor Towing Co. from 1961 to 1978.
He was a veteran of the U.S. Navy in
World War 11. Boatman Marshall was
born on Smith Is., Taylertown. Md. and
was a resident of Marion Station, Md.
Surviving are his widow, Catherine; a
son, Raymond and three daughters,
Catherine, Jane and Edna.
Pensioner Edmund F. Glowc/ak, 73,
succumbed to acute bronchopneumonia
in the Millard Filmore Hospital. Buf
falo, N.Y. on July 31. Brother Glowczak
joined the Union in the port of Detroit
in 1960 sailing in the steward depart
ment for the Pioneer Steamship Co. He
was born in Buffalo and was a resident
there. Burial was in the Mt. Calvary
Cemetery, Cheektowaga, N.Y. Surviv
ing are his widow, Annette and a son,
Edmund, also of Buffalo.
Rodney J. Dellenbach, 25, was dead
on arrival at the Alpena (Mich.) General
Hospital on July 7 from head injuries
sustained in a motorcycle accident at
Presque Is, County, Mich. Brother
Dellenbach joined the Union in the port
of Detroit in 1972 sailing as an AB for
the Reiss Steamship Co. in 1970 and for
the American Steamship Co. He was
born in Michigan and was a resident of
Swartz Creek, Mich. Interment was in
Entrician Cemetery, Montcalm County,
Mich. Surviving are his parents, Mr.
and Mrs. Gerald and Coleen Dellen
bach of Swartz Creek.
Arthur A Wigley Jr., 48, died on the
way to the St. Mary's Hospital, Port
Arthur on June 18. Brother Wigley
joined the Union in the port of Port
Arthur in 1975 sailing as a lead
deckhand, captain and engineer for
Moran Towing of Texas in 1975, and on
the tug Defender (Caribe Towing) from
1976 to 1977 and for the Sabine Towing
and Transportation Co. from 1977 to
1978. He was a veteran of the U.S.
Armed Services during the Korean War.
Boatman Wigley was born in Texas and
was a resident of Sabine Pass, Tex.
Burial was in Greenlawn Memorial
Park Cemetery, Port Arthur. Surviving
are his widow, Florence and his parents,
Mr. and Mrs. Arthur B. and Lois W.
Wigley of Sabine Pass.
Pensioner Francis J. Murray, 68, died
of a heart attack in the Parma (Ohio)
General Hospital on June 21. Brother
Murray joined the Union in the port of
Cleveland in 1961 sailing as a tug
deckhand and lineman for the Great
Lakes Towing Co. from 1940 to 1976.
He was also a pipefitter from 1949 to
1961. Boatman Murray was born in
Cleveland and was a resident of Parma.
Burial was in Holy Cross Cemetery,
Cleveland. Surviving are two daughters,
Mrs. Kathleen Lucia of Kirtland, Ohio
and Mrs. Patricia J. DiSantis of Parma
Heights, Ohio.
,
William T.
"Bill" Ray, 50,
died on July 5.
Brother Ray join
ed the SlU in 1956
in the port of New
York sailing as a
chief cook during
the Vietnam War.
He was also a member of the SUP in
1947 in the port of San Francisco and
knew the late SUP President Harry
Lundeberg. Seafarer Ray was a veteran
of the post-World War II U.S. Army.
Born in Gadsen, Ala., he was a resident
of Haywood, Calif. Surviving is his
father, Francis of San Francisco.
Pensioner An
tonio Treyes, 76,
passed away in
Philadelphia on
Aug. 15. Brother
Treyes joined the
Union in the port
of Philadelphia in
1960 sailing as a
cook for the Taylor and Anderson Tow
ing and Lighterage Co. from 1958 to
1967. He was born in Negros, P.l. and
was a resident of Philadelphia. Inter
ment was in Northwood Cemetery,
F^hiladelphia. Surviving arc his widow,
Lillian and a son, Donald.
Gary E. Nich
ols, 22. died on
Sept. 4 from in
juries sustained in
a car crash on
Sept. 2. Brother
Nichols joined the
Union in 1978 fol
lowing his gradua
tion from the Lundeberg School. He
sailed as a deckhand for National Ma
rine Service this year. Boatman Nichols
was a veteran of the U.S. Navy. Born in
Denison, Tex., he was a resident of Deer
Park, Tex. Surviving is his mother,
Mary Ann of Deer Park.
Robert S. Chitty Jr., 50, was lost off a
tug and drowned near Fisherman
Island, Virginia Beach on July 14. Chit
ty joined the Union in the port of Nor
folk in 1972 sailing as an assistant engi
neer on the tug Sugar Daddy (Allied
Towing). He was a veteran of the U.S.
Army in World War 11. Boatman Chitty
was born in Norfolk and was a resident
there. Burial was in Forest Lawn Ceme
tery, Norfolk. Surviving are his father,
Robert of West Columbia, S.C. and a
brother, Edward.
Leon E. Furman, 64, died in
September 1977.
Brother Furman
joined the Union
in 1947 in the port
of Buffalo, N.Y.
sailing as an AB
and in the steward
department for the Erie Sand Co. and
the American Steamship Co. Laker
Furman was a veteran of the U.S. Air
Force in World War 11. He was born in
New York and was a resident of Selma,
N.C. Surviving is his widow, Thora.
Pensioner Martin L. G. Gibas, 67,
died of a heart attack in the Baltimore
USPHS Hospital on July 13. Brother
Gibas joined the Union in the port of
Duluth in 1958 sailing as an oiler on the
SS George Steinhrenner (American
Steamship) from 1970 to 1974. He was
born in Ohio and was a resident of
Cleveland. Burial was in Riverside
Cemetery, Cleveland. Surviving is a
brother, Andrew of Cleveland.
Donald F. St. (ieorgc Jr., 54, died of a
heart attack in the North Carolina
Memorial Hospital. Chapel Hill, N.C.
on June 6. Brother St. Georgcjoined the
Union in the port of Norfolk in 1970
sailing as a pilot on the Cape Fear River,
for Stone Towing Lines in 1970 and for
the Cape Fear fowing Co. from 1973 to
1978. He was a veteran of the U .S. Coast
Guard in World War 11. Boatman St.
George was born in Southport, N.C.
and was a lesiJeut (iieie. Burial was in
Northwood Cemetery, Southport.
Surviving are his widow, Catherine; a
daughter, Julie and a grandson, John F.
St. George.
Pensioner James W. Miles, 63, died of
a heart attack in Riverside Hospital,
Newport News, Va. on Sept. 9. Brother
Miles joined the Union in the port of
Norfolk in 1959 sailing as a captain for
the Virginia Pilots Assn. He was born in
Norfolk and was a resident of Newport
News. Burial was in Dowings Cemetery,
Oak Hall, Va. Surviving is his widow,
Annie l^urie.
^ARITIV^^-
Seventy-one cents of every dollar spent in shipping on .\mencan-flag vessels
remains in this country, making a very substantial contribution to the national
balance of payments and to the nation's economy.
Use U.S.-flag ships. It's good for the American maritime industry, the Ameri
can shipper, and America.
November 1978 / LOG / 41
�Boatman Ratify New Pact With Moran of Texas
SIU Boatmen with Moran of Texas
have ratified a new three year contract.
It marks another step forward in the
recent landmark collective bargaining
gains achieved by the SIU for its inland
membership.
The new agreement, effective October
17, covers close to 50 SIU Boatmen with
the Port Arthur-based shipdocking
operation. It includes substantial wage
gains, increased overtime provisions
and improved working conditions.
The new pension, welfare and vaca
tion benefits follow the pattern of major
gains set earlier this year by Boatmen on
the East Coast and in the Gulf. These
include:
• A $100 jump in the monthly
pension benefit.
• A new program of Major Medical
coverage for Boatmen's dependents.
This greatly extends coverage already
FLAG
provided by the basic provisions of the
Seafarers Welfare Plan.
• Increases in hospital extras, emer
gency treatment and student coverage
for dependents, along with a raise in the
optical benefits for both Boatmen and
their dependents.
• A tremendous increase in death
benefits, reaching up to $20,000 for
beneficiaries of active Boatmen. This is
a jump from the previous maximum of
$5,000.
• Bigger and better vacation benefits
through establishment of the SIU
Industry-Wide Inland Vacation Plan.
The benefits are based on the amount of
days worked and can be collected after
every 15 days of employment.
Deposit in the
SIU Blood BankIt's Your Life
Retires from 25-Year Career
Seventy-one cents of every dollar .spent in shipping on American-flag vessels
- remains in this country, making a vers' substantial contribution to the national
balance of payments and to the nation's economs.
Use U.S.-flag ships. It's good for the American maritime industry, the Ameri
can shipper, and America.
...
1^.
Brotherhood m
..for SIU members with an alcohol problem
Seafarer Bill Barrineau is currently
enrolled in the Marine Electrical
Maintenance Course at the Harry
Lundeberg School. He has plans to
acquire his QMED endorsement soon
and is looking forward to attending the
LNG course.
Brother Barrineau feels that "I am
now able to come to the school because
of the help 1 got from the Seafarers
Alcoholic Rehabilitation Center. I
could not have done this without being
sober."
Last year. Seafarer Barrineau realized
that he had a problem with alcohol. He
had been a member of AA for two years
but started drinking again. He said, "My
drinking was so bad last year that I had
to be hospitalized. I decided that
something had to change and I thought
about our Center. 1 called Ed Morris
(SIU rep in San Francisco) and he
helped me get to the Center."
Brother Barrineau was very im
pressed with the programs at the ARC.
"It is a very good program for seamen,"
he commented. "The counselors are
good and they really help you learn
about yourself."
He thinks that in order for the Center
to help a person, "the guy has to want to
get sober, learn how to cope with
himself and his problem, be willing to
change his attitudes about life and
always try to listen with an open mind."
Since he has been sober. Seafarer
Barrineau has been living each day with
a new outlook on life. "When I first went
to the Center, 1 thought I knew all about
alcohol and how it affects the body, but
I really did not know anything," he
commented. "If I could go back in time,
I know that I would go to the Center for
help. I actually should have gone before
I did."
Seafarer Barrineau encourages his
brothers to come to the Center. He said,
"If you even think that you may have
a problem with alcohol, you should
come to the Center. They can help."
I am interested in attending a six-v/eek program at the Alcoholic
Rehabilitation Center. I understand that all my medical and counseling
records will be kept strictly confidential, and that they will not be kept
anywhere except at Tlie Center.
for bis skip to eoote to*
Book No.
Address
(Street or RED)
(City)
(State)
Telephone No. .
Mail to: THE CENTER
Star Rente Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, (301) 994-0010
A (kMiP who Aoesa't know kow to
work 00 dieset eogioes eootd bo
woitiog o hog t/oie...
I
Alcoholic Rehabilitotion Center
Name
Brother Joe LaBlanc, left, a 25-year veteran of Great Lakes seafaring, picked up
his first pension check recently at the SIU hall in Algonac, Mich. Giving Brother
LaBlanc his check is dispatcher Tom Bluitt. Joe's last ship was the M/V Niagara,
operated by the Erie Sand Steamship Co.
(Zip)
I
I
I
I
I
So /earn diesel s/di/s—you'd be ready to wotie
aboard any of the new tankers, ore carriers and
containers/tips. Take tke Oiesei iafiaes Course
at HIS, It's just for QMfP's and it wiii mean
better Job opportunities and job security for you.
Course Starts January 8
To enroii, see yourSiU Representative or contact HiS
42 / LOG / November 1978
P
�Walter L. House, 64, joined the
Union in the port of New Orleans in
1957 sailing as a chief engineer for the
Gulf Canal Lines from 1954 to 1978
on the MjV Dixieland in 1972 and
the David C. Bentleff in 1962.
Brother House also sailed for the
Hyer Towing Co. from 1942 to 1954.
He was born in Louisbourg, N.C.
and is a resident of Caden, Ala.
Roy G. Howell, 59, joined the
Union in the port of Norfolk in 1961
sailing as a mate for McAllister
Brothers from 1952 to 1978 and on
their tug Joan McAllister. Brother
Howell is a veteran of the U.S. Army
in World War II. He was born in
Georgia and is a resident of Virginia
Beach, Va.
Robert N. Morse Jr., 66, joined the
Union in the port of Baltimore in
1960 sailing as a captain on the NBC
Line's boats Maryland and Carolina.
Brother Morse also sailed for the
Allied Towing Co. and the Davis
Transportation Co. from 1959 to
1960. He was born in Currituck
County, N.C. and is a resident of
Swanquarter, N.C.
Edward J. Leathem Jr., 47, joined
the Union in the port of New Orleans
in 1956 sailing as a deckhand,
tankerman and cook for Dixie
Carriers. Brother Leathem is a
veteran of the U.S. Air Forces during
the Korean War. He was bornin.New
Orleans and is a resident of Avondale, La.
Recertified Bosun Ernest P. Mladonich, 52, joined the SIU in 1947 in
the port of Mobile sailing for Delta
Line, Waterman Steamship Co. and
the Isthmian Line. Brother Mladonich graduated from the Union's
Recertified Bosuns Program in
February 1975. He was a member of
the SIU Fishermen's District in 1947.
Seafarer Mladonich is a veteran of
the U.S. Navy in World War H. Born
in Biloxi, Miss., he is a resident there.
Alesander Villem Tuum, 65, joined
the SIU in 1946 in the port of
Baltimore sailing as a bosun. Brother
Tuum sailed 43 years. He is a veteran
of the U.S. Armed Services. Seafarer
Tuum was born in Estonia, U.S.S.R.
He is a naturalized U.S. citizen and a
resident of Milbourne, Upper Darby,
Pa.
George M. Dacken, 72, joined the
SIU in 1946 in the port of New York
sailing as a chief steward. Brother
Dacken last worked for the Puerto
Rico Merchant Marine Shoregang
from 1973 to 1978. He sailed 34 years
and worked as a shipyard machinist.
Seafarer Dacken was elected a
delegate to the Union's 12th Biennial
Convention in Washington, D.C. in
1965. He was also on the picketline in
the 1962 Robin Line strike. Born in
Dama.scus, Syria, he is a naturalized
U.S. citizen and a resident of
Brooklyn, N.V.
Edward J. Misakian, 51, joined the
SIU in the port of San Francisco in
1952 sailing as a bosun. Brother
Misakian was born in the Bronx,
N.V. and is a resident of Chesapeake,
Md.
Marion Mllburn Martin, 53,
joined the SIU in 1948 in the port of
New York sailing as an AB. Brother
Martin sailed 35 years and on the
Delta Line. He is a veteran of the
U.S. Army in V/orld War II. Seafarer
Martin was born in Virginia and is a
resident of Slidell, La.
Charles A. Centala, 65, joined the
Union in the port of Detroit in 1960
sailing as a stokeman and as a
fireman-watertender.
Brother Cen
tala sailed 22 years and was a
commercial fisherman. He was born
in Rogers City, Mich, and is a
resident there.
John W. Doyle, 63, joined the
Union in the port of Chicago in 1965
sailing as a deckhand and lineman
from 1965 to 1978. Brother Doyle
was also a commercial fisherman and
a former member of the NMU. He is
a veteran of the U.S. Navy in World
War 11. Laker Doyle was born in
Grand Marais, Mich, and is a
resident of Zion, 111.
Edward H. Going, 63 joined the
SIU in 1938 in the port of Baltimore
sailing as a fireman-watertender and
electrician. Brother Going sailed 41
years. He hit the bricks in the 1961
N.Y. Harbor strike, 1962 Robin Line
beef and the 1965 District Council 37
strike. Seafarer Going is also a
stcamfitter. Born in New Hampshire,
he is a resident of Brooklyn, N.Y.
Terence Allan McNee, 58, joined
the SIU in 1948 in the port of
Baltimore sailing as QMED, 2nd
electrician and bosun. Brother
McNee sailed 37 years. He was the
Baltimore delegate to the Union
Pension Committee in 1969 and
1970. Seafarer McNee was born in
England and is a resident of Balt
imore.
Randall E. Lawson, 65, joined the
SIU in the port of New Orleans in
1961 sailing as a chief electrician.
Brother Lawson sailed for 19 years
for Delta Line and the Isthmian Line.
He is a veteran of the U.S. Navy in
World War 11. Seafarer Lawson was
born in San Francisco and is a
resident of New Orleans.
Robbie Dell Hayeslip, 72, joined
the Union in the port of New Orleans
in 1969 sailing as a cook for the
Orgulf Transportation Co. from
1967 to 1978. Sister Hayeslip also
sailed with the Wisconsin Barge Line
in 1967 and for the Brooks Liquid
Co. from 1965 to 1966. Born in
Fitzhugh, Miss., she is a resident of
Memphis, Tenn.
Wilson McAvoy, 60, joined the
SIU in the port of New York in 1955
sailing as a chief cook. Brother
McAvoy sailed 30 years. He hit the
bricks in the 1962 Robin Line beef
and was a 1960 Union Personal
Safety Award winner for sailing
aboard an accident-free ship the 55"
Antinous. Seafarer McAvoy is a
veteran of the U.S. Army in World
War II. Born in Ireland, he is a
resident of Westbury, L.I., N.Y.
Eaden E. King, 65, joined the SIU
in 1946 in the port of New Orleans
sailing as an AB. Brother King sailed
37 years. He was born in St. Vincent,
B. W.I. and is a resident of Chalmette,
La.
John Unitus, 66, joined the Union
in the port of Frankfort, Mich, in 1953
sailing as an A B and watchman for
the Huron Cement Co. He alsd
worked for the Ann Arbor Railroad
Car Ferries from 1959 to 1964.
Brother Unitus sailed 32 years. He is
a veteran of the U.S. Army in World
War 11. Born in Canada, he is a
naturalized U.S. citizen. Laker
Unitus is a resident of Benzonia,
Mich.
Curtis P. Primeaux, 49, joined the
SIU in the port of New York in 1953
sailing as an AB. Brother Primeaux is
a veteran of the post-World War H
U.S. Navy. He was born in Abbeville-Leroy, Venm Parish, La. and is
a resident of Kaplan, La.
John J. Winn, 65, joined the SI U in
the port of New York in 1950 sailing
as a bosun. Brother Winn sailed 31
years. He was also a ship construc
tion planner and estimator. Seafarer
. Winn was born in New Jersey and is a
\ resident of West New York, N.J.
Stanley C. Fauntleroy, 57, joined
the SIU in the port of New York in
1955 sailing as a cook. Brother
Fauntleroy sailed for 31 years. He
was born in Baltimore and is a
resident there.
Harold O. Keith, 62, joined the
SIU in the port of Mobile in 1955
sailing as a chief pumpman and
fireman-watertender. He sailed for
27 years. Brother Keith is a veteran of
the U.S. Navy in World War 11.
Seafarer Keith was born in Mobile
, and is a resident of Eight Mile, .Ala.
Calling It a Day
William F. Buckley, 58, joined the
Union in the port of Detroit in 1959
sailing as a conveyorman for 28
years. Brother Buckley was born in
i Emmett, Mich, and is a resident of
West Palm Beach, Fla.
James V. McClantoc, 56, joined
the SIU in the port of Mobile in 1951
sailing as an AB for Falcon Carriers
and Cities Service. Brother Mc
Clantoc sailed 32 years. He is a
veteran of the U.S. Navy in World
War H. Seafarer McClantoc was
born in Magnolia Springs, Ala. and
is a resident of Foley, Ala.
Paul J. Capo, 55, joined the SIU in 1947 in the port
of New Orleans sailing as an assistant steward for the
Delta Line. Brother Capo is a veteran of the U.S. Army
in World War 11. He was born in New Orleans and is a
resident of Metairie, La.
Veteran Seafarer Jack Wynn picked up his first
pension cfieck at tfie New York membership meeting
earlier this month. Brother Wynn is shown here giving
a few words of farewell to the New York membership.
November 1978 / LOG / 43
�2,500th Check Sgnals Swiff Growth for Inland Vacation Plan
When Gary Lavender graduated from
the Harry Lundeberg School in 1976,
the SIU had just taken the first step in
establishing an Industry-Wide Vacation
Plan for SIU Boatmen.
But now, only two years later.
Boatman Lavender who received his
vacation check this month, said "there's
no doubt that the Industry Wide Plan is
living up to its name,"
SIU Boatman Gary Lavender, left, gets his Vacation check from Baltimore Agent
George Costango. It was the 2,500th check issued to SIU Boatmen since
establishment of the SIU Industry Wide Inland Vacation Plan in 1976.
Carter Signs Bill Boosting
Great Lakes Shipbuilding
President Carter threw a lifeline to the
declining U.S. Great Lakes fleet when
he signed H.R. II658, known as the
Great Lakes Vessel Financing Bill, last
month.
By amending the 1936 Merchant
Marine Act's Title XI funding program,
the bill makes Great Lakes and inland
vessel operators eligible for construc
tion rebates and mortgage guarantees
on the same basis as deep sea operators.
Rep. John Murphy (D-N.Y.), chair
man of the House Merchant Marine and
Fisheries Committee and a sponsor of
the measure. Joined labor and industry
spokesmen in hailing the President's
action on the bill. "1 commend the
President for his timely signature
putting this program into immediate
action," Murphy said.
Under Title XI, the government issues
loans and mortgage guarantees for up to
87'/^ percent of construction costs on a
new vessel, if the ship has a sustained
speed of 14 knots.
That speed specification kept most
Great Lakes ship operators from
receiving the maximum subsidies.
Lakers have neither the opportunity nor
the power to travel that fast.
Reducing the Title XI speed require
ment from 14 to 10 knots is a realistic
move, reflecting the actual speeds at
which Lakers travel. The 14 knot
specification, based on World War II
convoy speeds, bore no relationship,
said Lakes Carriers Association Presi
dent Paul E. Trimble, "to wartime or
peacetime Great Lakes operations."
Narrow channels and rivers on the
Great Lakes waterways are one reason
why high speeds are impractical for
Lakes vessels. But studies have found
that maintaining speeds as high as 14
knots on the Lakes also causes wasteful,
inefficient use of fuel.
Rep. Murphy pointed out that "a
Great Lakes vessel moving at the
economical speed of 12.8 knots can
transport one long ton of cargo 607
rhiles for every gallon of fuel burned. At
the 14 knot requirement," Murphy
continued, "it would transport the same
ton only 503 miles."
The Great Lakes funding measure is
expected to give a boost to the troubled
U.S. shipbuilding industry, spurring as
much as $35 million in new vessel
construction, according to some
estimates.
Raising the ceiling on subsidies for
Great Lakes operators will also allow
the U.S. flag Lakes fleet to compete
more effectively with Canadian and
Russian carriers that now dominate the
Lakes trade.
"Because third flag countries rou
tinely subsidize their fleets, it's been
tough for Great Lakes operators to
compete without government aid,"
commented Algonac Port Agent Jack
Bluitt.
"The Lakes financing bill is a step
towards evening out the imbalance,"
Bluitt added, "and the President acted in
the interest of U.S. maritime when he
signed it."
44 / LOG / November 1978
«<fiaM,t89Sac-«.;'nae«usR»^-vw»
Lavender's check is the 2,500th issued
since the Plaa started. In two short
years, it has been extended to an
increasing number of contracted com
panies and a significant portion of the
SIU's inland membership.
Vacation checks like this one are
reaching more and more Boatmen,
bringing first-time vacation benefits to
some and greatly improved benefits to
others. As Lavender said when he
received his check in the Baltimore Hall
this month, "it's a better deal all
around."
This is what the Plan has achieved for
SIU Boatmen so far.
Lavender was fortunate enough to
start working for a company which
already had the SIU Plan in effect. In
fact, Steuart Transport of Piney Point,
Md., where he now works as assistant
engineer, was the first company to
accept the Plan.
Before that time, many Boatmen, like
those from some companies on the
Rivers and the Gulf, had no vacation
benefit at all. Those who did receive
some form of company benefit, usually
had to take a lot of drawbacks along
with it.
For example, they generally had to
work at least a year to be eligible for the
benefit and could collect only once a
year after that. If they left the company,
they lost the benefit and had to start
from scratch building up eligibility at
another company.
The SIU Plan has turned these
drawbacks into major advances. First of
all, the money is there when you need it.
Instead of waiting a year. Boatmen
covered by the Plan can collect their
benefits after every 125 days of employ
ment. This means a lot to Lavender right
now since he plans to use his check to
pay for Christmas presents.
The Plan also offers built in benefit
protection through its industry-wide
feature. If a Boatman leaves one SIUcontracted company and goes to work
for another that has the Plan, he is still
assured of its benefits. The growing
number of SIU-contracted inland
companies that have the Plan is
extending that important protection.
But the advantages of early collection i'
and industry-wide protection are only
part of the better deal, which really boils
down to more money all around. This is
possible because of the way the Plan is
set up.
It is based on a trust fund and the
companies pay a certain amount into it
for each day that each Boatman works.
The amount of the vacation benefit is
determined by the Boatman's rating and
increases each year that the plan is in
effect under the contract.
In other words, the more you work,
the more vacation benefits you get. And
that's not all. Boatmen who were eligible
for a company benefit before the Plan
started, get even more money. They get
both benefits in order to make sure that
no one loses any benefits previously in
effect. The company benefit stays the
same, but the trust fund benefit grows in
each year of the Plan.
The Plan has proved itself 2500 times
over providing bigger and better
benefits like these. But it won't stop
there. The SIU's goal is to make the
Industry Wide Inland Vacation Plan
truly worthy of its name by extending its
benefits to the entire inland mem
bership.
Motke to MemboK
OH Sh^pHHi Protethre
The Transportation Instityte's Towboat Operator Schol
arship Program provides you with everything you neetl
to earn your license—a special tuition-free program at
HLS, room, board and books free, and a weekly stipend
to help cover your expenses while you're away from
home.
APPLY
TODAY
SEE YOUR SIU
REPRESENTATIVE
ppiicotions must be receive*
by December 17.
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who po.ssess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department"
�Robert Johnstone
Glen Hutton
Joe Hancock
Seafarer
Robert John
stone, 24, grad
uated from the
HLS Entry Pro
gram in 1977.
He sails as an
A B. Brother
: Johnstone has
y firefighting, life
boat and cardio-pulmonary tickets.
A native of Ft. Lauderdale, Fla., he
lives and ships out of the port of
Seattle.
Seafarer
Glen Hutton,
21, graduated
from Piney
Point in 1976.
He upgraded to
firemanwatertender
there in 1977.
Brother Hutton
has his firefighting, lifeboat and
cardio-pulmonary resuscitation
tickets. Born in New York City, he is
a resident of the Philippines and
ships out of the port of New York.
Seafar e r
Joe Hancock,
23, graduated
from the Harry
Lundeberg
School in 1974.
Brother HanI cock upgraded
to 3rd cook there
the same year.
He holds firefighting. lifeboat and
cardio-pulmonary resuscitation
tickets. Born in Minneapolis. Minn.,
he lives in Seattle and ships out of
that port.
Josefino Casugay
Rick Gautier
Seafarer Jose
fino Casugay,
32, graduated
from the Harry
Lundeberg
School in 1968.
He upgraded to
AB in 1977 at
Piney Point.
Md. Brother
Casugay has his firefighting, lifeboat
and cardio-pulmonary resuscitation
tickets. A native of the Phillipine
Islands, he lives and .ships out of the
port of San Francisco.
Sea far e r
Rick Gautier,
22, graduated
from the HLS
in 1975. Brother
Gautier up
graded to
FOWT there in
1978. He has his
\ firefighting. life
boat and cardio-pulmonary resusci
tation tickets. A native of Sacra
mento, Calif, he resides there and
ships out of the port of San
Francisco.
John Williamson
Mark Freeman
Seafarer Mark
Freeman, 27,
graduated from
the H L S S
Trainee Pro
gram in 1976.
He upgraded
there to fire
man-watertender in 1977.
Brother Freeman holds firefighting,
lifeboat and cardio-pulmonary
resuscitation tickets. He spent fourand-a-halfyears in the U.S. Navy at
tending submarine school and
serving as a 2nd class machinist mate
aboard the Pensacola. Born in
Tucson, Ariz., he resides in Panama
City, Fla. and ships out of the Gulf
and East Coast.
Seafarer
John William
son, 24, joined
the SlU in 1971
when he gradu
ated from the
Piney Point En
try Trainee Pro
gram. Brother
Williamson
upgraded to A B there in 1977. He
holds his firefighting, lifeboat and
cardio-pulmonary resuscitation
tickets. Born in Boston, Mass.. he
lives there and ships out of that port
and the port of New York.
KNOW YOUR RIGHTS
Deposit in the SIU Blood Bank—
J;-
It's Your Life
KNOW YOUR RIGHTS
CONSrnUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify heaifqiiarters.
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and .separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf. Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge oi these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board hy Certified mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to arc available to
you aCtill times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard,
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
KNOW YOUR RIGHTS
EQUAL RICiil LS. All memliers are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts uhich the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against liecaiise of race, ciced, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights tt) uhich lie is entitled, he should
notify Union headquarters.
patrolman or other Union ollicial, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
t.riiditionally refrained from publishing any article serving
the political purpo.ses of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaflirmed
by membership action at the September, 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any oflicial capacity in the SIU unle.ss an
official Union receipt is given for same. Under no cireumstances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official, receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
SEAFARERS POIJI K AL AC IlVIi Y DONAIION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are useil to further its objects and purposes includ
ing. but not limited to, furthering the political, .social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or tbat he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y.11232.
November 1978 / LOG / 45
�570 Have Donated $100 or More
To SPAD Since Beg'inning of 1978
f /
<
The following SIU members and other concerned individuals, 570 in all, have demonstrated an active interest in participating in political
and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more
to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money,
such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through
voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions.
It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no
contribution without fear of reprisal.) Twenty-one who have realized how important it is to let the SIU's voice be heard in the Halls of Congress
have contributed $200, eight have contributed $300, one has given $400, one has given $500, and one $600. The Log runs the SPAD Honor
Rolls because the Union feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of
our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington,
D.C.)
NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday
of the previous month.
^
^
--
Adams, E.
Adams, P.
Adams, P.
Adams, \V.
Adamson, R.
Adcock, J.
Agugussa, A.
Aguiar, J.
Air, R.
Alcarin, G.
Aldgin, A.
Alexikis, A.
Algina, J.
Ali, D.
Allen, E.
Allen, J.
Alvarez, P.
Amat, K.
Ammann, W.
Andersson, A.
Anderson, D.
Anderson, E.
Anderson, R,
Antici, M.
Antone, F.
Appleby, D.
Apuzzo, W.
Aquino, G.
Arampazis, T.
Arias, F.
Aronica, A.
Aruz, A.
Atkinson, D.
Aumiller, R.
Avery, R.
Babkowski, T.
Balaga, C.
Barnes, D.
Barry, J.
Batchelor, A.
Bartlett, J.
Bauer, C.
Baum, N.
Beeching, M,
Beeman, D.
Bellinger, W.
Benedict, J.
Berglond, B.
Bjornsson, A.
Blackwell, J.
Bluitt, J.
Bluitt, T.
Bobaiek, W.
Boehm, B.
Bonser, L.
Bourgeois, J. L.
Bowker, A.
Boyne, D.
Bradley, E.
Brady, J.
Braggs, W.
Bronnlee, R.
Brooker, A.
Brown, G.
Brown, I.
Brown, 1.
Bruce, C.
Bryant, B.
Bryant, N.
Bucci, P.
Bullock, R.
Buffinton, O.
Burgo, C.
Butch, R.
Butler, H.
Butts, B.
Byrd, J.
Cafefato, W.
Caffey, J.
Cahill, C.
Cahill, J.
Cain, R.
Calogeros, D.
Campbell, A.
Carey, W.
Carr, J.
Carter, R.
Castel, B.
Caswell, J.
Carroll, J.
Cavalcanti, R.
Cherup, N.
Chilinski, T.
Cinquemano, A.
Cirignano, L.
Clark, J.
Cline, L.
Cofone, W.
Colier III, J.
Colon, E.
Comstock, P.
Cotikliii, K.
Connolly, W.
Conolly, R.
Cook, H.
Cooper, J.
Corder, J.
Cortez, J.
Costa, F.
Costango, F.
Costango, G.
Costango, J.
Costello, A.
Cousir?, W.
Craig, J.
Cross, M.
Cruz, A.
Curtis, T.
Czerwinski, J.
Dallas, C.
Dalman, G.
Darley, B.
Davis, J.
Davis, J.
Davis, J.
Davis, S.
Debarrios, M.
DeChamp, A.
Deldaeh, T.
Delea, G.
Dell, R.
Del Moral, A.
Demetrios, J.
Dengate, H.
Der, D.
Di Domenico, J.
Diaz, R.
Diercks, J.
DiGiorgio, J.
Dillings, L.
Doak, W.
Dobbins, D.
Dockwiller, L.
Doherty, W.
Dolan, J.
Dolgen, D.
Donnelly, M.
Donovan, P.
Domes, R.
Driggers, T.
Ducote, C.
Dudan, M.
Dudley, K.
Duffy, J.
Dupuis, M.
Durden, W.
Dwyer, J.
Dyer, A.
Eckert, B.
Edwards, W.
Elzahri, A.
Ervin, B.
Eschukor, W.
Evans, J.
Evans, M.
Fagan, W.
Faitz, F.
Fanning, R.
Fay, J.
Ferebee, R.
Fergus, S.
Filer, W.
Flade, L.
Fletcher, B.
Flores, J.
Florous, C.
Foley, P.
Franco, P.
Francum, C.
Frank, S.
Frazier, J.
Frey, C.
Frounfelter, D.
Fuller, E.
Fuller, G.
Furukawa, H.
Gallagher, L.
Gallier, M.
Gann, T.
Gard, C.
A MESSAGE FROM YOUR UNION
46 / LOG / November 1978
:KVI*
Gavin, J.
Gentile, C.
George, J.
Gilliam, R.
Gimbert, R.
Givens, J.
Glenn, J.
Glenn, J., Jr.
Glidewell, T.
Gobrukouich, S.
Goeltz, W.
Golder, J.
Gooding, H.
Goren, J.
Gosse, F.
Graham, E.
Grant, W.
Greene, M.
Grepo, P.
Guevara, D.
Guillen, A.
Hager, B.
Hall, C.
Hall, E.
Hall, J.
Hall, L.
Hall, W.
Hamblet, A.
Hamilton, G.
Hampton, D.
Haney, L.
Hansen, H.
Hant, K.
Harris, N.
Harris, W.
Hauf, M.
Haykes, F.
Heacox, E.
Heifer, J.
Heniken, E.
Hernandez, J.
Higgins, J.
Horn, F.
Home, H.
Houlihan, M.
Houston, H.
Hunter, W.
Hurley, M.
Huss, P.
Hussain, A.
Hussain, T.
Hutton, G.
iovino, L.
Ipsen, L.
Irizarri, V.
Jacobs, R.
Jappcr, J.
Johnson, C.
Johnson, R.
Johnson, S.
Johnston, C.
Johnston, R.
Jolley, R.
Jones, C.
Jones, R.
Jordan, A.
Joseph, E.
Karlak, W.
Kastina, T.
Kauffman, R.
Kelley, E.
Kelly, W.
Kenny, L.
Kerr, R.
Kilford
Kirby, J.
Kirby, M.
Kirk, J.
Kitchens, B.
Kizzire, C.
�~
%
-;v
'M
I
'i
Knoff, J.
Koflowich, W.
Kool, L.
Kowalski, A.
Kramer, M.
Krittiansen, J.
Lamb, J.
Lambert, H.
Lance, W.
Lanczky, W.
Lankford, J.
Lay, M.
Lee, E.
Lee, K.
Lee, W.
Legg, J.
Leionek, L.
Leonard,W.
Lescouich, W.
Lesnansky, A.
Lewin, A.
Lewis, J.
Llbby, H.
Lindsey, H.
Lively, H.
Logue, J.
Loleas, P.
Long, L.
Lorman, S.
Loveland, C.
Lunsford, J.
Lusk, J.
Macmberg, D.
Madajewski, M.
Mainers, T.
MalDonado, B.
Malesskey, G.
Mallory, A.
Manafe, D.
Mandene, S.
Mann, C.
Mann, J.
Marchaj, R.
Martin, T.
Martinez, Q.
Mason, R.
Mathil, M.
McCarthy, J.
McCarthy, L.
McCartney, G.
McCorvey,D.
McCoy, D.
McDuffie, J.
McEIroy, E.
McFarland, D.
McFarland, J.
McGinnis, A.
McGregor, K.
McKay, M.
McKay, R.
McKay, R.
McNeely, J.
Meacham, H.
Meeder, H.
Meffert, R.
Mesford, H.
Miller, D.
Miller, R.
Mintz, L.
Mize, C.
Mobley, R.
Mollard, C.
Mongelli, F.
Moore, G.
Moore, J.
Moore, J.
Morris, A.
Morris, W.
Morrison, J.
Mull, C.
Murray, C.
Murray, R.
Musciato, M.
Myers, H.
Myrex, L.
Nash, W.
Neff, J.
Nelson, D.
Nelson, J.
Newberry, H.
Nezaro, S.
Nihem, W.
Nobles, E.
Novak, A.
Nuckols, B.
O'Brien, E,
O'Hara, M.
Oldakowski, E.
Olds, T.
Olivera, W.
Olson, F.
Orn, L.
Orsini, D.
Ortiz, F.
Ortiz, F.
Paczkowski, S.
Pagano, J.
Papuchis, S.
Paradise, L.
Parnell, J.
Passapera, F.
Paulovich, J.
Payne, D.
Pecquex, F.
Pelfrey, M.
Perez, J.
Petak, P.
Phillips, R.
Pillsworth, P.
Pivik, F.
Poer, G.
Pollack, A.
Continued from preceding page
Powell, B.
Powell, S.
Prentice, R.
Pretare, G.
Prevas, P.
Priess, E.
Prims, J.
Pulliam, J.
Quinter, J.
Raines, R.
Ramage, R.
Randall, L.
Randazza, L.
Ratcliffe, C.
Reck, L.
Regan, F.
Reinosa, J.
Reza, O.
Richardson, J.
Richoux, J,
Ries, J.
Rings, E.
Ripoll, G.
Rivera, L.
Roades, O.
Roberts, J.
Rodriguez, R.
Rondo, C.
Rosete, R.
Royal, F.
Rung, J.
Ruzyski, S.
Ryan, T.
Sacco, J.
Sacco, M.
Salazar, H.
Saleh, M.
Sanchez, M.
Sanders, D.
SanFillippo, J.
Sapp, C.
Sapp, G.
Schabland, J.
Schatz, G.
Scheard, H.
Schwartz, A.
Schwarz, R.
Schwabland, J.
Scott, C.
Scott, J., II
Scully, J.
Seager, T.
Seagord, E.
Selzer, R.
Selzer, S.
Serrano, A.
Shappo, M.
Sharp, W.
Shaw, L.
Shelley, S.
Shopatt, 11.
Sigler, M.
Sigley, R.
Silva, M.
Sims, E.
Skala, T.
Smith, B.
Smith, J.
Smith, L.
Smith, R.
Smith, S.
Smith, W.
Snellgrove, L.
Sorenson, W.
Soresi, T.
South, R.
Spady, J.
Speller, J.
Spencer, G.
Stalgy, R.
Stankiewicz, A.
Stearns, B.
Steinberg, J.
Stephens, C.
Stevens, W.
Stockman, B.
Stover, M.
Stravers, L.
Sulentic, S.
Surrick, R.
Swain, C.
Swanson, R.
Sweeney J.
Szupp, B.
Tanner, C.
Tanner, R.
Taylor, F,
Terpe, K.
Terry, D.
Thaxton, A.
Thayer, D., Jr.
Theiss, R.
Thomas, F.
Thomas, J.
Thomas, T.
Thorbjorsen, S.
Tiley J.
Tillman, W.
Todd, R.
Trotman, R.
Troy, S.
Turner, B.
Ulrich, H.
Uusciato, J.
Vahey, R.
Van Horn, D.
Vanvoorhees, C.
Velandra, D.
Velasquez, W.
Velez, R.
Vukmir, G.
Walker, T.
I
Wingfield, P.
Wipmer, R.
Wolf, P.
Wood, C.
Worley, M.
Wright, A.
Wright, F.
Wright, N.
Wydra, R.
Yarmola, J.
Yates, J.
Yelland, B.
Young, E.
Zai, C.
Zeloy, J.
Zimmerman, J.
Wallace, R.
Wallace, S.
Ward, M.
Weaver, A.
Webb, J.
Weidie, J.
Whererlunce, C.
Whitmer, A.
Whitsitt, M.
Wierschem, D.
Wilhelmsen, B.
Williams, A.
Williams L.
Williams, R.
Wilson, B.
Wilson, C.
$600 Honor Roll
Pomeriane, R.
$500 Honor Roll
Antich, J.
$400 Honor Roll
Lilledahl, H.
$300 Honor Roll
Andersen, R.
Chartier, W.
Curtis, T.
Forshee, R.
Hall, P.
Harcrow, C.
Larkin, J.
Nasser, A.
$200 Honor Roll
Ahmed, F.
Bernstein, A.
Brand, H.
Cookmans, R.
Crocco, G.
Drozak, F.
Dryden, J.
Ellis, P.
Firth, R.
Gilbo, T.
Grima, V.
Hagerty, C.
Kerngood, M.
Kingsley, J.
Lombardo, J.
McCullough, L.
Pow, J.
Reck, L.
Redgate, J.
Somerville, G.
Turner, E.
Turner, T.
i
November 1978 / LOG / 47
•W
�Cash in on Job
Security For
30 Cents a Day
LOG
; Laknand Inland Watm District • AFL-CIO
Official Publication of the SeafarersJ
SD'TI NOVEMBER 1978
The best way for SIU members to cash in on economic security
and job security is to make sure the Union's voice is heard in
Washington when Congress debates bills that impact on maritime
and on labor as a whole.
The best way for the Union to ring up support for the legislative
battles fought on Capitol Hill is through contributions to SPA D.
And now, through our new, voluntary program. Seafarers can
increase the Union's role in political decision-making for the cutrate price of 30 cents a day.
SIU members can sign a form like the one printed below
authorizing the Seafarers Vacation Plan to deduct 30 cents a day
from their vacation benefits.
The 30 cents check-off will be channeled into the Union's
separate political fund where it will be used, like any other
voluntary SPAD contribution, to finance the Union's work on
behalf of the membership in Washington.
Letting Congress know now and throughout the year that the
SIU is determined to fight for the survival of the maritime industry
and the security of its membership is critically important. And if
every SIU member opts to donate that 30 cents a day to SPAD, the
strength we have to keep fighting for those goals could double.
When you think about it, 30 cents today won't even get you a slice
ofpie in a restaurant. But 30 cents a day from SIU members can get
the Union a piece of the political pie. There aren't many bargains
like that around these days.
ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD)
TO;
DATE
Seafarers Vacation Plan
275 20th Street
Brookiyn, N.Y. 11215
A
Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made
by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which
I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue,
Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail
is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the
date you receive it and applicable only to vacation benefits both earned and payable to me thereafter.
I acknowledge advice and understand that SPAD is a separate segregated fund established and administered
by my union to engage in political activities and to make contributions and expenditures for candidates seekin*0
political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any
contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount
as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is
to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con
tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash
ington, D.C.
This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me.
Member's name (Print)
Me|;nber's Signature
1/
Social Security Number
Memfc^rs Home Address
City
Book Number
'/
KO^Port
OFFICE COPY
r\
J-
State
IH
Zip
LA 388
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
November 1978
Description
An account of the resource
HEADLINES
SEAMEN MAY BE DECLARED ELIGIBILTY FOR VETERAN BENEFITS
SIU GIRDS FOR BATTLE OVER MANNING
UNION DETERMINED TO KEEP CREW SIZES AT SAFE LEVELS
AFL-CIO SAY ANTI-INFLATION PLAN KEYS TOO MUCH ON WAGE CONTROLS
ALASKA WANTS U.S. TO EXPORT NORTH SLOPE OIL
GAO SAYS NAVY SHOULD USE MERCHANT SHIPS, TUGS
SIU TO MAN 5 NEW DRY BULK CARRIERS
MINIMUM WAGE LAW HITS 40
SIU HAILS CARTER ON SIGNING OF RUSSIAN RATE BILL
NLRB RECORD CASELOAD WITH FEWER JUDGES
LAKES MEMBERS GET COLA HIKE
15 MAJOR MARITIME BILLS PASSED IN 95TH CONGRESS: CARTER SIGNS 13
MARAD REVIVES REDUCED WAR RISK INSURANCE PROGRAM
SOVIET UNION’S MERCHANT FLEET IN SIXTH PLACE-AND GROWING
TANKER SAFETY BILL IS SIGNED BY CARTER
MTD’S INGRAO ON PANEL OF LAW OF THE SEA
U.S. DEEP SEA TONNAGE HITS RECORD HIGH
SIU CELEBRATES 40TH ANNIVERSARY
HIGHLIGHTS OF FOUR DECADES OF FIGHTING FOR SEAMEN’S RIGHTS
WARTIME SEAMEN DESERVE MORE THAN PAT ON BACK
SIUNA TARGETS GOALS FOR THE FUTURE
HALL PLEDGES FIGHT FOR BETTER DAYS IN U.S. MARITIME
CALHOON STRESSES NEED FOR MARITIME COOPERATION
SCOTTO PLEDGES ILA SUPPORT TO REBUILD U.S. MARITIME
GEORGE MEANY KEYNOTES SIUNA CONVENTION
SIUNA HAS SPURRED ADVANCES IN INLAND INDUSTRY
FUTURE LOOKS GOOD FOR GREAT LAKES SHIPPING
DEEP SEA GAINING, BUT THE ROAD AHEAD IS ROUGH
MURPHY PLEDGES NEW WAVE OF MARITIME LEGISLATION
SHIPPING NEEDS CLOSED CONFERENCES, BILATERAL TRADE
BIG BUSINESS OUT TO DESTROY LABOR UNION GAINS
SEAFARING TODAY IS A WHOLE NEW WAY OF LIFE
SIUNA CONVENTION PLEDGES TO WORK FOR WIDE
RANGE OF PRO-MARITIME, PRO-WORKER BILLS
HARD WORK RESULTED IN MAJOR GAINS ALL AROUND
LEO, 6TH SIU-MANNED LNG SHIP, IS CREWED
31 DEAD IN PANAMANIAN TANKER BLAST; 2 RUNAWAYS CRASH HEADON!
JOBLESS DROP TO 5.8 PERCENT BUT ECONOMY SEEN SLOWING
HEROIC MAYAGUEZ CREW SAVES 15 TAIWAN FISHERMEN IN HEAVY SEAS
SIU CREW SAYS SUGAR ISLANDER IS A REAL HONEY
BOATMEN RATIFY NEW PACT WITH MORAN OF TEXAS
2,500TH CHECK SIGNALS SWIFT GROWTH FOR INLAND VACATION PLAN
CARTER SIGNS BILL BOOSTING GREAT LAKES SHIPBUILDING
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
11/1/1978
Format
The file format, physical medium, or dimensions of the resource
Newsprint
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
Vol. 40, No. 11
1978
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/e94afd94b656f200b7d039666fc2d0b7.PDF
69aa1159f98516e0dcc9b5dace9929f4
PDF Text
Text
•f
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
a;i
OCTOBER
?
1978
M/V Buffalo Newest Addition to SlU's
Great Lakes Fleet
See Page 16
o
- fl
^4
CID-
CJD
a;i
T.I. Accuses MijCigskeY of Con£!M;t^f Interest
See Pages 72-13
SIU Members Win AOf<^$ Bravery Awards
See Pages 28-29
faey^ USPHS Hospitart dpehfTfn NilfTO
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ti
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• :>
•; ;?77?r:'--vff' -'
Pages 20-2 7
- V
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t
East Coast Shipdocking Pacts Settled
•'"
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See Page 3
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�SlUNA Kicks Off 1978 Convention in Nation's Capital
formulate policies and programs
• Improving the transportation
that impact on the diverse SlUNA
' systems of the Great Lakes and
membership.
inland waterways, and;
More than 300 delegates to the
The SlUNA has grown over the
• Expanding job opportunities
Seafarers International Union of
years to a federation that now
North America's 1978 Triennial
for all U.S. workers through realistic
represents more than 100,000 work
Convention convened in the nation's government trade policies.
ers
in the U S., Canada, Puerto Rico
Capital on Oct. 16 to review the
The SI UNA'S conventions, held
and the Virgin Islands. Members
International's progress over the last
every three years, provide an oppor
include deep sea sailors, inland
three years and to map out legisla tunity for representatives from the
boatmen, shipyard and harbor
tive, political and organizing strate
International's affiliated unions to
gies for the future.
SlUNA President Paul Hall,
convention chairman, told the
representatives of 28-SIUNA affili
Maritime Commission to alter or
Acting to keep the cargoes of the U.S.
ated unions in the opening day
suspend shipping rates which fall too far
merchant fleet from being pirated away
session that the Convention's goal is
below conference rates in a given trade.
by the selective rate-slashing tactics of
to develop a policy which will
The bill gives U.S. shipping concerns
the Soviet Union, the Senate voted to
what Senate Commerce Committee
counter the growing presence of the
pass the Ocean Shipping Act of 1978
Chairman
Howard Cannon (D-Nev.)
before the 95th Congress adjourned this
Soviet fleet in ocean commerce.
called "an even break" in bidding for
month.
"Russian-flag vessels are daily
prime cargoes.
increasing their penetration of U.S.
Up until now, there has been no law
A t Presstime:
shipping," Hall warned. "The time
restricting the Russian's selective ratePresident Carter has signed this
has come when positive steps must
slashing
which has left them free to offer
important bill into law. The SIU
be taken to assure the United States
cut-rate
prices for cargoes they want,
applauds the President's actions to
of a viable commercial ocean fleet
leaving less desirable trade to other
halt the unfair competitive edge the
available to this nation in peace as
operators.
Russian fleet has held over the U.S.
well as in national emergency."
Through anti-competitive rate-cut
merchant marine through selective
Delegates to the four-day Con
ting, the Soviet fleet has succeeded in
rate slashing.
vention will be participating in
winning ever-increasing shares of
workshops and listening to ad
Passed earlier this year by the House cargoes traditionally carried on U.S.dresses from AFL-CIO President
of Representatives as the Controlled flag vessels. Between 1971 and 1976
Carrier Bill, with the strong backing of alone, Russian participation in U.S.
George Meany, Congressman John
maritime labor and industry, the liner ocean borne foreign trade jumped
Murphy, and other labor and
legislation was sent to President Carter from 160,000 tons, representing $38
government representatives on the
million, to 1,434,000 tons valued at $1.7
who is expected to sign it.
issue of the Soviet lleet and other
Both the House and Senate versions billion.
prime maritime concerns, including:
Undercutting U.S. operators' bids for
of the bill are designed to halt Soviet
• Development of resources in
key
commodities in the Atlantic and
penetration of the U.S. liner trades
the deep seabed and on the U.S.
Pacific
trade routes by anywhere from
which has increased dramatically since
outer continental shelf;
American ports were re-opened to the 10 to 40 percent, the Russians have been
• Possibilities for expanding the
able to capture a larger portion of U.S.
Russians in 1971.
cargoes than the American fleet now
The bill empowers the Federal
liquified natural gas industry;
Af Presstime
workers, fishermen and a broad
cross-section of industrial workers.
As the membership of the Interna
tional grows, the support it extends
to each affiliated union through
backing on the picketline and at the
bargaining table, through aid in
organizing drives and through
fighting on the political battlefield,
grows with it.
Congress Puts Leash on Russian Rate Slashing
Paul Hall
rpi
U
SIU Is Respected in Washington
SIU members throughout the country have shown year after year that
they are among the most politically active,unionists in the entire Ameri
can labor movement.
Not only do SIU members participate to the fullest in the Union's
political action programs through voluntary donations to SPAD. But
every year, scores of SIU members volunteer their time to participate in
important Congressional campaigns by driving sound cars, handing out
literature and more.
Both donating to the Union's political fund and actually going out
there and working in a campaign are two crucial aspects of the SIU's
overall political program.
First and foremost, our contributions to SPAD are used to support
those candidates who have shown that they believe in the necessity of a
strong U.S.-flag merchant fleet for America.
Secondly, the time SIU members donate to an actual campaign shows
the candidates we support that the SIU is truly concerned not only about
them as individuals, but about who will be making laws that have such a
big impact on our industry.
Believe me, brothers, the work the SI U does in support of candidates is
greatly appreciated by our friends and, at the very least, admired by our
political opponents.
But there is another critical aspect of the American political system that
is taken far too lightly by millions of otherwise conscientious citizens—
and that is voting.
Many people—especially those who live in big cities or heavily
populated areas—feel that their one vote will make no difference to the, ;
outcome of an election.
moves and they have built their fleet
from relative insignificance to one of the
largest in the world.
The Soviets have been able to offer
cargo transport at such cut-rate levels
because their economic system, unlike
the American economy, is not based on
competition and profit.
U.S. carriers need to make profits to
restore and operate their ships. The
Russian fleet, supported to an un
limited extent by the Soviet govern
ment, does not need to make a profit to
survive. The Russians have pursued the
U.S. liner trades to pick up political and
military influence in the West, not to
make money.
By restricting Soviet rate slashing, the
Ocean Shipping Act will protect the jobs
of American seamen and the U.S. free
market economy by putting the Ameri
can flag fleet on a competitive footing
with the Russians.
Failure to pass the bill would have
given a green light to the Russian's
unfair bidding practices, while the U.S.
merchant fleet moved, in the words of
Transportation Institute President
Herb Brand, "another step in the
direction of suicide or self-destruction."
This just simply isn't true. Every year there are many borderline
elections when as few as 10 to 20 votes make the difference. You never
know, those 10 or 20 votes could very well be the difference between a
pro-maritime candidate going to Congress or a candidate being elected
that couldn't care less whether the U.S. merchant fleet sinks or swims.
Many SIU members, of course, are at sea when Election Day rolls
around. In this case, absentee ballots should be submitted. It could make
a difference.
Right now, the SIU, and for that matter, the entire U.S. maritime
industry is at a tremendously important crossroads.
For so many years, U.S. maritime had been in desperate condition, and
year after year the fleet continued to shrink.
However, the political work that we have done over the years has
finally begun to turn our industry around. And as a result, it is slowly
beginning to move forward.
One of the big reasons the industry is lookingup is that the SIU, among
other things, has worked hard to insure that American maritime workers
become a part of all new developments in the maritime industry.
For instance, along with the AFL-CIO and the AFL-CIO Maritime
Trades Department, we were recently successful in assuring that drilling
work on the U.S. Outer Continental Shelf would be done by American
workers. With this same support, we will be successful in the next
Congress in reserving ocean mining jobs for American workers on
American-flag mining ships.
The future for us and our industry is wide open. Through our work, we
have gained many political allies, while at the same time making some
enemies. At the same time, we have gained the respect of Congress to the
point where even if a legislator disagrees with us at least he listens to our
viewpoint.
But unless we stay in there punching day after day, month after month
in every aspect of the American political system it won't be long before we
lose that respect and the shrinking process begins all over again.
To do this, of course, SIU members must continue their traditional
support of SPAD. SIU officials and the SIU's legislative team in
Washington, D.C. must continue the grass roots political work of
insuring that Congress knows our position on all issues concerning
maritime. And we must all get out there and vote on Election Day for the
candidates we believe will help us in office.
By continuing to do these things, we will be in a position to decide our
own future instead of someone deciding it for us. In other words, it's up to
us to get the job done because no one is about to do.it for us.
Change of address cards on Form 3579 should be sent to Seafarers international Union, Atlantic, Gulf Lakes and Inland Waters District. AFL-CIO. 675 Fourth Ave Brooklvn N Y.
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No, 10, October 1978. (ISSN #0160-2047)
2 / LOG / October 1978
�tt
SlU Wraps Up East Coast Shipdocking Pacts
SIU Boatmen in three ports have
ratified new contracts with the major
shipdocking companies on the Atlantic
Coast.
The new three year agreements are
effective Oct. 1, 1978 and cover about
200 Boatmen in Philadelphia and 125
each in Baltimore and Norfolk.
In each port the licensed and unli
censed Boatmen achieved substantial
wage gains and reached new highs in
pension and welfare coverage.
Negotiated separately by port, the
agreements were wrapped up with
Curtis Bay Towing, McAllister
Brothers, Taylor and Anderson, and
Independent Towing in Philadelphia;
Curtis Bay Towing and Baker-Whiteley
Towing in Baltimore, and Curtis Bay
Towing and McAllister Brothers in
Norfolk.
Boatmen from all of these companies
paved the way for the success of their
new contracts by attending a series of
Inland Educational Conferences held by
the Union during the past year. Dif
ferent groups from all ports met in three
special shipdocking sessions at the
Harry Lundeberg School between
November, 1977 and January, 1978.
Working with each other and with
SIU officials, these Boatmen were able
to share ideas at the week long
conferences and afterwards bring them
back to other rank and file members in
their home ports.
This flow of communication laid the
groundwork for the negotiating com
mittees in all three ports. It enabled
them to build solid contracts, incor
porating both individual port needs and
overall goals for Union Boatmen.
For example, work rule changes
differ in the new contracts to meet
different conditions in each port. But
the new pension, welfare and vacation
benefits are the same in the agreements
worked out for each port because they
meet common goals.
As a result of the new shipdocking
contracts, the monthly pension benefit
for eligible Boatmen makes a SlOOJump
from $340 to $440 a month.
Moreover, Boatmen now can receive
pension benefits at age 55 if they have 20
years employment time. This is known
as the Early Normal Pension. It is now
available along with the two benefits
already provided by the Seafarers
Pension Plan, namely the:
• Regular Normal Pension—
Employment Time: 15 years
Age: 62
• Disability Pension—
Employment Time: 12 years
Any Age, plus a disability award
from the Social Security Admin-,
istration
The $100 increase in the monthly
payment applies to all three types of
pension benefits. But the Early Normal
Pension makes even higher benefits
possible. These are provided through
two additional benefits which were
negotiated as a result of the shipdocking
contracts. They are the Early Normal
Pension Increments and the Special
Pension Supplement Programs. Boat
men must fulfill the Early Normal
Pension requirements, 20 years employ
ment time at age 55 to be eligible for
both of these programs.
Under the Increments Program, a
Boatman can now get an additional $25
on top of his monthly pension benefit
for every additional full year (365 days)
that he works after he qualifies for an
Early Normal Pension. The maximum
is seven increments, which adds up to a
monthly pension benefit of $615.
The Special Pension Supplement is
another opportunity to receive higher
benefits. Once a Boatman qualifies for
an Early Normal Pension, he can get
one additional full year of pension
benefits (12 times the monthly benefit
payment) in a lump sum payment if he
works two more full years (730 days)
before he retires.
For example, two more years employ
ment would add $50 (or two $25
increments) on to the Boatman's
monthly pension benefit, bringing it up
to $490. A full year of benefits at this
rate would give him a lump sum bonus
(or Special Pension Supplement) of
$5,880.
If a Boatman achieved all seven
increments (or a $615 a month pension),
then he would receive a lump sum
pension supplement of $7,380 when he
retires.
Welfare Benefits
The most important new welfare
benefit is a program of Major Medical
coverage for dependents of Boatmen.
This new program takes over where the
basic Plan leaves off. It pays up to 80
percent of any charges remaining after
the benefits provided by the basic Plan
are paid.
For example, if a member's de
pendent receives an $800 surgery bill
and the basic Plan pays $600 of the
charges, then, 80 percent of the remain
ing $200 (or $160) will be picked up in
hospital.
The Union Negotiating Committee from the port of Baltimore included Port Agent
George Costango, SIU rep Bob Pomerlane and eight rank-and-file members from
Curtis Bay and Baker-Whitely Towing. The Committee members, from the left,
are: SIU rep Pomerlane, Manny Alvarez, Fran Lukowski, David Gates, Port Agent
Costango, Preston Bryant, Alexander Borawick, Leon Mach, Sr., Herman Mooney
and Dick Moore.
Log Wins Top Honors in Labor Press Contest
For the third time in four years, the
Log has won top honors in overall
journalistic excellence in the interna
tional Labor Press Association Jour
nalistic Awards Contest.
The Log competes annually in this
contest against all other international
union papers of less than 100,000
circulation.
In presenting the award, ILPA Judges
Legislative News
McCloskey Accused Pages 12-13
Ocean Mining
Page 5
Russian Rate Bill
Page 2
SIU in Washington ... Pages 9-10
Union News
New USPHS Hospital Pages 20-21
Register & Vote
Back Page
President's Report
Page 2
Headquarters Notes
Page 7
M/V Buffalo
Page 16
Brotherhood in Action ... Page 28
At Sea-Ashore
Page 17
SPAD Checkoff :Page 11
Shipdocking Pacts' .... . .. Page 3
coverage provided by the new Major
Medical program.
Boatmen also have additional finan
cial security for their families through a
tremendous increase in the death
benefit. The maximum coverage of
$5,000 previously provided has jumped
to $20,000 for active Boatmen.
The new Death Benefit and the
employment requirements for receiving
it are as follows:
• $5,000—125 days employment in
the previous calendar year, and 1 day
employment in the 6 month period
immediately preceding date of death.
• $10,000-125 days employment in
each of the 3 consecutive previous
calendar years, and I day in the six
month period immediately preceding
date of death.
• $12,500—125 days in each of the 4
consecutive previous calendar years,
and one day in the previous six months.
• $15,000 -125 days in each of the 5
consecutive previous calendar years,
and 1 day in the previous six months.
• $I7,5(H)—125 days in each of the 6
consecutive previous calendar years,
and 1 day in the previous six months.
• $20,000—125 days employment in
each of the 7 consecutive previous
calendar years, and 1 day in the six
monih period immediately preceding
date of death.
Boatmen's dependents also have the
following expanded welfare benefits:
• Hospital Extras: The Plan will pay
all reasonable charges made by the
hospital in addition to room and board
for a maximum of 90 days per confine
ment. This is an increase from 60 days
confinement under the old schedule.
• Emergency Treatment: The Plan
will now cover emergency treatment
received in a doctor's office as well as
paying for such treatment received in a
called the Log, "an exciting, compre
hensive 40-page newspaper that draws
its readers inside with lively front pages
featuring ships and shipboard activities.
It gives seamen aboard ships a wealth of
information about their industry, wellillustrated with photos and graphics.
Coverage of maritime affairs in Con
gress is thorough."
INDEX
Great Lakes Picture
Inland Lines
SPAD Honor Roll
SlUNA Convention
Page 8
Page 6
Pages 38-39
Page 2
General News
National unemployment.. Page 23
Edmund Fitzgerald
Hearings
Page 27
Ship's Digests !
Page 27
Dispatcher's Reports:
Great Lakes..'
Page 27
Inland Waters
Page 24
Deep^Sea:
Page 22
The Log's first prize award is for
papers published during 1977. Marietta
Homayonpour, who has since left the
Union, was editor of the Log for that
entire time period.
Coming in second behind the Log
was the Gui/d Reporter, published by
the American Newspaper Guild, AFLCIO, headquartered in Washington,
D.C.
Training and Upgrading
'A' seniority upgrading ... Page 37
Steward Courses
Page 14
Piney Point Grads .
Page 36
Membership News
New Pensioners
Final Departures
Overseas Chicago
AGIOS Awards
Special Features
Fighting for $30
a Month
Page 30
Pages 34-35
Page 13
Pages 28-29
Pege 25
• Student Coverage: The Plan will
extend dependent benefits to children of
Boatmen who are full-time students up
to the age of 25. This is an extension
from age 19.
In addition the optical benefit is
increased from $30 to $40 for eye
examinations and eyeglasses for both
Boatmen and their dependents.
Vacation Benefits
Vacation Benefits were increased for
Boatmen with these shipdocking com
panies through the SIU industry-wide
Inland Vacation Plan. It was set up in
addition to the vacation benefits
previously in effect in all companies.
Staten Island USPHS
Opens Alcohol Unit
The U.S. Public Health Hospital,
Staten Island, New York, is now
operating a short term (approximately 1
week) Alcohol Crises Treatment Unit.
"Working closely with the Seafarers
Alcoholic Rehabilitation Center in
Valley Lee, Md., the USPHS facility has
been established becau.se of the needs of
Seafarers and other merchant seamen in
the New York State area who require
immediate help and detoxification from
alcohol.
Upon entering the Unit, each patient
undergoes a complete medical examina
tion. The program also offers individual
and group counseling as well as
Alcoholics Anonymous meetings.
Upon completion of the program,
SIU members, if they wish, can be
transferred to the Seafarers Alcoholic
Rehab Center for completion of rehabil
itation.
For information call the USPHS Unit
at (212) 447-3010 Ext. 297.
October 1978 / LOG / 3
�Al Bernstein, SlU Welfare Director, Dies At 64
Longtime SIU Welfare Director Al
Bernstein, 64, died on Oct. 13 of natural
causes at home in Brooklyn, N. Y. after a
long illness.
Known in the old days as one of the
most fearless waterfront battlers the
SIU had in its ranks. Brother Bernstein
was also one of the most articulate,
perservering people ever to take a book
in this Union.
His death marks a big loss to the SIU
and its members. But his passing is also
a great loss .to American seamen
everywhere because Al Bernstein was a
true battler for what he believed was
right.
He didn't care what union a man
belonged to. If you were a seaman in
trouble. Brother Bernstein would do his
best to help out any way he could.
A good example of his humanitarianism to all seamen was his fight to keep
the City of New York from shutting
down Sailor's Snug Harbor on Staten
Island and moving the old seamen
residents—many of them infirm—to a
new location in North Carolina.
Bernstein fought relentlessly against
the move as well as providing the old
"Snuggles" with heart and encourage
ment to keep the fight going.
to Murmansk, Russia. He even wrote a
book about his hair-raising battle
experiences on that voyage.
After the War, Bernstein came ashore
on the West Coast to work for the SIU.
In his spare time on the Coast, he did a
little writing for Hollywood.
Bernstein came back to his home port
of New York shortly after that. He was a
waterfront fixture for the SIU in every
major beef the Union had in the'50s up
and down the East Coast and in Puerto
Rico.
Al Bernstein shown In his early days
with the Union as he particpated with
hundreds of other SIU members in the
famous Wall Street Strike of 1947.
However, when Bernstein's health
began failing him several years ago, the
"powers that be" finally got the Harbor
moved south.
Al Bernstein joined the SIU in the
port of New York in the early days of the
Union. He sailed as a fireman as well as
able seaman.
^
He particularly liked to recount his
voyage in Sept. 1942 aboard the SS
Schoharie as part of the PQ 18 convoy
After nearly 20 years of sailing and
then working the waterfront. Brother
Bernstein became more involved in
helping to administer the SlU's Welfare
Plan and other social service programs
for the Union.
Bernstein was good at his job because
he had a keen interest in the needs of his
fellow Seafarers. Hundreds of SIU
members who knew Brother Bernstein
well will agree with this and will
recognize that his death marks the
passing of a genuinely good person.
Al Bernstein was born in his beloved
Brooklyn and lived there most of his life.
He was buried in Beth David Cemetery,
Elmont, N.Y.
Al Bern.stein
He is survived by four sisters: Mrs
Rose Marker, Mrs. Dorothy Rubin,
Mrs. Marion Kurland and Mrs. Joyce
Rosen, all of Brooklyn.
New 3-Year Pact Signed With G&H Towing
SIU Boatmen with G&H Towing,
the largest Union contracted shipdocking operation on the Texas coast,
ratified a new three year contract this
month.
The new contract and benefit plan
agreements cover 260 Boatmen with the
Galveston-Houston based company.
They bring the top-to-bottom SIU
crews at G & H across the board wage
increases and first-time achievements in
many areas.
The highlights are:
• Substantial wage increases.
• A $100 increase in the monthly
pension benefit.
• The highest vacation benefits ever
achieved at G & H through establish
ment of the SIU industry-wide Inland
Vacation Plan.
• The most extensive welfare cover
age ever for G & H Boatmen through
new and greatly expanded medical and
death benefits.
The SIU Inland Vacation Plan was
set up in addition to the company
vacation benefit previously in effect at
G&H.
The addition of the SIU Inland
Vacation
Plan
significantly
increases total vacation pay and pro
vides other important improvements.
For example, since the Plan is based on
daily employer contributions into a
trust fund, it allows Boatmen to
accumulate vacation benefits for every
day worked. Moreover, they can collect
these benefits after every 125 days of
employment.
TTie new welfare benefits now in effect
for G&H Boatmen provide the
following for their dependents: A brand
new Major Medical program, increased
hospital extras, extended emergency
treatment coverage and extended
student coverage. Both Boatmen and
their dependents also have an in
creased optical benefit.
The new death benefit for active
Boatmen has been tremendously in
creased from a maximum of $5,000 to
$20,000. The payment rises according to
the amount of the member's accumu
lated employment time at time of death.
The new G&H welfare benefits are
the same as those achieved this month as
part of the new East Coast shipdocking
agreements. And they are the SIU's goal
for all upcoming inland contracts.
Aging Great Lakes Merchant Fleet Set For Revitalization
In a move that paves the way for
revitalizing the aging Great Lakes
merchant fleet, the U.S. Senate voted
recently to okay H.R. 11658, known as
the Great'-Lakes^financing bill.
Passed earlier this month by the
House of Representatives, and now'
awaiting the President's signature, the
measure will amend the 1936 Merchant
Marine Act's Title XI funding program
to provide construction rebates for
Great Lakes and inland vessel operators
on the same basis as for deep sea
operators.
Under Title XI, new ships having a
sustained speed of 14 knots were eligible
for construction loans and mortgage
guarantees of up to 87'/^ percent of the
vessels's financing costs.
Because of that speed specification,
which was based on World War 11
convoy speeds, few Lakers were able to
receive the full grants. Narrow channels,
rivers and other restricted waterways on
the Lakes make it impossible for lakes
ships to travel that fast.
The financing bill reduces the speed
specifications for Great Lakes ships
from 14 to 10 knots and puts Title XI aid
for Lakes ships on a parity with the aid
received by the deep sea operators.
Passage of the measure by both
Houses of Congress was hailed as a
boon to Great Lakes ship construction
by Lakes vessel operators, labor, and
government officials who pushed for the
bill.
At hearings held by the House
Merchant Marine and Fisheries Com
4/ LOG / October 1978
mittee, testimony ran overwhelmingly
stimulate as much as $35 million in new
vessel construction.
in favor of the legislation.
In addition to boosting the American
Representing M EBA-District 2,
shipbuilding industry, raising subsidies
Edward Kelly told the committee that
a p pr^Vjal of 1he.,pjwai,^ fu n d i nfejaeasu re... JPL^re^t Lakes Y£ssel operators to ST'/a
would act as a "spur to construction of
percent of construction costs, will allow
Great L.akes bulkers."
the U.S. flag L^akes fl6et to compete on a
A Maritime Administration spokes
more equal basis with foreign flag ships
man, Roy H. Yowell, estimated that
that increasingly dominate the Lakes
extending Title XI insurance could
trade.
The bulk carriers of both Canada and
the USSR currently outnumber Ameri
can flag ships on the L^akes. As Kelly
pointed out, both countries routinely
subsidize their Great Lakes fleets.
Extending Title XI assistance to Leakers,
Kelly said, "will put our maritime
support programs on a more equal
footing with the aid programs of thirdflag countries."
Humphrey-Hawkins Jobs BftTPasses Congr<
The Senate made a significant
commitment to putting more reality
into the "American Dream" earlier this
month when it finally passed the
Humphrey-Hawkins Full Employment
Bill.
Co-sponsored by the late, great
Senator from Minnesota, Hubert H.
Humphrey, and Rep. Augustus F.
Hawkins (D-Cal.), the bill's stated
policy is to, "translate into practical
reality the right of all Americans who
are able, willing, and seeking to work to
full opportunity for useful paid em
ployment at fair rates of compen
sation."
Known more formally as the Full
Employment and Balanced Growth Act
of 1978, the bill seeks not only to reduce
unemployment—setting specific goals
for this—but also to put a damper on
inflation. The goal is to cut unem
ployment to 4 percent by 1983 and to 0
percent by 1988. Never before have such
goals been set into law.
The late Sen. Hubert Humphrey
The Carter Administration has
backed the Humphrey-Hawkins Bill
since its inception. President Carter
spoke of the bill and its basic principle in
his State of the Union address in
January, when he said, "job opportunity
—the chance to earn a decent living—is
also a basic human right which we
cannot and will not ignore."
Though the bill does not mention
specific actions for attaining its goal, it
does contain several provisions which
will serve as a basic guideline. These
provisions include those dealing with
setting up an effective information
system to monitor inflation; with
strengthening the enforcement of anti
trust laws; and with cutting government
regulations and red tape in the effort to
attain the goals of the bill.
The Humphrey-Hawkins Bill em
bodies much of what .America stands
for. It now stands, as well, as a tribute to
Sen. Hubert Humphrey who once
described the bill as, "no miracle cure,
but it is an indispensable step toward
economic justice."
Those words come from a speech that
Sen. Humphrey was never to deliver.
But the bill that he worked so hard for,
and inspired, has now been delivered.
�Ocean Mining BUI To be Voted Next Year
Caught up in the last minute flood of
bills being debated by the Senate before
Congress adjourned earlier this month,
the SlU-backed Deep Seabed Mineral
Resources Act never made it to the
Senate floor for a vote.
The bill contained three key amend
ments guaranteeing that exploitation of
deep seabed minerals would pay-off for
American workers in both building and
crewing the vessels required for the
trade.
Owing to a long and bitter battle over
the Administration's energy bill, which
included a 14-hour filibuster of the
legislation led by Sen. James Abourezk
of South Dakota, there was no time to
vote the ocean mining bill before
Senators fled Capitol Hill.
But the bill, which had overwhelm
ingly passed in the House of Represen
tatives earlier this year, did clear three
Senate Committees with the important
U.S. job rights amendments intact.
The House vote, coupled with ap
proval of the bill by the Senate Energy,
Commerce and Foreign Relations
Committees, is expected to ease passage
of the deep seabed mining legislation
when Congress re-convenes next year.
It will be at the top of the Sill's
legislative priority list because the bill's
amendments both create and produce
thousands of Jobs for American ship
building and maritime workers in the
brand new ocean mining industry.
The Union worked hard throughout
the 95th session of Congress to get the
bill's job security amendments ap
proved. These amendments:
• Require mining and processing
vessels used in the deep seabed mining
industry be registered in the U.S. and
crewed by U.S. seamen.
• Require a minimum of one ore
carrier used to transport minerals from
each mining site be American-owned
and manned.
• Make U.S. registered ore carriers
eligible for construction and operating
subsidies.
Rep. John Murphy (D-N.Y.), who
sponsored two of the amendments,
pointed out during the House debate
that the riders to the ocean mining bill
were necessary to protect the interests of
the American people in the infant ocean
mining industry.
Passage of the amendments. Murphy
said, "will prevent American ocean
mining companies from operating their
entire bulk fleet under flags-of-convenience at the expense of American labor,
tax laws, and environmental and safety
standards."
When the ocean mining bill is enacted
by Congress it will give U.S. mining
companies the go-ahead to begin
retrieving the valuable nodules contain
ing manganese, copper, cobalt and
nickel from the deep seabed.
The amendments to the bill will make
sure that some of the jobs created by
American technology go to American
workers.
T.
Allied Cmdr. Says U.S. Fleet Is at Half Strength
According to the Merchant Marine
Act of 1936, it is United States policy
that our merchant marine be, among
other things, "capable of serving as a
naval and military auxiliary in time of
war or national emergency."
But does the richest nation on Earth
have a merchant marine that lives up to
this stated policy of 1936?
The House Committee on Merchant
Marine and Fisheries, chaired by Rep.
John M. Murphy (D-N.Y.). recently put
this question to Admiral Isaac C. Kidd,
Commander in Chief. Atlantic Fleet,
and Supreme Allied Commander,
Atlantic,
Admiral Kidd's response, as ex
pected, was in the negative. In tact, the
picture painted by Kidd's testimony—
especially his comparisons between the
U.S. and the Soviet merchant and naval
fleets—is bleak and foreboding.
The late Russian Premier Khruschev
once said, "We will beat you at your own
business ... we will carry your goods."
According to ,\dmiral Kidd, "J he
Russian fleet is doing that. They are
rapidly gaining a position of dominance
on many of the critical world trade
routes."
In a wartime situation, the number of
ships available for hauling vital logisti
cal supplies, and the capacity to protect
these ships in the sealanes. can make the
difference between victory and disaster.
Most historians feel that the land battles
of the Second World War were second
ary to jhe battles on the high seas.
Without the goods of war the ships
deliver, battles can't be waged on the
land, let alone won.
Losses Would Be High
Admiral Kidd's testimony under
scored the fact that the U.S. falls short in
both the capacity to haul the goods, and
to protect the ships from destruction.
According to Kidd, the U.S. maintains
It's Your Move ...
but one-half the naval force it would
need to adequately protect its merchant
licet in another global war.
He went on to point out that the
powerful Russian navy is designed for
interdiction and attack. In the event of
war between NATO and Soviet forces,
losses at least initially would prob
ably be very high. An adequate reservoir
of ships and men. neither of which we
now have, would be required to
continue waging a war after such
initially high losses.
The Vietnam War showed us that
over 90 percent of the goods of war are
still hauled in ships. Admiral Kidd
emphasized this fact in his testimony
before the Ctunmittec: " I here is no new
magic, no easy way to get things from
one place to another. We have not
mastered levitation. Air lift can't handle
more than 10 percent of the job. 1 heNavy and the merchant fleet must do the
job." In all probability this will also be
the case in the next war as well.
countries do. Many of the ships used for
the Vietnam .Sealift were old and
decrepit; and there was a shortage of
ships and men for several months.
We can only speculate on what it
would have been like if we had become
involved in another "conflict" at the
same time. We don't even have the
reserve fleet of rustbuckets to fall back
on that we had in the late I96()'s. So, if
another global war is to come, what </o
we fall back on //;c/;?
We ean't complacently sit back and
assume that we will be spared from
another war that'.s the attitude of an
ostrich, not of a world leader. We must
be prepared, in any case. A strong
merchant marine and navy, working
hand in hand, is a basic requirement for
preparedness.
In the next war if it is to come there won't necessarily be the grace
period to build up the fleet that we've
had in previous wars. As Admiral Kidd
The Vietnam "War also showed us thai
put \t to the Mevehaut Maviuc and
we must maintain a large -and a
modern—merchant fleet, as other
Fisheries Committee, "It would take
time, and wc don't have time."
Adventurer Joins SIU Fleet
MAKE IT IN THE RIGHT DIRECTION—
Ma,ke your move toward good pay, excellent
working conditions, a secure future. Enroll
now in the LNG Course at HLS. Next class
starts December 11. See your SIU Repre
sentative or contact the Harry Lundeberg
School, Vocational Education Department,
Piney Point, Maryland 20674.
^1
• v]
The Sea-Land Adventurer, the last of four newly converted Sea-Land
contalnerships, took on her SIU crew recently in the Far East. The Adventurer.
fitted with new bow and stern sections joined to refurbished T-3 mid sections,
will run between Asia and the Middle East. Also converted from steam to diesel
engines, the Adventurer is 662 feet long and can carry 595 containers.
October 1978 / LOG / 5
�Retroactive Wages Due Lakes Seamen
Any Great Lakes Seafarer who has sailed
with the following companies during the
period August, 1977 to June, 1978, and has
not received retroactive wages should write
to the company he worked for at these
addresses:
American Steamship Co.
3250 Marine Midiand Center
Buffalo, N.V. 14203
Cement Transit Co.
P.O. Box 5668
Cleveland, Ohio 44101
Mississippi River System
It won't be long before ice starts to clog the Upper Mississippi, but barge traffic
may not have to give way to the inevitable seasonal slowdown in years to come.
This winter the U.S. Army Corps of Engineers will study the possibility of
extending year round navigation to the upper river.
The area under consideration is between Grafton, 111., just above St. Louis,
and Cassville, Wise., which is just above the Illinois-Wisconsin border. The
Corps will conduct a demonstration program to determine cargo flow in this rich
agricultural region and to test the feasibility of providing icebreaker service.
Grain, currently the largest product moved in the area, is expected to increase
along with coal in future years.
In the meantime, total cargo moved in the area has been steadily rising. In the
Rock Island, 111 District alone, which includes almost half of the 27 locks and
dams on the upper river, over 17 million tons moved between January and
August, 1978. This was over a million tons more than the total figure for that
period last year.
Overall, waterborne commerce on the Mississippi is up, according to the
Corps of Engineers. For the second year in a row, it has grown by more than 40
million tons. The 40.5 million ton growth for 1977 is second only to the 45
million ton increase in 1976. The 1977 total of 396,771,216 tons moved between
Minneapolis and the Gulf of Mexico is an 11.4 percent growth over 1976
activities.
Erie Sand Steamship Co. & Erie
Navigation Co..
P.O. Box 153
Erie, Pa. 16512
Huron Cement Co.
Ford Avenue
Alpena, Mich. 49707
Kinsman Lines
1508 Rockefeller Building
Cleveland, Ohio 44113
r)
Pringle Transit Co.
P.O. Box 6508
Cleveland, Ohio 44101
j 'i
IT WON'T MAKE ANY
DIFFERENCE.
SIU Boatmen with the Ideal Cement Co. in this port have ratified a new three
year contract. The agreement includes the new benefits of Major Medical
coverage and the SIU industry-wide Vacation Plan. Negotiations will begin soon
for Mobile Towing, a shipdocking operation.
Norfolk
NBC Lines, which tows container barges from Norfolk to Baltimore, recently
' added two more tugs to its SI U-contracted fleet in this port. The Olive Hand the
! Dorothy H added 14 jobs for SIU Boatmen.
Work starts to grind down on the Lakes at this time of the year. But SIU
tugboatmen and dredgemen had time to finish up two projects and begin !
another before the end of the season which comes by Christmas.
Lakes Boatmen with Great Lakes Dredge and Dock recently completed a
channel dredging job in the Saginaw Bay entrance to Bay City, Mich. They were
able to pump the dredged material into the new disposal dike just built by their
brothers with SI U-contracted Construction Aggregates.
Work also started this month on Great Lakes Dredge and Dock's new fall and
spring contract for dredging the Cleveland harbor and the Cuyahoga River
leading into it. The job provides two and one-half months work now for about 35
Boatmen and three months again next year.
AII Ports
The inland industry is growing, not only for boatmen, but also for thousands
of workers in related industries which depend on direct access to water
transportation.
During the first quarter of 1978, 96 industries located new facilities or
expanded substantially along the nation's waterways. These developments
created 7,375 permanent job opportunities, according to the American
Waterways Operators, Inc.
Deposit in the SIU Blood Bank—
It's Your Life
6 / LOG / October 1978
••-.J
DON'T UPGRADE AT HLS.
Mobile
Great Lakes
nt
GREAT LAKES
This port alone handled nearly 163 million tons of the 1977 total moved on the
entire river. The figure represents a seven million ton increase for New Orleans,
which was the largest growth achieved by any river port last year.
The second triple-deck barge operated by Crowley Maritime Corp. arrived
here via the Panama Canal from the West Coast on Oct. 12. The two new barges,
the largest ever built, can carry 374 trailers each and have greatly expanded
Crowley's Caribbean service. -
• J j
i
Litton Great Lakes Corp.
P.O. Box 6241
Erie, Pa. 16512
New Orleans
Jacksonville
•M
•U
UNTIL YOU OPEN YOUR
WALLET.
THESE COURSES STARTING SOON:
LNG December 11
FOWT November 23
Able Seaman November 13
Chief Steward December 11
Chief Cook December 11, 22
Cook and Baker December 11, 22
Assistant Cook Upon Request
To enroll, see your SIU Representative or contact:
Vocational Education Department
Harry Lundeberg School
PIney Point, Maryland 20674
Phone: (301) 994-0010
�Sea-Land to Build 12 New Containerships
SlU-contracted Sea-Land Service
Inc. has announced a high-powered
shipbuilding program which will bring
12 brand new containerships into the
company's fleet by the end of 1980.
Sea-I^nd, already the biggest nonsubsidized containership company in
the world, has set aside $580 million for
this project.
Included in this price tag are funds to
be used for improvements in the
company's port facilities to further
enhance cargo movements.
All 12 new ships will be powered by
diesel engines. This is an economy move
by the company in view of the rising
costs of bunker fuel.
The new ships will be slightly smaller
than the company's seven SL-7 con
tainerships.
Classified as D-9 vessels, the 12 ships
will be 745 feet long and each will have
the capacity to carry 838 40-foot
containers. TTte SL-7s are 946 feet long
and can carry 1,096 containers.
The first vessel is expected to be
delivered by early 1980. And all 12 will
probably have taken on their SIU crews
by the end of that year.
SIU Executive Vice President Frank
Drozak said that the 12 new ships
"represent an important addition to
the SlU-contracted fleet." But he noted,
"since these ships are diesel powered,
some of the engine room jobs will
require special training in diesel en
gines."
The Harry Lundeberg School in
Piney Point offers diesel engine courses
at intervals throughout the year.
Drozak encouraged Seafarers with
QMED endorsements to "seriously look
into and plan to take this important
course." (For more info see Vice
President Drozak's report on this page.)
with new and expanded job oppor
tunities.
These new ships once again point out
the trend In the U.S. merchant marine to
bigger, faster, highly automated vessels.
And It points out once again the
continuing need for SIU members to
expand their seafhring skills to Insure
that they are qualified to take these new
jobs.
Headquarters
World-Wide Service
A spokesman for Sea-Land said that
the new additions to the fleet would
enable the company "to provide weekly
• round the world service to its custom
ers." Sea-Land, said the spokesman,
already services 138 ports in 52 coun
tries.
The company has arranged for the
vessels to be built at three separate
yards—two in Japan and one in South
Boatman Finds SIU Welfare Plan
^Pays More Than Any Other'
The cost of everything is continually
going up. No one has to be reminded of
that. But at the same time, the cost of
health care in this country has sky
rocketed faster by far than that of any
other essential service or product.
It's a real problem. And simply for
peace of mind, a working man wants
and needs the assurance of a strong
health and welfare plan to take on the
burden of these costs.
Seamen, of course, are covered for
their health needs through the USPHS
system. But a seaman's dependents are
not. That's where the Seafarers Welfare
Plan takes over for our members'
dependents.
Health and welfare has always been a
prime concern of the SIU during
•contract negotiations. The Union is
proud of the comprehensive benefits
that have been secured for our members
and their dependents.
An SIU member who feels the same
Korea. The ships will have the capability
of a service speed of 22 knots.
As the new ships come into service,
Sea-Land will no doubt scrap or sell
some of its older vessels, which the
company says "are uneconomical to
operate because of their age, speed and
relatively low container capacity."
However, overall the 12 new high
technology ships will provide members
way is Boatman Charles T. Kellum of
Norfolk who works for C. G. Willis
Barge Lines.
Last May, Brother Kellum's wife,
Jane, was hospitalized for 13 days for
surgery. For the room, surgery, anes
thesia and radiology, the hospital bill
came to $5,264.64.
The Seafarers Welfare Plan picked up
nearly 95 percent of the cost.
After the Plan sent out the checks
paying the bills. Brother Kellum wrote
the Plan's office saying, "I do not know
of any health plan that would have paid
as much of our bill as the Seafarers
Welfare Plan did." He also thanked the
Plan in his letter for the "prompt
handling" of his wife's medical claims.
There's nothing anyone can do about
rising costs. But as Brother Kellum puts
it, "it's good to know we have the best
Plan in the industry to depend on when
we need it."
W. German Unionists Tour HLS
Wolfgang Bears (center) secretary-treasurer cf the German Public Service &
Transport Workers Union, extends thanks to Piney Point Agent Pat Pillsworth for
showing him and fellow West German unionist, Peter Kopp (left) around the
Lundeberg School. Bears said that West German seamen face the same
problems as American seamen in protecting their job security against the growing
threat of flag-of-convenience fleets.
by SIU Executive Vice President
Frank Drozak
Engines—Wave of the Future
New technology means new ships and new ships mean new jobs.
That's a simple formula, but it's not complete.
The missing link that makes the connection between new technology
and new jobs is training.
The Log carries a striking example of this fact in this month's
announcement that Sea-Land will build 12 new containerships over the
next two years.
A construction program of this size represents an important addition
to the SlU-contracted fleet. But it also indicates another example of
advancing technology in the maritime industry. Unlike the bulk of the
U.S. merchant fleet today, which is made up of steamships, all 12 new
vessels will have diesel engines.
Diesel powered ships don't represent new technology in the dramatic
way that LNG carriers have spearheaded maritime advancement. But,
like the LNG vessels, they are establishing a new trend on the seas which
demands upgraded skills of American seamen.
Seafarers have already felt the beginning of this trend'and have become
part of it. Just this year, Sea-Land converted four of its present fleet from
steam to diesel engines, and they are now running with SIU crews.
But even at this early stage, the trend is not limited to one company.
Other SlU-contracted companies, such as Ogden Marine, which has two
diesel powered ships on order, are also making the change from steam.
The reason is changing times. The high price of bunker fuel has made
steamships very costly to operate and diesel fuel can now do the job
required at less cost.
But if Seafarers are going to have a major part of this job, we're going
to have to prepare for it through diesel training.
While rated engine room men may be familiar with the basic principles
of diesel engines, they have had little chance to use them in actual work
experience. The Diesel Engine course offered at the Harry Lundeberg
School will give you the chance to turn a passing knowledge into real
work skills.
The four week course includes both classroom and practical training in
all types of diesel operations. It is open to QMED's and will he offered at
regular intervals through the coming year at the School. Watch upcoming
issues of the Log for class schedules.
The first of the new Sea-Land containerships is expected to be
delivered by early 1980 only a little more than one year from now. All 12
will probably be ready for SIU crews by the end of 1980. Now is the time
to plan on fitting one of these courses into your own schedule next year.
As we have learned in the past through different stages of changing
technology, it's never too early to get the jump on maritime opportunities
through training and upgrading.
The advent of huge tankers and containerships proved this years ago
when the bulk of the industry was still freighters. And the rapid
development of LNG carriers is proving it true right now.
Twelve new diesel ships are only the beginning of a change which will
determine your job future in the engine room. Make it a secure one by
signing up for a Diesel Engine course as soon as possible.
Register and Vote
sm
WM/M/MMMmmmi
October 1978 / LOG / 7
i-
�RIJFFALO
The
The Maritime Administration has okayed construction loans and mortgage
insurance for the Lawrence Steamship Co., a subsidiary of the SlU-contracted
American Steamship Co. The Title XI aid will be used to help finance the
company's new, 23,980 dwt self-unloader which will ply the Great Lakes.
Lakes
Picture
ALPENA
ALGONAC
The Roger M. Kyes (American Steamship Co.) had to be towed to the Great
Lakes Steel dock last month when her power failed while she was crossing Lake
St. Clair.
FRAIVKFORT
The SlU-contracted car ferry T/Ar/wg (Michigan Interstate Railway Co.) is set
to go into the shipyard for her five-year check-up. The Viking will receive a
thorough, top-to-bottom going over which is expected to take anywhere from
two to six weeks to complete.
CHICAGO
A retired SIU member is one proud papa these days—or one proud
grandfather. David Laskey, who shipped FOWT on the Lakes until he retired his
book in 1965, was in attendance on Chicago's East Side when his grand
daughter, Nora Eagan, won the 18th annual Miss East Side contest on Labor
Day.
Chicago's rail-to-water coal transfer facility, which was shut down for the
duration of the national railway strike, resumed operations during the first week
in October, when the strike ended. Great Lakes coal carriers were idled as seamen
honored the railroad workers work stoppage. Among the ships affected were the
SRI-contracted American Steamship Co. fleet of bulk carriers. Now that the
strike is over, those vessels are moving again. The company's Detroit Edison
called at the transfer facility on Oct, 5 to load coal for a trip to Wisconsin Power
Co. in Green Bay.
The 2ist annual seminar of the Marine Section, National Safety Council was
held in Chicago this month. TTie Marine Section is one of 28 member groups of
the National Safety Council and is concerned with reducing maritime accidents
and improving shipboard safety. Conferees discussed a broad range of safety
programs undertaken by deep sea and waterfront operators, as well as the marine
health and safety programs of government.
Bradford Island Committee
At a payoff of the ST Bradford Island on Sept. 28 at the Chevron Oil Dock, Perth
Amboy. N.J., here's the Ship's Conhmittee and a crewmember of (seated I. to r.)
FOWT H. F. Reed, engine delegate: Chief Cook Marvin Ftowell, steward delegate
and Chief Steward John Marshall, secretary-reporter. Standing (I. to r.) are
Recertified Bosun William Baker, ship's chairman: Dayman G. Fternandez. deck
delegate and Crewmessman George Khan.
8 / LOG / October 1978
The cement carrier L. G. Harriman (Huron Cement Co.), which fit out this
year for the first time since 1976, has been temporarily laid up. The vessel laid up
Oct. 4 because of lack of cargo resulting from unusually heavy rainfalls during
the last few months. She's expected to be running again by Oct. 16.
CLEVELAND
It looks like construction of the new iron ore dock in Cleveland may soon get
underway. The project has been stalled because of political disputes between
Cleveland's mayor, Dennis Kucinich (who opposed the dock) and the city
council.
Earlier this year Kucinich vetoed legislation which okayed the lease of cityowned dockside property to the Cleveland-Cuyahoga County Port Authority for
the construction project.
L,ast month, a compromise was reached which included new terms for lease of
the property on which the dock will be built. The agreement says the ClevelandCuyahoga County Port Authority will pay the city 20 years rent in advance,
amounting to $2.5 million. In addition, the city will receive a penny per ton of ore
unloaded at the dock, which will bring Cleveland an estimated $60,000 annually
in revenues.
ST. LAWRENCE SEAWAY
As the winter months approach, discussion on the feasibility of extending the
shipping season on the Lakes and the St. Lawrence Seaway grow more frequent.
A recent study by the U.S. Army Corps of Engineers reported it would cost $6
billion to extend the shipping season. The Corps recommended the extension,
which could be accomplished by building a fleet of icebreakers and installing
other adaptive equipment, because they said a season extension could result in a
$3.50 return for every $1.00 invested. Costs of the project could be shared, the
Corps said, by government and business firms in the area.
An alternative to a season extension is a plan to enlarge Seaway locks and
build a new Welland Canal to accomodate larger vessels.
Rear Admiral R. W. Timbrell, president of the Dominion Marine Assoc., told
a group of Canadian shippers that either extension of the season or enlargement
of the system was necessary to handle increasing traffic on the waterways.
"Studies of cargo growth," Timbrell said, "indicate that the maximum traffic
capacity of the system under present conditions will be reached by about 1990,
when serious traffic congestion will occur."
*
*
*
Another project being tested by the St. Lawrence Seaway Authority is the
feasibility of using shunters on the Welland Canal. Shunters are self-propelled
platforms which attach to the bow and stern of ships transmitting locks. Seaway
officials believe the use of shunters can cut the amount of time it takes for ships to
move through the eight locks on the Welland Canal and could increase the
Canal's cargo capacity by as much as 20 million tons a year.
The Authority is currently having two test shunters built. They are basically
steel boxes measuring 52 feet by 18 feet, and are powered by 3600 hp diesels. The
diesels drive two fixed pitched propeller thrusters which rotate 360 degrees and
can be used for both propulsion and steering.
Shunter tests have been set for this and for next year, and will be run while the
Canal is in operation.
George Walton Committee
On Sept. 27, the Ship's Committee here of the SB George Walton (Waterman)
gathered for a payoff at Pier 7, Brooklyn, N.Y. They are (I. to r.) Engine Delegate
Joe Barry: Educational Director E. F. Armstrong; Recertified Bosup William
Robinson, ship's chairman, and Deck Delegate J. Rodriguez.
�tin in
Seafarers International Union of Nortli America. AFL-CIC)
OCTOBER 1978
Legislative. Administrative and Regulattiry Hap[)enings
Congress Passes *User Tax' On Inland Waterways; New Hope for Locks & Dam 26
In a reversal of almost 200 years of
Federal policy to keep the inland waterways
free from taxation, the House and Senate
this month passed a bill which will levy user
Congress Passes
Great hakes
Vessel Financing
Both the House and the Senate earlier this
month passed the Great Lakes Vessel
Financing bill, and the measure is now being
sent to President Carter for his approval. It
is expected that the President will sign the
bill.
The measure will amend the 1936
Merchant Marine Act to allow Great Lakes
vessels to come under the full mortgage
guarantee provisions of the law. Up to this
time, these ships were denied full participa
tion in the program which provides for
guarantees of up to 87'/2 percent on
mortgages for new ship construction and
conversions.
Congress Restores
$20 Million to
PHS System Budget
With strong support from House Mer
chant Marine Committee Chairman John
Murphy (D-NY), Congress has put back $20
million which had been cut from the budget
of the Public Health Service Hospital
System.
The House had originally accepted a $24
million cut in the budget which had been
recommended by the Carter Administra
tion. The Senate, however, didn't go along,
and it restored the full $24 million that was cut.
As the House and Senate went into con
ference to iron out differences in their
versions of the huge budgets for the
Departments of Labor & Health, Education
and Welfare, Congressman Murphy wrote
each member of the Conference Committee
urging them to support increased funding
for the PHS hospitals. In his letter.
Congressman Murphy said; "It is time once
and for all for this Government to commit
itself to main tain Public Service hospitals at
a decent, viable level."
In a reference to earlier battles he has
waged with the help of the SIU to keep the
Public Health Service hospitals open,
Congressman Murphy said that "this is only
•the latest—and probably not the last—fight
we are going to have with the Administra
tion's budget office over hospital funding."
The House Chairman had some good
things to say about these hospitals. He said:
"They are remarkably cost-effective and the
quality of care they provide is high."
Murphy cited some statistics to prove this
point. "The cost of quality care for one day
at any of the eight existing PHS hospitals is
$160," he said. "The same care in private
hospitals in cities which are also served by
PHS hospitals ranges from $221 in San
Francisco to $416 in Boston."
The Congressman said that these hospi
tals must continue to remain open to serve
American seamen and other members of the
community, and they must get the fiscal
support they deserve. "I will continue to
fight for just that," Murphy stated.
charges on much of the inland system. The
House vote of 287-123 came in the closing
hours of the 95th Congress. The Senate had
passed the measure by a vote two days
earlier.
The bill is a compromise, and is consider
ably watered down from the bill proposed
by Senator Pete Domenici (R-N.M.) some
21 months ago.
As passed, the bill will impose a fuel tax of
four cents a gallon in 1980, six cents in 1981,
eight cents in 1982 and 10 cents in 1985. The
compromise bill dropped a provision in
earlier versions of the bill which would have
brought automatic fuel tax increases
whenever the government increased spend
ing on maintaining the waterways system.
The bill also authorizes replacement of
Locks & Dam 26 at Alton, 111. Earlier this
year. President Carter said he would veto
any bill authorizing rebuilding Locks &
Dam 26 if it did not include a waterways user
charge. This forced the waterways industry
—against the firm opposition of the SIU—
to support the legislation "as the only way to
get the Locks and Dam replaced."
The compromise was pushed by Senator
Russell Long (D-La.). The Administration
has already indicated that it will go along
with the compromise.
SIU Urges Carter To Sign Bill To Curb Rebating
The SIU has called on President Carter to
sign into law a bill which would prohibit
rebating in the United States foreign trade,
and would give the Federal Maritime Com
mission the power to effectively enforce the
anti-rebating provisions of the bill.
In a letter to President Carter, SIU Presi
dent Paul Hall said that this legislation
which was passed by Congress earlier this
month "is necessary to preserve the viability
of the U.S.-flag liner fieet, and the jobs of
American seafarers employed on these
ships."
Hall said that this legislation will bring
foreign carriers under the same anti-rebating
laws that U.S. shippers are regulated by. He
said this law will contribute to the effort to
strengthen the United States-flag merchant
marine by treating American and foreign
carriers equally with respect to rebating.
"By preventing any further unfair erosion
of American liner shipping," Hall said,
"American jobs will be preserved, the U.S.
balance of payments will be improved, and
our national economy will be strengthened."
SIU Upgraders Get Two-Day Briefing
On SIU s Washington Political Scene
Seven "A" Seniority upgrader;» irom the East,
Gulf and West Coasts spent two days in
Washington this month for an in-depth briefing
on the SIU's legislative and political activities.
During their visit, the SIU upgraders met with
the Union's political action team at the AFLCIO Maritime Trades Department.
They also met with officials and staff members
of the Transportation Institute, the Washingtonbased maritime management organization which
is recognized as the most effective maritime
research and educational organization in the
nation.
Attending the educational meetings in
Washington were Richard Gauthier and
Josefino Casugay, both from San Francisco,
Mark Freeman, Mobile; Glen Hutton, Balti
more; John Williamson, New York, and Robert
Johnston and Joseph Hancock, both from
Seattle. They were accompanied by Piney Point
Port Agent Pat Pillsworth.
October 19.78 / LOG / 9
�Maridine Industry
News
Sl)c 51U in IVn5l]inotov
SS United States Sold for $5 Million
The S.S. United States has been sold for
$5 million to United States Cruises, Inc. of
Seattle, Wash. The fastest ocean liner ever to
cross the Atlantic was built in 1952 by
Newport News Shipbuilding and Dry Dock
Company. It had a service speed of 32 knots.
But it has been the property of the Federal
government for more than five years and has
been in layup since the completion of its final
transatlantic voyage on November 7, 1969.
United States Cruises proposes to
refurbish the 26-year old, 38,000-gross ton
passenger vessel and provide warm weather
cruise service between Los Angeles/San
Francisco and Hawaii, and among the
Hawaiian Islands, with a capacity of 1,000
passengers.
The United States, a vessel in the National
Defense Reserve Fleet maintained by
MarAd, is berthed at the International
Terminal in Norfolk, Va.
MarAd Chief Robert Blackwell said,
"The sale of the United States is a highly
significant development for the American
merchant marine for a number of reasons. It
returns a large sum of Federal money, which
had been tied up in the United States for a
number of years, to the U.S. Treasury. And,
under the plans announced by the new
owner, it puts back into operation a great
ship, creates some 1,000 seafaring jobs,
returns the U.S.-flag fleet to full passenger
liner service, and specifically restores that
service between the U.S. West Coast and
Hawaii."
The only scheduled passenger service
offered today by U.S.-flag vessels is aboard
four combination freighter-pa.ssenger liners
of SlU-contracted Delta Steamship Lines,
Inc.—the Santa Magdalena, Santa Maria,
Santa Mariana, and Santa Mercedes. These
ships, formerly operated by Prudential
Lines, Inc., sail regularly from the United
States' West Coast, transit the Panama
Canal, and circumnavigate South America,
calling on ports on both the Atlantic and
Pacific sides of that continent. Each can
carry 110 passengers.
T,L Scholarship Upgraders Get Political Action Tour
ft-
T.-^'
••
iXV
Sea-Land Orders
12 New Ships
Sea-Land Service Inc. has ordered 12 fullsize containerships from yards in Japan and
South Korea. The cost is estimated at more
than $300 million.
The vessels will be fully cellular containerships with a carrying capacity of 838 40-foot
boxes.
All of the new ships will be equipped with
30,150 hp diesel engines. The ships will be
capable of service speeds of 22 knots.
Rep. Metcalfe Dies
of Heart Attack
Rep. Ralph H. Metcalfe (D-IIL), a
member of the House Merchant Marine and
Fisheries Committee, died of an apparent
heart attack at his Chicago home on October
10. He was 68.
A member of Congress since 1970, Rep.
Metcalfe was Chairman of the Panama
Canal Subcommittee. He was also a member
of the Interstate and Foreign Commerce
Committee, and Post Office and Civil
Service Committee.
He is survived by his wife Madalynne Fay,
and a son, Ralph Jr.
DOT Hopes To
Cut Down Transport
Accidents
Secretary of Transportation Brock
Adams last week directed his department to
develop a plan for a nationwide, toll-free
telephone response center to deal with
hazardous materials transportation acci
dents and to design a training program for
volunteer firefighters to enable them to
handle those emergencies more effectively.
Sec. Adams also approved other recom
mendations made in a report by a task force
he appointed last April to evaluate the
department's hazardous materials program.
The changes that Adams approved are
designed to improve the safety of transport
ing hazardous materials and better prepare
for possible future accidents.
Under the proposed plan, the Coast
Guard's existing National Response Center,
which handles spills of oil and hazardous
substances on the^ seas and waterways,
would be expanded into a 24-hour-a-day
communications center within DOT to
notify state, local and industry officials of
hazardous materials accidents and quickly
provide assistance for reducing the acci
dent's effect.
Twenty SlU Boatmen who are participating
in the Transportation Institute Scholarship
Program at the Harry Lundeherg School in
Piney Point, Md., came to Washington this
month for a two-day brieflng on the SIlJ's
legislative and political action programs. They
attended meetings at both the Transportation
Institute and th'. AFL-CIO Maritime Trades
Department, and later toured the U.S. Capitol
where they watched Congress in action.
Attending the Washington educational visit
10 / LOG / October 1978
were: Gerald Mason, James Widgeon, Lee
Herbert, Paul Dardano, Gerald Knapp, Michael
Foil, David Carter, Salvatore Viviano, Edward
Strauss, Calvin Rudel and Hobart Mason.
Also, Michael Caliendo, Laurence Jordan,
Daniel Liddio, Jesse Green, Mark Campbell,
James Gorman, Craig Adams, James Ghiffell
and John Finch. Accompanying the scholarship
group was Capt. Irwin Gros from the Luiideberg
School.
SPAD is lh» Sill's political fund and our pr;.i:r3! ana in
Washingfun, D.C. The Sill asks for and accepts voluntarr
contributions onl>. The Union uses the money donated to
SPAD to support the election campaijpns of leftislators who
have shown a pro-maritime or pro-lahor record.
SPAD enables the SlU to work effectively on the vital
maritime Issues in the Congtress. These are issues that have
a direct impact on the jobs and job security of all SlU mem
bers. deep..sea, inland, and Lakes.
The SlU urgtes its members to continue their Hne record
of support for SPAD. A member can contribute to the
_ SPAI> fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the EEC
in Washington, D.C.
ft/,
�30 Cents a
Thirty cents today won't get you far
on your own.
You can't buy a subway token for 30
cents. You can't take a bus or a cab or
drive your car through a toll-booth
unless you have the right fare—and no
matter where you are today, that fare is
more than 30 cents.
But 30 cents a day from SIU members
can help move the Union in the direction
we want to travel; towards increased job
security and a more active role in
political decision making.
Through a new voluntary program.
Seafarers can now donate 30 cents daily
to SPAD (Seafarers Political Activities
Donation.) The donation will auto
matically be deducted from the Vaca
tion benefit.
By signing a form like the one printed
below, 30 cents a day can be channeled
into the Union's separate political fund
where it will be used for political activity
on behalf of the whole membership.
The 30 cent deduction, like any
money donated to SPAD, is a voluntary
contribution. And if every member
chooses to support this program, the 30
cents a day can as much as double our
ability to make the collective voice of the
SIU heard in Washington.
The elections coming up in November
make now an especially important time
for the Union to let candidates know our
position on major issues. We can work
for those candidates who support
maritime issues. And campaign against
those who don't.
But our activity can't stop when the
elections are over. Congressional
legislation that impacts on maritime and
on labor as a whole is debated through
out the year. And if the Union doesn't
keep on letting elected representatives
know what's important to the SIU,
nobody else is going to tell them.
We want a bill, now in Committee,
which would regulate the rate-slashing
practices of the Soviet fleet, passed. So
we let Congress know.
I
ecurity
We want to make sure the jobs of
American workers in the new ocean
mining industry are protected. So,
again, we let Congress know.
The Union's ability to keep on
fighting for legislation and programs
that will create new jobs in the maritime
industry and protect those we already
have depends directly on the support of
the membership.
When you think about it, your 30
cents a day can mean the difference
between sending a pro-or anti-maritime
representative to Washington.
It can also mean the difference
between a secure future for Seafarers
and no future at all.
Letting our voices be heard in the
battles fought in Congress that affect
working people in the U.S. has been a
priority of the SIU for many years. With
the membership's continued support of
SPAD and participation in the 30 cents
a day deduction program, we'll be
effective in those battles.
That's a pretty big payoff for a very
small investment.
f
u
ini
ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD)
TO:
DATE
Seafarers Vacation Plan
275 20th Street
Brooklyn, N.Y. 11215
w
Effective from this date, i hereby assign, direct and authorize you to deduct from payments required to be made
by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which
I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue,
Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail
is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the
date you receive it and applicable only to vacation benefits both earned and payable to me thereafter.
, • •llLllh. -' y'k
I acknowledge advice and understand that SPAD is a separate segregated fund established and administered
by my union to engage in political activities and to make contributions and expenditures for candidates seeking
political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any
contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount
as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is
to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntaiy con
tributions. And this authorization for contributions, constitutes my- voluntary act. A copy of SPAD's report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash
ington, D.C.
This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me.
Member's name (Print)
Member's Signature
Social Security Number
Members Home Address
City
State
Port
Book Number
Zip
2M
OFFICE COPY
October 1978 / LOG / 11
�McCloskey—U.S. Maritime's Biggest Detractor
Transportation Institute Study Shows Conflict of Interest
Rep. Paul McCloskey, a Re
publican from Northern Cali
fornia, has proven by his actions
to be one of the biggest, most
vocal detractors of a strong
U.S. maritime industry in Con
gress.
When a bill comes up in
Congress aimed at strengthening
the American-flag merchant
fleet. Rep. McCloskey invariably
opposes it—and vehemently so.
In fact, it was Rep. McCloskey
who led the opposition in the
House to the all important 9.5
percent oil cargo preference bill
last year—a bill that President
Carter himself had proposed.
McCloskey accused many of
his colleagues—who were ex
pected to support the bill—of
having conflicts of interest be
cause they had accepted cam
paign contributions from
maritime labor.
McCloskey's barrage of per
sonal attacks was widely reported
in the press. As a result, the 9.5
percent bill—which would have
bolstered the national security
and the U.S. tanker fleet—went
down to defeat.
Who benefitted from defeat of
this bill? Big oil and their foreignflag shipping interests benefitted,
that's who.
But it seems that Rep.
McCloskey does not practice
what he preaches. Because a
recent study conducted by the
Transportation Institute (a U.S.
maritime research organization)
of Washington, D.C. shows that
Rep. McCloskey has received
thousands upon thousands of
dollars in campaign contribu
tions from—as might be expected
—big oil and foreign flag ship
ping interests.
The SlU feels that all SlU
members as well as the entire
U.S. maritime industry should
read this important study. It
vividly shows the kind of opposi
tion that we face in Congress
when trying to enaet legislation
for thebenefit of ourindustry and
the thousands of people who
make their livings in it.
Following is the complete text
of the Transportation Institute
study on Rep. McCloskey. It is
prefaced by a reprint of a letter
sent to all members of the House
of Representatives by Transpor
tation Institute President
Herbert Brand:
INTRODUCTION
In taking positions adverse to the
U.S. merchant marine. Congressman
Paul N. McCloskey has repeatedly
made an issue of campaign contribu
tions to members of Congress.
Focusing primarily on contributions
by American maritime labor, sometimes
as small as $500, representing scores of
individual seamen's contributions, Mr.
McCloskey has virtually charged his
12 / LOG / October 1978
Maritime Policy and Campaign
Contributions: A Case Study in
Double Standards
October 6, 1978
U.S. House of Representatives
Washington, DC 20515
Dear Congressman:
Congressional consideration of issues involving the U.S. merchant marine has
repeatedly been clouded by allegations by Congressman Paul N.McCloskey concerning
campaign contributions to members of Congress. Often these charges have precluded
reasoned and objective consideration of legislative merits.
The attached study, entitled "Maritime Policy and Campaign Contribution: A Case
Study in Double Standard.s", is a review of special interest contributions to Representa
tive Paul N. McCloskey by oil industry and foreign shipping interests with a stake in
weakening the U.S.-flag merchant marine. The study was prepared as a public service to
assist members of Congress in considering maritime policy. However, its conclusions are
also relevant to federal election disclosure policy. All information contained therein has
been gathered from public records.
The Transportation Institute is a nonprofit research and education organization
established in 1968. Its 160 member companies operate vessels in all aspects of U.S.
seagoing domestic and international commerce, the Great Lakes and inland waterways.
I hope you will find the study interesting and useful. Inquiries or comments should be
directed to the undersigned.
Very truly yours,
Herbert Brand
President
Transportation Institute
colleagues with a conflict of interest.
However, no public attention has
been given to special interest contribu
tions to Mr. McCloskey by the benefi
ciaries of his maritime positions:
foreign-flag shipping interests.
A review of Mr. McCloskey's own
campaign contributions during the
period January 1, 1972, through June
30, 1978, suggests that, at the very least,
he has employed a double standard. He
received tens of thousands of dollars
from foreign-flag vessel interests with a
stake in his anti-U.S. merchant marine
positions. Most noteworthy were
contributions from sources related to
Standard Oil Company of California
("SOCAL"), one of the "seven sisters" of
the oil industry, and a major foreign
"flag-of-convenience" operator.
Mr. McCloskey received over $26,000
from sources tied directly to SOCAL
through employment, legal representa
tion and interlocking directorates,
including:
• $13,775 from a few members of a
law firm (and their families) that
represent subsidiaries of SOCAL;
• $11,916 from sources tied to
SOCAL by means of direct interlocking
directorates;
• $1,090 from executives of SOCAL
and its subsidiaries, including Chevron
Shipping, Inc.
He also received additional tens of
thousands of dollars from other sources
indirectly iicd to SOCAL.
In addition to SOCAL, Mr. Mc
Closkey received substantial contribu
tions from other oil and gas industry
sources. As set forth, his votes reflecting
the views of the oil industry in general
(and SOCAL in particular) have not
been limited to maritime issues.
Mr. McCloskey also received con
tributions aggregating thousands of
dollars from other sources directly and
indirectly related to foreign-flag ship
ping and foreign shipbuilding.
Other major special interest contribu
tions to Mr. McCloskey include thou
sands of dollars from defense con
tractor interests that would benefit from
legislation he sponsored to weaken the
Renegotiation Board, the watchdog
agency monitoring excess profits by
government contractors.
Mr. McCloskey's campaign con
tributions contain other examples of his
use of a double standard. For example,
he made much of unproven allegations
of wrongdoing in the U.S. maritime
industry. However, in 1973—a nonelection year —Mr. McCloskey re
ported a $3,000 contribution from a "L.
E. Wolfson, private investor, Jackson
ville, Florida." (Louis E. Wolfson, a
financier and former Chairman of the
Board of Merritt-Chapman and Scott
Corp., was convicted in 1967 for selling
unregistered stock.)
In addition to demonstrating the
existence of a double standard, Mr.
McCloskey's contributions highlight
the difficulty of tracing and aggregating
certain special interest contributions
and suggest a serious deficiency in
federal reporting requirements.
Discussion
The list of Mr. McCloskey's anti-U.S.
merchant marine positions is too long to
be recounted here. Prominent examples
in the last year include his denunciation
of President Carter's proposal to reserve
from 4.5 to 9.5 percent of U.S. oil
imports for U.S. vessels, his opposition
to the routine authorization of appro
priations for maritime programs, and
his recent role in stimulating attacks on
the National Maritime Council.
Oil Interests and
Foreign Shipping:
Though Mr. MrC'oskcy has gen
erated widespread publicity for his antiU.S. merchant marine attacks, little
attention has been focused on the direct
beneficiaries of his efforts: multina
tional oil and foreign ship interests.
Cargo must move. Each vessel denied to
the U.S. fleet represents a vessel for a
foreign fleet. Each construction con
tract denied a U.S. shipyard represents a
contract for a foreign shipyard.
In particular, multinational oil
companies have been the direct benefi
ciaries of Mr. McCloskey's efforts. This
was most apparent in the controversy
surrounding a preference for U.S.
vessels to carry a portion of U.S. oil
imports where Standard Oil Company
of California, the American Petroleum
Institute and other oil interests openly
and vigorously opposed the legislation.
But it is also true more generally. To
avoid American taxes, safety and
pollution requirements, and labor
standards, multinational oil interests
have opted for huge flag-of-convenience
fleets and have thus become the natural
antagonists of the U.S. fleet.
Additionally, multinational oil com
panies are the legislative adversaries of
the independent U.S. tanker fleet, for
many of the same reasons they are the
adversaries of independent producers,
independent refiners and independent
retailers.
''Corruption"
Most disturbing has been Mr. Mc
Closkey's tendency to ignore legislative
merits and to focus instead on generat
ing an aura of alleged "corruption."
He has denounced maritime as a "sick
and corrupt industry"—a startling
generalization considering the hundreds
of companies and hundreds of thou
sands of people involved. He has
frequently impugned the integrity of
both labor and management in the
American maritime industry.
He grossly exploited the indictment
of former Congresstpan Edward Garmatz, and issued no retraction of
apology when the Congressman was
exonerated. He has repeatedly attacked
the integrity of the Assistant Secretary
for Maritime Affairs, a public servant
for over 20 years. Last year, he even
made totally unfounded allegations of
wrongdoing against this Institute, which
he will likely resume after publication of
this report.
In each case, Mr. McCloskey's
charges received widespread publicity
and did serious damage to public
perception of the American merchant
fleet, while the exoneration which
followed in time was little noted.
Moreover, in classic double-standard
fashion, Mr. McCloskey remained
completely silent while a litany of real
violations were proven against his own
constituency of multinational oil and
foreign ship interests—antitrust, tax
avoidance, overcharging consumers,
unlawful rebating, price-fixing, and
even illegal corporate campaign con
tributions.
A central theme of Mr. McCloskey's
corruption charges has been campaign
contributions to members of Congress,
particularly by maritime labor. He has
repeatedly suggested that such con
tributions, sometimes as small as $500
or $1,000 representing scores of individ
ual seamen's contributions, were a
motivation for a Congressman's sup
port of a strong U.S. merchant marine.
Unfortunately, these charges have been
widely repeated and disseminated by
Common Cause, the media and others.
In general, the Transportation Insti
tute does not believe that the positions
of Congressmen on legislative issues are
determined by campaign contributions.
The overwhelming majority of Con-
�Got Big Bucks From Big Oil, Foreign Shipping
gressmen, like all Americans, are people
of integrity. However, Mr. McCloskey's
consistent anti-U.S.-flag stance and
apparent fixation with corruption and
contributions suggested that additional
research was required.
Scope of Review
knowledgeable about the political scene
and how to run for office." [Serial No.
95-11, p. 166] '
San Francisco court records list
Brobeck, Phleger and Harrison as
counsel to a subsidiary of Standard Oil
Company of California. Members of
the firm and their immediate families
contributed $13,775 to Mr. McCloskey
as follows:
Herman Phleger
$3,200
Atherton Phleger
3,000
Hamilton Budge
1,800
Peter M. Folger (Parents of)
4,850
David W. Lennihan
550
Robert N. Lowry
200
Donald D. Connors
100
Hart H. Spiegel
75
Public records of Mr. McCloskey's
reelection committee for the period
January 1, 1972, through June 30, 1978,
were reviewed. The objective was to
identify and aggregate special interest
contributions where appropriate.
This was not a simple task because of
the manner in which contributions are
now required to be reported. For
example, multiple contributions by
In addition, two members of the firm
executives of the same company are not and the father of Mr. Folger served on
required to be aggregated and, there
Mr. McCloskey's finance committee.
fore, are not easily identified. Con
Executives of SOCAL subsidiaries,
tributions by lobbyists or lawyers for a
including
the President and Manager of
special interest bear no identification
Flag
Ships
of Chevron Shipping
of the interest involved. Similarly,
-Company,
directly
contributed $1,090
important relationships such as inter
to
Mr.
McCloskey.
locking directorates are ignored in the
Sources directly tied to SOCAL by
reporting requirements.
means
of interlocking directorates also
Unlike campaign contributions from
were
major
contributors to Mr. Mc
American seamen (and labor generally),
Closkey:
which are openly aggregated and identi
• $5,143 from executives and at
fied, special interest contributions from
torneys
of Hewlett-Packard Company,
management can be disguised in many
and
Mrs.
David Packard. Mr. David
ways. This, more than any single factor,
Packard,
Chairman
of the Company, is
may account for the uneven treatment
a
director
of
SOCAL.
of contributions by Common Cause and
• $4,150 from Mr. Alejandro Zafthe media on maritime issues.
faroni,
president of Alza Corporation,
It has simply been too much work to
whose
board, until 1978, interlocked
trace and dig out special interest
with
SOCAL.
contributions by the oil industry and
• $2,300 from four executives of the
foreign vessel interests to Mr. McCloskey and others. Although the Signal Companies and the corporation's
political action committee. S()CALand
Institute restricted itself to public
Signal
are^tied by means of an interlock
documents, extensive research was
ing
director.
required into press reports, the Martindale-Hubbell Law Directory, Moody's
The foregoing is illustrative. Thou
Industrial Manual, corporate reports, sands of dollars of additional contribu
court records and other sources.
tions to Mr. McCloskey, either in
Even this research probably did not
smaller amounts or with less direct ties,
yield a complete picture of Mr. Mc are from other sources related to
Closkey's special interest contributions. SOCAL and other multinational oil and
However, a clear pattern of contribu gas interests.
tions did emerge from at least two
Voting on Big Oil Issues
special interest sources: (1) multina
tional oil and foreign-flag vessel in
As noted, the multinational oil
terests; and (2) defense contractor
companies in general (and SOCAL in
interests.
particular) are the major beneficiaries of
"flag-of-convenience" fleets. However,
Mr. McCloskey's pro-big-oil positions
have not been limited to maritime
issues. For example, Mr. McCloskey—
• supported legislation to strike from
The SOCAL Connection
the Conference Report on S. 2589 (93rd
Congress) price controls on certain
For reasons already described, initial
crude oil;
attention was focused on the oil
• opposed H.R. 11793 (93rd Con
industry. That industry is the major
gress)
to roll back the price of domestic
beneficiary of "flag-of-convenience"
crude oil to $5.25 per barrel and to allow
ships and is antagonistic to the U.S.
prices to rise no more than 35% above
merchant fleet. In particular, SOCAL
the
$5.25 ceiling;
owns 28 foreign ships, was a bitter
• opposed H.R. 7014 (94th Congress)
opponent of oil cargo preference legisla
providing
the President emergency
tion, and is a leading "flag-of-con
standby
authority
to establish a civilian
venience" exponent.
strategic
oil
reserve,
control the price of
SOCAL and the oil industry also
domestic
oil,
and
set fuel economy
received special attention because of
two rather casual statements made by standards for domestic, automobiles;
• supported an amendment to H.R.
Mr. McCloskey:
7014
(94th Congress) to provide for
"A number of years ago, when I ran
gradual
decontrol of domestic oil prices
for Congress, I was invited to meet with
but
placing
a ceiling of $11.28 per barrel
the executives of a major oU company in
San Francisco. It was represented to me on the price of new oil;
• opposed an amendment to H.R.
that if those executives were satisfied
7014
(94th Congress) to'prohibit the
with my position on certain issues. !
leasing
of federal mineral lands—other
might expect individual campaign
than
those
on which oil deposits are
contributions from them. . ."[Pan! N.
located—to a vertically integrated oil
McCloskey: Serial No. 95-11, p. 166]
company,
and to prohibit granting
Addressing Mr. Lawrence Ford,
leases
on
oil
lands to such companies if
President of Chevron Shipping Com
they
owned
or controlled competing
pany, a subsidiary of SOCAL, Mr. Mc
interests in energy sources;
Closkey said:
• opposed an amendment to H.R.
'7 have a great respect for your
7014
(94th Congress) to set ceilings for
company's counsel. It is as good a law
prices
for the cost of domestic oil;
firm as / have seen. When / was
• opposed an amendment to H.R.
considering going into politics, / was
7014
(94th Congress) to continue the
referred to your attorneys as the most
Oil Industry and
Foreign Shipping
$5.25 per barrel price ceiling for old
domestic oil, to roll back the price of
most other domestic oil to an average of
$7.50 per barrel and to allow the
President to set higher prices of other
classifications of domestic oil up to an
average price of $10.00 per barrel;
• opposed adoption of the Confer
ence Report on H.R. 2166 (94th Con
gress) repealing the Oil Depletion
Allowance for major oil companies and
restricting foreign tax credit abuses by
major oil companies;
• opposed House Resolution 605
(94th Congress) to disapprove and
block the proposed plan of the President
to gradually lift price controls on
domestic oil;
• opposed House Resolution 641
(94th Congress) to disapprove of the
President's plan for gradual decontrol
of the price of domestic oil over a 39month period;
• supported amendments to H.R.
9464 (94th Congress) to end federal
regulation of interstate gas prices, to
deregulate natural gas prices, to end the
Federal Power Commission's authority
to reduce price ceilings on gas still under
federal regulation;
• opposed H.R. 4035 (94th Congress)
to extend authority for oil price
controls;
• sponsored H.R. 10579 (94th Con
gress) deregulating the price of certain
natural gas taken from federal lands.
[One month after the bill's introduction.
Standard Oil Company of California
acquired an interest in seven tracts of
federal offshore lands.]
Other Foreign
Shipping Interests
In addition to the oil industry, Mr.
McCloskey received other contribu
tions from sources related to foreignflag shipping. A few examples include:
• $1,000 from two executives of
Envirotech Corporation, a 50-50 joint
venture partner with both Sumitomo
Shipbuilding and Mitsui Shipbuilding,
both Japanese companies.
• $3,485 from directors, executives
and counsel to Crown Zellerbach Cor
poration, and their families. Through
.subsidiaries, the company owns five
foreign-flag vessels.
• $600 from Adil Araboglu, "Hon.
Cons, of Tunisia" and "Shipping
Broker" with a Washington, D.C.
address.
• $3,100 from sources directly and
indirectly tied to the Weyerhauser
Company which operates at least six
foreign-built foreign-flag vessels.
• $450 from the President of the Bank
of California, which owns five Japanese-built, Liberian-flag vessels ac
quired in 1973 and 1974.
Again, the foregoing is illustrative
rather than exhaustive.
Defense Contractor
Interests
Another special interest group which
figures prominently in Mr. McCloskey's
contributions is defense contractors. A
few examples will suffice:
• Mr. McCloskey received $5,143
(already mentioned) from executives
and attorneys of Hewlett-Packard
Company, and their families. In fiscal
year 1977, the company received
$69,049,000 in prime military contracts.
• Mr. McCloskey received $2,300
from four executives and the political
action committee of the Signal Com
panies, Inc. In 1977, the company
received $118,312,000 in prime military
contracts.
• Mr. McCloskey received $2,100
from a director of Teledyne, Inc. In
Cong. Paul N. McCloskey
1977, the company received $304,778,000
in prime military contracts.
• Mr. McCloskey received $1,375
from two executives and the political
action committee of Watkins-Johnson
Company. In 1976, the company
received $2,371,000 of prime military
contracts.
Mr. McCloskey received additional
thousands of dollars from executives of
substantial defense subcontractors.
Examples include:
• $1,150—Vidar Corporation (one
executive)
• $4,400^—Raychem Corporation
(two executives)
• $2,100—Tymshare, Inc. (two ex
ecutives and one lawyer)
Mr. McCloskey was a leader in the
effort to cripple the Renegotiation
Board, the watchdog agency that
monitors and recaptures excess profits
by defense contractors.
On March 21, 1977, Mr. McCloskey
vntroduced H.R. 5257 which, in effect,
would have put the Renegotiation
Board out of business by relegating it to
standby status. Mr. McCloskey also
supported an amendment to H.R. 10680
(rejected by a vote of 125-251) that
would have severely curtailed the
powers and proposed extended life of
the Renegotiation Board. These posi
tions were consistent with the interests
of Mr. McCloskey's defense contractor
contributors in general, and particularly
of companies such as Watkins-Johnson
and Teledyne, which were required by
the Board to repay excess profits in the
past.
Conclusion
In general, the Transportation Insti
tute does not believe that the decisions
of Congressmen are determined by their
campaign contributions.
Such allegations by Mr. McCloskey
and 6thers in connection with maritime
issues, should be viewed with consider
able skepticism. At the very least, they
reflect a double standard.
As documented herein, Mr. Mc
Closkey accepted special interest contri
butions far greater in magnitude than
contributions to other members of
Congress that he criticized. Moreover,
skepticism is required because media
attention to contributions in connection
with .a legislative issue may be more
reflective of the ease of identifying those
contributions than of their relative
magnitude or importance.
Congress should consider revising
existing federal election disclosure
requirements. As this case study demon
strates, multiple contributions from
corporate executives, contributions by
lawyers and lobbyists without identi
fication of the special interests they
represent, and the failure to identify
important relationships such as inter
locking directorates can frustrate the
disclosure objectives of existing law,
October 1978 / LOG / 13
�Lock & Dam 26 Gets OK, But So Does Inland User Charge
With the clock running out on the
95th Congress, the House passed
legislation on Oct. 13 imposing a fuel
tax on commercial users of the inland
waterways and authorizing reconstruc
tion of I.ocks and Dam 26.
The bill had passed the Senate three
days earlier and will now go to the White
House where it is expected to gain
approval.
if it does, it will be the first user charge
in U.S. history ever placed on the inland
waterways. It is also the first such bill
passed by both Houses of Congress
since the controversial measure first
came up in Franklin Roosevelt's
Administration.
The successful bill, H.R. 8533, passed
the House by a vote of 287 to 123, two
days before closure on Oct. 15. It
imposes a fuel tax on waterway users
beginning at four cents a gallon on Oct.
1, 1980 and rising gradually to ten cents
a gallon on Oct. I, 1985.
The user tax and the authorization for
Locks and Dam 26 were actually tacked
on as an amendment to another very
unlikely piece of legislation ~a bill
relieving tax exempt organizations from
paying taxes on bingo game proceeds.
Sen. Russell B. Long (D-La.) used the
"bingo bill" as a last minute strategy to
obtain authorization for reconstruction
of Lock & Dam 26 and to implement a
user tax that the industry could live
with. They had been incorporated in
legislation passed separately and with
considerable debate by the House and
Senate earlier this year. But efforts to
resolve the differences between the two
bills in a joint Congressional conference
never got off the ground and, moreover,
faced a threatened veto.
Sen. Long's amendment, unlike the
previous user charge bills, turns the fuel
tax revenue over to a waterways trust
fund to be available for construction
and rehabilitation of water projects.
This is a compromise between the
Administration's demand that the taxes
be used to recover a substantial portion
of the Federal cost of water projects,
and the industry's efforts to hold down
its share of the cost. But the bill still
leaves some unanswered questions as to
how much of the cost the industry will
have to bear in the future.
The bill does not require the trust
fund to cover any specific percentage of
construction costs, which Sen. Pete
Domenici (R-N.M.) and other advo
cates of high user charges had wanted in
previous legislation. Nor does it say that
all water projects must be paid for
exclusively out of the fund. It simply
.states that the fund will be "available" as
capital for water projects.
But this open ended phrasing creates
the danger that waterways opponents
will point to a dwindling fund in future
years and demand higher taxes from the
industry before authorizing or appro
priating money for more projects.
In short, the industry still has a tough
fight ahead to convince Congress that
the cost efficiency of water transporta
tion must be preserved.
In the meantime, even though H.R.
8533 authorizes reconstruction of Locks
and Dam 26, the battle for this long
awaited improvement project is also far
from over.
The old navigation facility at Alton,
111. has been a costly bottleneck to the
barge industry for over a decade. But
replacing the deteriorated main lock
chamber with one twice its size is still
blocked by a pending law suit, initiated
years ago on environmental grounds by
the railroad industry.
The U.S. Army Corps of Engineers
still has to win settlement of the case,
which could take over a year, before
beginning the legislative process to
appropriate funds for the actual con
struction work.
HLSS Steward Courses Approved For College Credit
The wide ranging educational pro
grams at the Lundeberg School have
been recognized by educators across the
country as top shelf.
Initially, the school's vocational
courses in deck and engine were
approved for recommended college
credits by the American Council on
Education. Then the School started a
college credit program with Charles
County Community College.
Now, the American Council on
Education has evaluated HLSS courses
for trainees and upgraders in the
Steward Department. All of these
courses have been approved for recom
mended college credits as well.
So, every Seafarer who ships in the
Steward Department can earn college
credits for skills he learns at HLS. In
addition, these credits are retroactive to
1976. This means Seafarers who took
the steward department courses any
time between 1976 and now are eligible
for these credits.
The credits can be applied at any
school that recognizes the American
Council on Education. Each individual
school decides how much credit it will
give for the courses.
So, Steward Department members
who want to go to college can use these
credits to help them get their degree.
SIU members are encouraged to take
advantage of this important new
opportunity for steward department
personnel and, our young members
just coming into the industry should
think seriously about a career in the
steward department.
HEY!
From their steward training at the Lundeberg School, a seafarer or boatman can
receive college credits. The American Council on Education recently
recommended college credits for all steward department courses.
Are you going to stay down there on your
hands and knees all your life?
Get up out of the grease spills. Come to HLS. Take the FOWT
course. Earn your rating. Make more money.
Course Starts November 23
To enroll, see your SlU Representative or contact;
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301) 994-0010
14 / LOG / October 1978
On-the-job training and classroom instruction were the major factors in the
American Council on Education's evaluation of the Steward Department courses
at HLS.
�r
Alaskan Oil Run Providing New Frontier for Seamen
Two veterans of the Alaskan oil run
arrived in New York harbor late last
month—one loaded with cargo of
crude, and the other with tales of the
"last frontier."
The SlU-contracted Overseas Chi
cago. an 894-foot, 89,000 dwt super
tanker, was launched at the National
Steel Shipbuilding Yard in San Diego
just in time for the opening of the muchtouted Alaska Pipeline.
Well Just about in time. When the oil
finally began flowing in June, 1977, the
Chicago was still being fitted out for sea.
But July found her in service in the Gulf
of Alaska—not, as might be expected,
hauling oil, but as a training vessel for
ship officers needing to become familiar
with the piloting situation in the Valdez
area.
The Chicago's career got off to an
illustrious start, however, when she
picked up four survivors of a fishing
boat that sank off the coast of Alaska.
That was in July, 1977, her first full
month of operation.
Able Seaman Jimmy Dufore, 41, of
New Orleans, has been riding the Chi
cago for the last five months. Dufore, a
member of the SlU for. 19 years, talked
about the Alaskan run when the LOG
visited the Chicago at Stapleton Anch
orage in New York.
"Valdez is like the last frontier",
Dufore said. "It is very small and the
people are very friendly there." When
the TOG asked the obvious question,
"How much do things cost up there?'
Brother Dufore had a quick answer.
"Not as much as 1 had thought. A
bottle of beer cost $1.50 and a good hair
cut was $5.50. And cab service from the
The SlU-manned Overseas Chicago shown at Stapleton Anchorage off Staten Island in New York harbor.
gate to town—about 10 miles away—
cost us only $3.00 apiece."
Whether or not you think the prices
are high, there's no debating the size and
the grandeur of the mountains that
overshadow Valdez. Even the largest
supertanker is like a pebble in the Grand
Canyon next to them. In spite of some
haze. Seafarer Dufore was not disap
pointed by the Alaskan scenery. "It's
beautiful country. We could see snow up
in the mountains and you could go for
miles and not see a single house." Cer
tainly a contrast with Dufore's home
town stomping grounds in New Orleans.
As is the nature of tankers, the Chi
cago did not linger in Valdez for very
long. In fact, after taking 14 hours to
load, the ship was ready to sail the day
after arriving. But before leaving, the
crew did have a chance to go ashore, and .
some tried their hands at fishing in
Prince William Sound. Jimmy Dufore
laughed when he described the attempts
of the eager fishermen to catch a big
Alaskan fish: "Alaska is known for its
big fish, and all those guys could come
up with was a couple of little bitty
things!"
When the Chicago arrived in New
York after a three-week run from
Alaska, she and her crew were greeted
by the kind of autumn weather you'd
like to have year round; sunny, blue
skies with a steady, cool breeze prevail
ing. But change is in the air as well, and
these days will be fewer and further
between.
If the Overseas Chicago resumes run
ning regularly between the New Orleans
area and Panama (where she picks up oil
from the VLCC's on the Pacific side),
Jimmy Dufore won't be one to complain
about it. Because Alaskan winters are
known to be as big and bad as her
mountains are tall—and winter will be
Doing an inventory of stores on the Over The Alaska oil run has provided Seafarers with a new "frontier." Shown
arriving in Valdez long before it does in
seas Chicago is Willie Braggs, steward/ above are James Rogers, left, sailing bosun, and Jimmy Dufore, ablethe Lower 48.
cook.
seaman.
October 1978 / LOG / 15
�SlU-Manned Buffalo Newest Addition to Lakes Fleet
The pride of the Great Lakes these
days is the latest addition to American
Steamship Co.'s fleet of self-loaders.
The ship, christened the MjV Buffalo
on Aug. 2, brings to 20 the number of
SlU-crewed bulk carriers operated by
American Steamship.
After a trip back to the shipyard in
early September to iron out some minor
problems, the Buffalo's crew was re
called and she began runs to Great
Lakes ports with cargoes of stone and
coal.
The ship went from the Sturgeon Bay,
Wise, shipyard to Port Inland, Mich.,
where she loaded stone for Indiana Har
bor. From there, the Buffalo picked up a
cargo of coal and deiivered it to the
Detroit Edison plant in St. Clair, Mich.
Her next scheduled run will be a load of
stone, picked up at Stone Port in north
ern Michigan, with Saginaw, Mich., the
destination.
Stone and coal are only two of the
cargoes the Buffalo M equipped to
handle. Like the rest of American
Steamship's fleet she will also be
moving sand, gravel and taconite
pellets.
At 635 feet, the Buffalo isn't as large
as some other ships sailing the l^kes.
She was built with several Lakes ports
and dock facilities, too small to allow
access by 750 or 1,000 footers, in mind.
Her length allows her to call at those
ports which are inaccessible to larger
ves.sels.
But the ship is one of the most modern
afloat on the Lakes. Powered by two
die.sels which supply a total of 7,000 hp,
she has a .service speed of 15.5 knots.
>
/<
4.
The self-unloader can carry 24,000
long tons of taconite pellets, discharging
them at a rate of 6,600 tons an hour. She
has a 68 foot beam and a midsummer
draft of 28 feet.
American Steamship began a ship
building program in 1973 and the
Buffalo, which cost $25 million to build,
is the seventh vessel to join the fleet since
then.
The building project has added
250,000 long tons of carrying capacity
to the Great Lakes fleet, boosting both
maritime and related shoreside indus
tries in the area. The new ship construc
tion caused Buffalo's mayor, James D.
Griffin to comment at the christening
ceremonies; "With the help of the ship
ping industry, the Great Lakes will play
a vital and prominent role in the lives of
the residents ... of major cities."
42 Congressmen Form Coalition to Boost U.S. Shipbuilding
"With alarm we observe the pace
of merchant marine and naval ship
construction dropping sharply."
ITiis statement reflects the sentiment
of the Congre.ssionaI Shipyard Coali
tion, which was formed on September
26 to promote the need for expanded
shipbuilding and repair facilities in the
U.S.
Headed by co-chairmen Rep. Lindy
Boggs (D-La.) and Rep. F^aul S. Trible
(R-Va.), the 42-member, bi-partisan
Coalition has stated that its ultimate
purpose is, "to enhance the national
security and the gross national
product."
While other countries build up their
shipbuilding and repair capabilities—
most notably and ominously the Soviet
Union—the trend in the United States is
in the other direction.
Though this is nothing new (or the
United States, historically, it is still, a
dangerous trend which totally disre
gards the lessons of history. According
to Rep. Boggs, "There's no coherent
recognition of the problems ship
builders face and without a coordinated
policy on national shipbuilding, this
trend will continue."
The Coalition has good reason to be
alarmed. It was partially in response to
the Carter Administration's proposal
that naval shipbuilding be cut by 50
percent over the next ten years that the
Coalition was organized.
In terms of employment alone, there
will be a drop of approximately 45,000
Given this heritage, it is sad and ironic
that there is so much ignorance on the
part of the American people about the
needs of the merchant marine and the
shipyards, and how they relate to the
security and economy of the country. It
is even more ironic when you consider
President Carter's Navy background.
Rep. Paul Trible (R-Va.)
jobs in shipyards and related industries
if the shipyards are allowed to decline at
the present rate.
U.S. Founded on Mlaritlme
Not enough people—especially those
in "high places" -seem to be sufficiently
aware of the maritime heritage that our
country was founded upon. This
heritage was taken into consideration in
the Coalition's "Memorandum of
Purpose", which says:
"The people of the United States,
even before this Nation achieved its
independence, have been shipwrights
and mariners. From Colonial times, the
Notice to Members Oa Job Call Procedure
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
16 / LOG / October 1978
clinic card
seaman's papers
INLAND
Rep. Lindy Boggs (D-La.)
national security of the United States
has relied on the availability of quality
shipyard facilities for both shipbuilding
and shiprepairing. Today American
shipyards employ in excess of 176,000
men and women. It is essential that this
national resource be maintained."
Besides Reps. Boggs and Trible, the
Congressional Shipyard Coalition
numbers amongst its members such
friends of maritime as Rep. John M.
Murphy (D-N.Y.), chairman of the'
House Merchant Marine and Fisheries
Committee, and Rep. Leo Zeferetti (DN. Y.), also a member of this Committee.
We applaud the Congressional Ship
yard Coalition, and wish it well in its
efforts to "pursue legislative as well as
administrative remedies to the present
situation" and to "promote change
pointed toward more cohesion, more
coordination and more effectiveness at
all levels of government, industry and
labor in the evolution of a fully efficient
and more competitive U.S. shipyard
industry."
6 Boatmen Get Towboat Licenses Thru HLS
Six Boatmen recently earned U.S.
Coast Guard Licenses as Towboat
Operators. They are Jesus IglesiasCampo, Michael Qualla, Robert Candelario, Juan Velez., Ernesto Iglesias,
and Antonio Colon. The men attended
the regular Towboat Operator course at
the Harry Lundeberg School.
The licensing course was three
months in length. During this time, the
Boatmen received individualized in
struction in their course and assistance
from the staff of reading specialists at
the school as well.
The examination which the boatmen
took and passed required several days to
complete. Michael Quails, Robert
Candelario, Juan Velez, Ernesto Igle
sias and Antonio Colon are now
licensed as Towboat Operator—Oceans
not more than 200 miles offshore. Jesus
Iglesias-Campo,
Michael Quails,
Robert Candelario, Juan Velez and
Ernesto Iglesias arc also licensed as
Towboat Operator—Inland Waters.
In addition to earning their licenses,
the graduates also achieved certificates
in fircfighting and first aid/CPR
through the program at HLS.
As HLS graduates, the Boatmen
earned 11 college credits for the courses
they completed. College credits are
offered for all vocational courses at the
Lundeberg School through a coopera
tive program with Charles County
Community College in Maryland.
�At Sea ^ Ashore
Pacific Northwest
Pacific Northwest ports, possibly Seattle and San Francisco, will be used to
ship out $8.8 billion worth of U.S. wheat (about 64,500 metric tons) to be sold to
the Philippines under Public Law 480. By law, American ships must carry at least
50 percent of this cargo.
Russian Grain
Next year, an increase from$16 to $18.25a long ton charter rate for shipping
U.S. grain from U.S. Gulf ports to the Soviet Union's Black Sea ports will go into
effect, says Assistant Secretary of Commerce for Maritime Affairs Robert J.
Blackwell.
Corpus Christi
Only waiting for the green light from the U.S. Army Corps of Engineers, which
issues licenses to dredge, is the port of Corpus Christi's multi-million dollar
Harbor Island deepwater oil terminal project called "Deepport."
The project is expected to get construction approval from the U.S.
Department of Energy by next spring.
Construction calls for deepening and widening of the existing channel.
Dredging will go down to 72 feet making the project the deepest draft
supertanker port in the Gulf.
The proposed port will be financed by revenue bonds issued by the port and
guaranteed and paid off by its users.
\
Galveston
At the port of Galveston early this month, Northville Industries Co. of New
York said it gave its environmental assessment report to the Army Corps of
Engineers for a dredging licensing permit for a planned multi-million dollar
deepwater onshore oil port set for completion by late 1980.
TTie joint project with the port's authority will be built on Pelican Island. It is
expected that by next June a channel will be dredged from 40 to 54 feet from the
island to deepwater.
The project is expected to add almost $800 million in added port-related
revenue yearly and will serve Houston, Texas City, Freeport and the Sabine area.
Washington, D.C.
The incident that prompted the Safety Board's recommendation was the case
of the 281-foot tanker, Chester A. Poling. She was bound at 6 knots for
Newipgton, N. H. from Everett, Mass. and broke in two in 25 to 30 foot high seas
and 50 to 60 knot winds.
The tanker's captain and a seaman were pulled aboard the Coast Guard cutter
Cape George after they had abandoned the sinking bow section of the ship.Two
other crewmembers were hoisted aboard a Coast Guard helicopter hovering over
the tanker's stern. But a third crewmember fell into the ocean and was lost while
he was trying to climb into the chopper's rescue basket. Two more crewmembers
were saved by the cutter Cape Cross.
All six survivors suffered from extreme exposure to the 30-degree water.
Exposure effects also hampered rescue efforts even though both cutters were on
the scene when the crewmembers were forced into the water.
"Contributing to the loss of life," said the board, "were the seamen's failure to
wear a personal flotation device and the improper handling of the rescue basket
by the crewmembers due to their lack of training..."
SS Delta Norte
For the second consecutive year, the SS Delta Norte (Delta Line) was awarded
the Fleet Safety Award plaque for accident-free operation.
The ship was the only one of the fleet to score a zero-based accident rate last
year.
SS Delta Brasil
Funeral services at sea were held for the late Seafarer Paul D. Erter on the SS
Delta Brasil recently.
Conducting the service was Capt. Philip G. Moon who intoned; "Gentlemen,
we are gathered here today to pay our last respects to our departed brother, Paul
D. Erter."
The master then read to the assembled crew the Bible's 23rd Psalm and the
Episcopal Book of Common Prayer's "At the Burial of the Dead at Sea."
Chief Steward Albert Estrada and the crewmembers then joined in to say the
Lord's Prayer for the deceased before his ashes were committed to the deep.
Bombay, Cochin, India
Next January, Sea-Land Service will start a new containership run with
onboard cranes to the west coast ports of Bombay and Cochin, India.
Biweekly sailings will run between Dubai, United Arab Emirates and the
Indian ports.
No other U.S.-flag container operator has this run from the American Atlantic
and Gulf Coasts.
Geneva, Switzerland
A U.N. Conference on Trade and Development (UNCTAD) computer study
finds that the U.S., Greece, Japan and Hong Kong shipping companies own 78
The National Transportation Safety Board recommended to the Coast Guard
last month that exposuie suits be provided to all crewmen of ships routinely
sailing in cold air or in cold sea temperatures.
The board made its recommendation in reporting on the rescue of six of seven
crewmembers from a coastal tanker sinking in a severe winter storm off Cape
Ann, Mass. on Jan. 10, 1977.
The board also urged the Maritime Administration to*work with the Coast
Guard, the maritime industry and labor to develop a survival and rescue training
course for merchant seamen. It said the course should include a requirement that
at least one inflatable liferaft should be stowed near each accommodation and
working space on coastal tankers. In addition, the course should train merchant
seamen in the proper use of helicopter rescue baskets and have each basket
marked with simple-user instructions in emergencies.
percent of the world's flag of convenience fleet.
U.S. companies own 31.7 percent, Greece 20.7 percent, Japan 9.2 percent and
Hong Kong 16.9percent. The study covered 98 percent ofthe flag of convenience
fleet.
Another 16 percent is owned by 12 countries including West Germany, Italy,
Switzerland, Singapore, Canada, Israel and the U.K.
Qf the 23 government figures checked only Iceland, Portugal San Marino and
South Africa failed to supply information.
The identified 41 percent of the runaway fleet of 1,779 ships of 85 million dwt
had a makeup of Liberian 31 percent, Panamanian 19 percent, Singapore 15
percent and Cypriot 5 percent.
U.S. companies own 401 runaway ships of 48,517,000 dwt, Greece owns 951
runaway ships of 29,154,000 dwt.
Delta America Committee
Transcolorado Committee
Headquarters Patrolman Teddy Babkowski (left) talks with Recertified Bosun
Arne Eckert (2nd r.) ship's chairman of the SS Delta America (Delta Line) at a
payoff at Pier 1, Brooklyn, N.Y. on Sept. 5. Listening in are some of the Ship's
Committee and crewmembers. They are (I. to r.) Steward Delegate N. Richardson:
Engine Delegate Robert Bosher; OS S. Bishop and (right rear) Chief Cook R.
Hollins.
Headquarters Patrolman George Ripoll (seated center) listens to Deck Delegate
Nick Swokia (seated I.) go over overtime sheets at a payoff last month on board
the ST Transcolorado (Hudson Waterways) at the fylilitary Ocean Terminal.
Bayonne, N.J. The rest of the Ship's Committee and a crewmember are (seated I.
to r.) Chief Cook Sam Loftin and Recertified Bosun Richard Kidd, ship's chairman .
and (standing I. to r.) Chief Steward Tom Ulisse, secretary-reporter; Engine
Delegate Michael Mefferd and Steward Delegate Adolph Lomonthe await their
turn,
October 1978 / LOG / 17
�^Great Spirit of Brotherhood'
Pensioner Scheard Recalls
Sailing Days
Well, I have retired from the sea and ocean, the water that I love.
I joined the Union in Mobile, Ala. on Dec. 28, 1938 and sailed many a year
out to sea.
I am very lonesome now since 1 have retired. But everyone tells me that I will
get used to being home. I thank God for taking care of me for all those years.
I have been over the world many a day and years. I lost one ship because I got
sick and had to get off and go home. I never lost a ship before or since.
I sailed through three wars: the Second World War, the Korean War and the
Vietnam War. I was lucky to come through and 1 thank the Lord. My ship had
hopes to invade in the Second World War in Le Harve, France on June 6. I'll
never forget it. I was so scared. But we pulled through. My ship was named the
SS Yakea.
I helped to build my Union to where it is today. My first month's pay was $30.
It was good money during those days. I was young and wanted to see the world
and believe me it is a big world.
I wish my oldtime brother's who are dead now, could see our good old Union,
the SI U as it is today. I am now 75-years-old and I feel that I have served my time
on the sea, the water that 1 love. I thank God that he spared me to see how my
Union is today. I walked picketlines in Mobile to try to build the Union up. And
we did.
I sailed in the steward department; cook, saloon utility, BR and messman. I
had some hard days in some of the years. I worked all the time, never stayed on
the beach much.
Well, I feel very good today writing of my sealife. I have plenty more I could
say to my sea Union brothers, but I will rather say, simply, smooth sailing to all
my Union brothers.
Fraternally,
Howard Scheard
There When You Need It'
I want to express my sincere gratitude and brotherhood to all my brother
members living now and to those who have departed Irom this world.
I joined the SIU in March of 1947 and served "until July 1977 until my per
manent disability in 1978. I want to send a message to all my good Seafaring
brothers wherever they may be that I really do miss the great spirit of Brother
hood that is really found among SIU members. Also I want to give my heartfelt
thanks to our President Paul Hall whose leadership is respected by all Seafarers.
I would also like to say how important our Pension Plan is to us, because the
Plan enables a Seafarer to live in dignity and above all to know that as we retire
that we are not forgotten. So I want to send a message to all Seafarers that above
all we must support the SIU 100 percent in the years that lie ahead.
I want to express my heartfelt thanks as well to the New Orleans office-^
especially Buck Stephens, Lindsey Williams, Carl Peth and all my brother Sea
farers who visited me at the hospital during my critical days before and after my
disabling operation.
Most of all I want the mepibership and President Paul Hall and all the officers
and trustees of the SIU to know that I am disabled for life but my heart lies first
with rny brother SIU members. And that I will continue to support them in all
their future endeavors.
We have all learned so much from one another while working and sailing the
oceans of the world. Thoughts of these, and above all the keen interest Seafarers
show in mankind, will always remain with me. I am grateful to have been a part of
a great and wonderful Union.
Fraternally,
Paul Capo
Metairie, La.
^Best Thing I Ever Did'
I would like to express my sincere appreciation to SIU member, Capt. Timber
Turner of Stone Towing in Wilmington, N.C. for helping me get my start with the
SIU. Joining the SIU was the best thing I ever did.
Fraternally,
Charles Leevwenburg
Wrightsville Beach, N.C.
Paid What Medicare Didn't
I wish to thank the Seafarers Pension Plan for sending my checks right on time
every time. They come in handy to those of us who depend on them.
The Log has been keeping me informed on what is going on in our Union. And
to all of my Union brothers, 1 say, take care of this Union. It's really there when
you need it the most.
Just wanted to drop a line of thanks to the Union for the check we received
when my husband, who is retired, was confined in the hospital. We are both
grateful to the Union for paying what Medicare didn't.
Sincerely,
Mrs. Peter Svarrer
Summit Hill, Pa.
Fraternally,
Jose Castro
West Corvina, Calif.
LOG
Change of Address Or New Subscriber
Editor,
LOG
675 Fourth Avenue
Brookiyn, N.Y. 11232
list.
October, 1978
I would like to receive the LOG—please put my name on your mailing
(Print Inlormation)
Official Publication of the Seafarers International Union of
North America. Atlantic, Gulf, Lakes and Inland Waters District,
AFL-CIO
Execuf've Board
Paul Hall
President
NAME
Frank Drozak
STATE
ZIP
Gal Tanner
Secretary-T reasurer
Vice President
Lindsey Williams
Vice President
iutoRmssI
SIU members please give:
Soc. Sec. #
Joe DlGlorgio
Executive Vice President
Earl Shepard
Vice President
ADDRESS
CITY
Vol. 40, No. 10
/
Bk. #
389
James Gannon
Editor
Ray Bourdius
TO AVOID DUPLICATION: If you are an old subscriber and have a change
of address, please give your former address below or send mailing label from last
issue received.
Assistant Editor
ADDRESS
CITY
L-»-.
/ LOG / Oclober 3978
STATE
.ZIP
J
Marcia Reiss
Assistant Editor
Edra Ziesk
Mike Gillen
Assistant Editor
Assistant Editor
Frank Cianciotti
Dennis Lundy
Photography
Photography
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel, 499-6600. Second class postage
paid at Brooklyn, N.Y. (ISSN ,^^0160-2047)
�Some Good News on USPHS, But the Fight Goes On
The USPHS- system got some
good news this month, probably the
best news the seamen's hospitals
have had in a long time.
That news was the opening of the
beautiful new modern Public Health
Service hospital in Nassau Bay, Tex.
The new facility replaces the deterio
rating USPHS hospital in Galves
ton and is the first new Public
Health hospital to open in 40 years.
This new facility will provide
American seamen living in the
Houston-Galveston area with much
improved inpatient and outpatient
treatment.
With this good news, it would
appear on the surface that the
USPHS system is finally safe from
being scuttled. And that the SIU's
long fight to keep the USPHS
system alive and well has overcome
its final hurdle.
We sincerely wish that we could
say this. But it simply isn't true.
The USPHS system comes under
the jurisdiction of the Department
of Health, Education and Welfare
(HEW). For years, the SIU has
fought HEW's various attempts to
either close the hospitals or rid itself
of the responsibility of operating
them.
A little over a year ago, it even
looked as if HEW had given up its
efforts to torpedo the system. And,
of course, the opening of the new
Nassau Bay hospital might seem to
reinforce this.
However, recent statements by
Joseph Califano, secretary of HEW,
leads us to believe that the SIU's
long fight to keep the hospitals open
may just be starting.
Califano made his disturbing
remarks about the system during
recent hearings of the House Mer
chant Marine and Fisheries Com
mittee.
The HEW chief said in his
prepared statement that the whole
future of the USPHS system must
be considered on a "hospital to
hospital basis," strongly suggesting
that the hospitals be removed from
Federal jurisdiction to local com
munity control.
Aerial photo shows sprawling USPHS hospital on Staten Island, N.Y., just across
the river from SIU Headquarters in Brooklyn. The SIU will continue its fight to keep
this and all USPHS hospitals open to continue the job of providing first class health
care to merchant seamen.
Califano said that such a switch is
necessary because the hospitals are
underutilized by merchant seamen,
the primary beneficiaries. He claim
ed that "at any one time in 1977,
almost one-third of the beds in the
Public Health Service hospitals were
not in use." And he said that "some
of these PHS hospitals are located in
communities where a significant
proportion of the population are not
adequately served."
In other words, Califano is
suggesting that the PHS hospitals be
used as community health centers to
be run by local health planning
agencies and not by the Federal
Government.
This is not a new proposition as
far as the hospitals are concerned.
The SIU has constantly opposed
such a move, though, because we
feel that if the hospitals are re
manded to community control,
merchant seamen will suddenly
become second class citizens instead
of primary beneficiaries.
The SIU does not oppose PHS
facilities being used to help solve
community health needs. In fact, the
PHS hospitals already serve the
health needs of thousands of people
annually from surrounding com
munities.
However, the SIU believes
strongly that a switch from direct
Federal to local community control
will most definitely prove detrimen
tal to the health needs of American
merchant seamen, who have de
pended on the PHS system for
health care for more than 200 years.
The SIU is not alone in this
opinion. Rep. John Murphy, chair
man of the House Merchant Marine
and Fisheries Committee, blasted
Califano's "hospital to hospital"
approach. Murphy said that HEW's
suggestion to remove the hospitals
from Federal control "is nothing
more than a device to get rid of the
PHS hospitals."
Murphy also took on Califano
on the issue of underutilization of
the hospitals by merchant seamen.
He said, "the reason there are fewer
seamen (using PHS) is a national
maritime policy that allows them to
disappear."
Presently, there is nothing much
Califano can do to carry out his
plans for USPHS because Congress
has adjourned for the year.
But you can be sure that when the
96th Congress convenes next Janu
ary, Calitano will be on their
doorstep looking to have his way.
In other words, the SI U's fight to
keep the hospitals open must and
will continue. We have come a long
way in both protecting as well as
helping to improve the USPHS
system.
Plain and simple, though, we still
have a long way to go and a tough
fight ahead. But the SIU is ready and
able to meet the challenge.
October 1978 / LOG / 19
n
�"SPHS Hospital Opens in Nassau Bay, Tex.; It's the First in 40 Years
fh"^"
Director of the Nassau Bay USPHS hospital, (left) cuts
the ribbon at the dedication ceremony of the new facility. Assisting him (I to r) are:
Dr. George Lythcott, Reps. Jack Brooks (D-Tex) and Robert Gammage (D-Tex.)
Dr. James Erickson and Dr. Edward Hinman.
The first new U.S. Public Health
Service hospital in over 40 years opened
in Nassau Bay, Tex. on Sept. 29.
The new facility is the first real sign
that the beleaguered USPHSsysteiiinot
only will survive, but will begin to move
forward in providing improved medical
services for American seamen.
The opening of the new hospital is the
achievement of a four year, SlU-backed
effort to replace the obsolete PHS hos
pital in Galveston. And it is the culmina
tion of the Union's long fight—waged
over two decades—to preserve and
promote the entire PHS system.
The Galveston hospital was so badly
deteriorated and inadequate that it was
in danger of losing its medical accredita
tion. The Nassau Bay building was
formerly the Space Center Memorial
Hospital and is only five years old.
Shortly after construction, it was no
longer needed as an acute care facility by
the surrounding community. Relocat
ing the Galveston hospital there saved
costly modernization of the old building
and has insured much needed continua
tion of PHS care in the Houston-Gal
veston port area.
Major Step Forward
At dedication ceremonies in Nassau
Bay, Dr. Thomas L. Shinnick, the PHS
director of the new hospital, called the
opening a "climactic event" and a
"major forward step for the USPHS
system."
He explained that it will operate as a
125 bed acute care facility "with support
services expanded and specifically
designed to meet the needs of our bene
ficiaries." Both inpatient and outpatient
services are provided. The "private
hospital" set-up of one to two patients
per room has been retained, he said, "to
insure that our patients can be treated
with the privacy and dignity they
deserve."
Congressmen Jack Brooks (D-Tex)
and Robert Gammage (D-Tex) also
participated in the dedication, along
with other representatives from the
unions, medical agencies and commun
ity groups which played significant roles
in acquiring the new hospital.
The SIU's role started long before the
new building even was proposed as a
replacement for Galveston. It goes back
to the time when all of the PHS hospi
tals were seriously threatened with
extinction.
In 1960 there were 15 PHS hospitals.
But over the next 10 years the Union
seemed to be fighting a losing battle as
the hospitals were whittled away one by
one. By 1970 the number was cut almost
in half to eight remaining facilities.
SIU's Historic Fight
If it were not for the strong and persis..ent siipport which the SlU sustained at
that time through the present, those
eight hospitals would not exist today.
SlU Patrolman Gene Taylor (center) receives congratulations for the Union's work
in establishing the new hospital from Reps. Jack Brooks (left) and Bob Gammage
Both Texas Congressmen also contributed greatly to the relocation effort
post under contracted physicians in
private or veterans hospitals.
Moreover, HEW took further steps to
pave the way for Ford's plan to intro
duce new legislation to close the PHS
hospitals. The Department asked the
Comprehensive Health Planning Coun
cils, which have local jurisdiction for the
eight hospitals, to agree to close or
transfer control of the facilities from the
lis opening this month^aTa fepiaMmertilithe deleriorate'dGairettonS
i°spitai. federal government to the local com
in the Texas coast area.
i^aiveeion lacimy nas preserved much needed services for American seamen and other PHS beneficiaries munities. The transfer would have cut
out federal financing.
The SIU has testified in Congress,
The SIU worked closely with the local
The first, the Emergency Medical
worked closely with government offi
Sen. Daniel K. Inouye (D-Hawaii)
Councils
to make the needs of seamen
curement
Act,
mandating
full
mainte
Services Act, passed both Houses of
publicly praised the Union at the time
cials and community leaders and enknown
and
all eight refused to go along
nance
and
staffing
of
PHS
hospitals.
Congress in 1973, but was vetoed by
for its "almost singlehanded fight" to
jisted the support of other unions to
with
HEW's
request. The Union then
With strong support from the SIU
President Nixon. The SIU not only sup
save the PHS hospitals.
insure the survival of those remaining
and other AFL-CIO unions, both
brought the budget issue to national
ported the bill in Congress, but during
hospitals and their time honored ser
But the battle was far from over. The
Houses of Congres§ overrode the Presi
attention by testifying against HEW's
the
legislative
battle
to
override
the
veto
vices for American seamen.
years of uncertainty about the survival
dent's veto, thus enacting a bill once
contract care plan at a series of Congres
the Union went to court and got a
Public hospitals for merchant seamen
of
the
system
had
taken
a
heavy
toll
in
again
to
keep
the
hospitals
open.
This
sional hearings in the summer of 1976.
temporary injunction which held up
are almost as old as the country itself.
override,
one
of
the
few
ever
carried
by
staff
and
services
at
the
hospitals.
The
HEW's closing orders.
By the end of the year. Congress
Recognizing the vital service performed
Congress, was a major setback for the
rebuffed Ford and HEW by refusing to
Galveston hospital was in bad shape at
The decision on the veto sided with
foes of the PHS svstem.
by the U.S. merchant marine, the
act on any legislation to close the hospi
this time and needed even more modern
the President by a scant five votes in the
But
in
1976,
HEW
and
the
Ford
Admin
federal government set up the hospitals
tals and by appropriating the full funds
ization
money
than
the
Act
had
author
House. But soon after. Congress passed
istration
attacked
the
system
again—
for seamen as early as 1798. These were
ized
to
improve
its
services.
necessary
to keep them operating.
the Military Procurement Authoriza
this
time
in
an
attempt
to
write
the
PHS
the forerunners of the PHS system.
In the face of strong opposition from
tion Act, with an amendment guaran
The entire system depended on a
hospitals
out
of
the
federal
budget.
But in the early I970's the Depart
Congress,
the SIU and other concerned
teeing that the hospitals remain in
continued infusion of promised funds
HEW
put
in
a
budget
request
which
was
ment of Health, Education and Welfare
groups,
HEW
made an about face. The
service. This time Nixon signed the bill
just to stay in operation. But it soon
$25
million
short
of
the
funds
needed
to
(HEW), which runs PHS, wanted to
Department
published
a report at this
into law.
became clear that HEW and President
keep
the
hospitals
open
and
operating.
dump the hospitals and deny the rights
time
which
contained
its
first positive
The SIU won a major victory with the
Ford
had
just
the
opposite
in
mind.
The
Department
intended
to
use
the
of their 200,000 beneficiaries—the great
statements about the hospitals in years.
success of the Military Procurement
In 1975 Ford vetoed the bill which
requested
funds
for
contract
medical
majority of them seamen.
Rather than trying to close or transfer
Act. It authorized the funds necessary
appropriated PHS funds for the follow
care.
This
meant
that
seamen
would
no
It took an SlU-backed Act of Con
control
of the hospitals, HEW said it
to keep the eight hospitals operating
ing year. It also included a section
longer
be
given
the
priority
they
receive
gress to keep them open. In fact, it took
would "concentrate on maximizing and
and, for the first time, allocated money
requiring HEW to certify that it was
as
prime
beneficiaries
in
the
PHS
hospi
two Acts of Congress.
integrating
the use of these resources."
to upgrade and modernize the facilities.
in compliance with the Military Pro
tals, but would be shoved from pillar to
But even with HEW support, the hos
M rooms in the new hospital are either private or semi-private, accommodating no more than two patients, as shown
-.-.-v.i-.f.-a...,,
Nassau Bay
.nospitai is a striking example of the modern facilities provided at
pitals still face their number one prob
lem—money.
In May, 1977, the federal General
Accounting Office (GAG) reported that
services in the PHS hospitals had been
sliding since 1973 in spite of the guaran
tees written into the Military Procure
ment Act at that time which mandated
that they be kept up to the 1973 level.
The GAG attributed the decline to
spiraling inflation and limited budget
increases.
Congress responded by appropriating
PHS funds for 1978 well above the 1973
level. With additional funds for operat
ing and upgrading PHS services, and
with the SIU and other groups working
to cut the red tape which had delayed
the Galveston hospital relocation, the
new Nassau Bay hospital finally became
a reality this year.
The opening of the Nassau Bay hospi
tal is the best news the PHS hospitals
have had in a long time. But the work
that lies ahead is much the same that
it has always been.
Even with success along the way, the
SIU has had to keep fighting for the
hospitals. We had to monitor services
on the local level and to work in Wash
ington so that the funds for the hospitals
kept coming and so that continued
threats to their operation were defeated.
This is what it will take throughout
the future to make the individual success
of Nassau Bay the hallmark of the entire
PHS system.
r,:...',. , ,
range of up-to-date equipment for PHS patients. The hospital the first new
USPHS facility to open in over 40 years, offers complete Inpatient and outpatient services.
�SlU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
HtLADQUARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
ALPENA, Mich
SEPT. 1-30, 1978
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
10
106
12
31
12
10
31
71
23
38
22
43
11
87
0
0
507
0
35
4
5
7
0
6
12
4
8
4
7
2
20
2
0
116
•
0
13
0
6
5
1
0
4
1
5
8
6
0
10
0
0
59
8
115
8
22
23
18
12
80
19
30
22
43
16
109
0
7
532
2
71
6
9
19
6
2
39
6
16
5
14
8
41
11
1
256
0
21
0
1
9
2
1
4
0
5
9
5
2
13
0
0
72
6
13
18
55
17
6
35
110
58
63
32
53
24
110
0
5
725
2
32
5
15
3
0
8
16
6
9
9
7
3
21
0
1
137
2
9
0
8
0
0
0
8
3
3
8
10
0
5
0
0
56
ENGINE DEPARTMENT
Port
Boston
New York
Ptiiiadelphia
TOTAL SHIPPED
All Groups
Class A Class B Class C
3
35
4
3
7
2
5
10
8
9
5
5
1
21
0
0
118
0
6
0
1
3
2
0
0
2
2
0
0
0
0
0
0
16
2
10
0
1
2
0
2
6
3
3
2
1
1
5
4
1
43
0
3
0
3
1
0
0
27
1
6
2
0
0
0
43
167
6
99
12
23
8
7
11
53
20
22
9
18
14
50
43
1
396
3
121
7
14
5
2
2
9
7
35
30
19
6
45
0
0
305
1,257
673
423
0
.
.. , ..
10
28
12
7
Btiltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
41
26
34
11
23
10
66
2
2
365
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
2
96
6
11
16
7
16
55
19
26
6
26
10
46
2
2
346
2
57
5
7
13
5
5
23
6
16
3
9
2
23
9
1
186
0
11
0
1
4
0
0
0
0
2
1
2
1
4
0
0
26
2
119
18
52
16
6
35
89
44
57
25
33
12
110
0
0
618
5
64
6
12
3
4
8
22
14
6
6
9
1
22
1
0
183
0
9
0
2
0
2
0
4
2
1
5
1
0
1
0
0
27
2
66
9
24
19
1
22
52
32
42
14
20
10
52
0
1
366
5
14
1
5
2
0
3
9
6
4
2
1
1
7
0
1
61
0
6
0
3
2
0
0
1
0
11
9
9
2
2
0
0
45
40
6
25
4
3
16
33
14
31
7
14
17
27
0
1
244
s
119
28
47
10
5
19
63
40
30
28
23
19
46
4
2
491
8
222
9
34
7
2
2
26
15
42
71
25
8
61
0
0
532
1,953
872
660
STEWARD DEPARTMENT
4
51
4
11
15
.
16
25
20
22
6
10
6
25
1
0
218
c
SJ
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Totals All Departments
5
76
4
9
11
7
7
53
12
22
5
19
5
40
1
2
278
0
43
1
6
7
0
1
21
4
6
0
8
1
13
29
0
140
0
41
0
1
1
1
0
1
0
71
4
1
1
12
0
0
134
ENTRY DEPARTMENT
34
9
22
11
12
12
0
\J
1,156
582
232
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"nsgistered on the Beach" means the total number of men registered at the po.'t at the end of last month.
22/LOG/October 1978 .
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N.J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTIIRCE, P. R, . 1313 Fernandez, Juncos,
Stop 20 00909
(809) 724-2848
SEATTLE. Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan
P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
West Coast Stewards HalJs
HONOLULU, Hawaii ... 707 Alakea St. 96813
(808) 537-5714
PORTLAND, Or
421 S.W. 5th Ave. 97204
(503) 227-7993
WILMINGTON, Ca. . .408 Avalon Blvd. 90744
(213) 834-8538
SAN FRANTLSCO. Ca. 350 Fremont St. 94105
»
"
(415) 543-5855
�Jobless Rate Edges to 6% in September; 6 Million Unemployed
WASHINGTON, D.C.—The U.S.
jobless rate rose to 6 percent in
September up from August's 5.9
percent.
However, joblessness among blacks
and other minorities dropped from
August's 11.7 percent to last month's
11.2 percent.
But teenage unemployment went up
last month to 16.6 percent from
August's 15.6 percent. A Labor Depart
ment economist explained that an
unusually large number of jobs were
created for teenagers this summer by the
Government and the private sector and
the September joblessness rise reflects
the end of those programs.
Unemployment for adult men went
Conference Board labor analyst
Leonard Lecht points out that "the
unemployment rate... understates the
relationship between joblessness and
economic hardship in the 1970s—It
fails to include many discouraged
workers, people who have given up hope
of finding a job."
An employment milestone was at
tained last month by adult women
whose participation rate in the U.S.
work force went over 50 percent for the
first time. About 50.1 percent of the
adult women either had jobs or were
looking for them, up from 49.5 percent
in August. Changing life styles and the
inflation-induced need for a second
family income have propelled more and
more women into the job market in
recent years.
The percentage of adult males in the
labor market remained unchanged at
79.4 percent.
The Bureau (BLS) reported that total
employment went up last month by
290,000 jobs to 94.9 million persons
employed in the nation. The figures
show that the September gain did not
keep pace with the increase in the size of
the country's labor force which grew by
321,000 more during the month.
Non-farm payrolls in September
declined by 58,000 to 86.1 million
working there. T^e job total in manu
facturing has held steady at about 20.3
million employed.
Ogden Willamette Committee
Golden Monarch Committee
On Sept. 29 at a payoff of the ST Ogden Willamette (Ogden Marine) at Stapleton
Anchorage, 8.1., N.Y. the Ship's Committee got together for a group photo of (1. to
r.) Engine Delegate Raymond Gomez, Recertified Bosun Leo Paradise, ship's
chairman; Educational Director Julian Lopez and Chief Steward Edward Kelly,
secretary-reporter.
Making out patrolman's report late last month is N.Y. patrolman Teddy Babkowski
(seated far left) at a payoff aboard the ST Golden Monarch (Apex Marine) at
.Stapleton Anchorage, S.I., N.Y. Looking on is the Ship's Committee of (seated I. to
r.) Steward Delegate Lorenzo Rinaldi and Deck Delegate Sylvester Furtado.
Standing (I. to r.) are Recertified Bosun Alejandro T. Ruiz, ship's chairman;
Educational Director Ross A Hardv and Chief Steward R. A. Clarke, secretaryreporter.
Notice to Members
OK ShbvKV Procedure
ua'I
down slightly to 4 percent. The rate for
adult women also dipped a little bit to 6
percent.
Overall total unemployment in
September rose by 34,000 jobless to 6
million unemployed, according to the
U.S. Labor Department's Bureau of
Labor Statistics (BLS).
In line with the AFL-CIO's conten
tion that the "true" unemployment rate
should be 8 million, a new Conference
Board report by 12 noted labor ex
perts says that although the Federal
Government pays out $17 billion a year
on the basis of various unemployment
data—mainly state and local unemploy
ment rates—much of this data is
unreliable and misleading.
When throwing in for work dur
ing a job call at any SlU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
Job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
'^Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
dischai^es.
Further, the Seafarers Appeals
Board has ruled that
classifica
tion seamen may only register and
sail as entry ratings ^ only one
department"
The tools of your trade
Leant to make them work
for you
... Apply now
lor the Transporiaiion
Instiiule Towboat
Operotor Schoitirsiilp
• Special three-month curriculum offered only at the Harry
Lundeberg School
• Room, Board and Books Free
• Tuition free
• Weekly stipend of $125
• Time spent in on-the-job training is Coast Guard ap
proved as the equivalent of required wheelhouse time
® Day-for-day work time credit for HLS Entry Graduates
To apply, see your SIU Representative.
October 1978 / LOG / 23
�PersoiuUs
Dispatchers Report for inland Waters
John L. Goforth
Mrs. Carol Goforth would like you to
write her at Route No. I, Box 165,
McMinnville, Tenn. 37110.
Ling H. Kee
Your wife, Ava Kee, would like you to
contact her at 210 102nd St., Apt. 2F,
New York, N.Y. or call (212) 876-6237.
Junius Lacks
Your sister would like you to call her
at (804) 572-3345. She says it is urgent.
John Wesley Minges
Please call the editor of the Log col
lect at (212) 499-6600, ext. 242.
Walter Mosley
Your wife, Yera, asks that you call her
at (212) 287-0983 or write 2021 E. 41st
St., Apt. lA, Brooklyn, N.Y. 11225.
William L. Robinson, ex-Bosun of the
SS Point Susan
Capt. Yirgil L. Jones, Master of the
SS Point Susan, asks that you contact
him at Point Shipping Corp., 545 Madi
son Ave., New York, N.Y. with regard
to your personal effects.
Frank Skendrovich
Your niece Mrs. Theresa Kimmel,
would like you to call her at (212)
224-5405, after 6 p.m.
Gerardo Vega
Mr. Gilbert would like you to contact
him at Alton Steamship Co., 17 Battery
PI., New York, N.Y. or call (212)
344-6340, with regard to money due
you.
Fred Williams
Formerly of 850 Stedman Ave.,
Bronx, N.Y.
David McKenzie would like you to
write him at 110-22 175th St., Jamaica,
New York, or call (212) OL-7-7919.
Levy Lincoln Williamson
Your brother. Ivy Williamson, would
like you to call him at (813) 439-1484 or
write him at P.O. Box 1985, Winterhaven, Fla. 33880.
SEPT. 1-30, 1978
•TOTAL REGISTERED
All Groups
Class A Class B Class C
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
0
0
0
6
0
1
5
5
1
0
0
0
12
0
7
0
2
42
0
0
0
5
0
1
0
4
0
0
2
0
0
5
5
0
12
40
1
75
0
0
0
2
0
2
0
11
6
0
5
0
5
8
53
0
13
0
29
134
0
0
0
5
0
0
0
1
1
0
3
0
1
7
3
0
4
0
1
26
0
0
0
5
0
0
0
1
0
0
2
0
0
8
4
0
9
36
4
69
0
0
0
0
0
0
0
2
6
0
0
0
3
16
18
0
15
0
16
77
0
0
0
5
0
2
1
9
4
0
2
0
0
12
2
0
16
7
0
60
0
1
0
5
0
4
0
27
4
0
18
0
10
14
137
0
17
0
70
307
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
0
0
0
3
0
0
0
0
0
1
0
0
1
0
0
0
0
0
0
0
1
0
0
3
0
0.
0
0
0
0
0
1
0
0
4
0
3
1
0
0
1
0
1
11
0
0
0
1
0
1
0
1
1
0
0
0
0
1
0
0
0
0
0
5
0 0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
1
1
4
9
0
0
0
6
05
12
5
0
0
3
0
1
16
3
0
13
0
4
68
ENGINE DEPARTMENT
Port
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
0
0
0
I
0
0
0
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
2
0
0
1
0
0
0
0
1
4
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
1
0
0
6
0
0
0
0
0
7
STEWARD DEPARTMENT
. .•
.
Totals All Departments ....
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
46
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
3
1
6
0
0
0
2
0
0
0
0
2
0
0
0
1
0
2
0
2
0
8
17
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
1
3
83
155
29
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
3
0
4
75
0
0
0
2
0
0
0
1
0
0
1
0
0
0
0
0
1
0
5
10
94
76
72
0
0
0
2
0
0
0
2
2
0
0
0
5
w
0
2
0
3
0
14
30
348
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach means the total number of men registered at the port at the end of last month.
A MESSAGE FROM YOUR UNION
BE
HEADS-OP,
STICKOUTS
CAUSls
LUMPS
FLAY
IT
SAFE
AT ALL
TIMES
D
o
24 / LOG / October 1978
�Union Sailors Battled For $30 a Month
This article, reprinted from the
San Francisco Call of October 17,
1894, is a graphic description of one
of the many waterfront battles that
erupted as union seamen tried to im
prove tvages and living conditions
on ships sailing out of the West(Umst
in the 19th century.
This and other material from old
newspapers and magazines dealing
with the early days of the seamen's
unions has been collected by theSeafarer's Historical Research Depart
ment.
SAILORS' WAGES
.f
They Cause Trouble on
the Water Front
HOT WORDS AND HARD BLOWS
The Police Are Called Upon lo
Interfere.
MRS. WltiiON AND HER PtSTOt..
Sea Captains Willing to Take Cheap
Men — Busy Times at the Brit
ish Consul's Offiee.
"When Greek meets Greek, then
comes the tug of war," said a certain repu
table poet once upon a time, and ever
since then it has been popularly supposed
that dire indeed is the struggle which
follows the coming together of two na
tives of Hellas.
But in the light of the developments of
the past few days on the water front, the
tug of war would pale into insignificance
in comparison with the desperate melees
which follow the meeting of non-union
and union sailors and rival hoardinghouse masters.
Broken heads, rainbow lined e\ (^s and
battered countenances are more numer
ous now along the hilgy hywavs of the
ducks than ever before. In fact one of the
fraternity who does not sport a counte
nance that bears some sign of a melee or
an arm supported in a sling is lo()k(>d uf)on
as one who takes hut little interest in his
business.
The trouble is all about sailors' wages,
not only those of the deep-water r!ien,hut
those of the seamen who sail in the coast
ing vessels.
Among the coasters the nninn men
want $30 a month, and the Ship-owners'
Association will not give more than $25.
During the past six or eight davs several
vessels have gone out with non-union
crews on board, notwithstanding the
union men have triecl.their very best to
prevent them from being shipped.
The harbor police force has had its
hands full to prevent bloody riots at the
sailing of these vessels, so high did feeling
run between the men. The union men
felt that they were getting the worst of
the deal in the shipments, and were natu
rally indignant at .seeing their places sup
plied by outside men.
One of these rows occurred yesterday
morning in front of 42 Steuart street,
where the Ship-owners' Association was
trving to put a crew on hoard the steamer
P^lwell at the reduced rate.
Every effort was being made by the
union men to induce the non-union men
to remain on shore. Hot words and some
blows were exchanged, and then a detach
ment of officers arrived from the North
Harbor station and affairs became more
(juiel. At the re(|uest of Captain Ryder of
the Elwell, which is lying at the seawall.
Captain Dnnleavy sent a couple of offi
cers to guard the vessel until she sailed.
At other points along the front rows are of
evervdav occurrence.
There are some hard (characters seen
around the water front now, engaged, ac
cording l(j the: police, in shipping mtm at
low rates on d(ie})-water vessels whenever
they can. As some of the outgoing vessels
are chartered very low it iscpiitean object
with the captains to get men as cheaply as
possible. It is on this account that the
boarding-masters engaged in that line
meet with considerable success. Among
others who are seen around is "Tommy"
Lyons, an old-time character, who has
just completed a term in San Quentin.
Three years ago Lyons with three other
men was caught on the Barbary Coast
endeavoring to force tbeir way into a lodg
ing-house room, where a sailor who had
money was known to be sleeping off the
effect of a debauch. Lyons' companion
was "sent up" for ten years and Tommy
got three years. He is now around trying
to shi[) men at the old rate, and it was
r(!ported vestcrdav that he had secured
the contract for supplying the large
British ship Somali with a crew.
The enler[)risiMg Lyons is sup[)os(^d to
he the man who caused a row in Wilson's
hoarding-hoiix' at Sansorne and Pacific
str(M't on Saliirdav night. At this place
many sailor> w ho are shipped at the tauisiilate office arc found. About forty
drunk(ui seamen presumably led by Lyons
visited the place last Saturday night, and
vowed all manner of threats against the
place. Mrs. V\ ilson, who was in charge, is
not a woman lo he easily intimidated
though, and draw ing out a pistol she faced
the men and threatened the first one that
ent(;red the place. Cowed hv the sight of
the weapon and the flash of the desperate
woman's eves tlie crowd withdrew.
Mrs. Wilson recognized several of the
men in the crowd and yesterday swore out
warrants for tfuar arrest. Three were
taken into custody.
At the office of the British Consul the
excit(mient over the shipment of men
continues. Throngs of boarding-masters
and dee[)-water sailors are around the
place from morning until late in theafternoon.
A crew for the British ship McMillan
was secured yesterday from the Ship
owners' Association. Several more ships
are expecting to get crews from the asso
ciation.
Meanwhile the merry war goes on, and
brawls and fights are numerous. It is to
the credit of the harbor police tbat tbe
toughest of the masters are suppressed
summarily whenever they are found
using bulldozing methods.
'4
'f ."I
October 1978 / LOG / 25
�• [D)flg)©©a®(?g[|[L[i
COASTAL CALIFORNIA (Coastal
(Jas Inc.). August 27—Chairman Ken
McGregor; Secretary .Fimmie Bartlett;
Educational Director .lohnny Quinter.
SI6.25 in ship's fund. No disputed OT.
Chairman discussed the importance of
donating to SPAD. Advised that
Miguel A. Nievcs. Book No. 31837, had
to be removed from the ship by
helicopter. He had been badly burned
b\ a steam line. A \ote of thanks was
extended to the steward department for
a job uell done, Observ ed one minute of
silence in memory of our departed
brothers. Next port San Francisco.
JEFF DAVIS (Waterman Steam
ship). August 6 Chairman, Recertified
Bosun (ieorgc E. Annis; Secretary R.
Co-llier; Educational Director A.
Moore; Deck [delegate .lack Gome/;
Engine Delegate Robert Stewart. No
disputed OT. Chairman discussed the
importance of donating to SPAD. A
vote of thanks to the steward depart
ment for a job well done. It looks as if we
will have a very good voytige. Report to
/,og.' "(ieorge E. Annis, the ship's
chairman should be given more than a
vote of thanks from the crew, lie asked
the port engineer for Waterman Steam
ship Corp. to put a Video-Cassette
player on board for the crew, same as
the engineers had. It was done. Also he
takes the time to play his personal
Video-Cassette tapes for the crew, and
as we all know video-tapes are not cheap
to come by. He has spent his money
without help from the crew. We all say
Ihank You, (ieorge."
SEA-LAND ( OMIVIERCE (SeaEand .Service), August 20 Chairman,
Recertified Bosun Eothar Reck; Secre
tary E. Caudill. $70 in movie fund. No
disputed Of. Chairman read the new
contract and discussed the changes that
have been made. Also the importance of
donating to SPAD. The /.r;g.s were
received and it was noted that after the
/.og is read it should be passed on to
someone who hasn't read it. A vote of
thanks to the steward department for
good food and service. Observed one
minute of silence in memory of our
departed brothers. Nc.xt port Oakland.
EHNA
ELIZABETH (Hudson
Waterways), August 6 Chairman,
Recertified Bosun W. IT Reeves;
Secretary B. Fletcher: Deck Delegate
.lohn .1. Kane; Steward Delegate
Alphonse Hellinger. Chairman held a
very good discussion on safety aboard
ship. Also adv ised members to get their
lifeboat and firefighting certificates, and
to remember .SPAD. Secretary reported
that all members who go on the Panama
Canal run to bring their heavy fishing
gear. I he fishing is good in Parita Bay.
Red snapper is in season now. The
steward and bosun caught seventeen of
them. The Chief Steward shows the
menu to the crew almost every night
while at sea. He has cookouts and
barbecues on the stern at least once
every trip. No disputed OT. The
Steward reported that he has two of the
best young men in his department that
he has ever seen on a ship. GregorSkiba,
crew messman and Michael Susman,
bedroom utility, fine working young
men and we should have more men like
them. Everything is running smoothly.
26 / LOG / October 1978
FORI' HOSKINS (Interocean Mgt.
Corp.), August 13—Chairman, Recerti
fied Bosun Willie D. Crawford; Secre
tary Harold V. Walker; Educational
Director William O. Barrineau; Deck
Delegate .loseph F. Crawford; Engine
Delegate Scott A. Egdall; Steward
Delegate Paul C. Stubblefield. Some
disputed Of in deck and engine
departments. Chairman advised that
normal safety precautions will be taken
such as skid pads foot of stair wells;
hand rails installed in lower passage
ways; rubber mats for showers; pad eyes
on deck painted white and emergency
gear training. Next port Carteret.
BORINQCEN (Puerto Rico Marine
Mgt.), August 20 Chairman, Recerti
fied Bosun C. F. (ion/ale/; .Secretary W.
Selt/er; Educational Director Keith
Rice. $7 in ship's f und. No disputed OT.
All communications received were
posted. Chairman asked all depart
ments to work together and suggested
that our new Brothers frr)m the Union's
entry training program read the L(>g
and learn more about ship activities. A
vote of thanks to the steward depart
ment for a job well done. Next port
Eli/abeth.
BALTHVIORE (Sea-Fand Service),
August 13 Chairman, Recertified
Bosun Jose F. Gon/.ale/; Secretary
George W. Ciibbons; Educational
Director W. ,1. Dunnigan; Engine
Delegate Frederick W. Neil. $15.25 in
ship's fund. Some disputed O 1 in deck
department. Chairman recpiested that
all repairs be reported right away. Also
discussed the importance of donating to
SPAD. Reminded all crewmembers
that we have movies on board now so try
to take care of the movie projector. A
vote of thanks to the steward depart
ment for good food and service and to
the deck watch standers for keeping the
pantry and the messroom clean. Next
port Fdi/abeth.
GUAYAMA (Puerto Rico Marine
Mgt.), August 20 Chairman, Recerti
fied Bosun William Vela/que/; Secre
tary .1. Prats; Educational Director
.lohn A. Speer; Deck Delegate W.
Matthews; Engine Delegate H. F.
Welch. No disputed OF. Chairman
advised all crewmembers to upgrade at
Pinev Point so you can get a better job in
the future. Also discussed the im
portance of donating to SPAD. Educa
tional Director is going to try and get
hard hats from the company to use
during fire and boat drills for protec
tion. A vote of thanks to the steward
department for work well done.
SEA-LAND VENTURE (Sea-l and
Service), August 20 -Chairman, Re
certified Bosun A. Caldiera; Secretary
Roy R. Fhomas; Steward Delegate
Walter Richmond. $26 in ship's fund.
Some disputed OT in deck and engine
departments. Chairman held a dis
cussion on the articles in the Crrgand the
importance of donating to SPAD.
Chairman also thanked the crew for
making it an enjoyable trip. A vote of
thanks to the steward department for
good food and service. Observed one
minute of silence in memory of our
departed brothers. Next port New
Orleans.
MOUNT WASHINGTON (Victory
Carriers), August 27—Chairman, Re
certified Bosun Jose A. Ruiz; Secretary
B. Guarino; Educational Director Oscar
Cooper; Deck Delegate Clyde Smith;
Engine Delegate Johnny Caldwell;
Steward Delegate John Cherry. No
disputed OT. All communications were
posted when received. Chairman gave a
talk on the importance of taking advan
tage of the upgrading school at Piney
Point and also on donating to SPAD. A
vote of thanks to the steward depart
ment for a job well done. Observed one
minute of silence in memory of our
departed brothers.
SEA-LAND FINANCE (Sea-Fand
Service), August 7 -Chairman, Recerti
fied Bosun James Pulliam; .Secretary A.
Reasko; Educational Director Hacker;
.Steward Delegate Eldon M. Cullerton.
Chairman reported that the men should
wait for their relief to eome trom the hall
and to leave your rooms clean and your
keys in the room for the next man.
Educational Director reported that the
/.og.v were received in Hong Kong and
that members should go to Piney Point
as soon as possible to upgrade. No
disputed O f. A vote of thanks to the
steward department for a job well done.
DELTA BRASIL (Delta Steamship),
August 13 Chairman, Recertified
Bosun W. E. Showers; Secretary A.
I-7strada; Educational Director H.
Wells, Jr.; Deck Delegate Charles
.lohnson; Engine Delegate Hugh F.
Wells; Steward Delegate Herbert Allen.
$940.12 in the ship and movie fund.
Some disputed O f in deck department.
Chairman held a discussion on the new
contract, welfare benefits, vacation pay
and time needed to apply for benefits.
Also on the importance of upgrading
and donating to SPAD. Observed one
minute of silence in memory of our
departed brothers. Next port Abidjan.
DELTA AE'RICA (Delta Steam
ship), August 20--Chairman,Recerti
fied Bosun Charles Hill; Secretary W.
Wroten; Educational Director J. Johns;
Deck Delegate James H. Lewis; Engine
Delegate F. E. Bryant; Steward Dele
gate James Miller. No disputed OT.
Chairman welcomed the former Marine
Cooks and Stewards Union members to
the Union. Instructed crewmembers to
bring problems to department delegates
as they arise. Also complimented the
steward department for good food
preparation and service. The crew
messman V. Willis thanked the Ship's
Chairman lor action regarding im
provement of boat service in Buenaven
tura. Next port Antofagasta.
GALVESTON (Sea-Fand Service),
August 6—Chairman, Recertified Bo
sun Jesse S. Lewis: Secretary D. O.
Coker; Educational Director R. G.
Nickalaskcy; Engine Delegate Arthur
G. Anderson; .Steward Delegate Donald
M. King. No disputed OF. Chairman
reptirted that it was the sad duty of the
master, Capt. MeCullough to dispose of
the ashes of our departed brother,
Frank Farmer while enroute to Anchor
age, Alaska on August 5, 1978. It was
the wishes of brother Farmer that he be
buried at sea. His passing will be missed
by many who knew and respected him.
\Ve of the AA Galveston share his
surviving mother's grief and extend to
her our deepest sympathy. Many of the
Galveston's crew attended the burial
services. Steward reported that the crew
messman, Mark F. Gitling and the
saloon messman, Ronald Jones are
studying how to cook and bake with the
help of the steward, D. O. Coker and
assistance of the chief cook, Santiago
Kinananahan, and are doing a good job.
Observed one minute of silence in
memory of our departed brothers.
OVERSEAS ARCTIC (Maritime
Overseas), August 20—Chairman,
Recertified Bosun M. M. Cross; Educa
tional Director L. Pepper; Secretary R.
De Boissiere; Deck Delegate R. C.
Monroe; Steward Delegate J. Lynch.
$20 in ship's fund. No disputed OT. A
special vote of thanks to the steward
department for an excellent job while
short two men. Chairman extended a
vote of thanks to all department
delegates for their cooperation. Ob
served one minute of silence in memory
of our departed brothers.
PORTLAND (Sea-Land Service),
August 6—Chairman, Recertified Bo
sun A. Waters; Secretary R. Ceiling;
Steward Delegate J. O'Hare. No
disputed OT. Secretary reported that
there is information on absentee voting
in the officer's lounge. As there is only
one manual, it was asked that it be
returned immediately after studying
same. Various and sundry safety factors
were brought up under discussion and
commented on. It was pointed out to the
membership that each and every man
should learn where tfie different types of
fire extinguishers are located. Also that
each man should learn what type to use
on different types of fires. The member
ship was also asked not to scatter
newspapers, magazines, books and
other material over the crews lounge.
Next port Anchorage.
Official ship's minutes were also
received from the following vessels:
DELTA SUD
GALLOWAY
ZAPATA COURIER
SEA-LAND RESOURCE
,
SEA-LAND ECONOMY
SEA-LAND PRODUCER
SANTA MERCEDES
MARY
ZAPATA ROVER
ARIES
OVERSEAS ALASKA
OGDEN CHALLENGER
SEA-LAND CONSUMER
TAMPA
THOMAS LYNCH
DELTA COLUMBIA
PONCE
HUMACAO
JAMES
SEA-LAND EXCHANGE
CONNECTICUT
BEAVER STATE
JOHN TYLER
OVERSEAS ANCHORAGE
MAYAGUEZ
THOMAS NELSON
OVERSEAS ALEUTIAN
WALTER RICE
MOUNT EXPLORER
COLUMBIA
BOSTON
CANTIGNY
MOUNT VERNON VICTORY
MOHAWK
NEW YORK
MERRIMAC
ROSE CITY
OAKLAND
AMERICAN HERITAGE
SEA-LAND MC LEAN
DELTA PERU
TRANSINDIANA
STONEWALL JACKSON
DELTA NORTE
SUGAR ISLANDER
MASSACHUSETTS
POINT JULIE
PENNY
OVERSEAS JOYCE
BRADFORD ISLAND
ARECIBO
DELTA ARGENTINA
HOUSTON
BAYAMON
5
CHARLESTON
JACKSONV!LLE
• .-m''
LONG BEACH
�Lakes Safety Eyed At Edmund Fitzgerald Hearings
The tragedy of the Edmund Fitz
gerald, a Great Lakes ore carrier which
went down in Lake Superior in Nov.,
1975, is over. Nothing can restore the 29
crewmembers aboard to life, or salvage
the twisted wreck from the Lake's
bottom.
But the controversy over the cause of
the sinking—and how to avoid similar
tragedies—rages on.
At recent hearings, the House Sub
committee on Coast Guard and Navi
gation of the Committee on Merchant
Marine and Fisheries invited testimony
from union, government and shipping
association representatives on ways of
improving vessel safety on the Lakes in
the future.
The hearings were intended, accord
ing to a subcommittee aide, as a means
of determining, "what had been done,
what steps had been taken since the
Fitzgerald sinking to prevent such
things from happening again."
Just as the theories on why and how
the Fitzgerald went down differ, so
safety recommendations offered by
witnesses before the Subcommittee took
different tacks.
Representing MEBA-District 2,
Melvin H. Pelfrey, executive V.P. of the
union, cited the fact that the Fitzgerald
had been sailing with three-and-onehalf feet less freeboard than called for by
her designers.
"The Edmund Fitzgerald," Pelfrey
said, "was one of several Great Lakes
ships that had, since 1969, been allowed
by the Coast Guard to operate with
deeper draft."
He stressed the need for development
of a load line criteria which would allow
only "a minimum amount of water to
wash on deck under any conditions until
existing ships can be retrofitted with
watertight bulkheads between cargo
compartments."
The Coast Guard representative at
the hearings hedged on the issue of
returning to pre-1969 freeboard minimums. Rear Admiral Henry H. Bell told
the Subcommittee the Coast Guard had
been focusing, instead, on "comprehen
sive loading manuals to prevent hazard
ous load distributions."
In addition. Admiral Bell said the CG
now required new lifesaving equipment
and improvements to existing equip
ment aboard Lakes vessels, and more
comprehensive Coast Guard inspection
procedures.
The SIU has long contended that
insufTicient Coast Guard inspections are
to blame for many health and safety
violations aboard Lakers. In a state
ment submitted to Rep. Mario Biaggi
(D-N.Y.), the chairman of the subcom
mittee, SIU Executive V.P. Frank
Drozak and Algonac Port Agent Jack
Bluitt recommended a broad range of
proposals covering many areas of vessel
safety on the Great Lakes.
The Union's suggestions included the
following;
• A complete review of minimum
manning requirements on Great Lake
ships.
• Continued, annual Coast Guard
inspections of Great Lakes vessels
including tests on the hull for metal
fatigue.
• Additional Coast Guard inspections
of winter-run ships because of the stress
of ice navigation.
• Immediate improvements should be
required by the Coast Guard in the
watertight integrity of Lakes ships.
These improvements would allow
sufficient separation in the hull of each
vessel so that any fractured section of
the hull would float and crewmen would
have enough time to get off the ship.
A need for fixed, rather than floating
navigation aids and the possibility of
using marine traffic controllers on the
Lakes were also suggested by the SIU.
Better navigation aids and improved
lifesaving equipment were the thrust of
Lake Carriers' Assoc. President Paul E.
Trimble's suggestions to the subcom
mittee.
Trimble said capsule-type fiberglass
lifeboats, which are currently being
tested for Great Lakes use, are prefer
able to conventional lifeboats.
He also said that, had the Fitz
gerald been equipped with specially
designed survival suits, "it is likely the
crew would have survived."
These exposure suits, which enable
the wearer to survive for an extended
period in extremely cold water, are now
required equipment aboard Lakes
vessels.
Pressure from both the SIU and
MEBA was directly responsible for
Coast Guard approval of the suits and
the following requirement that they be
supplied on all Great Lakes ships by the
operators.
The subcommittee hearings marked
the first public discussion of the
Edmund Fitzgerald d'xsasiex and related
safety issues since the Coast Guard and
National Transportation Safety Board
completed their investigation on the
sinking last spring.
Dlsmtcliiirs Rmrl tor M Likis
•TOTAL REGISTERED
All Groups
Class A Class B Class C
SEPT. 1-30, 1978
49
Algonac (Hdqrs.)
TOTAL SHIPPED
All Groups
Class A Class B Class C
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
70
54
19
20
ENGINE DEPARTMENT
Vessel Overloaded
Because the vessel was overloaded,
Pelfrey contended, her ability to
maneuver in a storm was severely under
mined.
Pelfrey urged that the Coast Guard
act immediately to rescind amendments
to pre-1969 load line regulations which
allow Lakers to carry more cargo than
they were built to handle.
Algonac (Hdqrs.)
44
21
2
51
32
25
11
STEWARD DEPARTMENT
Algonac (Hdqrs.)
8
4
0
15
13
3
ENTRY DEPARTMENT
Algonac (Hdqrs.)
Totals All Departments
55
88
34
156
132
40
GO
136
99
8
32
64
80
84
82
92
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
Delta Mar Carries Revved Up Relics for C/.S. Car Lovers
-i
The finish line was the port of
Montevideo. The prize for the finishers
was an ocean voyage to Houston, Tex.
And all the participants were Model A
Fords, dating from 1930 to 1936.
The Model A's made up part of a
recent cargo for the SlU-contracted
Delta Mar. They were racing to the
tKXEm
Port
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Algonac
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Date
Nov.
Nov.
Nov.
Nov.
Nov.
Nov. 10
Nov. 13
Nov. 14
Nov. 15
Nov. 16
Nov. 20
Nov. 24
Nov. 11
Nov. 9
Nov. 18
Nov. 14
Nov. 14
Nov. 15
Nov. 17
Nov. 16
Deep Sea
Lakes, Inland Waters
.
.
.
.
.
.
,
,
,
2:30 p.m.
2:30 p.m.
2:30 p.m.
9:30a. m.
2:00 p.,m.
2:30 p.m.
2:30 p. m.
2:30 p. rn.
2:30 p m.
2:30 p m.
2:30 p. m.
2:30 p, m.
10:30a. m.
2:30 p. m.
stone-paved dock at Montevideo where
they were loaded aboard the ship via
LASH barge and brought to Houston to
be sold as collector's items.
The unusual cargo isn't an unusual
sight to the Seafarers who crew Delta
vessels. The company regularly moves
the relics from Argentina, Brazil and
Uruguay to ports in the U.S.
But the 15 antique automobiles the
Delta Mar carrried last July was the
largest single shipment of its kind ever
moved on a Delta ship.
Actually, 16 of the automotive oldtimers revved-up at the starting line. But
one little number, dated 1931, en
countered engine trouble along the way
and missed the sailing. Still, 15 finishers
out of a field of 16 isn't a bad average for
any car rally, nmch less uiie where the
machines in the running have been
running for over 40 years.
UIW
:00p.m.
:00p.m.
00 p.m.
00p.m.
00p.m.
00 p.m.
1:00p.m.
2:30p.m.
2:30p.m
Parked dockside in Montevideo, Uruguay, the Model A's wait to be loaded aboard
the Delta Mar for transport to Houston.
October 1978 / LOG / 27
111
1^1
�Bravery Is the Mark of American Seamen
Numerous SlU Crews, Members Honored With A0T05 Awards
B
ravery and devotion to duty
have always been the trade
marks of American seamen.
Hundreds of SIU members every
year perform acts of bravery to
help a mate in trouble, while at
the same time putting their own
lives on the line.
Most of these unselfish acts go
unnoticed by everyone except the
people involved. And it's a shame
because all of these brave people
deserve an award.
However, once in awhile a
special act of bravery is reported
and a seaman gets the recognition
he deserves.
Each year, the Admiral of the
Ocean Seas (AOTOS) tries to
single out such incidents and
honor those who have earned it.
At this year's dinner, held re
cently, the SIU crews of two tugs
and two deep sea vessels as well as
a number of individual SIU
members were named for their
acts of bravery.
Following are the stories of
how these AOTOS awards were ,
won;
•
*
*
SIU hero winner of the AOTOS
Mariner's Rosette Award, "In recog
nition of outstanding courage and
devotion to duty," was Seafarer Harold
N. Wallace for his actions aboard the
ULCC New York.
"I'm glad to be alive," said Seafarer
Wallace recovering in a Cape Town,
South Africa hospital late last January
with the supertanker's master, Capt.
Robert Fulton, after both had been
overcome by gas fumes when Wallace
made two futile attempts, and Fulton
one, to save the life of Chief Mate
SIU, Capt. Walter Williams ( left) of
Dixie Carriers receives congratulations
on Ills award from Archie Wilson,
president of the towing company.
28 / LOG / October 1978
Joseph Robida, who had fallen 25
meters to the bottom of an empty oil
tank hold.
Only on her fourth voyage, the
265,000 dwt New York was enroute to
the Persian Gulf from South America
when the chief mate, with flashlight and
walkie-talkie, climbed slowly down into
the already cleaned tank to check a
possible faulty valve.
On deck with his walkie-talkie and
looking into the tank, Wallace, of
Brooklyn, N.Y., who started sailing in
1968, saw the mate's flashlight fall to the
bottom. He tried to raise the mate with
his walkie-talkie without success. He
summoned the captain standing nearby.
Tlien he went down the tank's ladder to
the aid of his stricken shipmate. Inside,
he became lightheaded and his arms and
legs became paralyzed. Struggling up
the ladder, he made the deck and fell
unconscious.
Thereupon, Capt. Fulton entered the
tank trying to reach the mate only to
suffer the same fate as Wallace.
Two other Seafarers in turn, equip
ped with fresh air breather masks and
safety harnesses, descended into the
tank, but neither could get to the mate.
Regaining consciousness, Wallace
donned a mask and harness to reenter the
tank carrying a harness for the mate.
Below, he found the mate beyond relief.
Coming up, Wallace had his second
brush with death. Again he experienced
the buzzing sensation in his head from
the poisonous fumes. Only by ripping
off his mask and trousers using them as
a fan to disperse the pockets of deadly
gas did he survive.
Later, Wallace and the captain were
taken to the hospital via a South African
Navy rescue launch and helicopter.
*
*
•
The AOTOS Mariner's Rosette and
Plaque also were awarded to the crew of
the Tug Mariner (lOT) and her gallant
Capt. John S. Blank—a 52-year veteran
of the inland field—and AB Jeffery M.
King-a 1977 Piney Point grad and
University of Connecticut junior—for
their exploits on Nov. 6, 1977.
In the incident, a young barge
tankerman was killed when 67,000
barrels of hot liquid asphalt exploded in
the stern of the 380-foot Interstate Barge
71 (lOT) in Narragansett Bay, R.l. while
the Tug Mariner was towing her.
The official plaque citation says the
Mariner "maneuvered alongside the
burning barge Interstate 71 which liad
suffered three casualties in an explosion
in Narragansett Bay, and at great
personal risk succeeded in rescuing the
remaining crewmen."
Only a year earlier, Capt. Blank on
the Mariner rescued eight Boatmen off
an oil barge which had rammed and
sunk the Tug Eileen C. drowning the
tug's cook in Buzzard's Bay, Mass.
Capt. Blank said the Mariner's deck
gang including AB King were hauling in
the barge's hawser when they saw flames
suddenly erupt on the aft port side in a
cargo tank of the barge. 61ank said he
immediately sent out a May Day to the
Coast Guard and U.S. Navy fire units,
who later put out the blaze. He said he
also ordered his wheelsman to doubleback to the blazing barge several
hundred feet astern to save the barge
crew.
Meanwhile, on the barge in dense
smoke amid sheets of flame. Blank said
he saw Tankerman John. Allman
". . . grab a fire extinguisher and creep
within several feet of the late Tanker-
f <
Seafarer Harold Wallace was at sea when the AOTOS awards dinner was held.
But here is a photo of him and son, Anwa, taken shortly after his act of heroism..
man Ronald Coyle and tried to reach
him. . . .
". . . Tankerman Joe Klineburger,"
Blank continued, "came as close as he
could behind Allman with Mate Peter
Bishop, who had boarded the barge
from the Mariner. Brother Allman
continued his efforts, which became
futile almost at once and then retreated
and went below deck to shut down all
generators and other equipment as the
flames increased."
After Blank ordered the men off the
barge, he added, "Moments later it blew
a second time on the starboard side
completely demolishing the deck area
where Allman had passed twice and
knocking a pump house forward 20
feet."
Blank termed Allman's effort to reach
Coyle "unbelievably beyond the call of
duty and in the finest tradition of the
Brotherhood of the Sea." He also said
that Kleinburger and Bishop "acted
most courageously in their backup
efforts."
Capt. Blank is a former member of
the ISU and a U.S. Navy veteran during
World War 11.
»
•
»
Capt. Walter Williams—who joined
the SIU in the port of New Orleans in
1957—and crew of the tug Dixie
Progress (Dixie Carriers) were cited and
decorated for their deeds on Oct. 23,
1977.
Their citation read "While proceeding
eastward along the Gulf Coast, respond
ing to a May-day from the burning Mj V
Botrue 24 and rescued the crew, who
had abandoned ship."
•
*
*
Again on the deep side. Seafarers and
Capt. A. K. Jaskierney of the ULCC
Overseas Chicago (Maritime Overseas)
were cited for their actions on July 15,
1977.
Their citation read:
"Off the Gulf of Alaska an alert
lookout sighted a liferaft with four
survivors (one dead) from the sunken
fishing boat Pacific Surf, who were
safely taken aboard."
«
*
#
Finally, Capt. M. Frangos and
Seafarers of the ST Merrimac (Ogden
Marine) were decorated for their heroics
on Jan. 23-4, 1977:
"While steaming off Norfolk for
Amsterdam, responded to distress flares
from the ship Rampart (a fishing smack)
and rescued all hands (two men and a
woman) from the foundering vessel."
! SIU Capt. John Blank, right, receives his AOTOS award arid ahandshake of con
gratulations from Andrew Gibson, former head of the Maritime Administration
now president of Maher Terminals. Gibson was himself a former AOTOS winner
�AOTOS Names Murphy True Friend of US. Maritime
New, York—Rep. John M. Murphy
|(D-N.Y.) chairman of the House
Merchant Marine and Fisheries Com
mittee, received the 1978 Admiral of the
Ocean Sea (AOTOS) Award from the
maritime industry last month for "the
person who has done the most to
advance the cause of American flag
shipping each year."
In accepting the AOTOS award, a
silver statuette of Christopher Colum
bus, Congressman Murphy quipped
that he was a West Pointer who was now
an admiral.
But he turned serious very quickly
and warned that the U.S. "must have a
maritime cargo policy" since "... much
of America's pre-eminence in the
if
Rep. John Murphy (D-N.Y.)
commerce of the world is not-so-slowly
slipping away."
Adding that "clearly, the United
States merchant marine is in a state of
crisis," Murphy pointed out that the
country's foreign trade carried on U.S.
flag ships dropped to 4.5 percent last
year. He stressed that unless "immediate
steps" are taken soon, the merchant
marine fleet "will either be non-existent
or nationalized."
Speaking before 900 officials of the
Government, the military, industry and
organized labor. Congressman Murphy
emphasized that"... We have reached a
point where the Congress must decide
whether or not the United States is
going to have a continuing, viable
merchant marine."
Murphy then added that he intends
"to see to it that we develop a realistic
national maritime policy which will
insure the continuity of this vital aspect
of the American economy and security."
Declaring that the trend must be
reversed, Murphy said, "now, Liberia's
fleet is number one in the world ... as
well as the number one recipient of the
U.S. maritime investment dollar. . . ."
He further explained that, "Americans
paid $3.5 billion to foreign flag vessel
operators for the transport of American
trade in 1976, money which might have
gone to American ships, American jobs
and American economic support."
In conclusion, the New York Con
gressman summed up that "Essentially,
the basis for most of the solutions for
revitalization of the U.S. merchant
marine are rooted in a single word—
cargo."
To get that cargo. Murphy said,
legislation is needed for control of entry
into the U.S. liner trades; pooling and
cargo sharing; bilateral trade -agree
ments, and the establishment of con
trolled carrier legislation to block
predatory pricing and rate culling by ihe
Rep. John Murphy (left), winner of this year's Admiral of the Ocean Seas award,
receives congratulations and a pat on the back from SlU Executive Vice President
Frank Drozak.
U.S.S.R. and other state-owned car
riers.
The Admiral of the Ocean Sea Award
was first given in 1493 by King
Ferdinand and Queen Isabella of Spain
to Columbus when he returned there
after discovering the new world. It was
revived in 1970 by the United Seamen's
Service which runs recreation centers
foi nierchanl seamen all over the world.
Heroic Group of Merchant Seamen Get Deserved Recognition
/'
! :[,i\
Group shot shows the AOTOS awards winners with SlUExecutive Vice President Frank Drozak (standing center). SlU members in the photo include: Oapt. John Blank
(standing to Drozak's left); Jeff King (standing second from right), and Oapt. Walter Williams (kneeling second from left).
October 1978 / LOG / 29
�r
Terrell JefTerson Stafford, Jr., 65,
joined the SIU in 1947 in the port
of Galveston sailing as a firemanwatertender. Brother Stafford is a
veteran of the U.S. Navy in World
War II. He was born in Le Compte,
La. and is a resident there.
Recertified Bosun Charles J. Frey,
61, joined the SIU in 1943 in the port
of Norfolk. Brother Frey graduated
from the Recertified Bosuns Pro
gram in March 1975. Seafarer Prey
was born in Morrow, Ohio and is a
resident of Altoona, Fla.
George W. Harding, 55, joined the
SIU in 1949 in the port of New York
sailing as a bosun. Brother Harding
sailed 33 years and during World
War II. Born in Essex, England, he is
a naturalized U.S. citizen and is a
resident of Alameda, Calif.
John M. Kelly Jr., 52, joined the
SIU in 1943 in the port of New York
sailing as a bosun. Brother Kelly hit
the bricks in the 1965 District
Council 37 beef. He is a veteran of the
U.S. Army Intelligence Corps during
the Korean War. Seafarer Kelly was
born in Mississippi and is a resident
of Mobile.
Heath Pressley, 58, joined the SIU
in the port of New York in 1955
sailing as a cook. Brother Pressley
sailed 31 years. He is a veteran of the
U.S. Army in World War II. Seafarer
Pressley was born in Charlotte, N.C.
and is a resident of Long Beach,
Calif.
Raymond (L Collet, 62, joined the
SIU in 1940 in the port of Savannah
sailing as an AB. Brother Collet
sailed for 33 years. He walked the
picketline in the 1961 Greater N.Y.
Harbor strike. Seafarer Collet is a
veteran of the U.S. Coast Guard in
World War 11. A native of New
Jersey, he is a resident of San Diego,.
Calif.
John O'Dea, 57, joined the SIU in
1946 in the port of New York sailing
in the deck department. Brother
O'Dea sailed 36 years. He is also a
sheet metal worker. Seafarer O'Dea
was born in Philadelphia and is a
resident of San Francisco.
James K. Pursell, 61, joined the
SIU in 1938 in the port of Mobile
sailing as a chief steward. Brother
Pursell sailed 38 years. He was born
in Mississippi and is a resident of
Mobile.
Walter Lescovich, 66, joined the
SIU in the port of New York in 1965
sailing as a chief steward. Brother
Lescovich sailed 26 years. He also
participated in an organizing drive at
Suwanee Steamship in 1960. Sea
farer Lescovich was originally a
member of the NMU. He is a veteran
of the U.S. Coast Guard Artillery
before World War 11. Born in
Watervliet, N.Y., he is a resident of
Jacksonville, Fla.
Clifford B. Miller, 64, joined the
Union in the port of Buffalo, N.Y. in
1961 sailing as an oiler, scowman and
deckhand for the Great Lakes
Dredge and Dock Co. from 1936 to
1978. Brother Miller was also a
member of the International Dredge
Workers Protective Assn. Laker
Miller is a veteran of the U.S. Air
Force during World War 11. He was
born in Buffalo and is a resident
there.
30 / LOG / October 1978
Charles E. Sharp, 55, joined the
SIU in 1947 in the port of Baltimore
sailing as a fireman-watertender.
Brother Sharp is a veteran of the U.S.
Navy in World War II. He was born
in Baltimore and is a resident there.
Luke A. Ciamholi, 47, joined the
SIU in the port of New York in 1952
sailing as a fireman-watertender and
ship's delegate. Brother Ciamholi
sailed 32 years and participated in the
Korean and Vietnam War sealifts.
He is a veteran of the U.S. Air Forces
in World War 11. Seafarer Ciamholi
was born in West Orange, N.J. and is
a resident of San Francisco.
James F. Clark, 54, joined the SIU
in 1943 in the port of New York
sailing in the steward department.
Brother Clarke rode the Bull Line in
1957. He was born in Philadelphia
and is a resident of Houston.
Thomas Conway, 66, joined the
SIU in 1948 in the port of New York
sailing as a chief steward. Brother
Conway rode the Isthmian Line from
1963 to 1964. He was a member of the
SIU of Canada in 1951. Seafarer
Conway was wounded helping in the
evacuation of British forces from
Dunkirk, France at the beginning of
World War 11. He was born in
Ireland and is a resident of San
Francisco.
Edward F. Sager, 66, joined the
SIU in the port of San Francisco in
1954 sailing as a chief cook. Brother
Sager sailed 27 years. He is a former
member of the Marine Cooks and
Stewards Union. Seafarer Sager is a
veteran of the U.S. Navy in World
War 11. Born in Missoula, Mont., he
is a resident of San Francisco.
Raymond F. Gorju, 60, joined the
SIU in 1945 in the port of New York
sailing as a fireman-watertender.
Brother Gorju sailed 46 years. He
was born in France and is a resident
of Jackson, Ala.
David B. Ramirez, 50, joined the
SIU in 1944 in tfie port of New
Orleans sailing as a bosun. Brother
Ramirez sailed 32 years and rode the
Bull Line in 1962. He is a veteran of
the U.S. Navy in World War 11. Born
in Tampa, he is a resident of Mobile.
Rafael V. Saldana, 55, joined the
SIU in 1944 in the port of New York
sailing as a bosun. Brother Saldana
sailed 35 years. He was born in
Puerto Rico and is a resident of San
Francisco.
Haywood Scheard, 75, joined the
SIU in 1938 in the port of Mobile
sailing 38 years in the steward
department. Brother Scheard was
born in Alabama and is a resident of
Mobile.
Aleksander Czerwinski, 64, joined
the SIU in the port of New York
sailing as a fireman-watertender.
Brother Czerwinski sailed 42 years.
He attended the MEBA District 2
School of Marine Engineering^
Brooklyn, N.Y. for 2nd assistant
engineer training in 1966. Seafarer
Czerwinski was born in Poland and is
a resident of Elmira Heights, N.Y.
Cecil C. Gates, 56, joined the SIU
in 1941 in the port of Mobile sailing
as a bosun. Brother Gates sailed for
38 years and rode the Robin Line. He
walked the picketline in the 1961
N.Y. Harbor strike. Seafarer Gates
was an AB in the Oakland, Calif.
Sea-Land Shoregang from 1969 to
1978. And he is a veteran of the preWorld War II U.S. Army. Born in
^ Thomasville, Ala., he is a resident of
Pleasant Hill, Calif.
Walter E. Fitzgerald, 76, joined the
SIU in the port of Jacksonville in
1967 sailing as a chief electrician.
Brother Fitzgerald is a veteran of the
U.S. Navy in World War 1. His son,
Walter, Jr. sails as a chief cook.
Seafarer Fitzgerald is also a radio
and TV technician. Born in Omaha,
Ga., he is a resident of Jacksonville.
Terrell J. Nesbitt, 61, joined the
SIU in the port of New Orleans in
1956 sailing fireman-watertender and
deck maintenance. Brother Nesbitt
was on the Delta Shoregang in New
Orleans from 1952 to 1978. He is a
veteran of the U.S. Navy in World
War 11. Seafarer Nesbitt was born in
Gretna, La. and is a resident of Abita
Springs, La
Richard J. Koch, 62, joined the
SIU in the port of New York in 1956
sailing as a chief pumpman. Brother
Koch sailed 32 years. He was born in
Newark, N.J. and is a resident of
Texas City, Tex.
Russell D. Newberry, 65, joined
the Union in the port of Norfolk in
1961 sailing as a chief engineer for the
Curtis Bay Towing Co. from 1947 to
1978, Brother Newberry was born in
South Norfolk and is a resident of
Kill Devil Hills, N.C.
Leonard F. Clark, 62, joined the
Union in the port of Sault Ste. Marie,
Mich, in 1960 sailing as a dredgemnn
for the Great Lakes Dredge Co. from
I960 to 1978. From 1948 to 1950,
Brother Clark was a member of the
United Auto Workers Union. He was
born in Choteau, Mont, and is a
resident of Bonita Springs, Fla.
Frank Gennusa, 65, joined the
Union in Port Arthur in 1969 sailing
as a cook on the tugs Trojan, Uulean
and Hercules for Sabine Towing and
Transportation Co. from 1961 to
1978. Brother Gennusa was a former
member of the NMU. He was born in
Buffalo, N.Y. and is a resident of
Port Arthur.
Delbert E. Shields, 61, joined the
SIU in 1943 in the port of New York
sailing as a bosun. Brother Shields
sailed 39 years. He hit the bricks in
le 1961 N.Y. Harbor strike. A native
of Athens, Ohio, he is a resident
there.
Roy F. Wade, 69, joined the Union
in the port of Detroit in I960 sailing
as an AB. Brother Wade sailed 28
' years. He is a veteran of the U.S.
Navy in World War 11. Laker Wade
was born in Place, Mich, and is a
resident of Manistee, Mich.
�NMC Ads Promote U.S. Merchant Fleet
In the event that any SIU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
NEW YORK, N.Y.-Schulman &
Abarbanel
350 Fifth Avenue
New York, N.Y. 10001
Tel. #(212) 279-9200
BALTIMORE, MD. Kaplan,
Hcyman, Grccnbcrg, Engclnian
& Bclgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301)539-6967
HOUSl ON, TEX.—Combs,
Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713)659-4455
TAMPA, FLA.—Hamilton,
Douglas and Bennett, P.A.
2620 W. Kennedy Blvd.
Tampa, Fla. 33609
Tel. #(813) 879-9482
SAN FRANCISCO, CALIF.—
John Paul Jennings, Henning
and Walsh
100 Bush St., Suite 1403
San Francisco, Calif. 94104
Tel. #(415) 981-4400
ST. LOUIS, MO.—Gruenberg
& Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314)231-7440
NEW ORLEANS, LA.—Dodd.
Barker, Boudreaux, Lamy
«S: Gardner
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
LOS ANGELES, CALIF.—Bodle,
Fogel, Julber, Reinhardt,
Rothschild &. Feldman
5900 Wilshire Boulevard
Los Angeles, Calif. 90036
rel. #(213) 937-6250
MOBILE, ALA.—Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205)433-4904
DETROIT, MICH.—Victor G.
Hanson
19268 Grand River Avenue
Detroit, Michiuan 48822
Tele. #(313") 532-1220
FALL RIVER, MASS.—PatricK
H. Harrington
56 N. Main Street, Bennett Bldg.
Fall River, Mass. 02720
Tele, #(617) 676-8206
SEATTLE, WASH.—Vance,
Davies, Roberts, Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.—Katz &
Friedman
7 South Dearborn Street
Chicago, 111. 60603
Tele. #(312) 263-6330
Below is one of the many ads that the National Maritime Council is running in the national news media. To encour
age support for a strong U.S. merchant marine, the NMC is running these ads in some of the mafor news publications,
such as, Time and Newsweek. The Council wants to encourage American business to ship on U.S.-flagships. So the ads
are also running in business oriented publications like the Wall St. Journal.
The National Maritime Council is composed of company and union representatives who are interested
in promoting a viable U.S. merchant marine.
We've had
smooth sailing
for six years.
Not calm seas. Not water
"smooth as glass." But
smooth enough that the
U.S. flag shipping indus
try has achieved a level
of service efficiency and
maritime labor stability
unique in the history of
our country.
How? It really began
with the Merchant
Marine Act of 1970. This
piece of legislation
sparked a common pur
pose among leaders of
the shit^building, ship
ping, labor, and other
•actors involved in mari
time affairs. A coopera
tive spirit developed that
culminated in the forma
tion, in 1971, of the
National Maritime
Council...a unique
combination of
management and
labor working
toward one
goal, a healthy and stable
iridustry. Since that date,
U.S. flag ships have pro
vided uninterrupted
service.
With minor squalls,
we've had smooth sailing
as our merchant marine
has built amity, stream
lined its operation, and
upgraded itself as a
transportation system.
Today, the U.S. flag shipjping industry is second
to none in efficiency,
highly trained and tech
nologically advanced,
with rreight rates com
petitive with
most foreign
shipping. It is stable
and—as we build our fleet
toward the size of those
of Russia, Japan, Greece,
United Kingdom, etc.—it
will become stronger in
the world market.
If you'd like to know
more, send for our book
let on U.S. Flag Ship
ping. Write National Mar
itime Council, Dept. F,
Box 7345, Washington,
D.C. 20044.
National Maiitlme
^Council
{I
L Management and labor
working together
"^HSIT^for a strong, stable U.S.
flag shipping industry.
DON'T GIVE UP THE SHIPS
October 1978 / LOG / 31
�SlU Pilot Launch Crew Averts Sub, Cunard Ship Crash Off Norfolk
A "major collision" at night between a
U.S. Navy submarine and a Cunard ship
was averted recently when two SIU
Boatmen on the Pilot boat Maryland
(Assn. of Md. Pilots) radioed a warning
to the English vessel off the jjort of
Norfolk.
The hero Boatmen are Elliot H.
HLSS Pres. Hazel Brown Named
To Maritime Transport Board
Since the beginning of water trans
portation, a close link has existed
between seafaring and science. Early
navigators learned to use the stars,
timekeeping and mathematics to guide
them on their journeys. Voyages of
discovery were often voyages of scienti
fic observation.
The need for scientific advice spirited
the establishment of the National
Research Council in 1961. The Mari
time Transportation Research Board
(MTRB) was organized in 1965 and has
worked to expand cooperation between
men of the sea and men of science.
Recently, the SIU developed a new
link with this organization as HLSS
President Hazel Brown was appointed
to the MTRB board.
The MTRB serves the national
interest by stimulating, coordinating
and guiding research directed toward
improving America's maritime trans
portation capabilities.
Fo fulfill its purpose, MTRB has
established the objectives of:
• Aiding in improvement of ocean
transportation systems and their ele
ments in the national interest.
• Serving as a source of technical and
scientific knowledge on problems and
opportunities related to maritime
transportation.
• Assisting the government and the
maritime industry in selecting and using
the nation's technical and scientific
resources.
• Recommending research to support
the government and the maritime
industry on long-range planning for
maritime research and related
programs.
Stevens, 45, of Virginia Beach, Va. and
Winfbrd Stevens, who were highly
praised in a letter to Capt. Tom Veal of
the Maryland by the head of the Pilots
Association, George A. Quick, who
wrote: "It is encouraging to know that
the actions of crewmembers do not go
unnoticed when they perform their
duties in a corilpqtent and seamanlike
manner . . ."
More commendation came "To the
crew of the Maryland pilol launch . . ."
early last month from the port of
Baltimore in a letter from Capt. C.P.
Margeson of the 18,146 dwt T/S
Atlantic Conveyor. The master graph
ically describes what happened to his
ship:
"At about 21:20 ... on 15th of July,
this vessel was off Cape Henry, Va.
changing the Virginia pilot for a
Maryland pilot. While doing this we had
a very close quarter encounter with a
submarine which was overtaking us on a
passage from Norfolk to sea.
"After you had put your pilot aboard
this ship, on your way back to the pilot
cutter, you passed the submarine and
then gave me a warning call on the
V.H.F. radio. 1, my crew and the crew of
the submarine owe a great deal to your
Hazel Brown
Miss Brown joins the more than
twenty members who represent the
physical and social sciences and engi
neering. She will work alongside rep
resentatives from labor, management,
and the legal sectors of the maritime
industry as well.
Miss Brown shares a common dedica
tion with the other board members to
national service and to solving the
problems of maritime transportation.
All of the Board members are appointed
on the basis of their professional
qualifications and appointment to
MTRB is, by the organization's defini
tion, "an honor, trust and responsi
bility."
If you just stand still,
you're gonna
have to run
to catch up ...
KEEP UP with the times.
KEEP UP with the job opportunities
KEEP UP with your industry.
SIGN UP for the AB Course at HLS
s- <5
vigilance and the warning you gave me.
Though I knew a vessel of some sort was
overtaking me, I had no idea that it was
of the size of a submarine until 1 received
your warning. Subsequent naval en
quiry has shown that the bridge to
bridge radio on the submarine was out
of order so she had been unable to call
us.
"The warning you gave me allowed
me to take avoiding action so many
moments earlier than if I had not
received it. They may have been the
crucial moments which saved many lives
in the submarine as the result of a
major collision.
"I would like to thank you very much
and complement you on your seaman
ship and alertness. In my report to the
U.S. Navy on the incident, I have
referred to your call contributing most
importantly to avoiding a catastrophe. 1
would also like the Maryland Pilots
Assn. to know of my opinion.
"Though I may never meet you, and
only have fleeting contact with you as
we take pilots, it is very reassuring to
know that men of your calibre and
service are assisting us, and all seamen
to keep the seas safe.
"Again let me thank you again for
your prompt action . . ."
.vO'
fjBrotherhood m
...for SIU members with an olcohol problem
Seafarer Bill Barrineau is currently
enrolled in the Marine Electrical
Maintenance Course at the Harry
Lundeberg School. He has plans to
acquire his QMED endorsement soon
and is looking forward to attending the
LNG course.
Brother Barrineau feels that "I am
now able to come to the school because
of the help 1 got from the Seafarers
Alcoholic Rehabilitation Center. 1
could not have done this without being
sober."
Last year. Seafarer Barrineau realized
that he had a problem with alcohol. He
had been a member of AA for two years
but started drinking again. He said, "My
drinking was so bad last year that 1 had
to be hospitalized. 1 decided that
something had to change and 1 thought
about our Center. 1 called Ed Morris
(SIU rep in San Francisco) and Jie
helped me get to the Center."
Brother Barrineau was very im
pressed with the programs at the ARC.
"It is a very good program for seamen,"
he commented. "The counselors are
good and they really help you learn
about yourself."
He thinks that in order for the Center
to help a person, "the guy has to want to
get sober, learn how to cope with
himself and his problem, be willing to
change his attitudes about life and
always try to listen with an open mind."
Since he has been sober. Seafarer
Barrineau has been living each day with
a new outlook on life. "When I first went
to the Center, 1 thought 1 knew all about
alcohol and how it affects the body, but
1 really did not know anything," he
commented. "If 1 could go back in time,
1 know that 1 would go to the Center for
help. 1 actually should have gone before
I did."
Seafarer Barrineau encourages his
brothers to come to the Center. He.said,
"If you even think that you may have
a problem with alcohol, you should
come to the Center. They can help."
I
Alcoholic Rehobilitotion Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and counseling
records will be kept strictly confidential, and that they will not be kept
anywhere except at The Center.
Name
Book No.
Address
(Street or RED)
(City)
(State)
Course Starts November 13
To enroll, see your SIU Representative or contact HLS,
or call, 24 hours-a-day, (301) 994-0010
I
I
I
Telephone No.
Mail to: THE CENTER
Star Route Box 153-A
VaUey Lee, Md. 20692
(Zip)
I
1
'
^
32 / LOG / October 1978
.*51
�wm
SS Mary Picks Up 3 Sut vivors From Downed Plane
It looked like Sunday evening,
October 1, 1978, was going to be a
routine one for the crew of the SlUcontracted Mary (Marlin S.S. Co.).
Steaming along in the Gulf of Mexico,
not even the weather was acting up to
spoil the tranquility of the moment.
Suddenly, shortly before 6 p.m., a
vintage twin-engined DC-3 came
swooping down low over the ship. The
crew of the Mary soon realized that this
was no joker out for a Sunday joyride;
clearly, this plane was in trouble.
What happened next was described
by Chief Officer Bill Odom. "The plane
buzzed the ship a couple of times
Now They Can Cook and Bake
- ttnifUlltHitinll
lilfllKiiriH:'
• n i ! 11 i1)ti
p I> 'i
< I U t f 111 MM j I f i 14 I IK Mlllllf illll
indicating a distressed condition. Evi
dently they had lost all electrical systems
on the aircraft and could not maintain
their altitude. They ditched right
alongside the vessel."
A boat was launched from the Mary
and three survivors were picked up. The
pilot, pinned between his seat and the
instrument panel, went down with the
plane in 2,000 feet of water.
One of the survivors later revealed
that his group had been on a flight from
Miami to San Juan, Puerto Rico—a
south-easterly course normally requir
ing about 4 hours flight time in such an
aircraft. When the plane ditched—
almost 7 hours after leaving Miami—
they were about 80 miles south of
Pensacola, Florida, northwest of their
starting point.
A malfunctioning electrical system
does not fully explain why the plane was
heading in the opposite direction to that
which it was intended. The Federal
Aviation Authority and the National
Transportation Safety Board are in
vestigating.
After transferring the three survivors
to the Coast Guard cutter Point Verde.
the Mary continued on to the port of
Mobile. For the Mary, originally
launched in 1943 as the troopship
General J. R. Brooke (she was con
verted in 1964), the incident with the
downed plane in the Gulf of Mexico was
just one of many incidents in a long and
useful career.
Tiger By the Tail
In front of the HLS with their cook and baker sheepskins are (I. to r.) David Pappas
and Louis Fuentes.
r EUgibUity Rules For Benefits ^
I
I
Changed
to
125
Days
I
I
All Seafarers and Boatmen
should be aware that as part of
the changes in the Seafarers Va
cation, Welfare and Pension
Plans made to improve benefits
resulting from our recent con
tract negotiations, the Trustees
have changed the eligibility rules.
Now, to be eligible for benefits
under the Seafarers Welfare
Plan, a Seafarer or Boatman
must accumulate at least 125 days
seatime or boat-time in the previ
ous calendar year and one day
seatime or boat-time in the six
month period immediately pre-
ceding the date of claim.
Under the Vacation Plan, a
Seafarer or Boatman must now
accumulate 125 days seatime or
boat-time before filing for vaca
tion benefits.
In addition, to be eligible for
the Early Normal Pension (20
years seatime at 55 years of age.
Seafarers only), or the Disability
Pension (12 years service at any
age), an eligible employee must
accumulate 125 days seatime or
boat-time in the calendar year
immediately preceding his pen
sion application.
Seafarer Ed Dunn dropped a line over the side of his ship off the coast of Panama
recently and found himself in quite a battle with a 14-foot, 1,300 pound tiger shark.
Dunn brought .the denizen of the deep in himself. But he needed some helpinghands from the deck department to lift the shark aboard.
A MESSAGE FROM YOUR UNION
ARB.
FOR.
FDOl-$!
...AND
YOU
LOSE
YOUR
PAPERS
FOR
LIFE
I
October 1978 / LOG / 33
......
�Pensioner Ludwig J. "Blacky"
Bednar Sr., 67,
former IBU agent
for the port of
Chicago, died of a
heart attack on the
way to the Porter
Memorial Hospi
tal, Valparaiso, Ind. on June 1. Brother
Bednar joined the Union in the port of
Chicago in 1961 sailing as a scowman
and dredgeman for the Great Lakes
Dredge and Dock Co. from 1946 to 1956
and the Calumet Harbor and Lake Tow
ing Co. from 1958 to 1960. He sailed on
the tug Joseph H. Callan (Great Lakes
Towing) in 1971. Laker Bednar was a
member of the old ISU. He was born in
Middletown, Ohio and was a resident of
Hebron, Ind. Burial was in the Chapel
Lawn Memorial Gardens Cemetery,
Schererville, Ind. Surviving are five
sons, Ludwig of Crown Point, Ind.;
Albert, a 1968 SIU scholarship winner
alternate; James, Thomas and David
and three daughters, Mrs. Theresa De
Leo of Hebron, Anna and Agnes.
Pensioner John
J. Berry, 73,
passed away on
July 31. Brother
Berry joined the
Union in the port
of New York in
1962 sailing as a
dredgeman for
Price Brothers from 1948 to 1960, the
Lake Erie Dredging Co. and Dunbar
and Sullivan Co. He sailed 21 years. He
held No. 3 card in the Dredge Workers
Union in 1949. Laker Berry was born in
Toledo, Ohio and was a resident there.
Surviving are his widow, Ursula and a
son, James.
Pensioner
Charles E. Hughson, 79, succumb
ed to a stroke in
the Lafayette Gen
eral Hospital, Buf
falo, N.Y. on July
28. Brother Hughson joined the
Union in the port of Detroit in I960 sail
ing as a deck engineer, conveyorman
and mechanic for the 'American Steam
ship Co. for 31 years. He was a veteran
of the British Royal Navy in World War
I. A native of Buffalo, he was a resident
there. Interment was in Elmlawn Ceme
tery, Tonawanda, N.Y. Surviving are a
son, James of Lilydale, N.Y. and a
daughter, Lucille, also of Lillydale.
Aubrey E. Peabody, 57, died of a
heart attack on
June 25. Brother
Peabody joined
the Union in the
port of Cleveland
in 1968 sailing as
"
< a fireman-watertender, and deckhand for the Great
Lakes Towing Co. from 1968 to 1978.
He was also a member of the Truck
Drivers Union. Laker Peabody was a
veteran of the U.S. Navy in World War
II. Born in Elyria, Ohio, he was a resi
dent of Lorain, Ohio. Surviving are his
widow, Ruth; two sons, Thomas and
David and a daughter, Annette.
Pensioner
Thomas J. St.
Germain Sr., 66,
died of heart dis
ease at home in
New Orleans on
Apr. 22. Brother
St. Germain join
ed the Union in
the port of New Orleans in 1956 sailing
as a deckhand for the Crescent Towing
Co. from 1945 to 1964. He sailed for 36
years. Boatman St. Germain was born
in New Orleans. Burial was in the Westlawn Memorial Park Cemetery, Gretna,
La. Surviving are his widow, Isabelle
and a son, Thomas.
Anthony A.
"Tony" Taylor,
23, was lost off the
MjV Peter Fanchi (Ozark Ma
rine) on July 1.
Brother Taylor
^ joined the Union
in the port of St.
Louis in 1975, the year of his graduation
from HLSS in Piney Point, Md. He
sailed as a deckhand for the American
Barge Line Co. and Inland Tugs. Boat
man Taylor was born in Cairo, 111. and
was a resident of Granite City, 111.
Surviving are his widow, Margo; a son,
Anthony, and his parents, Mr. and Mrs.
Melvin and Buela Taylor of Alton, 111.
William P.
"Willie" Tracy, 23,
died of injuries in
Community Hos
pital, Freeport,
Tex. on June4asa
result of a car
crash. Brother
Tracy joined the
Union following his graduation from
the Harry Lundeberg School of Sea
manship, Pincy Point, Md. this year.
He was a veteran of the U.S. Navy in
1974. Boatman Tracy sailed for the
G & H Towing Co. He worked at SIU
Headquarters for more than a year be
fore entering HLSS. Born in Brooklyn,
N. Y., he was a resident there. Burial was
in Calvary Cemetery, Queens, N.Y. Sur
viving are his parents, Mr. and Mrs.
Robert and Mary Tracy and a brother,
all of Brooklyn.
Recertified Bo
sun Anthony B.
Barnes, 48, died of
a heart attack in
Portsmouth, Va.
on June 2. Bro
ther Barnes joined
the SIU in the
port of Norfolk in
1956. He graduated from the Recerti
fied Bosun Program in February 1976.
Seafarer Barnes was a veteran of the
post-World War II U.S. Air Force. He
was born in Portsmouth. Interment
was in the Olive Branch Cemetery,
Portsmouth. Surviving are his mother,
Lessie and a sister, Mrs. Iris Rodman,
both of Portsmouth.
William L.
Hampton, 54,
died on Aug. 16.
Brother Hampton
joined the Union
in the port of Phil
adelphia in 1966
sailing as a coo!'.
He sailed for the
Gellenthin Barge Line (lOT) from 1963
to 1964, Independent Towing in 1974
and for the Taylor and Anderson Co.
Boatman Hampton was born in Gibbstown, N.J. and was a resident of Mt.
Holly, N.J. Surviving are his widow,
Elizabeth; a son, Donald and a
daughter, Linda.
Ahmed S. Shahtoor, 34, died in
June. Brother
Shahtoor joined
the Union in the
port of Detroit in
1971 sailing as an
OS for the American Steamship
Co. and the Reiss Steamship Co. He was
born in Arabia and was a U.S. natural
ized citizen. Laker Shahtoor was a resi
dent of Dearborn, Mich. Surviving are
his widow, Zainb and a brother, Abdul
of Dearborn.
'Wm
Dominic D.
Sobotka, 47, died
of a heart attack
on the way to the
Ashtabula, Ohio
General Hospital
on July 26. Broth
er Sobotka joined
the Union in the
port of Toledo, Ohio in 1960 sailing as a
conveyor engineer and oiler for the Erie
Sand Co. and on the SS J. F. Schoellkopf Jr. (American Steamship) from
1970 to 1978. He sailed 25 years. Laker
Sobotka was born in Ashland, Wise,
where he was a resident. Interment was
in St. Agnes Cemetery, Ashland. Sur
viving are his widow, Laura Mae and his
parents, Mr. and Mrs. John and Valerie
Sobotka.
Pensioner Wil
liam T. Long, 81,
succumbed to a
cerebral hemor
rhage in the Paul
Oliver Memorial
Hospital, Frank
fort, Mich, on
May 31. Brother
Long joined the Union in the port of
Elberta, Mich, in 1953 sailing as a fireman-watertender for the Ann Arbor
Railroad Car Ferries for 30 years. He
was born in Elberta and was a resident
of Beulah, Mich. Interment was in the
Benzonia County (Mich.) Twsp. Ceme
tery. Surviving is a sister, Mrs. Ida
Priest of Beulah.
Pensioner Trin
idad Navarro, 69,
1 died of a heart at
tack in Santurce,
P.R. on May 23.
Brother Navarro
I joined the SIU in
1938 in the port of
New York sailing
as a bosun. He sailed 44 years. Seafarer
Navarro was born in Celebra, P.R. and
was a resident of Santurce. Burial was in
Santurce.
Kenny Lewis,
59, died of cancer
on Jan. 25. Broth
er Lewis joined the
SIU in 1938 in the
port of Mobile
sailing as a bosun.
He sailed 29 years
with the Delta
Line and the Waterman Steamship Co.
Seafarer Lewis was born in Dothan,
Ala. and was a resident of Camden, Ala.
Surviving are his widow, Maye; two
sons, Kenny and Leland and two
daughters. Regina and Wendy.
Pensioner Loran A. Snyder, 75. died
of heart failure in the Alpena, Mich.
General Hospital on July 7. Brother
Snyder joined the Union in the port of
Alpena in 1957 sailing in the steward
department. He was bom in Frankfort,
Mich, and was a resident of Alpena.
Interment was in Evergreen Cemetery,
Alpena. Surviving are his widow, Mary
and a daughter-in-law, Mrs. Bernice
Snyder of Kalamazoo, Mich.
Pensioner
Thomas H. Stev
ens, 58, died of a
I
I
heart attack on the
i]
y
Univer•
sity of South Alabama Medical
Center, Mobile on
/May 25. Brother
Stevens joined the SIU in 1945 in the
port of Mobile sailing as an AB. He
sailed 33 years. Seafarer Stevens was
born in Avabeco, N.C. and was a resi
dent of Prichard, Ala. Interment was in
Pine Crest Cemetery, Mobile. Surviving
are his widow, Vivian; two sons, Paul
and Wayne; two daughters, Deborah
and Donna and a grandson, Shannon.
-J
1
Pensioner Vir
gil L. Swanson,
67, died of lung
failure in the
Memphis Vete
rans Administra
tion Hospital on
June 5. Brother
Swanson joined
the SIU in 1940 in the port of New Or
leans sailing as a chief steward. He sailed
35 years. Seafarer Swanson was born in
Mississippi and was a resident of Mem
phis. Burial was in Antioch Cemetery,
Senatobia, Miss. Surviving is a sister,
Mrs. Lucy Martin of Memphis.
Pensioner CarHe W. White, 68,
died of lung fail
ure in the New Orleans USPHS
Hospital on June
23. Brother White
joined the SIU in
the port of Balti
more in 1957 sailing as a fireman-watertender. He sailed for 26 years. Seafarer
White was a veteran of the U.S. Army in
World War II. He was born in North
Carolina and was a resident of New
Orleans. Cremation took place in the St.
John Crematory, New Orleans. Surviv
ing is a cousin, Bernice Conyou of Sac
ramento, Calif.
Pensioner
David L. Wil
liams, 52, died of
lung cancer in the
New
Orleans
USPHS Hospital
on July 10. Broth
er Williams joined
the SIU in 1947 in
the port of New York sailing as a bosun.
He sailed 31 years. Seafarer Williams
was a veteran of the U.S. Navy in World
War II. He was born in Winder, Ga. and
was a resident of Slidell, La. Burial was
in Forest Lawn Cemetery, Slidell. Sur
viving is his widow, Patricia.
Pensioner Fred
Shaia, 77; passed
away on July 4.
Brother Shaia
joined the SIU in
1944 in the port of
New York sailing
as a chief steward.
He sailed 36 years
and during the Vietnam War. Seafarer
Shaia was a veteran of the U.S. Army in
World War I. Born in Syria, he was a
resident of Savannah. Surviving are his
widow, Susan of Farmingville, N.Y. and .
a daughter, Geraldine.
Dale W. Huffman, 50, died in Violet,
La. on July 25. Brother Huffman joined
the SIU in the port of New Orleans in
1951 sailing as a pumpman. He was
born in Hemphill, Tex. and was a
resident of Metairie, La. Burial was in
St. Bernard Memorial Gardens Ceme
tery, Chalmette, La.
34 / LOG / October 1978
iili*
�Pensioner Earl
Pensioner Ar
Q. Cain Sr., 69,
nold G. Heinvali,
succumbed to a
77, passed away
cerebral hemor
on Aug. 2. Brother
rhage in the Boay
Heinvali joined
(Ala.) Albertville
the SlU in 1944 in
Hospital on July
the port of New
18. Brother Cain
York sailing as an
joined the SlU in
AB. He sailed for
1946 in the port of Mobile sailing as a 47 years. Seafarer Heinvali was born in
cook for Delta Line. He walked the Estonia, U.S.S.R. and was a resident of
picketlines in the 1962 Robin Line beef Baltimore.
and the 1965 District Council 37 strike.
Seafarer Cain was born in McComb,
Robert K. BodMiss, and was a resident of Albertville.
den, 63, died on
Internment was in Brashers Cemetery,
July 2. Brother
Marshall County, Ala. Surviving are a
Bodden joined the
son. Earl and a sister, Mrs. Susie E.
" SlU in the port of
Christian, both of Albertville.
New York in 1968
Pensioner Ed
ward M. Cronin,
78, passed away in
the Laguna Hon
da Hospital, San
Francisco on July
10. Brother Cro
nin Joined the SlU
in the port of
Tampa in 1956 sailing as an assistant
steward and cook. He sailed 31 years. In
1957, he hit the bricks in the American
Coal Co. beef. Seafarer Cronin was a
veteran of the U.S. Navy in World War
I. Born in Brooklyn, N.Y.he was a resi
dent of San Francisco.
Pensioner Rob
ert J. "Bobby"
Patterson Jr., 60.
died of natural
causes on July 17.
Brother Patterson
joined the SlU in
1941 in the port of
New York sailing
as a cook. He hit the bricks in the 1961
Greater N.Y. Harbor strike. Seafarer
Patterson was born in Philadelphia and
was a resident of the Bronx, N.Y. Inter
ment was in Rosehills Memorial Park
Cemetery, Putnam Valley, N.Y. Surviv
ing are his widow. Bertha; a sister, Mrs.
Elizabeth Reese of New York City; a
nieee, Mrs. AlmaE. Martin, also of New
York City and a cousin. Seafarer Ruben
Jones.
Pensioner Leoncio O. Bumatay, 70, died of a
heart attack at
home in New Or
leans on July 27.
Brother Bumatay
joined the SlU in
1947 in the port of
New York sailing in the steward depart
ment for 30 years. He also rode the
Delta Line. Seafarer Bumatay was born
in the Philippine Islands. Burial was in
St. Vincent de Paul Cemetery, New Or
leans. Surviving is his widow, 11a Mae.
Cayetano T.
Sapatiro, 67, died
of a heart irregu
larity at home in
San Francisco on
July 25. Brother
Sapatiro joined
the SlU in the port
of Seattle in 1957
sailing as a chief steward. He sailed 34
years, and was a member of the SUP
before joining the SlU. Seafarer Sapa
tiro was a veteran of the U.S. Army in
World War II. He was born in the Phil
ippines. Cremation took place in San
Francisco. His ashes were placed in a
vault at the Golden Gate National
Cemetery, Sebastopol, Calif. Surviving
are his widow, Elizabeth; a daughter,
Mrs. Sharon Tandaguen of Richmond,
Calif, and an uncle, Emalano Sapatiro
of Honolulu, Hawaii.
. sailing as a fireman-watertender.
He sailed 20 years.
Seafarer Bodden was also a purser and
advertising salesman. He was a veteran
of the U.S. National Guard in World
War 11. Born in Mobile, he was a resi
dent of San Francisco. Surviving are a
son, Robert and two daughters, Mrs.
Sharon A. Manning of San Juan, P.R.
and Robin.
Pensioner Al
fonso J. Siirles,
60, died in Miami,
Fla. on Sept. 7.
Brother Surles
joined the SlU in
1946 in the port of
Baltimore sailing
as a bosun. He
sailed 37 years and rode the Isthmian
Line. Seafarer Surles was a port of San
Francisco delegate to a Piney Point con
ference. And he was a veteran of the
U.S. Navy in World War 11. Born in Orrum, N.C., he was a resident of Miami.
Surviving are a son, Alfonso; a
daughter, Tina of Daly City, Calif, and a
sister and brother-in-law, Mr. and Mrs.
Fred H. and Hariette M. Kirsch of
Miami.
Pensioner
^
Walter O. Hoven,
64, died of heart
failure in Mobile
on June 9. Brother
Hoven joined the
Union in the port
of Mobile in 1956
sailing as an AB
and towboatman for 19 years. He was
born in Grove Hill, Ala. and was a resi
dent of Lucedale, Miss. Interment was
in the Wilson Annex Cemetery, Mobile.
Surviving is his widow, Joycie.
Pensioner
Charles Furedi,
61, died Sept. 3.
Brother Furedi
joined the SlU in
the port of New
York sailing as a
J bosun. He sailed
for 33 years. Sea
farer Furedi also upgraded at Piney
Point. Born in Budapest, Hungary, he
was a resident of Houston. Surviving is
his sister, Mrs. Margaret Schabely of
Staten Island, N.Y.
Pensioner Gabriel Colon, 75, died of
cancer in the Rutland Heights, Mass.
Hospital on July 28. Brother Colon
joined the SlU in 1945 in the port of
New York sailing in the steward
department for 36 years. He also rode
the Bull Line. Seafarer Colon hit the
bricks in the 1961 N.Y. Harbor beef.
Born in Ponce, P.R., he was a resident
of West Brookfield, Mass. Burial was in
the Brookfield Cemetery. Surviving are
his widow, Emilia; a daughter, Mrs.
Alice Laviera and a grandson, Troy J.
Laviera.
Pensioner
Rouse E. Cutler,
82, succumbed to
heart disease in
the Peaufort, N.C.
County Hospital
on June 2. Brother
Cutler joined the
Union in the port
of Philadelphia in 1957 sailing on the
tug Evelyn (C. G. Willis Co.) from 1947
to 1961. He sailed 44 years. Boatman
Cutler was born in Washington, N.C.
and was a resident there. Burial was in
the Zion Church Cemetery, Washing
ton. Surviving are a sister, Mrs. Clara
Lloyd; a nephew, Herman Cutler and a
daughter-in-law, Mrs. Doris Cutler, all
of Washington.
Clyde A .
Boone, 62, died on
Sept. 1. Brother
Boone joined the
SlU in the port of
San Francisco in
1966 sailing as a
pumpman. He
sailed for 22 years.
Seafarer Boone also worked as a boilermaker-machinist as a member of the
United Rubber Workers Union. He was
a veteran of the U.S. Navy during and
after World War 11 sailing on the USS
Mispillion in the war. Born in Louisi
ana, Ky., he was a resident of Rich
mond, Calif. Surviving is his widow,
Gladys.
Jackson
N.
Manuel, 52, died
of a heart attack
in the East Jeffer
son General Hos
pital, Metairie,
La. on June 27.
Brother Manuel
joined the SlU in
the port of Lake Charles, La. in 1952
sailing as a cook. He sailed for 28 years.
Seafarer Manuel was a veteran of the
U.S. Navy in World War il. A native
of Oberlin, La., he was a resident there.
Interment was in the McGee Cemetery,
Ward, La. Surviving are his widow,
Leona; a son, Craig and a daughter.
Sheila.
Ulfar O. Sigurbjornsson, 41,
was lost at sea on
Aug. 16. Brother
Sigurbjornsson
joined the SlU in
the port of San
Francisco in 1965
sailing as an AB.
He also rode the Robin Line. Seafarer
Sigurbjornsson was born in Iceland and
was a resident of Los Alemitdes, Calif.
Surviving is a sister, Mrs. Erla Sadowinski of Buena Park, Calif.
Pensioner
James "Jimmie"
Jordan, 64, died
on Sept. 1 1.
Brother Jordan
joined the SIU in
1938 in the port of
Norfolk sailing as
a chief steward.
He sailed for 40 years. Seafarer .Jor
dan was born in Alabama and was a res
ident of Mobile. Surviving are his widow,
Veneita; eight sons, George, Alfred,
Keith, Leanthur, Theopolis, Raymond,
Louis and Leroy and five daughters,
Diane, Priscilla, Faydine, Vernetta and
Euline.
Robert Morrison died on Sept. 9.
Brother Morrison sailed for Tug
Management Corp. He was a resident of
New Orleans. Surviving is his mother of
Brandon, Fla.
Pensioner Ray
mond L. Miirrell,
81, passed away
on July 17. Broth
er Murrell joined
the Union in the
port of Norfolk in
1961 sailing as a
cook for the Gull"
and Atlantic Towing Co. from 1952 to
1966. He was also a member of the
United Mine Workers from 1957 to
1960. Boatman Murrell was born in
Maco, N.C. and was a resident of l.eland, N.C. Surviv ing are two sons, Rich
ard and Carl: a brother, .1. F. Murrell of
Wilmington. N.C. and a niece, Mrs.
Evelyn Hayes of l.eland.
Pensioner Tim
othy F. Hayden,
72, succumbed to
lung cancer in
Overlook Hospi
tal, Summit, N.,1.
on Aug. 29. Broth
er Hayden joined
the Union in the
port of New York in 1960 sailing for
the Penn-Central Railroad from 1929 to
1971. He was a member of the Masters,
Mates & Pilots Union from 1929 to
1960. Born in .lersey City, he was a
resident of Union, N.J. Burial was in
Holy Name Cemetery, Jersey City.
Surviving are his widow, Anna; a son,
Timothy and two daughters, Anna and
Barbara.
William J. Gallaway, 63, died in
the Community
Memorial Hospi
tal, Cheboygan,
Mich. .1 u n e 21.
Brother Gallaway
joined the Union
in the port oI
Frankfort, Mich, in 1969 sailing as a
fireman-watertender for the Mackinac
Straits Ferry Co. from 1969 to 1978. He
sailed for 23 years. Laker Galloway was
a veteran of the U.S. Coast Guard in
World War 11. Born in Detroit, he was a
resident of Frankfort. Interment was in
Calvary Cemetery, Cheyboygan. Sur
viving is his widow, Victoria.
Pensioner Walter Gniazdowski, 73,
succumbed at the John Hopkins Hospi
tal, Baltimore on June 20. Brother
Gniazdowski joined the Union in the
port of Baltimore in 1956 sailing as a
fireman-watertender and tug tender for
the Curtis Bay Towing Co. He sailed 49
years. Boatman Gniazdowski was born
in Biloxi, Miss, and was a resident of
Baltimore. Burial was in Holy Rosary
Cemetery, Baltimore. Surviving are his
widow, Augusta; two sons, Richard and
Thomas and a daughter, Dolores.
Willie A. Wright, 62, died ol lung
cancer in the Tampa, Fla. General
Hospital on Aug. 17. Brother Wright
joined the Union in the port of Houston
in 1975 sailing as a chief engineer for
Dixie Carriers on the tug Triumph from
1968 to 1978. He was also a member of
the International Union of Operating
Engineers, Local 25. Boatman Wright
was born in Dublin, Ga. and was a
resident of Tampa. Interment was in the
Garden of Memories Cemetery, Tampa.
Surviving are his widow, Ocie Lee and a
daughter, Katrina.
October 1978 / LOG / 35
m
�a
}
• 7
There are now 25 more firemen—waferfonriors in the SlU fleet. The graduating
group at the HLS are (front row I. to r.) Delton Ard. Vincent Kirksey, Ken Stevens,
John Miller. Freddie Gomez, Tom Arthur, Michael J. Hare, and Glen Mutton. In the
middle row (I. to r.) are Edward 0. Elder, 8. Todorowski, Paul Ferko, A. Matt,
The Harry Lundeberg
^
Orlando Flores, Luiz Dias, Bob Penry, John Aelick and Instructor James Schaffer.
The back row (I, to r.) has Robert Hess, Bob Smith, Ira Jessie, Clyde Hall, Reece
LaFollette, Sigismund Gordon Jr., Terrence E. Desnoyers, Harry J. Kinsman and
Richnell Williams.
School of Seamanship
'"For a bptter job today^ and job Hpcurity tomorrow,
An Assistant Cook
Three Basic Welders
Chief Cook's Cookin'
Seafarer Armando Moncada shows his
assistant cook diploma from the HLS.
We now have three more graduates of the Piney Point Basic Welding Course.
They are (I. to r.) Ralph Rumley, George AltschaffI and Tom Duffe.
Proud of his HLS chief cook diploma is
Seafarer Robert Frazier.
ABs—Young and Spunky
Giving us the high sign (front center) Steve Lupo poses with his graduating AB
class at the Point. They are (front I. to r.) Les Stravers, Jason Poss, Terry Cowans,
P. Betz, Angelo Tirelli, Dick Bundrick, Mike Wilt and Evan Jones. In the rear row :
(I. to r.) are Scott Wenneson, Hector Rosado, Robert Austin, William Mullins, •
Thomas McElaney, Kenny Pevny and Don Spencer.' ,
•
36 / LOG / October 1978
A Fine LNG Crew
Here's the LNG crew for the SS El Paso Southern (El Paso Gas) graduating from
the HLS special LNG program. In the front row (I. to r.) are Bill Bellinger, Tom
Reading, S. Homka, Eugene Oldakowski, R. Ramage, P. Sharp, P. Bland, D. Terry,
Mike McDermott and Pat Pillsworth, Piney Point port agent. In the back row (I. to r.j
are Darry Sanders (SlU rep), Arthur Maccory, S. Mondone, Mike Tennill, William
Arlund, Edward Savickas, Daniel O'Rourke, Robert Frazier, Eric Stevens and
Sam Bauh.
�Fred Stack
Seafarer
Fred Stack, 27,
graduated from
the HLS Entry
Program in
1971. He
upgraded to 3rd
cook in 1977.
Brother Stack
holds firefight
ing, lifeboat and cardio-pulmonary
resuscitation tickets. He was born
in Bayshore, L.I., N.Y., lives in
California and ships out of the
port of Wilmington.
Howard J. Kling
Seafar e r
Donald Dokulil,
22, graduated
from the Harry
Lundeberg
School in 1976.
He also, up
graded there in
1977 to FOWT
and welder.
Brother Dokulil has his firefighting,
lifeboat and cardio-puhnonary re
suscitation tickets. Born in Phila
delphia, he lives there and ships
from that port.
Seafarer
Howard J.
Kling, 26, joined
the SIU in 1974
when he gradu
ated from the
Piney Point En
try Trainee Pro
gram. Brother
Kling upgraded
to FOWT in 1977. He is a veteran of
the U.S. Army. He holds his fire
fighting, lifeboat and cardio-pul
monary resuscitation tickets. Born
in Jersey City, N.J., he is a resident
there and ships out of the port of
New York.
Sam Baugh
Augustin "Augie" Tellez
Seafarer
Sam Baugh, 25,
graduated from
Finer Point in
1975. He up
graded to A B
there in 1977.
Brother Baugh
holds firefight
ing, lifeboat and,
cardio-pulmonary resuscitation
tickets. A native of Boston, Mass.,
he is a resident of Bennuda and ships
out of the port of New York. Inci
dentally, Sam is the nephew of Pro
Football Hall of Famer passing
great, Slingin' Sammy Baugh of the
Washington Redskins.
Seafarer
A u g u s t i n
"Augie" Tellez,
23, joined the
SIU in 1976 fol
lowing his grad
uation j'rom the
Lundeberg
School. Brother
Tellez upgraded
to A B there last year. He also holds
firefighting, lifeboat and cardio
pulmonary resuscitation tickets.
Born in Puerto Rico, he lives in
Brooklyn, N. Y., and ships out of the
port of New York.
Donald Dokulil
John Schoenstein
Seafarer
John Schoen
stein, 29, grad
uated from the
HLS in 1968.
He upgraded to
A B in 1969.
Brother Schoen
stein sailed dur
ing the Vietnam
War when he survived the crash
landing of a U.S- Air Force trans
port plane hit by Vietcong fire. The
empty plane later exploded. He has
his firefighting, lifeboat and cardio
pulmonary resuscitation tickets.
Born in New York City, he now
lives in Belmont Shore, Calif. He
ships out of the port of Wilmington.
Alcolioli
disc
m IS
iiiiiiiHiiiniiiiiiiiiiiiiiiiiiiiiii
It can be
treateci.
Barry Harris
Seafarer
Barry Harris, 26,
graduated from
the Lundeberg
School in 1974.
He now sails as a
QMED after upgrading at
HLS. He also
has his firefight
ing, lifeboat and cardio-pulmonary
resuscitation tickets. Brother Harris
was born and lives in the port of
Mobile.
Franklyn Cordero
Seafarer
Franklyn Cor
dero, 25, is a
1972 graduate of
the Harry Lun
deberg School of
Seamanship in
Piney Point,
M d. He up
graded to 3rd
cook there in 1972, too. Brother
Cordero holds his firefighting, life
boat and cardio-pulmonary resu.scitation tickets. He was born in New
York City, lives in Brooklyn, N. Y.
and ships out of the port of New
York.
George Pino
Seafarer
George Pino,
25. graduated
from the HLS
Entry Trainee
Program in
1974. In 1976,
Brother Pino
up graded to
cook and baker
at the School He holds firefighting,
lifeboat and cardio-pulmonary re
suscitation tickets. Born in Brook
lyn, N. Y., he is a resident there and
ships out of the port of New York.
Charles Minix,
Seafarer
Charles Minix,
28,
a 1968
graduate of the
HLS Entry Pro
gram. This year
he upgraded to
QMED there.
Brother Minix
has his firefight
ing, lifeboat and cardio-pulmonary
resuscitation tickets. He was born
in Houston, resides in Richmond,
Calif and ships out of the port of
San Francisco.
1
m
WANTED
1
m
m
is
Kurt Kleinschmidt
Sea far e r
Kurt Klein
schmidt. 23,
graduated from
the Harry Lun
deberg School in
1974. Brother
Kleinschmidt
sails as an AB
and has his fire
fighting, lifeboat and cardio
pulmonary resuscitation tickets.
Born in Philadelphia he now lives in
and ships out of the port of Seattle.
steward Department ljpgraders|fii
m
Enroll now!
Job Opportunities in the Steward Department have nevei
been better. Make these opportunities your own.
Upgrade in the Steward Department at HI^S
Marshall Nov ark
Seafarer
Marshall Novack, 23, grad
uated from the
Lundeberg
School in 1976.
He upgraded to
A B this year.
Brother Novack
has firefighting,
lifeboat and cardio-pulmonary re
suscitation tickets. He was born in
New York and ships from there as
well.
m
m
m
(lliief Steward Deeeiiiber 11
(]hief (look Deeeiiiber 11, 22
si
m
<>o.ok and Baker Deeeniber 11, 22
Assistant (look Upon request
See your SIU Representative or contact the
Vocational Education Department, Harry
Lundeberg School, Piney Point, Maryland 20674.
Si
October 1978 / LOG / 37
�542 Have Donated $100 or More
To SPAD Since Beginning of 1978
The following SIU members and other concerned individuals, 542 in ail, have demonstrated an active interest in participating in political
and legislative activities which are vital to both our fob security and our social and economic welfare, by voluntarily donating $100 or more
to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money,
such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through
voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions.
It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no
contribution without fear of reprisal.) Twenty who have realized how important it is to let the SIU's voice be heard in the Halls of Congress
have contributed $200, eight have contributed $300, one has given $400, one has given $500, and one $600. The Log runs the SPAD Honor
Rolls because the Union feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of
our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington,
D.C.)
NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday
Abrams, R.
Acevedo, M.
Adams, E.
Adams, P.
Adams, P.
Adams, W.
Adamson, R.
Adcock, J.
Agugussa, A.
Aguiar, J.
Air,R.
Alcarin, G.
Aldgin, A.
Alexikis, A.
Algina, J.
Ali,D.
Allen, E.
Alien,!.
Alvarez, P.
Amat, K.
Ammann, W.
Andersson, A.
Anderson, D.
Anderson, E.
Anderson, R.
Antici, M.
Antone, F.
Appleby, D.
Apuzzo, W.
Aquino, G.
Arampazis, T.
Arias, F.
Aronica, A.
Aruz, A.
Atkinson, D.
Aumlller, R.
Avery, R.
Babkowski, T.
Balaga, C.
Barnes, D.
Barry, J.
Bartlett, J.
Bauer, C.
Baum,N.
Beeching, M.
Beeman, D.
SPAD Honor Roll
Bellinger, W.
Berglond, B.
Bjornsson, A.
Blackwell, J.
Bluitt, J.
Bluitt, T.
Bobalek, W.
Boehm, B.
Bonser, L.
Bourgeois, J. L.
Bowker, A.
Boyne, D.
Bradley, E.
Brady, J.
Braggs, W.
Bronnlee, R.
Brooker, A.
Brown, G.
Brown, 1.
Brown, 1.
Bruce, C.
Bryant, B.
KNOW YOUR RIGHTS
Bryant, N.
Cherup, N.
Bucci, P.
Chlllnski,T.
Bullock, R.
CInquemano, A.
Buffinton, O.
Cirignano, L.
Burgo, C.
Clark, J.
Butch, R.
CUne,L.
Byrd, J.
Cof one, W.
Cafefato, W.
Colter HI,!.
Caffey, J.
Colon, E.
CahlU, C.
Comstock, P.
CahlU,!.
Conklln,K.
Cain, R.
Connolly, W.
Calogeros, D.
Conolly, R.
Campbell, A.
Cooper, J.
Carey, W.
Corder, J.
Carr, Jl.
Cortez, J.
Carter, R.
Costa, F.
Castel, B.
Costango, F.
Costango, G.
Caswell, J.
Carr, J.
Costango, J.
Carroll, J.
Costello, A.
Cavalcanti, R.
Courins, W.
Continued on next page
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Ciulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements .specify that the trustees
in charge ol these tunds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. Ali trust
fund financial records arc available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Buaid by certified mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, ('hairman. Seafarers Appeals Board
275 - 20fh Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all limes, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
38 / LOG / October 1978
Craig,!.
Cross, M.
Cruz, A.
Curtis, T.
Czerwlnskj,!.
Dallas, C.
Dalman, G.
Dariey, B.
Davis,!.
Davis,!.
Davis,!.
Davis, S.
Debarrios, M.
DeChamp, A.
Deldaeh, T.
Delea, G.
DeU, R.
Del Moral, A.
Demetrios, J.
Deogate, H.
DiDomenko, J,
Diaz,R.
Dieicks, J.
DiGiorgio,!.
Dillings,L.
Doak, W.
Dobbins, D.
Dockwiller, L.
Doherty, W.
Dolan,!.
Dolgen, D.
Donnelly, M.
Donovan, P.
Domes, R.
Driggers, T.
Dncote, C.
Dndan, M.
Dudley, K.
Duffel, T.
Du%,!.
Dupuis, M.
Durden, W.
Dwyer, J.
Dyer, A.
Edcert,B.
Edwards, W.
Elzahri, A.
Ervin, B.
Eschukor, W.
Evans,!.
Evans, M.
Fagan, W.
Faitz,F.
Fanning, R.
Fay,!.
Ferebee, R.
Fergus, S.
Filer, W.
Flade,L.
Fletcher, B.
Flores,!.
Florous, C.
Foley, P.
Franco, P.
Francnm, C.
Frank, S.
Frazier,!. '
Frounfelter, D.
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA^
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.-,
as well as all other details, then the member so affected
should immediately notify headquarters.
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
lllllHim[lini||||||il||[|||lll|||i||llll!!!|||lll|||||lll|||||jlll||!ll!!l^^
patrolman or other Union official, in your opinion, fails
to protect your contract rights properly, contact ^the
nearest SIU port agent.
EDITORIAL POLICY — THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmedby membership action at the September, I960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the F.xeciitive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
ofiicial Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an plficial.receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
SEAFARERS POLHICAL ACIIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. Ali
contributions are vo'uniaiy. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y. 11232.
�®
Continued from preceding page
Lunsford, J.
Lusk, J.
Macmberg, D.
Madajewski, M.
Mainers, T.
MalDonado, B.
Malesskey, G.
MaUory, A.
Manafe, D.
Mandene, S.
Mann, C.
Mann, J.
Marchaj, R.
Martin, T.
Martinez, Q.
Mason, R.
Mathil, M.
McCarthy, J.
McCarthy, L.
McCartney, G.
McCorvey, D.
McCoy, D.
McEhoy, E.
McFarland, D.
McFarland, J.
McGinnis, A.
McGregor, K.
McKay, M.
McKay, R.
McKay, R.
McNeely, J.
Meacham, H.
Meeder, H.
Meffcrt, R.
Mesford, H.
MUler, D.
Miller, K.
Mintz, L.
Mobley, R.
Mollard, C.
Mongelli, F.
Moore, G.
Moore, J.
Moore, J.
Morris, A.
Morris, W.
Morrison, J.
Mull, C.
Murray, C.
Murray, R.
Musciato, M.
Myers, H.
Myrex, L.
Nash,W.
Nelson, D.
Nelson, J.
Newberry, H.
Nezaro, S.
Niheni, W.
SPAD Honor Roll
Fuller, E.
Fuller, G.
Furukawa, H.
Gallagher, L.
GalUer, M.
Gann,T.
Gard, C.
Gavin, J.
Gentile, C.
George, J.
Gilliam, R.
Gimbert, R.
Givens, J.
Glenn, J.
Glenn, J., Jr.
Glidewell, T.
Gobrukouich, S.
Goeltz, W.
Golder, J.
Gooding, H.
Goren, J.
Gos5e,F.
Graham, E.
Grant, W.
Grepo, P.
Guevara, D.
Guillen, A.
Hager, B.
Hall,C.
Hall,£.
Hall, J.
Hall,L.
HaU, W.
Hainblet, A.
Hamilton, G.
Hampton, D.
Haney, L.
Hansen, H.
Hant, K.
Harris, N.
Harris, W.
Hauf,M.
Haykes, F.
Heacox, E.
Heifer, J.
Henlken, E.
Higgins, J.
Home, H.
Houlihan, M.
Houston, H.
Hunter, W.
Hurley, M.
Huss, P.
Hussain, A.
Hussain, T.
Hutton, G.
lovino, L.
Ipsen, L.
Jacobs, R.
Japper
Johnson, R.
Johnson, S.
Johnston, C.
Jolley, R.
Jones, C.
Jones, R.
Jordan, A.
Joseph, E.
Karlak, W.
Kastina, T.
Kauffman, R.
Kelly, E.
Kelly, W.
Kenny, L.
Kerr, R.
Kilford
Kirby, M.
Kitchens, B.
Kizzire, C.
Knoff, J.
Koflon'ich, W.
Kool, L.
Kowalski, A.
Kramer, M.
Krittiansen, J.
Lamb, J.
Lambert, H.
Lance, W.
Lanczky, W.
Lankford, J.
Lay, M.
Lee, £.
Lee,K.
Legg,J.
Lelonek, L.
Leonard, W.
Lesnansky, A.
Lewin, A.
Lewis, J.
Libby, H.
Lindsey, H.
Lively, H.
Logue, J.
Loleas, P.
Long, L.
Lorman, S.
Loveland, C.
$600 Honor Roll
Pomerlane, R.
$500 Honor Roll
Antich, J.
$400 Honor Roll
LiUedahl,H.
$300 Honor Roll
Andersen, R.
Chartier, W.
Curtis, T.
Forshee, R.
HaU, P.
Harcrow, C.
Larkin, J.
Nasser, A.
^200 Honor Roll
N
•:
Nobles, E.
Novak, A.
Nuckols, B.
O'Brien, E.
O'Hara, M.
Oldakowski, E.
Olds, T.
Olivera, W.
Olson, F.
Om, L.
Orsini, D.
Ortiz, F.
Ortiz, F.
Paczkowski, S.
Pagano, J.
Papuchis, S.
Paradise, L.
ParneU, J.
Passapera, F.
Paulovich, J.
Payne, D.
Payne, H.
Pecquex, F.
Pelfrey, M.
Perez, J.
Petak, P.
Phillips, R.
Pillsworth, P.
Poer, G.
Pollack, A.
PoweU, B.
Powell, S.
Prentice, R.
Pretare, G.
Prevas, P.
Priess, E.
Prims, J.
PuUiam, J.
Quinter, J.
Raines, R.
Ramage, R.
RandaU, L.
Randazza, L.
Ratcliffe, C.
Reck, L.
Regan, F.
Reinosa, J.
Reza, O.
Richardson, J.
Richoux, J.
Ries, J.
Rings, E.
Ripoll, G.
Rivera, L.
Roades, O.
Roberts, J.
Rodriguez, R.
Rondo, C.
Royal, F.
Rung, J.
Ryan, T.
Sacco, M,
Sacco,J.
Salazar, H.
Sanchez, M.
Sanders, D.
SanFillippo, J.
Sapp, C.
Sapp, G.
Schabland, J.
Schatz, G.
Scheard, H.
Schwartz, A.
Schwarz, R.
Schwabland, J.
Scott, C.
Scott, J., II
Scully, J.
Seager, T.
Seagord, E.
Selzer, R.
Selzer, S.
Serrano, A.
Shappo, M.
Sharp, W.
Shaw, L.
Shelley, S.
Shopatt, H.
Sigler, M.
Sigley, R.
SUva, M.
Sims, E.
Skala, T.
Smith, B.
Smith, J.
Smith, L.
Smith, R.
Smith, W.
SneUgrove, L.
Somerville, G.
Sorenson, W.
Sorest, T.
South, R.
Spady, J.
SpeUer, J.
Spencer, G.
Stalgy, R.
Stankicwicz, A.
Stearns, B.
Steinberg, J.
Stephens, C.
Stevens, W.
Stockman, B.
Stover, M.
Stravers, L.
Sulentic, S.
Surrick, R.
Swain, C.
Grima, y.
If
f (• 1
'ij( ! ! .'
Hagerty, C.
Kemgood, M.
Kingsley, J.
Lombardo, J.
McCuIlough, L.
Pow, J.
Reck, L.
Redgate, J.
Turner, E.
Turner, T.
Zai, C.
Zeloy, J.
-• •;
SEAFARERS POLITICAL ACTIVITY DONATION
(SPAD)
675 FOURTH AVENUE
BROOKLYN, N.Y. 11232
Date.
S.S. No.,
.Book No.,
Contributor's Name.
Ahmed, F.
Bernstein, A.
Brand, H.
Cookmans, R.
Crocco, G.
Drozak, F.
Dryden, J.
Ellis, P.
Firth, R.
GUbo.T.
Swanson, R.
Sweeney, J.
Szupp, B.
Tanner, C.
Tanner, R.
Taylor, F.
Terpe, K.
Terry, D.
Thaxton, A.
Thayer, D., Jr.
Theiss, R.
Thomas, F.
Thomas, J.
Thomas, 1'.
Thorbjorsen, S.
TilIey,J.
Tillman, W.
Todd, R.
Trotman, R.
Troy, S.
Turner, B.
Ulrich, H.
Uusciato, J.
Vahcy, R.
Van Horn, D.
Vanvoorbees, C.
Velandra, D.
Velasquez, W.
Velez, R.
Vukmir, G.
Walker, T.
Wallace, S.
Ward, M.
Weaver, A.
Webb, J.
Whitmer, A.
Whitsitf,M.
Wierschem, D.
Wilhelmsen, B.
Williams, A.
Williams, L.
WUliams,R.
Wilson, B.
Wilson, C.
Wingfield, P.
WIpmer, R.
Wolf, P.
Wood, C.
Worley, M.
Wright, A.
Wright, F.
Wright, N.
Wydra, R.
Yarmola, J.
Yates, J.
YeUand, B.
Young, E.
Address.
City
-State,
-Zip Code
I acknowledge and understand that SPAD is a separate segregated fund established and administered
by my Union to engage in political activities and to make contributions and expenditures for candidates
seeking political office and solicits and accepts only voluntary contributions, and I have the right to
refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun
tarily determine and I herewith contribute the sum of $
. This contribution constitutes my
voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A
copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from
the Federal Election Commission, Washington, D.C.
Signature of Solicitor
Solicitor's No.
1978
Port
$
! •
I'jhI-'j.'
October 1978 / LOG / 39
�y
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
NSSO*
OCTOBER 1978
u-
Register and Vote
/t's as American as Baseball
Up unlil the last World Series
^ame, alot of us spend alot of tirne
in front of a TV set. And the
football season's approach to the
midway mark is plenty of reason
for members not at sea to remain
armchair athletes.
Spectator sports are part of the
wav of life in this country. Every
one enjoys them and no one would
trade those few hours in a comfort
able chair spent rooting for the
home team.
But another American tradition
demands more active participation
to keep it going and that's the
right—and the obligation — of
everv U.S. citizen to vote.
Just like most sports are a
collective effort, with everyone
doing his part for the good of the
team, voting is another form of
teamwork. Each individual vote
counts towards letting our elected
representatives know how we feel
about what they're doing and
saying.
Letting our Senators and Con
gressmen know, through our
votes, we're either for them or
against them is a fair exchange
because the people we send to
Washington have a lot to say about
how the rest of us live our lives.
They decide how much we pay
in taxes and what those tax dollars
are spent on. By passing legisla
tion they can keep American jobs
from being lost to foreign competi
tion; determine how much health
care and education will cost us,
and protect our right to join and
participate in labor unions.
If our elected representatives
have so much to say about our
livelihoods, health and security,
we should at least have.something
to say about who they are by going
to the polls on Election Day.
Also by asking for—and usingabsentee ballots in the case ^f|
many Seafarers who are away from
home on Nov. 7.
Register and vote! It's as
American as baseball,
SIU members are also asked to
donate time and energy to work on
behalf of candidates who support
maritime.
But the most basic political I
action, and the simplest one to
perform, is voting. Only you can't f
vote from your living room.
You don't have to exercisel
much to cheer on a team from the
sofa or the sidelines, but you do
have to exercise your right to vote.
•
r-'
.•/
Ljsaiu
C.v .
. , —. • '
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
October 1978
Description
An account of the resource
HEADLINES
SIUNA KICKS OFF 1978 CONVENTION IN NATION’S CAPITAL
CONGRESS PUTS LEASH ON RUSSIAN RATE SLASHING
SIU WRAPS UP EAST COAST SHIPDOCKING PACTS
LOG WINS TOP HONORS IN LABOR PRESS CONTEST
AL BERNSTEIN, SIU WELFARE DIRECTOR, DIES AT 64
NEW 3-YEAR PACT SIGNED WITH G&H TOWING
AGING GREAT LAKES MERCHANT FLEET SET FOR REVITALIZATION
HUMPHREY-HAWKINS JOB BILL PASSES CONGRESS
OCEAN MINING BILL TO BE VOTED NEXT YEAR
ALLIED CMDR. SAYS U.S. FLEET IS AT HALF STRENGTH
ADVENTURER JOINS SIU FLEET
SEA-LAND TO BUILD 12 NEW CONTAINERSHIPS
BOATMAN FINDS SIU WELFARE PLAN ‘PAYS MORE THAN ANY OTHER’
W. GERMAN UNIONISTS TOUR HLS
CONGRESS PASSES ‘USER TAX’ ON INLAND WATERWAYS; NEW HOPE FOR LOCKS AND DAM 26
CONGRESS PASSES GREAT LAKES VESSEL FINANCING
SIU URGERS CARTER TO SIGN BILL TO CURB REBATING
CONGRESS RESTORES $20 MILLION TO PHS SYSTEM BUDGET
SIU UPGRADERS GET TWO-DAY BRIEFING ON SIU’S WASHINGTON POLITCAL SCENE
SS UNITED STATES SOLD FOR $5 MILLION
T.I. SCHOLARSHIP UPGRADERS GET POLITICAL ACTION TOUR
REP. METCALFE DIES OF HEART ATTACK
DOT HOPES TO CUT DOWN TRANSPORT ACCIDENTS
MCCLOSKEY-U.S. MARITIME’S BIGGEST DETRACTOR GOT BIG BUCKS FROM BIG OIL, FOREIGN SHIPPING
TRANSPORTATION INSTITUTE STUDY SHOWS CONFLICT OF INTEREST
LOCK AND DAM 26 GETS OK, BUT SO DOES INLAND USER CHARGE
ALASKAN OIL RUN PROVIDING NEW FRONTIER FOR SEAMEN
SIU-MANNED BUFFALO NEWEST ADDITION TO LAKES FLEET
42 CONGRESSMAN FORM COALITION TO BOOST U.S. SHIPBUILDING
SOME GOOD NEWS ON USPHS, BUT THE FIGHT GOES ON
NEW USPHS HOSPITAL OPENS IN NASSAU BAY, TEX.; IT’S THE FIRST IN 40 YEARS
UNION SAILORS BATTLED FOR $30 A MONTH
LAKES SAFETY EYED AT EDMUND FITZGERALD HEARINGS
DELTA MAR CARRIES UP RELICS FOR U.S. CAR LOVERS
BRAVERY IS THE MARK OF AMERICAN SEAMEN
NUMEROUS SIU CREWS, MEMBERS HONORED WITH AOTOS AWARDS
AOTOS NAMES MURPHY TRUE FRIEND OF U.S. MARITIME
SIU PILOT LAUNCH CREW AVERTS SUB, CUNARD SHIP CRASH OFF NORFOLK
HLSS. PRES. HAZEL BROWN NAMED TO MARITIME TRANSPORT BOARD
SS MARY PICKS UP 3 SURVIVORS FROM DOWNED PLANE
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
10/1/1978
Format
The file format, physical medium, or dimensions of the resource
Newsprint
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
Vol. 40, No. 10
1978
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/bc7868e2eaea6cc9cf4cb145bf11f4a0.PDF
0904ad258dcb5ec138531a2f4b19d15a
PDF Text
Text
i
. -I
Official^ublicati^^
International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
SEPTEMBER 1978
Elizabeth Smith Joins SiU inland Fleet
rm
m
Forge New
lOT Pact Paves Way
For Industry Wide
Programfor
Advcincements
NMC
for Boatmen
X •
See Page 2
;•;"; '•
^
" See Page 3
• • •'"••' a- '',
•
Carter Signs OCS Bill Into Law
See Page 3
»
h ,
�Labor, Management Forge New Program for NMC
Washington, D.C.—In its first public
meeting since weathering a Congres
sional attack, the National Maritime
Council (NMC) put forth a strong
showing of support from labor and
management and received the promise
of continued backing from government
by a top Administration official.
Close to 400 representatives from all
segments of the U.S. maritime in
dustry attended the NMC meeting here
on Sept. 8, 1978. The guest speaker was
Ambassador Robert S. Strauss, the
president's special representative on
international trade and counselor on
inflation.
The gathering was held in the wake of
the recent withdrawal of the U.S. Mari
time Administration from the NMC.
Previously, the organization had func
tioned as a cooperative effort of labor,
management and government to pro
mote the U.S. merchant marine.
Despite Marad's withdrawal, which
was the result of the Congressional
attack, NMC Chairman James R.
Barker pledged a stepped up campaign
of U.S. flag ship marketing, communi
cations and labor-management co
operation.
Moreover, Ambassador Strauss
stressed that although Marad is no
longer a formal partner in the NMC,
"we're going to have to learn to get
cooperation with both business and
labor in conjunction with government
to make the system work. We have to
get the whole pie in the oven, not
just two-thirds," he said.
Strauss pointed out that there are
negative but also positive aspects of the
NMC working without direct participa
tion by a government agency. "You are
now freer to do more in promotion with
out the restrictions imposed by govern
ment involvement, while enjoying the
friendly support and empathy which
this Administration does have for the
maritime industry," he said.
Strauss cited the country's need for a
"strong export program and a strong
Trade Act, which would involve a larger
use of U.S.-flag ships." He urged a
stronger U.S. merchant marine, but did
not talk at length about the overall
need for that goal to his audience of
maritime supporters. "1 preach, but not
to the choir," he quipped.
NMC Chairman Barker was directly
critical of the Congressional attack on
SlUNAto Hold 18th Convention Oct. 16-19
The Seafarers International Union of
North America will hold its 18th
Triennial Convention Oct. 16-19, 1978
in Washington, D.C.
Several hundred delegates from the
SIUNA's 28 affiliated unions, represent
ing nearly 100,000 workers, will gather
at the convention to discuss problems
and progress within their organizations
over the past three years and to set goals
for the next three.
SIUNA President Paul Hall will chair
the convention proceedings, which will
include a number of addresses from
prominent people in government and
labor. A number of workshops covering
legislation and other items of impor
tance to the maritime worker will also he
presented for convention delegates.
A complete rundown on the conven
tion will be carried in the October issue
of the Log.
=)
Paul Hall
^©[p)(o)Fft
Getting Tougher All The Time
Working successfully in the political battleground has never been an easy
job. Anything we have ever achieved politically has been an uphill struggle.
Nothing has come without a knock-down, drag-out fight. And, for a
number of reasons, the job of political action is not about to get any easier.
One of the reasons is that there are so many new politicians coming onto
the scene with each new election.
Most of these new politicians have never seen a merchant ship much less
understand the complicated problems facing the maritime industry and the
200,000 workers that make their livings in it.
Also, these new politicians are replacing a lot of old line members of
Congress, many of whom were veterans of World War II or the Korean War
and understood the necessity of a strong U.S. flag fleet to our national
security.
You can be sure that after November's election, in which all 435 seats of
the House of Representatives and one third of the Senate seats are up for
grabs, there will be many more new faces around Washington come
January 1.
All of these things—including changing faces, attitudes and ideas on the
political front—create new problems and new challenges for us in a political
sense.
At the same time, these things make it more and more difficult for us to
work effectively in the political arena. This is a very serious problem
because there is no doubt in my mind that the future of our organization
depends heavily on our ability to take effective political action on a broad
range of issues concerning the maritime industry.
The
cou.'-se, is that we have to dig in a little deeper, work a
Change of address cards on Form 3579 should be sent to Seafarers International Union
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No.
2 / LOG / September 1978
SlU President Paul Hall, right,confers with U.S. Special Trade Representative
Robert Strauss at a luncheon in Washington this month sponsored by the National
Maritime Council. Ambassador Strauss, who was the featured speaker, reiterated
the Administration's commitment to building and maintaining a strong U.S.
merchant marine. In background is Jesse Calhoon, president of National MEBA.
Marad and the NMC. which led to their
raised and innuendos made precisely at
split. Unsubstantiated charges that
Marad played an improper role within
the NMC were made at hearings held in
July by the House Subcommittee on
Commerce, Consumer and Monetary
Affairs. (See August Log, page 3.)
"Some seem to believe that govern
ment cooperation with business is some
how unwholesome, that the two should
be adversaries. It's as if they were saying
that government, a creature of the
people, should now turn on its creator
in the manner of a latter-day Franken
stein's monster," Barker said.
He also suggested that the attack
seemed to be timed to create a road
block against recent maritime advances.
"We find it interesting that for seven
years, the constructive relationship
between the Maritime Administration
and the National Maritime Council was
unquestioned -and that questions were
the time that the NMC had made im
portant gains in strengthening the U.S.
flag shipping industry and in informing
millions of Americans of the vital im
portance of maintaining a strong
merchant fleet."
Barker explained that the NMC had
"exemplified something wholly unique
by providing a forum of communica
tion and cooperation among manage
ment, labor and government," at a time
of crisis for the U.S. fleet. He said that
the organization had achieved an un
broken record of stable managementlabor relations and a significant increase
in the amount of cargo carried by U.S.flag ships.
But he stressed that labor and
management would "not only continue,
but in fact, expand" the NMC's unique
efforts to carry these achievements
forward.
little harder and devote more and more of our resources to the political
area.
We must also try to continually widen the scope of our political action
programs to ensure that American maritime workers benefit from any and
all new developments—like ocean mining—in the maritime industry.
On top of this, we must be more vigilant than ever in protecting bene
ficial maritime laws—in particular the Jones Act—that are already on the
books.
There's just one problem with expanded action in the political area. The
more you expand the more it costs.
As always, the Union depends totally on this membership's voluntary
contributions to SPAD for our political action programs. SIU members
have staunchly supported SPAD year after year providing the Union with
the tools to work effectively in the political area.
However, with the kinds of expanded programs we are becoming in
volved in, we must also expand our SPAD program if we are to continue to
be effective politically over the long term.
It's not fair, though, to ask SIU members, who have done their share, to
come up with more out-of-pocket donations to SPAD. This is why we es
tablished a voluntary checkoff program for collecting SPAD a few months
ago. I urge all SIU members to support this important new program by
signing the checkoff authorization form.
Essentially, when you sign this form you are authorizing the
Vacation Plan to deduct 30 cents a day for every day you work from your
vacation benefit and transfer it to the SPAD fund.
Thirty cents a day may not sound like much. But believe me, brothers, if
every SIU member supports the checkoff program, it will provide the Union
with the kind of funds absolutely necessary for us to continue to be effective
in the political area.
In the three months that the program has been in effect, many SIU
members have signed the authorization. And I'm sure that it will only be a
matter of time before all SIU members sign up as well.
The sooner this happens, though, the better. Because the SIU's political
programs are aimed at one very important goal—the protection of this
membership's job security structure by working to continually expand the
job market for American seamen.
Maintaining job security has never been easy. But because of the new
attitudes toward maritime in Congress, it is becoming more and more dif
ficult every day.
We possess the means to meet this new challenge through the SPAD
checkoff program. Now it's up to SIU members, as it has always been, to get
the job done once again. Our future depends on it.
�SlU Wins Landmark Pact for lOT Boatmen
Contract Paves Way for Industry Wide Gains for Inland Members
SIU Boatmen with Interstate Oil
Transport have ratified a landmark
contract in the inland industry.
About 300 licensed and unlicensed
lOT crew members have gained sizeable
wage increases as a result of the new
contract, plus the highest pension bene
fits and the most extensive welfare
coverage ever negotiated for SIU
Boatmen.
The new three year contract and bene
fit plan agreements were ratified on July
1, 1978. They cover all SIU Boatmen in
lOPs "green fleet," which is a tug and
barge, petroleum and chemical trans
port operation out of Philadelphia and
on the East Coast.
But the new benefits also set a pattern
for future goals for SIU Boatmen
throughout the industry. They not only
include significant increases over
present benefit payments, but also addi
tional benefits never before available to
Boatmen.
Pension Benefits
The monthly pension benefit will go
up by $100. for eligible lOT Boatmen in
two steps over the course of the new con
tract.
Effective January, 1979, the present
$340. monthly beneHt will be raised to
$390. Beginning June, 1980, it will
be further increased to $440. a month.
Moreover, lOT Boatmen now can re
ceive pension benefits at age 55 if they
have 7,300 days (20 years) seatime. This
is known as the Early Normal Pension
and it is a first for Boatmen. It is avail
able to lOT Boatmen along with the two
benefits already provided by the Sea
farers Pension Plan:
• Regular Normal Pension—
Seatime: 5,475 days (15 years)
Age: 62
• Disability Pension—
Seatime: 4,380 days (12 years)
Any Age, plus a disability award from
the Social Security Administration
The $100 increase in the monthly
payment applies to all three types of
pension benefits. But the Early Normal
Pension makes even higher payments
possible.
These are provided through two addi
tional benefits which were negotiated
for lOT Boatmen: Early Normal
Pension Increments and the Special
Pension Supplement. Boatmen must
fulfill the Early Normal Pension re
quirements, 7300 days seatime (20
years) at age 55, to be eligible for both of
these programs.
Under the Increments program, an
lOT Boatman can now get an additional
$25 on top of his monthly pension bene
fit for every additional full year (365
days) that he works after he qualifies for
an Early Normal Pension (7300 days at
age 55). The maximum is seven incre
ments, which adds up to a monthly
pension benefit of $615.
The Special Pension Supplement is
another opportunity to receive higher
benefits. Once an lOT Boatman quali
fies for an Early Normal Pension, he can
gel one additional full year of pension
benefits (12 times the monthly benefit
payment) in a lump sum payment if he
works two more full years (730 days)
before he retires.
For example, two more years (730
days) employment would add $50 (or
two $25 increments) on to the Boat
man's monthly pension benefit, bring
ing it up to $490. A full year of benefits
at this rate would give him a lump sum
bonus (or Special Pension Supplement)
of $5,880.
Welfare Benefits
The welfare benefits offer brand new
and greatly expanded coverage for lOT
Boatmen and their families. The most
important new welfare benefit is a pro
gram of Major Medical coverage for
dependents of Boatmen. This new pro
gram takes over where the basic Plan
leaves off. It pays up tq 80 percent of any
charges remaining after the benefits
provided by the basic Plan are paid.
For example, if a member's depen
dent receives an $800 surgery bill, and
the basic Plan pays $600 of the charges.
INDEX
Legislative News
Carter Signs COS Bill
Page 3
Ocean Mining
Page 19
Hovercraft
Page 4
SIU in Washington .,. Pages 9-10
Union News
Seamen's Health Care
Page 4
Labor Day Message
Page 11
President's Report.
Page 2
Headquarters Notes
Page 7
LNG Gemini
Pages 20-21
Brotherhood in Action ... Page 28
At Sea-Ashore
Page 22
SPAD Checkoff
Back Page
Tug Elizabeth Smith
Page 15
Great Lakes'Picture
Page 8
Inland Lines
.Page 6
SPAD honor roll
Pages 38-39
General News
National unemployment... Page 6
Cargo Share to Grow
Page 12
Alaska Oil
Taiwanese Seamen
Ship's Digests
Dispatcher's Reports:
Great Lakes
Inland Waters
Deep Sea
Page 4
Page 14
Page 27
Page 14
Page 28
Page 36
Training and Upgrading
'A' seniority upgrading ... Page 37
Towboat Scholarship Pages 16-17
Piney Point Grads
Page 29
Membership News
New pensioners
Final Departures
Delta America
Allegiance Rescue
Scholarship winner
Page 32
Pages 30-31
Page 12
Page 12
Page 22
Special Features
Andrew Furuseth
Pages 33-35
30 cents a day
con buy you
job security
SEE BACK PAGE
then, 80 percent of the remaining $200
(or $160) will be picked up in coverage
provided by the new Major Medical
program.
The families of lOT Boatmen also
have additional financial security
through a tremendous increase in the
death benefit provided for active Boat
men. The maximum coverage of $5,000
previously provided has jumped to
$20,000.
The new Death Benefit and the sea
time requirements for receiving it are as
follows:
• $5,000—125 days seatime in the
previous calendar year, and I day
employment in the 6 month period
immediately preceding date of death.
• $10,000—125 days seatime in each
of the 3 consecutive previous calendar
years, and 1 day in the six month period
immediately preceding date of death.
• $12,500—125 days in each of the 4
consecutive previous calendar years,
and one day in the previous six months.
• $15,000—125 days in each of the 5
consecutive previous calendar years,
and 1 day in the previous six months.
• $17,500—125 days in each of the 6
consecutive previous calendar years,
and 1 day in the previous six months.
• $20,000—125 days seatime in each
of the 7 consecutive previous calendar
years, and 1 day in the six month period
immediately preceding date of death.
Expanded welfare benefits to the
dependents of lOT Boatmen also
include the following:
• Hospital Extras: The Plan will
pay all reasonable charges made by
the hospital in addition to room and
board for a maximum of 90 days per
confinement. This is an increase from
60 days confinement under the old
schedule.
• Emergency Treatment: The Plan
will now cover emergency treatment
received in a doctor's office as well as
paying for such treatment received in
a hospital.
• Student Coverage: The Plan will
extend dependent benefits to children of
Boatmen who are full-time students
up to the age of 25. This is an extension
from age 19.
In addition the optical benefit is
increased from $30 to $40 for eye
examinations and eyeglasses for both
Boatmen and their dependents.
Vacation Plan
Vacation benefits were also increased
for lOT Boatmen through the SIU
industry-wide Inland Vacation Plan. It
was set up in addition to the company
vacation which was in effect before at
lOT. Boatmen will now receive both
vacation benefits.
A series of educational conferences
held last Spring for lOT Boatmen paved
the way for the success of the new con
tract and benefit plan negotiations.
Groups of Boatmen got together with
Union officials at the Harry Lundeberg
School for week long discussions of
goals for the inland industry.
The talks familiarized the Boatmen
with many of the new pension, welfare
and vacation benefits which they were
able to gain for the first time at the
bargaining table. These milestone
achievements underline the importance
of continuing education and communi
cation between SIU members. And they
mark the way for future achievements
for the entire inland membership.
Carter Signs OCS Bill:
Guarantees Job Rights
American labor won a major victory
this month as President Carter signed
the SlU-backed Outer Continental
Shelf Lands Act into law. The Act guar
antees for the first time that the nation's
energy resources will be developed
along with the rights of American
workers.
The Act sets regulations for offshore
drilling of oil and natural gas on the
U.S. Outer Continental Shelf. It
protects and promotes jobs for Ameri
cans in this growing industry through
the following provisions:
• Any American owned vessel,
• drilling rig, platform or other vehicle or
structure in use more than a year after
the regulations take effect must be
manned by U.S. citizens or legal aliens
of the U.S.
• All vessels and drilling equipment
built or rebuilt more than a year after
the regulations take effect must be
American owned and documented in
the U.S.
• In the case of offshore equipment
owned 50 percent or more by foreign
nationals, U.S. manning will be re
quired to the extent that the foreign
nation requires its own citizens to man
equipment operating on its own contin
ental shelf.
The OCS Act also includes an
important provision to protect the life
and health of American workers and the
U.S. marine and coastal environment. It
requires all offshore equipment to meet
U.S. standards for design, construction,
alteration and repair.
The battle behind the OCS victory
started over a year ago in the Senate.
The OCS bill passed there made no
provisions for protecting American job
rights.
^
The House passed its version of the
bill in February, 1978. But a House
Select Committee on OCS added an
amendment, sponsored by Rep. Leo
Zeferetti (D-N. Y.), which introduced all
of the important provisions for U.S.
manning, documentation and safety
standards in the offshore industry.
The SIU, together with other affil
iates of the AFL-CIO Maritime Trades
Department, carried on a step by step
campaign to get these provisions
through the House and the Joint HouseSenate Conference on the final bill in
July. All of these provisions are now
intact in the Act signed by the President
on September 18.
The "Hire American" provision
promises to create as many as 5,000 new
jobs for American seamen and other
workers aboard support and supply
vessels and on the drilling rigs.
But the success of the OCS Act is a
significant victory for American labor
beyond its effect in the offshore
industry.
At a time when the nation faces its
toughest challenge in developing energy
resources, it sets a legislative precedent
for creating American job opportunities
rather than giving them away to
multinational profits.
September 1978 / LOG / 3
�2a
Alaska Hovercraft Experiments Okayed by Senate
The U.S. Senate voted this month to
approve a temporary Jones Act waiver
for Alaska which will allow feasibility
experiments on the use of commercial
hovercraft in remote areas of the state,
inaccessible to other forms of trans
port, to get under way.
The waiver, which still has to be ap
proved by the House of Representatives
before it is binding, will enable Alaska
to use foreign-built hovercraft for the
study by suspending the provision of the
Jones Act mandating the use of Ameri
can-built vessels in domestic trades.
Severe weather conditions and lim
ited conventional transportation isolate
portions of Alaska for much of the year.
Hovercraft, which travel on the water's
surface powered by propellers and rud
ders, could be used to ferry passengers
and deliver fuel to outlying areas in
Alaska and other coastal states.
Though hovercraft have been used
successfully as ferries and cargo car
riers in Europe for the last 10 years,
they are not built in this country. So the
state needs foreign-built vessels to kickoff the study. According to Alaskan
Senator led Stevens, "this legislative
waiver would apply to the demonstra
tion project only and apply for no more
than five years."
Alaska's legislature, which has al
ready appropriated funds for the hover
craft project, petitioned Congress for a
narrowly interpreted, temporary Jones
Act waiver which would last five years.
They justified the five-year period as the
amount of time necessary, "to obtain
technical, environmental, ecological,
and economic data ... and to encourage
the development of commercial hover
craft operating and manufacturing int:^rests in Alaska once sufficient data has
been obtained."
The SIU supports Alaska's hovercraft
Hovercraft like this may soon be operating in Alaska on experimental basis.
experiment because of the future poten
tial for jobs in both building and man
ning the vessels. If the tests on the huge,
air-cushion vehicles are successful, they
will pave the way for development of a
U.S.-based commercial hovercraft in
dustry.
SIU President Paul Hall told Alaska's
two U.S. Senators, Ted Stevens and
Mike Gravel, of the Union's support,
stating; "The main goal of the Seafarers
Union is to promote the development of
a U.S. hovercraft industry."
"Once proven commercially feasible,"
Hall continued, "we believe hovercraft
operations will grow throughout the na
tion's waterways and ocean coasts."
Hovercraft may be the transportation
answer for rough stretches of country
where roads are poor and rivers and air
lanes unnavigable because of brutal
weather conditions.
Though the sight of these air cushion
vehicles is a strange and unfamiliar one
in this country, if the Alaska experi
ments are successful, they will soon be
built in American shipyards and man
ned by American seamen.
The Union's support of the hovercraft
project is a recognition of another ad
vance in the maritime industry. And
supporting the latest developments in
waterborne technology means Seafarers
will be ready and able to man the newest
vessels afloat as fast as they come out of
American^hipyards.
USPHS Taking Some Positive Steps in Seamen's Care: But SIU
Will Oppose Stricter Standards for Older Men
WASHINGTON, D.C.—The first in a
series of Seamen's Health Care Initia
tive meetings geared towards seeking
improved health services and medical
care for American seamen at U.S.
Public Health Service facilities hit an
area of conflict which may produce the
opposite effect.
Recognizing that the medical needs
of seafarers are special ones, the U.S.
Public Health Service Division of Hos
pitals and Clinics invited medical direc
tors and health and welfare program
managers from seamen's unions, ship
ping companies and Federal agencies to
the Washington conference last month.
But the area of contention, which
centered around the issue of a fit for
duty standard, divided the conferees
along labor/management lines and
threatened the outcome of the meeting.
Drawing on data they had compiled,
the Marine Index Bureau said accidents
aboard ship occur more frequently
when the average age of the crew is
52.5.
The Bureau, the companies present
at the meeting, and the Coast Guard are
looking to establish requirements for
pre-hire physicals for entry level crewmembers. In addition, they want to set
physical standards for all ratings aboard
ship.
Bruno J. Augenti, chairman of the
Bureau said, "the establishment of mini
mum medical standards to be met by
all seafarers in order to assure their
ability to achieve professional compe
tence . . . would reduce to a minimum
the unnecessary exposure of the less
than sound to the rigors of life at sea."
Another reason cited by .Augenti for
imposing across-the-board medical re
quirements is to save ship operators
money. Setting up health standards,
Augenti said, "would assist vessel op
erators in reversing the trend of con
tinuing upward spiralling of costs in
ship operation."
4 / LOG / September 1978
SIU representatives at the conference,
including Tom Cranford, head of Sea
farers Welfare Plan and Dr. Logue, SIU
medical director strongly protested the
proposed health exams for older
seamen.
Dr. Logue said that seamen arc al
ready required to undergo more physi
cals than any similar occupational
group in the U.S. And he pointed out
that an increase in mandatory medical
exams would force many skilled seamen
out of the industry solely because they
are older.
Imposition of medical requirements
which would have the effect of weeding
out older seamen from the workforce
would not be in the best interests of
either seafarers or the industry itself.
The Union will continue to oppose any
such move.
The conference did, however, yield
some positive steps towards improving
the health status and care of American
seamen. Meeting pai iicipafits discussed
recent medical statistics indicating sea
men are struck by different diseases in
different proportions from the rest of
the population and agreed that medical
programs aimed at the special health
needs of seamen are necessary.
Unlike the majority of the U.S. popu
lation, cancer is the number one killer of
seamen, followed by heart disease and
stroke. And the incidence of alcoholrelated ailments is much higher for those
who work aboard ship than for factory
or office personnel ashore.
The Coast Guard reported on re
search they've begun on the occupa
tional health and safety hazards on U.S.
merchant ships. Following meetings
with the Occupational Safety and
Health Administration, the Coast
Guard has finally begun to study par
ticularly dangerous shipboard jobs, like
the long-range effects of tank vapors
on tankermen.
Progress has also been made towards
improving on-board emergency care for
crewmen. An updated ship's medicine
chest booklet, along with shipboard first
aid kits containing improved supplies,
are in the works and should be on U.S.
ships by early next year.
Another meeting of the Seamens
Health Care Initiative group is sched
uled for early 1979. At that time, special
task forces of government, manage
ment, and labor representatives will
report on any headway they've made on
fitness for duty criteria; widening the
availability of USPHS services to the
offshore oil and gas industry and inland
boatmen; improving emergency health
care and inter-vessel communications,
and, speeding up health care for seamen
at the PHS hospitals and clinics.
Loud Protests Shelve Plan to
Export Alaskan Oil
Under pressure from U.S. maritime
labor and industry. Congress has
shelved a plan by the U.S. oil companies
and the Department of Energy to export
Alaskan crude oil to Japan.
Witness after witness before the
House Subcommittee on Investigations
echoed maritime labor's position that
such exports would threaten the jobs of
thousands of Americans and prove
detrimental to the national security.
Despite the negative impact of the oil
export scheme on the U.S. economy, the
oil companies continued to advocate it.
They initially argued that a shortage of
U.S. tankers to move the oil to the lower
48 states made exports necessary.
But armed with statistics from a
recent government study, Russell F.
Stryker of the Maritime Administration
proved that there are more than enough
U.S.-flag tankers to transport the oil.
"The conclusion we have reached,"
Stryker told the Subcommittee, "is
that a greater than adequate supply of
U.S.-flag tankers exists and will con
tinue to exist as tankers on order are
delivered."
In fact, exporting the Alaskan crude
would idle U.S.-flag oil carriers, many
of which were built specifically for the
Alaskan trade. AFL-CIO Legislative
Director Andrew J. Biemiller told the
Subcommittee that "Alaskan crude oil
exports would force from two to three
million tons of U.S. tankers into lay-up
with the loss of thousands of jobs for
U.S. seamen."
Another argument the oil companies
used to justify exports is that they are
the only way to alleviate the current glut
of Alaskan North Slope crude on the
U.S. West Coast.
The back-up of Alaskan oil on the
West Coast is, however, temporary. It
will ease as West Coast refineries retrofit
and West to East continental pipelines
are built.
In the meantime, the U.S. merchant
marine has the capability to transport
the oil to other areas of the country.
The MarAd study, along with earlier
testimony from SIU representatives and
industry spokesmen, showed that the
real motive behind the oil companies'
export plans was higher profits.
When Congress approved construc
tion of the Trans-Alaska pipeline, they
also made a promise to the American
people that no oil produced here
would be sold outside the U.S. By
halting the oil companies export plans.
Congress has made good on that
promise.
�Hall to DOE: Get the Lead Out on LNG Import Projects
Warning that the government's footdragging on U.S. LNG programs is
threatening America's leadership in that
industry, SlU President Paul Hall
issued a strong call to the Department
of Energy for a rational U.S. policy on
LNG.
"Because no clear policy exists,"
Hall told DOE's Economic Regula
tory Administration, "the entire United
States LNG program remains in a state
of uncertainty."
President Hall charged that the fed
eral practice of "constantly changing the
rules of the game" regarding approval
of LNG import and construction proj
ects was jeopardizing thousands of jobs
for American workers.
There is a sizeable list of LNG con
struction and importation projects in
the U.S. which cannot get off the ground
until the Department of Energy ap
proves them.
Construction of three separate liquefication and gasification plants in Texas,
California and New England have been
stalled pending the government's okay.
These three projects alone would gen
erate millions of man-hours of employ
ment for U.S. workers.
A contract between two U.S. com
panies. El Paso and Tenneco, Inc.. and
the Algerian government calling for the
importation of 700 million cubic feet of
natural gas per year for 20 years was
very nearly axed when the Administra
tion allowed the pact's expiration date
to pass without approving it.
The Algerian government has agreed
to go ahead with the deal if the U.S.
will give the companies a green light.
But the government has continued to
stall on the project.
In addition to the jobs and revenues
U.S. delays on LNG projects are cost
ing, Hall accused the government of
threatening the "unique supplier-user
relationship in l.NG" between the U.S.
and LNG exporting countries,
"Because I.NG exporting countries
such as Algeria and Indonesia have
made huge expenditures in plants and
equipment for processing LNG," Hall
said, "they are dependent on export
.sales to cover their investments."
The U.S. is both a prime market for
the. LNG exporting countries and an
important supplier of LNG vessels and
equipment.
Because U.,S. built LNG carriers arc
the most modern and sophisticated ves
sels plying the LNG trade, they are in
demand by the exporting countries. Al
geria is considering to have a sizeable
Beet of LNCi tankers built in American
shipyards. But if the government stalls
on approving exports of U.S.-built
LNG ships, Algeria and other countries
that require the specialized vessels may
have them constructed elsewhere.
Badly needed jobs, reliable supplies
of an alternative fuel source and rev
enue for U.S. industries which would
help offset the U.S. balance-of-payments deficit are all at stake while the
Administration shifts its position on
LNG.
Hall demanded the government act
quickly to protect U.S. interests by
"clearly sanctioning present proposals
to import liriuefied natural gas,"and by
creating a "set of criteria for future
1 NG projects."
SlU, New C.G. Chief Meet on Safety, Manning Issues
SlU representatives and the new
Coast Guard chief of maritime safety
met this month to discuss issues vital to
the health and safety of working
seamen.
Chief Admiral H. H. Bell, newly ap
pointed head of the Office of Merchant
Marine Safety, has promised the SlU a
"cooperative attitude" from his office
in meeting the problems of merchant
seamen.
Up until Bell's appointment, the SlU
has met stiff resistance from the Coast
Guard in its efforts to rectify rules and
regulations affecting the safety of life at
sea or that discriminate against the un
licensed seaman.
Bell recently replaced Rear Admiral
William Bcnkcrt as head of Merchant
Marine Safety, Bcnkcrt has since been
named president of the American Insti
tute of Merchant Shipping.
The SlU had its first meeting with
Admiral Bell on Aug. ."^0. Union repre
sentatives used the opportunity to bring
to Bell's attention five issues concerning
safety and manning that have long been
areas of contention between the SlU
and the Coast Guard.
The SlU maintained at the meeting
that:
• The three watch law must be en
forced on all vessels and for all seamen
including Towboat Operators.
Here are some very
good reasons for
upgrading to
• Reasonable regulations to allow
experienced deep sea sailors to become
lovvboat Operators must be worked
out.
• Legislation should be introduced
and pushed by the Coast (iuard to bring
all vessels of less than .^00 gross tons
under inspection.
• Integrated tug barges must be
treated the same as any merchant vessel
as the law rcc|uires, rellccted in in
creased manning.
• l ovvboat Operators who are han
dling tugs with oil barges in tow should
not be recpiired to perform the tasks of
a tankerman as well. separate tankerman must be carried while the tow is
underway.
In addition to these areas, the SRI
pointed out that seamen on many auto
mated ships must work 4 to 8 hours
overtime per day to maintain safe
operation ol the vessel. The Idiion saiti
that this is excessive overtime. .Ami they
maile it clear t hat the ("oast (iuard must
increase the complement on these
vessels to prcnect the health and safetv
ol the crew.
•After hearing the I'nion's arguments.
Admiral Bell neither accepted nor re
jected any of them. But he promised his
ccvoperation ami gtxnl faith in dealing
with the Union on all issues concerning
manning and safety.
It remains to be seen whether or not
the "promise ivf cooperation" will trans
late into positive results for .American
seamen. At the very least, though, the
Coast Guard's expressed attitude of
good faith is a step in the right direc
tion toward increased safely on the
oceans and inland waters.
James A. Farrell, Jr., 77, Dies
.James A. Farrell, .Jr., 77, co-founder
of Farrell Lines, one of the biggest U.S.
flag shipping lines, and chairman of its
board of directors, passed away in
Norwalk (Conn.) Hospital on Sept. 15.
With his brother, .John ,J. Farrell, he
founded the American-South African
Line in 1926, which became Farrell
Lines in 1948. Their grandfather, .John
G. Farrell ran ships in the U.S.
coastwise trade in the mid-1800s. Their
father, .lames A. Farrell, Sr. founded
the Isthmian Line and was president of
the U.S. Steel Corp.
Farrell, a pioneer in welded ship
building, became chairman of the line's
board in I96.T He fostered good labormanagement relations within the com
pany and believed in responsible trade
unionism and management. Last
March, the line bought American Ex
port Lines to beef up their fleet to .19
ships sailing world-wide.
Born in Brooklyn, N. Y., he was a Vale
graduate and was a commander, U.S.
Naval Reserve (Ret.) serving in World
War 11. He also held the Naval Order of
the United States. Last year he received
the Admiral of the Ocean Seas Award
(AOTOS).
Farrell was a trustee of the United
Seamen's Service and Mystic .Seaport.
He was a member of the American
Bureau of Shipping, Society of Naval
Architects and Marine Engineers and
the American Merchant Marine Post
No. 945.
Delta Sud Gets Safety Award
Course Starts Nov. 23
To enroU, contaci your SIU
Representative or the
Harry Lundeberg School.
Steward/Cook Edward Vieiar (far left) and AB John Sanfferer (3d left) of the SS
Delta Sud {Delta Line) pose for ceremonial photo recently in New Orleans as the
ship's master, Capt. W.L. Easter (center) gets congratulatory handshake as he
accepts the two-year Jones F. Devlin Safety Award from Capt. E.R."Seamen, the
company's marine operations manager. The vessel operated for 773 consecutive
days without a single lost-time accident to a crewmember. Others in the photo are
(2nd left) Chief Officer James Lea, (far right) 1 st Assistant Engineer William Smith
and Chief Engineer Gilbert Krieg.
September 1978 / LOG / 5
i
�State fransportation Commissioner William Hennessy at Washington, D.C.
hearings in August. Henne.ssy carried Gov. Carey's request for federal aid in
testimonv before the Senate Subcommittee on Water Resources, which con
ducted hearings on national water policy last month.
Shipping has declined drastically on the Barge Canal and the deteriorated
outmoded system could close down completely in ten years, according to a New
York State Senate Task Force report. Largely unchanged since it opened in 1900,
the canal needs help, from channel dredging to larger locks which can
accommodate modern barges.
With federal funds, it could provide low cost, energy efficient transportation
for large bulk cargoes, such as western coal to the energy-hungry East Coast.
Gov. Carey said. Canal improvements would also provide greatly increased Job
opportunities for SIU Boatmen and Dredgemen in this area.
New Orleans
St. Louis
Crescent Towing expects three newly remodeled harbor tugs to come out of
the shipyard this month. Total crew changes and relief positions on the new fleet
additions will add up to about 40 more jobs for SIU Boatmen.
I"he rebuilt vessels are the Sandra Sniiih, which will usher ships in and out of
Baton Rouge, I.a.; the San l.uis, which will work the New Orleans harbor, and
the Jason Smith, which will do both shipdocking and ocean towing.
The main lock chamber in I.ock and Dam 26 has been closing down on a daily
but intermittent schedule since .September 6. The 600 ft. chamber, located on the
Mississippi River at Alton, III., is undergoing repairs and underwater surveys.
Legislation to replace the crumbling lock with one twice its size is still stalled
in Congress.
Norfolk
A li Ports
Sea-l.and Service. Inc. has chartered a small containership. the SS Rio Haina,
from Union Boat .Service, a top to bottom SIU inland company in this port. Seal.and will use the roll-on. roll-off vessel to move 24,000 tons ol cargo between
Norlolk and Nassau-Bermuda under a $2 million contract recently awarded
Irom the Military Sealift Command. The contract runs through .lime .10. 1979
and includes dry and refrigerated cargo and vehicles.
While Congress is still reviewing President Carter's national water policy
proposals, there is no question that the nation's waterways must be improved if
the inland industry is to remain competitive in the future. This is the conclusion
of a recent study prepared for the East-West Gateway Coordinating Council,
under contract to the U.S. Maritime Administration.
I he study pointed out that riverport facilities must be further developed so
that inland operations can compete with railroad and pipeline industries, which
are now improving their systems with government funding. Port development
could reduce operating costs as much as $500 million, the study calculated, which
is one-third of the cost now incurred in inland port operations, it was suggested
that the Maritime Administration provide needed funds for port planning.
Great Lakes
fhe New York State Barge Canal, the 527 mile link between the Lakes and the
Uudsmi River, needs federal funds to survive. I his was the message delivered by
Jobless Rate Dips to 5.9% in August; But Employment Slowing
WA.SHINCTON, D.C. —U.S. unem
ployment in August dipped to 5.9 per
cent from 6.2 percent in .July. This is
the second time it has fallen below 6 per
cent this year. Black workers, adult
. women who head families, teenagers,
and people unemployed less than five
weeks found jobs, the Labor Depart
ment's Bureau of Labor Statistics
reported.
However, except for June's 5.7 per
cent, the unemployment rate has
remained at a seven-month plateau of
6 to 6.2 percent.
"You really ean't describe the August
performance as much better than past
months," said the U.S. Commerce
Department's chief economist Mrs.
Courtenay Slater, .lime's jobless decline
was seen as a statistical fluke caused by
the Labor Department's faulty seasonal
adjustment or overcounting the number
employed then. A top Carter Adminis
tration economist observed that the
August percentage "is possibly another
abberation cf the kind we saw in June."
I here were just under 6 million
persons unemployed last month, down
225,000 from the July level. But the
AFL-CIO says that there are actually
8.5 percent jobless or 8,577,000 unem
ployed in August as the federation
counts so-called "discouraged" workers
as unemployed as well as one-half of
those who work parttime because they
can't find fulltime jobs. Fhe Govern
ment does not count these jobless and
parttimers.
One of the bright spots in the August
picture on jobs was the relatively sharp
drop in black unemployment. Theirjobless rate fell from 12.5 percent to 11.7
percent last month. The rate for black
teenagers' skidded downward to 12.4
percent from 17 percent! Unemploy
ment for white teenagers dipped to 15.6
percent from 16.1 percent. Adult black
women, who are head of hou.sehold had
their joblessness rate drop from 6.5 per
cent to 6.1 percent. But the rate for black
adult men climbed from July's level of
8.4 percent to 9 percent in August. The
rate for white adult men is 4.1 percent.
Total employment in August edged
up 156,000 jobs to a total of 94,581,000
persons working. The proportion of the
population that is employed remained
at its July level of 58.6 percent.
Coupled with July's 194,000 drop in
total employment, the recent figures
seem to show that "clearly employment
is slowing down," says John Bregger, a
Labor Department economist.
Economist Slater concurs: "I don't
think we're looking at any dramatic
growth in employment for the rest of
the year."
Do You Know How to Make This Work?
Ogden Marine Puts
2 Tankers on Order
SI U-eontracted Ogden Marine
placed orders for two new 42,000 dwt
multi-product tankers from its subsid
iary, Avondale Shipyards, New Orleans
with delivery set for 1981.
One tanker has already been put
under long-term charter.
Lhe tankers. 640 feet long. 105 feet
wide with a 18 foot draft, will have
pumps for each of their tanks so they
can carry crude oil and 10 other differ
ent products simultaneously.
Beside having segregated ballast,
double bottoms, collision avoidance
.systems, inert gas and electronic naviga
tion equipment, they will be able to
transit the Panama Canal.
6 / LOG / September 1S78
NO?
Well learn how—it only takes
four weeks. That's right. In just four weeks,
you can learn basic diesel theory and opera
tions. This means new job opportunities for
you. Where? Aboard the diesel-powered U.S.flag ships under contract with the SIU.
YES9
•
• Terrific! Then enroll in the eightweek diesel engineering course at HLS. Get
yc^r license and get ahead. Every student
who took this course has gotten his license.
So join the crowd of seafarers who've
improved their pay and job security.
New Ships • New Jobs
For Seafarers With fhe Right
Skills
• Cef Your Diesel Engineering
License of HLS •
�Headquarti^rs
by SIU Exenilive Vice President
Frank Drozak
Engine Dept. Upgrading Top Priority
If there's one department where shipping technology is changing faster
than any other, it's the engine department.
Working on today's ships demands advanced skills in all departments.
But the specialized range of equipment in a modern engine room presents
one of the greatest challenges for today's Seafarer.
There's no question that working in the "black gang" isn't what it used
to be in the old days. The name still sticks in this new age of maritime
technology but the job has changed totally.
The old coal stokers on steamships never dreamed that "black gang"
members would come to include pumpmen, marine electricians and
refrigeration engineers. But even these advanced engine room jobs aren't
what they used to be since supertankers, LASH and LNG ships changed
the shape of modern shipping.
If you've worked in one of these ratings before, your experience may
not be extensive enough to handle engine room equipment on new
vessels. And as more and more new vessels come out, the demand is
increasing for these specialized engine room jobs.
The Harry Lundeberg School offers several courses which can bring
your rating up to date and guarantee your job security in the engine room.
Some are available right now and some are planned for early next year. If
you have a QMED endorsement or a rating as pumpman, refrigeration
engineer or electrician, I urge you to consider these courses in your future
job plans.
The Pumproom Maintenance and Operation course starts on October
30 and will prepare you for the latest procedures on new tankers.
A special LNG course for rated engine room personnel, as well as a
general LNG safety course are offered regularly at the Lundeberg School.
These courses will certify you to work on LNG vessels, which hold the
promise of a vast number of new job opportunities in the future of this
industry.
Two additional engine room courses are planned for next year and
cover the full range of electrical and refrigeration .systems found aboard
modern LASH ships and containerships. These are Marine Electrical
Maintenance and Maintenance of Shipboard Refrigeration Systems.
Watch for details in the Lo}f.
You've come a long way in getting the advanced engine room ratings
you hold now. But they won't do you any good if you can't make them pay
off in the jobs that lie ahead.
And it won't do the Union any good either.
The jobs we have now and the ones we are working on for the future arc
only as good as the men ready to fill them.
For this reason I also want to encourage other members of the engine
department to take advantage of the Union's upgrading program.
Working your way up the ladder to FOWT, QM ED and advanced ratings
will insure a constant flow of qualified manpower in the engine
department.
This is our goal for all departments. It means that no matter how many
vessels come out, the SIU will be ready to man them.
Lundeberg School Made Difference for Riverman Walter Cannon
"There's little I don't know about
the Rivers," Capt. Walter Cannon said,
"but I might have had a problem passing
my licensing exam if I hadn't studied for
it at the Harry Lundeberg School."
Capt. Cannon has been a Boatman
for 40 years, most of that time sailing as
captain on the Mississippi River and
Gulf Intracoastal Waterway out of New
Orleans. But he never needed an
operator's license until September, 1973
when the Towing Vessel Licensing Act
went into effect.
It requires a licensed operator for
every uninspected towing vessel over 26
feet in U.S. waters. And it meant that
Boatmen like Cannon had to pass the
written Coast Guard licensing exam to
keep their jobs.
Cannon's company. Gulf Canal
Lines, encouraged him to go to Piney
Point to look into the Towboat Op
erator's course. "I went up to see what
was going on and have a vacation at the
same time. Once I was there, 1 liked it
and entered the program."
Cannon started the course in May,
1973 and the next month passed the
licensing exams in three different
areas—Inland Waterways, Western
Rivers and Oceans—200 miles. He
needed the first two to keep working on
his present run for Gulf Canal Lines.
And the third license gives him the
option to take a job on an ocean tug.
"1 don't have the biggest education in the world,"he remarked.'Tve been going
to sea too long for that. But the course
helped me to prepare for just what was
required on the written tests."
Cannon also had high praise for the
facilities at the Lundeberg School. "I've
been all over the U.S. in my mobile
home and Piney Point has some of the
nicest country I've seen. You couldn't
find a more beautiful place to spend
some time—and learn something be
sides."
Capt. Walter Cannon
New Deep Sea Death Benefit Provides Security for Your Families
No one looks forward to the day when
you pass on to "Fiddlers Green", that
place where all good seamen go when
the running lights are turned out for
good. But Seafarers can now take some
comfort in knowing that, in the event of
death, their families will be taken care of
over the years—thanks to the new
graduated Death Benefit for active
Seafarers.
It used to be, in the "old days", that
the end of a seafaring breadwinner
usually meant the beginning of a
struggle to make ends meet for his
family. It has been a long, hard haul to
improve upon that situation. But the
benefits that seamen earlier in this
century never would have dreamed of,
have changed all that.
We were saddened to learn of the
passing of veteran Seafarer Cayetano
Sapatiro on July 25 at the age of 67.
There is little consolation in his death,
and he leaves a void that can't be filled.
Yet it's good to know, at least, that he
had enough seatime so that his family
will be provided for in the years to come.
Brother Sapatiro sailed for 34 years.
At the time of his death (he had not yet
retired), he had accumulated at least 125
days seatime in each of the previous 7
consecutive calendar years, plus at least
1 day in the six month period preceding
his death. This qualifies his family for a
$20,000 Death Benefit. In addition to
this his widow, Elizabeth, is entitled to a
Survivors Pension because her husband
was eligible to retire when he died. She
will receive a check each month from the
Seafarers Pension Plan as a result.
Seafarers need only look at the new
Death Benefit to see that we have come a
long way since the "old days". The
complete graduated Death Benefit
schedule for active Seafarers is as
follows:
The new Death Benefit Schedule is
applicable to active Seafarers only. The
Death Benefit for retired deep sea mem
bers remains at $5,000.
Overseas Anchorage Committee
• $5,000—125 days seatime in the
previous calendar year, and 1 day
employment in the 6 month period
immediately preceding date of death.
• $10,000—125 days seatime in each
of the 3 consecutive previous calendar
years, and 1 day in the six month period
immediately preceding date of death.
• $12,500—125 days in each of the 4
consecutive previous calendar years,
and one day in the previous six months.
• $15,000—125 days in each of the 5
consecutive previous calendar years,
and 1 day in the previous six months.
• $17,500—125 days in each of the 6
consecutive previous calendar years,
and 1 day in the previous six months.
• $20,000—125 days seatime in each
of the 7 consecutive previous calendar
years, and 1 day in the six month period
immediately preceding date of death.
Recertified Bosun Jack Nelson (2nd left) ship's chairman of the ST Overseas
Anchorage (Maritime Overseas) is with the Ship's Committee at a payoff of (I. to r.)
Deck Delegate Allan E. Lewis Sr., Chief Steward Charles Ussin, secretaryreporter; Steward Delegate Lucian Mclnham andEngine Delegate Ed Smith. The
tanker paid off on Aug. 12 in Stapleton Anchorage, S.I., N.Y.
September 1978 / LOG / 7
^•
�The
Lakes
Picture
DETROIT
The Army torps of Engineers is studying the feasibility of expanding the
connecting channels and harbors on the Great Lakes to accommodate the
largest ships plying those waters.
The $4.1 million study will examine the possibility of dredging channels from
Duluth to Montreal from their current depth of 27 feet to 32 feet. Deepening the
channels will allow passage by fully-loaded thousand footers.
Also under study is the cost of building a larger lock at the Soo Locks in Sault
Ste. Marie, where Lakes Huron and Superior are connected. Targeted comple
tion date of the study is 1984.
The SlU-contracted Belle River (American Steamship Co.) moved the largest
cargo of coal ever carried on the Lakes in July. The Belle River hauled a record
66,654 tons of coal from Superior, Wise, to St. Clair, Mich.
BUFFALO
ULEVELAIVD
Tlie A// V Buffalo, which was christened last month, was returned to the ship
yard for two weeks to iron out some minor problems. The brand-new Buffalo is
the latest addition to American Steamship Co.'s fleet of general cargo carriers.
When her SIU crew is recalled, the Buffalo is expected to begin moving ore
pellets, taconite and coal from the Upper to the Lower Lakes.
Plans for construction of an ore dock in Cleveland hit a snag last month
when the city's mayor, Dennis J. Kucinich, vetoed the lease of city-owned Dock
24 to the Cleveland-Cuyahoga County Port Authority. Dock 24 is at the east end
of the proposed ore facility site. The Cleveland city council is expected to
override the veto.
ALOOAAU
ST. i^WREIVUE SEAWAY
Most contract negotiations with SlU-contracted Great Lakes companies have
been completed. The only exceptions are new contracts with the Bob Lo
Company, which operates two passenger ships, the Columbia, and the St. Claire,
between Detroit and Bob Lo Island. Talks between Union reps and the company
are progressing with additional fringe benefits for Bob Lo's 52 unlicen.sed
employees the last issue to be negotiated.
Contract talks with the newly-organized Champion Auto Ferries, Inc. in
Michigan are still under way. The Union is working for an agreement which will
provide wage, holiday and overtime increases and better fringes for the 15
deckhands and pilots at Champion.
When negotiations with these companies and the Michigan Interstate Railway
Co., which operates the car ferry Viking, are concluded, "that will wrap up
everything on the Lakes for the next few years," Algonac Port Agent Jack Bluitt
said.
The St. Lawrence Seaway Development Corp. and the St. Lawrence Seaway
Authority, which administer the waterway for the U.S. and Canada respectively,
have announced this season's closingdates. Upbound oceangoing vessels will not
be allowed through the Welland Canal after Dec. 6. The Montreal-Lake Ontario
section of the Seaway will close Dec. 15, and ships transiting the section after
that date will have to pay a late fine of $20,000 per day, up to a maximum
of $80,000. Officials hope to have the Seaway cleared by the closing dates to
prevent a repeat of last year's late season rush. The 1977 closing came 13 days
after the deadline, the latest in Seaway history.
Algonac Agent Jack Bluitt will go to Washington, D.C. sometime this month
to testify before the Subcommittee on Coast Guard and Navigation of the House
Committee on Merchant Marine and Fisheries. The Subcommittee, chaired by
Rep. Mario Biaggi (D/C-N.Y.), is investigating ways of preventing disasters like
the sinking of the Edmund Fitzgerald, which went down in Lake Superior
in 1975.
UHIUAI^O
Litton Great Lakes Corp.'s ore carrier, the Presque Isle, blew her engine
bearings and will be in the shipyard for two to three weeks for repairs.
Notice to Members
On Shipping Procedure
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card-
ULEAIV WATERS
A recent study by the Environmental Protection Agency of pollution in Lake
Michigan yielded some good news and some bad news.
The good news, according to the EPA, is that recent legislation which banned
dumping certain percentages of laundry detergents containing phosphates and
the insecticide DDT have improved the Lake's water quality. Conditions at
nearshore areas and public beaches have improved, and taste and odor problems
in drinking water from the Lake are better.
^
And now for the bad news. "The open waters of Lake'Michigan are still slowly
deteriorating," the report said. Levels of PCBs and other contaminants in fish
from the Lake are still high and concentrations of chloride are higher than ever
before.
The study warned that, though long-term effects of high chloride levels are
not known, "there is the possibility that future increases in chloride levels may
lead to fundamental, irreversible, changes in the Lake's natural biological
systems."
Want To Broaden
Your Horizons?
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, In the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that **C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
8 / LOG / September 1978
Upgrade at HLS!
•-
.
These Courses Starting Soon:
LNG—November 13
FOWT—November 23
Pumproom Maintenance and Operation—October 30
Welding—November 13, 27
Able Seaman—November 13
TowboatOperatordnland/Oceans)—November 13
Chief Steward—November 13
Chief Cook—November 13, 27
Cook and Baker—November 13, 27
Assistant Cook—Upon Request
Lifeboat—November 9,24
Tankerman—November 9, 24
�III into
Seafarers International Union of North America, AFL-CIO
House Passes
Tanker Safety Bill
The House of Representatives this month
passed a bill which amends the Ports and
Waterways Safety Act of 1972, requiring
stricter safety standards to protect the
maritime environment. The Senate had
passed a similar bill early last year.
Commenting on the passage of the House
bill, Congressman Mario Biaggi (D-NY),
chairman of the House Subcommittee on
Coast Guard and Navigation, said:
"It is my opinion that this bill meets the
President's overall objectives contained in
his March 17, 1977 message to Congress
when he appointed a number of measures
designed to reduce the risks associated with
the marine transportation of oil."
Senate Committee
OK's Ocean Mining
1
, The Senate Committee on Foreign
Relations late la^t month gave their
approval of the Ocean Mining bill, setting
the stage for a vote by the full Senate later
this month. Similar legislation has already
been voted by the House of Representatives,
and has been favorably reported by the
Senate Energy Committee and the Senate
Commerce Committee.
During the mark-up on the bill, the
Foreign Relations Committee voted to
require that the mining and processing
vessels used in ocean mining under the
provisions of the bill will have to be built and
documented in the U.S., and that at least one
ore carrier for each mining site will have to
be a U.S.-flag vessel. These are the same
requirements which were adopted by the
Senate Commerce Committee.
SEPTEMBER 1978
Legislative, Administrative and Regulatory Happenings
Carter Signs OCS Energy Legislation
President Carter on Sept. 18 signed the
Outer Continental Shelf Lands Act of 1978,
bringing to a successful conclusion the SIU's
long fight to make sure that the job rights of
American workers will be protected, and
that American safety standards will be
enforced.
The bill is being hailed as a major triumph
for American labor. Here are the major
provisions of the bill:
• Any vessel, drilling rig, platform or
other vehicle or structure in use more than a
year after the regulations take effect must be
manned by citizens of the United States....
• All vessels and drilling equipment built
or rebuilt more than a year after the
regulations become effective must be
American owned.
• All equipment engaged in OCS activi
ties must comply with design, construction,
alteration and repair standards established
by the Secretary of the Interior or the
Secretary of Commerce. This provision will
strengthen safeguards against oil spills, and
will better protect the life and health of
American workers.
SIU Seniority Upgraders Get First-Hand
Look At Washington Politics
Twelve more SIU "A" Seniority Upgrad
ers were in Washington earlier this month to
get a first-hand look at the SIU's political
and legislative operations in the nation's
capital. During their tour, the upgraders
visited the AFL-CIO Maritime Trades
Dept., and Transportation Institute.
The SIU members attending the educa
tional visit to Washington this month were
Franklyn Cordro, Kurt Kleinschmidt,
Howard Kling, Charles Minix, Marshall
Novack, George Pino, Frederick Stack.
August in Tellez, Donald Dokulil, Samuel
Baugh, John Schoenstein and Barry h'rn is.
They were accompanied on the trip by Piney
Point Port Agent Pat Pillsworth.
On the Agenda in Congress...
The 95th Congress is now moving into its
final weeks. Both the House and the Senate
are tentatively scheduled to adjourn Oct. 14.
As this session of Congress winds down, a
number of maritime-related bills are
still awaiting final action.
At the top of the SIU's legislative
priorities list is the Deep Seabed Ocean
Mining Bill. The bill which would generate
thousands of jobs for American workers has
been overwhelmingly approved on the floor
of the House, has cleared three Senate
committees, and is now awaiting floor
action in the Senate.
Another of the SIU's top priority
legislative targets—the Outer Continental
Shelf bill—was signed this month by
President Carter.
AGRICULTURE—CARGO PREFER
ENCE. The Senate earlier this month passed
an agriculture foreign sales bill which
specifically cuts out any preference for U.S.flag ships in carrying the exported agricul
ture products. In the House, two bills similar
to the Senate version are now waiting action
by the Rules Committee.
The bills are designed to strengthen the
U.S. economy through the sales abroad of
American agricultural products. What the
bills do is to authorize an "intermediate"
term credit program for underdeveloped
nations through the Commodity Credit
Corporation. Under provisions of the
Senate bill, credit would be advanced to
importing nations on terms of three to ten
years to enable these nations to become
long-term importers of U.S. agricultural
products.
What the Senate bills—and the two
proposed bills in the House—fail to do is to
provide the same encouragement and
incentives for using U.S.-flag ships as is
being provided to the U.S. farming industry.
In Committee
The Merchant Marine and Fisheries
Committee has reported several bills which
the House is expected to vote on later this
month.
NA VY-MARITIME ADVISORY
BOARD. This bill, H.R. 11861, would
require the Secretary of Commerce and the
Secretary of the Navy to meet at least four
times a year with representatives of the U.S.
liner operators, U.S.-flag tanker and bulk
fleet operators, and the shipbuilding
industry. The bill would also require them to
submit a "comprehensive" annual report to
the President.
GREAT LAKES VESSELS. This bill,
H.R. 11658, would amend the Merchant
Marine Act of 1936 to allow Great Lakes
vessels to take full advantage of the vessel
mortgage guarantee provisions of thd-law.
The bill would reduce the speed requirement
for Great Lakes vessels from 14 knots to ten
knots, and would qualify these vessels for
the full 871/2 percent financing.
Hearings
Two hearings are scheduled in the House
later this month which we will be watching.
WRECK OF THE EDMUND FITZ
GERALD. The Coast Guard Subcommittee
of the House Merchant Marine and
Fisheries Committee will hold a hearing on
the sinking of the ore carrier Edmund
Fitzgerald on Lake Superior in November
1975. The hearing will look into a number of
safety standards covering Great Lakes
vessels. Including requirements for water
tight compartments. The Fitzgerald plunged
to the bottom in a severe storm without time
to send any distress call. There were no
survivors.
VESSEL SANITATION. The House
Merchant Marine and Fisheries Committee
will conduct a series of hearings this month
on the operation and maintenance of the
U.S. Public Health Service hospital system
with special regard to vessel sanitation
and inspection standards.
September 1978 / LOG / 9
•^1
4
�'m
Maritime Industiy
News
33)c 5tU in ^Uosljington
Senate Votes Bill To Give U.S. Shipping 'An Even Break'
The Senate Commerce Committee this
month voted unanimously to report to the
Senate the Ocean Shipping Act of 1978—a
bill that Commerce Committee Chairman
Senator Howard Cannon (D-Nev.) de
scribed as "an attempt to give American
business an even break."
The bill—which was passed by the House
earlier this year—would prevent Soviet
ocean carriers from operating as cross
traders in the, U.S. trade from the U.S.
mainland with rates or charges that are
below rates which are just and reasonable.
The bill would alter the power of the
Federal Maritime Commission to suspend
rate increases or decreases if they are within
the range of five percent. Senator Cannon
stressed that the bill "will expedite the
decision-making process in regulating
domestic offshore trade, and the shipping
public will receive the benefit of prompt
adjudication."
Senator Daniel K. Inouye (D-Hawaii)
agreed with Senator Cannon that it is about
time we aided U.S. business. He said: "For
Hail to Head Panel At Transport Forum
SIU President Paul Hall will head up a
blue chip panel of maritime leaders next
month at the 33rd Annual Transportation
and Logistics Forum of the National
Defense Transportation Association. The
panel, working under the title "Waves of
Change in International Shipping" will
concentrate on exploring the threat of the
growing Russian merchant marine to
Political Action & Job Security
SW Legislative and Political Activities
Director Dave Dolgen briefs SIU "A"
Seniority Upgraders at the AFL-CIO
Maritime Trades Department during the
group's educational visit to Washington
earlier this month. Dolgen and other
members of the SIU's legislative team
explained the SIU's operation in Washing
ton, and discussed the various bills which
affect the jobs and job security of American
seamen and other workers. It was an
opportunity for the future full-book
members of the SIU to see, and ask
questions, and learn just how important
political action is in preserving and
upgrading job opportunities for American
seafarers.
National Maritime Council Warns of
Soviet Intention ToControl World Sealanes
The National Maritime Council this
month warned that it is up to the Americanflag shipping industry to block Russia's
"clear intention to control the sealanes of the
world."
At a recent meeting of the maritime
group, NMC Chairman James R. Barker
SPAD is thr SIU's poliliail land and our political arm in
WasliinKloii, D.C. The SIU asks lor and accepts voluntary
coatfibatlons only. The Union uses the money donated to
SPAO to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
martlimr issues in the Congress. These are issues that have
a direct impact on the )obs and job security of all SIU memSeri, deep-sea, inland, and Lakes.
The SIU urges its mcmbets to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit. or make no contribution at
all wHhout fear of reprisal.
A copy of the SPAD report is filed wHh the Federal Elec
tion Commi"ion. It Is available for purchase from the FEC
in Washinglon, D.C.
10/ LOG/September 1978
too long we have been nit-pickers finding
every conceivable excuse to make it difficult
for U.S. shippers to do business. The least
we can do is make it possible for our front
line groups to compete successfully with
other front line groups."
said the organization is planning "a massive
effort to force the Soviet merchant marine to
halt its predatory rate-slashing practices."
The National Maritime Council—which
represents labor and management, and is the
leading spokesman for U.S.-flag shippers—
is presently seeking the cooperation of other
"traditional" maritime nations, and has also
begun a program to alert the American
public to the growing threat of Soviet
dominance on the sealanes of the world.
The NMC spokesman said that the
Russians have more ocean-going vessels
than any other national flag fleet in the
world. He,warned:
"The Soviets use their merchant fleet not
only to transport arms and supplies to their
client nations to foment unrest and
revolution, but to capture trade from
traditional maritime fleets through uncon
scionably unfair trading practices."
American and world shipping.
Along with Hall on the panel will be Rep.
John Murphy, chairman of the House
Merchant Marine and Fisheries Committee;
Rear Adm. William Myers, deputy chief of
Operations, U.S. Atlantic Fleet, and
Vincent Hirsch, president of the U.S. Navy
League. Details on this happening will be
carried in the October I.og.
U.S. Flag Fleet
Climbs to Record
21.3 Million Tons
According to the U.S. Maritime Admin
istration, the privately-owned deep-draft
fleet of the U.S. merchant marine totaled
750 vessels on Aug. 1, rising to a record 21.3
million deadweight tons.
Compared to one year ago, the U.S. fleet
increased by four ships and its total capacity
increased by 2 million deadweight tons. The
tonnage gain reflects the larger size of the
new additions to the U.S. fleet, and the
comparatively smaller sizes of the older
vessels which were scrapped or sold.
The new MarAd report also showed that
as of Aug. 1, 1978, 53 merchant ships,
totaling nearly 4.2 million tons, were under
construction or on order in American
shipyards.
The new bottoms include 14 tankers, 14
liquefied natural gas (LNG) carriers, 10
intermodal carriers, nine dry-bulk vessels,
three cargo breakbulk ships, and three
special type vessels.
Maritime Seminar
To View
Problems On
Cargo Movements
A seminar sponsored by a number of West
Coast maritime trade groups will take place
in Oakland, Calif. Oct. 25-26. The two-day
dialogue will focus on U.S. maritime policy,
and the practical problems in international
cargo movement.
Keynote speakers will include Congress
man Robert L. Leggett(D-Calif.), a member
of the House Committee on Merchant
Marine and Fisheries, and a strong sup
porter of the U.S. merchant marine; and
Charles 1. Hiltzheimer, chairman of the
board of Sea-Land Services Inc.
Among the panelists who will be viewing
"Necessary Changes in National Shipping
Policy" are Richard Daschbach, chairman
of the Federal MaritimeCommission, Ernest
Corrado, chief counsel of the House
Committee on Merchant Marine and
Fisheries, and Richard K. Bank, director of
the Committee of Maritime Affairs, U.S.
State Department.
�HALL; LABOR'S GOAL IS FULL EMPLOYMENT
Soys Gov't Policy Makers Treat Unemployment as Statistic Only
Acting in his capacity as Senior
Vice President of the AFL-CIO and
chairman of the AFL-CIO Eco
nomic Policy Committee, SIU
President Paul Hall reaffirmed the
labor movement's commitment to
full employment for A merica's work
force in a nationwide radio broad
cast on Labor Day.
Following is a complete text of
President Hall's broadcast, which
was aired to millions of homes over
the Mutual Radio Network.
I!
abor Day is a uniquely Amerij can holiday—a day of leisure,
set aside to honor those men and
women who work for a living—
those men and women whose labor
has built this great nation.
It seems to me, however, that it
would be callous and cruel on this
particular holiday to forget or
ignore those who can't labor—the
men and women who are unem
ployed or forced to work only
parttime through no fault of their
SIU President
own.
victims of their manipulation.
I am not thinking of those with
Too few economic policy makers
physical handicaps — although
—past and present—understand the
theirs is a very real problem that the
stark personal tragedy that unem
trade union movement is addressing
ployment causes in the home of a
on a daily basis.
worker whose sole income is derived
Nor am I thinking of those
from labor.
discriminated against because of
The American labor movement—
their color, their sex, their age, their
and.
I say this with both pride and
race. Theirs, too, is a serious
candor—has not forgotten. We are
problem now being met—although
not blind to the truth. And that is
loo slowly—by federal laws the
why, on this Labor Day, we are
trade union movement helped pass.
rededicating
ourselves to a continu
No, I'm thinking of the victims of
ing, unrelenting fight for a full
misguided economic policies of past
employment
economy.
administrations in Washington that
created more unemployment—
I wish I could report to you the
policies that have still not been progress made in meeting the
completely reversed and that must unemployment problem during the
be reversed—policies that hurt not last 18 months means that America
only millions of individual Ameri is well on its way to solving this
cans but the entire economic struc fundamental problem.
ture of the United States, and, thus,
I can't. The truth is that the job
hurt each and everyone of us.
situation is still grim. More than
On Labor Day, especially, it is eight million workers are today
important that we all remember how without jobs and income. The
far America is from being a healthy, current unemployment rate is still
growing, full-employment economy. higher than in any non-recession
Why? Because jobs are the main period.
source of income for workers and
The prospects are that the situa
their families—the main sustenance tion will grow worse.
of the American economic system.
For employed workers, the prob
This simple, basic fact is too often lem, while less severe, is still tough.
ignored by those who make eco Inflation continues to shrink the
nomic policy. It's too easy for them
buying power of their paychecks.
to forget that economic policy After paying their taxes—and there
should be—and can be—designed to are no "tax shelters" for workers—
improve human welfare and en their paychecks in June bought 2.3
hance human dignity.
percent less than they did 12 months
Too many economic policy mak earlier.
And there is no end in sight to the
ers—past and present—consider
their primary goal to be increased problems of inflation. Supply short
profit for those who already have ages, idle productive capacity, high
interest rates, the actions of foreign
much and greedily seek more.
Too many economic policy mak oil-producing countries, the declin
ers— past and present—view mass ing value of the dollar—all these
unemployment only as a statistic to mean inflation will grow worse.
Over the past year, consumer
be manipulated up or down for
political reasons—not people with prices have risen 7.4 percent—the
fastest rate of increase since 1975.
families, hopes and dreams.
Too few economic policy makers During the first half of this year,
—past and present—look behind prices rose at an annual rate of better
the statistics at the men and women .than 10 percent.
Food prices, interest rates, medi—and children too—who are the
Paul Hall
cal care costs, gas and electricity
rates—all these led the inflation
parade. But the greatest threat is the
policy of the Federal Reserve
Board—a policy that is choking off
economic growth by steadily in
creasing interest rates. Increased
interest rates make a few bankers
happy, of course. But they add to the
costs all the rest of us have to pay for
everything we buy and to the taxes
we must pay. They add no value to
any product or service. They
threaten disaster for the housing
industry, severe problems for small
business and local governments.
And they add to the danger of a
general recession.
I suppose some of you may ask,
"Do not wage increases, negotiated
under union contracts, cause infla
tion?" That's a fair question and the
honest answer is that the major
price increases of 1978 were not
caused by wage increases. The facts
prove they were due to the specific
shortages of necessary goods, Fed
eral Reserve Board actions and
profiteering. Generally, wage in
creases have been less than the
increase in consumer prices.
The principal economic fact
determining the wage increases
unions must seek in collective
bargaining is prices. Workers and
their unions seek wage increases to
meet price increases that have
already taken place. Like all Ameri
cans we do not Vv'ant to reduce our
standard of living—to do that, we
must-catch up and stay even.
Wage increases did not start the
inflation cycle, the cost-of-living
clauses in union contracts only
partially recover already imposed
price increases.
So the lower the price increases,
the lower the resulting wage in
creases will be. That is why it is so
important that the Administration
succeed in convincing American
business and the banking commun
ity to hold the line on prices and
interest rates.
Inflation pressures are aggravated
by devaluation of the dollar in
international financial markets—a
matter of serious concern to the
President. He has correctly pointed
out that devaluation means imports
are becoming more expensive, the
prices of U.S.-made goods that
contain imported parts or raw
materials are going up, the export of
items in short supply in the United
States is increased—and inflation is
compounded.
Despite all these well-known
facts, the Federal Reserve Board has
returned to the policies of tight
money and high interest rates. These
policies have never worked in the
past and they threaten the Presi
dent's anti-inflation efforts. We in
the AFL-CIO, who have examined
these policies and their conse
quences closely, believe that there
must be an immediate reduction in
interest rates, particularly for home
mortgages, and that the government
must control and allocate credit to
socially necessary investments.
Of course, unemployment itself is
inflationary. Idle workers are not
producing goods and services. And
necessary programs to provide help
to the unemployed must be paid for
by the taxpayers.
Increased production, brought
about by higher employment levels,
would reduce unit costs and the
wasteful costs of idle plant and
equipment, and thus reduce infla
tion.
In order to further reduce unem
ployment, the nation needs a tax cut
for low and middle-income tax
payers and special employment
programs such as CETA, public
works and special youth programs
—targeted to the areas of greatest
need.
The last thing America needs is a
tax cut like that recently passed by
the House of Representatives. The
press has called it "tax relief for
middle-income America."
' That's not true. Two-thirds of the
tax relief would go to business and
the very wealthy. The families of
working Americans—the 88 percent
with annual incomes of $30,000 or
less—would get only token relief.
And two million taxpayers—those
with families earning $15,000 or
less—would pay more in taxes.
So, on Labor Day 1978, the
situation is grim; the problems
facing us all are growing; the
healthy, growing, full employment
economy America must have is still
a long way off.
But we in the labor movement do
not despair. We continue to have
faith in the American political and
economic system because we have
faith in the American people. We are
confident that their common sense
will triumph and that we can achieve
the kind of economy that will put
America back to work and keep it
there.
And, on behalf the AFL-CIO, I
pledge to you that we will never
cease fighting until we have achieved
that goal.
September 1978 /. LOG / 11
�An Eye Opening Trip for Delta America Crew
Stewart Bishop, sailing ordinary sea
man, used his spare time while in port in
South America to buy up some of the
local wares.
After completing a run from the West
Coast to Central and South America—
her first as an SlU-contracted ship—the
Delta America (formerly the Prudential
Seqjet) arrived in New York earlier this
month with a mixed cargo that included
$13 million worth of Colombian coffee.
Along with the green beans, which
one Seafarer wryly described as, "worth
more than oil", were brazil nuts, sacks of
cocoa, zinc ingots, and copper. The
Delta America's cargo on the outbound
trip included grain, newsprint from the
Northwest, asbestos, and cherries.
Delta Steamship Co. purchased 13
Prudential Lines ships earlier this
summer. In addition to the Delta
America and another Seajet class, the
Delta Chile (formerly the Oceanjet),
seven other cargo ships plus four
passenger/cargo ships, were included in
the transaction.
Built in 1966 at Bethlehem Steel's
Sparrows Point Yard in Maryland, the
544 foot long Delta America boasts
The Delta America pulled into New York with a cargo of coffee worth $13 million.
individualized, air-conditioned fo'c'sles.
Her run to South America, which
included stopovers in Colombia, Ecua
dor, and Peru, was an added benefit for
the crew.
Crewmembers took advantage of the
various ports of call to get in some good
souvenir hunting and sightseeing.
Ordinary Seaman Stewart Bishop, 23, a
1974 graduate of the Harry Lundeberg
School, said that the most difficult part
of the voyage was, "budgeting my
money." His purchases included an
Alpaca sweater from Peru, and a hat
similar to those made by Inca' Indians
many hundreds of years ago—and still
worn in Peru today.
Other crewmembers couldn't resist
Seafarer N. Richardson of the Delta
America's steward department will
have a new motif for his home with his
purchases in South America,
the temptation to buy wool blankets,
llama skin rugs, and other local wares.
Many Seafarers, including AB Jason
Parker, 26, a 1970 graduate of the Harry
Lundeberg School, wisely stocked up
on that increasingly precious commod
ity—coffee—while in Colombia.
Parker had a chance to go on a tour of
an old church while in Lima, Peru.
Much to his surprise he was shown in
the basement of the church bin after bin
filled with . . . human bones. Just
another eye-opening experience in the
life of a merchant seaman.
In spite of the necessary moderniza
tion of the merchant marine, often
resulting in quicker ship turnarounds,
there are still plenty of opportunities for
"seeing the world" open to Seafarers.
The new Delta ships, as the enthusiastic
reports of SIU members on the Delta
America have shown, should continue
to satisfy some of the age-old expecta
tions of those who choose to go to sea in
the 1970's and beyond.
Allegiance Cited For Rescue of 5 In Storm at Sea
The SlU-manned ST AUcf^iancc
and her crew were cited last month for
the rescue of five persons off a founder
ing sailboat in a storm near the Boston
Pilot Station.
The 35,()()() dvvt tanker and crew were
awarded a merit citation by the Ameri
can Institute of Merchant .Shipping
(AIMS) and the National Safety
Council.
AIMS President James J. Reynolds
made the presentation for "highly
meritorious service" aboard the Allegi
ance to Capt. R. Bridgeo. The award is
given for rescues and for safety training
and seamanship feats which save lives
and vessels in distress.
An official account of the rescue said
that: "On Oct. 9, 1977, at 2:30 p.m., the
Allegiance was about 8 miles off Boston
Pilot Station and scheduled to arrive at
3 p.m. It was raining and blowing a gale
from the southeast. Visibility was about
2 miles. The seas were 10 feet and the
decks awash.
"At this time, a sloop-rigged sailboat
about 30 feet long was observed by
Capt. Bridgeo. It was disabled without
engine power and radio. The mast was
broken and sails were in the water."
The captain recounted; "When we got
close to the sloop the people on board
waved their arms and Hashed a light
indicating they needed assistance. 1
turned around and hove to as soon as
possible and then notified the Point
Allerton-Hull Coast Guard of their
plight. An hour later 1 was able, after
two attempts, to put my 630-foot ship
alongside without damaging the sloop.
"There were five people aboard and
they were taken on board \ \\c Allegiance
by pilot ladder. At 5:15 p.m., the Coast
Guard cutter arrived and half an hour
later left for Point Allerton with a Coast
Guard seaman and one of the owner's
party aboard the sloop in tow. The
remaining four passengers were taken to
Boston Harbor Anchorage on the
Allegiance and left on the shore leave
launch happy and thankful for the
assistance we had given them."
Ihe official presentation continued:
"The excellent ship handling and sea
manship displayed by Capt. Bridgeo
and his crew played a major role in this
successful action. Tricky maneuvering
was required because of the different
sizes of the two vessels involved and the
handicap of stormy weather."
U.S. Fleet's Cargo Share to Grow: But Jobs For Seamen?
Where will the U.S. Merchant Marine
be at in the year 2000?
The Maritime Administration put
that question to a Massachusetts con
sulting firm. Temple, Barker, and
Sloan, a while back.
The results, which at fitst glance seem
to paint a rosy picture, were recently
released by MARAD.
The report, entitled "Merchant Fleet
Forecast of Vessels in U.S.-Foreign
Trades", predicts that there will be a
75 percent increase in the size of the U.S.
merchant fleet by the year 2000. This
could mean 200 additional ships over
the present number, and a 108 pe'c>'ni
increase in deadweight tonnage. And,
whereas U.S.-Hag ships now haul a
12 / LOG / September 1978
pathetic 5 percent of its own waterborne trade, this will increase to 11.7
percent over the next 25 years.
Unfortunately, when you consider the
future increases in ship size, and the
introduction of continually more mod
ern and efficient equipmcr.i which cut
down manning requirements, the
"gains" revealed in the MARAD report
may not mean all that much in terms of
jobs for seamen.
By way of comparison to the U.S.
fleet, the British, French, and Nor
wegian merchant marines now haul
more than 30 percent of their own
ocean-borne commerce. Japan carries
more than 40 percent; West Germany,,
20 percent; and the Soviet Union-
realizing the importance of a strong
merchant marine -more than 50.per
cent.
The 50 percent mark is also the goal of
the SIU for the U.S. Merchant Marine.
The Union will be working hard in the
years to come to achieve this goal which
we consider not only realistic, but vital.
According to the Marad report, we
can expect to see a large increase in the
number of liquid natural gas (LNG)
ships and containerships by the year
20()0. Not only will there be more of
these modern ships, they will also be
bigger. The size of LNG ships, the report
forecasts, v^ill increase by 133 percent
over that time period. As opposed to
increased numbers of these ships, there
will be a 60 percent decrease in the
number of more conventional general
cargo ships.
In the oil tanker category, there will
be a 15 percent decrease in the number
of U.S. foreign trade tankers, wh-'.- the
average capacity of tankers will double.
So more oil will be carried, but by fewer
ships-and by fewer men. That is, if the
report is correct in its projections.
The U.S. must haul more of a lion's
share of its own cargo by the year 2000.
The SIU doesn't consider 11.7 percent
to be a lion's share. Far from it. In fact,
it really doesn't even come clo.se to being
adequate in terms of real merchant mar
ine strength or security for U.S. sea
farers.
�PL-480 More Than a Number to U.S. Merchant Fleet
What does the launching of the
world's first atomic-powered sub
marine, the Nautilus, and the merger of
the AFL with the CIO have in common
with the New York Giant's win over the
Cleveland Indians in the World Series?
The answer is the year 1954.
Legislatively, 1954 was also a big year
for the United States Merchant Marine.
Without the passage in that year of
Agricultural Trade Development and
Assistance Act,- better known as Public
Law (PL) 480, and the passage of the
1954 Cargo Preference Act, there's no
doubt that the merchant marine would
be in much worse shape than it is in
today.
In a nutshell, PL-480 authorized the
low-cost sale of surplus agricultural
commodities, and the donation of agri
cultural goods to needy or underde
veloped countries. The 1954 Cargo
Preference Act stipulates that at least
half of all U.S. Government financed
foreign aid cargoes, including those
coming under PL-480,be carried in U.S.flag ships.
In past years the combination of PL480 and the Cargo Preference Act has
enabled countless American ships to
"top off holds that otherwise would
have been loaded below capacity. With
out these laws, millions of dollars worth
of cargo would have been lost to foreign
and "flag-of-convenience" ships. In
many cases these-PL-480 cargoes have
made the difference between profit-or
at least breaking even—and bankruptcy
for U.S. operators.
It is hard to understand why there has
always been so much opposition to such
beneficial legislation. Well, maybe it's
not so hard—it can be summed up in a
word: greed. Supposed "patriotic" com
panies and individuals, more concerned
with reaping phenomenal profits—at
anyone's expense—than keeping the
best interests of the nation in mind, have
fought this legislation and have tried
repeatedly to water it down after
passage. Theso same elements have suc
ceeded in keeping expanded and badly
needed cargo preference legislation
from becoming law as late as last year.
The SlU, one of the staunchest sup
porters of the original Cargo Preference
Act, continues to fight for better laws,
and to protect those that are already on
the books.
What actually do PL-480 cargoes
f jBrotherhood m Ajotiof)
amount to? In August alone, purchase
authorization agreements under PL-480
were signed with the following coun
tries:
• Portugal—$40 million in corn,
wheat, and rice (313,000 Metric Tons).
• Zaire—$18 million in wheat, wheat
flour, rice, tobacco, and cotton.
• Zambia—$8.5 million in wheat/
wheat flour, rice, bean/cottonseed oil
and rice.
• Egypt—An amendment to the 12-777 agreement increasing its purchase of
wheat/wheat flour to $189 million (1.5
million Metric Tons).
• Jamaica—$8 million in corn and
soybean/cottonseed oil.
The 1954 Cargo Preference Act,
sometimes called the "50-50 Law",
guarantees that at least 50 percent of
Personals
such cargoes as these will be carried in
American ships. This has proven to be a
tremendous help in keeping the mer
chant marine, such as it is, afloat.
But foreign aid and PL-480 cargoes
are piaclically a drop in the bucket
compared with other types of cargo,
such as oil, not covered by cargo
preference legislation, which is being
carried in increasingly larger amounts
by foreign and "flag-of-convenience"
ships.
Additional good legislation favorable
to the merchant marine, such as cargo
preference laws covering oil shipments,
is long overdue. It is only a matter of
time before a proposal for such legisla
tion surfaces again. Support for it will
be support for a stronger merchant
marine and for a stronger country.
Personals
William C. Boulton
Mario Lopez
Your son, Shawn D. Boulton, would
like you to write him at Route 1, Box 1,
Huntsville, Tex. 77340.
Your cousin, Col. Argemiro Aldabo
Lopez, would like you to write him at
SQN 103, Bl. D, Apto. 502, Brasilia.
D. F., Brazil.
Eddie Caravona
Judy Audrey Moore Rodriguez
would like you to write her at Box 65,
Winchester, Ind. 47347, or call (317)
584-4547.
Levy Lincoln Williamson
Your brother. Ivy, would like you to
call him at (813) 439-1484 or write P.O.
Box 1985, Winterhaven, Fla. 33880.
Alberto Galza
...for SlU members with an alcohol problem
One of the most important reasons
for the success of the Seafarers Alco
holic Rehabilitation Center, sponsored
by the Seafarers Welfare Plan, is the
caring attitude of the staff there. Here
are some thoughts about alcoholism
from Joe Walker, who is the Clinical
..Manager at the ARC.
Alcoholism is a disease. It can be
treated. An alcoholic needs the help of
everyone around him in order to stop
drinking and stay sober.
Those who help our brothers in a very
unique way are the alcoholism counse
lors at the ARC.
But before a counselor can be of
any assistance to an alcoholic, the Sea
farer himself must want to stop drinking
and stay sober. The counselor encour
ages this idea by helping him to realize
what he is doing to himself by drink
ing and by showing him where he is
going if he doesn't stop. Wanting to stop
drinking is a very important step in the
life of an alcoholic.
This small step is only the first in a
long climb to recovery. At the ARC, the
alcoholism counselors present the alco
I
holic with the facts of his disease. But
while they are doing this, the counselors
also have to cope with the games and
denials that are the symptoms of the al
coholic's disease. Alcohol has a way of
taking over the entire body and making
the drinker believe that he does not have
a problem.
Our alcoholic Brothers need trust and
honesty. The ARC counselors earn this
trust. They are totally non-judgmental
and do not criticize the Seafarer for his
past actions. The counselors do, how
ever, stress the importance of starting a
new life without alcohol.
An alcoholism counselor may not al
ways succeed with every alcoholic. But
most of the time he has at least planted
the seed of hope in the Seafarer who is
suffering from alcoholism.
Getting sober, staying sober and be
ginning recovery are hard jobs. With the
help of the counselors, alcoholic Sea
farers can accept responsibility for their
drinking. Thus, they can begin totally
new lives with renewed attitudes, values
and principles.
Mrs. Evelyn Bennington would like
you to write her at 8015 Ridgely Oak
Rd., Baltimore, Md. 21234, or call (301)
665-1407.
"Wild Bill" Killian
Jake Karaczynski would like you to
contact him at 919 East 46th St.,
Brooklyn, N.Y. or (212) 287-6491.
James Joseph Kirwan
Your daughter, Agnes E. Rose, Would
like you to write her at 3452 H St.,
Philadelphia, Pa. 19134.
Ronnie Shelton
H. F. Schaubel would like you to
write him c/o Marine Engineers Bene
ficial Association, #9 Light St., Balti
more, Md. 21202. He says it is very
important.
John W. Barzak
Your brother, Donald, would like
you to write him at 14144 Woodland
Ridge Blvd., Baton Rouge, La. 708/6,
or call (504) 293-8598.
Walter Mosley
Frank Skendrovich
Your niece, Mrs. Theresa Kimmel
would like you to call her at (212) BA
4-0454, after 6 p.m.
Your wife. Vera, would like you to
call her at (212) 287-0983 or write her at
2021 E. 41st St., Apt. I A, New York,
N.Y. 11225.
Member Buried at Sea
Alcoholic Rehabilitation Center
I
I am interested in attending a six-week program at the .Alcoholic
j
Rehabilitation Center. I understand that all m\ metlica! and counseling
I
records uill be kept slrictly confidential, and that the\ will not be kept
j
an\ \vhere except at The Center.
I
j
Name
Book No
I
I
j
I
Address
(Street or RFD)
(Cilv)
(State)
Telephone No
Mail to; THE CENTER
Star Route Box 153-A
Yallev Lee, Md. 20692
ur call, 24 hours-a-day, (301) 904-00]0
(Zip)
Capt. Leon H. Jean (left background) of the SS Transindiana (Hudson Waterways)
reads from prayer book at funeral services conducted at sea for Chief Electrician
Paul R. Smith who had a heart attack on the ship and later died in Guantanamo
Bay (Cuba) U.S. Naval Hospital. The master read to the assembled crewmembers
at the ceremony "We are gathered here this day on the deck of the SS Trans
indiana to pay our respects to our departed brother, Paul R. Smith who passed
away on July 7, 1978. He was 50 years of age. 'Brother Smith you have returned
home at 0835 hours this 24th day of July. 1978 in the Latitude 21 degrees and 16
minutes North and Longitude 74 degrees and 24 minutes West. You are now and
forever returned to the sea. We pay our respects to you, each in his
own manner, with our thoughts and prayers and the reading of the 23rd Psalm..."
The vessel's engine stopped. And with a moment of silence. . . .
September 1978 / LOG / 13
�27 Taiwanese Seamen Stranded By Flag-of-Convenience Operator
When the Liberian-registered bulk
carrier Sachsenhausen was sold to a
Greek company last July, the new
owners flew in their own nationals to
crew her. The ship sailed for Duluth,
Minn, with the Greek crew a few days
after the ownership change. This left the
original 27 Taiwanese seamen stranded
in Ontario without work or the wages
and air fare home the original ship
owners, Antares Maritima S.A. of
Monrovia, had promised them.
The Taiwanese sought assistance
from the International Transport
Workers Federation, an independent,
international labor organization which
has been working to establish world
minimum pay scales and decent ship
board working conditions for sailors.
An investigation by ITF, which also
defends flag-of-convenience crews in
marked the worst oil spill ever in
American waters.
The 68 million gallons of oil spilled by
the American-owned, Liberian-regis
tered Amoco Cadiz last March, which
despoiled 70 miles of French coastline
and destroyed the fishing industry in
northern France, was the worst spill in
world history.
Crewing standards on flag-of-con
venience vessels are also notoriously
poor. Two of the largest ship collisions
in maritime history involved officers on
flag-of-convenience ships who were
either sailing without a license or later
had their licenses suspended or revoked.
The main reason a company registers
a vessel under Liberian, Panamanian or
other convenience flags, is profits.
Cutting corners wherever possible keeps
down costs and shoots up profits.
wage or condition disputes, turned up
the information that Antares Maritima
was paying the sailors far below the
international wage scales ITF set and
the company had agreed to honor. The
crew eventually received $4,600 per man
in back pay from the company.
The mistreatment of the Sachsenhausen's crew points up, once again, the
problems caused by flag-of-convenience
ships.
Incident after incident proves the
vessels of the runaway fleet are unsafe to
sail, inadequately manned and a threat
to the safety of the men who crew them
as well as to the world environment.
Ships flying a flag-of-convenience
have caused the worst oil spills in
history. When the Liberian flag Argo
Merchant dumped 7.6 million gallons of
crude into the Atlantic Ocean in 1976 it
DBNtdieps RNort Iw GKHI likes
Afir'fT^T 1 11 107«
AUiiUM 1-Jl, iy/»
*TOTAL REGISTERED
All Groups
Class A Class B Class C
TOTAL SHIPPED
All Groups
Class A Class B Class C
'^REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Algonac (Hdqrs.)
42
14
8
60
63
6
26
3
8
4
21
8
2
1
6
2
3
0
30
55
73
u"
83
68
86
ENGINE DEPARTMENT
Algonac (Hdqrs.)
32
10
3
32
30
STEWARD DEPARTMENT
Algonac (Hdqrs.)
8
3
0
25
8
ENTRY DEPARTMENT
Algonac (Hdqrs.)
Totals All Departments
57
80
44
0
0
139
107
55
117
101
'"Total Registered" means the number of men who actually registered for shipping at the port last month.
""Registered on the Beach" means the total number of men registered at the port at the end of last month.
Mount Explorer Committee
Testifying before Senate Commerce
Committee hearings in 1977, SIU
President Paul Hall said a company
registers a vessel under a foreign flag,
"to avoid something—taxes, decent
wages, environmental standards and
requirements."
The SIU, along with government
agencies and other maritime organiza
tions, has been fighting for years to curb
the use of flag-of-convenience vessels.
The member nations of the Intergov
ernmental Maritime Consultative Or
ganization, a U.N. agency, have been
meeting to set minimum training and
safety standards for all merchant
vessels.
An effective way to limit the use of the
flag-of-convenience fleet is through
Congressional legislation requiring a
sizeable percentage ofU.S.oil imports be
carried on American-flag ships.
The recently defeated oil cargo
preference bill would have assured the
U.S. fleet carriage of 9.5 percent of oil
imports.
But the powerful, multinational oil
companies, who own and operate many
flag-of-convenience ships, lobbied
heavily against the bill, just as they work
to defeat all measures designed to check
the runaway fleet.
As disasters involving flag-of-convenience vessels continue to occur, they
fuel the arguments of the SIU, IMCO,
the ITF and others who have been trying
to cut back that fleet. These accidents
also fire the outcry from the press and
the general public.
But it should be a surprise to no one
that unsafe vessels carrying ill-trained,
unpaid crews have major accidents. And
as long as flag-of-convenience ships are
allowed to engage in trade without
adhering to any training, manning and
safety standards, these disasters will
continue.
That Cargo Has Gotta Move!
...Andyou're the one who makes it happen
Responsibility. Respect. And more money, too.
These are the things you can earn
when you are so good at what you do
that you're really the best.
THEY'RE THE THINGS YOU EARN WHEN YOU'RE
THE CHIEF PUMPMAN.
Why settle for less? You're an SIU
Seafarer—the most professional
maritime worker in the world. You're
the best—make it pay.
Sign up for the Pumproom Maintenance
Operation Course at HI.S.
See your SIU Representative today.
Course Starts October 30
Coming out of the Seatrain Shipyard, Brooklyn, N.Y., after repairs last month was
the ST Mount Explorer {Cove Tankers). Here's her Ship's Committee of (standing
I. to r.) Recertified Bosun Durell L. McCorvey, ship's chairman: Engine Delegate R.
W. Nurmi; Educational Director H.G. Sanford and Steward Delegate P.R. Rogers.
Seated is Deck Delegate F.R. Schwarz.
Notice to Members On Job Call Procedure
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
14 / LOG / September 1978
clinic card
seaman's papers
INLAND
�Labor Takes Big Step to Bolster Job Safety Laws
Washington, D.C.—The AFL-CIO's
new Department of Occupational Safe
ty and Health, concerned with a mount
ing legislative campaign to weaken the
nation's primary job safety law, spon
sored a National Conference on Occu
pational Safety and Health here earlier
this month.
Many issues relating to job safety
were discussed during the three-day
conference attended by over 1,200 dele
gates from around the country. But the
central issue on most delegates minds
was the current attempt by anti-labor
elements to undermine the Occupa
tional Safety and Health Act of 1970.
The Act, through its enforcement
agency the Occupational Safety and
Health Administration (OSHA), is
charged with the responsibility of set
ting up, and enforcing, safety and health
standards in work environments.
Speaking at the conference about the
history of opposition to OSHA, AFLCIO President George Meany said,
"Fioni the day that OSHA was signed
into law, the alliance of convenience be
tween the far right and the supposedly
respectable business organizations has
sought to weaken it, undermine it and,
ultimately, destroy it."
N
A serious threat to OSHA is an
amendment to the Small Business In
vestment Act, introduced by Sen.
Dewey F. Bartlett (R.-Okla.). Also
known as the "Bartlett Amendment", it
would exempt workplaces with fewer
than 10 employees from having to com
ply with OSHA safety regulations. This
is a typical anti-labor move showing
more concern for profits than for em
ployee well-being.
Meany blasted the Bartlett Amend
ment saying that it, "condemns nearly
3 million Americans to unsafe and un
healthy working conditions ... it will
turn several million work places into
death traps." He went on to say that,
"most of all, the Bartlett amendment is
designed to kill OSHA—slowly, but
surely, like cotton dust or asbestos or
lead kills workers."
OSHA itself has been the subject of
considerable criticism in recent years.
This stems largely from the fact that its
effectiveness is limited by the dollars
the government chooses to pump into it.
Unfortunately, it has nut received the
funding it deserves to do an adequate
job.
It was noted at the conference by
Meany, however, that while the Carter
Administration could do more along
these lines to bolster OSHA, it is doing
a better job than cither the Nixon or
Ford administrations did. It should be
noted, as well, that the present adminis
tration is opposed to the Bartlett amend
ment and has campaigned against it.
OSHA's effectiveness was further
hampered earlier this year by a Supreme
Court decision which ruled that OSHA
inspectors would no longer be allowed
to make unannounced spot checks of
workplaces.
This ruling, requiring that inspectors
must first obtain search warrants has, of
course, played into the hands of owners.
It makes OSHA's job more difficult
while, at the same time, it slows down
the whole process of upgrading work
environments.
Maritime Safety
The maritime trades were well rep
resented at the conference, and a roundtable discussion of marine health and
safety rules was held on September 12.
In attendance were reps from the SlU,
the ILA, Boilermakers, United Marine
and Shipbuilders, and the Carpenters
(representing marine divers). The con
sensus of opinion arrived at was that
OSHA falls far short in affecting im
provements in various areas of the mari
time industry.
The ILA noted a decline in safety en
forcement on the docks, and pointed
out that OSHA has refused to act on
certain hazards uncovered by that
union. Similar complaints were regis
tered by other union reps attending the
discussion.
The SlU pointed out that neither
OSHA nor the Coast Guard have seen
fit to enforce OSHA-type standards on
American ships. There seems to be more
concern, the SlU noted, for the naviga
tion of the ships—and the upkeep of
machinery — than for the working condi
tions of seafarers. Even the designs of
some of the most modern ships show a
lack of concern for the occupational
safety and health of the crews that man
them.
The National Conference on Occupa
tional Safety and Health has revealed
that, despite the gains that have been
made in improving work conditions, oc
cupational safety and health will con
tinue to be a major issue in the future.
Russian Rate Slashing Eyed By U.S. Senate
Washington, D.C.—A much needed
bill aimed at curbing the growing
dominance of the Russian merchant
fleet in the U.S. liner trades is picking up
steam in the Senate.
Ever since American ports were
reopened to the Russians in 1971, they
have been capturing ever increasing
shares of the U.S. liner trade through
anti-competitive rate slashing.
The Senate bill, known as the Ocean
Shipping Act of 1978, authorizes the
Federal Maritime Commission to
suspend or alter shipping rates found to
be too far below conference or accepted
rate levels of a trade.
The House of Representatives has
already passed its own version of this
bill by an overwhelming 329 to 6
majority. The House measure is known
as the Controlled Carrier bill.
Both the House and Senate versions
of this legislation, though, mark
Congress' awareness of the extent to
which the Russians have penetrated
U.S. liner trade routes.
Over the last 15 years, the relatively
small liner fleet of the USSR has grown
to the largest in the world. And the
American fleet, once far superior to the
Russian's, is now ranked number seven.
Herb Brand, president of the Trans
portation Institute, testified at hearings
on the bill this month. He said that,
"between 1971 and 1976 Soviet partici
pation in U.S. liner ocean borne foreign
trade jumped from 160,000 tons valued
at some $38 million to 1,434,000 tons
valued at $1.7 billion."
The Russians have been able to
achieve such great success in U.S. trade
routes by selective rate slashing. The
Soviets substantially undercut going
conference rates on the traffic they want
and leave less desirable commodities to
other operators by raising rates on those
goods.
Charles I. Hiltzheimer, chairman of
the Board of Sea-Land, presented the
Senate hearings with an analysis of rates
on key Atlantic and Pacific trade routes
for more than 100 commodities. "Soviet
rates," Hiltzheimer said, "ranged from
10 percent to 40 percent lower than
existing conference rates."
One reason the Russian fleet has been
able to offer commodity transport at
such cut-rate levels is because the Soviet
economy is not a free-market economy
based on profit, like the U.S. and other
Western economies.
"The very nature of our free enter
prise system," Hiltzheimer said, "re
quires that we return an adequate profit
in order to remain in business over the
long term."
U.S. carriers need to make profits in
order to replace and expand their fleets.
State-controlled fleets are subsidized by
their governments to an unlimited
extent. Complete government subsidies
have made it possible for the Russians to
develop a fleet that is five to six times
larger than necessary to transport all of
the USSR's own liner trade.
So, if the Russians aren't in it for
profit, why are they after U.S. cargoes?
One reason is the need to earn foreign
currency. The Russians have huge debt
obligations and they need hard currency
just to meet the interest payments on
those debts.
As T. 1. President Brand pointed out,
"certain export industries are en
couraged because they have the poten
tial to earn hard currency. Clearly,
Soviet maritime activity in the cross
trades of the U.S. is one of these
industries."
Another reason is military leverage.
The Soviet merchant marine serves as
an adjunct to their Navy. Brand
explained that "the Soviet Union's
maritime fleet is prepared to operate
with the Soviet Navy in time of war
because it operates with the Navy in
times of peace. Many of its cargo ships
can be adapted to carry any type of
shipment."
1 he Russians have been allowed to
operate unrestricted in the U.S. trades
for so long that the situation is now
critical. 1 hey are already moving more
U.S. cargo than the American merchant
fleet. And they have more liner vessels
on order than any other fleet in the
world.
For the U.S., Soviet maritime dom
inance in our own trades means a loss of
jobs for American seamen, and a threat
to U.S. national security and to the
stability of our merchant fleet.
Though some have argued that both
the House and Senate rate regulatory
bills limit competition, the legislation
will, in fact, do just the opposite by
making free-market carriers competi
tive with state-controlled fleets.
The Senate bill authorizes the EMC
to regulate rales based on several
factors, including; whether the asking
rate of a state-owned carrier is based
upon that carrier's actual costs; the
relationship of the state-owned carrier's
rates to those of other carriers in the
trade and; whether the asking rate is
necessary to assume movement of a
given cargo.
In his concluding remarks. Brand
tried to put the bill into perspective. He
said: "When we talk about the Russians,
we are not talking about an allied nation
which looks down the long road of
history as a working partner with us.
We are talking about somebody who is
working everyday on a variety of fronts
to destroy the effectiveness of our
nation, and to take away from us the
position of leadership, both politically
and economically. 1 think that anything
wc do to encourage that is a step in the
direction of suicide or self-destruction."
W,C. Officials, Members TourHLS
Tug Elizabeth Smith To Work New Orleans
A new engine, a new paint job and a
top to bottom refurbishing has changed
an old railroad tug into a shipdocking
tug that looks like she belongs in New
Orleans harbor.
The Elizabeth Smith recently made
her debut in this busy port, bringing new
jobs for SIU Boatmen with Crescent
Towing and Salvage.
Her original high wheelhouse, once
necessary for the pilot to see over
railroad barges, was lowered at the
Main Iron Works in Houma, La. for
more streamlined maneuverability in
shipdocking. She measures 106 ft. by 26
ft. and now has 1,800 hp. She will work
between New Orleans and Baton
Rouge.
The Elizabeth Smith is the latest in a
long line of tugs named after members
of the family which runs Crescent
Towing. And just as the Smiths have a
full supply of children as a source of new
names, their company has plenty of new
tugs to keep up with them. But for the
moment the tugs seem to be ahead of the
Smiths.
In addition to the Elizabeth Smith,
three more remodeled vessels are
expected out of the shipyard this month,
the Sandara Smith, the Jason Smith and
a third, as yet unnamed.
Officials and rank-and-file members of tfie Marine Cooks and Stewards Union, whicfi
recently merged into thie A&G district, made tfieir first visit to ttie Lundeberg School earlier
this month. Their purpose was to take a first hand look at the School's facilities which are
available to the West Coast steward department people as members of the A&G district.
Also on hand as interested observers were several officials and members of the Sailors
Union of the Pacific and the Marine Firemen's Union. In above photo. SIU President Paul
Hall talks with part of the visiting group.
Septeinber 1978 / LOG / 15
�Boatman Alan Rudd practices using the radar aboard the Collins.
Individual instruction teaches every Boatman what he needs to know to
work in his area. Here, Instructor Chuck Dwyer (right) explains a charting
problem to Alan Hitt.
Upon completing their training program, the scholarship class expressed
their gratitude by presenting plaques to the Transportation Institute and
the Harry Lundeberg School. Shown during the presentation are (left to
right) Abe Easter, William Guerrin, Angelo Tireili, David Hendrix, Ray
mond McDonald, Hazel Brown, Roland Benz, Chuck Dwyer, Jack Miller
and Alan Rudd.
"This Program is One of the Most Fantastic Courses..."
Boatman James Pope
rj*
In the past few months, over 40 newly-licensed towboat operators have entered the towing
industry. All of these men have completed the best training course in the country for tow
boat operators—the Transportation Institute Towboat Operator Scholarship Program at the
Harry Lundeberg School.
In August, 24 more boatmen completed this program. They are the second
talented group of scholarship graduates.
For all of these boatmen, the Scholarship Program was a great oppor-||;
tunity. The curriculum was the best available anywhere, and the money
they received from the scholarship made it possible for them to attend
the three-month course.^
One reason the scholarship program is so successful is the individual!
attention that each student gets. "This is an excellent program," noted|
Boatman Roland Benz, "the instructors are the best. They give you 100
percent, they will work with you any time and they have a great attitude."
Another reason the program works so well is the many job opportuni
ties for the graduates. As Boatman Raymond McDonald put it, "l|
needed the program and the Lundeberg School to get my license."!
Brother Alan Hitt added, "The inland industry has such fantastic growth ]
potential. I'm grateful for the opportunity to be a part of it."i
Brother Alan Rudd saw the job opportunities as a good reason|
Jo apply for a scholarship, "The companies don't have enough j
operators, so there is a big chance for advancement," he said,|
"and the money you get during the program is a big heip."|
So, there are a lot of elements in the scholarship program|
that help it to work so well. A fine curriculum with good ;^
teachers and plenty of on-the-job training, a weekly income|
for scholarship winners so they can afford to go to school,|
and a cooperative attitude from management, labor and :i
educators that is helping to keep the towing industry strong
16 / LOG / September 1978
Michael Caldwell learns crew
management skills by super
vising trainees aboard the HLS
Barges as he works under the
direction of instructor Captain
Jack Miller.
�Industry needs qualified towboat
operators. The best way for a boat
man to learn the job is to do It. So,
on the Job training is an Important
part of the scholarship program.
(1) Roland Benz polishes
his steering skills during
on-the-job training.
(2) Don Rodgers enters his
hours In the wheelhouse into the
Collins' log book. All of this time
counts the same as wheelhouse ex
perience on the waterways.
¥
(2)
(1)
"The Scholarship Program is a Golden Opportunity for Advancement..."
Boatman Kenneth Kirwin
Boatman Angelo Tirelli, from Do
rado, Puerto Rico, graduated from
HLS as a trainee in Class #184.
Today, thanks to the scholarship
program. Brother Tirelli is a li
censed towboat operator.
"I heard about the scholarship
program from my SlU representa
tive," Boatman Tirelli said. "I de
cided to apply because I really
wanted to advance. I'm very grate
ful for the money I received during
; the course—it was a big help."
For Brother Tirelli, and 6 of his
classmates in the Second Scholar
ship Class, there was an additional
benefit. Since these men graduated
from HLS, every day they spent in
the program counted as a day of
work time.
So, the Transportation Institute
Towboat Operator Scholarship Pro
gram has something to offer every
talented Boatman who wants to get
ahead.
Here's what the scholarship pro
gram provides:
• Special three-month curricu
lum offered only at the Harry
Lundeberg School
• Room, board and books free
• Tuition free
• Weekly stipend of $125
• Time spent in on-the-job train
ing is Coast Guard approved
as the equivalent of wheelhouse time
• Day-for-day work time credit
for HLS entry graduates
For qualified Boatmen who want
to move into the wheelhouse, the
scholarship program is the best
way to go. So contact your SlU
Representative or HLS and ask for
an application.
As Boatman Raymond McDonald
said, "Towing is one of the few in
dustries that works closely with
labor and this makes opportunities
for all of us."
Boatmen Michael Caldwell and Heley Mareno work together during
class to solve a navigation problem.
Zhe Second ZraHsportat'm Jnstitute
Zowboat Operator Scholarskip Class
BHan Nole
Don Rodgers
Pat O'Neal
Robert Hoffman
Micliael Caldwell
/. , ^
Mm
i
David Hendrix
Ronald Meinke
Christopher Schlegel
William Guerrin
Gary Creighton
Raymond McDonald
Michael Bradshaw
Kenneth Glaser
Roland Benz
Alan Rudd
Robert Watklns
C/
Murray Hughes
Angelo Tirelli
Alan HItt
Kenneth Kirwin
MA
Roy Helmstetter
A
John Varner
September 1978 / LOG / 17
�Wouldn't Have Made it
Without SIU'
LETTERS
TO THE EDITOR
This letter is to express my thanks to the SIU for benefits given me many times
in past years when I was in the hospital, and for the benefits I received upon the
death of my husband, Seafarer William Swilley.
My husband was very proud of this Union. I am also very proud. Without the
help of the SIU, we couldn't have made it. Many thanks again.
*
Sincerely,
Mlrs. Dorothy Swilley
Pearl River, La.
Pensioner Is SiU Top to Bottom
Two years ago I received a letter which I believe was to be the most important
letter I have ever received in all my life. Had I been told 40 years ago that someday
1 would get a letter like this, I surely would have believed that someone was trying
to play a cruel joke on me. It just didn't seem possible back in those days that
someday a seaman would be able to retire with a pension.
This very important letter was from the Board of Trustees of the Seafarers
Pension Plan informing me that my application for a Pension had been
approved.
During the past two years of my retirement many of my evenings have been
occupied with memories of my sea-going days. And what fond memories these
are. Believe me, it wasn't very easy trying to live ashore in one place day in and
day out after having spent more than 40 years of my life knocking around this
world. But what I found to be even more difficult, was having to admit to myself
that I shall never again be able to go back to any one of these places that I had
been to and seen. Therefore, I must find contentment in my memories.
What better place is there to sort of celebrate my first two years of retirement
than at this beautiful and peaceful setting on the shores of the Potomac River in
Maryland which all of us Seafarers know as Piney Point. Seven years ago I made
a promise to myself that before I die I must come back to this place and stay a few
days in these peaceful surroundings.
I am a most fortunate man indeed, as that promise has now been fulfilled.
Seven years ago 1 came here as a Delegate from the Port of New Orleans to attend
an Educational Conference.
I was very highly impressed with all that I saw and learned here. But what
impressed me most of all was listening to those speeches of our President Paul
Hall. I had no idea that this man was such a great speaker as this was my first
opportunity to listen to him speak before an audience. So every morning I would
look forward to listening to him speak to us at our afternoon sessions. I also
learned that this man has many other fine qualities about him besides being a
great speaker.
Of all the men in the history of organized labor in these United States, Paul
Hall certainly stands out as one of the most dedicated to that which he represents,
the maritime industry. This man, for many years, has given so much of his time,
so much of himself in the fight to make a better way of life for those of us who go
to sea. And he has succeeded. For today his record speaks for itself.
The speeches that this man has made in our behalf in Cojogress, at labor
conventions and before many other gatherings of people would fill volumes of
books. We pensioners, active Seafarers and especially those young men who are
now coming up are very fortunate indeed in having Paul Hall at the helm of our
organization always steering on a course to higher achievements and towards a
more secure future. Unfortunately there have always been and still are those (and
too many of them) in Washington who always make it quite difficult for him, but
that has never discouraged him. On the contrary, he comes back fighting even
harder for us.
I believe that the Harry Lundeberg School of Seamanship must be the greatest
of his many achievements and I feel certain that there must be countless others
who must feel as I do. This place shall always remain a legacy to those young men
in the future who will come here to begin their seagoing careers, and to those who
sail on the Great Lakes and Inland Waterways.
The many courses for advancement to better paying jobs, which are available
in all three departments along with the most up-to-date equipment, and most
important of all, a staff of instructors and all of the other personnel here who are
completely dedicated to their professions and students have no equal in any other
school anywhere.
This school can very well be compared to an institution of higher learning due
to the advanced and specialized training it offers for the highly skilled jobs
aboard these new automated ships today. In this Union, any member is welcome,
and encouraged, to come here, at no cost to him, learn what he came here to
learn, and leave here with the assurance that his training has qualified him for a
better paying job thereby assuring him of a better way of life for himself and his
family. I ask you. Where else can a man get a better shake than this?
So in conclusion let me just say this: that most men's greatness is not
acknowledged in their lifetime, but only after they are gone, Paul Hall is
fortunnte, and descrvingly so, that he is today a living part of his many
achievements and dreams which have become a reality. And his greatest
accomplishment is right here in Piney Point. This place shall be a living
monument to him always, not only as that of a man whose life was dedicated to
the betterment of those men who go down to the sea in ships. But also to a truly
great fighter in the long and turbulent history of the maritime unions in their long
struggle for survival and for a better way of life for their members, the American
seamen. Therefore, I should like to title this effort of mine: Some Words of
Tribute to a Great Labor Leader. Written on this 23rd day of August 1978 in
Piney Point, Maryland.
Fraternally,
Charles Lee Mazur
18 / LOG / September 1978
Anchored Inger Hit by
Greek Freighter
While anchored, awaiting transit at the Panama Canal we had a surprising
incident happen. At approximately 5:20 P.M. on 7/21/78, a Greek freighter
apparently lost its plant and maneuverability and rammed into our port side by
tt 1 hatch. Although she had lost most of her way, we all felt the jolt. We had only
minor hull damage at the deck line, but the other ship was holed in the stem, and
ballast water was pouring from her forpeak tanks. I think everyone aboard was
reminded how easily an accident can happen, even while laying in a safe
anchorage.
Fraternally,
Jack W. Edwards, E-296
Ships Chairman
S/S Inger
C.G. Praises 2 SiU Tankermen
During the Coast Guard investigation of an oil spill involving the tank barge
Shamrock at the Conoco Pier on 15 June 1978, information concerning the
actions pf the tankermen has been brought to my attention.
Tankermen MICHAEL ROSENTHAL and STEVE FINCH, once having
observed oil coming to the surface in the vicinity of cargo tank 4 starboard,
secured the transfer of #2 fuel oil to the barge and notified the proper authorities.
A sausage boom was put in place to contain any oil coming up. The tankermen
took it upon themselves to pump #4 starboard cargo tank empty to stop any
further discharge. Upon the arrival of the Coast Guard investigators only a slight
sheen was observed in the water as well as the sausage boom. Cargo tank 4
starboard was empty.
All too many times are tankermen satisfied tosecure the valve and wait for the
Coast Guard to arrive without taking further action. Therefore, it is with
pleasure that Kcommend tankermen MICHAEL ROSENTHAL and STEVE
FINCH for their quick actions in mitigating the spill. This is the cooperation that
the Coast Guard seeks to have with industry to assist in maintaining a clean
environment in which everyone must live.
Sincerely,
K. B. SCHUMACHER
Captain, U.S. Coast Guard
Captain of the Port
Baltimore, Maryland
Soptembet, 1978
LOG
Official Publication of the Seafarers International Union of
North America, Atlantic, Guif, Lakes and Inland Waters District,
AFL-CIO
Vol. 40, No. 9
Executive Board
Paul Hall
President
Frank Drozak
Joe DiGiorgio
Executive Vice President
Secretary-T reasurer
Cal Tanner
Vice President
Lindsay Williams
Earl Shepard
Vice President
Vice President
luio* Pits
James Gannon
389
Editor
Ray Bourdius
Marcia Reiss
Edra Ziesk
Mike Gillen
Assistant Editor
Assistant Editor
Assistant Editor
Assistant Editor
Frank Cianciotti
Dennis Lundy
Director/ Photography
Photography
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y. (ISSN #0160-2047)
�Ocean Mining Bill in Hands of Senate
The stage is now set for the final
act in Congressional approval of
ocean mining legislation.
Senate action, expected soon,
could get the show on the road for
this promising new industry. But it
could also draw the curtain on
American job opportunity within it.
The bill soon to be voted on by the
Senate is the Deep Seabed Mineral
Resources Act, S. 2053. The basic
question behind its success or failure
is whether or not the Senate will
insist on American benefits from
ocean mining or allow it to turn into
another runaway industry.
The House of Representatives has
already answered this question. In
July the House overwhelmingly
passed a bill, H. R. 3350, which
guarantees that ocean mining ven
tures permitted by the U.S. con
tribute to the economic health of the
nation.
The guarantee was spelled out in
three SIU supported amendments to
the bill. Basically, these amend
ments require the use of U.S.
registered and U.S. manned vessels
in ocean mining.
Similar provisions have been
included in ocean mining legislation
favorably reported by three Senate
Committees. The Committees on
Energy and Natural Resources; the
Committee on Commerce, Science
and Transportation, and the Com
mittee on Foreign Relations have all
endorsed U.S. flag requirements in
their versions of the bill.
Moreover, all three Committees
have agreed to submit the strongest
version of the bill for full Senate
action. This is S. 2053, prepared by
the Foreign Relations Com.mittee.
The SIU has taken a strong stand
on protecting U.S. job rights,
leading up to and throughout the
House and Senate proceedings on
ocean mining. We have explained
our position before in terms of the
overall benefits this protection
would insure for American workers
and the American economy.
But now that Congressional
action is in its final stages, we would
like to add what some of the lead
players—members of the Senate
Foreign Relations Committee them
selves—had to say recently about
the reasons for supporting U.S.-flag
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Launrhing It!
ocean mining. But they cover the
major issues at stake in the future of
this important legislation, which in
"Such a provision is important in short, mean economic security for
order to provide that the economic the U.S.
benefits arising from ocean mining
Without statutory requirements
ventures operating under U.S. for the use of U.S. flag vessels and
legislation accrue to the U.S."
manpower in ocean mining, the
industry will be put up for grabs by
Sen. Clifford Case (R-N.J.):
multinational corporations. Like
"Ocean mining is something new, the House passed version of the bill,
something we are creating. It is an the Senate bill will prevent a
extension of the U.S., and requiring wholesale giveaway of American
the use of American ships will not jobs, taxes and technology. It will
result in an international relations protect the thousands of jobs
expected for American workers in
problem."
ocean mining, the millions of tax
dollars
which U.S. registered opera
Sen. Frank Church (D-Idaho):
tions will produce and the millions
"American technology should be already spent by U.S. companies in
utilized to assure that economic mining technology.
benefits accrue to the U.S. If we keep
These are the economic benefits
giving everything away, we will lose this country needs as much as we
our stature in the world. Our trading need the valuable mineral resources
partners are cutting us off at the lying on the ocean floor. We can't
knees."
afford to give them away, and
certainly not when it means setting
Sen. Henry Jackson (D-Wash.):
up another runaway industry to
"Ocean mining promises to be a benefit at our expense.
stimulus for significant new private
For these reasons, the SIU urges
investment, and for the creation of the Senate to pass S.2053. And we
many new employment opportuni urge the joint House-Senate con
ties in the U.S."
ference to soon afterward agree on a
These are only some of the final bill which will preserve the
statements made during the Foreign essential U.S.-flag provisions of
Relations Committee session on both legislative versions.
requirements in ocean mining;
Sen. Howard Cannon (D-Nev.):
September 1978 / LOG / 19
•-V
�. • --r, v-^v-l
E <-i£^.:^'^,...^. • .• rWv'iSii^v .:• ai'
\
Recerlified Bosun Charles Boyle, left, and Chief Steward Frank Costango pose for posterity in
front of ship s name plate.
•
mr
The LNG Gemini has a tight squeeze going through draw bridge near Quincy Shipyard as she departs with her SIU crew on her maiden
voyage.
Seven of the LNG GeminVs SIU crew gather in galley for pix. They are, standing from the left: John
Zero, QMED; Larry Dockwiller, cook and haker; Frank Costango, steward, and Bill Christmas,
general steward utility. Seated from the left are: Tom Curtis, QMED; Tom Fleming, able seaman and
Charles Bovie, recertified bosun.
LNG Gemini Sails on Maiden Voyage: Seafarers Now Manning 5 Gas Carriers
Quincy, Mass.—The LNG Gemini
departed on her maidqn voyage this
month bringing the total number of
SlU-crewed LNG carriers to five.
The Gemini is the fourth LNG ship
built by General Dynamics for the En
ergy Transportation Corp. Another
SlU-cpntractcd LNG tanker, the El
Paso Southern, crewed for the first
time in JulyT
Like her three sisterships, the
Aquarius, Aries and Capricorn, the
Gemini measures 936 feet and has a
cargo capacity of 125,000 cubic met
ers of liquified natural gas. And like
the other three tankers, she'll be
transporting her cargo of LNG on a
regular run between Indonesia and
Osaka, Japan.
Five massive cargo storage tanks,
which are becoming a more and more
familiar sight to SIU members, tower
over the deck of the Gemini, holding
the LNG at a temperature of minus
265 degrees Farenheit. The tanks
were constructed separatelv in South
Carolina, moved to the Quincv ship
yard, and fitted on the vessel.
A volatile cargo like LNG requires
special safely gear aboard ship—and
special training for her crew. The car
rier is equipped with the most mod
ern, technological equipment includ
ing sensing devices, alarms and a colli
sion avoidance system. In addition,
automatic sprinklers and drv powder
stations along with conventional firefighting equipment maximize safetv
on the tanker.
The Gemini was named after the
third sign of the Zodiac. And like the
other astrologically christened LNG
ships, runs on a dual fuel system.
When loaded, the vessel is powered
by the natural boiloff of the LNG from
the cargo tanks. When she's in port,
the ship will run on bunkers.
Another LNG tanker, the Leo, is
scheduled to come out of the General
Dynamics shipyard before the end of
this year. Energy Transportation
Corp. plans a fleet of ten LNG
carriers, and they'll all be crewed by
SIU members.
The EI Paso Co. will build and oper
ate a total of six liquid natural gas ves
sels which will travel between Arzew,
Algeria and the regasification plant in
Cove Point, Md.
If a separate, greatly expanded LNG
importation program El Paso has been
negotiating with the Algerian govern
ment goes through, the El Paso LNG
fleet will be larger still.
Pending U.S. government ap
proval, both El Paso and another
American company, Teneco Inc.,
have preliminary contracts with the
government of Algeria to import 700
million cubic feet of natural gas per
year for 20 years.
If the U.S. okay's these contracts,
the number of jobs they will create
number in the thousands. American
shipyards will be busy building the
tankers. And American crews will be
needed to sail them.
•
,
•
"-'ft-.
The SIU recognized years ago that
LNG ships would be part of the future
of the U.S. maritime industry. Union
members have been crewing the first
of these vessels because they have the
special skills and training to handle
the high technologv equipment
aboard LNG ships.
The Harry Lundeberg School in
Piney Point, Md., offers a month-long
course that's a necessary pre-requisite for sailing on an LNG carrier. The
course covers the properties and han
dling of LNG; automated engine and
cargo control rooms and the dual fuel
system.' Also included is instruction
in handling the special firefighting
equipment the ships carry.
Important career opportunities,
and the salary increases that go with
them, are waiting for SIU members
who have the training called for on
today's newest vessels.
As an SIU crewmember from the
first American-built LNG carrier, the
Aquarius, pointed out: "These ships
are the future for us, and it is up to us
to accept the challenge to upgrade
ourselves and man these ships
properly."
Job securily is a job on a brand new LNG carrier for young Seafarers Sieve
Wagner and Gary Snodgrass, shown here loading stores.
�At Sea i
Ashore
TT Stuyvesanf
The rest of the Committee of Chief Steward Joe Pitetta and Chief Electrician
Bill Brock added, "Special thanks to Jeff Page for the first aid he learned at the
Harry Lundeberg School as he continued to talk to Al to get him relaxed. And
3rd Engineer Bill Isebel, Gary Cowper and other members of the Alex
Stephens crew who pitched in to help."
Anytime from Oct. 30 to Nov. 18, the Alex Stephens will sail from Baton
Rouge, La. to Chittagong or Chalna, Bangladesh with d cargo of 10,000 metric
tons of bagged urea.
Washington, D.C
. The biggest vessel ever to enter San Francisco Bay, the 225,000 dwt
supertanker TT Stuyvesanf (Cove Shipping) came out of the huge Hunters Point
Shipyard drydock late last month to reenter the North Slope Alaskan oil trade
for Standard Oil of Ohio (SOHIO). She can carry 1.6 million barrels of oil, or
"enough to fill a tankcar train 39 miles long!"
The 1,094 foot, 144foot wide SlU-manned tanker had her bottom scraped and
painted and her sea valves and main engine turbine reconditioned in two weeks at
the yard.
As of July 1, 1978 a total of 53 merchant ships of nearly 4.2 million dwt were
under construction or on order in U.S. shipyards, according to MARAD. On
order were 14 LNG vessels, 10 intermodal carriers, nine dry bulk carriers, three
cargo breakbulk ships and three special type vess !s.
From June 1 to July 1, one 63,000 dwt LNG carrier and one 62,600 dwt ore
carrier were delivered by American shipyards. Since Oct. 1,15 merchant ships of
1.6 million dwt have been delivered from U.S. shipyards.
New Orleans
More than $450 million of the Louisiana Offshore Oil Port (LOOP),a U.S.
first-bond issue to build the facility, was sold late last month.
Five oil companies will build the superport 19 miles off the Louisiana coast set
to be operating by late 1980 to handle 1.4 million barrels of imported crude oil
daily. The oil companies are Ashland Oil, Marathon Pipeline Co., Murphy Oil,
Shell Oil and Texaco.
Offshore pipelines will connect with LOOP's onshore, underground salt
domes where the oil will be stored for distribution to Louisiana refineries,
petrochemical plants and to the St. James terminus of the north-south Capline.
SS Ponce
Recent crewmembers of the SS Ponce (\*.R. Marine Mgt.) will be glad to learn
that early last month the Rev. E.J. B. Matchett, senior chaplain of the Mariners'
Club, Kowloon, Hong Kongsent the Loga thankyou note for their generosity. It
reads:
"1 would like to acknowledge the sum of $68.00 which was donated to the
Mariners' Club, Hong Kong by the crew of the SS Ponce on August 4, 1978.
"We are very grateful for this generous donation and also for a special lens for
a film projector which they also donated to the club.
"1 would be grateful if the Log would convey our thanks to the crewmembers."
SS Alex Stephens
Word comes from the Ship's Committee of the SS AlexStephensCWaterman)
recently in the Gulf of Suez that, "Crewmember A1 Betancourt was injured when
he fell into No. 5 hold."
The Committee expressed thanks to 3rd Mate Michael Chielo Jr. and the crew
on Gulf Fleet No. 4, an offshore oil rig tender, as they "removed Al from the ship
in 1 hour, 36 minutes after his fall."
The Alex Stephens Committee, lead by Recertified Bosun Carl Francum, said
that 3rd Mate Chielo had previous crewboat experience and knew that oil rigs
were in the V.H.F. range on Channel 16 and he raised them. Capt. Odom
telegraphed Suez City but couldn't get an answer.
Waterman Steamship Co.'s bid to transport 71 military tanks from Jordan to
Iran on a Mariner-type vessel has been okayed by the U.S. Maritime Subsidy
Board.
The ship will load the tanks at Aqaba, Jordan in the Red Sea for delivery 3,173
miles away in the Persian Gulf at Bandar Shapur, Iran. After a possible return
trip to Aqaba for more tanks, the ship is to return to the U.S.
Freeport, Tex.
The Texas Deepwater Port Authority late last month applied to the U.S.
Department of Transportation (DOT) for a license to start the long delayed
super mono-buyoed port for crude oil 27 miles out in the Gulf. It is planned to
handle 2 million barrels of crude daily.
The authority expects DOT approval in seven months. The project's opening is
scheduled for the early 1980s. A $ 1.2 billion bond issue will be floated to finance
the superport.
SS Adventurer
Early this month, Sea-Land accepted delivery of a new containership, the SS
Adventurer. She's the last built in a series of four in the D-6 class.
Assigned to the Far East-Mideast run, the Adventurer can carry 595
containers. Like her sisterships, the Leader, Pioneer and Pacer, she has
refurbished midbody sections and carries two container cranes.
SS Delta Car/foe, Colombia
Delta Line started a new run early this month with the LASH SS Delta Caribe
and the SS Delta Colombia between U.S. North Atlantic ports and Central
America every two weeks.
The Caribe will carry barges and containers to Maracaibo, Venezuela in six
days where the Colombia will carry them to Puerto Contes, Honduras and Santo
Tomas, Nicaragua. The run from thoport of New York should take 11 to 12 days.
It will also include Costa Rica, Guatemala and El Salvador with a port of call
in Jacksonville, Fla.
Former Scholarship Winner Doing His Thing in Business World
In the McDonald clan, the call of the
sea skipped a generation. When he won
the SIU four-year college scholarship in
1974, William Scott McDonald wanted
to be a doctor like his grandfather, not a
Seafarer, like his dad.
During his first semester at Baylor
University in Waco, Texas, Scott was a
biology major, heading for medical
school. But after taking an elective in
leiBERSHPIIEETMSS'SCHEDULE
Port
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Aigonac
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Date
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct. 10
Oct. 11
Oct. 12
Oct. !6
Oct. 20
Oct. 14
Oct. 5
Oct. 21
Oct. 10
Oct. 10
Oct. II
Oct. 13
Oct. 12
22 / LOG / September 1978
Deep Sea
Lakes, Inland Waters
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:.30p.m.
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2:30p.m.
30p.m.
30 a.m.
30p.m.
UIW
7:00p.m.
7:00p.m.
7:00p.m.
7:00p.m.
7:00 p.m.
7:00p.m.
1:00 p.m.
2 30 p.m.
2:30p.m.
accounting, he found out that "I enjoyed
business and working with numbers a
lot more than I liked science."
Scott graduated last May with a
major in accounting, a minor in eco
nomics and a job in Palestine, Texas. He
works for the accounting firm of Harrell
& Rader, doing auditing and income tax
work. And he's studying to take the
Certified Public Accountant's exam
in November.
McDonald said he's doing the same
kind of work now he'd do as a CPA, but
he's "lower on the totem pole." Taking
the CPA exam, which is'a two-day test
covering accounting, auditing and busi
ness law, is insurance for the future.
"You have to pass that test to become a
CPA," Scott said, "and you need a
CPA's certificate to get anywhere in the
future."
Short-term plans for Scott center on
passing the exam and then deciding
whether to stay on at the company in
Palestine, maybe as a partner in the
firm, or to move to a larger company in
a bigger city.
Goals over the long-term might in
clude politics, either on a volunteer basis
with civic organizations or as an elected
city official. McDonald said he might be
interested in a shot at a city council seat.
He got a taste of politics at Baylor, cam
paigning on campus for various state
representatives.
In his free time, Scott plays as much
golf and tennis as he can and has plans
to coach a Little League baseball team.
"One thing I've always loved," he
said, "is working with kids." For three
summers while he was in school, Scott
had a job with West Texas Utilities in
Abilene. He traveled around to different
4-H camps in Texas, coaching kids in
swimming, baseball and other sports.
"Once a week we'd work with retarded
kids," Scott explained. "I got a lot out of
doing that."
The $10,000 SIU scholarship played a
big part in enabling McDonald to do a
lot of things he couldn't have done with
out financial assistance. "I couldn't have
taken that summer job without the SIU
scholarship," Scott said. "It paid O.K.,
but I would have had to get a higher
paying Job if I had to pay for school on
my own."
The McDonald family was very
happy when Scott won the scholarship
and they're very proud of his success.
His father. Seafarer William Jackson
McDonald has been sailing on SIU
ships for 32 years. He ships as a Cook
and Baker from the port of Houston.
Scott said he wanted to go to sea when
he was very young. But the family
moved from Louisiana to Houston to
Abilene by the time he was ten. "We've
been inland for so long," Scott ex
plained, "that the urge to ship out
faded."
�,r^
nltl' 'I
<
A*
•'
••
-
The SS Waller Rice (Reynolds-Amstar) carries sugar from Hawaii to Longview,
Wash,, Corpus Christi, Tex. and New Orleans where she's tied up
Paying his dues to Patrolman Peth (seated r.) during the payoff is FOWT fyiichael
Rarick (seated I.). Standing hy (I. to r.) to pay their dues arc Wiper Todd
Johnson, BR Michael Cameron, Oiler Marvin Green and Crew Messman Mike
Gille.spie
Walter Rice Pays Off After a Sweet Run
Satisfying the sweettooth of the
nation's coffee drinkers and candy and
pastry lovers is one of the unique roles
the SS Walter Rice (Reynolds-Amstar
Sugar) filled last month as she com
pleted a "sweet" run hauling a cargo of
Hawaiian sugar to refineries on the
West Coast and the Gulf.
The bulk sugar ship is one of the two
SlU-contracted vessels (the other is the
SS Sugar Islander) which carry the
sweetner from Honolulu via the Pan
ama Canal to the U.S. With pineapples,
it's a leading Hawaiian crop.
The LOG rendezvoused with the
Walter Rice in the port of New Orleans
in time to record on fllm a payoff aboard
ship as bucket cranes scooped out the
sugar from her holds. On hoard, SIU
Patrolman Carl Peth gave an explana
tion to the crew of the new wage rates
and benefits in the current freightship contract which went into effect on
June 16.
i
'A
iT
Reading the LOG is OS Robert Wilkens.
Tw * • Hi «• m mi m-mk wk t
SS
SZtitiZ'
Crew Messman Frank "Chief" Conforto
puts down a tablecloth.
New Orleans Patrolman Carl Peth (standing r.) advises crewmembers during the
shipboard meeting on Aug. 18 that they must now sail 125 days to be eligible for
Union benefits.
Holding their SPAD receipts are (I. to r.) AB Greg Taylor and OS John Lo Conte.
September 1978 / LOG / 23
�iiiniiiNUiiiiiiHiuiiiiiiiiiuiiiiiiiimmiiiiiiiiiiiiiniiiiiiuiHiniiiiiiiiniiiiiNinHmnii
Dixie Progress Crew Finjds That Ain't Hay I
It started out as a routine trip from
Houston to Tampa. But when the Dixie
Progress (Dixie Carriers) arrived in the
Florida port, she had some extra cargo
on board, dropped off by some un
known shipper.
It seems that the crew of ihcProgress
did some fishing along the way. They
made quite a catch, but as far as U.S.
Customs is concerned, it was just
another fish story about the one that got
away.
The Progress was in the middle of the
Gulf on August 15 when the crew
spotted something floating up ahead.
Riding high on the waves were 11 bales
of marijuana, apparently dumped by
someone who didn't care to stick around
and get pulled in along with the catch.
The crew fished the pot out of the
water and then turned it over to U.S.
Customs in Tampa. Capt. W. Williams
of the Progress quipped, "If I can't chew
it or dip it, it ain't no good to me."
The other crewmembers on the
Progress were; Mates P. Benedict and B.
Pierce, Tankerman D. Smart, ABs G.
Allan and J. Leal, Cook D. Daniels and
Engineers J. Byrd and D. Smith.
=
i
Eligibility Rules For Benefits
Changed to 125 Days
All Seafarers and Boatmen
should be aware that as part of
the changes in the Seafarers Vacation. Welfare and Pension
Plans made to improve benefits
resulting from our recent contract negotiations, the Trustees
have changed the eligibility rules,
Now, to be eligible for benefits
under the Seafarers Welfare
Plan, a Seafarer or Boatman
must accumulate at least 125 days
seatime or boat-time in the previous calendar year and one day
seatime or boat-time in the six
month period immediately pre-
ceding the date of claim,
Under the Vacation Plan, a
Seafarer or Boatman must now
accumulate 125 days seatime or
boat-time before filing for vacation benefits,
In addition, to be eligible for
the Early Normal Pension (20
years seatime at 55 years of age,
Seafarers only), or the Disability
Pension (12 years service at any
age), an eligible employee must
accumulate 125 days seatime or
boat-time in the calendar year
immediately preceding his pension application.
llllllllllllllllllllllllllllllllllllllllllllllllllillllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllliMllllllllllli
Delta Colombia Committee
Crewmembers on the Dixie Progress turned over some extra "cargo" to U.S.
Customs when they arrived in Tampa last month. Three of them (I tor) are: MateF.
Benedict, Capt. W. Williams and Mate D. Pierce.
Don't Give Up Right to Vote
Submit Absentee Ballots
On next Election Day you may be on
board a tanker docked off the coast of
Indonesia, or on an ore carrier headed
for Duluth. But you can still vote by
using an absentee ballot if you are a
citizen and if you are registered to vote.
If you are not registered to vote and
are shipped out far from home, most
states will send you an absentee regis
tration form as well.
According to the League of Women
Voters, a non-partisan organization
which has years of experience dealing
with voter registration, the require
ments for absentee voting and registra
tion vary from state to state, although
there are some common procedures.
To request an absentee ballot, write
or go in person to your local board of
elections (or county clerk—depending
on the state) in the city or county where
you are registered to vote, and explain
that you are in the merchant marine
and will be away on Election Day. You
will receive an official form to fill out.
After this is done, the ballot will be
sent to you hopefully in time to vote.
Deadlines for applying for and re
turning the ballot vary, but to be sure,
apply at least 30 days before Election
Day and send the ballot back in the mail
so that it arrives by the Friday before
elections take place.
If you need to register to*vote and
cannot go to your board of elections in
person, write them explaining that you
are in the merchant marine, but that
your official residence is in their area
and they will send you the proper forms.
When you write, tell them if you will be
needing an absentee ballot as well. Reg24 / LOG / September 1978
® 'a» a ^ ® ;!
istration should be done as soon as
possible.
If you have any difficulties, you can
call or write your local League of
Women Voters or City Hall for help.
The newly acquired SS Delta Colombia (Delta Line) had a payoff on Sept. 5 at the
39th St. Pier in Brooklyn, N.Y. Here are three crewmembers and the Ship's Com
mittee of (sitting I. to r.) Crewmessman Augustine Andino; Recertified Bosun
Frank Teti, ship's chairman; Chief Steward G. T. Aquino, secretary-reporter; Deck
Delegate Rick Daly and Steward Delegate Tony Petrillo. Standing (I. to r.) are
Steward Utility Norman Verran and Chief Cook Ray Leonard.
^re you Getting dishpun Hands?
Welt, get yourself out of the soup suds!
Upgrade in the Steward department x
atHLS.
Chief steward November 13
Chief Cook November 13,27
Cook and Baker November 13,27
Assistant Cook Upon Request
Sign Up Now!
See Your S!U Representative
or
Contact HLS
^
�u
Work!"
I've hated it with a passion
Ever since it went out of fashion.
Because even when you're through
There's always more to do.
Work can be a tonic
Or it can be a curse.
But when you've had your fill.
There is nothing worse.
Some work out of desperation.
Others to collect their compensation.
Just work and don't ever shirk.
Or nice folks will think you're a jerk.
My Husband
Work through coffee-time and lunch,
You'll never beat the crunch.
While the earth spins on its axis.
For enough to pay your taxes.
Now you are gone my darling,
It seems more than I can stand.
But yet I know you're happy
In God's great, wonderous land.
Work and your money spend.
Will there never be an end?
Work and your money save.
Until you're in the grave.
We lived our lives for God each day.
Then you were suddenly called away.
God had a better place for you.
So I'll go on 'till he calls me, too.
Work all the O.T. you can get.
It's enough to break your heart.
Work yourself deeper into debt,
And that's only the start.
The tears so often fall like rain.
For in my heart there's so much pain.
I loved you darling and always will
One day I'll join you never more to part.
And walk hand in hand forever more.
Work like a common drudge.
What's the driving force behind it?
Work because you're feeling guilty?
I dunno—But, I must find it.
Mrs. Ardella P. Everhart
Widow of the late Seafarer Richard
Garland Everhart, Died Nov. 30, 1976
Work and, maybe, if you're still alive,
You may get Social Security at sixty-five.
Not to put down honorable mention
When you get your Seafarers pension.
I would forget my beefs—all of 'em,
If I could make the Pensioner's column.
Because even before you've made a start your
Picture's in the "Final Departures."
Clarence L. Cousins
ST Overseas Ohio
"The Wild Woods"
Someone is building with new
Foliage in the trees.
Someone is sending the birds
And busy honey bees.
Someone is causing the fresh
Fruit to grow.
Someone is dressing anew the
Springtime show.
I
The Great Spirit's angels are
Now passing by.
They are decorating our world
Where the buds did die.
Crime Of Passion
Quietly angels are passing as
If of the melting snow.
The new kind grass is growing
Where the waters flow.
With cunning stare
Her bosom free
Eve grins at me
To my despair.
The Spirit is dressing up old
T hings along the river.
Wildwood spirits live, because
Wildwood lives forever.
My child and wife
I can't deceive
And so I grieve
For Eve, my life.
They cause new life to return
To things which have died.
Accept the Spirit of the Wild
Wood. Obey and abide.
To stem my lust
I cannot hope
But weave a rope
Hang her I must.
Seafarer Roy Lee HInson
In crime I whirl
With no reprieve
I hanged my Eve
The calendar girl.
Henri Perclkow
September 1978 / LOG / 25
�Mount Washington Committee
Sonic INH)|)ic Think L^(F
Is Strange and Mysterious
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,
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a Mi;ii(i a
Looking up from his work, Headquarters Patrolman Teddy Babkowski (seated
center) makes out a dues reoeipt for Bosun J. Ruiz (seated lelt) ship's chairman of
the ST Mount Washington (Victory Carriers) at a payoff on Aug. 30 at Stapleton
Anchorage, S.I., N.Y. With them are the rest of the Ship's Committee of (standing
I. to r.) Deck IVIaintenance D. Ellette, deck delegate and Chief Cook John Cherry,
steward delegate. Seated (right) is 2nd Pumpman John Caldwell, engine
delegate.
Joseph Hewes Committee
This means you'll qualify for the great pay and good working
conditions aboard these ships.
Sign up for the LNG course today.
It starts ISovember 13
See Your SIU Representative to Enroll
or contact
On Sept. 1, after a payoff at Hoboken (N.J.) Pier B, the Ship's Committee of the
SS Joseph Hewes (Waterman) got together for a group photo. They are (sitting I. to
r.) Engine Delegate Bill Statzer, Bosun W. J, Taylor, ship's chairman: Steward
Delegate Ralph McDaries and Deck Delegate Bob Trainer. Standing (I. to r.) are
Chief Electrician Robert Caldwell, educational director, and Chief Steward Jack
Long, secretary-reporter.
The Harry Luudeherg School
Vocational Education Department
Piney Point, MD 20674
(301) 994-0010
A MESSAGE FROM YOUR UNION
/ CM
.
mmi£ /ri
NARCOTICS
ARE FOR
LOfER^
/F CAU6Fr
you LOSE
yOURPAPBFS
FOP UFE/
THINK
ABOUT/r/
26 / LOG / September 1978
�PONCE (Puerto Rico Marine Mgt.),
July 16—Chairman, Recertified Bosun
B. Maldonado; Secretary W. Mihem;
Educational Director J. Quintelia;
Deck Delegate Herminio Serrano. No
disputed OT. Chairman read and posted
the communications received about the
new agreement. Advised that applica
tions for Piney Point upgrading school
are available. A vote of thanks was
extended to the steward department for
cleanliness and excellent food and
service. Also a vote of thanks to the
deck department for helping to keep
messroom and pantry clean at night.
Next port Baltimore.
ROBERT E. LEE (Waterman Steam
ship), July 30—Chairman, Recertified
Bosun Alfred Hanstvedt; Secretary R.
Bo^d; Educational Director Stanley
Hawkins; Deck Delegate Richard O.
Spincer; Engine Delegate Donald
Leight; Steward Delegate William
Gonzalaz. The chairman reported that
the company is now furnishing free
movies. Discussed the importance of
donating to SPAD. No disputed OT. A
vote of thanks was extended to the
steward department for a job well done
and to all other departments for their
cooperation. Next port Aqaba.
BORINQUEN (Puerto Rico Marine
Mgt.), July 9—Chairman, Recertified
Bosun C. L. Gonzalez; Secretary H.
Galicki; Educational Director V. E.
Keene; Deck Delegate A. O. Maldenado; Engine Delegate F. Sandy;
Steward Delegate F. R. Cordero. $7 in
ship's fund. No disputed OT. Chairman
discussed the merger of the SIU and the
MCS. Also advised that C-Cards should
see patrolman for a new shipping card
if they intend to stay on. Ship was
supposed to lay up after the last trip
but it was changed. A vote of thanks to
the steward department and to the
watches for keeping the crew recreation
room clean. Next port San Juan.
SEA-LAND FINANCE (Sea-Land
- Service), July 9—Chairman, Recertified
Bosun J. Pulliam; Secretary A. Reasko.
No disputed OT. The chairman dis
cussed with all the members the problem
about leaving the ship before being
relieved. Everybody was happy to see
Brother Harvey Mesford up and around
on the job at a very smooth payoff in
Seattle. Chairman discussed the impor
tance of donating to SPAD. The new
Logs were received and passed around
for all to read. It was noted that jitney
service in all ports is needed and that
mooring winches are needed for the
ships.
SEA-LAND PORTLAND (SeaLand Service), July 23—Chairman,
Recertified Bosun A. L. Waters; Educa
tional Director A. Broaddus; Steward
Delegate J. O'Hare. Some disputed OT
in deck department. The new contract
was read and discussed. Chairman dis
cussed the latest Lx)g. Report to Log:
"HONESTY—We have it in one man.
Harold McVay found some money in a
book in the recreation room. No one
claimed it in six days and he checked
and found out that the man had gotten
off and returned the money to him. We
need more men of this caliber. A vote of
thanks has to go to this man."
SEA-LAND BOSTON (Sea-Land
Service), July 16—Chairman, Recerti
fied Bosun L. E. Joseph; Secretary D.
Keno; Steward Delegate Pedro J. Perez.
Some disputed OT in deck department.
Chairman extended congratulations to
the Negotiating Committee for a job
well done on the new contract. Also
noted that some letters were received
from Frank Drozak, executive vice
president, pertaining to some questions
we wanted answered and they will be
read to this meeting and then posted. A
vote of thanks to the steward depart
ment for a job well done.
GOLDEN DOLPHIN (Apex Ma
rine), July 2—Chairman, Recertified
Bosun Robert O'Rourke; Secretary D.
Bronstein; Educational Director A.
DiFabrizzio; Deck Delegate A. Janacek; Steward Delegate E. Pippins. No
disputed OT. Chairman commented on
the excellent voyage they have had. The
crew has been a real credit to high stand
ards and traditions and will be remem
bered for a long time. Advised all
members to upgrade at Piney Point. All
communications received were read and
posted. An outstanding vote of thanks
to the steward department. It was one of
the best. Steward Department delegate
Earl Pippins noted that the entire crew
was to be commended for keeping the
galley^nd utensils clean and up to high
SIU standards. Next port Texas.
SEA-LAND PIONEER (Sea-Land
Service), July 23—Chairman, Recerti
fied Bosun C. Feil; Secretary D.
Velandra; Educational Director Mullett; Engine Delegate Charles Jones;
Steward Delegate T. McCormick. No
disputed OT. $9 in ship's fund. Chair
man reported at the last safety meeting
aboard ship that all extrusions at deck
level will be painted white. The crane
will have all new safety chains and con
nections and anti-skid paint and stripes
will be put down. Also in the galley they
will put non-skid strips in the needed
spots. The chairman suggested that a
meeting be held every week so a class
can be held on safety, union activities
etc. Blackboards were requested for the
lounges and messhalls so notices could
be posted. Next port Dubai.
% wtm r^
DELTA SUD (Delta Steamship),
July 23—Chairman, Recertified Bosun
R. Lambert; Secretary E. Vieira; Educa
tional Director P. Painter; Engine
Delegate C. Welch; Steward Delegate
Lionel Antoine. $71 in ship's fund. No
disputed OT. Chairman gave a vote of
, thanks to New Orleans Patrolman Carl
Peth for taking the time to explain in
detail all about the new contract and
answering everyone's questions. It was
suggested that when you are finished
reading the Log you bring it back to the
crew lounge so that others will be able to
look at it. Also when getting into port
it will have to be up to each one to check
on the movie machine and lens to see
that they are locked up. After showing
a movie be sure to bring the film back
to the ships office where they are kept.
TRANSINDIANA (Hudson Water
ways) July 9—Chairman, Recertified
Bosun J. Delgado; Secretary W. J.
Fitch; Engine Delegate E. Morales.
Chairman reported with regret the
passing of Chief Electrician Paul Smith
—Book No. S-739 who died at the
Gitmo Base Hospital on July 7, 1978
from a heart attack suffered on board
the Transindiana on June 27, 1978.
Although Paul Smith had a heart attack
a couple of years ago, he had refused to
let it stop him and continued to work
hard at his job. He was indeed a credit
to this Union. No disputed OT. A vote
of thanks was extended to all at Head
quarters for the well done job on our
new contract. Another first in all sea
faring unions. Report to Log: "A vote
of thanks to the staff of the Log in
keeping us well informed of the new
contract and all seafaring news."
Observed one minute of silence in mem
ory of our departed brothers.
MARY (Marlin Steamship), July 29
—Chairman, J. J. Bermudez; Secretary
N. Johnson; Educational Director F.
Holland; Deck Delegate Michael Hur
ley; Engine Delegate Henry McDaniel.
Some disputed OT in deck department.
Chairman reported on the upcoming
elections in November and the impor
tance of donating to SPAD. A vote of
thanks was given to the steward depart
ment especially for the pizza parties.
A vote of thanks to the deck department
for painting the passageways where we
live and keeping outside decks clean.
GUAVAMA (Puerto Rico Marine
Mgt.), July 10—Chairman, Recerti
fied Bosun William Velazquez; Secre
tary J. Prats; Educational Director
John A. Speer; Engine Delegate H.
Welch. No disputed OT. Chairman
reported to all crewmembers the good
contract the Union got for them and the
raises they are going to get in the follow
ing years. Advised all members to go to
upgrade at the Lundeberg School so
they can get better jobs in the future.
Also discussed the importance of
donating to SPAD. Observed one
minute of silence in memory of our
departed brothers.
ZAPATA PATRIOT (Zapata Bulk
Transport), July 3—Chairman, J. A.
Castillo; Secretary D. E. Edwards;
Educational Director J. Rodriguez;
Deck Delegate N. D. MacBean III,
Engine Delegate J. B. Davis; Steward
Delegate W. Carpenter. No disputed
OT. Chairman urged all members to
stay on as long as possible. Noted that
in the next two months there will be
20 new ships to crew and manpower is
needed. Also discussed the good
increases that were won in wages and
overtime. A vote of thanks to the
steward department for a job well done.
ERNA ELIZABETH (Hudson
Waterways), July 9—Chairman, Recer
tified Bosun W. L. Reeves; Secretary B.
Fletcher; Educational Director J.
Quiente; Deck Delegate John J. Kane.
No disputed OT. $180 in ship's fund.
Chairmian held a discussion on the
increases in vacation and welfare wages,
pensions, death benefits and on payable
port time while in Panama Canal and
Parita Bay. The steward held a nice
cook out and barbecue on the stern.
Observed one minute of silence in mem
ory of our departed brothers.
POTOMAC (Ogden Marine) July 2
—Chairman, H. Bouganim; Secretary
J. Bennett; Deck Delegate Frank Kon;
Engine Delegate Amada Diaz; Steward
Delegate James Gonzalez. $5.23 in
ship's fund. No disputed OT. Brother
Roy L. Cuthrell passed away aboard
ship on July 2, at sea. His remains were
taken ashore in Freeport, Bahamas and
a message was sent to Headquarters and
to the family of the deceased. Observed
one minute of silence in memory of our
departed brother.
DEL RIO (Delta Steamship), July
30—Chairman, Gerald Corelli; Secre
tary E. Bowers; Educational Director J.
Martello; Steward Delegate Albert
Hendricks. Chief Mate and Chairman
commended Brother D. Campos on his
first trip. Both agree that he will make
a good sailor. Captain D. Bari extended
a vote of thanks to the crew for a job
well done and for the full cooperation
of all hands. Also a vote of thanks to the
electrician for time and work on the
movie projector.
SEA-LAND CHARLESTON (SeaLand Service), July 16—Chairman,
Recertified Bosun Irwin Moen; Secre
tary C. Carter; Educational Director
Jerry Dellinger. No disputed OT.
Chairman read the communications
from headquarters and discussed them.
Also read the highlights of the new
contract. The ship will pay off in Port
Elizabeth and then go into layup.
Observed one minute of silence in
memory of our departed brothers.
PUERTO RICO (Puerto Rico
Marine Mgt.), July 9—Chairman,
Recertified Bosun Barney E. Swearingen; Secretary T. Jackson; Educa
tional Director H. P. Calloe; Deck
Delegate G. Crocco. Some disputed OT
in engine department. Chairman dis
cussed the importance of donating to
SPAD. Also requested all crewmembers
to turn in a repair list. A vote of thanks
to the steward department for a job well
done.
OVERSEAS NEW YORK (Mari
time Overseas), July 2—Chairman,
Recertified Bosun Hubert Cain; Secre
tary Peter Gebbia; Educational Direc
tor W. 1-. Pritchett; Deck Delegate
James J. McLinden. No disputed OT.
Chairman discussed the new contract.
It was also noted that the members
would like to have launch service in the
Canal Zone. A vote of thanks to the
steward department for a job well done.
Observed one minute of silence in
memory of our departed brothers.
Official ship's minutes were also
received from the following vessels;
SUGAR ISLANDER
PORTLAND
OVERSEAS VALDEZ
CONNECTICUT
COASTAL KANSAS
DELTA PARAGUAY
MONTPELIER VICTORY
TRANSCOLUMBIA
ARECIBO
ALLEGIANCE
SEA-LAND COMMERCE
SEA-LAND ECONOMY
SEA-LAND CONSUMER
TRANSCOLORADO
COLUMBIA
TAMPA
MOUNT VERNON VICTORY
DELTA COLOMBIA
BALTIMORE
SEA-LAND GALLOWAY
SEA-LAND ANCHORAGE
JOHN B. WATERMAN
MANHATTAN
WILLIAMSBURGH
OVERSEAS ULLA
AFOIJNDRIA
SAMUEL CHASE
GOLDEN MONARCH
AMERICAN HERITAGE
WESTWARD VENTURE
SAN PEDRO
NEW YORK
SEA-LAND MC LEAN
OVERSEAS HARRIETTE
STUYVESANT
SEA-LAND TRADE
WALTER RICE
DELTA MAR
POINT MARGO
NECHES
SEATTLE
September 1978 / LOG / 27
�Tighter Gov't Controls Needed To Boost U.S. Liner Fleet
WASHINGTON, D.C.—The U.S.
Maritime Administration has released a
study which reveals that more "coopera
tion" or trade controls practiced by
liner shipping companies would benefit
the U.S. merchant marine.
The study, prepared for Marad by an
outside consulting firm, shows that U.S.
companies would prosper under in
creased controls, such as stronger shiping conferences. But it predicts "sub
stantial losses" for U.S. operators if
present U.S. shipping practices of open
competition continue or increase in the
liner trades.
The results of the study are especially
significant at this time because Congress
and an Administration task force are
now considering major changes in ship
ping policy.
Assistant Secretary of Commerce
Robert Blackwell, the head of Marad,
did not advocate any specific policy
changes when he released the study on
August 21. But he said that it should be
"extremely useful in exploring the vari
ous policy alternatives which the
Government is considering to end the
chaos and restore stability to our liner
trades."
The arguments for and against
stronger shipping controls have become
louder over the years in reaction to the
economic problems faced by the U.S.
liner fleet. Although some gains have
been made recently, by and large, the
rate of return for liner companies is not
equal to investment risks, Blackwell
said.
Those against controls claim that
conferences and other forms of shipping
regulation destroy competition, which is
the basis of U.S. shipping policy.
A conference is basically a coopera
tive agreement between shipping lines
engaged in the same trade. It allows the
companies to set common rates and
have a fair share of cargo. But U.S. ship
ping policy has kept these conferences
from being really effective.
The SlU has attacked U.S. shipping
policy because it has failed to preserve
fair competition and because it has
weakened the position of the U.S. mer
chant fleet. Other countries engaged in
our trade have instituted controls in the
best interests of their own fleets. But
American shipping lines have been seri
ously hurt by rate-cutting and other
abuses which the Government allows to
go on in the name of "free trade."
The SlU strongly supports the Con
trolled Carrier bill, recently marked up
IlllllllUlllllllllllllllllllllllllllllllllllllllllllllllllllilllllllllllllllllll
Seafarer Starts
N.J. AA Meetings
Responding to the needs of Seafarers
and other workers who have drinking
problems, a New Jersey chapter of Alco
holics Anonymous will begin weekly
meetings in Port Newark on Oct. 19.
The regular Thursday meetings will
be led by SRI member Frank Buhl, who
spent several months as a counselor at
the Union's Alcoholic Rehabilitation
Center in Valley Lee, Md., and Father
Charlie McTague. The sessions will
begin with a closed discussion group at
5:30 PM, followed by open speakers
at 8:30.
The meetings will take place at the
Mariners International Center, Export
and CalcutiS Streets, Port Newark, N.J.
For further information on the New
Jersey A.A. meetings, contact Frank
Buhl or Father McTague at (201)
589-5828 from 3 PM to 10 PM and (201)
589-5969 at other times. They can also
be reached by mail at 250 Lafayette St.,
Newark, N.J. 07105.
iiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiimiiiimiiiiiim
28 / LOG / September 1978
by the House Merchant Marine and
Fisheries Committee. It is the only cur
rent piece of legislation which promises
to provide much needed regulation in
U.S. trade. Aimed at rate-cutting prac
tices of the Russian fleet, the bill would
allow the Federal Maritime Commis
sion to ban a shipping line from a U.S.
trade route if it was offering rates far
below accepted conference levels.
While more comprehensive shipping
regulatory reform is still under review,
the Marad study provides some hard
facts for Government consideration.
The purpose of the study was to test the
impact of cooperative vs. competitive
shipping practices on U. S. flag
companies.
A computer model was used to
simulate liner operations and calculate
profitability over a ten year period.
Three U.S. trade routes were selected
for detailed study: the North Atlantic,
Mediterranean and Latin American
trade.
The results of more than 30 simula
tions demonstrated that the statutory
objectives of a strong U.S. merchant
marine "are more nearly achieved over
flag operators is more likely, causing a
reduction in the U.S.-flag market
share."
the long run with increased cooperation.
With increased competition, increased
penetration of U.S. trades by non-U.S.-
Walter Rice Committee
New Orleans Patrolman Carl Peth (standing 2nd r.) is at a payoff with the Ship's
Committee of the SS Walter Rice (Reynolds Metals) in the Crescent City port late
last month. They are (standing I. to r.) Recertified Bosun Robert Broadus, ship's
chairman, who was getting on and (extreme r.) Educational Director Jose H.
Rodriguez. Seated (I. to r.) are Engine Delegate B. Hireen, Steward Delegate Juan
Melendez, Recertified Bosun Ewing Rihn; Deck Delegate Greg Taylor and Chief
Steward George Vorise, secretary-reporter.
Dispatchers Report for Inland Waters
AUGUST 1-31, 1978
*TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
."*...
0
0
0
6
0
5
7
3
1
0
11
0
1
9
2
0
9
0
0
54
0
0
0
5
0
2
1
5
5
0
4
0
0
7
5
0
13
34
3
84
0
4
0
3
0
2
0
18
2
0
9
0
6
9
68
0
13
0
52
186
0
0
0
10
0
2
1
2
1
0
7
0
1
7
2
0
3
0
ie
0
0
0
6
0
1
0
0
4
0
1
0
0
6
4
0
11
34
6
73
0
0
0
4
0
1
0
6
2
0
5
0
0
_ 6
20
0
6
0
27
77
0
0
0
3
0
4
12
3
1
0
23
0
1
17
3
0
12
0
4
83
0
0
0
5
0
3
2
8
4
0
9
0
0
13
1
0
15
4
1
65
3
0
32
4
0
42
0
11
11
132
0
21
0
75
339
0
0
0
0
0
1
1
0
0
0
0
0
0
4
0
0
0
0
0
6
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
1
0
0
2
0
0
0
0
0
0
0
L0
1
8
0
3
0
0
0
1
0
0
14
0
0
0
1
0
1
0
0
1
0
0
0
0
0
0
0
1
0
1
5
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
3
5
1
4
0
3
Q
ENGINE DEPARTMENT
0
0
0
1
0
0
0
0
0
0
2
0
0
1
0
0
0
0
0
4
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
6
0
2
0
0
0
0
0
0
8
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington .
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
0
0
0
0
0
0
0
0
0
0
2
0
0
1
0
0
0
0
0
3
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
1
0
3
0
0
0
0
0
0
0
0
0
0
2
0
2
0
0
0
0
0
0
4
•
STEWARD DEPARTMENT
0
0
0
1
0
1
0
0
• 1
0
0
0
0
0
0
0
1
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
1
1
4
0
0
0
1
0
1
0
2
0
0
0
0
3
1
0
0
2
0
7
17
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
2
0
5
9
Totals All Departments
89
203
62
41
77
90
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
>
94
72
0
0
0
3
0
0
0
5
0
0
0
0
5
1
0
0
3
0
11
28
381
�Not Too Many Chief Cooks
rvt
W,-:- ••'.
r-r .
«sH-n|-r,-v|,-,..
Kt>pM
R„^
' '.",r
^
Kli.
\\^
•" ^''uyynir.st
,|
'^X
^
M
• ?
Cftief Out fo Stew
Taylor a Cook
Happily showing his chief steward
diploma achioved at MLS is l\/1ike * Displaying thoir diplomas are new Chief Cooks (I. to r.) Joseph Speller and Chris
Romalho.
Haggerty.
13 Are for Automation
*
MLS Steward Department upgrader
Sheldon Taylor's ready for qookin n'
bakin'".
Three Men in a Lifeboat
•tm
•'ly
Automation Course Instructor Charlie Nalen (standing I.) poses with the 13
graduates in his class. Standing (I. to r.) are Sonto Mondone, Don Busby, Leroy
tanner, Bob Hedrick, Freddie Horn and Bill Hyder. In the front row (I. to r.) are
Eugene Oldakowski, Tom Burke, Charlie Callahan and David Terry. In the middle
row (I. to r.) are Jean Morris, Doug Greiner and John Chiv"&rs.
Completing the Lifeboat Course are (I. to r.) Danny Riddle, Jose Camelo and
Robert Frazier.
Harrv Liindeber^ -C®" School of
"For a better job today, and job security tomorrotv.
21 Black Gangers Get QMED
Twenty-one more QMEDs are now ready to man the SlU fleet's engine depart
ments. They are (front row I. to r.) Robert Mealor. Robert Rush, Thomas McMahon,
Pete Linkewitz, Robert Cannon, Glenn Bumpas, Gene Koss and John Day. In the
middle rov^ (I. to r.) are Dennis Convey, Mark Stewart, Ronnie Adkins, Bob Martin,
Rusty Stewart, John Newhouse and Kevin Gannon. In the rear row (I. to r.) are Alli
son Hebert, Robert Ivanauskas, Joe Oliveri. Bruce Swisher, Don Shine and Victor
Palombo.
FOWTs Four Rows Deep
Here's 29 new firemen-watertenders-gradualing from the HLS. They are (front row
I, to r,) John Bucko, Nick Celona, Paul Johnson, Brian Bluitt and Allan Todd, In the
second row (I. to r.) are Jim Derbach, Leonard Viles, Vernon Green, Louie Cerventes. Miller Lowery, Stanley Williams and Jose H, RodrigueE.-Third row (I, to r.)
has Dennis Lemily,Thomas Gordon, Jim Flynn, Tom Stark, Tom Quattrochi.C. L,
Mitchell, Ken Couture and Rick Sayers. Finally, the back row (I, to r.) has Robert A,
Meacher, John Haight, Herbie Benzenberg, Glenn Kessel, Eric Plaskin, Gabe
Horneff. Robert C. McCoy, Donald Gusis and Mark Lawrence,
September 1978 / LOG / 29
"T'l
i
�Roy L. Cuthrell, 54, died on
the SS Potomac
on July 2. Brother
Cuthrell joined
the SIU in 1944 in
the port of New
York sailing as
a fireman-watertender. He was born in Hickory, Va. and
was a resident of Chesapeake, Va.
Surviving is his mother, Fannie of
Chesapeake.
Paul D. Erter,
55, succumbed to
heart and lung
failure in the
Galveston USPHS
Hospital on July
9. Brother Erter
joined the SIU in
the port of Hous
ton in 1972 sailing as a QMED. He
upgraded at Piney Point in 1974.
Seafarer Erter was a veteran of
the post-World War H U.S. Army. A
native of Tulsa, Okla., he was a resident
of Mabank, Tex. Cremation took place
in the Brookside (Tex.) Crematory.
Surviving arc two sons, Michael of
Watauga, Tex. and Mark Allan of
Mansfield, Tex.
Pensioner
Frank J. Farmei',
48, died of a liver
ailment in the
Seattle USPHS
Hospital on June
24. Brother Farm
er joined the SIU
in 1948 in the port
of New York sailing as an AB. He sailed
for 32 years. Seafarer Farmer was born
in Seattle and was a resident of Copalis
Beach, Wash. Cremation took place in
the Butterworths Crematory, Seattle.
Surviving is his mother, Helena of
Copalis Beach.
Javinal E. Fer
nandez, 57, died
on Aug. 21. Broth
er Fernandez
joined the SIU in
the port of Wil
mington, Calif, in
1963 sailing as a
cook and baker.
He sailed 26 years. And he upgraded at
the HLS in 1975. Seafarer Fernandez
was a wounded veteran of the U.S.
Army in World War 11. Born in Taun
ton, Mass., he was a resident of San
Pedro, Calif. Surviving are his mother,
Mary of San Pedro and a sister, Mrs.
Laura Ingram of Palos Verdes Penin
sula, Calif.
Pensioner Wil
liam E. Oliver, 67,
died on Aug. 18.
Brother Oliver
joined the SIU in
1939 in the port of
Savannah sailing
as a chief steward.
He sailed 48 years.
Seafarer Oliver was born in Savannah
and was a resident of Prichard, Ala.
Surviving are his widow, Bessie; a
daughter, Tracy; a stepson, John Munsanto and a stepdaughter, Patricia
Munsanto.
30 / LOG / Seotember 1978
Pensioner Ben
ito Gordoza, 77,
passed away from
heart disease at
home in Brook
lyn, N.Y. on July
31. Brother Gor
,;:sf
doza joined the
SIU in the port of
New York in 1955 sailing as a chief stew
ard. He sailed 51 years. Seafarer Gor
doza was on the picketline in the 1961
N.Y. Harbor beef. He was a native of
Mindanao, P.I. Burial was in Rosedale
Cemetary, Linden, N.J. Surviving is his
widow, Kam Fong Lam of Pasadena,
Calif.
Pensioner
Harry D. Ham
mond, 54, died in
New Orleans on
July 8. Brother
Hammond joined
the SIU in 1946 in
the port of New
Orleans sailing as
a cook. He sailed for 31 years. Seafarer
Hammond was a veteran of the U.S.
Army in World War 11. Born in New
Orleans, he was a resident there. Survi
ving are his widow, Estella; two sons,
Harry and Barry of New Orleans, who is
a 1967 graduate of HLS, and two
daughters, Evelyn and Shirley.
Pensioner Jo
seph L. Sheahan,
72, died of heart
failure in the Central Michigan
Community
Hospital, M t.
Pleasant on June
9. Brother Shea
han joined the SIU in the port of Lake
Charles, La. in 1956 sailing as a pump
man, deck engineer and fireman-watertender for 26 years. He was on the
picketline in the 1962 Robin Line beef.
Seafarer Sheahan was a veteran of the
U.S. Navy in World War II. Born in
Michigan, he was a resident of Rose
bush, Mich. Burial was in St. Henry
Cemetery, Rosebush. Surviving are a
brother, Eugene of Rosebush; a sister,
Mrs. Rose B. Beutter also of Rosebush;
two nephews, Jerry and Richard Shea
han of Mt. Pleasant and a niece, Mrs.
Mary Ann Verevey of Rosebush.
Pensioner Ger
ald B. Smith, 71,
succumbed to
coronary disease
in North Arundel
Hospital, Glen
Burnie, Md. on
June 23. Brother
Smith joined the
SIU in 1939 in the port of Baltimore
sailing as an AB. He sailed 40 years and
was also a rigger. Seafarer Smith was
born in West Virginia and was a resident
of Millersville, Md. Burial was in Glen
Haven Memorial Park Cemetery, Glen
Burnie. Surviving is his widow, Esther.
Paul R. Smith,
50, died in the
Guantanamo Bay
(Cuba) U.S. Naval
Hospital on July
7. Brother Smith
joined the SIU in
1946 in the port of
New York sailing
as a chief electrician and QMED. He
received a Union Personal Safety
Award in 1961 for sailing aboard an ac
cident-free ship, the SS Louisiana (Seatrain). He was a veteran of the postWorld War 11 U.S. Army. Seafarer
Smith was born in Illinois and was a
resident of Augusta, Ga. Surviving is
his widow, Mary.
Pensioner Clin
ton Mason, 72,
died of cancer at
home in Day, Fla,
on June 28. Broth
er Mason joined
the SIU in I94I in
the port of Nor' folk sailing as a
fireman-watertender. He sailed 34
years. Seafarer Mason walked the
picketline in the 1961 N.Y. Harbor
strike. He was born in Atlantic, N.C.
Burial was in the Day Cemetery. Surviv
ing is his widow, Lola.
Louis W.
Moore, 53, died of
heart disease in
the University of
South Alabama
Medical Center on
July 26. He joined
^>1 the SI U in the port
of Mobile in 1955
sailing as an AB and cook. Seafarer
Moore sailed 30 years. He was a veteran
of the U.S. Navy in World War II. Born
in Illinois, he was a resident of Mobile.
Interment was in Pine Crest Cemetery,
Mobile. Surviving are his widow,
Roberta and an uncle, Arthur Brant of
Attica, Ind.
C)
Pensioner Re
certified Bosun
John L. Ohannasian, 55, died at
home in Miami on
July 22. Brother
Ohannasian join
ed the SIU in 1949
in the port of New
York. He sailed 30 years. Seafarer
Ohannasian graduated from the Recert
ified Bosuns Program in November
1975. He was a veteran of the U.S. Navy
in World War II. He was born in De
troit. Cremation took place in the Lithgow Crematory, Miami and his ashes
were scattered at sea. Surviving are his
widow, Marsha and his uncle, Casper
Ohannasian of Melvindale, Mich.
Pensioner John
S. Seiferth, 68,
died of a heart
attack on July 15.
Brother Seiferth
joined the SIU in
1949 in the port of
New York sailing
as a bosun. He
sailed 43 years. Seafarer Seiferth was a
veteran of the U.S. Army in World War
II. Born in Pittsburgh, Pa., he was a res
ident of Houston. Surviving is a sister,
Mildred of Pittsburgh.
William R.
Lockamy, 53, died
on June 5. Brother
Lockamy joined
the SIU in the port
of Baltimore in
1965 sailing as a
wiper and OS. He
sailed 23 years,
and during the Vietnam War. He attend
ed the Andrew Furuseth Training
School, Baltimore in 1957. Seafarer
Lockamy was a veteran of the U.S.
Navy in World War II and was also a
plumber. A native of Norfolk, he was a
resident there. Surviving are a daughter,
Carrie and a brother, Joseph, both of
Norfolk.
Jeffrey J. Newhouse, 27, died in
Bethesda, Md. on June 2. Brother
Newhouse joined the SIU in the port of
New York in 1977 sailing as an OS. He
was also an artist. Seafarer Newhouse
was bom in New York and was a
resident of Bethesda. Interment was in
Gates of Heaven Cemetery, Silver
Spring, Md. Surviving is his father,
Edgar L. Newhouse, III, of Bethesda.
Melito Maldonado, 41, died
on the ST Over
seas Aleutian
(Maritime Over
seas) on Aug. 17.
Brother Maldonado joined the.
SIU in the port of
Houston in 1961 sailing as a chief stew
ard. He sailed 22 years. Born in Boling,
Tex., he was a resident of Houston. Sur
viving are his widow, Virginia; a son,
Melito of Houston; two daughters,
Nancy and Sandra; his mother, Carlota
of Galveston and his father, Gilberto of
Bay City, Tex.
Pensioner
Theodore Roose
velt Maples, 74,
succumbed to
pneumonia in the
Springhill Memo
rial Hospital, Mo
bile on Aug. 9.
Brother Maples
joined the SIU in 1945 in the port of
Mobile sailing as a fireman-water
tender. He sailed 25 years. Seafarer
Maples was born in Wilmer, Ala. and
was a resident there. Interment was in
Joyner Cemetery, Tannner Williams,
Ala. Surviving are a sister, Mrs. Edna
M. Dunn of Butler, Ala. and a brother,
Julius of Crichton, Ala.
Pensioner Walter Marcus, 76,
passed away on
Aug. 11. Brother
Marcus joined the
SIU in 1947 in the
port of New York
sailing as a chief
steward. He sailed
50 years and was a member of the old
SIU. Seafarer Marcus sailed also on
German, Dutch and Japanese ships. He
rode Robin Line, Suwannee Steamship
and American Coal Shipping Co. ves
sels, too. In 1961, he was on the picketline in the N.Y. Harbor beef. Born in
Germany, he was a naturalized U.S. citi
zen and was a resident of Lahaina,
Maui, Hawaii. Surviving are his widow,
Josephine; three sons, Francis, David
and Walter of Hawaii and three daught
ers, Ingrid, Enid and Ury.
Pensioner Ehbie Markin, 69,
succumbed to
. pneumonia in the
St. Joseph's Hos
pital, Houston on
July 18. Brother
Markin joined-the
SIU in 1945 in the
port of Baltimore sailing as a firemanwatertender. He was born in Georgia
and was a resident of Conroe, Tex. In
terment was in the Wallace Memorial
Cemetery, Clintonville, W. Va. Surviv
ing are his widow, Zala and a daughter,
Deborah.
Peter S. Ander
son, 28, died at
Doctors Hospital,
Seattle on June
22. Brother An
derson joined the
SIU in the port of
New York in 1972
following his
graduation from the Harry Lundeberg
School of Seamanship in Piney Point,
Md. He sailed as an OS and was chief
bosun during his training at HLS. Sea
farer Anderson was a veteran of the
U.S. Marine Corps in Vietnam from
1968 to 1969. Born in Seattle, he was a
resident there. Burial was in Washelli
Cemetery, Seattle. Surviving are his
parents, Mr. and Mrs. Roy J. and Joan
Anderson of Seattle.
t
�Pensioner John
Kallaste, 66, died
of natural causes
in the Lutheran
Medical Center,
Brooklyn, N.Y. on
June 23. Brother
Kallaste joined the
_
SIU in 1943 in the
' port of New York sailing as a pump
man. He sailed 41 years. Seafarer Kal
laste walked the picketline in the 1961
N.Y. Harbor beef and the 1962 Robin
Line strike. Born in Estonia, U.S.S.R.,
he was a resident of Brooklyn. Crema
tion took place in the Ferncliff Crema
tory, Hartsdale, N.Y. Surviving is a
daughter, Juanita of Lima, Peru.
Pensioner John
Karpinsky Jr., 69,
died of cancer in
the Brownsville
.(Tex.) Medical
Center on May 20.
Brother Karpin
sky joined the SIU
in 1949 in the port
of New York sailing as a cook and ship's
delegate. He sailed 24 years and during
the Korean War. Seafarer Karpinsky
was born in Philadelphia and was a resi
dent of Brownsville. Interment was in
Buena Vista Cemetery, Brownsville.
Surviving are his widow, Maria and two
daughters, Catalina and Linda.
Carter Lane, 36,
died on June 13 on
the sunken ST
Yellowstone (Ogden Marine)
which was ram
med by an Alger
ian freighter off
Gibraltar on June
12. Brother Lane joined the SIU in the
port of Houston in 1966 sailing as a
wiper. He was born in Rison, Ark. and
was a resident of Hot Springs, Ark. Sur
viving are his mother, Mrs. Kathleen Di
Nino; his grandmother, Mrs. Vivian
Cameron and a sister, Mrs. Betty Di
Nino, all of Pine Bluff, Ark.
Pensioner
Adolph B. Lange,
68, died of kidney
failure in the Martin Place East
Hospital, Madi
son Heights, Mich,
on June 19. Broth
er Lange joined
the SIU in 1939 in the port of Detroit
sailing as an AB. Seafarer Lange sailed
34 years and worked for the T.J.
McCarthy Steamship Co. in 1961. He
was a veteran of the U.S. Army in World
War II. Born in Michigan, he was a resi
dent of Roseville, MiCh. Burial was in
the Forest Lawn Cemetery, Detroit.
Surviving are a brother, Anton of
Detroit and a nephew, David A. Lange
of Roseville.
Recertified Bo
sun Juan Burgos,
62, died of natural
causes in the
Staten Island
(N.Y.) USPHS
Hospital on July
11. Brother Bur
gos joined the SIU
in 1942 in the port of Tampa. He sailed
37 years and hit the bricks in the 1961
Greater N.Y. Harbor beef and the 1965
District Council 37 strike. He graduated
from the Recertified Bosun Program in
January 1976. Seafarer Burgos was
born in Fajardo, P.R. and was a resi
dent of Brooklyn, N.Y. Burial was in
Rosedale Cemetery, Linden, N.J. Sur
viving are his widow. Carmen and four
sons, Augustin, Anthony, Luis and
John of Brooklyn.
Pensioner Pab
lo Latorre, 61,
died on Aug. 11.
Brother Latorre
joined the SIU in
1944 in the port of
New York sailing
as a chief cook. He
sailed 36 years.
Seafarer Latorre was on the picketline
in the 1965 District Council 37 beef and
rode the SS Edith (Bull Line) in Hurri
cane Carla in 1962. A native of Puerto
Rico, he was a resident of the Bronx,
N.Y. He was also a typist-bookeeper.
Surviving are his widow. Rose of Staten
Island, N. Y.; three sons Pablo, Paul and
Richard, and two brothers, Antonio
and Raymond of the Bronx.
Pensioner Oskar Kaelep, 76,
passed away on
Aug. 24. Brother
Kaelep joined the
SIU in 1943 in the
port of Norfolk
sailing as a bosun.
He sailed for 33
years. Seafarer Kaelep hit the bricks in
the 1965 District Council 37 beef, the
1962 and 1959 Robin Line strikes and
the 1961 N.Y. Harbor beef. He was born
in Estonia, U.S.S.R., was a naturalized
U.S. citizen and was a resident of
Miami, Fla. Cremation took place in
Linden, N.J. Surviving are his brother.
Alec of St. Albans, L.I., N.Y. and a
nephew, Walter Casper Jr. of Reading,
Pa.
William Harris
Jr., 36, died on
Aug. 17. Brother
Harris joined the
SIU in the port of
New York in 1972
sailing as an AB.
He was a veteran
of the U.S. Coast
Guard. Seafarer Harris was born in
Palmetto, La. and was a resident there.
Surviving are his widow, Takako of
Naha City, Okinawa, Japan and his
mother, Mrs. Octavio Brown.
Brian D. Boyle, 19, died in the Wil
mington (Del.) Medical Center on May
13 as a result of injuries sustained in a
highway mishap in Chadds Ford, Pa.
Brother Boyle joined the Union in the
port of Philadelphia in 1977 sailing as a
cook for the Delaware River Barge Co.,
Curtis Bay Towing Co. and for Mc
Allister Brothers. He was born in Williamsport. Pa. and was a resident of
Chadds Ford. Interment was in St. Pat
rick's Cemetery, Wilmington. Surviving
are his parents, Mr. and Mrs. Joseph
and Sheila Boyle.
Pensioner Franklin
P. Grant, 51, died of
a heart attack in Doc
tors Hospital, Mobile
on Jan. 29. Brother
I Grant joined the SIU
in the port of Mobile
I in 1951 and sailed as
an AB. He was a
veteran of the U.S. Army. Interment
was in Pine Crest Cemetery, Mobile.
Surviving is his widow, Elizabeth.
^gjgnpjjk
Cecil F. Stock, 81,
passed away on Feb.
Stock
V
joined the Union in
. the port of Mobile in
1956 sailing as a fire^ man-watertopder on
,
f the Tug Sombrero
I JK
'^ from 1956 to 1961.
He sailed 43 years. Boatman Stock was
also a machinist. He was a World War
I veteran of the U.S. Navy. Born in
Martinsville, Va., he was a resident of
Mobile. Surviving is his widow, Rosalie.
Pensioner An
drew J. Ewing, 62,
died on May 30.
Brother Ewingjoined the Union in
1948 in the port of
Mobile sailing as an
engineer for the Bay
J J i Towing and Dredg
ing Co. from 1950 to 1957 and Radcliff
Materials. He was born in Gasque, Ala.
and was a resident of Foley, Ala. Sur
viving is his widow, Evelyn.
Pensioner Walter
O. Hoven, 64, died
on June 9. Brother
Hoven joined the
Union in the port of
Mobile in 1956. He
sailed as an AB for
^ . 24 years. Boatman
Hoven was born in
Grove Hill, Ala. and was a resident of
Lucedale, Miss. Surviving is his widow,
Joyce.
Pensioner Paul
L. Berthiaume, 61,
died in La Combe,
La. on Apr. 30.
Brother Berthiaume
joined the SIU in
1941 in the port of
New Orleans sailing
as a bosun. He sailed
37 years. Seafarer Berthiaume was born
in New Orleans and was a resident of La
Combe. Interment was in Forest Lawn
Cemetery, Slidell, La. Surviving is his
widow, Thelma Ann, of Slidell.
Paul L. Evans, 67, died of heart fail
Pensioner James L. Sullivan, 66, died
ure in Bayside Hospital, Virginia Beach,
of Hodgkins disease in the Wilmington
Va. on Mar. 26. Brother Evans joined
(Del.) Medical Center on Oct. 20,
the Union in the port of Norfolk in
1965 sailing as a chief mate on the Pilot , ,1977. Brother Sullivan joined the
Union in the port of Philadelphia in
Boat Virginia (Virginia Pilot Assn.)
1961
sailing as a mate for the Curtis
from 1965 to 1977. He also sailed for
Bay Towing Co. from 1944 to 1976
the Sadler Sand Co. and the P.R.
and
as a rigger foreman for the Dravo
Marine Co. A native of York County,
Corp. from 1942 to 1944. He sailed
Va., he was a resident of Yorktown,
46
years. Boatman Sullivan was born
Va. Burial was in Peninsula Memorial
in
Fall
River, Mass. and was a resident
Park Cemetery, Newport News, Va.
of Boothwyn, Pa. Burial was in Cathe
Surviving is his widow, Mary.
dral Cemetery, Wilmington. Surviving
Pensioner Walter J. Valentine, 70,
is his widow, Marie.
died of heart failure in the Baltimore
Burnett A. Carter, 56, died in Cairo,
U.S. Veterans Administration Hospital
111. on May 21. Brother Carter joined the
on May 7. Brother Valentine joined the
Union in the port of Paducah, Ky. in
Union in the port of Baltimore in 1956
1974 sailing as a tankerman and lead
sailing as a captain and bargeman for
deckhand for the American Commer
the Western Maryland Railway Co.
cial Barge Line and Inland Tugs Co.
from 1967 to 1977. He was born in
from 1973 to 1975. He was born in Ken
Maryland and was a resident of Balti
tucky and was a resident of Paris, Tenm
more. Burial was in the Baltimore Na
Interment was in the Barlow (Ky.)
tional Cemetery. Surviving is a
Cemetery. Surviving is a niece, Dorothy
daughter, Mrs. Mary Jo Vadorsky of
P. McCaig of Paris.
Somerdale, N.J.
Steven A. Lynch,
21, died of multiple
injuries on Mar. 20
sustained in a barge
blast at the Getty
Oil Dock, Delaware
City, Del. Brother
Lynch joined the
Union in 1977, the
year he graduated from the Harry
Lundeberg School of Seamanship,
Piney Point, Md. He sailed as a deck
hand for the Inter Ocean Transport Co.
from 1971 to 1976 and for the Gellethin
Barge Line from 1977 to 1978. Boatman
Lynch was born in Allentown, Pa. and
was a resident of Wilmington, Del.
Burial was in All Saints Cemetery, Wil
mington. Surviving are his parents, Mr.
and Mrs. Howard and Anna Lynch of
Wilmington.
Pensioner Milton
L. Vickers, 67, died
on Apr. 16. Brother
Vickers joined the
Union in the port of
Norfolk in 1961 sail
ing as an oiler for the
IWood Towing Co. in
1945 and as an en
gineer for the Curtis Bay Towing Co.
from 1945 to 1976. He was a union
member since 1934. ,A native of Marco,
Fla., he was a resident of Moyock, N.C.
Surviving is a daughter, Mrs. Rita C.
Kershaw of Chesapeake, Va.
Pensioner Norman
P. Schwab, 67, died
of lung and heart fail
ure in the New Or
leans USPHS Hospi
tal on Feb. 2. Brother
Schwab joined the
Union in the port of
New Orleans in 1957
sailing as a deckhand and captain for
the MAG Towing Co. from 1956 to
1976. He was born in Labadieville, La.
and was a resident of Thibodaux, La.
Burial was in St. Joseph Cemetery,
Thibodaux. Surviving is his widow,
Vivian.
Raymond R. Prchm, Jr., 46, died of
a brain tumor in the Jefferson Barracks
(Mo.) Hospital on Feb. 24. Brother
Prehm joined the Union in the port of
St. Louis in 1973 sailing as a deckhand
and cook for Inland Tugs and American
Barge Lines. He was a veteran of the
U.S. Air Force. Born in Maplewood,
Mo., he was a resident of St. Louis.
Interment was in the National Ceme
tery, Jefferson Barracks. Surviving are
three sons, Charles, William and Ray
mond, and a daughter, Susan.
Curtis D, O'Neal, 45, died of heart
failure on arrival at the Craner County
(N.C.) Hospital on Apr. 29. Brother
O'Neal joined the Union in the port of
Philadelphia in 1957. He sailed as deck
hand, mate, tug operator and captain
for the C.G. Willis Barge and Towing
Co. from 1954 to 1965 and for the Ex
press Marine Co. from 1965 to 1978.
Boatman O'Neal was a veteran of the
U.S. Army during the Korean War.
Burial was in the Watson Cemetery,
Lowland, N.C. Surviving are his widow.
Mavis; a son, Christopher and three
daughters. Tammy, Kimberley and
Nancy.
September 1978 / LOG / 31
�Warren Harding Cassldy, 56,
joined the SIU in the port of New
York in 1955 sailing as a cook.
Brother Cassidy sailed 31 years and
rode the Bull and Isthmian Lines. He
hit the bricks in the 1961 Greater
N.Y. Harbor beef, the Atlantic and
Gulf strike and the 1965 District
Council 37 beef. Seafarer Cassidy
was the chairman of the Union's
Quarterly Finance Committee many
times and was also on the SIU
Election Tallying Committee. He
attended Piney Point Crew Confer
ence No. 4 in 1970 and graduated
from the Andrew Furuseth Training
School, Brooklyn, N.Y. in 1959. A
native of Somerville, Mass., he/is a
resident of Brooklyn.
John L. Cortez, 65, joined the SIU
in the port of Seattle in 1960 sailing in
the steward department for 37 years.
Brother Cortez was born in the
Philippines and is a resident of
Seattle.
Juan Cruz, 52, joined the SIU in
1939 in the port of New York sailing
as a chief steward. Brother Cruz rode
the Isthmian Line. He was a delegate
to the Union's 13th Biennial Conven
tion in Washington, D.C. in 1967.
And walked the picketlines in the.
1961 N.Y. Harbor beef and the 1962
Robin Line beef. Seafarer Cruz is a
veteran of the U.S. Army in World
War 11. Born in Puerto Rico, he is a
resident of Brooklyn, N.Y.
Vincent Genco, 65, joined the SIU
in 1945 in the port of New York
sailing as a bosun and quartermaster.
Brother Genco sailed 32 years and
rode the Bull Line. He upgraded to
quartermaster at the HLS in 1973.
Seafarer Genco was born in Cleve
land, Ohio and is a resident of
Newton Falls, Ohio.
Recertified Bosun Woodrow Wil
son Lawton, 63, joined the SIU in
1938 in the port of Savannah sailing
for 45 years. Brother Lawton gradu
ated from the Recertified Bosuns
Program in February 1975. He was
born in Georgia and is a resident of
East Berlin, Pa.
^
Charles P. Lord, 65, joined the
SIU in 1944 in the port of New York
sailing as a 3rd assistant engineer and
fireman-watertender. Brother Lord
sailed 36 years. He also rode the
Robin Line. In 1970, he graduated
from the MEBA School of Marine
Engineering and Navigation, Brooklyn, N.Y. with his engineer's license.
Seafarer Lord was born in Chicago,
111. and is a resident of Debary, Fla.
Gustaf A. Nordin, 60, joined the
Union in the port of Detroit in 1960
sailing as an oiler for the Red Arrow
Steamship Co. from 1961 to 1965.
Brother Nordin sailed 22 years. He
was born in Clearbrook, Minn,
where he is a resident.
Recertified Bosun Francisco R.
"Frank" Charneco, 49, joined the
SIU in the port of Baltimore in 1956.
Brother Charneco sailed 30 years. He
graduated from the Recertified
Bosuns Program in March 1976.
Seafarer Charneco was on the
picketline in the 1960 Bortier strike in
Valencia, P.R. and the 1956 Ameri
can Coal Co. beef in Baltimore. He
also attended a crew conference in
1971 at HLSS in Piney Point, Md.
Bosun Charneco is a veteran of the
post-World War II U.S. Navy. Born
in Puerto Rico, he is a resident of
New York City.
32 / LOG / September 1978
mSIONERS
John J. Cuff, 57, joined the Union
in the port of Philadelphia in 1960
sailing as a captain and pilot for
McAllister Brothers from 1937 to
1978 and the P.F. Martin Co. in 1937.
Brother Cuff is a veteran of the U.S.
Navy in World War II. He was born
in Philadelphia and is a resident of
Blue Bell, Pa.
Lawson F. Hudgins, 61, joined the
Union in the port of Norfolk in 1959
sailing as a deckhand for the Chesa
peake and Ohio Railroad from 1954
to 1978 and working as a ship rigger
for the Home Brothers Co. from
1952 to 1954. Brother Hudgins was
also a member of the NMU from
1936 to 1945. He was born in New
Point, Va. and is a resident of
Mathews, Va.
Louis J. Loupe, 48, joined the
Union in the port of Houston in 1960
sailing as a relief captain for National
Marine Service, which he helped to
organize, in St. Louis from 1958 to
1978 and for Mecca Marine from
1957 to 1958. He is a graduate of the
IBU Vessel Management and Safety
Program. Boatman Loupe is a vet
eran of the post-World War 11 U.S.
Amiy. Born in Cutoff, La., he is a
resident of Raceland, La.
Frederick W. Hoffman, 65, joined
the SIU in the port of Baltimore in
1955 sailing as a wiper. Brother
Hoffman sailed 29 years. He was
born in Tylertown, Md. and is a
resident of Baltimore.
Sven J. Hommen, 56, joined the
SIU in the port of New York in 1959
sailing as a QMED. Brother Hom
men sailed 39 years. He walked the
picketline in the 1962 Robin Line
strike and upgraded to QMED at the
HLS in 1972. Seafarer Hommen was
a former member of the SUP. A
native of Evje, Norway, he is a
naturalized U.S. citizen. He is a
resident of Brooklyn, N.Y.
Richard Savior, 58, joined the SIU
in 1944 in the port of Baltimore
sailing as a chief steward. Brother
Savior sailed 34 years and rode the
Bull Line. He attended Piney Point
Crew Conference No. 12 in 1970.
Seafarer Savior is also a photog
rapher. Bom in Pennsylvania, he is a
resident of Philadelphia.
Champ Clark Smith, 65, joined the
SIU in the port of San Francisco in
1961 sailing as an AB and firemanwatertender. Brother Smith sailed 32
years and was a deck delegate. He
was a member of the SIU from 1949
to 1961. Seafarer Smith is a wounded
veteran of the U.S. Army in World
War II. A native of Midkiff, W. Va.,
he is a resident of Sonora, Calif.
Robert M. Roberts, 64, joined the
Union in the port of Detroit in 1960
sailing as a wheelsman for the Reiss
Steamship Co. from 1963 to 1974.
Brother Roberts sailed 35 years. He
helped to organize the Boland and
Cornelius Steamship Co. and the
Interlake Steamship Co. Laker
Roberts was born in Shinnston, W.
Va. and is a resident of Sturgeon
Bay, Wise.
Joseph E. LaBlanc, Jr., 54, joined
the Union in the port of Detroit in
1953 sailing as an OS and wiper for
23 years. Brother LaBlanc was born
in Royal Oak, Mich, and is a resi
dent of Roseville, Mich.
Francis Tokarchuk, 64, joined the
SIU in 1945 in the port of New York
sailing as an AB. Brother Tokarchuk
sailed 36 years. He also rode the
Alcoa Steamship Co. Seafarer Tok
archuk was on the picketline in the
1965 District Council 37 beef. Born
in Brooklyn, N.Y., he is a resident of
New York City.
Charter Member Retires
Hiram A. Payne, 49, joined the
SIU in the port of Savannah in 1951
sailing as a cook for Delta Steamship
Co. in 1965 and for Maritime
Overseas in 1972. Brother Payne was
born in Winder, Ga. where he resides.
Henry E. Williamson, 55, joined
the SIU in the port of Mobile in 1957
sailing as a fireman-watertender.
Brother Williamson sailed 27 years.
He is a veteran of the U.S. Navy in
World War 11. Born in Mobile, he is a
resident there.
Stephen Krapsha, 65, joined the
Union in the port of Buffalo in 1951
sailing as an OS on the 55" Joe A.
Sea bell from 1958 to 1966. Brother
Krapsha was born in Pennsylvania
and is a resident of Laflin. Pa.
Jessie Ray Boiling, 49, joined the
SIU in the port of New York in 1961
sailing as an AB and deck mainte
nance. Brother Boiling sailed 33
years. He is a post-World War II
veteran of the U.S. Navy. Seafarer
Boiling was born in Florala, Fla. and
is a resident of Mobile.
Juan Cruz, a charter member of the SIU, retired this month
after 44 years of seafaring. Brother Cruz, giving a farewell
address at the September membership meeting in N.Y. told
his fellow SIU members: "Fight for this Union because we
all have something here worth fighting for."
�From
The Story of Andrew Furuseth
^
This
kis is one of a continuing series of
\ articles about life in the "old"
\ merchant marine and the early
yeara of the seamen's labor move
ment. These articles are compiled by
the Seafarers Historical Research
Department, which is accumulating
a history of American maritime
labor from newspaper files and
other sources all over the country.
This article is from "The Coming
Ashore of Andrew Furuseth," by
John L. Matthews, and was origin
ally published in "Everybody's
Magazine" from the early 1920's.
In the old French Quarter of New
Orleans, on a side street that runs out
from the market, in a big, dark room with
a broad gallery, are the local headquarters
of the Seamen's Union. One reaches it by
a flight of stone steps from an inner court
of an Italian grocery, passing through the
intimate life of the family, and falling
over children in the ascent. Into these
headquarters, one day in last November,
entered a weatherbeaten, old seaman.
"Hello, George," he said, saluting
George Bodine, the secretary in charge,
"I've signed again. I'm going down to
Southwest Pass."
"I'm glad of it," said Bodine. "By the
way, I've got you on the books. You owe
the Union a dollar and a half." He
scrutinized the seaman's record. "Oh,
yes; and here are three strike assessments
for one dollar each, for the Lake Seamen's
Union."
The old salt went through his pockets
deliberately and collected a handful of
small silver, which he counted up slowly.
His total capital was $3.25. He calculated
Hienlally, abstracted a quarter, put it back
in his pocket, and piled the remaining
change upon the desk.
"Send it to them poor chaps on the
Lakes," he said. "They're all fighting for
Andy. Hold up my Union dues till I get
paid."
When I had walked across the street
with the old fellow and drunk a glass of
beer with him, he shouldered a bundle of
magazines for use in the forecastle, and
was off, perfectly sober, to the ship.
The incident was interesting to me.
first, because it indicated, better than
anything else I had found in the
collection of the material for this story,
the breadth of the sympathy' and the
strength of the interrelation maintained
among seamen by Andrew Furuseth, their
organizer, and president of the interna
tional Seamen's Union. Here on the Gulf
of Mexico he was able to obtain support
for a three years' strike against a blacklist
on the Great Lakes—a st ruggle, still going
on, to which his Pacific Coast seamen
have contributed more than $75,000.
It was interesting, too, because of the
manner of the announcement; for in the
days before the Coming Ashore of
Andrew Furuseth no American seaman
signing for a voyage would have said, "I
have signed again." Had he been sober
enough for utterance, he would have .said,
"I have sold my carcass," for by that
phrase they then truly described the
process of sea enlistment.
But the subtler .significance of the
incident lies in the fact that a seaman
signing on for a voyage in an American
port was going abroad in the manner of an
efficient, self-respecting mechanic. That,
in his own phrase, was "fighting for
Andy," by using to the full the opportun
ity made possible for seamen in our ports
by the devotion, the hard work, the
untiring patience and self-denial of
Andrew Furuseth. For every sailor who
goes abroad willingly, soberly, with
money in his pocket, with reading matter
in his sea-chest, and with his actions
directed by reason and intelligence, is
helping to win his fundamental rights as a
man. He is driving one more nail in the
coffin of the Supreme Court decision that
a seaman is not a responsible being before
the law. He is following the trail that
Furuseth himself has blazed—the trail up
from bondage.
For the seamen of the world the most
important event of .the nineteenth
century was the Coming Ashore of
Andrew Furuseth.
Sent to sea as a young boy in a
Norwegian deep-sea square-rigger, Furu
seth learned with a brave generation the
whole story of seamanship. From appren
tice to ordinary, from ordinary to ablebodied seaman, he advanced in the
capacity for work, the ability to obey
orders, to fight for the life of his ship far
out on the topsail yards in a heavy sea, to
think and act for himself quickly in a
crisis. He was able-bodied in every
sense—stalwart, square-shouldered,
powerful, quick-witted, and, above all,
intelligent. He was a tower of strength in a
crew, a man to be desired by anv captain.
Another so equipped would have ad
vanced rapidly to be second mate, mate,
and then master, as other Norwegian
seamen have done; and, as captain, Furu
seth might have been like other masters, a
man-driver of the deep-sea trade. But he
was too big for command. He was too alive
with instinctive democracy to assume a
master's position. His mind was as active
with the life of the seamen as his hands
were with the life of the ship. From his
earliest days aboard he learned, one by
one, the hard lessons of the law.
He learned tliat a seaman was a slave,
signing, before he could go aboard, an
unalterable contract for involuntary
.servitude; that thereafter he was the
property of his ship, to be bought and sold
with it until his contract expired; that he
was not responsible before the law nor a
valid witness even in his own defense, but
was classed with idiots, minors, and
imbeciles as a ward of the court. Having
signed, if he refused to go aboard he could
be placed on the ship forcibly by the
police and compelled to work. If brutal
treatment, rotten food, the un.seaworthine.ss of the ship, and the certainty that no
appeal to the law could secure him
justice—if all these things made him
desperate, and he left his ship—even
safely moored in port—he could be
pursued and thrown into jail under an act
adopted with, and similar to, the Fugitive
Slave Law of the eighteenth century. If
the captain suspected that he intended to
leave, he could call the police and have
the seaman taken from the ship to jail and
held there without even the right to a writ
of habeas corpus.
When he signed articles for a vovage,
the seaman was entitled by law to draw in
advance three months' wages. A credu
lous government believed that he left this
with his mythical family. Instead, the
crimp collected it. The seaman was the
crimp's defenseless prey, and the advance
of his whole wage was the price of
employment. In the early days, Furuseth
saw in the crimp the worst enemy and the
only friend of the seaman. When slavery
became so abominable that the seaman
could no longer endure it, he could flee to
a sailor's boarding-house and the crimp
would hide him. That was the crimp's
business. Furuseth found later that the
police shared in the arrangement. All he
knew then was that the crimp hid the
fugitive and sold another man to the
captain for the three months' advance;
then, later, sold the "absconding bonds
man," whom he was hiding, to a second
ship on the .same terms. Thus the seaman
was kept impoverished, passed along
from ship to crimp and crimp to ship, fed
on bad food and worse whisky, drugged,
shanghaied, and beaten until he often
became a brutal and worthless tramfi of
the sea trade.
This Furuseth learned by years of hard
experience, during which his mind dwelt
contijuially on the seaman's condition.
Wherever he went in the ports of civilized
nations, landsmen were free. They earrnd
their wages where they would, married,
had families, voted, and changed their
employment at their own will. Every one
of these things was impossible to the
.sailor. To be free, to live decently—those
are the essentials; even the desire for
them is crushed out of most seamen bv
the pressure of sea brutality. It could not
crush his ideal out of this big Norwegian,
Andrew Furuseth, though his very zeal
^nd intelligence made him a man wh
and
whom
captains feared, and subjected him to
additional discipline.
But this sea brutality, while it
embittered, yet inspired him. It built up
within him a vision of the seaman free,
equal with the landsman, living on the
same terms. He studied the laws that
bound him, the customs of various
countries, whatever he could learn ashore
and in the forecastle. A Lincoln of the
sea—as tall, as uncouth, as rugged, as
determined, as brave in the face of cruel
and vindictive opposition, inspired by as
clear ideals, but working in a far lowlier
way—he set out deliberately to free the
last great body of slaves remaining under
the Stars and Stripes.
Truly it was a marvelous aspiration—
an impossible task—for a man inexperi
enced on shore, with no voting citizen
ship anywhere, untrained in the
processes of government, and, above all,
ab.solutely lacking in civic knowledge and
unacquainted with the intricate interrela
tion of interests in politics. He saw clearly
before him to be fought only the captain
and the owner, repre.senting authority.
The crimp he had not yet placed in the
system with them. To stop bondage, to
forbid the advance of wages, to abolish
slave-catching—those were his ends; and
he determined to create a leadership
among seamen and attain these ends by
such means as might develop.
How to begin—that was the question.
Furuseth came ashore at the close of a
great Chicago strike, at a time when
unionism was growing up, when labor was
filled with a significant unrest, when
"organize" and "fight it out" were the
slogans of the primitive grmips frnrn the
Atlantic to the Pacific. Though he was
fighting for seamen, he was imbued with a
broader democracy, and the whole
struggle of workingmen soon appealed to
him. The fever of organization caught
him with the others. He devised a method
of adapting unionism to the transient
seamen; he appealed to the men of the
Pacific Coast, brought them together,
organized them, and began his conflict.
The Union itself was entirely novel. It
was absolutely a democracy. President
and janitor fared alike, drawing a sea
man's pay, eating a seaman's rations,
using a seaman's sleeping space—
everywhere there was e(|nality in the
meager insufficiency of the fore;castle. All
the .seamen who joined the Union were
given cards that could be |)resented
wherever there was an officer to recog
nize them. No matter in what coast port
they landed, they were members there—
an idea that has become i?iternational and
will soon be world-wide.
It chanced that a fortunate omission in
the statutes freed coastwise seamen from
arrest as fugitive bondsmen. In 1872
(Congress had enacted a drastic Shipping
f'ommissioner Act, and later, amending it
to exclude coastwise sailors from its
operation, had, incidentally and without
intention, neglected to provide for their
arrest. Therefore Furuseth was able at
once to organizt: crews and draw them
from their ships, to hold his men together
and demand better wages and better
treatment; and, seeing oidy captain and
owner ahead of him, he went at this first
campaign in that way—trying for better
conditions rather than for better laws.
His awakening came soon, for the
seaman's graft was too far-reaching in San
Francisco to be thus rudely attacked with
impunity. He was summoned to police
Continued on next page
September 1978 / LOG / 33
�Continued from preceding page
headquarters, and one of those ail-toofrequent plots in which a corrupt police
force becomes adept was outlined to him
in detail. Charges were ready to be
preferred against him, witnesses were
ready to testify, and they would not only
blacken his character but consign him to
jail for a long term.
"You shut up and stay shut," they said,
"or we'll put vou so deep in jail vou will
never come to light again."
Furusefh's compelling eyes never
wavered. "Very well, gentlemen," he
said, "put me then in jail. You can not
give me narrower (]uarters than as a
seaman I have always had by law; you can
not give me coarser food than I have
always eaten; you can not make me
lonelier than 1 have always been."
Perhaps the police were convinced that
he uttered onlv the naked truth and that
thev could not stop him by brutality. At
any rate, tlic talk of imprisonment was
ended, and the owners and the politicians
who were back of it all developed a more
subtle and more effet-tual attack. They
went (piietlv to Congress, pulled the right
wires, and had irrqirisonment for coast
wise seamen reenactcd. Then they cut
wages in half—the most direct stroke
they could deliver at Furuseth.
The figlit was short and desperate.
With a full treasury at the start, the
Union was (juickly demoralized. Two
hundred men in jail, thirteen shot dead by
masters or police for refusing to go aboard
or stav aboard ship and work—that ..as
the situation when the Union gave up and
the men went to work at half pay. And
Furuseth began to see that there was
something beyond the captain, some
power working in the dark that could not
only direct the police force to corrupt
acts, but alter the laws to suit itself. He
could fight force with force, but he must
learn a new way to fight this power. He
began to suspect that before he could free
seamen from phvsical bondage he must
help free landsmen from political
bondage.
His eyes were opened still wider by a
case at Port I'ownsend, Washington. The
old trick of arresting innocent citizens,
assessing a dollar fine and very large
costs, and dividing the costs among the
gang, was in full force there. A seaman
discharged could not escape with his
monev unless he caught a boat the
moment he was paid off. But when the
Union arose, the Port Townsend gang
tried another game. They arrested seven
seamen on trumped-up charges and put
them in jail. Then they sent for Furuseth
to come and give cash bail for them. Their
plan was to shanghai the seamen for a
long voyage when they were released, and
then to confiscate and divide the Union
bail money.
Furuseth was too wise. "You will have
to stay in jail, boys," he told the seven.
"That's all right, Andv, " they replied.
"Don't bother about us. Send us some
tobacco and something to read, and come
to see us once in a while, and we'll be
very comfortable."
Seven months they stayed in jail. Then
a disgruntled judge discharged them and
assessed the heavy costs upon thecountv.
That broke up the arresting of seamen in
Port Townsend. The Seaman's Union
gave each man SUM) for a reward; and
Furuseth had learned something illumin
ating about political graft, something that
pierced like a searchlight into the dark
places of San Francisco. He saw that this
game was the result of connivance byorganized flower, and. at least indirectly,
bv societv at large.
What was the influence that kept
landsmen dormant while their politicians
played such games? It was monev. of
course; but what monev? Furuseth made
an investigation and a computation. He
found that in San Francisco alone the
seaman graft, that is to say, the advanced
J
34 / LOG / September 1978
of animus. But the heart of it is easy to .set
wages collected by the crimp, amounted
forth.
He recognizes that in 1861 there
to one million dollars every year—
were
four
classes of bound servants in this
practically eighty per cent of the total
country—negroes, Mexican peons, cool
wages of seamen signing on in the port.
ies, and seamen. Certainly three were
Soon he was able to trace this stolen
included
in the Thirteenth Amendment,
advance from the crimp, on theonehand,
he admits—the three inferior races. But
to the captain and owner; and, on the
how
about seamen, the one white group?
other, to the police, through them to the
Well,
go back to 900 B.C. Seamen were
politicians, and at last to the Big Business
slaves. Go back to the time of Christ.
that was contending against him. And
The
same re.sult. Look at England in
finally he located the seat of power of Big
1681—still bondsmen. Look at Massa
Business in the very capitol at Wash
chusetts in 1728—still slaves. Look at the
ington.
United States—law still on the books,
Furuseth was reaching out. He allied
passed in 1790, with the Fugitive Slave
himself with the national labor leaders,
Law—seaman a slave, properly recog
and his Seamea's Union with the
nized.
American Federation; and this enabled
Now, all that was also true of the negro,
him to go well equipped to fight Big
of the peon, of the coolie—it was true
Business in its own headquarters. The big
round the world. Brown ignored that. It
men in unionism found in him not onlv
was condemnatory of the seamen, and
an equal but a leader of unusual power, of
that was enough for him. "This law
clear insight, and, thanks to his incessant
existed for sixty-seven years before the
study, of wide learning in their own field.
Amendment was passed," he says;
With their support he carried his struggle
"therefore the Amendment which makes
into Congress; but he went unaided,
it unconstitutional certainly was not
except by his own seamen, into the
meant to apply to it."
.Supreme Court in a brave attempt to
destroy the laws that held them all in
Justice Harlan dissented, and it is said
bondage.
he is still angry about the case. "The
Of all the victories he has won,
placing
of a person by force upon a vessel
probably none is more significant then his
about
to
.sail is putting him in a condition
defeat in the highest court, in the case of
of involuntary servitude," he declared.
Robert Robertson and others against
"The
arrest of a seaman and his forcible
Barry Baldwin and the United States. It
return
to the vessel can not be justified
was really Furuseth against Bondage—
under the Constitution as it now is. To
the case he had been fighting so long; but
give
any other construction is to say that
as he drove it up to the highest tribunal in
one
class may be so far subject to
the land, it was the case of a Union
involuntary servitude as to be compelled
.seaman suing out a writ of habeas corpus
bv force to render personal service in a
against the marshal of Northern Cali
purely private business. This is involun
fornia.
tary
servitude from the moment the
In the summer of 1895, Robert
seaman
is compelled against his will to
Robertson, John Bradley, Morris Hansen,
continue in such service. ... I dissent
and Peter Holden, four of Furuseth's
from the opinion and judgment of the
men, signed aboard the American
Court,"
he concluded.
barkentine Arago. She was to go to a port
in Washington, thence to Valparaiso,
Disappointed in the Supreme Court, to
thence to whatever other foreign [)orts
which he had looked as a tribunal that
the master might elect, and eventually to
must uphold the freedom of his mates,
return to a port of discharge in the United
Furuseth found his task looming large
States. Until she so returned, the men
before him. Victory seemed farther away
were the property of the ship and could
than ever; but he was growing as fast as
not leave it.
his burden, and he faced at once the
They were all unusually fine seamen,
problem of getting from Congress a law
Robertson being a man of considerable
that would free the seaman. He enlisted
education and refinement. They found
congressmen, and brought labor leaders
the Arago entirely unfit for living, the
to his aid; hut, push and pull as he would,
food bad, and the master brutal. When
he could not start the legislative
she was safely moored to the dock at
machinery. Something clogged the wheels
A.storia, they exercised a right that
and it did not take him long to find that it
belongs to every American—they quit
was Big Business again that wanted to
their jobs and walked ashore. They were
keep the sailor a slave—to hold his wages
immediately apprehended as fugitive
down; to sparje him little space in the
bondsmen, put in jail; and on an exparte
forecastle; to have him returned by force
hearing, the captain swearing they were
if he fled. 'When Furu.seth began to study
fugitives, they were held in jail sixteen
this Big Business, he found that he would
days and then escorted aboard forcibly by
the police and compelled to sail with the
ship. They refused to work on the
captain's call, and were put in irons in the
brig, and at San Francisco turned over to
Marshal Barry Baldwin. The commis
sioner of the United States District Court
held them for trial on the captain's
complaint, for refusal to obey orders on
board ship; and they were remanded to
await the action of the court.
Furuseth had here a case made for him.
He sued out a writ of habeas corpus, the
[irincipal ground of which was that the
Tliiiteeuth Amendment had prohibited
involuntarv servitude except as punish
ment for crime of which the subject has
been previouslv convicted, and that
therefore it was unconstitutional to take
men aboard a ship bv force and compel
them to work.
The District Court denied the writ, and
the case went to Washington, the men
remaining in jail. It was not until late
December that the Supreme Court heard
the case. In January the opinion was
handed dgwn by Justice Brown, denying
the writ.
I hesitate to say anything of Justice
Brown's opinion, lest I be thought guilty
have to undertake cleaning the Augean
Stables.
He was plunged into this task in spite of
himself. The Crimps' Million in San
Franci.sco was so intimately bound up
with the whole situation among the
Higher-ups, which was destined to be
exposed by Heney and Burns, that
Furuseth could not remain outside the
fight. On the contrary, he welcomed the
opportunity it offered; and Fremont
Older, Rudolph Spreckels, Hiram John
son, and all those brave spirits who fought
for California and her chief*city welcomed
the seaman eagerly as a wise counselor
and an unfaltering worker. His associa
tion with them in the struggle, too, forced
him rapidly into a broad and clear
understanding of the civic problem into
which he had plunged; and his power of
accomplishing results in his own fight was
doubled.
Furuseth had acquired philosophy and
balance. He looked upon the rich and the
poor with impartial eyes and found the
.same frailties in both. He became almost
class-unconscious, if the term be per
mitted. He gained a deeper insight into
the methods and manners of the men who
are concerned with the control of the
government and the wording of its laws;
and learned that when victory for a
principle was won, individual culprits and
their punishment were of little account.
Thus at Washington, during a recent
session of Congress, he was examining
witnesses before the Merchant Marine
Committee of The House. There came
before him a rich old ship-owner of San
Francisco whom Furuseth had once
caught smuggling opium on the deck at
two o'clock in the morning. At the
committee hearing, Furuseth had in his
pocket documents proving that this
owner had, three weeks before, charged a
crimp one hundred and twenty dollars for
the privilege of shanghaing a crew aboard
one of his ships.
"The old scoundrel!" said Furuseth,
relating the incident. "He knew what I
had—that I could expose him. For the
first time in his life he saw all that society
had given him stripped away, his
fal.sehood, his disguise torn from him,
leaving him naked and ashamed. As he sat
there in the witness-chair, expecting me
to begin, his eyes were like the eyes of a
dog, begging his master not to beat him—
fixed upon me, pleading. . . . Poof!—I let
him go. He was too pitiful. And we had
made our case."
It was during another meeting of the
same committee, while he was fighting for
a specific clause extending the Thirteenth
Amendment to his mates, that an
opposing congressman undertook to
�,uiind his real temper in the matter.
"Suppose, Mr. Furuseth," he said,
VOll were vourself forciblv carried
aboard ship as you have described, and
roinpelled to work, what would you do?"
Furuseth's face grew stern with
recollection. "It would not he safe. now.
l(, do that to me." he said. "If it were
done—I believe I would take the whole
..liipload to heaven and let the Almighty
(iod decide between us."
He has become a familiar sight in that
committee room in his long contest. And
through its discussions he has won many
encouraging amendments to the laws
controlling seamen. He has had the
imprisonment of seamen in the domestic
service ended, probably forever; and the
arrest of American foreign-going seamen
stopped in our own ports—though we still
[)ursue and return the seamen of other
nations. He has had the advance wages
entirelv s^opped on the coast, and cut to
one month in the foreign trade, thus
striking a crushing blow at the crimps and
utterly ending shanghaing in the coast
wise service.
With these laws he has so firmly
established his Union that he has
advanced an able-bodied seaman's wages
in the coastwise trade of the Pacific from
eighteen to fifty dollars per month. Home
and familv life—impossible for seamen
before tbe formation of the Seamen's
Union—has made a beginning among bis
men. They vote. And year after year many
of them sail upon the .same ships, with
increasing efficiency, and to the great
improvement of the service. He has built
up a corps of not less than fifteen
thousand American seamen, a larger
corps of efficient steamship men than the
nation has ever before possessed, able to
man twenty big battleships at a moment's
notice without calling upon a landsman to
volunteer—and as sober and skillful a
class of mechanics as any union can show.
These men are still compelled, however,
to fight for an existence against terrible
odds, in a struggle made tremendously
difficult because they are forced to
compete, for employment on American
ships, with the riffraff of the world, even
with coolie labor.
The progress made thus far has been
indeed only a step, the beginning, and by
no means tbe end, of Furuseth's effort.
The important thing is the rights of
seamen to ownership in their own bodies,
in the foreign trade as well as the
coastwise—their rights to a freedom that
will command a better standard of wages
and better conditions at sea. To bring this
about he is fighting now for these
additional five points in the law:
1. To stop catching .seamen as fugitive
slaves. To do this, we must denounce the
treaties by wbich other nations catch
ours.
2. To give our seamen and foreign
seamen the same rights in court that
other men have to sue for wages, and to
cease regarding them as wards and
imbeciles.
3. To require every sbip entering our
ports to haye a crew that understands tbe
language of the officers. This would take
all the coolies off the fruit ships and put
Americans on them; and would vastly
improve the class of sailors and the
conditions at sea.
4. To require a manning scale; by
which, instead of sending to sea a
"sufficient crew," .so-called by the local
inspector, we require an efficient crew,
the number depending upon the tonnage
of the ship, and including a certain
percentage of able-bodied seamen of at
least three vears' experience.
5. To provide some form of industrial
insurance or, better yet, insurance and
pension combined, as other nations have,
by wbich the vessel, the freight it carries,
and the nation (through a share in the
vessel dues) shall provide an insurance
funjl for seamen. Insurance has taken all
risks off the vessel owner, and he has no
longer any worry for the safety of the
crew. Traffic pays for the ship insurance;
it should also pay for the crew insurance.
Not long ago, Furuseth, accompanied
by Victor Olander, went to a dinner of the
Artists' Guild of St. Louis. Tbis is an
organization of people devoted to all the
arts, which meets in its club-house
Saturday evenings for informal suppers.
Guests are invited upon the sole condi
tion that they shall speak; and it is the
custom to badger the speakers and argue
with them in an endeavor to turn each
supper into a feast of reason and humor.
The chairman of the evening did not at
all understand the caliber of his guests.
St. Louis is far inland; and sea-stories,
when they reach it, have the same flavor
of merriment and hilarity as the roust
about tales from its own river. The
chairman referred to Mr. Furuseth as a
"sailor boy" and intimated to the
audience that they would hear some
adventurous tales from "before tbe
mast."
There is very little humor in a seaman's
life, as Furuseth sees it. When he rose
slowly and faced them, the members of
the Guild instinctively felt this. The
simplicity of his eloquence as he began
commanded their attention; but as he
advanced he moved them with the
underlying quality of intense, passionate
sadness that is inherent in the character
of men who fight, as he has fought, to
liberate their fellow men.
"Only a landsman sees the humor in '
our life," he said. "He has much delight
in accusing us of having a wife in every
port. I assure you a deep-water seaman,
whose wages are twenty dollars a month,
can not support a wife in any port
whatever. But we are asking for the right
to have, as you have, a wife, a home, a
vote." He held out his powerful right
hand. "We are pleading with you, with all
of you, we seamen, for the right to this
hand, the right to own it, to use it for
ourselves. We do not own it. The law
sells it away from us."
He put his hand in his pocket and drew
out a pamphlet—a document .which in
various languages has been presented to
every nation in Europe, and wbich, in our
own Congress last spring, by showing the
true state of the forecastle, ended all
efforts to bring out of committee the ship
subsidy bill. We can present bere only a
few pregnant paragraphs from tbis appeal
of Furuseth's, which he read that night:
"To the Senate and House of Representa
tives of the United States, to humanitarians,
democrats. Christians, andfriends of human
freedom ej>er\where, do we, the seamen,
the yet remaining bondmen, butnbly yet
earnestly submit tbis our petition, that we
be made free men, and that the blighting
disgrace of bondage be removed from our
labor, which once was considered
honorable, which is yet needed in the
world of commerce, and which has been
held to be of great importance to nations
with .seacoasts to defend.
"Existing maritime law makes of us,
excepting in the domestic trade of the
United States, the f)roperty of the vessel
on which we sail. We can not work as
.seamen without signing a contract which
brings us under this law. This contract is
fixed by law or authorized by govern
ments. We bave nothing to do with its
terms. We either sign it and sail, or we
sign it not and remain landsmen.
"When signing this contract, we
surrender our working power to the will
of another man at all times while the
contract runs. We may not, on pain of
penal punishment, fail to join the vessel.
We may not leave the ves.sel, though she
is in perfect .safety. We may not, without
our master's permission, go to a mother's
sick bed or funeral, or attend to any other
duties of a son, a brother, a Christian, or a
citizen, excepting in the domestic trade of
these United States.
"If the owner thinks he has reason to
fear that we desire to escape, he may,
without judicial investigation, cause us to
be imprisoned for safekeeping until he
shall think proper to take us out. If we
have escaped, he may publish our
per.sonal appearance along with a reward
for our apprehension and return. He may,
through contracts between nations, cause
the peace officers and police to aid him in
recovering his property. The captain may
change, the owner may change—we are
sold with the vessel—but so long as the
flag does not change there is nothing
except serious illness or our master's
pleasure that will release us from the
vessel.
"We now rai.se our manacled hands in
humble supplication and pray that the
nations issue a decree of emancipation
and restore to us our right as brother
men; to our labor tbat honor which
belonged to it until your [)ower. express
ing itself througb your law, set upon it the
brand of bondage in the interest of cheap
transportation by water."
When he had finished reading, silettce
brooded over the Guild. Evei \ member of
it was deeply stirred—except. apparently,
the chairman. He addressed several
sarcastic sallies to the speaker and then,
calling upon a well-known artist, intro
duced again the humor-producing topic of
the evening.
The artist rose slowly. "M\ mind does
not run to humor after listening to Mr.
Furuseth," he said. "1 had always
thought of the sea as a ()leasant place, of
the sailors as a happy lot. I can not get
away from the picture he has given us. It
is difficult to talk about even a thing that
is so much my life to me as art."
That was the tone of tin remaining
speeches. One after another - poke under
an unusual influence. Furu-nih had set
them all thinking. At the rlose of the
evening a member asked the < hairrnan:
"Why were you so sarca-lic toward
Furuseth?"
"Damn him!" said the cliairman;"*'he
moved me—and I don't like to be
moved."
As he moved the (iuild thai night, so he
has moved many thousands ol others, in
high places and low, through the country.
It is that subtle power of ( arrying his
hearers with him, stirring I hem pro
foundly, that has enableil him to
accom[)lish since he came ashore in 188.S
.so many decisive forward step- toward the
final emanci[)ation of the only body of
slaves now remaining under the Ameri
can flag.
Yet with it all, he is a seaman still. He
has never lost his response to the lure of
the sea, to the clutch of the wheel in the
gale, the sound of the wind in the high
rigging, the strain of the deck beneath his
feet. A seaman's pay, a seaman's ration, a
seaman's dwelling-space satisfy him. Yet
the Viking seaman fighting with force
alone has broadened into a statesman
battling for his fellows against the kt;enest
minds of the nation. His philosophy,
expressed in simple terrps.is I hat of a man
who has taken into his mind the
experience of the whole race of .seamen
and has ordered and studied them and
allied them with the democracy that lives
ashore, and with the whole of humanity.
September 1978 / LOG / 35
�SIU Atlantic, Gulf, Lal^)
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
Dispatchers Report for Deep Sea
AUGUST 1-31, 1978
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
TOTAL SHIPPED
All Groups
Class A Class B Class C
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
4
37
2
12
6
2
3
20
5
11
3
9
3
17
6
2
142
3
7
1
2
3
0
1
4
3
14
5
6
0
6
0
1
56
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
2
7
554
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
3
92
12
30
18
9
30
69
17
43
17
32
5
67
0
2
446
4
53
7
12
8
7
8
28
12
15
3
9
2
14
6
1
189
0
8
0
2
4
0
0
4
1
6
3
1
0
6
0
0
35
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
1
50
6
14
11
2
10
37
12
18
9
17
3
39
2
1
232
4
11
1
8
1
0
1
2
3
7
0
1
0
4
4
0
47
0
4
0
0
1
0
0
1
0
28
8
3
0
4
0
0
49
3
151
16
49
22
14
25
141
64
58
31
60
22
141
0
5
802
3
30
3
15
4
1
5
26
5
9
3
9
1
20
0
2
136
1
4
0
3
3
0
0
7
4
3
5
7
0
4
0
0
41
0
15
0
0
1
0
0
2
0
3
1
2
0
10
0
0
34
3
149
17
42
16
10
40
106
44
56
21
40
10
95
0
0
649
6
72
9
15
6
6
9
32
16
9
4
11
1
19
1
0
216
0
6
0
4
3
0
0
4
0
1
4
1
0
3
0
0
26
STEWARD DEPARTMENT
2
1
0
59
32
54
2
1
0
11
4
1
12
3
3
2
0
0
3
1
1
36
16
0
16
8
2
12
12
89
4
2
4
20
9
2
8
10
1
45
19
3
3
41
0
0
1
1
235
160
161
2
77
9
17
12
5
19
75
24
46
14
28
7
64
0
1
400
2
13
1
9
2
0
2
8
4
6
0
1
0
4
0
0
52
1
7
0
0
1
0
0
1
0
49
10
8
0
3
0
0
80
3
48
7
34
8
6
12
54
16
30
3
12
15
27
0
2
277
4
141
30
41
13
5
12
67
30
23
25
28
14
44
5
2
484
8
260
3
28
7
5
5
28
16
76
42
22
8
51
0
1
560
513
822
1,101
623
1,402
295
Totals Ail Departments
2,128
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
888
707
11
19
15
18
80
37
45
20
29
10
36 / LOG / September 1978
4
62
1
12
9
3
6
29
10
17
8
8
13
28
35
0
245
1
39
2
2
5
0
1
3
3
17
3
9
0
14
0
1
100
ENGINE DEPARTMENT
3
69
6
1411
3
18
57
22
37
8
27
7
61
0
1
344
2
69
4
13
5
4
4
28
10
18
5
8
5
28
14
1
218
ENTRY DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
7
100
10
28
17
7
18
85
30
40
12
33
27
107
1
0
522
1
26
3
22
8
4
5
29
11
18
2
6
13
19
1
2
170
3
99
13
20
14
2
11
53
24
28
19
21
12
55
69
1
444
1
199
3
17
7
3
1
10
8
62
17
11
2
31
0
1
373
HEADQUARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE. Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659^5152
-"S.JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N.J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Juncos,
Stop 20 00909
(809) 724-2848
SEAITLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan . .... P.O. Box 429
Yokoliania Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
West Coast Stewards Halls
HONOLl'Ll'. Hawaii ... 707 Alakea St. 96S?3
(808) 537-5714
PORTLAND, Or
421 S.W. 5th Ave. 97204
(503) 227-7993
WILMINGTON, Ca. . .408 Avalon Blvd. 90744
(213) 834-8538
SAN FRANCISCO, Ca. 350 Fremont St. 94105
(415) 543^5855
�A
^Seniorit/
-i|
im
mm
Nick Aguilera
Seafarer Nick
Aguilera. 21, is a
1973 graduate
of the Harry
Lundeberg
School in Piney
Point. He up
graded to FOWT
there in 1977.
Brother Agui
lera holds firefirefighting, lifeboat
and cardiopulmonary resuscitation
tickets. He lives in Brooklyn. N. Y.
and ships out of the port of New
York.
Notice to Members
On Shilling Proceibire
When throwing in for work dur
ing a job call at any SlU Hiring
Hall, members must produce the
following:
• membership certificate
• registration cafd
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
|iiiiiiiiiiiiiiiuiiiiniiiHiitnn;i!iinitiiui(iiiiiiiiiiii!iii!iiiiiiiii^
I Alcoholi
I
dise
I
iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii
I
I
It can be
|
I
treated.
|
HllllllllllllllllllllllllllllllllllllllllltlllllllllllllllllllilllllllillHIl^
Ron Huffman
Walter E. Kimbrough
Danny Johnson
Seafarer Ron
Huffman. 22.
graduated from
the HLSS in
1972. He up
graded
to
QMED there in
1975 and to
FOWT in 1974.
Brother Huff
man has firefighting. lifeboat and
cardio-pulmonary resuscitation
tickets. He was born in Vallejo.
Calif, lives in California and ships
out of the port of Seattle.
Seafarer Walt
er E. Kim
brough. 34. join
ed the SIU in
1973. Brother
Kimbrough upgraded to
QMED at the
HLS in 1975. He
has his firefghting, lifeboat and cardio-pulmonary
resuscitation tickets. Kimbrough
lives in Guthrie. Ky. and ships
from the port of Houston.
Sea far e r
Danny Johnson,
20. graduated
from the HLS
Entry Program
in 1976. He up
graded to FOWT
there in 1977.
Brother John
son has his fire
fighting. lifeboat and cardio-pul
monary resuscitation tickets. He
was born and lives in Virginia and
ships out of East Coast ports.
Jim Rung
Seafarer Jim
Rung. 22. grad
uated from the
Harry Lunde
berg School of
Seamanship in
1977. He also
upgraded to
FOWT there.
Brother Rung
has his firefighting. lifeboat and
cardio-pulmonary resuscitation
tickets. Born in Indiana, he lives
in San Francisco and ships out of
that port city.
Back by Popular Demand
The Original Version of
Operator Coiarse
Coming Soon at HLS
Michael Clayton McNally
Seafarer
Michael Clayton
McNally. 24.
graduated from
Piney Point in
1974. He up
graded to FOWT
there in 1977.
Brother Mc
Nally has his
firefighting. lifeboat and cardio
pulmonary resuscitation tickets.
Born in Mt. Kisco. N. Y.. he resides
in Stroudsburg. Pa. He ships from
the port of New^ York.
Did you miss the special
Towboat Operator Program?
Well, don't give up the boat!
Get your
TOWBOAT OPERATORS LICENSE
(inland/Oceans)
through the
Charles M. Hall
Seafarer
Charles M. Hall.
35. has been
shipping out
with the SIU
since he joined
in 1964 in the
port of New
York. Brother
Hall upgraded
to cook and baker this year. He has
his firefighting. lifeboat and cardio
pulmonary resuscitation tickets. He
lives and ships out of the port of
Houston.
Dave Moscoffian
Seafarer Dave
Moscoffian, 27.
graduated from
the very first
HLS Entry Pro
gram in 1967.
This year he up
graded to assist
ant cook there.
Brother Moscof
fian has his firefighting, lifeboat and
cardio-pulmonary resuscitation
tickets. A native of Norfolk, he re
sides there and ships out of that port
and other East Coast ports.
REGULAR TOWBOAT
OPERATOR COURSE
Starting Date: November 13
To enroll
see your SIU Representative
or contact;
Harry Lundeberg School
Vocational Education Department
Piney Point, Maryland 20674
Phone: (301)994-0010
September 1978 / LOG / 37
�491 Have Donated $100 or More
To SPAD Since Beginning of 1978
The following SIU members and other concerned individuals, 491 in all, have demonstrated an active interest in participating in political
and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more
to the Seafarers Political Activities Donation (SPAD)Jund since the beginning of 1978. {The law prohibits the use of any union money,
such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through
voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions.
It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no
contribution without fear of reprisal.) Seventeen who have realized how important it is to let the SlU's voice be heard in the Halls of Congress
have contributed $200, seven have contributed $300, one has given $400, one has given $500, and one $600. The Log runs the SPAD Honor
Rolls because the Union feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of
our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington,
D.C.)
NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday
of the previous month.
Acevedo, M.
Adams, E.
Adams, P.
Adams, W.
Adamson, R.
Adcock, J.
Agugussa, A.
Aguiar, J.
Air, R.
Alcarin, G.
Alexikis, A.
Algina, J.
AU,D.
Allen, E.
Allen, J.
Alvarez, P.
Amat, K.
Ammann, W.
Andersson, A.
Anderson, D.
Anderson, E.
Andei'son, R.
Antici, M.
Antone, F.
Appleby, D.
Apuzzo, W.
Aquino, G.
Arampazis, T.
Arias, F,
Aronica, A.
Aruz, A.
Atkinson, D.
Aumiller, R.
Avery, R.
Babkowski, T.
Balaga, C.
Barnes, D.
Bartlett, J.
Bauer, C.
Baum, N.
Beeching, M.
Bellinger, W.
Berglond, B.
Bjornsson, A.
Blackwell, J.
Bluitt, J.
SPAD Honor Roll
Bluitt, T.
Bobaiek, W.
Boehm, B.
Bonser, L.
Bourgeois, J. L.
Bowker, A.
Boyne, D.
Bradley, E.
Brady, J.
Brand, H.
Bronnlee, R.
Brown, G.
Brown, I.
Brown, 1.
Bruce, C.
Bryant, B.
Bryant, N.
Bucci, P.
Bullock, R.
BuflBnton, O.
Butch, R.
Byrd, J.
KNOW YOUR RIGHTS
Cafefato,W.
CalTey, J.
Conklin, K.
Connolly, W.
CahUI,!.
Conolly, R.
Calogeros, D.
Cooper, J.
Campbell, A.
Corder, J.
Carey, W.
Costa, F.
Carter, R.
Costango, F.
Castel, B.
Costango, G.
Caswell, J.
Costango, J.
Carr, J.
Cousins, W.
Carroll, J.
Craig, J.
Cavalcanti, R.
Cross, M.
Cherup, N.
Curtis, T.
Chilinski, T.
Czerwinski, J.
Cinquemano, A.
Dallas, C.
Cirignano, L.
Dalman, G.
Clark, J.
Darley, B.
Cline, L.
Davis, J.
Cofone, W.
Davis, J.
CoUerIII,J.
Davis, J.
Colon, E.
Davis, S.
Comstock, P.
Debarrios, M.
Continued on next page ——
DeChamp, A.
Deldaeh, T.
Delea, G.
DeU, R.
Del Moral, A.
Demctrios, J.
Dengate, H.
Di Domenico, J.
Diaz, R.
Dlercks, J.
DiGiorgio, J.
Dillings,L.
Doak,W.
Dobbins, D.
Dockwiller, L.
Doherty, W.
Dolan, J.
Dolgen, D.
Donnelly, M.
Donovan, P.
Dornes,
Driggers, T.
Drozak, F.
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gull", Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Ciulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of tru^t funds are made
only upon approval by a majority qf the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SIIIFPINC RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Ciet to know your shipping
rights. C opies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested, i he proper address for this is:
Frank Dro/.ak, Cliairinaii. Seafarers Appeals Board
275 - 20fh Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
UONTRAU'i'S. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
38 / LOG / September 1978
Ducote, C.
Dndan, M.
Dudley, K.
Duffel, T.
Dwyer, J.
Dyer, A.
Eckert, B.
Edwards, W.
Elzabri, A.
Enin, B.
Eschukor, W.
Evans, J.
Fagan, W.
Faitz, F.
Fanning, R.
Fay, J.
Fergus, S.
FUer,W.
Flade, L.
Fletcher, B.
Flores, J.
Florous, C.
Foley, P.
Franco, P.
Francum, C.
Frank, S.
Frazier, J.
Frounfelter, D.
Fuller, £.
Fuller, G.
Furukawa, H.
Gallagher, L.
Gallier,M.
Gann, T.
Gard, C.
Gavin, J.
Gentile, C.
George, J.
Gimbert, R.
Givens, J.
Glenn, J.
Glenn, J., Jr.
Glldewell, T.
Gobrukouich, S.
Goeltz, W.
Golder, J.
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
IlillHlltiiiinililllinillllliiillllllliilllllllllllllllllN^
patrolman or other Union otlicial, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publishing any article .serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Boanl of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any olficial capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
paymciU and is given an official.receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions arc voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y. 11232.
�Continued from preceding page
Gooding, H.
Gosse, F.
Graham, E.
Grant, W.
Grepo, F.
Guevara, D.
Guillen, A.
Hager, B.
Hall, C.
HaII,E.
Hall, J.
Hall,L.
Hall, W.
Hamblet, A.
Hamilton, G.
Hampton, D.
Haney, L.
Hansen, H.
Hant, K.
Harris, N.
Harris, W.
Hauf, M.
Haykes, F.
Heacox, E.
Heniken, E.
Higgins, J.
Home, H.
Hotton, G.
Houlihan, M.
Houston, H.
Hunter, W.
Hurley, M.
Huss, P.
Hussain, A.
Hussain, T.
lovino, L.
Ipsen, L.
Jacobs, R.
Japper
Johnson, R.
Jolley, R.
Jones, C.
Jones, R.
Jordan, A.
Joseph, E.
Karlak, W.
Kastina, T.
KaufFman, R.
Kelly, E.
Kenny, L.
Kerr, R.
Kirby,M.
Kitchens, B.
Kizzire, C.
Knoff, J.
Koflowich, W.
Kool, L.
Konalski, A.
Kramer, M.
Krittiansen, J.
Lamh, J.
Lambert, H.
Lance, W.
Lanczky, W.
Lankford, J.
Lay, M.
Lee,K.
Legg,J.
Lelonek, L.
Leonard, W.
Lesnansky, A.
Lewin, A.
Lewis, J.
Libby,H.
Lindsey, H.
Lively, H.
Logue, J.
Loleas, P.
Long, L.
Lorman, S.
Loveland, C.
Lunsford, J.
Macmberg, D.
Maineos, T.
Malesskey, G.
Mallory, A.
Manafe, D.
Mandene, S.
Mann, C.
Mann, J.
Marchaj, R.
Martin, T.
Mason, R.
Mathil, M.
McCarthy, J.
McCarthy, L.
McCartney, G.
McCorvey, D.
McCoy, D.
McElroy, E.
McFarland, D.
McFarland, J.
McGinnis, A.
McKayJM.
McKay, R.
McKay, R.
McNeely, J.
Meacham, H.
Meeder, H.
Meffert, R.
Mesford, H.
Miller, D.
Miller, R.
Mintz, L.
Mobley, R.
Mollard, C.
Mongelli, F.
Moore, G.
Moore, J.
Moore, J.
Morris, W.
Morrison, J.
Mull, C.
Murray, R.
Musciato, M.
Myers, H.
Myrex, L.
Nash, W.
Nelson, D.
Newberry, H.
Nihem, W.
Nobles, E.
Novak, A.
Nuckols, B.
O'Brien, E.
O'Hara, M.
Oldakowski, E.
Olds, T.
Olivera, W.
Olson, F.
Dm, L.
Orsini, D.
Ortiz, F.
Ortiz, F.
Paczkowski, S.
Pagano, J.
Papuchis, S.
Paradise, L.
Passapera, F.
Paulovich, J.
Payne, H.
Pecquex, F.
Pelfrey, M.
Perez, J.
Petak, P.
Phillips, R.
Pillsworth, P.
Poer, G.
Pollack, A.
Powell, B.
Powell, S.
Prentice, R.
Pretare, G.
Prevas,P.
Prims, J.
PuUiam, J.
Raines, R.
Ramage, R.
Randazza, L.
RatclilFe, C.
Reading, J.
Reck, L.
Regan, F.
Reinosa, J.
Reza, O.
Richardson, J,
Richoux, J.
Ries, J.
Ripoll, G.
Rivera, L.
Roades, O.
Roberts, J.
Rodriguez, R.
Rondo, C.
Royal, F.
Rung, J.
Ryan, T.
Sacco, M.
Sacco,J.
Salazar, H.
Sanchez, M.
Sanders, D.
SanFillippo, J.
Sapp, C.
Schabland, J.
Schatz, G.
Sclieard, H.
Schwartz, A.
Schwarz, R.
Schwabland, J.
Scott, C.
Scott, J., II
Seagord, E.
Selzer, R.
Selzer, S.
Shappo, M.
Sharp, W.
Shaw, L.
Shelley, S.
Shopatt, H.
Sigkr, M.
Silva, M.
Sims, E.
Skala, T.
Smith, B.
Smith, J.
Smith, L.
Smith, R.
Smith, W.
Snellgrove, L.
Somerville, G.
Soresi, T.
South, R.
Spady, J.
Speller, J.
Spencer, G.
Stalgy, R.
Stankiewicz, A.
Stearns, B.
Stephens, C.
Stevens, W.
Stockman, B.
Stover, M.
Stravers, L.
Sulentic, S.
Surrick, R.
Swain, C.
Sweeney, J.
Szupp, B.
Tanner, C.
Tanner, R.
Taylor, F.
Terpe, K.
Terry, D.
Thaxton, A.
Thayer, D., Jr.
Theiss, R.
Thomas, F.
Thomas, J.
Thomas, T.
Thorbjorsen, S.
Tilley,J.
Tillman, W.
Todd, R.
Trotman, R.
Troy, S.
Turner, B.
Ulrich,H.
Uusciato, J.
Vahey,R.
Van Horn, D.
Vanvoorhees, C.
Velandra, D.
Velasquez, W.
Velez, R.
Vukmir, G.
Walker, T.
Wallace, S.
Ward, M.
Weaver, A.
Webb, J.
Whitmer, A.
Whitsitt, M.
Wierschem, D.
Wilhclmsen, B.
Williams, A.
Williams, L.
Williams, R.
Wilson, B.
Wilson, C.
Wingficld, P.
Wipmer, R.
Wolf, P.
Wood, C.
Worley, M.
Wright, A.
Wright, F.
Wydra, R.
Yarmola, J.
Yates, J.
Yelland, B.
Zai, C.
Zeloy, J.
$600 Honor Roll
Pomerlane, R.
$500 Honor Roll
SEAFARERS POLITICAL ACTIVITY DONATION
Antich, J.
ISPAD)
675 FOURTH AVENUE
BROOKLYN, N.Y. 11232
Date.
$400 Honor Roll
S.S. No.
LUkdabhH.
Contributor's Name.
.Book No.
Ijil
Address.
City _
-State,
-Zip Code
I acknowledge and understand that SPAD is a separate segregated fund established and administered
by my Union to engage in political activities and to make contributions and expenditures for candidates
seeking political office and solicits and accepts only voluntary contributions, and I have the right to
refuse to make any contribution without fear of reprisal. 1' may contribute such amount as I may volun
tarily determine and I herewith contribute the sum of $
. This contribution constitutes my
voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A
copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from
the Federal Election Commission, Washington, D.C.
Signature of Solicitor
Solicitor's No.
1978
Port
$
$300 Honor Roll
Andersen, R.
Chartier, W.
Curtis, T.
Forshee, R.
Hall, P.
Harcrow, C.
Larkin, J.
Nasser, A.
$200 Honor Roll
Ahmed, F.
Bernstein, A.
Cookmans, R.
Crocco, G.
Dryden, J.
Ellis, P.
Firth, R.
GUbo,T.
Grima, V.
Hagerty, C.
Kerngood, M.
Kingsley, J.
Lombardo, J.
McCullough, L.
Pow, J.
Redgate, J.
Turner, E.
A MESSAGE FROM YOUR UNION
September 1978 / LOG / 39
�A Big Payoff For a
Small Investment
Thirty cents today won't get you far
on your own.
You can't buy a subway token for 30
cents. You can't take a bus or a cab or
drive your car through a toll-booth
unless you have the right fare—and no
matter where you are today, that fare is
more than 30 cents.
But 30 cents a day from SIU members
can help move the Union in the direction
we want to travel; towards increased job
security and a more active role in
political decision making.
Through a new voluntary program, •
Seafarers can now donate 30 cents daily
to SPAD (Seafarers Political Activities
Donation.) The donation will auto
matically be deducted from the Vaca
tion benefit.
By signing a form like the one printed
below, 30 cents a day can be channeled
into the Union's separate political fund
where it will be used for political activity
on behalf of the whole membership.
The 30 cent deduction, like any
money donated to SPAD, is a voluntary
contribution. And if every member
chooses to support this program, the 30
cents a day can as much as double our
ability to make the collective voice of the
SIU heard in Washington.
The elections coming up in November
make now an especially important time
for the Union to let candidates know our
position on major issues. We can work
for those candidates who support
maritime issues. And campaign against
those who don't.
But our activity can't stop when the
elections are over. Congressional
legislation that impacts on maritime and
on labor as a whole is debated through
out the year. And if the Union doesn't
keep on letting elected representatives
know what's important to the SIU,
nobody else is going to tell them.
We want a bill, now in Committee,
which would regulate the rate-slashing
practices of the Soviet fleet, passed. So
we let Congress know.
We want to make sure the jobs of
LOG
American workers in the new ocean
mining industry are protected. So,
again, we let Congress know.
The Union's ability to keep on
fighting for legislation and programs
that will create new jobs in the maritime
industry and protect those we already
have depends directly on the support of
the membership.
When you think about it, your 30
cents a day can mean the difference
between sending a pro or anti-maritime
representative to Washington.
It can also mean the difference
between a secure future for Seafarers
and no future at all.
Letting our voices be heard in the
battles fought in Congress that affect
working people in the U.S. has been a
priority of the SIU for many years. With
the membership's continued support of
SPAD and participation in the 30 cents
a day deduction program, we'll be
effective in those battles.
That's a pretty big payoff for a very
small investment.
Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made
by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which
1 am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue,
Brooklyn, N.Y, 11232. This authorization shall remain in full force and effect unless written notice by certified mall
is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the
date you receive it and applicable only to vacation benefits, both earned and payable to me thereafter.
I acknowledge advice and understand that SPAD is a separate segregated fund established-Bnd administered
by my union to engage in political activities and to make contributions and expenditures for candidates seeking
political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any
contributions, including this authorization without fear of reprisal. I may contribute directly fo SPAD such amount
as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is
to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con
tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is 1iled
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash
ington, D.C.
This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me.
Member's name (Print)
Member's Signature
Social Security Number
Members Home Address
City
State
Port
Book Number
OFFICE COPY
Zip
Ml
I
1
�
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
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Title
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September 1978
Description
An account of the resource
HEADLINES
LABOR, MANAGEMENT FORGE NEW PROGRAM FOR NMC
SIUNA TO HOLD 18TH CONVENTION OCT. 16-19
SIU WINS LANDMARK PACT FOR IOT BOATMEN CONTRACT PAVES WAY FOR INDUSTRY WIDE GAINS FOR INLAND MEMBERS
CARTER SIGNS OCS BILL: GUARENTEE JOB RIGHTS
ALASKA HOVERCRAFT EXPERIMENTS OKAYED BY SENATE
USPHS TAKING SOME POSITIVE STEPS IN SEAMEN’S CARE: BUT SIU WILL OPPOSE STRICTER STANDARDS FOR OLDER MEN
LOUD PROTESTS SHELVE PLAN TO EXPORT ALASKAN OIL
HALL TO DOE: GET THE LEAD OUT ON LNG IMPORT PROJECTS
SIU, NEW CREW C.G. CHIEF MEET ON SAFETY, MANNING ISSUES
JAMES A. FARRELL, JR., 77, DIES
OGDEN MARINE PUTS 2 TANKERS ON ORDER
LUNDEBERG SCHOOL MADE DIFFERENCE FOR RIVERMAN WALTER CANNON
NEW DEEP SEA DEATH BENEFIT PROVIDES SECURITY FOR YOUR FAMILIES
HOUSE PASSES TANKER SAFETY BILL
CARTER SIGNS OCS ENERGY LEGISLATION
SENATE COMMITTEE OK’S OCEAN MINING
SIU SENIORITY UPGRADERS GET FIRST-HAND LOOK AT WASHINGTON POLITICS
SENATE VOTES BILL TO GIVE U.S. SHIPPING ‘AN EVEN BREAK’
HALL TO HEAD PANEL AT TRANSPORT FORUM
U.S. FLAG FLEET CLIMBS TO RECORD 21.3 MILLON TONS
NATIONAL MARITIME COUNCIL WARNS OF SOVIET INENTION TO CONTROL WORLD SEALANES
MARITIME SEMINAR TO VIEW PROBLEMS ON CARGO MOVEMENTS
HALL: LABOR’S GOAL IS FULL EMPLOYMENT SAYS GOV’T POLICY MAKERS TREAT UNEMPLOYMENT AS STATISTIC ONLY
AN EYE OPENING TRIP FOR DELTA AMERICA CREW
ALLEGIANCE CITED FOR RESCUE OF 5 IN STORM AT SEA
U.S. FLEET’S CARGO SHARE TO GROW: BUT JOBS FOR SEAMEN?
PL- 480 MORE THAN A NUMBER TO U.S. MERCHANT FLEET
27 TAIWANESE SEAMEN STRANDED BY FLAG-OF-CONVENIENCE OPERATOR
LABOR TAKES BIG STEP TO BOLSTER JOB SAFETY LAWS
RUSSIAN RATE SLASHING EYED BY U.S. SENATE
TUG ELIZABETH SMITH TO WORK NEW ORLEANS
OCEAN MINING BILL IN HANDS OF SENATE
LNG GEMINI SAILS ON MAIDEN VOYAGE: SEAFARERS NOW MANNING 5 GAS CARRIERS
DIXIE PROGRESS CREW FINDS THAT AIN’T HAY
TIGHTER GOV’T CONTROLS NEEDED TO BOOST U.S. LINER FLEET
THE TRAIL UP FROM BONDAGE: THE STORY OF ANDREW FURUSETH
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
9/1/1978
Format
The file format, physical medium, or dimensions of the resource
Newsprint
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
Vol. 40, No. 9
1978
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/e7d1c6ffb3294d0b77c3b189aeae9abc.PDF
4d56e1a2abcfe6bf462d62cd441fc1be
PDF Text
Text
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Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
Pressure From Union
Brings New Safety
Measures to Lakes
vgi-g^o AUGUST 1978
Seafarers Man New Tanker
Thompson Pass
See Page 12
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See Page 3
SlU Blasts
Plan to Export
•ate
Slit Backed Ocean Mining Bill Naif Way There
See Special Supplement Pages 17-24
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�Hovercraft Industry May Find New Home in U.S.
The southwest portion of Alaska, is seeking a temporary waiver of the
where the Yukon and Kuskokwin Rivers Jones Act to use foreign built hover
form a delta, is rough country. The craft for experimental purposes. Under
40,000 mile area is flat, treeless and the Jones Act, all vessels carrying cargo
covered with snow most of the year. in the U.S. domestic trades must be
There are no roads connecting outlying American built.
areas with the principal population
The two U.S. Senators from Alaska,
center. And roads, even basic gravel Mike Gravel and Ted Stevens, have
roads, would cost from $300,000 to been working hard to get the hovercraft
$1,000,000 per mile to build.
experiment under way. They feel hover
The rivers are the main transporta craft can be used successfully in Alaska,
tion arteries in this area and they are as well as other regions of the U.S.
frozen from October through May.
"This unique mode of transporta
Even after the summer thaw, fluctuating tion," Sen. Gravel said, "could help to
water levels make the water routes solve many of Alaska's transportation
difficult to navigate.
problems in the more remote areas of
One way of solving Alaska's trans the State which will improve the oppor
portation problems is through the use of tunity for the development of a domestic
. commercial hovercraft in the state. market for a hovercraft industry."
Hovercraft are massive vessels that skim
Because of the potential jobs a U.S.
over the water's surface, supported on a hovercraft industry will create in both
cushion of air, and controlled by pro building and manning the vessels, the
pellers and rudders.
SlU supports the proposed Alaska ex
They can be used to carry both
periment for hovercraft.
SIU President Paul Hall extended the
passengers and cargo, shuttling resi
dents to hospitals, schools and jobs, and
Union's support for the hovercraft
project to Alaska's Senators. "The main
delivering fuel supplies, which often fall
critically low, for home heating and goal of the Seafarers Union," Hall said,
electric generation. Use of these vessels "is to promote, to the maximum extent
in Europe, where they ferry across the possible, the development of a U.S.
Channel between France and England, hovercraft industry.
"Once tested," Hall added, "such craft
has proved they are a viable means of
should become a new source of employ
water transport.
Alaska's state legislature has appro ment for American shipping and Amer
priated money to fund a feasibility study ican workers."
on the use of hovercraft. But, since the
The SIU has traditionally encouraged
vessels are not built in the U.S., the state and prepared for the newest technolog
ical developments in the maritime in
dustry.
A decade ago, the huge cargo storage
tanks and special safety equipment of
LNG tankers made those carriers seem
more like special effects from a science
fiction movie than seagoing vessels.
But the Union recognized LNG ships
as part of the future of shipping and
began preparing SIU members to crew
them.
Today, hovercraft are part of the
future of maritime. And, when these
vessels arc ready for commercial opera
tion in the U.S., the SIU will be ready
for them.
Hovercraft like this may soon be operating in Alaska on experimental basis. If
the experiments are successful, the U.S. will probably see clear to establish a
hovercraft industry for America.
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Paul Hall
pi
Everything Is Secondary to Jobs
Maritime labor has traditionally been regarded, and rightly so, as among
the hardest working segments of the labor movement concerning contracts,
organizing and legislation.
But up until a few years ago, maritime labor in at least one respect was
operating with an albatross around its neck.
That albatross, plain and simple, was the inability of maritime unions to
work together with any degree of consistency.
This basic deficiency in the movement has its roots in the 1930's when
maritime labor really grabbed hold in this country.
The differences between the unions and the people involved were very
real, and at the time some of them were legitimate.
In some cases, the differences were political, philosophical, geographic
and economic. In other cases, the people involved simply didn't like each
other and allowed these personality feuds to keep the movement
fragmented.
At that time though, the unions felt that they could afford the luxury of
keeping to themselves. The U.S. merchant marine had more ships and more
jobs for seamen than any other fleet of the world. *
But things are drastically different today. The U.S. merchant fleet has
dropped from 3,000 ships to 500. And our ranking among the world fleets
has fallen from first to tenth.
On top of this, the U.S. flag is facing the stiffest competition ever from
foreign national lines and the growing flag-of-convenience fleets. And there
is an increasingly hostile attitude toward many maritime issues in the U.S.
Congress.
In other words, the U.S. maritime industry is not in good shape. Maritime
labor recognizes this. But more importantly, the unions recognize that we
can no longer afford to work alone, or much worse, work against each other.
There is no question that maritime labor has been making a sincere effort
to shed the difference of the past. And I'm proud to say that the SIUNA has
led the way in trying to bring together a coalition of maritime unions to work
together on important issues.
In 1973, the SIUNA helped to set up the Ad Hoc Committee on Maritime
Industry Problems. Since then, this Committee, which is made up of
representatives from all the major maritime unions, has worked with a
degree of success on legislation and in smoothing out jurisdictional and
other disputes among the unions themselves.
The SIU-AGLIWD has also taken two important steps in strengthen
ing our own organization by the mergers with the Inland Boatmen's Union
of the Atlantic and Gulf in 1975 and the Marine Cooks and Stewards Union
two months ago.
A more recent development toward consolidation of maritime unions has
been the move by the SUP and the MFU to merge. These two SIUNA
affiliates have also jointly invited the IBU of the Pacific to merge with them.
The SIUNA and NMU have set up dual committees to study the
possibility of a future merger.
These mergers and proposals of merger represent real progress. Such
actions would have been impossible a few short years ago.
I believe that the groundwork the SIUNA has helped to form in this area
has not only strengthened our union, but it has provided a whole new
atmosphere of cooperatipn.and brotherhood throughout the maritime labor
movement.
Despite these advancements in intra-union relations, maritime labor still
has a long way to go in the area of total cooperation.
Presently, there are approximately 27 unions representing seagoing
American workers in the deep sea, inland and Great Lakes sectors.
The goal of all these organizations is the protection of the jobs and job
security of their respective memberships. However, in the U.S. maritime
industry—an industry that is admittedly in trouble and in some respects
shrinking—there are bound to be disputes, jurisdictional, contractual or
otherwise.
The real test will be labor's ability to resolve these disputes quickly and
intelligently when they arise. Failure to resolve them adequately, though,
will not only damage the immediate unions involved, but could have serious
implications for the rest of the industry.
There is too much at stake for maritime labor to become bogged down in
unnecessary problems.
Despite the troubled waters our industry is in, there remains a great
potential for it to improve. But the burden of fostering these improvements
lies squarely on the shoulders of maritime labor.
By pooling our resources and by simply working together, I sincerely
believe that maritime labor possesses the ability to turn our industry around
and start to bring it back to its former level of greatness.
It all depends on the movement's ability to avoid petty differences and
personality clashes and concentrate on the truly important issues. After all,
what it really all comes down to is jobs—jobs on ships, jobs on tugs and jobs
in shipyards. Everything else is secondary.
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Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District. AFL-CIO 675 Fourth Aw Rmnkiun IM v
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No. 8, August 1978. (ISSN #0160-2047)
'
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2/ LOG/August 1978
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SlU's Fight to improve Safety oh Lakes Pays Off
It took Concessional hearings, years
of protest by the SIU, and independent
inqumes by U.S ReprMentatives, but
the Coast Guard MS finally made a
move to improve safety on Great I^kes
vessels.
Serious and, in some cases, fatal
accidents on Lakes ships caused by
unsafe boarding ladders have been cited
by the Union over and oyer again as
proof that Coast Guard action requiring
better boarding equipment was necessary. Most Lakes ships use straight
metal ladders, without hand rails or
cargo nets, for boarding.
After appealing directly to the Coast
Giiard to remedy boarding and other
shipboard safety hazards. Union reps
sought a wider forum, testifying at
hearings held by the House Merchant
Marine and Fisheries Subcommittee on
Coast Guard and Navigation.
The Union's efforts have finally paid
off. This month, the Coast Guard
proposed amendments to boarding
regulations for Lakes tankers and cargo
carriers. The proposals affect in-port
boarding gear on all vessels over 1600
gross tons.
The new rules state that either
inclined ramps which are at least 30
inches wide and fitted with stanchions
and rails on both sides or inclined
stairways can be used. The stairways
can't be too steep or positioned with
more than a foot between the end of the
stair and the vessel or pier.
The recommendations will be published in the Federal Register within the
next month and sent to Congress for
advice and consent before the Coast
Guard can issue them as formal
regulations. At that time, all Great
Lakes operators will be required to use
regulation gangways or their vessels will
not be classified as seaworthy by the
Coast Guard.
The battle to ensure the safetyof Great
Lakes Seafarers aboard their vessels has
been a hot and heavy one. In Mareh,
1977, SIU reps attended a Great Lakes
Coast Guard Marine Industry Seminar
and criticized the boarding equipment
and inadequate lifesaving gear used
aboard Great Lakes ships.
Rep. Philip E. Ruppe (R-Mich.), the
ranking minority member of the House
Committee on Merchant Marine and
Fisheries, learned of the unsafe conditions on Lakers and began inquiries to
find out why the Coast Guard allowed
them to exist.
Then in June of 1977 the House Coast
Guard Subcommittee began hearings
on the Coast Guard's laxity on safety
issues. The hearings marked the first
time Congress had evaluated Coast
Guard practices since mandating the
Coast Guard to supervise merchant
marine safety in 1946.
SIU Executive Vice President Frank
Drozak; Algonac Port Agent Jack
Bluitt and other Union officials testified
on a broad range of hazards to the
health and safety of men crewing deep
sea as well as Great Lakes vessels. They
accused the Coast Guard of violating
labor law and the Occupational Safety
ife Health Act of 1970 by not remedying
unsafe working conditions aboard
ships.
The proposed boarding regulations
issued by the Coast Guard are a direct
result of the combined pressure from
Congress and the Union,
But safe boarding ladders aren't the
only changes that need to be made on
Lakes vessels. Safer, more efficient
lifeboats are also needed on all ships,
Commenting on shipboard safety,
Port Agent Jack Bluitt said, "the Coast
Guard recognizes the fact that conventional lifeboats aren't the safest way to
leave a vessel. They are now exploring
using enclosed capsule type lifeboats
aboard ship."
Bluitt also talked about the need for
stress monitors on Great Lakes ships to
determine metal fatigue on the aging
Lakers. Metal fatigue takes place on
ships which have been in use for many
years and, if not repaired, can cause a
vessel to break in two.
The Union will continue to work for
the necessary changes aboard SlUcontraeted vessels to make sure the
health and safety of Seafarers is
protected.
Turn Lobbying Hearings Into Attack on Maritime
Three Congressional opponents of a
strong U.S.-flag shipping capability
have succeeded in turning a general
examination of grassroots lobbying by
American industry into an unwarranted
attack on the U.S. maritime industry.
Congressmen Benjamin Rosenthal
(D-N.Y.), Robert Drinan (D-Mass.)
and Paul McCloskey (R-Calif.)
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SFI
Legislative News
Foreign Flags
Page 16
War Risks Ins
Page 15
SIU in Washington .... Pages 9-10
Union News
Towing Co
Great Lakes Safety
President's Report
Headquarters Notes
Thompson Pass
Brotherhood in Action
At Sea-Ashore
SPAD Checkoff
Page 14
Page 3
Page 2
Page 7
Page 12
Page 28
Page 15
Back Page
Towboat Thruston t^orton . Page 6
Great Lakes Picture
Page 8
inland Lines
SPAD honor roll
Page 6
Page 39
launched their attack durinjg hearings in
maintain liaisons with private trade
the House of Representatives on July
groups.
20-21. The hearings were conducted by
"In all respects," Blackwell conthe Subcommittee on Commerce,
eluded, "the KMC has been an unqualiConsumer and Monetary Affairs, which fied
success in helping to turn around
is part of the House Committee on
the decline of the U.S. merchant
Government Operations.
marine." U.S.-flag participation in the
The three Congressmen at first tried
liner trades rose from 21.9 percent in
to prove that the U.S. Maritime
1971, when NMC was founded, to 30
Administration was involved in grasspercent in 1977. Moreover, the U.S.
roots-lobbying through its participation
maritime industry, which had been
itt the National Maritime Council, a
"plagued by frequent strikes, today has
non-profit, promotional group. They
the most stable labor-management
then focused their attack on Marad's
relations of any American industry," he
full role in the NMC and denounced it as said.
"iHegal and improper."
r- i.
i
r u i. •
Marad, which is an agency of the U.S.'
as a resu t o t e earings,
Commerce Department, has played an
important part in NMC since the
announced that Marad and NMC could
inception of the seven year old organiza^ eciveyconn ue o e man ime
tion. NMC was founded to promote the
promo lona program y in epen en
u.S. merchant marine through cooperaactions. Consequently, Marad withparticipation by government, labor
industry. It was felt that all three
In her announcement, Kreps paid
together in order to stem
tribute to Blackwell for his work in
the serious decline ofthe American fleet.
m.mm
mm
w
•
,•
i, c n
In the course of prornoting U.S.flag
shipping, NMC carried out an adver-
NLRB HtMS
adopting innovative promotional programs which have increased the share of
cargoes carried by U.S.-flag vessels,
"His accomplishments are well recognized throughout the government and
the industry, and he deserves a great
deal of credit for the progress of the
U.S.-flag merchant marine in this
decade," she said.
After Marad's withdrawal, both
Kreps and Blackwell reaffirmed the
agency's promotional role. "Our decision to dissolve the existing working
arrangement (with NMC)." Kreps said.
"does not in anyway mean a lessening of
our resolve to provide and support the
g maritime industry, and specificPrograms that encourage Ameriexporters and importers to ship
their cargoes in U.S.-flag vessels."
NMC, which has scheduled
ggj-ly September, plans to
continue and intensify its campaign to
promote a strong, competitive U.S.
merchant fleet.
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General Netws
ine U S merchant fleet But thev do not
National unemploymenl .. Page 35
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Tank Safety
Page 6
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would te co^fdered
Alaska Oil
Page 5 legtslat.o^ wh^^^
be
SS America
Page 4
grassro
c ^ g.
Ships' Digests
Page 25
However, the three Congressmen
Dispatchers Reports.
claimed that the ads implied a connecGreat Lakes
Page 29 tion to specific legislation. The vague
Inland Waters
Page 36
basis of this charge soon degenerated
Deep Sea
Page 26 into a personal attack on Assistant
AFL-CIO Meeting
Page 4 Secretary of Commerce Robert BlackGreat Lakes Tugs ....... Page 27
well, the head of Marad.
Shipbuilding
Page 11
in testimony before the Subcommittee, Blackwell refuted these charges
Training and Upgrading
and defended his agency's legal and
'A' seniority upgrading ... Page 38 proper role in NMC. First of all, he
MLS course dates
Page 34 pointed out that Marad's function is to
Course Ads
Page 36 promote and maintain a strong U.S.
Piney Point Grads
Page 37 fleet,
as mandated by the goals of the
Merchant Marine Acts of 1936 and
Membership News
1970.
New pensioners
Page 29
^g explained that Marad's Office of
Final Departures
Page 30
Market Development, which worked
openly and directly with NMC in
Special Features
promoting cargo for U.S.-flag ships,
Outer Continental
was created to carry out the intent of
Shelf
Pages 30-31
important legislation. He also cited
Ocean Mining Bill ... Pages 17-24 Section 212 of the 1936 Act as clear
statutory authority for the agency to
^
^
The National Labor Relations Board
Law Reforn, office had actually been
announced the appointment of five new
opened as early as April of that year, to
labor relations attorneys as Administra- promote the Bill.
'ive Law Judges on August 14.
The House of Representatives passed
appointments increase the num- the Labor Law Reform Bill in October
ber of NLRB judges to 100. which is of last year, but it ran into trouble afier
g fewer than there were 10 years debate began on the bill in the Senate
ago when the Board's caseload was con- l^st May.
siderably smaller.
George Meany, president ofthe AFLNLRB has the responsibility of CIO, summed up the problem with the
administering the nation's labor laws
bill at an August 7 meeting of the AFLvvhich stem from the National Labor CIO Executive Council when he said.
Relations Act of 1935. If a worker feels "we were defeated by the fact that the
j.^g
j^gg^^ unfairly treated or dis- filbuster prevented the bill from coming
criminated against by an employer, then
to the floor. 'We had only 59 votes and
he can plead his case to the NLRB. The we needed 60."
overworked Board found that over
Meany, speaking candidly about the
y ^QQ workers had been illegally dis- bill, added, "Labor Law Reform—the
criminated against in 1977 alone.
bill that we put in—is lost." Hie labor
jj^g recently shot down Labor Law movement has waited a long time for
Reform Bill would have made the this bill, but Meany went on to say that.
Board's job easier, and made it more "we will have to wait for a new Congress
effective, by speeding up the process of if we are going to try to pass labor law
grievance hearings. It also would have reform."
given the Board greater power in enThe AFL-CIO Task Force on Labor
forcing the law.
Law Reform says it is looking forward
jhe bill had been in the works for to the day when, "we reassemble to fight
over a yeqr. It was endorsed by the again to make the 43-year-old National
Carter Administration in July of 1977. Labor Relations Act fit worker need inRut an AFL-CIO Task Force on Labor stead of employer greed."
August 1978/LOG/3
I:
�Former Queen Raped byPlag-of-Convenience
Most seamen will agree that ships,
like people, have personalities. And
when a well-known ship, after a long
and illustrious career, makes a last bid
to be useful, and falters, it is as sad and
pathetic as the aging, overweight prize
fighter vainly struggling to make a
comeback.
Like a once-proud thoroughbred rele
gated to hauling milk wagons, the SS
America, former Queen of the U.S. mer
chant fleet, recently suffered the humili
ation of taking sorely disappointed pas
sengers on an aborted and filth-ridden
"cruise to nowhere" out of New York.
The America has sailed under foreign
flags since she was sold to Greek ship
ping interests in 1964. For many years
she has been under Panamanian regis
try. Even after being bought by her new
U.S. owners. Venture Cruise Lines, she
has retained this registry and her "flagof-convenicncc" status.
As her recent demise has shown, the
America has been operated as a typical
"flag-of-convenience" ship, that is, not
up to U.S. standards. Not even close.
Her name was given back to her, but not
her former reputation.
The America's career began when she
entered the passenger service in 1940.
Soon after, she was made a U.S. Navy
transport and re-named USS West
Point. She carried almost a half-million
troops across the Atlantic during World
War 11. After having her original name
restored in 1946, she carried another
half million passengers before she left
the U.S. merchant fleet in 1964. Until re
cently she sailed under the name
Australis.
Even though Venture Cruise Lines
sank some $2 million into the America,
getting her ready for her "cruises to no
where", and other short cruises, she
never was ready. Even® though she
sported a fresh coat of blue paint on her
hull, this proved to be just a superficial
facelifting.
Inwardly, the America proved to be a
filthy, unsanitary mess. And her typical
"f lag-of-convenience" crew could
scarcely communicate amongst them
selves let alone make her and keep her
fit for duty.
The U.S. Public Health Service Cen
ter for Disease Control conducted sani
tary inspections on the America after a
The America waiting to be sold at a dock in New York.
flood of complaints from irate passeng
In fact, the bulk of the report and other
ers who had suffered through the initial
published statements by passengers
"cruise to nowhere" and a later cruise to
paint a much more graphic picture of
Halifax, Nova Scotia. The America
the putrid conditions that existed
flunked these inspections miserably.
throughout the ship.
According to the Health Service,
Because of these conditions, the
shipboard personnel, when questioned,
America's owners were forced to halt
their operation of the ship. On July 18
had no idea of the proper cleaning and
sanitizing procedures as outlined in the
the America was seized by U.S. mar
World Health Organization's "Guide to
shals under a Qourt order obtained by
creditors. The ship is to be sold at public
Ship Sanitation" and the Center for Dis
ease Control's "Recommendations on
auction on August 28 provided that an
acceptable bid is received.
Vessel Sanitation."
It is difficult to imagine the conditions
Jones Act Circumvented
on the America that led to her being
We do not mean to dwell on the de
closed down last month. These condi
mise of the America,h\xi her plight does
tions were summed up by Rep. John
raise a number of issues that go far
M. Murphy, chairman of the House
beyond her own decks—issues that have
Committee on Merchant Marine and
far-reaching implications for the future
Fisheries, in a letter of protest to
of the U.S. merchant marine.
Captain J. C. Musser of the Panaman
The "cruise to nowhere" is itself an
ian Maritime Safety Department.
issue. Though these cruises do not tech
Murphy wrote: "I cannot believe that
nically violate the provisions of the
a ship can be safely operated by a crew
Jones Act, they do run contrary to the
who sleeps in sewage and other wastes,
spirit of that Act.
The Jones Act mandates that only
whose bathroom facilities are awash
with human waste matter and garbage,
ships built and registered in the U.S.,
and manned by U.S. citizens can trans
and whose food and water are stored,
port cargo or passengers between U.S.
cooked and prepared under filthy condi
ports. In this way, the strength of the
tions with garbage encrusted utensils.
U.S. merchant niarine is at least parti
Roach infestation and water contami
ally guaranteed.
nated by coliform bacteria bespeak a
However, by going beyond U.S. terri
floating garbage can, not an efficient,
torial
limits, the America circumvented
safe passenger vessel."
the Jones Act, even though she did not
A look at the Public Health Service
report indicates that Congressman
put in to any foreign port on her "cruise
Murphy's statement is no exaggeration.
to nowhere".
This raises another issue: if the
America can do it, so can other "flagof-convenience" ships. The prospect of
other such ships operating out of U.S.
ports on similar cruises is not a pleasant
one. "Flag-of-convenience" ships have
proven themselves to be accident prone,
substandard ships. We don't want more
of them operating in our waters, let
alone have them using such ports as
New York for their base of operations.
The story of the America, once part of
a great U.S.-flag passenger ship fleet, is
perhaps symbolic of the demise of that
same fleet. Just a few months before the
America's "cruise to nowhere", the last
U.S.-flag, deep sea passenger ship, the
SS Mariposa, went out of service. The
timing of the America's cruise, even
though it ended in failure, was just an
other kick in the teeth to the U.S. mer
chant marine.
We believe that a strong merchant
marine, including a passenger ship fleet,
is necessary for the nation's defense. We
learned during the Vietnam War that we
can not rely on foreign flag ships to help
us out in times of emergency. So being
without a passenger fleet, necessary for
moving troops in time of war, leaves us
in a precarious position.
You would think that the United
States would have learned its lesson. In
each of the major wars we have been in
volved in, in this century, we have not
been prepared. We have been lucky
enough to have the "grace period"-to
come from behind in building up our
fleets. There may never be another war,
but if it does come, we might not have
the grace period we've had in the past.
People in power forget very fast the
way it was. We wonder how many peo
ple remember how even the Vietnam
War had military people scurrying
around like chickens without heads, try
ing to scrounge up men and ships for the
Sealift.
For those who think no one ever
learns the lessons of history, we need
only look at the Soviet Union to refute
that argument- The Russians now have
the largest passenger fleet in the world.
Maybe, just maybe, the misfortunes
of the America will cause some people
to start thinking about these issues of
vital concern to the maritime industry
and the country.
AFL-CIO Chides Congress, Carter for Slowness on Worker Issues
CHICAGO—The AFL-CIO Execu
tive Board levied criticism at Congress
and President Carter for lack of prog
ress on key issues affecting working peo
ple in the U.S. at their midsummer
meeting.
The Executive Board, on which SlU
President Paul Hall serves as senior
AFL-CIO vice president, examined in
flation, unemployment, health care,
taxes, trade and energy. Strategy for at
tacking these serious and continuing
problems in the future was mapped out
a: the session.
Calling for tax reforms including a
sliding-scale income tax and more equit
able sales and property taxes to ease
the burden on working people, the
Council issued a statement which said:
"The problem of low and middleincome taxpayers, who now hear an un
fair share of the tax burden, must not be
ignored."
"The economic outlook for the near
future is discouraging," theCouncil said,
citing the high interest rate, tight-money
policy of the Federal Reserve Board as a
major factor.
To offset bleak economic forecasts,
the Board urged tax cuts, specially tar
geted jobs programs to curb unemploy
4/ LOG/August 1978
ment and action by President Carter to
protect U.S. industry from being eroded
by low-cost foreign imports.
Pledging "enthusiastic cooperation"
with Sen. Edward M. Kennedy's efforts
for a national health insurance bill, the
Council also expressed disappointment
with the President's conditional, piece
meal approach to the legislation. "Our
goal is to make decent health carc a right
of all Americans, and we will not be de
terred in our efforts to achieve that
goal," the AFL-CIO said.
George Mcany, AFL-CIO president,
reiterated the Federation's strong sup
port for the Labor Law Reform bill
which was scuttled for this session of
Congress by a Senate filibuster. "I'm
sure that this battle will go on," Meany
.said, "and we will be in there fighting as
we have been in the past."
In a statement on energy, the Council
urged Congress to defeat the natural gas
compromise bill which it called a "seri
ous threat" to the economy. The bill
provides for a 50 percent increase above
current prices.
The Council also attacked the Soviet
Union's "harsh totalitarianism," oppos
ing U.S. labor exchanges with Russia
and called for removal of the 1980
Olympic Games from Moscow.
Addressing the Council, Labor Secre
tary Ray Marshall announced the crea
tion of a special fwe-man committee,
made up of Carter Administration offi
cials, which will deal with inflation and
collective bargaining problems. The
committee was created in response lo
complaints filed by AFL-CIO President
Meany with the White House about
"unprecedented interference" by Wage
& Price Council director Barry Bosworth in wage talks.
Eligibility Rules For Benefits
Changed to 125 Days
All Seafarers and Boatmen
should be aware that as part of
the changes in the Seafarers Va
cation, Welfare and Pension
Plans made to improve benefits
resulting from our recent con
tract negotiations, the Trustees
have changed the eligibility rules.
Now, to be eligible for benefits
under the Seafarers Welfare
Plan, a Seafarer or Boatman
must accumulate at least 125 days
seatime or boat-time in the previ
ous calendar year and one day
seatime or boat-time in the six
month period immediately pre
ceding the date of claim.
Under the Vacation Plan, a
Seafarer or Boatman must now
accumulate 125 days seatime or
boat-time before filing for vaca
tion benefits.
In addition, to be eligible for
the Early Normal Pension (20
years seatime at 55 years of age,
Seafarers only), or the Disability
Pension (12 years service at any
age), an ^eligible employee must
accumulate 125 days seatime or
boat-time in the calendar year
immediately preceding his pen
sion application.
�SlU, T.I. Blast Plan to Export Alaskan Oil
SAN FRANCISCO—When Con
gress approved construction of the
Trans-Alaska pipeline it was welcomed
as a boon to the U.S. in more ways than
one. The Alaskan crude would cut down
U.S. dependence on oil imported fwm
OPEC nations. And it would stimulate
the sagging American merchant fleet
since U.S. tankers would be needed to
move the oil and U.S. crews to man the
tankers.
But the Alaskan crude boon is on the
verge of backfiring as the Department of
Energy and the multinational oil
companies continue to advocate export
ing the oil to Japan.
The Committee on Interior and
Insular Affairs Subcommittee on
Investigations is examining the issue of
exporting Alaskan crude. Testifying this
month before the Subcommittee, SIU
West Coast Representative Steve Troy
and Transportation Institute President
Herb Brand presented strong arguments
opposing export plans.
Brand told the Subcommittee that
such exports would be a breach of the
promise Congress made to the Ameri
can people that no oil produced in the
U.S. would be exported. "The only
justification for such exports," Brand
said, "is higher profits for the oil
companies."
What it comes down to is the fact that
it would cost the oil companies less to
move Alaskan crude to Japan than to
the oil-hungry East Coast of the U.S.
The savings in transportation costs
mean higher profits for the oil com
panies.
In addition to the transportation
savings, the oil companies could jack up
prices of the Alaskan crude for foreign
markets—higher than if it were sold
domestically.
Since the Mid-East oil embargo in
1973, it became clear that there was an
unwritten law for worldwide distribu
tion of oil. The price of domestically
produced crude can be controlled in that
country by the government. But once oil
crosses an international boundary, the
situation changes. "When oil crosses
international boundaries," Brand told
the Subcommittee, "it is effectively free
from the full sovereignty of any
government and is subject only to the
dictates and interests of the oil com
panies."
In spite of the obvious profit boost to
the oil multinationals if they sell
Alaskan oil abroad, these companies
claim a shortage in U.S. tanker tonnage
is one of the reasons exports are
necessary.
But since the Trans-Alaska pipeline
opened, the U.S. tanker fleet has almost
douhled. SIU West Coast Rep Steve
Troy told the Committee, "much of this
new tonnage was built largely on
speculation by U.S. tanker companies,
relying on the apparent commitment
that Alaska oil would never be ex
ported."
Troy pointed out that there are still a
half million tons of U.S. tankers laid up
which could be used to ship Alaskan
crude in the continental U.S. And there
are at least 17 tankers plying unremunerative U.S. trades like exports of
grain to the Soviet Union which could
be pulled for the domestic oil trade.
"The SIU strongly opposes the sug
gestion that we export Alaska North
Slope oil to Japan," Troy said. "We
have the surplus American ships to
move the oil anywhere it needs to go in
the United Slates. It should not go
overseas."
Exporting Alaskan crude to Japan,
said Troy, would have both short and
long term effects on the U.S. and none
of them would be positive.
• While Japan would have a secure
source of imported oil, the U.S. would
have to rely increasingly on Middle East
imports.
• Even "temporary" exports, to ease
the current glut of Alaskan oil on the
U.S. West Coast, would hamper efforts
to complete West-to-East Coast pipe
line, refining and distribution systems.
If they were able to export oil from
Alaska, the oil companies would have
no economic incentive to develop
domestic distribution.
• The Government's credibility would
be seriously damaged if oil companies
were given a green light to export oil
while, at the same time, the American
people are asked to conserve energy and
adjust to higher fuel costs.
• American shipbuilders, who under
took new tanker construction in the
belief that Alaska North Slope crude
would move to the lower 48 states on
American-flag ships, would be crippled.
It is for these reasons that the SIU and
the Transportation Institute oppose the
export of Alaskan oil. "Exports of
Alaskan oil is a dangerous course for the
U.S. to follow," Troy said. "It would
adversely impact on the nation's
economy and security."
The Union urged the Subcommittee
to consider alternatives that would
assure Alaska's oil reserves would be
used domestically.
Construction of an oil pipeline from
Port Angeles, Wash, to serve Montana,
the Dakotas, Wisconsin and Minnesota
is one option. Another is refitting an
existing gas pipeline which would move
oil from Southern California to Texas.
These pipelines would channel
Alaskan oil to the continental U.S.
where it would serve the American
people, not the multinational oil
companies.
Congress to Extend Construction Aids to Great Lakes Fleet
One of the ways the U.S. govern
ment gives a shot-in-the-arm to the
American shipbuilding industry is
through the Maritime Administration's
Title XI funding program.
Under Title XI, the government pro
vides loans and mortgage insurance of
up to %lVi percent of the cost of con
struction of a deep sea vessel. One of
the specifications of Title XI is that the
vessels planned for construction have a
sustained speed of at least 14 knots.
That speed specification, which is
based on World War II convoy speeds,
means Great Lakes ship operators aren't
eligible for the construction aids. Few
Great Lakes ships have either the power
or the opportunity to travel that fast.
So Great Lakes operators have only
been eligible for a maximum 75 percent
rebate on financing costs.
But a bill that recently came through
the House Merchant Marine and Fish
eries Committee, chaired by Rep. John
Murphy (D-N.Y.), is aimed at amending
Title XI. The bill (H.R. 11658) would
put funding for Great Lakes and inland
vessel operators on a parity with deep
sea vessel financing.
At hearings held by the House Com
mittee, testimony was overwhelmingly
in favor of extending Title XI assistance.
Representatives of Great Lakes op
erators associations, unions, and the
Maritime Administration urged passage
of the parity funding measure.
One result of extending full T'itle XI
insurance to Great Lakes vessels would
mean Lakes operators would be able to
replace their aging fleets. The average
All Membership Records Saved
From Gutted Plans Building
The SIU is extremely happy to report
that 100 percent of the memberships'
records have been salvaged from the
Union's Administrative and Plans
building, which was hit by a major fire
last month.
All membership services have since
been restored in full or in part. How
ever, there may be some delays in getting
fiui paymerds for welfare claims and
vacation benefits. The Union once again
asks its members to be patient while the
entire situation is corrected.
The building, located just one block
from the Brooklyn Union Hall, caught
fire the night of July 26. The blaze
gutted the fourth and fifth floors of
the building.
The intense heat from the fire caused
major structural damage, though, to the
entire building. And in extinguishing
the blaze the building received heavy
water damage.
Fire marshalls determined the blaze
to be an accidental electrical fire start
ing on the fourth floor. No one was
injured since the blaze occurred at night.
The displaced offices have set up
temporary homes in the Union Hall and
other various smaller facilities owned or
leased by the Union in the surrounding
area of Brooklyn.
age of ships on the Lakes is 40 years old.
And subsidizing the Great Lakes fleet
would allow U.S. vessels to compete on
a more equal basis with foreign flag
ships which dominate the Lakes trade.
Representing MEBA-District 2,
Edward V. Kelly told the committee
that passage of the legislation would
put "our maritime support program on
a more equal footing with the financial
aid routinely administered by Canada to
its Great Lakes-Seaway bulk fleet."
Rep. Murphy noted that the increas
ing predominance of Soviet flag ships
was turning the Great Lakes into "Rus
sian Lakes."
Eliminating the 14 knot speed re
quirement and providing 87'A percent
• loan and mortgage guarantees to Great
L,akes vessel operators is long overdue.
Paul E. Trimble, president of the Lakes
Carriers' Association, called the speed
requirement "unnecessary," adding that
it "bears no relationship to war time
or peace time Great Lakes operations."
C/.S. Ships to Move Wheat to Bangladesh
A number of U.S.-flag ships will soon
be involved in the sealift of 200,000
metric tons of American wheat and
wheat flour to Bangladesh.
The wheat products, valued at $26
million, will be shipped under a Public
Law 480 Title I sales agreement worked
out between the U.S. and Bangladesh
earlier this month.
Public Law 480 mandates that at least
50 percent of all agricultural products
sold or donated to developing nations
be carried in American-flag ships.
Public Law 480, also known as the
Agricultural Trade Development and
Assistance Act, has been on the books
since 1954.
This Law authorizes the low cost sale
or donation of surplus agricultural com
modities to poor and developing
countries.
Originally, the emphasis of the
PL-480 program was on selling. But
since 1966, Congress has placed more of
an emphasis on the humanitarian aspect
of the program.
Bangladesh officials say that proceeds
from the distribution of the $26 million
worth of wheat will be used for rural
and agricultural development.
iton'l Forgel
... That new LNG ships are under
construction now and that you can he
aboard one soon ^IF you've got the
^
skills and know-how.
^
DON'T FORGET that LNG courses start ^
"HT.S
1A nn/4
^
August 1978/LOG / 5
•jj
�River traffic on the Upper Mississippi reached the highest tonnage record in
the history of the system in June, 1978. Barges passing through the 12 locks in the
Rock Island, 111. district added up to 3,792,332 tons of cargo.
No records will be set on the Illinois River, at least until the three main locks on
that waterway reopen. The locks at Starved Rock, Marseilles and Dresden
Island, 111. all closed for major repair work on Aug. 1 and won't reopen until
Sept. 30. SIU boats which normally operate in this area have been assigned to
other points on the rivers, Sf. Louis Port Agent Mike Worley reported.
Mississippi River System
New Orleans
A floating palace glided into St. Louis last month and the city put out a royal
welcome mat to receive her in proper style.
The SlU-contracted Mississippi Queen, the biggest and most luxurious steam
boat in the world, made her grand debut in this port on July 29, She was greeted
by a chorus of boat whistles, the release of 2,000 helium balloons and a National
Guard F-lOO formation flying overhead. All day entertainment was provided on
the riverfi ->» after she tied up at the levee in the picturesque backdrop of the 600
foot high Gateway Arch.
The two year old, 379 feet long Mississippi Queen has the elegance of the gilded
riverboat era, along with air conditioning, a movie theater, sauna, swimming
pool and elevators. She made the first leg of her trip from New Orleans to Cincin
nati, and from there carried 450 passengers to St. Louis,
Although this will be her only visit to St. Louis this year, both she and her 50
year old sister, the Delta Queen, will make frequent trips to the port in 1979. SIU
members make up the deck, galley and housekeeping crew on both riverboats,
which are operated by the Delta Queen Steamboat Company of Cincinnati.
SlU-contracted Dixie Carriers will be crewing a new 5,600 hp. deep sea tug in
this port next month.
SIU Boatmen are crewing nine jobs this month in St. Louis on the towboat
Peck Cranston, which was recently chartered by Ozark Marine. The 116 feet
long, 2,400 hp. vessel will work on the lower Ohio River.
Great Lakes
Barge towing is normally the only order of business for Hannah Inland
Waterways, but the SlU-contracted tugboatsin this Lakes fleet can handle what
ever happens to come along. In this case, it was the grounded freighter Photinia,
stranded off Milwaukee since May. The tug James A. Hannah was one of six
boats which finally freed the damaged ship from her perch on July 7.
Birmingham, Ala,
The National Waterways Conference, Inc. will hold its annual meeting here on
Sept. 20-22. NWC is a Washington, D.C. based, nationwide organization of
industries and other groups which have an interest in promoting the inland
waterways.
This year's theme, "Waterways and Public Policy: Adapting to New Realities,"
was sparked by the user charge bill, which is still pending in Congress. Represent
atives of Government and industry will address some 350 business, civic and
waterways leaders expected to gather in Birmingham and take stock of what lies
ahead for America's inland industry.
Think Safety Working in Tank or Confined Area
A recent headline in a New Orleans
newspaper read, "Seaman Dies in Cargo
Tank." It was an account of a merchant
seaman who died after being overcome
by toxic fumes in the tank of a crude
carrier.
It's difficult to say whether this unfor
tunate accident was avoidable or not.
But one thing is certain. Working in the
confined space of a cargo tank is one of
the most hazardous aspects of a sea
man's job. And in the interest of per
sonal safety, a seaman must take every
precaution possible before entering a
tank.
According to a special Coast Guard
report on safety, a seaman is faced with
three primary hazards when entering a
cargo tank or any confined space:
• The tank may not contain enough
oxygen to sustain life.
• The tank may contain toxic vapors.
• The tank may contain cargo vapors
within the explosive range.
The Coast Guard says that the most
important thing to remember about
working in a tank is to never assume
that the tank is safe. The C.G. warns
that if you intend on entering a tank
without respiratory equipment, "the
tank must be checked and certified safe
by a marine chemist, an industrial hygienist or an officer of the ship who has
been properly trained in the use of gas
detection equipment."
The C.G. also maintains that if you
have doubts about the person's ability
taking the readings, play it safe and do
not enter the tank because you are put
ting your life on the line.
Oxygen Levels
The C.G. says that any area which has
been closed to circulatioi]Lshould always
be suspect for not containing enough
oxygen to sustain you. Normal air con
tains 21 percent oxygen.
Spaces containing less than 16 per
cent oxygen can prove fatal. Spaces con
taining 16 to 18 percent oxygen are con
sidered "marginally safe." The term
marginal safety means that such vari
ables as a person's level of activity in the
confined area, the person's age, weight,
health and smoking habits determine
the person's ability to work safely in the
"marginal" area without respiratory
equipment.
In the interest of safety, the C.G. sug
gests that you wear a fresh air breather
while working in any such suspect area.
The C.G. also notes that a tank that
has been inerted does nat contain suffi
cient oxygen. Respiratory equipment
must be worn in such areas.
Utmost care must also be taken when
entering tanks that have carried crude
oil, gasoline, benzene, vinyl chloride or
any of hundreds of other toxic sub
stances. An atmosphere test should
always be taken before entering such a
tank.
The C.G. warns that simply smelling
is not a reliable means of testing because
many toxic substances are odorless.
High concentrations of toxic vapors
are immediately dangerous to life. Some
vapors are so deadly that one breath can
render a person helpless instantly.
On the other hand, low concentra
tions of toxic vapors can have a long
term effect on your health. For instance,
chronic exposure to benzene vapors can
cause anemia, or worse, leukemia. Ex
posure to vinyl chloride can lead to
liver cancer.
In other words, always wear respira
tory equipment when entering a tank
that contained such substances unless
you are certain that the tank has been
inerted and proper levels of oxygen exist
in the area.
If you must, however, enter a tank
that has not been tested, or has been
tested and found to be unsafe, the C.G.
suggests the following steps be taken:
• Wear a self contained breathing
apparatus. This piece of equipment gives
respiratory protection where the con
centration of toxic chemicals is un
known or known to be hazardous.
• Wear a harness and attached life
line tended by at least one person
positioned in a gas free location outside
of the tank. The life line should be
secured and electrically bonded in a gas
free space.
• Wear protective clothing to prevent
skin irritation. Then remove the cloth
ing as soon as possible after leaving the
tank.
The C.G. also warns that you should
never attempt to rescue a fallen comrade
without first notifying others to assist
you, and without wearing proper respi
ratory equipment and life line.
One last safety note. If you are work
ing in a tank that may contain flam
mable vapors, don't smoke; don't do hot
work; don't produce sparks or open
flames and don't use non-explosion
proof flashlights or lamps.
In other words, if you're working in a
tank or confined area, think safety and
use your head.
Gives $60. to SPAD
Boatmen Crew New Boat Thrusfon Morton
Tugs and towboats may be the work
horses of the shipping industry, but the
newest ones out are looking more like
thoroughbreds.
The Thruston B. Morton, the newest
SlU-contracted towboat, is a case in
point. This sleek beauty is the latest ad
dition to the fleet of SlU-contracted
Southern Ohio Towing Co., Inc., a divi
sion of American Commercial Barge
Lines (ACBL) of Jeffersonville, Ind.
She was crewed by SIU Boatmen on
July 10 and will run primarily on the
Illinois River.
6/LOG/August 1978
The Morton is 150 ft. long by 35 ft.
wide and has two four-cycle diesel en
gines which give her 4,200 hp. She can
handle tows carrying 22,500 tons or
more of cargo.
Unusually heavy construction of the
hull plate, rudders and shafts have beeii
designed to aid and protect the new towboat in ice-breaking operations. A
double-bottomed engine room gives her
extra protection from heavy grounding
damage.
Towboats normally only push barges,
but the Morton can also pull her tow.
This, allows her to operate even in bad
weather with minimum risk of damage
to the tow.
All quarters, including cabin areas,
lounges, galley and pilot house are fully
air-conditioned. Other features include
the most up-to-date navigation, boat
control and fire protection equipment.
The new boat was named after the
former Senator from Kentucky. After
leaving the Senate, Thruston B. Morton
also served on the Board of Directors of
Texas Gas Transmission Corporation,
the parent company of ACBL.
Utility Messman William Kelly aboard
the Sea-Land Galloway proudly dis
plays the three SPAD tickets he got for
his $60. donation recently in the SI_-7
containership's galley.
�Headquarters
Notes
by SIU Executive Vice President
Frank Drozak
The Choice Is Up to You
How long should you stay an ordinary seaman, a wiper or a messman?
Until you have enough seatime to upgrade to a rating?
Or for the rest of your working life?
The choice is up to you.
As far as the SIU is concerned, there is only one way to maintain good job
security for its membership—by urging the membership to upgrade.
We can't do one without the other. And the reason why goes to the heart of the
Union's responsibility to its members.
A union can simply fill jobs like dropping coins into a slot machine, blindly
waiting for the right combination to come up. But new, higher paying jobs don't
suddenly appear like a jackpot.
New and improved contracts arc the pay-off that comes through constant
planning. And that's where upgrading comes in. It pays off every time you move
up to higher wages through an advanced rating. And it pays off for everyone
when our collective job skills give us the means to contract a new ship, tug or an
entirely new company.
What I'm saying is that upgrading gives us the ability to prepare for our future
job security. But job security doesn't mean staying in one job all your life.
In fact, in this industry, it usually means just the opposite.
Throughout our history, we've learned that the future holds only one
certainty—change. Shipping has changed tremendously over the years. The new
tankers, containerships, LASH and LNG vessels that have come out have
replaced many old jobs with new positions, which demand advanced skills and
ratings. The rapid growth of the tug and barge industry has also created a much
greater need for licensed personnel.
By increasing the upgrading programs at the Harry Lundeberg School, we
were able to make a calculated bet—not a blind gamble—on the changes
emerging in the maritime industry. As a result, the SIU has come out ahead of
the game because we now have the qualified manpower ready to meet modern job
opportunities.
But like change, upgrading is a constant process. Right now there is a great
demand on new ships for Pumpmen, QMEDs and Electricians. But you can't fill
these jobs with the same skills you've used on older vessels.
Automated loading and discharging procedures are different on the new
tankers. And the best way for QMEDs and Pumpmen to master these new
techniques is through the six week Pumproom Maintenance and Operation
course, being offered from October 30 to December 8 at the Lundeberg School.
QMEDs and Electricians who want to work on LASH vessels need to know
the operation and maintenance of the latest electrical equipment used on these
ships. They can learn it in the HLS Marine Electrical Maintenance course,
nmning from September 18 to October 27. The LNG courses, offered each month
at the School, arc also an essential first step for all Seafarers who must take
advantage of the job opportunities on the many new LNG carriers scheduled to
be out this year and next.
I'm talking not only about the difference between having and not having
another job to move into as the industry changes. I'm talking about money, too,
much more money that you can earn by upgrading into these and other new jobs.
1 would like the Ship's Chairmen to keep talking about these advantages at
weekly shipboard meetings. Department Delegates can also play an important
part on a one-to-one basis with crewmembers.
We need our members to upgrade in all departments. This is the key to
maintaining a balanced supply of qualified manpower so that no matter how
many new vessels come out, we'll be ready.
You can do your part now by signing up for an upgrading course in your
department. Tuition, room and board are free in all cases. All you need to give is
a small investment of your time for a large return in higher pay and better job
security.
It's no gamble.
It's a sure thing.
SIU Boatmen at G & H Towing, Moron Set Contract Goals
SIU members from two towing
companies in the Gulf Area met at the
Harry Lundeberg School recently to set
goals for contract negotiations with
sented Boatmen from G & H Towing
and Moran of Texas.
Working along with the delegates
were SIU representatives Joe Sacco and
Mike Sacco and SIU Inland Coordinator Chuck Moiiard.
To prepare their proposals, the
delegates split into two work croups. On
and-file delegates discussed their proposals and ideas in one group. The final
agreements which were reached in this
open forum were unanimously adopted
their companies. The delegates repre-
Don Anderson; HLS Vice President
the last day of the conference, the ranw-
tsy a\i the delegates.
SIU Representative Don Anderson (center) goes over contract proposals with
Moran of Texas delegates (I. to r.) Glen Arnaud, Howard Champagne and J. Tours
at the workshop session.
Boatman Gary Jarvis (2nd r.) with the G & H Towing delegation looks over the
shoulder of Houston Agent Joe Sacco (seated) at their contract proposals on the
table. The rest of the delegation are (I. to r.) Aaron Wilburn, Leonard Fuller, Jr., Pete
Ryan, Maurice "Duke" Duet and Raymond Cocek.
HLS Working to Meet Towing Industry Manpower Needs
From Aug. 7 through Aug. 9, the
Harry Lundeberg School hosted the
annual meeting of the Towboat Advis
ory Board. The meetings were opened
by HLS President Hazel Brown, who
urged the participants to communicate
freely to develop ideas and programs to
benefit the towing industry.
Representatives of many SlU-contracted companies attended the meet
ings as did SIU officials and representa
tives from the Maritime Administration,
the Coast Guard and the Transporta
tion Institute.
The main thrust of the meetings,
which were chaired by SIU Inland
coordinator Chuck Mollard, was aimed
at solving manpower problems in the
towing industry through education and
through the cooperation of the various
agciicics involved.
Other SIU officials participating in
the meetings were Joe Sacco, Houston
agent; Mike Worley, St. Louis agent,
and Mike Sacco, HLS vice president.
In reviewing the contribution of HLS
to date in meeting the industry's
manpower needs, Mollard noted that
the school has graduated 1,200 students
from the basic Deckhand/Tankerman
program and that 382 Boatmen have
achieved various licenses through the
upgrading courses at HLS.
The Transportation Institute Towboat Operator Scholarship Program
received enthusiastic support from all
participants. As Mollard noted, over 70
newly licensed towboat operators will
enter the industry in 1978 as a result of
the Scholarship Program. This is in
addition to 40 more Boatmen who will
get their licenses through the regular
Towboat Operator course at the Lunde
berg School this year.
Advisory Board repre.sentatives were
especially pleased with the quality of the
scholarship program graduates, which
they felt was due in part to the extensive
on-the-job training offered in the
curriculum.
Robert Nicholls of National Marine
Service of Houston, said: "Both scholar
ship graduates who are employed by
National Marine are working as pilots
now and we are very pleased with them."
Buddy Jordan of G & H Towing
added: "The graduate we employed is a
real fine man- one of the best we've
ever had."
Another area which the .Advisory
Board discussed was the revamped
diesel engineering course. At the request
of the 1977 Advisory Board, a com
mittee of representatives from industry
and HLS met and revised this curricu
lum to include more on-the-job training
and to provide basic diesel knowledge
for seafarers who were not interested in
obtaining an engineer's license.
In discussing the benefits of these
changes, the Advisory Board also noted
that every Boatman who actually sat for
a diesel engineer's license had achieved
it. And those Boatmen who were not in
the licensing curriculum had obtained a
much better knowledge of actual diesel
operations aboard a towing vessel.
At the conclusion of the meetings, the
Board members worked together with
HLS staff members to develop a
proposed course schedule for the School
based on anticipated manpower needs.
As HLS Vice President Mike Sacco
noted, "this has been a very productive
meeting. We have been able to openly
review our problems in the industry and
to develop some solutions to those
problems."
Vocational Education Director
Chrirlie Nalen added, "as a result of
every Advisory Board meeting, the
scope of our program at HLS grows."
August 1978 / LOG / 7
�The
Lakes
Picture
ALGONAC
The ratification votes on two contracts covering most Great Lakes Seafarers
have been completed. The vessel-by-vessel vote on the Great Lakes Association
of Marine Operators contract was finished on July 20. The final tally was 553 in
favor of accepting the contract and 51 against.
The vote on the new agreement with S&E Shipping Corp. and Bay Shipbuild
ing Corp., which operate the Kinsman fleet, was wrapped up on Aug. 2. The final
count was 160 for and one against.
The Kinsman Lines' bulk carrier Merle M. McCurdy went into drydock last
month to have hull damage on her port side repaired. The McCurdy was carrying
a cargo of grain when she struck bottom in the St. Mary's River in Ohio.
DULIJTH
An Ogden Marine "salty", the Merrimac, is expected on the Lakes soon to pick
up a cargo of grain. The Merrimac is only the second American-flag salt water
ship to enter a Great Lakes port in 12 years. She'll pay off her SIU crew in Duluth
on Aug. 14.
BUFFALO
The newest ship in the SlU-contracted American Steamship Co. fleet, the
Ml V Buffalo, was christened Aug. 2 in Sturgeon Bay, Wise. The self-unloader
will carry iron ore pellets, coal and other bulk cargoes. The ship is 635 feet in
length, with a 68 foot beam and a midsummer draft of 27 feet, 11 inches. Her two
diesel engines provide 7,000 shaft hp.
Labor Dismayed Over Carter's
National Health Proposals
The Carter Administration released
its version of a national health care
package last month and representatives
of labor and Congress who have been
working hard to develop national health
insurance legislation were dismayed
with the President's proposals.
Carter's plan refuses to commit Fed
eral funds for national health care until
1983. And even then, the President's
proposals call for health care financing
from "multiple sources" including the
government, employers and workers.
The ten principles laid out by the
Administration are broad and vague,
calling for "comprehensive health care
coverage" but offering no specific def
initions of that term.
AFL-CIO President George Meany
expressed disappointment with Carter's
proposals. "I want a bill that will bring
comprehensive medical care to every
person in this country," Meany said. He
added, "every citizen ... of every in
dustrial country of the world except the
United States and South Africa has
comprehensive, universal, national
health insurance."
Speaking at a news conference, Sen.
Edward M. Kennedy, chairman of the
Senate Health Subcommittee since
1971, attacked the President's pro
posals. "We asked for a commitment to
oppose any automatic trigger that could
kill the program arbitrarily in the
future," Kennedy said. "The President
declined to make that commitment."
Organized labor has long supported
and worked for national health care leg
islation. Auto Workers President Doug
las Eraser, chairman of the Committee
for National Health Insurance, criti
cized the Carter plan for linking up
government spending on health care
with other economic factors.
"We know that many in the Admini
stration have insisted that we delay a
national health plan because it may be
inflationary," Eraser said. "The exact
opposite is the fact. Inflation rates for
health services have been one and a half
to twice those of other components in
the Cost of Living Index in the last ten
years."
When he was campaigning for the
Presidency, Carter's national health
proposals paralleled those laid out by
the National Health Insurance Commit
tee. Though reacting with disappoint
ment to the President's turn-around onheallh care, the bill's supporters pledged
to work on their own to meet the health
needs of the American people.
Top Blood Donor: 4 Gallons!
CHICAGO
Plans are progressing for construction of Chicago's first all-container termi
nal. The Chicago Regional Port District is planning the container facility at the
mouth of the Calumet River.
Taking repose recently after giving the start of his fourth gallon of blood to the SIU
Blood Bank is Arthur Sankovidt of the steward department. Looking on in admira
tion is Nurse Gloria Passanisi. Seafarer Sankovidt is the No.1 blood donor lathe
Union.
The photo, above, shows three SIU pensioners on a recent visit to the Chicago
Union hall. The retired Seafarers are (l-r): NordPedersen, S3; Gabriel Olsen, 81;
and Joe Yukes, 77. All three began shipping out at the age of 15 and they seem to
be enjoying their hard-earned retirement. Pedersen and Olsen, take yearly visits
to their native Norway. Joe Yukes spends alot of time gardening and brings the
vegetables he grows to oldfriends at the Union hall
CLEAN WATERS
The U.S. and Canada have agreed on a program of clean-up standards and
tougher pollution enforcement for the Great Lakes. The bi-national agreement is
an update of the 1972 Great Lakes Water Quality Agreement and sets specific
goals for lakewater concentrations of more than 30 new pollutants.
With a target date of 1983, the agreement calls for control programs for toxic
chemicals like PCBs; heavy metals like mercury; pesticides, trace elements and
other substances that pose threats to human health and the environment.
The clean-up pact is an executive agreement, not a binding treaty. Under the
agreement, the executive branches of both governments will seek federal and
state legislation and funding to get the clean-up program underway.
8/ LOG/August 1978
SPAD is the SIU's political fund and our political arm in
Washington, D.C. The SIU asks Cor and accepts voluntary
contributions only. The Union uses the money donated to
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-lahor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress, These are issues that have
a direct impact on the jobs and job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The SIU urges its members to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the FEC
in Washington, D.C.
�ttl in tonsliinato
Seafarers International Union of North America, AFL-CIO
AUGUST 1978
Legislative, Administrative and Regulatory Happenings
Trible Amendments Saved Subsidies For LNG Tankers
During the debate on the recently-passed
Maritime Authorization Bill {LOG, June 1978),
the House passed two very important amend
ments which in a very real sense saved the U.S.flag LNG tanker program. The amendments
were proposed by Congressman Paul Trible
(R-Va.).
Originally, the legislation provided that no
construction subsidy funds could be used for
any vessel which was not enrolled in a "Sealift Readines-s Program" approved by the Secre
tary of Defense, or which was not actually
participating in the program. The readiness pro
gram was set up to assure the availability of
general cargo ships to the Department of De
fense in times of national emergency.
Congressman Trible's amendments eliminated
the requirements that the LNG vessels be en
rolled and participate in the program.
During the debate he said: "In consistently
approving construction differential subsidy con
tracts for LNG's, the Navy has recognized their
national security role. However, the Navy does
not view LNG's as needed for the narrower de
fense mission of direct military support en
visioned for the Sealift Readiness Program."
In urging support for the amendments, Trible
warned that "the loss of this opportunity (to
build U.S. LNG's) will result in higher shipyard
unemployment and the erosion of U.S. ship
building capabilities."
SIU Seniority Upgraders Visit Nation's Capital;
Get Briefing On Seafarers Political Program
Postal Reform Bill
Would Require Use
Of US-Flag Ships
A bill is now moving through the Senate Com
mittee on Government Affairs with an amend
ment which would require the U.S. Postal
Service to use U.S.-flag ships in the carriage of
overseas mail. The amendment was sponsored
by Senator Ted Stevens (R-Alaska).
The House passed its version of the Postal
Service Amendments Act of 1978 on April 6. The
House bill includes language which requires the
use of U.S.-flag ships for the transportation of
all surface overseas mail.
In a letter to all members of the Senate Gov
ernment Affairs Committee, Paul Hall, presi
dent of the AFL-CIO Maritime Trades Depart
ment, said that this amendment will be of
significant help in ending the practice in which
foreign state-owned fleets consistently undercut
American carriers to secure U.S. cargo.
The Postal Services Bill is expected to come up
for final action in the Senate later this month.
APL to Build Five
New Containerships
Bids are expected early next month for the
construction of five 32,650 dwt containerships
for American President Lines. The ships will be
built in U.S. yards, and will be eligible for con
struction differential subsidy (CDS) under pro
visions of the 1970 Merchant Marine Act.
The new ships will have speed of 24 knots, and
will carry 2,476 20-foot containers.
As part of the SIU's continuing education
program for upgrading Seafarers, the Union
brought another group of "A" Seniority Up
graders to Washington recently to give them a
first-hand look at the SIU's legislative and politi
cal action programs.
While they were here, the Seafarers visited the
Transportation Institute, the AFL-CIO Mari
time Trades Department, and the Congress.
During their visit, they were briefed on the status
of various legislation which was then pending in
the House and Senate, and they heard a detailed
explanation of how their Union works in Wash
ington to promote and protect the jobs and job
security of American seafarers.
Participating in the Washington visit were
Paul A. Burke, James Clarke, James Emidy,
Paul Johnson, William McClintic, Mark
McGill, Richard McClusky, Wilbert Miles,
Charles Perryman, Steven Reitz, Ben Tidwell
and Joseph Nicholson. The group was accom
panied by Piney Point Port Agent Pat Pillsworth, and SIU Legislative Representative Betty
Rocker.
On the Agenda in Congress
FEDERAL MARITIME COMMISSION. The
House Merchant Marine Subcommittee is con
tinuing hearings on the scope of responsibility
of the Federal Maritime Commission in estab
lishing and implementing codes of conduct in the
liner trades.
OIL POLLUTION LIABILITY. The Senate
Environment and Public Works Committee is
holding hearings this month on S. 2900—a com
prehensive oil pollution liability bill.
OCEAN MINING. The Ocean Mining bill—
which earlier this month cleared the Senate
Commerce Committee, is now coming before the
Senate Foreign Relations Committee. (For a
status report on this important legislation, see
the Special Supplement on Ocean Mining in this
issue of THE LOG.)
LAW OF THE SEA CONFERENCE. The
Oceanography Subcommittee of the House
Merchant Marine and Fisheries Committee will
hold hearings to discuss the Law of the Sea Con
ference. Congressman John Breaux (D-La.) will
be chairing these hearings. The Law of the Sea
Conference has been meeting this year—with
one of the priority items being Ocean Mining.
(For a full report on what's been happening at
the LOS Conference with respect to the vital
question of Ocean Mining, see the July issue of
THE LOG.)
ALASKA NORTH SLOPE CRUDE OIL.
The possibility of exchanging Alaska North
Slope crude oil with foreign nations will be the
subject of special field hearings by the House
Interior and Insular Affairs Committee. The
hearings will take place in San Francisco later
this month. Testifying for the SIU will be San
Francisco Port Agent Steve Troy. Also testifying
will be Herb Brand, president of the Washing
ton-based Transportation Institute.
PHS HOSPITALS. The Senate Appropria
tions Committee is in the final stages of approv
ing the Labor-Health, Education & Welfare
appropriations bill for next year which includes
appropriations for Public Health Service
Hospitals.
ALASKA LANDS. The Senate Energy Com
mittee is continuing mark-up of a number of
bills dealing with so-called "D-2 Lands" legis
lation. What these bills are attempting to do is
balance the needs of the U.S. for valuable min
erals and the environmental concerns of the
State of Alaska. Part of the controversy sur
rounds the exploration and exploitation of
petroleum and natural gas reserves. The chances
of any of these bills reaching the Senate floor
this session are very slim.
FREE AND FAIR TRADE. The Senate Gov
ernmental Affairs Committee will hold hearings
later this month of a bill (S.3284) which would
establish fair preference for domestic products
and materials in government procurement prac
tices. Because this legislation deals with matters
similar in nature to fair preference for U.S.-flag
ships, our Washington staff will be watching the
debate with interest.
LOBBYING REFORM. The Senate Gov
ernment Affairs Committee is meeting to con
sider three bills dealing with regulations re
garding lobbying activities.
August 1978/ LOG / 9
�tQ)( 91U in toosiiingt
Maritime Industry
News
MarAd Dissolves delations With Maritime Council
Secretary of Commerce Juanita M. Kreps late
last month told the Maritime Administration to
"dissolve" the formal relationship established
seven years ago between the Maritime Adminis
tration and the National Maritime Council.
The National Maritime Council is a private,
non-profit organization representing U.S. mari
time industry and labor. It was set up in 1971 to
promote the use of U.S.-flag vessels by American
shippers.
In announcing the decision to end the formal
working relationship with the NMC, Secretary
Kreps made it clear that the Maritime Adminis
tration "will continue its market development
and promotional programs which are essential in
fulfilling its mission to develop a strong Ameri
can merchant marine."
The decision to withdraw MarAd involvement
in the Maritime Council came after two stormy
days of hearings into the relationship which was
conducted by the House Subcommittee on Com
merce, Consumer and Monetary Affairs. The
hearings were initiated by Rep. Benjamin S.
Rosenthal (D-N.Y.).
SIU Boatmen, King's Point Cadets
Come to Washington for Briefing
Mrs. Kreps said that generating cargoes for
American-flag vessels is one of the major func
tions of the Maritime Administration. She said
that MarAd would continue its efforts to pro
mote the maritime industry as one of the man
dates of the Merchant Marine Act of 1970 which
calls for "a strong U.S. merchant marine capable
of providing logistical support to U.S. armed
forces in wartime, and serving the nation's waterborne commerce in peacetime."
New Maritime
Exhibit Opens
At Smithsonian
The National Museum of History and Tech
nology of the Smithsonian Institution in Wash
ington opened a new exhibit this month which is
of special interest to Seafarers. It is the "Hall of
American Maritime Enterprise" which will
become a permanent historical section of the
National Museum in Washington.
The exhibit provides a complete visual history
of the 300 years of the U.S. Merchant Marine.
Included in the exhibit are copies and originals
of early maritime equipment and documents; an
extensive display of ship models; paintings and
photographs; a mock-up of an engine room; and
a number of audio-visual productions highlight
ing the maritime industry's contributions to the
development of the United States.
'Ship American^ Issue
Arises in Congress
The issue of 'Ship American' has come up
because of a new trade act program developed
by the Agricultural Department. At issue is a
new credit program administered by the Com
modity Credit Corporation which finances U.S.
government-generated cargo exports for short
term periods, as well as for the longer periods
under the P.L. 480 Act.
Under the P. L. 480 Act, "at least 50 percent" of
all U.S.-generated cargo exports must be carried
on U.S.-flag ships. The new legislation dealing
with shorter term credit for American exports
does not include the 'Ship American' provision.
There is no reason for the distinction between the
P.L. 480 Act and the new "intermediate credit"
program with respect to reserving cargo for U.S.flag ships.
The SlU's Washington legislative staff is
working with a number of members of Congress
on this legislation.
Sea-Land Signs
Long Paa With
Port of Houston
Eight SIU Boatmen and five cadets from U.S.
Maritime Academy at Kings Point came to
Washington late last month to get a first-hand
look at the legislative and political operations of
the Seafarers Union and the AFL-CIO Maritime
Trades Department. Both the Boatmen and the
cadets were attending meetings at the Harry
Lundeberg School >n Piney Point, Md., and
came to Washington as part of the Lundeberg
School's educational program.
Participating in the Washington tour from
10/LOG/August 1978
King's Point were Jonathan Smith, Michael
Getchell, Thomas Stratton, Michael Rampolla
and Kevin Hagerty.
SIU delegates from G&H Towing and Moran
Towing, in the Houston, Texas area, included
Pete Ryan, Leonard Fuller Jr., Maurice Duet,
Raymond Cocek, Gary Jarvis, Aaron Wilburn,
Glen Arnaud and H. Champagne. Accompany
ing them on their visit to the Capitol were SIU
Legislative Representative Betty Rocker, and
Piney Point Port Agent Pat Pillsworth.
Sea-Land and the Port of Houston this month
signed a 20-year agreement providing for the
construction of a third container berth at this
port's Barbours Cut facilities.
The agreement sharply increases the Port of
Houston's container capabilities, and is expected
to encourage other lines to come into the new
container complex. In recent months, containerization has risen sharply here, partly due to a re
verse minibridge bringing boxed cargo from the
West Coast to the Gulf area.
The new 34.5 acres facility will be equipped
with two 30-ton container-handling cranes. The
first crane is expected to be in operation on Octo
ber 1 when Sea-Land will move its operations
from the turning basin area of the Port of
Houston to container berth No. P2 at Barbours
Cut. The second crane should be ready in Feb
ruary 1979.
Sea-Land has been serving the Port of Hous
ton since 1956.
�*- ' . .
America s shipbuilding industry provides a lot more than jobs for shipyard workers In the immediate surrounding area of the yard Itself. Shipbuilding provides
thousands of jobs for workers In all corners of the nation In the construction and supply of equipment and products needed to build ships. Above photo shows
SlU-contracted tanker TT Brooklyn under construction a few years back at the Seatrain Shipyard In Brooklyn, N.Y.
Shipbuilding Benefits industry Nationwide
This is the 22nd in a series of articles which the
Log is publishing to explain how certain
organizations, programs and laws affect the jobs
and job security of SIU members and maritime
workers throughout the nation.
oil imports be carried in U.S. ships by 1982,
which the bill would have done, new tankers
would have been required to haul the increased
share of the incoming oil. It would have been
a boon to the American shipyards. At present,
only 3.5 percent of this oil is hauled in U.S.
bottoms.
The Carter Administration backed the bill, and
Robert J. Blackwell, assistant secretary of Com
merce for Maritime Affairs, estimated that it
would have created upwards of 3,600 "additional
and much-needed jobs for American seamen."
Thousands of other jobs would have opened up
in the shipyards and related supplier industries
inland.
Many of the Congressmen who voted against
cargo preference were from states far removed
from the coastal areas. Unfortunately the old
saying, "out of sight, out of mind," seems to
apply in this case.
But we are hopeful that, even if Congressmen
and their constituents from the inland states
still do not recognize the need for a strong U.S.
merchant marine, they will, at least, recognize
the importance of shipbuilding to industry in
their own states.
There's no way around it: we're a nation born
of the sea, and the effects of victory and defeat
in the maritime industry reach all the way to
t"he high plains of the midwest.
Shipbuilding in Oklahoma?
Well, not quite, but there's more of a connec
tion between shipbuilding and such land-locked
states as Arizona, Kansas, and Oklahoma than
most people seem to realize.
The fact that many Americans—and the Con
gressmen who represent them—are ignorant of
this connection, is a serious problem, and an
obstacle to progress in the maritime industry.
Whenever construction of a new ship begins in
an American shipyard, it perpetuates jobs in the
shipyard itself, and means more jobs for seamen.
It also gives a shot in the arm to various allied in
dustries in states more well known for their high
plains and cactus than for any capacity to build
ships.
But the fact of the matter is that many of these
states, located hundreds of miles from the nearest
coast, provide a vital service in shipbuilding sup
A ship may be under construction In Sparrows Point,
port activities. Thousands of companies, and
Md., as the one above, but pre-fabricated steel and so
hundreds of thousands of workers in these states
many
other products and supplies needed to build
are engaged in the production of primary metal
ships
come
from towns and cities far removed from
products, fabricated metal products, machinery,
the
yard
Itself.
electronics, and other commodities used in ship
building.
According to a Transportation Institute study,
virtually every state in the union would benefit
from increased shipbuilding because of ship
building's dependence on these support in
dustries.
According to the Institute's study, there are
almost 3,000 firms in Kansas, Oklahoma, and
Arizona alone that would stand to gain from in
creased shipbuilding. So the idea that land
locked states need not be concerned with the
plight of the shipbuilding industry is erroneous.
When the cargo preference bill was defeated in
the House of Representatives last October, by a
vote of 257 to 165, it was a serious setback to the
shipbuilding industry and therefore to its various
In a word, shipbuilding means jobs. That is jobs In the yard itself, and jobs in hundreds of support and supplier
support industries.
By requiring that 9.5 percent of the nation's Industries throughout the nation.
August 1978/LOG / 11
�SlU Mans New Tanker Thompson Pass
SIU members went aboard the
brand new tanker, Thompson Pass,
this month in New Orleans in
preparation for the vessel's maiden
voyage to Valdez, Alaska.
Like her sistership, the Brooks
Range, which was crewed by Sea
farers last May, the Thompson Pass
will haul Alaskan oil from Valdez to
Panama. From there, the oil will he
lightered to smaller vessels for
delivery to U.S. Gulf ports thru the
Panama Canal. The ship is too big to
traverse the Canal.
The 906 ft., 165,000 dwt tanker
was built at Avondale Shipyard in
New Orleans. She will he operated
by SlU-contracted Interocean Man
agement Corp. The ship will sail
around Cape Horn enroute to the
Here's a view of the interior of the new Thompson Pass (InterOcean Management) bridge with its modern equipment. She was
West Coast from New Orleans.
built in the Avondale Shipyards, New Orleans.
Recertified Bosun Mike Casaneuva of the Thompson Pass gets bosun's job from
New Orleans Dispatcher Lou Guarino.
In The New Orleans Hall are crewmembers of the Thompson Pass (I, to r.) OS
Nick Magash and Mike Oassidy and AO T. Scruggs.
Chief Steward/Baker D. L. Knapp shows off the jet pressure cooker and steamer
in the Thompson Pass' up-to-date galley.
Looking at the outside of the Thompson Pass' bridge. The tanker is named for a
pass in the Brooks Range, Alaska near the North Slope from where she'll be carry
ing oil.
A MESSAGE FROM YOUR UNION
5EAMEA/5
U$£
Of
NARCOTICS
leAOS
TO
PERMANENT
LOSS
OF
PAPERS
12/LOG/August 1978
�SlU, SUP, MFU Sign New 3'Year Pact on West Coast
SAN FRANCISCO—Joint negotiat
ing efforts by the SIU A&G District, the
Sailors' Union of the Pacific and the
Marine Firemen's Union has brought
about settlement of a new three-year
contract with the Pacific Maritime
Association (PMA).
The new pact, signed on Aug. 15,
Memorandum of Understanding
Between SIU, SUP, MFU
The undersigned three SIUNA afTlliates, comprising the SlU-Pacific District, desirous of
setting forth their understanding and agreement as to their relationship with PMA, agree as
follows:
1. With respect to negotiations for collective bargaining agreements with PMA, each union
shall submit its proposals with respect to a uniform percentage money adjustment package
for all classifications and general rules to a committee comprising the three unions. The
committee shall act jointly not separately and attempt to agree upon the proposals for
presentation and modification during the course of negotiations. Failing unanimity,
resolution shall be made by the party hereinafter mentioned in the manner provided.
2. Each affiliate shall propose the terms for negotiations of its working rules, provided
however that if such constitute money items, it shall be deducted from their respective share
of the economic money package.
3. Proposals and modifications thereof for economic money package items and general
rules, as well as for ratification and strike authorizations shall be voted upon solely by the
respective affiliates' members employed in the PMA unit. The total vote of such affiliate
members shall be controlling and a majority vote of such total shall carry. The procedures,
including eligibility, the manner of conducting a vote, and certifying the results, shall be
mutually agreed to by the three unions.
4. (a) MCS and now A&G have established and administer joint funds with PMA to which
the other two affiliates, SUP and MFU, are not parties. The administration, continuance,
modification, consolidation or termination of such funds, subject to applicable law, shall be
the exclusive right and province of the A&G and PMA and their respective trustees, except '
that increased contributions thereto, if any, shall be deducted from the PMA economic
money package applicable to the A&G.
(b) All parties acknowledge that former MCS and now A&G members, by reason of the
merger of the former into the latter, since on and after June 10, 1978 are and will continue to
be employed in both PMA and other A&G contracted units. Additionally, SUP and MFU
members now employed in the PMA unit may also be employed in other A&G contracted
units. As a consequence, all of such A&G, SUP and MFU members will earn and accrue
service in such units in addition to service already accrued. It is the intention of the parties to
provide a program whereby, through appropriate reciprocity agreements between PMA
joint funds in which all three affiliates are the union parties on the one hand and A&G joint
funds in which the A&G is the party on the other hand, other than the funds mentioned in
paragraph (b) above, service and credit for such members is continued intact with
proportionate credit and benefits provided for by each such fund depending upon credit
earned in the appropriate unit covered by the respective fund. Similar reciprocity agreements
may be entered into with any other SIU maritime unions and for the purpose of upgrading
from unlicensed to licensed.
To accomplish the foregoing, all parties agree in good faith to request and negotiate
appropriate reciprocity agreements involving such joint funds, to the end of securing and
giving to each such affected members appropriate credit and benefit for work in such units
provided however, there shall be no duplication of the benefits. Notwithstanding the
foregoing, no affiliate shall preclude another affiliate from withdrawing from the PMA
supplementary benefit fund or joint employment committee fund and transferring its
proportionate share thereto to another similar and like fund provided however any increased
contributions to such other similar or like fund shall be deducted from its share of the
negotiated economic package.
5. Nothing contained in this agreement shall preclude any of the affiliates as autonomous
SIUNA affiliates to merge with any other SIUNA affiliate.
6. A&G agrees that it shall not seek to or represent unlicensed seamen aboard any vessel of
a PMA member employer who may withdraw from the PMA unit.
7. In the event of any disagreement or dispute between the undersigned affiliates regarding
the interpretation and/or application of this agreement, including but not limited to the
provisions of paragraph 1, hereof, shall be submitted to arbitration to a party who is a
representative of an affiliate of the SIUNA and if no agreement can be had as to such person
within five (5) days from the initiation of the issue, then the parties agree that the American
Arbitration Association may be petitioned and requested to appoint an arbitrator to hear
and determine the dispute with request that the person so designated have a familiarity and
knowledge of maritime labor matters. The decision and award of the arbitrator shall be final
and binding upon all parties.
8. In consideration of the provisions of the within agreement, SUP and MFU shall
withdraw their representation petition filed with the NLRB Case No. 20-RC-14658 and
scheduled for NLRB conference on July 26, 1978 and the A&G shall withdraw their internal
union dispute charges filed July 18, 1978 with the SIUNA and scheduled for hearing by the
Executive Board on July 31, 1978.
9. This agreement shall continue in full force and effect as long as the three undersigned
affiliates represent unlicensed seamen employed aboard any vessel in the PMA unit.
10. The parties agree that in connection with forthcoming negotiations with PMA to
bargain for a scope coverage clause similar and analogous to that presently contained in
MEBA and MMP agreements with PMA.
11. It is the intent and purpose of this agreement to establish a relationship between the
undersigned parties in which they can work harmoniously to their mutual advantage in joint
collective bargaining with PMA and activities of mutual benefit of all the membership they
jointly represent in the PMA unit.
12. In the event any provision of this agreement is held to be unenforceable, the
undersigned agree to meet and negotiate for a substitute provision in lieu thereof and if an
impasse is reached in such negotiations the matter shall be submitted for final and binding
arbitration in the manner provided in paragraph 7. of this agreement.
13. This agreement shall be recommended by each of the undersigned and shall be subject
to ratification by the membership of each of the undersigned organizations. Such processes
shall be initiated without delay and concluded no later than fourteen (14) days from date.
14. This agreement shall be binding on the successors and assigns of each party.
This agreement is made and executed this 26th day of July, 1978.
SAILORS' UNION OF THE PACIFIC
By: PAUL DEMPSTER, President
MARINE FIREMENS UNION
By: HENRY DISLEV, President
SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA, AGLIWD
By: FRANK DROZAK, Executive Vice President
1978, covers unlicensed seamen working
aboard the PMA's 42 member vessels
operating off the West Coast. The
companies involved in the PMA em
ployer group are Matson, American
President Lines and States Line.
The A&G District took part in the
negotiations as a result of the recent
merger of the Marine Cooks and
Stewards Union into the A&G. Under
the merger agreement, the A&G took on
the responsibilities of representation
and bargaining for MCS members.
The new agreement with PMA
provides a 7 percent across-the-board
increase in wages and all wage related
items in the first year, and 5 percent in
the second and third years. The pact also
includes a formula for cost-of-living
adjustments.
The increases will be paid retroactive
to June 15, 1978 when the old contract
with PMA ran out.
The agreement as negotiated will be
acted on by former MCS, now A&G
members, who are employed by PMA
companies. It will also be carried in full
detail in the next issue of the MCS news.
This was the first time the A&G
participated in PMA negotiations.^
Because of this, several difficulties arose
between the three Unions. These diffi
culties ranged over a variety of subjects.
To resolve these matters, and in
keeping with the terms of the SIUNA
Constitution it was necessary for
International President Paul Hall to call
for a mediation session between the
three Unions.
Hall appointed three members of the
SIUNA Executive Board to serve as
impartial mediators. The three were:
Merle Adlum, president of the Inlandboatmen's Union of the Pacific; Roy
Mercer, secretary-treasurer of the
Military Sea Transport Union, and Ed
Allensworth, president of the Trans
portation and Allied Workers of Cali
fornia. This mediation panel, as a result
of their efforts, were able to bring the
three Unions together in agreement.
As adopted by the membership of the
three Unions, a full copy of the Memo
randum of Understanding is carried on
this page.
LOOKING for a
Better
Future?
4,
Look at the Upgrading
Courses at HLS
THESE COURSES STARTING SOON:
LNG—September 18, October 16
QMED- —October 2
FOWT—October 16
Pumproom Maintenance and Operation—October 30
Welding—October 2, 16, 30
AB—September I 8
Marine Electrical Maintenance—September 18
Quartermaster—October 16
Towboat Operator—October 24
Chief Steward—September 18, October 16
Chief Cook—October 2, 16, 30
Cook and Baker—October 2, 16, 30
V
To enroll, see your SIU Representative or contact:
Harry Lundeberg School
Vocational Education Department
Piney Point, Maryland 20674
Phone; (301) 994-0010
August 1978/LOG / 13
�'-ajufmiiar
Four G & H tugs ease a supertanker into Houston's busy harbor. G & H has
the biggest piece of the constant action involved in moving tankers in and out of
Texas ports
The Juno is the newest tug in G & H's 30 boat fleet. Ten more will be added over
the next year and a half.
G&H Towing Growing Like Texas Cactus
This story is the fourth in a regular
feature on SHI-contracted towing com
panies. The feature is designed to pro
vide S/U Boatmen with more knowl
edge of their industry, and to give all
SlU members a closer look at the job
opportunities on the inland waterways.
Mention Texas and most people im
mediately think of cattle ranges and oil
fields. But anyone who knows shipping,
knows that the Lone Star State depends
on the water for its economic growth
as much as on its vast expanse of land.
Texas is a giant in agriculture, petro
leum and chemical production because
rt has the unbeatable combination of
natural resources and a commercially
strategic coastline.
More than 200 million tons of cargo
moved in and out of Texas ports on
the Gulf in 1977. And the company that
had a large hand in moving these record
tonnages was SlU-contracted G&H
Towing.
Established in 1934 and organized by
the SlU in 1947, G&H was one of the
Union's first inland contracts. It began
with a handful of steam tugs and now
operates 30 diesel tugs. A fleet that size
Buddy Jordan, G&H director of marine
personnel explained how the Lundeberg School helps to fill the company's
growing need for Boatmen.
means top to bottom jobs for 260 SIU
The company also does deep sea
clear that SlU Boatmen will play a
Boatmen and 44 shore gang personnel.
barge towing. Its 3,400 hp. tug Manta
large role in the company's expansion
G&H lowing does Just what it
has made trips to Israel as well as interthrough the Harry Lundeberg School.
started out doing when it first began— coastal runs in the U.S.
"We hire graduates from the School
shipdocking and deep sea towing. But
"The Manta has hauled steel on an
and
we encourage our present em
like everything else in Texas, it hasn't
18,000 ton barge from Pittsburgh, Pa. to
ployees
to upgrade there," Jordan said.
stopped growing. Ten new tugs will be
Pittsburgh, Calif.," Jordan recalled,
Twenty-four Piney Point graduates arc
added to the fleet over the next year and
"and made the return trip with lum
now
working with the company and
a half, which will bring jobs for another
ber from Oregon."
close
to that number are also working
80 Boatmen.
under inland licenses they achieved
There's no doubt that G & H is mov
"A company can't afford to stay dor
through
the Lundeberg School.
ing
ahead
in
all
directions.
And
it's
also
mant," Buddy Jordan, G & H's director
of marine personnel, maintained.
Jordan started out on one of G & H's
original steam tugs and has seen how the,
company keeps up with Texas' booming
port activity.
"The new building program was
started." he explained, "because harbor
business picked up so much in recent
years that we didn't have enough tugs
left for offshore work. We had to turn
•'FT
down jobs."
The ten new tugs will be used for shipdocking and will free up more of the
existing fleet for deep sea towing. In
this way, expansion can take place in
both directions.
'-T
G&H once operated only out of
Galvestpn. But the company expanded
with the development of new port
facilities along the coast. From its
shoreside headquarters in Galveston, it
now also docks ships—tankers, general
eargo and containerships—in Houston,
Texas City, Frceport and Corpus
Christi.
Most of the action is in Houston, the
nation's fastest growing port. Over half
of the record 200 million tons handled in
Texas ports last year moved in and out
of that port alone.
But the other ports aren't standing
still by any means. Galveston may have
a shoreside superport in the near fu
ture, located across the Galveston Ship
Channel on Pelican Island.
It would be the first onshore deepwater oil terminal in the Gulf and could
increase G & H's business even more.
The company, meanwhile, has its own
plans to relocate new, greatly expanded
dockside headquarters on 11 acres of
land on Pelican Island.
G&H got into offshore towing work
in a big way in the 1950's with the^ start
of the offshore oil drilling industry in
Texas. Its tugs have towed rigs to drill
ing points off the Texas coast and as far
G&H also does deep sea towing. The growth of the offshore oil industry has pro
as Venezuela.
vided a large part of that work in towing oil rigs like the one shown here.
14/ LOG/August 1978
an aa
•eryv:''r
�At Sea •if Ashore
Zapata Corp.
The SlU-contracted Zapata Corp. has decided to halt construction on a 390,000
dwt crude oil tanker. The tanker would have cost $150 million at the targeted com
pletion date in 1979. It would have been the largest crude tanker ever built in the
U.S. for independent ownership. Construction of the oil carrier was stopped
because of the slump in the world tanker market and because Congress shot down
the 9.5 percent oil cargo preference bill late last year.
Gateway City
Sea-Land recently retired the Gateway City, the oldest operating ship in the com
pany's container fleet and the first fully containerized vessel in the world. The Gate
way City was built as a C-2 class freighter in 1943 and converted to a containership
in 1957. Most recently, the ship was used as a relay vessel on the Pacific trade route,
sailing between Hong Kong, Singapore and Bangkok.
SS tiouston
The SS Houston (Sea-Land) began bi-weekly service to the port of Savannah,
Ga., which was recently added to Sea-Land's South Atlantic trade route. The Hous
ton will sail from Baltimore to Charleston, Savannah, Jacksonville and San Juan.
AMVER
The Coast Guard's Automated Mutual-Assistance Vessel Rescue System
(AMVER) marked its 20th year of service recently. The computer is used to track
deep sea merchant vessels. Information on sailing plans and position of ships all
over the world is fed into the computer. When a distress occurs AMVER provides a
readout of the ships predicted to be in the general area and helps in coordinating
search and rescue operations at sea.
Wastiington, D.C.
The Coast Guard observed its 188th anniversary this month. Founded in 1790,
the Coast Guard's original purpose was to wipe out smuggling along the Atlantic
Coast.
Jacksonville
Jacksonville port agent Leo Bonser is a member, of the Board of Trustees of the
Jacksonville Senior Citizen Nutritional Program. Administered by the U.S. Labor
Agency, the program provides meals at minimal cost for more than 265 senior citi
zens in the Jacksonville area.
MTD Blasts Plan to Give War
Risk ins. to Foreign Flogs
The AFL-CIO Maritime Trades De
partment has come out strongly against
a proposal to revive the U.S. war risk
insurance program for Americanowned foreign-flag ships.
Calling it a "U.S. government incen
tive ... to flag of convenience op
erations," the MTD maintained that the
program should remain limited to U.S.
flag vessels only.
War risk insurance, provided by the
U.S. Maritime Administration, at one
time covered both U.S. and foreign reg
istered vessels, owned by U.S. com
panies. Marad recently proposed
extending it once again for these
foreign-flag ships, which have not had
the protection available since Sep
tember, 1975.
U.S. multinational corporations
claim this move is justified because it
would allow their foreign vessels to
supplement the U.S. fleet in the event
of war. But MTD Administrator Jean
Ingrao pointed out that extending the
program would not help the national
defense and, in fact, would hurt the U.S.
merchant marine. She delivered MTD's
views to the Commerce Department,
which houses Marad;
"By perpetuating the so-called effec
tive control fleet through the reacti
vation of this program for foreign
vessels, the Commerce Department
continues the myth that these vessels
will be available to the U.S. in an
emergency. In so doing, the Department
removes a primary reason to maintain
sufficient American vessels to meet U.S.
emergency needs.
"Foreign crewmembers on these for
eign vessels are also not reliable. These
crewmembers would have to be replaced
by Americans in an emergency. Without
peacetime shipping opportunities for
U.S. crews, a sufficient pool of U.S.
seamen would not be available to fill
emergency needs."
Mrs. Ingrao also explained further
security and environmental risks which
the foreign program would create. Since
it "actually encourages U.S. companies
to register vessels abroad," it increases
the use of foreign flag tankers in the U.S.
oil trade and the limited control the U.S.
has over these vessels.
In terms of economic policy, it makes
no sense at all, she said. "At a time
when the Commerce Department is the
lead agency in a U.S. export promotion
drive, the effect of renewing the war risk
program for foreign ships is to facili
tate the availability and use of foreign
ship services in U.S. trades, at tremen
dous cost to the nation's balance of
payments."
However, if the program is renewed,
the MTD maintained that "it should be
narrowly and strictly administered as
Congress has mandated." Congress re
cently set guidelines as to the number
and type of foreign vessels which can
qualify for war risk insurance. But
Marad's proposals for renewing the
program do not include the most im
portant guideline—that the eligible
foreign fleet should be no more than
one-fourth its previous size.
Bayamon Committee
East Coast-Brazil Trade Route
Sea-Land Service Jnc. recently became a member of the carrier pool which plys
the U.S. East Coast-Brazil trade. Liner commerce between the U.S. and Brazil is a
"closed trade," governed by cargo reservation laws, bilateral agreements and carrier
revenue pools. The agreement Sea-Land signed qualifies the company for member
ship in the pooling agreements and makes them eligible for the U.S.-Brazil trade
route.
New York
SIU president Paul Hall was elected to the board of directors of the United Way
of Tri-State. The organization is a partnership of 25 United Ways in the tri-state
area and it provides funds to more than 1200 voluntary health and human service
agencies in New York, New Jersey and Connecticut.
Delta Steamship
The Delta Sud. Delta Mar and Delta Norte, all LASH vessels, will be making di
rect calls to the port of Mobile for five weeks beginning in August. The ships will
replace LASH barge runs via towboat which usually call at the port but will be un
able to while lock repairs on the Gulf Intercoastal Waterway are underway.
Seated last month at a payoff of the SS Bayamon (Puerto Rico Marine) is the
Ship's Committee and a crewmember. They are Engine Delegate Leroy Hite,
Steward Delegate Mike Kaminski and Recertified Bosun Dimas Mendoza, ship's
chairman. Standing are Chief Steward R. Aguiar, secretary-reporter and Ed Dale
of the steward department. The ship paid off at Port Elizabeth, N.J.
Wesf Coast
The West Coast fleet will be smaller by four when Pacific Far East Line's three
containerships and one Ro/Ro lay-up at Suisun Bay in California.
PFEL was declared bankrupt recently by U.S. District Court and the freighters,
as well as the two passenger ships the company owns, will most likely be sold to pay
off creditors.
The Maritime Administration, PFEL's largest secured creditor, has already paid
off the mortgages it guaranteed on three of the company's ships. This means that
when the vessels are put up for auction, Marad will set the minimum sale price.
If no acceptable bids on the ships are offered, Marad will take title of the vessels
and decide at that time whether to sell, charter or assign the ships to the reserve fleet.
Deposit in the
SIU Blood BankIt's Your Life
Seventy-one cents of every dollar spent in shipping on American-flag vessels
remains in this country, making a ver> substantial contribution to the national
balance of payments and to the nation's economy.
Use U.S.-flag ships. It's good for the American maritime industry, the Ameri
can shipper, and America.
August 1978/LOG / 15
�Foreign Flag Ships Find a New Loophole
Foreign flag ships have been sailing
through loopholes in U.S. law for years.
But now they are literally running rings
around the rights of American seamen.
The foreign flag tankers moving oil
from Alaska to the U.S. Virgin Islands
have actually found a loophole within a
loophole to use foreign crews in Ameri
can trade. Complicated as it sounds, the
end result of this dizzy dilemma is a
clear violation of the immigration laws
designed to protect American labor.
The original loophole lies within one
of the most important U.S. maritime
laws on the books—the Jones Act. This
Act allows only American-built, Ameri
can-manned and American-registered
vessels to carry cargo between U.S.
ports. But the U.S. Virgin Islands have
been exempt from this requirement
since the Act was passed in 1920. At that
time, U.S.-flag service was not readily
available to carry trade to the Virgin
Islands.
But while the reason for the exemp
tion no longer exists, it still remains in
effect. And the multinational oil com
panies have made full use of it.
Amerada Hess Corporation owns
and operates the world's largest oil re
finery on the U.S. Virgin Island of St.
Croix. Hess' foreign flag tankers make
about 25 sailings a week, carrying oil
from the refinery to U.S. ports on the
East Coast.
While the Virgin Island loophole has
been a boon to foreign flag shipping, it
has backfired for the U.S. merchant
fleet. American ships have almost no
part in the Virgin Island trade.
Closing the loophole would restore
the. full benefits of the Jones Act. It
would give American shipping compa
nies, which pay U.S. taxes and employ
U.S. labor, the right to carry their full
share of trade between domestic ports.
This is important now, more than
ever before, because the loophole is
spreading. Soon after the opening of the
Alaskan oil pipeline last year, Hess
started to bring Alaskan crude from Valdez to its St. Croix refinery, and from
there to the U.S. East Coast. The ship
ments between all of these American
ports are carried on foreign flag tankers.
We believe these shipments violate
the intent of the Alaskan Oil Pipeline
Act and we have fought them in court.
But foreign flag tankers are still moving
Alaskan oil to U.S. ports. And they are
leaving new violations of U.S. law in
their wake.
Auguit. 1978
The new loophole leading to the
Virgin Islands ploughs right through the
Immigration and Nationality Act of
1952. This Act prohibits foreign crews
from working in a domestic trade route.
Granted, the loophole in the Jones
Act allows foreign flag vessels to carry
goods between the U.S. mainland and
the Virgin Islands. But, as SIU Execu
tive Vice President Frank Drozak
pointed out almost a year ago in a letter
to a U.S. Immigration official, "this
does not preclude the application of the
Immigration Act to this trade."
Yet the Immigration Service is doing
nothing to enforce it. Instead of protect
ing the job rights of American seamen as
provided under the law, the Service is
allowing alien crews to slip into our
domestic trade through a technicality.
Another immigration law limits for
eign seamen to a 29 day stay in the U.S.
The voyage between Alaska and the
Virgin Islands takes up to 60 days. But
foreign tankers get around the law by
breaking up the trip with a stop in
Mexico.
This practice is pure deception and
the SIU cannot sit idly by while it continues to destroy job opportunities for
American seamen.
Early this month, SIU President Paul
Hall wrote to Rep. Joshua Eilberg
(D-Md.), requesting the Congressman's
help on the matter as Chairman of the
Subcommittee on Immigration, Citi
zenship and International Law.
Hall pointed out another case, just
outside Los Angeles harbor, where for
eign seamen are now taking the jobs of
American seamen. The alien crews shut
tle for weeks at a time between their
foreign flag supertankers anchored off
shore and the U.S. harbor in a lightering
operation. These crews can enter the
U.S. under current immigration law, if
they come from "a foreign port or
place." Immigration officials are allow
ing them to come in under this ruling.
"We do not believe," Hall protested,
"that a foreign supertanker anchored 15
miles off California was construed by
the law to be a foreign port or place."
Immigration officials admit that this
law is "outmoded," he added.
The loopholes in this law and in those
which permit other violations in immi
gration laws in the Virgin Islands trade
must be closed. The oversight hearings
held this movith by the Immigration
Subcommittee are an important first
step. But the SIU urges continued leg
islative action if the Immigration Serv
ice does not move quickly enough to
correct the problems raised at the
hearings.
These problems demand an immedi
ate remedy. But the final solution is to
close the avenue which leads to these
violations. We urge Congress to get to
the heart of the issue this year and close
the Virgin Islands loophole.
ttfim't the Same OtdJob
LOG
Vol. 40, No. 8
Official Publication of the Seafarers International Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFL-CIO
Frank Drozak
Executive Board
Paul Hall
President
Joe DiGiorgio
Executive Vice President
Secretary-Treasurer
Earl Shepard
Vice President
Cal Tanner
Vice President
Lindsey Williams
Vice President
liiioi mssl
Ray Bourdius
James Gannon
Editor
Edra Ziesk
Marcia Reiss
Assistant Editor
Assistant Editor
Assistant Editor
Frank Cianciotti
Dennis Lundy
Photography
Photography
389
Mike Gillen
Assistant Editor
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Union. Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y. (ISSN #0160-2047)
16/LOG/August 1978
So the
Same Old Skills
Won't do
Get the skills to get ahead in today's merchant marine.
Get your FOWT endorsement at HLS.
Contact HLS or your SIU representative to enroll.
Course Starts October 16
�AUGUST 1978
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
Deep Seabed Hard Minerals Act:
House Votes Amendments
To Protect U.S. Job Rights
Action on Ocean Mining Biii is Now Pending in Senate
The U.S. House of Representatives
late last month approved three amend
ments to the Deep Seabed Ocean
Mining bill which will protect for
American workers the thousands of jobs
that will be generated in coming years by
this new industry.
Passage of the bill was another signal
victory for the SlU's legislative and
political activities program. And, the
victory was the result of the grass roots
efforts of our membership in the Port
Council areas around the country as
well as the legislative efforts of the SIU's
Washington team.
The bill—with the three SIU-supported amendments—passed the House
by an overwhelming vote of 312 to 80.
The three maritime amendments to
the ocean mining legislation have
received heavy support from the AFLCIO Maritime Trades Department, the
Port Maritime Councils, the AFL-CIO
political and legislative departments, as
well as many AFL-CIO national unions.
Here is what the three amendments
would do:
• Require that mining and processing
vessels used for ocean mining be
registered under the U.S. flag and be
manned by U.S. workers.
• Require that at least one ore carrier
used to transport minerals to processing
facilities from each ocean mining site be
American-owned and crewed by Ameri
can seafarers.
• Make U.S.-registered ore carriers
eligible for both construction and
operating differential subsidies.
The bill is now in the U.S. Senate
where it is being considered by the
Committee on Foreign Relations. The
ocean mining bill has already cleared the
Senate Energy Committee and the
Senate Commerce Committee—both
with strong language promoting the use
of U.S. vessels.
The MTD earlier had urged Congress
to provide legislation to allow U.S.
companies to move ahead in the de
velopment of an ocean-mining industry,
rather than waiting for the Law of the
Sea Conference to approve a plan that
could preempt the industry from U.S.
law.
The United States now has the
technology to begin mining the trillions
of dollars worth of softball-sized
nodules on the ocean's floor that
contain manganese, copper, nickel and
cobalt.
Ocean-mining systems consisting of a
mining vessel with dredging and suction
equipment, two or more ore carriers and
a processing plant will be used. Scores of
such systems, each employing from 600
to a thousand workers, could be in
operation by the turn of the century.
Under the House-approved legisla
tion, as many as 50,000 jobs for sea
farers, engineers, technicians, chemical
workers, and construction workers at
shipyards, mining sites and processing
plants will be safe-guarded for
Americans.
f dongrtssional Hecord
o/AmeriVa"
Vol. 124
H. R. 3350
IN THE HOUSE OF REPRESENTATIVES
FEBRDARY 9,1977
Mr. MURPHY of New York (for himself and Mr. BUEAUX) introd*icc.d the fol
lowing bill; which was referred jointly to the (^)lnmitlees on Merchant
Marine and FisJieries and Intej'ior and I/Ksular Atl'airs
A
A BILL
To promote the orderly development of hard mineral resources
in the deep seabed, ponding adoption of an international
regime relating thereto.
1
Be it enacted hy the Senate and House of Bcprcscnla-
2
tkes of the United States of America in Conyress assembled,
3 That this Act may be cited as the "Deep Seabed Hard
4 Minerals Act".
5
6
DKCLARATION OF POLICY
SFC. 2. (a) FINDIXCUS,—The Congress finds—
7
(1) that the Nation's hard mineral resource retpiire-
8
merits, to satisfy national industrial needs, will continue
9
to expand and that the demand for certain hard minerals
PROCEEDINGS AND DEBATES OE THE 95 ''cONGRESS, SECOND SESSION
WASHINGTON, TUESDAY, MAY 23, 1978
The following excerpts are from
the Congressional Record report on
the floor debate in the House of
Representatives on the "Ocean
Mining" Bill. These excerpts deal
with three amendments which are
vital to the U.S. maritime industry,
and which directly affect the job
opportunities of American seamen
and other American workers.
No. 77
Mining Vessels
Mr. MURPHY of New York. Mr. Chair
man, this amendment would require that
entities seeking a permit to mine the
deep seabed under the authority of this
act document their mining and processing
vessels in the United States, not in foreign
nations. This requirement is inextricably
related to the purposes of this act, which are:
First, to encourage and regulate the devel
opment of hard mineral resources from the
deep ocean fioor. The United States only has
the authority to regulate its own flag vessels.
Second, to insure that development of the
resources is carried out in a manner that will
protect the quality of the environment. Only
the United States has the effective ability to
insure that its own nationals working on its
own flag vessels operate in an environ
mentally responsible manner.
Third, to permit the continued develop
ment of the necessary technology for the
expeditious development of hard mineral re
sources from the seabed. Much of the tech
nology involved in ocean mining is part of,
or pre.sent on, the mining vessels. Unless the
mining vessels are documented in the United
States, the technology will be exported free
of charge.
Restricting the operations of U.S. permit
tees to U.S.-Hag mining and processing
vessels would accomplish crucially import
ant objectives.
In recent months, U.S. eitizers have begun
to revolt against the heavy individual tax
burdens they bear. 1, for one, do not want to
Continued on next page
August 1978/ LOG / 17
�^Congressional 'Record
"ys'i illi
P«OCllDtN<;t AMD DIRATII Of Till
UCOMD IMIIOM
be among those responsible for exporting
millions of dollars in tax revenues, thou
sands of American jobs, and the mining tech
nology that Americans have spent millions
to develop.
If U.S. permittees are required to docu
ment their mining vessels in the United
States, all of the tax dollars resulting from
U.S.-flag vessel operations will accrue to the
U.S. Treasury and hundreds of new Ameri
can jobs will be created thus reducing the
burden on the individual taxpayer. The
ocean mining technology developed with the
support of U.S. tax dollars will remain
under American control.
The legislation clearly recognizes that
deep seabed mining is a freedom of the high
seas, subject to a duty of reasonable regard
to the interests of other States. There is real
concern among Americans about the possi
ble adverse impact which deep seabed min
ing may have on the environment. These
impacts are, at this point, largely unpre
dictable. Nobody can determine what the
actual impacts will be until a substantial
amount of evidence is accumulated from
actual exploration and commercial recovery
activities.
By enacting this legislation, which encour
ages U.S. nationals to develop the capacity
to mine the mineral resources of the deep
seabed, the United States incurs an obliga
tion to other nations to carry out these activ
ities in an environmentally responsible man
ner. This is only possible if the United States
has the authority to control the activities of
those to whom it issues permits. America can
only control the design and operation of
American-documented vessels. Further
more, the United States can only assuredly
place its scientists and environmental ex
perts on board its own vessels. If the mining
vessels are not U.S.-flag vessels, there is no
assurance that we will be able to collect the
data we need to assess the environmental im
pact of deep seabed mining operations.
There are persuasive environmental,
safety, manning, and crew-training .benefits
which will come from this amendment and I
urge its enactment.
Mr. RUPPE. Mr. Chairman, 1 rise in sup
port of the amendment offered by the gentle
man from New York (Mr. MURPHY) because
it seems to me that the amendment would as
sure that these very high technology ships
developed by us would be available to us
whenever and wherever they were needed. It
would also insure, in the large measure, that
the deep seabed mining technology would
not be available to other countries except
under appropriate circumstances. So it does
assure us the protection of this technology
built into these deep seabed vessels.
1 think the amendment is.a good amend
ment.
Mrs. FENWICK. Mr. Chairman, 1 rise in
opposition to the amendment. Mr. Chair
man, 1 will be brief.
We have heard a living voice speaking to
us in the words of 1903. America has not
talked like this for years. We are trying to live
in a different world. We must live in a
different world. We are being required to live
in a world in which we all share to some ex
tent. We cannot go on like this, arrogating to
ourselves powers that we do not have, simply
because we have money. We are not going to
be able to live In a world in which people act
on these principles and standards. I do not
think we have heard talk like this for a long,
long time.
We have listened to past administrations,
trying to bring into being and to encourage
some kind of orderly world. How is it that
we hear these voices now? What accounts for
it? How can it be that we have turned our
backs on the slow, painful development of
people on this planet trying to live together
in some kind of decency and respect, one for
the other?
Everything is not money; we know that.
We cannot live alone. There is no vacuum
into which we can retire.
Mr. Chairman, 1 urge defeat of this
amendment. 1 think it would be a defeat forthe United States and for the honor of this
country if it were to be adopted.
Mr. ECKHARDT. Mr, Chairman. 1 rise
to speak in favor of the amendment.
Mr. Chairman, it is always difficult for me
18/LOG/August 1978
to take the floor after the distinguished
gentlewoman from New Jersey (Mrs. FENWICK), and generally I agree with the propo
sition that the resources of the world and
the opportunities of the world should be di
vided most equally.
But do not believe for a moment that a
Liberian ship is the result of a slow and
painful development of Liberia. A Liberian
ship is the result of the registry in the city of
New York, typically by an oil company, of
that ship as Liberian in order that the ship
avoid certain requirements respecting safety
of operations, wages, and the like, applicable
to U.S. ships.
Look at these Liberian ships: For in
stance, the Amoco Cadiz. Do the Members
remember when that ship ruptured? The
Argo Merchant—do the Members remem
ber when that ship's hull burst and leaked oil
over the sea? The Sansinena—a Liberian
ship. The Torrey Canyon—everyone re
members the Torrey Canyon.
How long are we going to permit this
fakery of flag of convenience? We have a
Panamanian ship with an Italian master and
a Spanish crew, belonging to a U.S. oil
company. What kind of development of
small nations does this promote? What
control do we have over such ships?
In truth what we should do is to outlaw
this fakery of ships registered under a flag
of convenience. That is what we really ought
to do, and that is what one day we are going
to have to do. But this is a small movement
in that direction.
1 strongly urge the passage of the amend
ment.
Mr. BINGHAM. Mr. Chairman, I rise in
opposition to the amendment.
I think we should understand what the
language does that the gentleman's amend
ment would seek to strike. I think the gentle
man from Texas who just spoke misunder
stands the effect of the bill. As recommended
by the Committee on International Rela-
enviroiiinentalists. The only people affected
by the bill that favor this amendment are the
shipping industry.
IJie amendment would sacrifice, in my
judgment, the purposes of the bill and the in
terests of all the major concerned parties to
the desires of this one group.
Let us be clear about who will be doing the
mining under this bill. The mining will be
done by multinational mining consortia with
partners not only in this country, but in
Belgium, Canada, France, Japan, the United
Kingdom, or West Germany.
Presumably our companies enter into
these consortia because they want others to
share the burden of providing the capital and
the technology for these extremely costly
and complex ventures.
Are we going to turn around and say to
these other countries that they can share
those burdens, but only our ships can be used
because we want to reserve these particular
projects for our shipping industry? I cannot
think of a better way to break up the con
sortia. Such a breakup would be a serious
blow to the mining operations in which we
are interested.
The proponents of the amendment say it
will save the United States jobs. Do not be
lieve it. They talk about the jobs gained for
the shipping industry, but they do not tell
you about the jobs that will be lost when
mining consortia register in other countries
to avoid the increased mining costs imposed
by this amendment. If we want to drive the
deep sea mining industry out of this country,
this amendment is the way to do it.
The proponents of this amendment raise
the specter of a lot of ships flying flags of
convenience, using cheap labor and undercuttihg our environmental regulations. This
is where the gentleman from Texas who pre
ceded me in the well is mislead about the
effect of the bill. This is a misrepresentation
of the provisions of the bill which, as 1 said,
limits flie mining and processing vessels to
those of the United States or a reciprocating
state. By definition, a reciprocating state is
another advanced industrial nation which
regulates its ocean mining ventures in a
manner similar to ours, including regula
tions protecting the ocean environment.
There will be very few reciprocating states,
and certainly no wholesale export of jobs.
Mr. Chairman, I urge my colleagues who
really want to encourage deep seabed mining
to reject this amendment.
Mr. SKUBITZ. Mr. Chairman, I want to
commend the gentleman from New York on
his statement. I concur completely with
everything the gentleman says and I want to
associate myself with the gentleman's re
marks.
Mr. FINDLEY. Mr. Chairman, I want to
congratulate the gentleman from New York
and I want to raise this question. Is there any
probability or likelihood that either Liberia
or Panama would be one of the reciprocating
states?
Mr. BINGHAM. I think there is no
likelihood whatsoever of that.
Mr. FINDLEY. Mr. Chairman, I agree
with the gentleman.
Mr. BREAUX. Mr. Chairman, I rise in
support of the amendment.
Mr. Chairman, I will be very brief to the
members of tlie Committee. What the
amendment of the chairman, the gentleman
from New York (Mr. MURPHY) says, very
simply, is that any mining or processing ship
that is going to be working in deep seabed
mining under a U.S. license has to be docu
mented in the United States. That does not
mean it has to be built in the United States.
It means it has to fly the flag of the country
which is issuing the license for them to do the
mining.
There are a lot of arguments why it is
necessary for jobs and to encourage U.S.
ships.
But there is a whole additional set of rea
sons why the gentleman's amendment
Schematic of Ocean Mining Ship
1
;
--IS.;
1^
tions and the Committee on the Interior
—and on this point we are not in agreement
with the members of the Committee on
Merchant Marine and Fisheries—the bill
provides th.it the vessels may be documented
under the laws of the United States or the
laws of a reciprocating state. If the gentle
man will look at section 107 of the bill, that
has to do with the definition of "reciprocat
ing states."
Those will be the states which regulate
deep seabed mining in a manner compatible
with the United States, and with whom we
expect to cooperate. We are asking for their
cooperation in the mining. The consortia
that will be operating these concerns will be
international consortia, but under the
gentleman's amendment we will be saying
that, "We want to cooperate with you in
every respect, except we are not going to al
low any of your ships to do any of this."
Let us be clear, this amendment is opposed
by the Committee on International Rela
tions. It is opposed by the Committee on
Interior and Insular Affairs. It is opposed by
the Administration. It is opposed by the
mining industry. It is opposed by the
-K;:
., l l i l 1 if
I
'
'"^7"
r
.
r
x-'
A" A""7r
House Approves Amendments
To Promote U.S. Maritime
During the floor debate on the Deep
Seabed Ocean Mining Bill, the House passed
four amendments of paramount importance
to the U.S. maritime industry:
1. Mining Vessels. The House by a 38-19
vote adopted Congressman Murphy's
amendment to require that the mining and
processing vessels operating under a U.S.
permit must be documented under the laws
of the United States. Speaking in support
of the amendment were Philip Ruppe (RMich.); Bob Eckhardt (D-Texas); John
Breaux (D-La.); Phil Burton (D-Calif);
Lindv Boggs (D-La.); and Robert Dornan
(R-Calif).
2. Ore Carriers. The House bv a voice vote
adopted Congressman Murphy's amend
ment to require that at least one ore carrier
per mining site be a U.S.-flag bulk vessel.
Speaking in support of this amendment
were John Burton (D-Calif); Bob Eck
hardt (D-Texas); Robert Baumat^R-Md.);
Bob Livingston (R-La.); and Robert Leggett
(D—Calif).
3. Subsidy. The House by a 4-2 division
vote adopted Congresswoman Lindy Boggs'
amendment to qualify ore carriers for both
construction and operating differential
subsidies.
4. Jurisdictiort. The House voted 214-184
to vest ocean mining jurisdiction in the
Department of Commerce rather than in the
Department of interior.
�Ocean Mining Biii Wouid Promote
Thousandsof Jobs for US Workers
Thousands of jobs for American workers
—at sea and ashore—would be generated in
future years as this frontier ocean mining
industry gets under way with the protections
of the just-passed Ocean Mining Bill.
The jobs will involve ship construction,
mining, processing, fabrication of materials,
and seafaring. The AFL-CIO has estimated
that as many as 20,000 new jobs would be
created by this industry by the year 2000.
It is also estimated that at least 1,000
seagoing jobs would be generated by the
industry.
Here's how the job picture breaks down:
CONSTRUCTION
To build one mining ship: 2,640 man-years
of work in U.S. shipyards.
To build one ore carrier: 990 man-years
of work in U.S. shipyards.
Note: Each shipyard job creates two other
jobs in such supply industries as steel,
machinery, glass, electronics, etc.
At the present time, five U.S. mining
systems are planned. This would mean a
total of 18,150 man-years of work in U.S.
shipyards.
SEAFARING
With five U.S. mining systems projected,
here is the breakdown of seafaring jobs that
will be filled by American seamen:
Crew per mining ship: 80-100 men.
Crew per ore carrier: 30 men.
Total U.S. seagoing employment: 900II00 seafarers.
Note: Each vessel will require two crews.
try saying, "Well, if you are going to make
this rule, we aren't going to come and get a
license from you."
Where else are they going to go to get a
license? For some time to come, there is no
other country in the world that has a licens
ing procedure that would apply if we pass
this legislation today.
They are not interested so much in having
a Soviet ship or a French ship. What they are
interested in doing is getting the. minerals,
and they are going to get the minerals under
the Murphy amendment. Fhey are going to
get them by the operation of a U.S.-documented vessel, but they want the minerals,
not the ships.
Mr. Chairman, if we are going to apply a
licensing procedure and put U.S. prestige on
the line, our U.S. ships ought to be able to
share in the benefits.
"I agree with the proposition that the
resources of the world and the opportunities
of the world should be divided most equally.
But do not believe for a moment that a
Liberian ship is the result of a slow and
painful development of Liberia.
A Liberian ship is the result of the registry
in the City of New York, typically by an oil
company, of that ship as Liberian in order
that the ship avoid certain requirements
respecting safety of operations, wages, and
the like, applicable to U.S. ships.
Look at these Liberian ships: For
instance, the Amoco Cadiz. Do the Mem
bers (of Congress) remember when that ship
ruptured? The Argo Merchant—do the
Members remember when that ship's hull
burst and leaked oil over the sea? The
Sansinena—a Liberian ship. The Torrey
Conyo/i—everyone remembers the Torrey
Canyon.
How long are we going to permit this
fakery of flag of convenience? We have a
Panamanian ship with an Italian master and
a Spanish crew, belonging to a U.S. oil
company. What kind of development of
small nations does this promote? What
control do we have over such ships?
In truth, what we should do is outlaw this
fakery of ships registered under a flag of
convenience. That is what we really ought to
do, and that is what one day we are going to
have to do."
—Rep. Bob Eckhardt (D—Texas)
should be adopted. For instance, there are a
number of environmental laws, very strong
environmental laws, and standards involved.
These are U.S. laws, and those laws are not
going to apply to ships of a foreign country;
they are going to apply to a U.S.-documented vessel.
This also means that certain safety regula
tions would be followed by ships that would
be operating on the high seas, because our
U.S. laws would then be applied to those
ships. This work would be done by a U.S.documented ship under the Murphy amend
ment; it would be done by a U.S.-flag ship.
In addition to that, the ships would be
manned by U.S. merchant seamen who are
trained in the trade and licensed by the Coast
Guard. They are seamen who are capable of
manning that type of vessel, and they are
going to be the type of crew that should run
those kinds of vessels.
I am not worried about any foreign coun
Mr. PHILLIP BURTON. Mr. Chairman,
I would like to join with my colleague, the
gentleman from Louisiana (Mr. BREAUX), in
support of this amendment.
This is the amendment to which I made
reference earlier. I think it is a very useful
and constructive amendment, and I urge its
adoption.
Mr. ECKHARDT. Mr. Chairman, the
gentleman from New York (Mr. BINGHAM)
had referred to what ships could be qualified.
The ship does not have to be a ship of a na
tion which is actually operating in the deep
sea mining consortium as I understand it. It
merely has to be a reciprocating nation
which regulates in the manner provided in
this act.
Therefore, it could be any nation, as I
understand it, whether that nation is actually
working the deep seabed or not. It merely
has to recognize the same standards as those
nations do that are operating in the deep sea.
Mr. BREAUX. Mr. Chairman, the gentle
man is correct.
Mr. RUPPE. Mr. Chairman, I agree with
the gentleman's argument. It is very impor
tant to note that the vessel does not have to
be built in the United States; however, once
registered in the United States, this hightechnology ship cannot be transferred to an
other foreign government without the ap
proval of the U.S. Government.
That means that we have by virtue of this
amendment a very tight control over the
technology embodied in deep seabed mining.
Mrs. BOGGS. Mr. Chairman, I rise in
support of the amendment, and I would like
to join with my colleagues, the gentleman
from Louisiana (Mr.BREAUX), particularly
in his concerns expressed about the environ
mental quality that we could expect only
through this amendment.
We have to recognize that we really cannot
put our scientists or our environmentalists
aboard any other ships but American ships. I
do feel that we owe it to other nations to
make certain that we have all the data that
could possibly accrue to us from having
American scientists and American environ
mentalists aboard these ships monitoring
and being able to report not only to the
United States but to other participating
nations.
Mr. VOLKMER. Mr. Chairman, the
gentleman from Louisiana (Mr. BREAUX),
made one statement during the discussion
that bothers me, and it has bothered me
about this whole piece of legislation.
The gentleman made the statement that no
other industry or mining company can go to
any other country for a license. The fact is
they cannot go to this country for a license
yet; is that correct?
Mr. BREAUX. Well, they would be able
to after we pass this legislation.
Mr. VOLKMER. But not without this leg
islation?
Mr. BREAUX. Not without this legisla
tion.
Mr. VOLKMER. Can the gentleman then
assure this House that no other country right
now is contemplating doing the very same
things we are attempting to do?
Mr. BREAUX. There are several coun
tries contemplating doing the same thing,
but all of them are waiting for us.
Mr. VOLKMER. That means that if we
go ahead, in all probability they will also go
ahead, but then what we will have is dis
agreements as to areas concerned. Does the
gentleman disagree with that?
The CHAIRMAN. The time of the gentle
man from Louisiana (Mr. BREAUX) has
expired.
Mr. DORNAN. Mr. Chairman, I rise in
support of the amendment and in support of
the bill.
Mr. Chairman, the greatest natural re
source on this Earth is the sea. The sea nur
tures, cleanses and renews life. And from the
great depths of the oceans, we may find
answers to many of the material problems
that beset our troubled planet. For that rea
son, I strongly urge the passage of H.R.
3350, The Deep Seabed Hard Minerals Act.
The passage of this bill is critical to the
economic health, welfare, and prosperity of
this Nation. More immediately, it will relieve
us of pressing strategic anxieties.
The enemies of this Republic know very
well that the weakest link in an otherwise
strong economic chain that binds the indus
trial nations of the West is our extraordinary
dependence on imported raw materials. It is
no surprise to anyone familiar with this criti
cal weakness that the Cuban and Soviet
energies are directed toward capturing
strategically critical real estate, bordering
the sealanes: the Horn of Africa, the western
coast of Angola, astride the South Sea
passages to America and Europe.
It is no wonder that the Soviet Union has
deployed a "blue water naval force" threat
ening those sealanes, so vital to the economic
life of the industrialized nations of the West
and Japan. For here, along these critical pas
sages, the bulk of raw materials bound for
the ports of the West are shipped.
It was just a few short years ago that the
Western World was shocked into the awful
reality of its dependence on Third World re
sources. When the OPEC nations imposed
their embargo on oil, we found ourselves
presented with an unprecedented crisis.
These states, largely run by backward or
hostile political regimes, doubled, then
quadrupled the international price of oil be
tween 1971 and 1974. This 400 percent in
crease in oil prices had a severe impact on
balance-of-payments deficits in both the de
veloped and underdeveloped countries of the
world.
In the United States and the industrialized
nations of the West the oil deficit alone
reached $40 billion. It served to aggravate a
dangerous national and international infla
tion, created unprecedented problems for
the international monetary systems, and
forced further slowdowns in the already fra
gile industrialized economies of the United
States, Western Europe, and Japan.
Mr. Chairman, that should have been
lesson enough. We cannot afford a repeat of
that situation with minerals critical to our
industrial survival. We must take decisive
steps to insure-that we are not at the mercy of
other cartels or concerted efforts by Third
World adversaries, encouraged by the Soviet
Union, a la the oil embargo, to bring the
economies of the United States and other
Western states to a grinding halt.
We have the liberty and the luxury of
preparation now. We must act now.
The United States is the single largest con
sumer of these critical minerals. And the en
tire economy of the Republic is dependent
upon access to them. At the present time we
import them at rates which are too high for
comfort or security. This is especially true of
such metals as nickel, copper, cobalt, and
manganese.
We are not now, nor are we likely to be, in
the fortunate position of the Soviet Union.
Estimates and projections vary. But the
Soviet Union is generally believed to be
virtually self-sufficient in these industrial
raw materials. Leviathan has not yet the
technological capability of extracting them
at a rate that would satisfy its appetite for in
dustrial power. But the Kremlin's domestic
cup of raw materials does runneth over.
Mr. Chairman, providence has blessed us
with great abundance. But in this particular
area—on land—we are impoverished. We
must turn to the sea. The sea is the Earth's
last great frontier. Untold riches abound on
the ocean floor. In the face of possible re
source scarcities, blackmail, or international
economic instability, we may resort to this
bastion of fantastic natural wealth.
Oceanographers and geologists have told
us of the riches of the sea. We know that
certain areas of the seabed are suffused with
these valuable minerals. Consider the po
tential. In an essay published in the Interna
tional Law Quarterly, volume 20, April
1971, it is reported that:
One square mile of seabed may be covered
with 70,000 tons of nodules containing
30,000 tons of manganese, 3,600 tons of
aluminum, 2,300 tons of cadmium, 17,000
tons of iron, 400 tons of cobalt, 1,200 tons of
nickel and 650 tons of copper.
And I would remind you, Mr. Chairman,
that these minerals are not the only treasures
to be extracted from the depths of the
oceans. The treasures are immense. The
Japanese are currently farming kelp, and in
my native State of California we, too, are ex
perimenting with this resource. Seabed mon
itoring devices offer great possibilities to ad
vance deep sea fish farming. We may be in
• the first phase of harvesting a food supply
that would help to feed the expanding popu
lation of this world. We must be sure that wc
do not subscribe to international agreements
in this area that would, in fact, retard rather
than encourage these developments.
The technology for mining the seas is de
veloping rapidly. For example, in 1963 the
Marine Diamond Corp. of Capetown, South
Africa, managed to extract 51,000 carats of
rough diamonds from the seabed. U.S. in
dustry sources indicated that by 1990 we
could substantially cut our imports of these
vital minerals, especially manganese and
cobalt. According to the Ocean Resources
Department of the Kennecott Copper Co.,
we import 98 percent of our cobalt.
Conceivably, we could be self-sufficient in
this valuable mineral by 1990 if we quickly
resort to ocean mining. We could achieve 90
percent sufficiency in copper and 70 percent
sufficiency in primary nickel by 1990. By the
year 2000, we could achieve a surplus in
cobalt, manganese, and primary nickel.
In developing this new source of supply,
we would not only be protecting ourselves
from cartel blackmail or international eco
nomic warfare, we would afso insure the
growth of a desperately needed new indus
try, stimulating the rate of investment and
expanding employment opportunities for
our people.
But we must forge ahead now. It is esti
mated that private firms are willing to invest
as much as $2.8 billion into this project by
1980 and assure a full scale commercializa
tion of these resources by 1983. Private en
trepreneurs have the technology to forge
ahead and they have the will to accomplish
the task. But we cannot allow an inhospit
able environment to smother the most opti
mistic prospects for ocean mining. We can
not subscribe to any new regime of interna
tional law which would inhibit this vital
investment.
Mr. Chairman, the Law of the Sea is now
in the process of development. There is a
great need to insure that the legitimate
interests of all nations are protected in the
development of international law, as it
applies to this immensely complex area. I
recognize that we must fashion an interna
tional law that will effectively grapple with
the problems of pollution, waste, and natural
sovereignty. But in the process of drafting
new treaties and conventions, we must not
deviate from America's historical commit
ment to the freedom of the seas. Our rights,
and the rights of any other nation to mine the
resources of the oceans, are integral to that
longstanding American doctrine. We cannot
allow ourselves to be locked into any future
agreements that would preclude our
legitimate access to the fruits of the oceans.
It is we who have the will, the technology,
the managerial and engineering skills to ac
complish this task. No other nation pos-
August 1978/ LOG / 19
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^Congressional 'Record
PftOCIIDINCI AMD DOIATIS 0» Till 95
r*i. fi«
COMCAIM. MCOND tItllOM
VAtHINGTON. TUIftDAY. MAY l». If7i
7?
sesses the same degree of ingenuity in this
area. We ought not to succumb to some
guilt-ridden rhetoric which would foreclose
the effective development of these resources.
In any case, we cannot afford to surrender
this traditional freedom of the seas, central
to our foreign policy since the founding of
this Republic, to some future, probably hos
tile bureaucracy, staffed .by representatives
of envious Third World nations. This is what
may be ordained by the current United Na
tions Law of the Sea Conference.
Mr. Chairman, we can afford no delays.
Let us press forward with this measure.
Please let us consider our posterity.
Mr. UDALL. Mr. Chairman, this is a bad
amendment. The administration does not
want it; the mining industry does not want it.
It is going to create grave problems for them.
The amendment is wanted only by the ship
ping industry.
I share with some of my colleagues in the
House some impatience that we have not
"This amendment would assure that the
high technology ships developed by our
nation would be available to us whenever
and wherever they are needed."
—Rep. Philip E. Ruppe (R-Ml)
gotten on with this job. We have waited on
the Law of the Sea all of these years. We have
postponed and postponed.
1 made up my mind a long time ago we
were going to go ahead and create a frame
work when we could begin to tap the re
sources in the seabed. The time has come,
and we should pass this legislation and get on
with it.
It is important to be fair, that we do not
drive away our partners. It is important to
understand what is happening. These are not
American mining companies that are going
out by themselves and using American ships.
This job is going to be done by international
consortia in which several nations will be
represented, and they will be, as the gentle
man from New York (Mr. BINGHAM) said,
from the wealthier industrial nations.
The report put out by the International
Relations CommiUec shows that there are
about five groups poised, getting ready to go
to work. The main one is Kennecott, a U.S.
company, but it has three partners from
Great Britain, a consortium, one from
Canada and one from Japan.
The second big one. Ocean Management,
Inc., has companies from Canada, Germany,
the United States, and Japan, each with 25
percent.
Another one is largely Belgium.
Another one is largely from the Nether
lands.
Another one is largely France.
We cannot say to these people, "You are
only going to use U.S. ships and U.S. person
nel in manning those ships." We will drive
them out of the business and we will see that
the deep sea mining does not go forward. By
doing this 1 think we make a very big
mistake.
Mr. PHILLIP BURTON. Mr. Chairman,
20/ LOG/August 1978
I regret that I am in disagreement with my
colleague in the well. I gather the gentleman
is talking about the moms and pops of the in
ternational cartels in the world. Those are
the wealthiest of all of the business conglom
erates in the entire universe.
The amendment offered by the gentleman
from New York seeks to redress a very small
part of that, to regain a little of what is left of
the American maritime industry.
I would like to advise my colleagues—and
this will only take 10 seconds—that I had
some six major local maritime unions that,
because of historical experience, have their
own bought-and-paid-for buildings in my
district. As a result of the legislation, or lack
thereof, in the last 18 months, there will only
be three. If we are not careful, we will not
have a maritime industry at all in this coun
try, and I think that is nonsense.
I think the amendment offered by the gen
tleman from New York is a modest one, to
keep this industry that is barely alive a little
afloat.
Mr. UDALL. Mr. Chairman, few things
would please me more than to see the U.S.
shipping industry get up off of its back and
be prosperous. But the last way you are
going to make any progress is to create a situ
ation where we have four countries, Canada,
"At a time when millions of Americans are
out of work, it is imperative that we make
every effort to reserve some of these jobs
created by American technology for Ameri
can workers."
—Rep. Robert L.'Eivingston (R-LA)
Germany, the United States, and Japan,
each with 25 percent prepared to mine and
then say to those proud nations, "No con
sortium in which a United States company
participates can go out there unless all of
these ships involved in this enterprise are
documented in the United States." It is not
right. Other countries will not accept it. We
would not put up with it. We should not
impose this on other countries. That is why
there is opposition to it.
Mr. MURPHY of New York. Mr. Chair
man, I made it very clear that only one vessel
is involved at the mining site for the trans
portation of these minerals, and we are now
talking about the mining process vessel, and
none of the other vessels.
I might state further that we have been
sharing with the Japanese and with the
Germans all of these legislative initiatives.
They are just waiting to see what the
American Congress does so that they can
pattern and model their own national
legislation after this. But we are dealing only
with that single vessd per site where the
United States is involved.
Mr. UDALL. I would make the point
that, with all of the thousands of vessels on
the ocean, why would we go out and hold up
and delay what our minerals industry needs?
I think we make a mistake if we adopt this
amendment.
Mr. VANIK. Mr. Chairman. I speak in
opposition to any amendment which would
restrict the vessels used in mining, process
ing, or transporting mineral resources from
the ocean floor to only U.S.-flag ships. Sec
tion 103 of H.R. 3350 and H.R. 12988 pro
vide that mining and processing ships are to
be documented under U.S. laws or under the
laws of reciprocating states. Any amend
ment to restrict deep seabed operations to
only U.S.-flag ships would, in effect, be com
parable to a 100-percent cargo preference.
Last September we debated this issue in con
nection with H.R. 1037, the oil cargo prefer
ence bill, which would have required 9.5 per
cent of U.S. oil imports to be carried in
U.S.-built ships. That measure was defeated
but the same concept is now being proposed
for deep seabed operations, which could
then establish a precedent for extension of
cargo preferences for oil or other products.
At the time we debated the oil pargo pref
erence bill I had two main objections,
namely the inflationary impact and the im
plications for the U.S. foreign economic pol
icy. Those same objections apply in this case.
The higher rates usually charged by U.S.flag vessels will raise the cost of the deep sea-
Ore Carriers
So the amendment was agreed to.
Mr. MURPHY of New York. Mr. Chair
man, I offer an amendment.
The Clerk read as follows:
Amendment offered by Mr. MURPHY of
New York: A tpage 13, between lines 5 and 6,
insert the following:
(3) Each permittee shall use at least one
vessel documented under the laws of the
United States for the transportation from
each mining site of hard mineral resources
commercially recovered under the permit.
Page 13, line 6, strike out "(3)" and insert
"(4)"(Mr. MURPHY of New York asked and
was given permission to revise and extend his
remarks.)
Mr. MURPHY of New York. Mr. Chair
man, this amendment would require that at
least one of the vessels transporting the sea
bed nodules away from a mining site where
companies are operating under a U.S. permit
be documented under the laws of the United
States.
Each mining system will consist of a min
ing vessel to harvest the nodules, two or
more ore carriers to transport the recovered
nodules from the mining sites to land, and a
Ocean Mining Ship 'GovemorRay'
..ft
"We have to recognize that we really
cannot put our scientists or our environ
mentalists aboard any other ships but
American ships . . . We owe it to other
nations to make certain that we have all the
data that could possibly accrue to us from
having American scientists and American
environmentalists aboard these ships."
—Rep. Lindy Boggs (D-LA)
these consortia and retard the development
of ocean mining just at the time in which we
are in a crucial final phase of the multilateral
trade negotiations in Geneva seeking to
liberalize trade barriers in concert with the
same countries whose ships would be pre
cluded from use by the consortia under the
amendment. Restriction to U.S.-flag ships
would be inconsistent with U.S. objectives in
those negotiations, would reverse U.S. pol
icy favoring free competition and trade ex
pansion worldwide based on fair and equit
able rules, and could trigger the adoption of
similar measures by foreign countries in this
or other areas.
I understand that the administration
opposes the amendment and supports the
provision for mining and processing ships to
be documented under U.S. laws or under the
laws of reciprocating states. I urge my col
leagues to do the same.
The CHAIRMAN. The question is on the
amendment offered by the gentleman from
New York (Mr. MURPHY).
The question was taken; and the Chair
man being in doubt, the Committee divided,
and there were—ayes 38, noes 19.
•
bed operations for U.S. firms, making their
operations less competitive and presumably
consumer prices higher.
I understand that four major U.S. ocean
mining companies are organized in consortia
with partners in Britain, Canada, Japan,
West Germany, or the Netherlands making
commercial recovery a multinational enter
prise. Ships under contract to U.S. compa
nies as well as under contract to foreign asso
ciates will be needed to mine, process, and
transport the mineral resources.
Restriction of these operations to U.S.flag ships would restrict the operations of
'.•Vf A®
processing plant. Between two and four ore
carriers will be needed for each mining site
depending on the volume of the mining oper
ation, how far from land the mining site is,
and the size of the ore transport vessels.
Requiring each U.S. permittee to utilize at
least one U.S.-flag ore carrier per mine site
would guarantee U.S. control over the ves
sels needed to transport at least a significant
portion of strategically important hard min
eral resources. Without this amendment,
U.S. permittees will be able to document all
of their mineral transport vessels under
flags-of-convenience, and the United States
�will have no control over theenvironmental,
safety, and manning dimensions of trans
porting these mineral resources which are
vital to the economy and security of the
United States.
Since each mining operation will probably
require between two and four ore carriers to
transport seabed nodules from the mining
site to land, this amendment would not im
pose restrictions on foreign entities belong
ing to a U.S.-licensed international consor
tium. At least SO percent and as much as 75
percent of the ore carriers involved in these
operations could be documented under the
laws of any foreign nation.
Passage of this amendment will prevent
American ocean mining companies from
operating their entire bulk fleet under flagsof-convenience at the expense of American
labor, tax laws, and environmental and
safety standards.
Experts attribute 85 percent of all ship
ping disasters to human error. Although this
factor cannot be completely eliminated, it
can be minimized through rigorous training
standards for ship personnel, cognizant and
concerned with the possibility of damaging
the marine environment. Utilization of U.S.flag ore carriers, designed and operated
under the most stringent safety standards
and manned by highly skilled and trained
U.S. seafaring personnel who must meet
Federal Government licensing and certifica
tion requirements, will provide the greatest
assurance and measure of protection for the
marine environment.
The employment of U.S. vessels and U.S.
crews will contribute millions of dollars
annually to the U.S. Treasury through cor
porate taxes on shipping profits and income
taxes on seamen. Presently, the multina
tional oil companies escape an estimated
$100 million per year in U.S. taxation by reg
istering their vessels under foreign flags and
manning them with foreign crews. This
amendment will help prevent the U.S. ocean
mining industry from becoming another
runaway industry.
Every vessel documented under the laws
of the United States helps to ease the drain of
the dollar and reduce the deficit in our inter
national balance of payments. When U.S.
dollars and U.S. crews are paid to transport
our mineral resources, dollars are retained in
the U.S. economy and used to purchase
American goods and services. Dollars paid
for foreign shipping leave this country.
This amendment would encourage the
Most of these vessels are over 25 years old
and none of them are ore carriers. Although
dry bulk commodities comprise 40 percent
of U.S. foreign trade shipments, less than 2
percent moves in U.S.-flag ships.
Unless this legislation requires each U.S.
permitee to employ at least one U.S.-flag
or carrier, this Nation will have lost what
may be its last opportunity to gain a U.S.flag dry bulk fleet.
Mr. JOHN L. BURTON. Mr. Chairman,
will the gentleman yield?
Mr. MURPHY of New York. I yield to the
gentleman from California.
Mr. JOHN L. BURTON. Mr. Chair
man, I support the gentleman's amendment.
I really wonder why we limit it to one vessel.
Our Subcommittee on Government Opera
tions has had hearings that have clearly
demonstrated that the Coast Guard cannot
look behind the competency certificate that a
foreign government issues on a foreignlicensed vessel. Also, we have testimony
showing that when the Coast Guard boards a
foreign vessel, they find that they are short a
mate, shall we say, and that within 2 hours
the consul comes down with almost a blank
check certificate and gives it to some seaman.
The Coast Guard has to accept that at face
value.
I would rather see the gentleman's amend
ment go much farther, because it is just an
absolutely undisputed fact that these foreign
flag vessels do not meet the safety standards
or crew competency of American-flag ships.
Mr. MURPHY of New York. The gentle
man states the case well, but the committee
in its modesty only recommended one of
these vessels. Hopefully, the committee will
support that modest request.
Mr. JOHN L. BURTON. Mr. Chairman,
I will support the amendment. I hear people
who joke about this modest proposition, but
I think it is modest also. The record is replete
with the lack of safety, lack of environmental
protection, lack of competency on the part of
foreign-flag vessels. None df the maritime
nations throughout the world measure up to
the standards of American-flagships. I think
it is obscene that the American taxpayer and
those less concerned about the taxpayers
should see our money go to subsidize
substandard vessels with substandard crews,
which are a threat to the environment and
safety of the ocean.
corporations that hire ships under foreign
registry avoid paying the taxes they would
have to pay if the ships were Americanlicensed.
Mr. BINGHAM. But the operations we
are talking about here are operations in deep
seabed mining areas. As we have said before,
these will be operated by international con
sortia. We are talking about advanced na
tions that would have the same or similar
standards as ours. For the reasons given be
fore in relation to the previous amendment, I
oppose this amendment.
It is somewhat less objectionable than the
previous amendment because it does limit
the protection to one American vessel, but I
nevertheless object to it.
Mr. VANIK. Mr. Chairman, will the gen
tleman yield?
Mr. BINGHAM. I yield to the distin
guished gentleman from Ohio (Mr. VANIK).
Mr. VANIK. Mr. Chairman, I want to
point out that our Government will have the
right to issue licenses, and it could set any
standards desired as a condition. It seems to
me that would be a far more effective way of
dealing with this problem than locking it into
the statutory form as suggested by the
amendment.
I oppose the amendment. I do not have to
defend a record on whether I support Amer
ican jobs. I think this is a very unfortunate
step the Congress would be taking. I cer
tainly hope we can reject this proposal.
Mrs. FENWICK. Mr. Chairman, I rise in
opposition to the amendment.
Mr. Chairman, mention has been made of
the taxpayers of this country, during course
of debate on this amendment, and to the loss
of $100 million a year that they experience
through the fact that companies license for
eign ships or use foreign ships, but I would
like to remind this body and the people of
this country that the taxpayers are paying
handsomely for a maritime industry, to the
shippers and to the unions, some $586 mil
lion year after year after year, representing
74 percent of the wages and nearly 50 percent
of the construction of the ships. And this is
not something that just happens once. It is
every year.
"If I have to choose between these interna
tional business big boys and American
workers' jobs in shipyards and on ships, the
proper choice is very clear to me."
— Rep. Robert Bauman (R-MD)
"It is just an absolutely undisputed fact
that these foreign-flag vessels do not meet
the safety standards or crew competency of
American-flag ships . . . None of the
maritime nations throughout the world
measure up to the standards of Americanflag ships."
—Rep. John Burton (D-CA)
"This amendment means that certain
safety regulations would be followed by
ships that would be operating on the high
seas, because our U.S. laws would then be
applied to those ships ... The ships would be
manned by U.S. merchant seamen who are
capable of manning that type of vessel, and
they are going to be the type of crew that
should run those kinds of vessels."
—Rep. John Breaux (D-LA)
growth of the U.S.-flag bulk fleet necessary
to end this Nation's dependency on foreignflag vessels for the carriage of virtually all
the strategic minerals imported by this cquntry. Today, not a single ore carrier flies the
U.S. flag. Japan controls approximately
two-thirds of the world ore carrier fleet and
Liberia much of what remains. Almost all of
the Liberian-flag fleet is owned by Ameri
cans.
The U.S. ocean mining industry has the
capacity to reverse the sad state of the U.S.flag dry bulk fleet. The active U.S. flag dry
bulk fleet today consists of only 14 vessels.
Mr. MURPHY of New York. I thank my
colleague.
Mr. BINGHAM. Mr. Chairman, I rise in
opposition to the amendment.
May I suggest very briefly, that of course
there is no subsidy involved here, as the
gentleman from California has been sug
gesting.
Mr. JOHN L. BURTON. Mr. Chairman,
will the gentleman yield?
Mr. BINGHAM. I yield to the gentleman
from California.
Mr. JOHN L. BURTON. They are sub
sidized through the fact that the American
We know what nearly happened to the
consumers of this country had other such
proposals put before this Congress not been
defeated. We were told by the General Ac
counting Office that the proposals backed by
the same voices would have cost these tax
payers an extra $550 million to $610 million
every single year. This is not anything new.
I think we must have regard for the tax
payers, but certainly this is not the way to do
it.
Mr. ECKHARDT. Mr. Chairman, I rise
in support of the amendment and largely for
the same reasons I stated on the last one.
But I would like to have the opportunity
here to clarify one thing that the distin
guished gentleman from New York (Mr.
BINGHAM) has said, because it did throw a
question on my arguments with respect to
the ships of various registries.
A reciprocating state is not necessarily a
state whose nationals are in a consortium. A
reciprocating state is defined in the bill on
page 32 as a state which the President in con
sultation with the Secretary finds meets cer
tain requirements. These requirements are
not engagement in the activity in the deep
sea. The requirements are requirements of
providing a legal framework for exploration.
It does not mean they have to go forth and
explore. They have to create a legal frame
work to do so. It is a state which recognizes
licenses and permits issued in this manner
and which recognizes, under its procedures,
priorities of right for applications for li
censes. And the state must regulate the con
duct of persons subject to its jurisdiction,
and so forth.
And so the state must merely proclaim:
"Look, if we engage in deep sea mining we
will engage in it in the same way that the
United States does," but there is no provi
sion in the bill that states a reciprocating
state must be a state in the consortium actu
ally engaged in the mining operation.
That is the reason I stated that ships of
Liberian or Panamanian registry repre
sented by very competent American lawyers
can find ways to qualify even though Pan
ama or Liberia or their nationals may not be
engaged in any consortium actually engaged
in mining in the deep sea.
Mr. LEGGETT. Mr. Chairman, I rise in
support of the amendment.
There has been some comment here about
the approximately $500 million spent per
annum for the U.S. merchant marine. The
point was further made that perhaps we are
not getting our money's worth out of that ex
penditure.
I think that what we have to do is analyze
what free competition has done for us in the
ore vending carrying business. The Japanese
are carrying 80 percent of all of the ore in the
world at this time.
What we very wisely did back in the early
days of the Republic was to enact the Jones
Act that provided that, point-to-point car
riage in the United .State.s requires that
these ships have got to be American ships,
and we have got to use American crews and
those ships have got to be built in the United
States.
Now, were we not to have the Jones Act
today, the Japanese would be carrying 80
percent of all of the cargo between American
ports for example, between Seattle and San
Francisco and between New York and Phila
delphia, and the Russians would probably be
carrying the other 20 percent.
Mrs. FENWICK. Mr. Chairman, would
the gentleman yield?
Mr. LEGGETT. 1 will yield in just a
moment.
So what we need to do—what we must do
—is to build in certain hedges in favor of the
American merchant marine. It has to be in
the nature of Jones Act kinds of qualifica
tions and aids. It has to be in the nature of the
first Murphy amendment, to provide that at
least the ore manufacturing-processing ships
be under American flag. For us just to get 25
percent of this new kind of ore-carrying
capability we have got to enact this second
amendment offered by Chairman MlJRPHY.
Now I am happy to yield to the gentle
woman from New Jersey.
Mrs. FENWICK. Mr. Chairman, I thank
my colleague for yielding. I know about the
Jones Act. It was mentioned by the Chair
man of the FTC as one of the causes of un
necessary costs imposed upon American
consumers every year. The question is how
much longer are we going to go on?
Mr. LEGGETT. Let me say to the gentle
woman who has just asked, "how long we
are going to go on?", 1 would say in reply to
her question what does she think would hap
pen if the United States were to be involved
in a conventional war with the Soviet
Union? It may be, in some future emergency
that Japan might be on the side of the Soviet
Union. If we were totally dependent on those
two countries, the carriage of American car
goes between points in the United States,
how could we provide for our national
defense?
Mrs. FENWICK. Let me say that we have
four operating companies which are not
August 1978/LOG / 21
^:
)"r •
�Ferromanganese Deposits in the Pacific Ocean
operating under the Maritime Commission
and are making money.
Mr. LEGCETT. What kind of cargo are
they carrying? They are carrying a very, very
limited, isolated type of container cargoes.
There are only a few companies that can
survive in that kind of an atmosphere.
Mrs. FENWICK. If we could just liberate
all our ships and let them operate efficiently
maybe they could.
Mr. LEGGETT. The Japanese are liber
ated today and they have got a large percent
age of the ships in the world. A large percent
age of all of the keels laid down in the world
last year were laid down in Japan.
Mrs. FENWICK. Does the gentlemen re
member our debate on the floor the last time
we were discussing this? What about the re
quirements that are totally unnecessary.
"if U.S. permittees are required to docu
ment their mining vessels in the United
States, all of the tax dollars resulting from
U.S.-flag vessel operations will accrue to the
U.S. Treasury, and hundreds of new Ameri
can jobs will be created... The ocean mining
technology developed with the support of
U.S. tax dollars will remain under American
control."
—Rep. John Murphy (D-NY)
22/ LOG/August 1978
crew requirements that are not needed on
that particular kind of ship?
Mr. LEGGETT. It is true that there may
be some limitations like that.
Mrs. FENWICK. We heard the testimony
in the House that the Coast Guard requires
certain safety requirements and that our
merchant marine, quite unnecessarily, goes
far beyond them. We cannot continue to
operate so inefficiently.
Mr. LEGGETT. 1 know that the gentle- ,
woman from New Jersey (Mrs. FENWICK)
supports all of the clean air, clean water dis
charges laws and regulations that apply to
the U.S. ships. Now when wc arc trying to be
competitive with the world's maritime in
dustry, you hark back to the Jones Act. You
do not like it, and you would like to repeal it.
Mrs. FENWICK. The gentleman brought
up the Jones Act, I did not.
Mr. LEGGETT. The gentlewoman is try
ing to take us back 30 or 40 years ago.
Mrs. FENWICK. We will never be com
petitive if we have to use larger crews than we
need, larger than the Coast Guard says we
need.
Mr. LEGGETT. If you would support us
for more ships, we would get ahead with the
crews and the ships we have got together
with the new ships that would be coming on
line. Incidentally, in the last lOyearsthe U.S.
maritime industry has cut back the crewing
on new U.S. modern vessels by 25 to 35
percent.
Mr. LIVINGSTON. Mr. Chairman, I rise
in support of the amendment by the gentle
man from New York, to require that at least
one ore carrier per mining site be docu
mented under U.S. laws.
I wholeheartedly supported the gentle
woman's previous amendment and feel that
the one before us is equally important to the
well-being of the United States.
The requirement that one ore carrier per
mining site be a U.S.-flag vessel could result
in various economic benefits to this country.
At present, no specialized ore carriers fly the
American flag, while Japan controls approx
imately two-thirds of the existing ore carrier
fleet. The use of an American vessel meahs
that the jobs created by this amendment
will be reserved for American workers.
In addition, the mineral resources of the
deep seabed will play a significant role in
maintaining the economic health and secur
ity of our Nation in a time of resource scarc
ity. Restricting seabed mining operations to
U.S.-flag vessels will guarantee U.S. control
over minerals, such as copper, cobalt, nickel,
and manganese, all of which are essential to
the industrial economy and national security
of America.
Manganese
Noduies
On Ocean Roar
By requiring American manning and doc
umentation under U.S. laws, this amend
ment, in addition to the previous one, could
readily enhance the possibility that many
vessels are built in U.S. shipyards. This will
ameliorate the severity of the projected
workload decline in the 27 shipyards
throughout the country which compose the
total shipbuilding resource base as cur
rently defined by the Maritime Admini
stration.
Our shipbuilding industry is encountering
a national mood that has set the building
of ships, military or otherwise, at a fairly low
priority. According to recent statistics, cited
by Shipyard Weekly and other periodicals,
the United States may have to shed up to
25 percent of its shipyard work force by the
beginning of 1979. Only 5 months ago, the
leadership of a major shipyard in Louisiana,
was predicting necessary cutbacks of as
many as 4,()(X) in the coming months.
This could amount to an overall national
decline in employment of approximately
45,000 persons. This in turn will lead to a
direct decline in demand for materials and
component parts from all States of the
Union. The ripple effect will spread through
out the entire U.S. economy, and with the
common multiplier effect of 3 to 1, a 45,000man decrease in shipyard employment
equates to the loss of at least another
135,000 jobs in the private sector.
This must not be allowed to occui.
At a time when millions of Americans are
out of work, it is imperative that we make
every effort to reserve some of these jobs
created by American technology for Ameri
can workers. The economic benefits of this
amendment to the country deserve not only
careful consideration, but the full support
of this body.
Therefore, I urge my colleagues to support
this amendment requiring one ore carrier per
mining site be documented under the laws of
the United States.
Mr. BAUMAN. Mr. Chairman, will the
gentleman yield?
Mr. LIVINGSTON. I yield to the gentle
man from Maryland.
Mr. BAUMAN. I thank thegentlem.in for
yielding.
1 just want to say to the gentleman I con
cur in his statement. It has been interesting
to sit here this afternoon and listen to some
of the arguments made. We were told earlier
that this bill was a giant ripoff by the multi
national corporations that are going to rape
and plunder the ocean bottom at the expense
of the world. Now on this amendment and
�Key Congressmen Supported
'Hire American' Amendments
Rep. Frank Annunzio (D-IL)
Rep. Phillip Burton (D-CA)
Rep. Edward J. Derwinski (R-IL)
- -'"'S-' *
ife'
Rep. Robert K. Dornan (R-CA)
Rep. Robert Leggett (D-CA)
Rep. Bob Gammage (D-TX)
Rep. David C. Treen (D-LA)
Rep. Barbara Jordan (D-TX)
Rep. Leo C. Zeferetti (D-NY)
When the House of Representatives passed the Ocean Mining Bill on July 26 by the overwhelming
majority of 312-80, the House gave strong support to SlU-backed amendments which will require that
mining ships and ore carriers be registered under U.S. laws and carry U.S. crews.
A number of Congressmen played an active role in supporting these 'Hire American' amendments,
including these members of the House.
the preceding amendment, we are told by
those same critics that we have to be so
solicitous of the same multinationals who
were accused of raping and plundering
earlier this afternoon in the debate.
If I have to choose between these inter
national business big boys and American
workers jobs in shipyards and on ships, the
proper choice is very clear to me. I suspect
the same persons who are telling us today
that we should vote against the Murphy
amendment, against our merchant marine
and against our workers and seamen today,
will be back next week saying we ought to
tax these same working people in order to
finance the multibillion-dollar foreign aid
bill.
Mr. LIVINGSTON. I think the gentle
man's point is well taken.
Mr. JOHN L. BURTON. Mr. Chairman,
will the gentleman yield?
Mr. LIVINGSTON. I yield to the gentle
man from California.
Mr. JOHN L. BURTON. I thank the
gentleman for yielding. Is that the gentleman
from Maryland speaking?
Mr. CHAIRMAN. The question is on the
amendment offered by the gentleman from
New York (Mr. MURPHY).
The amendment was agreed to.
Vessels Eligible
For Subsidies
Mrs. BOGGS. Mr. Chairman, 1 offer
amendments.
The Clerk read as follows:
Amendments offered by Mrs. BOGGS: At
page 13, between lines 5 and 6, insert the
following:
(3) For purposes of the shipping laws of
the United States, any vessel documented
under the laws of the United States and used
in the transportation from any mining site of
hard mineral resources recovered under a
permit issued under this title shall be deemed
to be used in, and used in an essential service
in, the foreign commerce or foreign trade of
the United States, as defined in section
905(a) of the Merchant Marine Act, 1936.
At page 13, line 6, strike our "(3)" and
insert "(4)".
Mrs. BOGGS. Mr. Chairman, this
amendment would make it statutorily clear
that ocean ore transport carriers docu
mented under the laws of the United States
would be considered as being in foreign
trade, and as such, would be eligible for a
construction differential subsidy (CDS) and
an operating differential subsidy (CDS)
authorized by the Merchant Marine Act of
1936.
With the amendment previously offered
by the gentleman from New York (Mr.
MURPHY), at least one ore carrier per mine
site will be documented under U.S. law. It is
in the national interest to encourage the
building of such ore carriers in the United
States.
This amendment does not require that ore
carriers actually be built in the United States.
However, if a U.S. citizen who holds a per
mit under this legislation decides to build
its U.S.-flag carrier in our country, this
amendment would make such carrier eligible
for construction and operational subsidies.
Mr. Chairman, in correspondence re
ceived from the Assistant Secretary for
Maritime Affairs, Mr. Robert J. Blackwell,
it is indicated that it is the judgment of his
office that the ore transport carriers are en
gaged in the "foreign commerce" or "foreign
trade," as those terms are designated in the
Merchant Marine Act. Because eligibility
for CDS and ODS is dependent on vessels
being engaged in foreign trade, Mr. Blackwell suggests that this legislation be amended
to make it absolutely clear that these
differentials apply.
Additionally, to be eligible for the op
erating-differential subsidy, a vessel must be
used "in an essential service in" the foreign
commerce or foreign trade of the United
States.
At the present time, Mr. Chairman, there
is not a single ore carrier on order in an
American shipyard. This amendment en
courages, it does not require that the vessels
be constructed in the U nited States. It should
also be pointed out that the amendment does
not address itself to the construction of a
mining and processing vessel, but only to
the ore carriers and only to those docu
mented under U.S. laws.
At most-, Mr. Chairman, this will probably
involve only one ship per mine site, and will
not have a serious effect on the foreign
partners of the American mining companies.
Mr. Chairman, 1 urge the adoption of this
amendment.
Mrs. FENWICK. Mr. Chairman, will the
gentlewoman yield?
Mrs. BOGGS. I yield to the gentlewoman
from New Jersey.
Mrs. FENWICK. Mr. Chairman,we have
seen amendments defeated today on the
basis that this is a compromise bill arranged
by three different committees.
Has the amendment which the gentle
woman is proposing been submitted to those
three committees, according to the agree
ment?
Mrs. BOGGS. Mr. Chariman, 1 would
like for the gentlewoman to know that it was
considered that this definition was really
inherent in the bill; but to make it ab
solutely clear, to make it statutorily clear
that these vessels, the ore-carrying vessels,
are indeed engaged in foreign trade or
foreign commerce and in (he interest of the
United States, we put this amendment in to
simplify it and to clarify it.
Mrs. FENWICK. Therefore, the gentle
woman is telling me that this amendment
as to the ships qualifying for foreign trade
status has been iigreed to by the three com
mittees of the House which apparently ap
proved the bill; is that correct?
Mrs. BOGGS. 1 will have to defer to the
chairman of the committee. 1 do not think
this was ever brought up as an amendment.
Mrs. FENWICK. I ask this because other
amendments have been defeated on the
ground that this bill had been agreed to by
the three committees. It seems to me that this
is yet another amendment.
Mrs. BOGGS. There were areas that were
agreed upon to be brought up and con
sidered as amendments on the floor. This
was one of the areas we felt should be
brought to the floor only because we wanted
to make it statutorily clear that these vessels,
ore-carrying vessels, would indeed be in
foreign trade, in foreign commerce, and in
the interest of the United States.
Mrs. FENWICK. Mr. Chairman, I thank
the gentlewoman; 1 understand.
The CHAIRMAN. The question is on the
amendments offerd by the gentlewoman
from Louisiana (Mrs. BoGGs).
The question was taken; and the Chair
man being in doubt, the Committee divided,
and there were—ayes 4, noes 2.
So the amendments were agreed to.
August 1978/ LOG / 23
�Political Action—The Key ToJob Security
flag vessel. An average of three ore
carriers will service each mining op
eration.
Seafarers in ports across the land
rallied in support of a winning campaign
in the House of Representatives for
ocean-mining legislation that could
provide thousands of new jobs—and job
security—in the decades to come.
Just as the U.S.-based giants of the oil
industry and other multinational bullies
were about to turn the new frontier of
ocean mining into yet another runaway
industry, Seafarers and their allies in the
labor movement were able to persuade
Congress that the national interest will
best be served by protecting oceanmining jobs for Americans.
State AFL-CIO Involved
At the same time, the SIU and the
MTD were coordinating a plan to
contact every AFL-CIO state and local
central body, every MTD port maritime
council, as well as Building Trades and
Metal Trades councils across the nation,
asking them to lend a hand in convinc
ing Congressmen from their districts to
support the amendments to the oceanmining legislation.
The director of the AFL-CIO Com
mittee on Political Education, Alex
ander Barkan, called upon COPE
directors across the nation to get the
word to Congressmen in their areas that
organized labor is united in its
commitment to protect for American
workers the jobs that will flow from
federal approval of ocean mining.
When the House debate opened.
Congressman Murphy and Congress
man John Breaux of Louisiana, cosponsors of the amendments, were
fully equipped to carry their fight on the
floor.
The payoff for the determined efforts
of Seafarers and their friends in
organized labor came when the House
overwhelmingly adopted both amend
ments.
This "strong display of support for the
American worker brought a bonus
when the House passed a third amend
ment, introduced by Congresswoman
Lindy Boggs of Louisiana, that would
make deep seabed ocean-mining vessels
eligible for federal construction and
operating subsidies.
A Classic Case
The story of the ocean-mining
legislative battle is a classic case in the
Seafarers' constant battle to protect
their livelihood against big-money
interests that ignore safety and decency
to operate on the cheap under foreign
flags. The lure of immense quantities of
valuable nickel, copper, manganese and
cobalt lying in softball-size lumps at the
bottom of the seas has provided the
multinational consortia with an
economically profitable and legisla
tively tricky challenge.
Initial efforts to establish interna
tional rules for the exploitation of the
sea beds floundered as session after
session of the Law of the Sea Con
ference stumbled in disagreements
among delegates for 158 nations. This
failure led the massive international
development groups to support legisla
tive efforts in the United States and
other industrial nations to open a legal
path to tnining the oceans.
The SlU's legislative team in Wash
ington, headed by Legislative & Politi
cal Action Director Dave Dolgen,
constantly on watch for the dangerous
maneuvering of those who would
weaken the U.S. merchant marine,
started informing Congressmen of the
Seafarers' interest in ocean-mining
proposals as they surfaced several
months ago.
AFL-CIO Joins Battle
The SlU was joined by the AFL-CIO,
the Maritime Trades Department and
the Building and Construction Trades
Department in officially calling for the
adoption of legislation that would
require ocean-mining ventures sup
ported by U.S., laws to use mining
vessels and ore carriers built in the
United States, manned by Americans
and documented under the U.S. flag.
The House Merchant Murine and
Fisheries Committee took the initiative
in drafting legislation. The committee's
chairman. Congressman John Murphy
Battle Switches to Senate
of New York, and its members are
thoroughly familiar with the complex
ities of U.S. maritime matters. A
majority of the members looked favor
ably upon the recommendations of the
coalition of labor organizations.
The Merchant Marine Committee,
however, was not alone in considering
legislation to regulate this vast new
industrial field.
The House Interior and Insular
Affairs Committee, which is responsible
for laws affecting mining, agreed thai
the benefits of ocean mining operations
protected by U.S. law should go to
American workers and industry.
Big Oil Fights Back
Al Barkan
24/ LOG / August 1978
But the Committee on International
Relations, long a stronghold of oil
interests and multinational conglom
erates, opposed any provisions that
would protect the American worker.
Seafarers took a battering in a
conference of the committees, where the
internationalists prevailed. All language
that would protect ocean-mining jobs
for American workers was stripped
from the bill.
There was just one way to recover.
And that was by submitting amend
ments to the bill as it was being
considered by the full 435-member
House.
The SlU legislative staff conferred
with Andrew J. Biemillcr. the AFLClO's director of legislation, and the
premier labor lobbyist in the nation's
capital. Strategy was set to gain support
SIU Alerts Port Agents
With victory in the House of Rep
resentatives, the focus of the campaign
has now switched to the Senate, where
the battle lines will be drawn on
retaining the House-adopted amend
ments. Three Senate Committees—the
Committee on Energy and Natural
Resources, the Commerce Committee
and the Foreign Relations Committeewill be considering the bill.
Once again Seafarers will be called
upon to take part in the political
decision-making in Washington. And
once again, they will have the support of
their SI U's Washington team, the MTD,
the AFL-CIO and the many other facets
of the trade union movement in
convincing 100 U.S. senators that
protecting jobs for American workers is
in the national interest.
At the same time, the SIU legislative
team alerted all SIU port agents that
victory in the ocean-mining battle
depended on Seafarers making their
views known to Congressmen at the
local level. Congressmen are increas
ingly reacting as much, or more, to
voices from their home districts as to the
pleadings of lobbyists in Washington.
Port agents sent the word to Sea
farers that their letters, their cards, their
telegrams and, when possible, their
visits to Congressional offices were
urgently needed--that once again,
seafaring jobs were on the line in
Congress.
The members responded. And their
actions were reinforced by the SIU
Washington staff, which provided
factual information required to support
amendments that would:
• Require all ocean-mining vessels to
be built, manned and registered Amer
ican, and
• Require that at least one ore carrier
from each mining site be an American-
Andrew Biemiller
for amendments that would reinstitute
the goals of the SIU.
The SlU and the MTD have con
sistently pitched in on a wide variety of
legislative campaigns aimed at bringing
a more rewarding life to American
workers and their families. Conse
quently, closely coordinated efforts
between the SlU, the MTD, the AFLCIO, the Metal Trades, Building Trades
and other Federation departments is a
common occurance.
\
�HJ
.ftAiftit.?
EL PASO SOUTHERN (EI Paso),
June 24—Chairman, Recertified Bosun
Steve Homka; Secretary H. Huston. No
disputed OT, Chairman noted that
headquarters would be contacted on
arrival for information on time off and
vacations. Report to the Log: "Have
just completed our shakedown cruise,
all hands are happy to get back in port.
Ten days of sunshine and swimming on
the warm weather run is too much for
them. We are looking forward to our
first cargo in Algeria. Hope it is as
smooth as this trip was."
OVERSEAS HARRIETTE (Mari
time Overseas) June 11—Chairman,
Recertified Bosun Donato Giangiordano; Secretary R. Tyndall; Educa
tional Director Emmett Neathery. No
disputed OT. Chairman discussed the
importance of donating to SPAD. It
was requested that a check be made on
the conditions of an unsafe dock in Phil
adelphia. There are no lights and no safe
walking area. Next port Rotterdam.
SEA-LAND ECONOMY (Sea-LandX
June 20—Chairman, Recertified Bosun
A. McGinnis; Secretary L. Nicholas;
Educational Director L. A. Acosta;
Deck Delegate B. Jarratt; Engine Del
egate R. Celious; Steward Delegate S.
Morris. $241 in movie fund. No dis
puted OT. The chairman presented the
highlights of the new contract to the
meeting, explaining the points and ans
wering questions. Everyone wishes to
extend a vote of thanks to Paul Hall,
Frank Drozak, the Negotiating Com
mittee, and all who were involved in fin
alizing this outstanding contract. A vote
of thanks is extended to Gene Taylor,
Houston Patrolman, for coming to the
ship with all the information in regard
to the new contract that was available at
the time. The letter that was received
from Paul Hall was posted for everyone
to read and will be a topic of conversa
tion aboard this ship. Next port Port
Everglades.
PENNY (Apex Marine Co.), June 25
—Chairman, Recertified Bosun John
Furr; Secretary S. Gutierez; Educa
tional Director Williams; Deck Del
egate John Wolfe. No disputed OT.
Telegram received about the IVi percent
increase was posted on the bulletin
board for all to read. A vote of thanks
was extended to the union officials for a
job well done on the new increases in
wages and benefits. Also a vote of
thanks to the steward department for a
job well done. Next port New York.
CONNECTICUT (Ogden Marine),
June 17—Chairman, Recertified Bosun
M. Beeching; Secretary C. Scott; Edu
cational Director J. Wall. No disputed
OT. On June 16th Captain Woods
received a radiogram about the ship Yel
lowstone. He mustered all the crew and
put the flag at half mast and held one
minute of silence in memory of the men
who died aboard the Yellowstone. A re
quest was made for clarification of the
working rules aboard tankers.
GOLDEN DOLPHIN (Apex Marine),
June 12—Chairman, recertified Bosun
Bob O'Rourke; Secretary D. Bronstein;
Educational Director A. DiFabrizio.
Received Logs in Karachi. Chairman
reported that all crewmembers were
cooperating to keep this a smooth voy
age. It was noted that the steward de
partment was doing a super job in serv
ing such top flight cuisine as lobster, filet
mignon, homemade gumbo and the
Captain's special bar-b-que. Report to
Log: "Captain's second bar-b-que was
more successful than the first one. There
were more ribs and refreshments con
sumed—a nice treat enjoyed by all."
Next port Bahamas.
TRANSINDIANA (Hudson Water
ways), June 12—Chairman, Recertified
Bosun Julio Delgado;, Secretary W.
Fitch; Educational Director P. Smith.
No disputed OT. Chairman asked all
crewmembers to remember that before
you register for shipping you must
now have a passport. A vote of thanks to
the steward department for a job well
done. Observed one minute of silence in
memory of our departed brothers.
SEA-LAND VENTURE (Sea-Land),
June 4—Chairman, Recertified Bosun
E. Morris Jr.; Secretary Roy R. Thomas;
Educational Director Henry Duhadway. $26 in ship's fund. No disputed OT.
Chairman gave a discussion on the
articles in the Log, the communications
received and the importance of donating
to SPAD. Also that some members were
getting off to go fishing and the crew
wished them well. A vote of thanks to
the steward department for a job well
done. Observed one minute of silence in
memory of our departed brothers. Next
port New Orleans.
BALTIMORE (Sea-Land), June 11
—Chairman, Recertified Bosun Jose
L. Gonzales; Secretary George W. Gib
bons; Educational Director W. J. Dunnigan. $15.25 in ship's fund. No dis
puted OT. Secretary reported that a
patrolman came down to the ship in
Baltimore and discussed the contract
and the importance of upgrading. Also
that everything was going fine and there
was a good crew on board. A vote of
thanks to the steward department for a
job well done. Next port Philadelphia.
BORINQUEN .^'Puerto Rico Mgt.),
June 11—Chairman, Recertified Bosun
C. Gonzalez; Secretary H. Galicki; Edu
cational Director O. Bermeo; Deck Del
egate A. O. Maldenado; Engine Del
egate F. Sandy; Steward Delegate F. R.
Cordero. $7 in ship's fund. No disputed
OT. Chairman reported that we are
crewing up ships every month so all
members should upgrade as soon as
possible. New vacation pay and retire
ment pay were discussed. There will be
further discussions when the patrolman
comes aboard in the next port. Next
port San Juan.
MARY (Marlin Shipping), June 25—
Chairman, Recti dfied Bosun A. H.
Schwartz; Secretary C. N. Johnson;
Educational Director Stephen B. Mittendorff. No disputed OT. Chairman
brought to the attention of all crewmembers the new wage increase. All
members gave the Union a vote of
thanks for a job well done on the new
contract. Discussed the importance of
donating to SPAD. A vote of thanks to
the steward department for a job well
done. Observed one minute of silence in
memory of c ur departed brothers. Next
port Tampa.
LONG BEACH (Sea-Land), June 18
-Chairman Dave Manzanet; Secretary
O. Smith; Educational Director S.
Green. Some disputed OT in deck de
partment. $68.27 in ship's fund. The
chairman noted that he was sure that
everyone saw and read the telegram
from President Paul Hall on the new
three year contract. He personally
thought it was a very good contract and
asked all to join him in saying thanks to
President Hall and the negotiating com
mittee for a job well done. Brother
Frank Balasia was hospitalized in the
Port of Livorno, Italy. He will undergo
corrective surgery on a badly injured
hand. We all wish him a good and
speedy recovery. Next port Rotterdam.
SEA-LAND FINANCE (Sea-Land),
June 11—Chairman, Recertified Bosun
J. Pulliam; Secretary A. Reasko.No dis
puted OT. Chairman advised all crewmembers to go to Piney Point and up
grade as there are openings in all three
departments. Also discussed the im
portance of donating to SPAD. Steward
thanked all members for keeping the
ship clean. Observed one minute of
silence in memory of our departed
brothers.
SEA-LAND EXCHANGE (SeaLand), June 25—Chairman, Recertified
Bosun V. Poulsen; Secretary R. Prin
cipe; Educational Director G. E. Renale.
$145 in movie fund. No disputed OT.
Chairman reported that a radiogram
was received from headquarters in
reference to the wage increase. Also
advised all members to get their lifeboat
ticket. Captain requested that any un
safe equipment be reported to depart
ment heads immediately. A vote of
thanks to the steward department for a
job well done and to all department del
egates for their cooperation.
OVERSEAS ALASKA (Maritime
Overseas), June 30—Chairman, Recert
ified Bosun Joe Justus; Secretary T.
Bolton. No disputed OT. Chairman re
ported that the ship is going to anchor
off New York and unload part of the
cargo and then dock at Bayonne, N. J.
Anyone leaving the ship should turn in
for replacement in plenty of time so the
ship will not sail shorthanded. It is also
requested that we have launch service in
Panama Canal in lieu of no launch ser
vice at the loading port which is the stor
age ship. A vote of thanks to the deck
and engine departments for keeping
mess halls and pantry clean at night.
Next port New York.
SEA-LAND MARKET (SeaLand), June 20—Chairman, Recertified
Bosun W. Nash; Secretary R. Hutchins;
Deck Delegate A. Kotsis; Engine Del
egate E. Liwag; Steward Delegate J. Alberti. Secretary requested that all crewmembers be on hand for the meeting
with the boarding patrolman upon
arrival in Elizabeth for a discussion on
the new contract. No disputed OT. A
vote of thanks to all department del
egates for their cooperation for making
this voyage a smooth one. Observed one
minute of silence in memory of our de
parted brothers. Next port Portsmouth.
ARIES (Apex Marine Corp.), June
4 Chairman, Recertified Bosun John
Pierce; Secretary J. Reed. No disputed
OT. Chairman reported that all Class C
men who have been on the ship for the
period of 60 days must get off the ship as
there are replacements for them. Also a
discussion on what the new contract
was going to be. We will get rundown on
the new contract from the patrolman at
the payoff. Everyone is very pleased
with the bar-b-que cookouts on deck.
We have about one a week and we hope
the new Captain goes along with the
same thing.
BROOKS RANGE (Interocean
Ocean Mgt.), June 18—Chairman, Re
certified Bosun S. Monardo; Secretary
D. Collins; Educational Director
Thomas J. Thomas. No disputed OT. A
radiogram was received from Paul Hall
and posted for all to read. Chairman re
ported that this had been a very good
trip except for some rough weather. Re
port to Log: "The length of the SS
Brooks Range is 906 feet and the width
is 178 feet. The total weight is 185,000
tons." Next port Long Beach.
POTOMAC ( Ogden Marine), Chair
man Steven Coker; Secretary V. Young;
Educational Director H. N. Foster;
Deck Delegate Charles Mann; Engine
Delegate F. W. McPaul; Steward Del
egate Floyd Harmonson. Some dis
puted OT in deck and engine depart
ments. Report to Log: "The crew of the
Potomac would like to give their deepest
sympathy for the death of Seafarer
Robert Kurtz, oiler, who died in the
Port of Chittagong India." Next port
New Orleans.
Official ship's minutes were also
received from the following vessels:
JEFF DAVIS
GALLOWAY
SEA-LAND CONSUMER
ALLEGIANCE
MOUNT NAVIGATOR
SEA-LAND ANCHORAGE
GOLDEN MONARCH
STUYVESANT
PONCE
NEW YORK
TAMPA
OVERSEAS JOYCE
SEA-LAND PANAMA
ZAPATA ROVER
CAROLINA
TRANSCOLORADO
BAYAMON
OGDEN WILLAMETTE
ARTHUR MIDDLETON
ARECIBO
SEA-LAND PIONEER
TRANSCOLUMBIA
MAYAGUEZ
SAN PEDRO
PISCES
ROSE CITY
AMERICAN HERITAGE
TAMARA GUILDEN
CAPRICORN
OVERSEAS ALICE
BRADFORD ISLAND
SEATTLE
BANNER
COVE COMMUNICATOR
AQUADILLA
MOUNT EXPLORER
JACKSONVILLE
DELTA COLOMBIA
MOHAWK
CHARLESTON
DELTA MAR
WALTER RICE
MONTPELIER VICTORY
DELTA URUGUAY
DELTA MEXICO
SUGAR ISLANDt;R
PITTSBURGH
ROBERT TOOMBS
DELTA SUD
ALEX STEPHENS
GUAYAMA
August 1978/LOG / 25
�SIU Atlantic, Golf, Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DlGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsay Williams
Cal Tanner
Dispatchers Report for Deep Sea
JULY 1-31, 1978
*TOTAL REGISTERED
All Groups
Class A Class B Class C
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
4
32
2
9
3
1
5
13
4
8
5
4
1
13
5
0
109
1
8
0
3
5
0
0
6
5
13
4
14
0
7
0
0
66
12
87
30
27
10
10
20
72
28
49
11
37
20
63
0
7
483
5
39
13
10
4
3
11
15
11
20
7
12
13
27
21
2
213
1
27
3
4
6
0
0
3
1
16
3
11
0
8
0
1
84
8
143
18
45
18
7
31
156
61
48
37
60
23
148
0
1
804
3
26
1
11
2
0
4
17
5
5
2
7
0
15
0
1
99
0
4
0
2
3
1
0
7
4
2
3
6
0
9
0
0
41
ENGINE DEPARTMENT
3
3
45
3
9
3
3
8
19
2
6
4
6
4
18
7
0
140
0
2
0
1
1
0
1
1
0
4
2
2
0
2
0
0
16
2
16
1
3
1
1
1
0
1
5
1
4
2
4
0
1
43
3
142
15
32
8
6
35
109
60
58
17
32
13
90
0
0
620
6
59
4
18
2
2
9
22
12
10
5
9
1
17
1
1
178
0
3
0
2
1
0
0
3
0
0
1
0
0
3
0
0
13
STEWARD DEPARTMENT
1
0
4
67
25
64
8
13
1
12
8
5
6
1
2
0
2
0
10
3
0
31
13
2
14
5
0
18
116
4
1
2
4
22
7
14
15
4
3
35
17
3
27
0
1
1
0
-1
247
131
214
3
75
4
10
12
4
15
74
24
38
12
20
6
61
0
1
359
0
13
0
3
2
0
3
12
3
6
1
2
1
4
0
G
50
1
5
0
0
0
0
0
1
0
43
2
6
0
0
0
0
58
3
51
9
28
4
3
12
57
20
31
6
16
16
33
0
2
291
9
147
29
34
8
6
12
62
22
19
27
26
23
35
5
2
466
10
214
1
17
3
1
6
26
11
78
41
22
7
51
0
0
488
1,342
1,081
514
341
675
539
2,074
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
793
600
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
iiotals
4
54
8
7
11
36
22
10
1
229
0
7
0
3
1
0
0
8
1
4
0
1
1
1
7
1
35
0
6
0
1
0
0
0
0
0
28
2
8
2
0
0
0
47
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Totals All Departments . . . .
26 / LOG/August 1978
3
67
20
16
7
8
22
38
23
41
10
22
16
55
0
3
351
3
43
4
5
4
5
6
20
6
7
4
16
5
22
20
0
170
ENTRY DEPARTMENT
3
34
4
9
1
31
4
93
19
29
6
4
10
42
20
15
13
20
28
31
53
4
391
5
176
0
15
4
2
5
13
12
94
32
16
5
29
0
2
410
HEADQUARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALGONAC, Micb.
520 St Clair River Dr. 48001
(313)794-9375
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St 02111
(617) 482-4716
BUFFALO, N.Y
290 FraoUin St 14202
(716) TL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Obio
1290 Old River Rd. 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3 St 58806
(218) RA 2-4110
FRANKFORT, Micb
P.O. Box D
415 Main St 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St 77002
(713) 659-5152
JACKSONVILLE, Fia.
3315 Liberty St 32206
(904) 353-0987
JERSEY CO Y, NJ.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Aia
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St Mary's County 20674
(301) 994-0010
PORT ARTHUR, Trx
534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Juncos,
Stop 20 00909
(809) 724-2848
SEATTLE, Wash.
2^05 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fia. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Obio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan
P.O. Box 429
Yokohama Port P.O.
5-6 Nibon Obdori
Naka-Ku 231-91
201-7935
West Coast Stewards Halls
HONOLULU, Hawaii ... 707 Alakea St. 96813
(808) 537-5714
PORTLAND, Or
421 S.W. 5th Ave. 97204
(503) 227-7993
WILMINGTON, Ca. . .408 Avalon Blvd. 90744
(213) 834-8538
SAN FRANCISCO, Ca. 350 Fremont St. 94105
(415) 543-5855
�Boatmen Keep Traffic, Commerce Moving on Lakes
Threading a freighter through a
narrow channel or towing a harge,
SIU Boatmen are a vital part of
the lahor force that keeps traffic
moving on the Great Lakes.
In fact, working for companies
like Great Lakes Towing and
Hannah Inland Waterways, they
cover the Lakes. Great Lakes Tow
ing is the higgest shipdocking
operator in the area. Its fleet of 40
tugs provides service in all 11 major
Great Lakes ports.
Hannah Inland Waterways has a
smaller hut powerful fleet which
makes up the largest tug and harge
liquid bulk transport on the Lakes.
Operating all year—even through
the ice-packed northern winter—
Hannah's tugs bring chemicals and
petroleum to all Lake ports. Most
of the boats are 146 feet long and
have 4,000 hp. They tow barges up
to 51,000-barrel capacity.
i1
fcs /
X-
Deckhand Dick Gimpel gets the lines ready to tow a 600 ft. long ore-carrier out of a
Detroit slip. He is on the tug Kentucky (Great Lakes Towing).
AT.'•.?.!:
n Two Michaels, Keiley on the left and Slaght on the right, are both deckhands on
the tug Margaret M. Hannah (Hannah Inland Waterways).
••
s• •
......
.
•
-!
m
*
' ~ T'" '' YYV'Y'
•"
i-'i
•'-J
m.
a
/f'
•*'
^
ij'
4,^
Deckhands Lee Egland, left, and Ken Glaser had time for a coffee break while
their tug, the Margaret M. Hannah, was tied up at tne River Rouge loading point in
Detroit. Glaser recently completed the AB course at the Lundeberg School.
SIU Oiler "Dean" Sams, a 22 year book man, repairs an electrical deck fitting on
tug America (Great Lakes Towing) in Detroit.
Louis Pion, cook on the Margaret M. Hannah, is an 18 year member of the SIU.
Deckhand John Marx prepares to lake a stern line on the SlU-contracted orecarrier Roger M. Kyes (American Steamship). Marx is on the Maine (Great Lakes
Towing), one of two tugs bringing the 680 ft. shipr to a Detroit steel plant.
August1978/ LOG / 27
�Waterman Steamship on Comeback Trail
It wasn't too many years ago that the tial subsidies (ODS) will be granted a
U.S.-flag company for specific trade
grand old name of Waterman Steam
routes.
ship appeared to be heading toward the
Waterman has applied for ODS on
boneyard for a peaceful rest alongside
the memories of so many other defunct six new trade routes for runs be
tween U.S. North Atlantic ports to
American flag steamship companies.
England and the European continent.
The company was down to only six
The final ruling on whether or not
ships from a high of 37 vessels in World
Waterman will get these subsidies will
War II. And it looked like it was only a
not be given until early September. If
matter of time before the company, one
of the oldest U.S.-flag steamship outfits the Board denies the subsidies, the com
pany will not be able to follow through
in the nation, would go under.
However, with the help and coopera on its new ship plans.
Either way. Waterman has truly made
tion of the SIU, Waterman began a slow
a
big
comeback in the most highly com
and steady comeback. And today, with
its fleet numbering 19 vessels, the com petitive area of merchant shipping—the
pany is once again regarded as one of the liner trades.
The company itself was founded in
major freight movers in the U.S. mer
1919 by John B. Waterman in the port
chant marine.
The reemergence of Waterman as a of Mobile. One of the company's vessels
force in the American maritime industry is named after him.
Waterman hit its peak as a steamship
was by no means an accident or due to
luck. The big breakthrough for Water operator in World War II. The company
man and many other foundering U.S.- operated a total of 125 vessels, 37 of
flag companies came eight years ago which were directly owned by Water
with passage of the SlU-backed Mer man.
However, after the War, Waterman,
chant Marine Act of 1970.
Under the Act's Construction Dif like so many other U.S. flag operators—
ferential Subsidy (Title XI) program. and for that matter the entire U.S.
merchant marine—began to go down.
Waterman was given the incentive and
The SIU worked in Washington,
means to begin to build new ships.
As a result of this. Waterman now has D.C. to help keep Waterman and other
U.S. companies afloat.
three new LASH vessels as the pride of
its fleet. And the company is in the
Then in 1970, the SIU helped spear
process of embarking on another new
head passage of the Merchant Marine
building program to further enlarge its
Act. Using construction differential
operations.
subsidy funds provided by this law.
Nothing, however, comes easy in the
Waterman started to build.
U.S. merchant marine today. And
On Sept. 29, 1973, Waterman took
Waterman's new building program de
delivery of the LASH vessel Robert E.
pends directly on the actions of the
Lee. Three months later came the
Maritime Subsidy Board (MSB).
LASH Stonewall Jackson. And soon
The MSB is the government agency
after that it was the Sam Houston.
that determines if operation differen
The SIU also worked to help get
INl
Your Ticket to the
Wheelhouse
Waterman operational subsidies for
new and expanded trade routes. The
new trade routes encouraged the com
pany to enlarge its fleet through the
purchase of ships on the block.
Waterman's immediate plans for fu
ture expansion are really still up in the
air. But one thing is sure. The company,
with the continued help of the SIU, is
here to stay.
An Unbreakable Contract
SIU Pensioner Mason Seals worked under a lot of contracts in his days of sailing.
But the contract he values most is the one he reached agreement on 50 years ago
w[th his wife. Brother Seals recently celebrated his Golden Wedding Anniversary
as shown in above photo. Mr. and Mrs. Seals live in New Orleans. Among the
audience of well wishers at the anniversary party were the couple's seven
children and 19 grandchildren. The SIU wishes these beautiful people calm seas
and smooth sailing for the next 50 years.
MBrptherhood mActioin
..for SIU members with an alcohol problem
"1 only drank beer. I didn't think that
would hurt me. While at the Center I
learned that beer is alcohol," said Sea
farer Willie Palmer of San Francisco,
who recently celebrated one year of
sobriety. From the help he received at the
Center and through his own determina
tion, Brother Palmer was able to stop
his drinking.
He said, "1 didn't have a severe prob
lem but 1 always seemed to be involved in
beefs on a ship. 1 also found it difficult to
spend any length of time on a ship."
Now that he is sober, Seafarer Palmer
has noticed improvements in his life. He
was able to sail on his last ship for six
months. "I have also been able to save
some money," he commented.
Brother PalmerJoined the SI U in 1967,
working in the Steward Department. He
said that "since I have been through the
program at the Center, I have gotten
foresight about my career." He is cur
rently enrolled in the Cook and Baker
|)rogram at the Lundeberg School and
plans to attend the Chief Cook and Chief
Steward programs also.
Seafarer Palmer would like to rec
ommend the program to all of his bro
thers. "There is a great staff at the ARC.
If you think you have a problem with
alcohol, the only thing for you to do is go
to the Center," he said. "Some of my fel
low Seafarers do have problems with
alcohol and I would like to recommend
the ARC to them. I hope you realize
who you are and get the help you need."
If you have a problem with alcohol,
contact your SIU representative or the
Seafarers Alcoholic Rehabilitation
Center.
1
Alcoholic Rehabilitation Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and coim.seling
records will be kept stricily coiifidentiul. and that they will not be kept
anywhere except at Thie Center.
s
Name
Take the Towboat
Operator Course
It Starts Oct. 24 at HLSS
28 / LOG/August 1978
Book No
Address
(Street or RFD)
(City)
Telephone No
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Mcl. 20692
or call, 24 hpiirs-a-day, (301) 994-0010
(State)
(Zip)
�John J. Beaton, 68, joined the
Union in the port of Detroit in 1961
sailing as a deckhand for Dunbar and
Sullivan. Laker Beaton sailed 25
years and worked as a pipefitter in
1961. He has been a union member
since 1932. Brother Beaton is a vet
eran of the U.S. Army in World War
II. Born in Nova Scotia, Canada, he
is a naturalized U.S. citizen. He is a
resident of Detroit.
Andrew Kozak, 59, joined the
Union in the port of Detroit in 1960
sailing as a fireman-watertender for
the American Steamship Co. from
1965 to 1974. Laker Kozak sailed 28
years. He is a veteran of the U.S.
Army in World War II. A native of
Pennsylvania, he is a resident of
Plains, Pa.
Eddie Cheng, 62, joined the SIU in
1949 in the port of San Francisco
sailing as an AB, deck maintenance
and cook. Brother Cheng worked on
the San Francisco Sea-Land Shoregang from 1968 to 1978. He received
a Union Personal Safety Award in
1960 for sailing aboard an accidentfree ship, the SS Iberville. Bom in
China, he is a naturalized U.S. citizen
and a resident of San Francisco.
Alcoholism is a disease.
f
i
It can l^e treated.
•4
>
IJ
Alvin H. Wobser, 65, joined the
Union in the port of Detroit in 1959
sailing as a conveyor engineer. Laker
Wobser sailed 46 years. He was born
in Sandusky, Ohio and is a resident
of Castalia, Ohio.
mSION[RS
Leonsio D. Garcia, 68, joined the
SIU in the port of Houston in 1966
sailing in the steward department for
18 years. Brother Garcia was born in
Mexico and is a resident of Eagle
Pass, Tex.
Jack S. Chapman, 63, joined the
Union in the port of Philadelphia in
1957 sailing as a mate, pilot and
captain for the NBC Lines from 1942
to 1950 and for the C.G. Willis Co.
from 1950to 1978. Brother Chapman
was born in Winterville, N.C. and is a
resident of Kill Devil's Hill, N.C.
John Zajchowski, 67, joined the
SIU in the port of Norfolk in 1965
sailing as a wiper and in the steward
department. Brother Zajchowski at
tended a conference in Piney Point.
He is a veteran of the pre-World War
II U.S. Navy. A native of Massa
chusetts, he is a resident of Palmer,
Mass.
Levon H. Wooten, 55, joined the
Union in the port of Norfolk in 1970
sailing as a tug captain for Allied
Towing from 1956 to 1978. Boatman
Wooten was born in De Kalb
County, Ala. and is a resident of
Camden, N.C.
Thomas Wondrow Dickens, 65,
joined the SIU in 1941 in the port of
New Orleans sailing as a chief stew
ard. Brother Dickens was born in
Mississippi and is a resident of Ham
mond, La.
Oscar W. Sorenson, 61, joined the
SIU in 1944 in the port of New York
sailing as a utilityman. Brother
Sorenson sailed 36 years and rode the
Robin Line. Born in Winchester,
Wise., he is a resident of Seattle.
Edward L. Fuselier, 62, joined the
SIU in 1941 in the port of New
Orleans sailing as a chief steward.
Brother Fuselier sailed 34 years. He
is a wounded veteran of the U.S.
Army Infantry in World War 11. He
was born in St. Martinville, La. and
is a resident of Metairie, La.
Banner Committee
Gustavas M. Renares, 47, joined
the Union in the port of Detroit in
1957 sailing as an AB and deck main
tenance. Brother Renares sailed 21
years and rode the Bull Line. He was
born in Toledo, Ohio and is a resi
dent of Berkley, Mich.
Personals
Personals
Crew of the St. Louis
Orville Meffert
Stafford McCormick would like crew
Please call the editor of the Log col
members to write him at 5844 Darling lect at (212) 499 6600, ext. 242.
St., Houston, Tex. 77007.
At the table on Aug. 4 is Bosun John HIggins, ship's chairman of the SS Banner
(InterOcean Transport) at a payoff at Stapleton Anchorage, S.I., N.Y. With him is
the Ship's Committee and a crewmember of (standing I. to r.) Chief Pumpman
Abdulla Saleh, educational and safety director; Engine Delegate Terry King,
Jeffery Chapman of the steward department, chief steward Frank Nigro,
secretary-reporter, and Cook and Baker Joseph Simpson, steward delegate.
The Greening of The El Paso Southern
At first. Bill Reid thought it was a bit
of an unusual request. An El Paso Co.
official asked him to go out and buy
some plants—lots of 'um.
So, Bill Reid, chief steward of the
LNG ship El Paso Soul hern, did just
that. He bought plants—lots of 'um. In
fact, he bought $1800 worth of hanging
plants and floor plants, including a few
palm trees.
Now there are plants all over the
place on the Southern. There are plants
in the mess halls, the lounges, the day
rooms and the owner's stateroom.
Says Brother Reid, "the plants really
give the ship a nice touch. A little greenlife does a lot for the look and atmos
phere on the vessel."
The Southern, itself, is the first of
six SlU-contracted ships that El Paso
will operate between Algeria and Cove
Point, Md. Overall, she is the fourth
LNG carrier to be manned by SIU mem
bers. The other three are the Aquarius,
the Aries and the Capricorn, which are
operated by Energy Transportation.
If Tf V 1 11 1Q7R
JULyl l-Ol, 12^/0
Roberto Diaz (AB, John B. Waterman)
M, Burns, OS, John B. Waterman,
asks that you contact him at 1105 Lake
Whatcom Blvd., Bellingham, Wash.
98225.
John Merriam
Dave Marsen, who sailed with you on
the Great Lakes in 1971, asks that you
write him at U.S. Public Health Hos
pital, Ward E-5, Bay and Vanderbilt,
Sts., Staten Island, N.Y. 10301.
Andrew Charles "Whitey" IMathisen
Jeanne M. Gomer asks that you call
her at (212) 836-8949 or write her at 280
78th St., Brooklyn, N.Y. II209.
Douglas Salair
Your father, James, asks that you
write him at 1225 Vermilya St., Flint,
Mich. 48507.
Carl Allen McKinley
Please call the editor of the Log col
lect at (212) 499-6600, ext. 242.
Athanasios Vasilikos
Please call the editor of the Log col
lect at (212) 499-6600, ext. 242.
Oisntclicrs leHrt fip GrNl lakes
nOTAL REGISTERED
All Groups
TOTAL SHIPPED
All Groups
"REGISTERED ON BEACH
All Groups
Class A Class B Class C
Class A Class B Class C
Class A Class B Class C
DECK DEPARTMENT
Algonac (Hdqrs.)
23
6
3
25
19
1
35
13
4
4
32
14
4
0
6
2
4
0
28
65
65
101
94
77
ENGINE DEPARTMENT
Algonac (Hdqrs.)
15
11
4
16
14
STEWARD DEPARTMENT
Algonac (Hdqrs.)
3
2
2
6
7
ENTRY DEPARTMENT
Algonac (Hdqrs.)
14
44
14
0
0
Totals All Departments
55
63
23
47
40
5
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
August 1978/LOG / 29
�i,
Drilling on Outer Continental Shelf Means
Aerial view shows huge semi-submersible rig at work on the U.S. outer continental shelf.
Since SIU members may soon be involved in the support andsupply-of
the new effort in offshore oil drilling on the U.S. East Coast, this back
ground piece on the offshore drilling industry should be of interest to Sea
farers and Boatmen alike. A n SIU-l?acked amendment to the Outer Con
tinental Shelf Lands Act, given Congressional approval last month, re
quires that American rigs and equipment must be mannedandcrewedby
U.S. workers. In addition, the amendment provides that equipment
owned 50 percent or more by foreign nationals must be manned Ameri
can to the extent that theforeign nation favors its own workers on its own
outer continental shelf.
The offshore oil and gas industry is
becoming an integral part of the petro
leum industry, which supplies much of
the world's energy needs. And, as landbased energy reserves decline, offshore
oil and gas are becoming increasingly
more important.
The offshore oil drilling industry is
only about 30 years old. It was only
natural that as on-shore energy sup
plies were exhausted, the search for
new supplies spread to the shoreline
and eventually to the continental mar
gin.
Today, there are offshore oil opera
tions in more than 70 countries. The
Gulf of Mexico was the first and still is
the largest offshore oil field in the
world. More than 20,000 oil wells have
been drilled in the Gulf since 1954.
The offshore industry has now
spread from the Gulf of Mexico to other
U.S. Coastal areas. It is reviving off of
Southern California after a delay of
several years because of an offshore ac
cident in 1969. Some drilling is going
on offshore Alaska, and in recent
months the industry has moved to the
East Coast for the first time.
The East Coast drilling is taking
place in waters about 80 miles from the
mid-Atlantic states in an area known
as the Baltimore Canyon. In the near
future the oil companies will begin ex
ploring in the waters off the New Eng
land and South Atlantic coastal states.
Offshore oil drilling is more com
plicated and much more expensive than
land-based drilling but the basic proc
ess is similar. After the leasing process,
there are three stages to offshore drill
ing: exploration, development and pro
duction.
The leasing process is similar to an
auction. The Federal Government,
which owns the outer continental shelf
lands, sells parcels of this land to the
highest bidder. Before the sale takes
place, both the Government and the oil
companies explore the OCS lands for
their oil and gas potential and for pos
sible environmental impacts. The large
companies like Exxon, Mobil, and Shell
get most of the leases, because the bids
are usually millions and millions of
dollars.
During the exploratory drilling stage.
Tugs will play a big role in supporting the efforts of the offshore oil drilling industry on the East Coast. Photo shows SlU-manned Cape
Hatteras at work in Norfolk Harbor.
30/LOG/August 1978
many wells are drilled in whichever sec
tions of a lease area holds t'le most
promise for oil and gas. The type of
drilling vessel which an oil conipany
chooses to use in its lease area depends
• on things such as how deep the water
is, what the weather conditions are like,
and whether the ocean bottom is rough
or smooth.
Drilling rigs are vessels; they might
also be described as mobile drilling
platforms. The two most popular types
are jack-ups and semisubmersibles. In
general, the jack-up oil drilling rig is
used for drilling in shallow waters, up
to about 350 feet.
As water depths reach 1,000 feet or
more, the semisubmersible rig comes
into its own. Held in place by massive
anchors with mooring lines which go
out a mile or more, semisubmersibles
drill at depths of up to 2,000 feet. These
rigs are well suited to offshore areas
where weather conditions are severe,
such as the North Sea or Alaska, be
cause they have superior motion char
acteristics. Most of the rigs used on
the U.S. East Coast will be semisub
mersibles.
In recent years, oil companies have
had to venture farther from shore and
into deeper waters looking for oil. This
is where drillships are useful. Drillships
are highly mobile, and they have a hole
in the midsection of the hull, called a
moonpool, through which they can drill
at depths of 3,000 feet or more. Drillships can move long distances quickly
without tug assistance, and they have
the capacity to store the mud, cement,
fuel, pipe and other supplies needed for
drilling operations.
In all offshore exploration opera
tions, regardless of what type of drilling
rig is used, the crew and its equipment
operate on decks that measure from
150 to 300 feet on each side, depending
upon the overall size of the rig. Most
drilling rigs have a main deck and as
many as three subdecks. The subdecks
hold drilling supplies and housing fa
cilities for the crew.
A shift consists of three or more
roughnecks, a derrickman who works
high atop the rig, a driller, a motorman
to take care of the machinery, a crane
operator, four or more roustabouts and
a marine crew. The toolpusher or drill
ing supervisor is on call 24 hours a day.
Others on board include welders, elec
tricians, cooks, galley hands and as
sorted specialists. There are 30 to 80
persons on board at any ^iven time de
pending on the size of the rig and the
scope of the operations.
Each shift works, lives, eats and
sleeps for one to two weeks at a time
on the drilling rig. They work 12-hour
shifts of two weeks on and two weeks
off. Then, on staggered crew-change
days, they are taken back to the land in
a crewboat or by helicopter and a new
shift takes over.
Exploratory operations end after the
drilling rigs and drillships have bored
enough test holes in an area to deter
mine whether there is oil or gas there.
The drilling procedures in the develop
ment phase are almost identical to
those for drilling exploratory wells. If
the well which has been drilled is dry,
it is plugged with cement and aban
doned. Sometimes, even if oil or gas is
found, there is not enough to make up
for the cost of production so the well is
abandoned. If commercial accumula
tions of oil and gas are found, the well
is completed.
Once enough oil or gas is found to
warrant production, stationary plat-
�Thousands of Jobs for U.S. Seamen
forms attached to the ocean bottom
must be erected to actually produce a
well. In the past, when wells were in
shallow waters, platforms were easy to
build and design. However, the oil com
panies are now having to move into
much deeper waters to find oil. This
means that massive building projects
are necessary to produce larger and
larger production platforms. Many of
these platforms are several hundreds of
feet high.
The production drilling process fol
lows the same general pattern as ex
ploration drilling with two major ex
ceptions. Once a production platform
is installed over a major field, it remains
in service for as many as 30 years, or
until all of the oil and gas which can
be economically extracted has been
collected.
In addition, some production plat
forms are designed for drilling many
wells—sometimes 35 or more—instead
of just one. The drilling derricks are
mounted so that they can be moved
along the rails and start a new hole
right beside another well.
Production is a highly automated
process. While drilling is still going on
and wells are being completed, a crew
of 30 or 40 people may be present on a
large platform. But once the wells are
all completed and the oil or gas is flow
ing from the wells into a pipeline, a
crew of three to six can keep a me
dium- to large-sized platform going for
the life of the field, except during pe
riods of major maintenance. Small plat
forms with only one or two wells can
be left unmanned and visited every two
or three days.
Once production has begun, the oil
and gas may be transported ashore
either by pipeline or by tankers and
barges. Tankers and barges are gen
erally only used as a temporary means
of transportation during the develop
ment stage, or to transport oil from
fields with low production rates. Nearly
all plans for developing oil within 200
miles of the coast call for pipelines in
stead of tankers, because it is more eco
nomical.
A never-ending taxi-service between
the shore base and the offshore platforms and drilling rigs keeps a fleet of
crewboats, specialized supply vessels
and helicopters busy full time. Two or
three vessels are needed to service each
SlU-manned tugs, operated by Curtis Bay Towing, take huge offshore oil rig from Baltimore to Gulf of Mexico last year. With the opening of a
massive offshore oil drilling effort on the U.S. East Coast, coupled with the assurance that U.S.citizens must perform the work involved in the
drilling, holds a promise for more jobs across-the-board for American seamen and boatmen.
offshore installation, depending on the
distance from shore, size of the rig, and
the number of crewmen manning the
operation.
The vessels serving the offshore oil
industry perform many and varied
tasks. They haul people, food, fuel,
drilling supplies and all of the equip
ment that make the rigs and the pro
duction platforms function. Most of
the vessels over 165 feet can carry be
tween 500 and 700 tons of cargo on
their broad, open decks.
Some oil companies buy and oper
ate their own service vessels, but most
of them depend on fleet operators to
provide all the offshore services. These
independent operators function much
as the independent U.S. tanker fleet
serves the oil companies,
This set-up is also true for the drilling rigs and the platforms. This can resuit in a more efficient service opera-
An SlU-backed amendment to the Outer Continental Shelf Lands Act Insures that Ameri
can workers wilt benefit from the jobs created by expansion of the offshore oil drilling
industry.
tion since the fleet owners are more
familiar with these special purpose ves
sels. Types of vessels include crewboats, supply boats, utility boats, tugs,
pipelaying barges and anchor handling
vessels. The boats tow the giant rigs and
handle their huge anchors.
Offshore drilling operations require
extensive onshore support facilities
which are usually located in coastal
port areas. Onshore facilities include
offices, warehouses, open storage space,
docks for supplying and repairing ves
sels and heliports. In Morgan City,
Louisiana, which is the center of the
marine service industry in the Gulf of
Mexico, you can find a place within
minutes to meet virtually any need for
offshore supplies, equipment or service.
A former Seabee base in Davisville,
Rhode Island has been chosen for the
first support base on the East Coast.
More than 30 companies have leased
space there in antieipation of finding
oil off the East Coast. Exxon alone esti
mates that it will be buying more than
40,000 gallons of water and 240,000
gallons of diesel fuel each montl-.
The marine service industry is where
Americans have been particularly suc
cessful. The U.S.-flag offshore oil serv
ice fleet is more than ten times as large
as that of any other nation. The vessels
are highly efficient, and they move men
and equipment between port and the
offshore city with relative ease. They
see to it that the offshore drilling rigs
and platforms have the equipment nec
essary to work on schedule.
The Americans who began this in
dustry in the Gulf of Mexico thirty
years ago are now in great demand all
over the world teaching other nations
how to develop their own offshore oil
industries.
The offshore oil industry is the larg
est source of new maritime jobs in the
United States today. Market conditions
in the Gulf of Mexico are among the
best in the world for rigs, workboats
and construction barges. Although the
Gulf is a mature oil area, activity should
continue at an intensive pace for many
years to come.
The United States should be one of
the world's largest offshore markets in
the next ten years. By 1985, OCS leases
off the United States should be produc
ing 972 million barrels of cruit oil and
2,500 trillion cubic feet of gas. It is esti
mated that most of the gas will be pro
duced from the Gulf.
As for the oil, 45 percent will be
produced off Alaska, 15 percent in the
Gulf, 20 percent off the Atlantic Coast
and 22 percent off the Pacific Coast. As
these figures clearly show, the offshore
oil industry is still expanding and prom
ises to be a major source of new mari
time jobs and new technology for many
years to come.
Drilling for oil off the U.S. East Coast will pro
vide thousands of jobs for American work
ers on the rigs themselves and in support
and supply areas.
August 1978/ LOG / 31
�I jfinal
Donald G. "Whitey" Tucker, 45, was
killed on June 12
when the ST Yel
lowstone (Ogden
Marine) was ramm
ed and sunk by an
Algerian freighter in
the Med. Brother
Tucker joined the SI U in the port of De
troit in 1962 sailing as a deckhand, OS
and in the steward department for the
American, Reiss and Boland Steamship
Cos. He was born in Wasson, 111. and
was a resident of River Rouge, Mich.
Surviving is his widow, Sandra.
George G. Van
Etfen Jr.,48, diedof
a heart attack in
Chester, Del. on
May 26. Brother
Van Etten joined
the SlU in the port
of Houston in 1958
sailing as a chief
cbok. He sailed 24 years and rode the
Robin Line. He was a veteran of the
U.S. Navy after World War 11. Seafarer
Van Etten was born in Galveston and
was a resident there. Burial was in the
Galveston Cemetery. Surviving are his
widow, Audrey, and a daughter, Karen.
Pensioner Albert
J. Tocho, 71, died
of heart failure on
arrival at the East
Jefferson (La.)
Hospital on May
25. Brother Tocho
joined the SlU in
1947 in the port of
New Orleans sailing as a saloon steward
and bartender for 22 years on the Delta
Line. He was born in New Orleans and
was a resident of Metairie, La.
Interment was in St. Louis Cemetery,
New Orleans. Surviving is his widow,
Catherine.
Sulo Raynold
Langila, 52, died in
Thompson Twsp.,
Minn, on May 30.
Brother Langila
joined the Union in
the port of Duluth
in 1973 sailing as an
AB and wheelsman
for the Boland Steamship Co. from 1973
to 1975 and for the Kinsman Marine
Transit Co. Laker Langila was born in
Cloquet, Minn, and was a resident
there. Burial was in St. Matthew's
Cemetery, Carlton County, Minn. Sur
viving is a brother, Nestor, of Cloquet.
Pensioner Theo
dore Rodal, 73,
died of a heart at
tack in Crystal Lake
Twsp., Mich, on
Apr. 20. Brother
Rodal joined the
Union in the port of
Elberta, Mich, in
1953 sailing as an OS. He sailed 20
years. Rodal was also a commercial fish
erman. Born in Frankfort, Mich., he
was a resident there. Burial was in
Lutheran Cemetery, Ben/.ie County,
Mich. Surviving is his vJdow, Loreana.
32 / LOG/August 1978
• 'I." t U•
• c -f-
Pensioner Jack
E. Vier, 69, passed
away on June 19.
Brother Vier joined
the Union in the
port of Detroit in
1960. He sailed 31
years as an AB and
2nd mate on the
high seas, and as a wheelsman for the
American, Reiss and Boland Steamship
Cos. on the Great Lakes. Vier was born
in Carrollton, Mich, and was a resident
of Lansing, Mich. Surviving is a
nephew, Charles D. Crawford of War
ren, Mich.
Pensioner
Charles "Chuck"
Doroba, 70, passed
away on May 28.
Brother Doroba
joined the SlU in
1939 in the port of
Baltimore sailing as
a deck engineer and
fireman-watertcnder. He sailed 39 years,
was also a machinist and rode the Robin
Line. Seafarer Doroba was a veteran of
the U.S. Coast Guard before World War
11. Born in Chicago, 111., he was a resident
of San Francisco. Surviving is a sister,
Mrs. Julia Orzech of Chicago.
Pensioner Genaro A. Lopez, 66,
died on June 16.
Brother Lopez join
ed the SIU in 1940
in the port of New
Orleans sailing as a
fireman-watertender. He sailed for 36
years on Alcoa Steamship Co. and
Delta Line vessels. Seafarer Lopez was
born in Lares, P.R. and was a resident of
Vega Alta, P.R. Surviving are a son,
Reynaldo; a daughter, Olga of Bayamon, P.R. and a sister, Paca L. Santiago
of Vega Alta.
Joseph P. Greco,
28, died after a long
illness at home in
Duluth, Minn, on
May 24. Brother
Greco joined the
Union in the port of
Duluth in 1968 sail
ing as a rangeman
for the Zenith Dredge Co. from 1967 to
1968, and for the Great Lakes Towing
Co. from 1976 to 1978. He was also a
pneudraulic repairman. Laker Greco
was a veteran of the U.S. Air Force Na
tional Guard. Interment was in Sunrise
Memorial Park Cemetery, Duluth. Sur
viving are his parents, Mr. and Mrs.
Paul and Dora Greco of Duluth.
Pensioner Edgar
R. Goulet, 72, died
on June 17. Brother
Goulet joined the
SIU in the port of
Boston sailing as
cook. He rode the
Bull Line and sailed
21 years. Seafarer
Goulet was a veteran of the U.S. Navy
after World War 1. A native of Marl
borough, Mass., he was a resident there.
Surviving is a daughter, Mrs. Barbara
Velez of Jamaica Plains, Mass.
Pensioner Thom
as C. Pias, 77, pass
ed away on June 13.
Brother Pias joined
the SIU in the port
of Seattle in 1962
sailing as a saloon
messman. He sailed
for 23 years. Sea
farer Pias was born in the Philippine Is
lands and was a resident of Seattle. Sur
viving is his widow, Hisako.
k.
William S. Karaba, 26, went down
with the ST Yellow
stone (Ogden Ma
rine) on June 13
when the tanker
was rammed by an
Algerian freighter
off the Straits of
Gibraltar. Brother Karaba joined the
Union in the port of Duluth in 1971 sail
ing as an OS, wiper and gateman for
Kinsman Marine, Reiss, American and
Boland Steamship Cos. Laker Karaba
was born in Ashland, Wise, and was a
resident there. Surviving are his parents,
Mr. and Mrs. William and Emily Kar
aba of Ashland.
Ernest S. "Scotty" Quinlivan, 53,
died of heart disease
in Outer Drive Hos
pital, Lincoln Park,
Mich, on Apr. 24.
Brother Quinlivan
joined the SlU in
the port of New
York in 1963 sailing as an AB. He sailed
27 years for the Barge Lock Bay Co.,
Erie Sand and Gravel Co. and American
Steamship Co. Laker Quinlivan was
born in Glasgow, Scotland and was a
naturalized U.S. citizen. He was a resi
dent of Palm Harbor, Mich. Cremation
took place in the Woodmere Cemetery,
Detroit. Surviving is a sister, Mrs.
Colina Phillips of Southampton,
England.
Frank Travis, 50,
died of heart disease
on arrival at the
Coco Solo Hospi
tal, Panama Canal
Zone on June 2
after being taken off
the ST Overseas
4.Anchorage (Maritime Overseas) in Cristobal Bay.
Brother Travis joined the SlU in the
port of New Orleans in 1955. He sailed
as a 2nd and 3rd assistant engineer,
QMED and chief pumpman for 30
years. He was born in Louisiana and
was a resident of Silbey, La. Surviving
are his widow, Bobbie of Minden, La.
and a sister, Mrs. Bessie Walker of New
Orleans.
v.
Pensioner Elmer
Kent, 52, died on
June 9. Brother
Kent joined the
SlU in 1945 in the
port of Baltimore
sailing as a cook for
30 years. He walked
the picketline in the
1961 Greater- N.Y. Harbor beef. Sea
farer Kent was born in Baltimore and
was a resident there. Surviving is a
sister, Mrs. Edith M. Spencer of Bal
timore.
Eugene Labinsky, 58, died on June
15. Brother Labinsky joined the SlU
in the port of New
York in 1963 sailing
as a chief cook. He
was also a member
of the NMU from
1940 to 1945. Seafarer Labinsky also
sailed during the Vietnam War. He was
on the picketline in the 1963 Delta Line
beef. Born in Philadelphia, Pa., he was a
resident of Jacksonville. Surviving is his
widow. Norma.
Pensioner
Charles E. Lee Jr.,
67, died of heart
failure in the Me
morial Medical
Center, Savannah,
Ga. on May 13.
Brother Lee joined
the SlU in 1939 in
the port of Savannah sailing as a bosun.
He sailed 38 years and during the Viet
nam War. Seafarer Lee was born in Sylvania,Ga. and was a resident of Savan
nah. Burial was in the Hillcrest Abbey
Cemetery, Savannah. Surviving are his
widow, Mary; a son, David; a daughter,
Eva and a brother, Rufus of Savannah.
4
Pensioner Eu
gene Watson, 74,
died of natural
causes in the Har
lem (N.Y.) Hospital
Medical Center on
May 30. Brother
Watson joined the
SlU in 1938 in the
port of New York sailing in the steward
department. He was born in Portsmouth,
Va. and was a resident of New York
City. Interment was in Mount Holiness
Cemetery, Butler, N.J. Surviving is his
widow, Mabel.
James H. Rey
nolds, 51, died of a
throat ailment in
the Galveston
USPHS Hospital
on May 18. Brother
Reynolds joined the
SIU in the port of
I
Houston in 1974
sailing as a QMED and 2nd electrician.
He was a veteran of the U.S. Navy in
World War IL Seafarer Reynolds was
born in Portsmouth, Ohio and was a
resident of Houston. Interment was in
the Houston National Cemetery.
Surviving are his widow, Brcnda; a
daughter, Kirstin and a stepson,
Edward A. Stewart.
Peter K. "Red"
Shaughnessy, 55,
was lost on the ST
Yellowstone (Ogden
Marine) on June 13
when the tanker
was rammed by an
Algerian freighter
in the Med. Brother
Shaughnessy joined the SIU in the port
of New York in 1968 sailing as a reefer
engineer, QMED and chief electrician.
He attended the MEBA District 2
School of Engineering, Brooklyn, Y. in
1971 and upgraded at Piney Point in
1976. Seafarer Shaughnessy also rode
the Robin Line. He was a veteran of the
U.S. Navy serving on the USS Pope in
World War 11. Before joining the mer
chant marine, he was a pump manu
facturer representative for the Esso and
Shell Oil Cos. aitd had his own electric
machines repair business. He was born
in Brooklyn and was a resident there.
Surviving are his widow, Anne; a son,
Gerard and two daughters, Lynne and
Lorraine.
Phillip Speer, 61,
died of lung failure
in the New Orleans
USPHS Hospital
on Apr. 6. Brother
Speer joined the
SIU in the port of
New Orleans in
1968 sailing as a
fireman-w^tertender for the Waterman
Steamship Co. He was bom in La
Ceiba, Honduras and was a resident of
Kenner, La. Seafarer Speer was a natur
alized U.S. citizen. Burial was in Lake
Lawn Park Cemetery, New Orleans.
Surviving are his widow, Margarita,
two sons, Oscar and Juan; a daughter,
Clara and a stepson, Raul Molina.
�-'
Amoco Cadiz Aftermath Getting Uglier All the Time
In a way, it's a little like the Wicked
/itch of the West: the more you look at
|t, the uglier it gets.
Unfortunately, however, the unfold
ing story of the worst oil spill in history
no make-believe tale from the Wizard
f Oz. And the more we learn about it,
the uglier it does get.
It was just last March when the tanker
lAmoco Cadiz. American-owned, Lijberian-registered, "flag-of-convenience"
[ship, ran aground off the coast of
I France spilling 68 million gallons of oil
[into the sea.
A "Preliminary Scientific Report",
I issued in July by the National Oceanic
and Atmospheric Administration, in co
operation with the Environmental Pro
tection Agency, has updated the initial
reports of the disaster with more grim
details.
This report reveals that over 190 miles
of French coastline were contaminated
by the spill. This is roughly equivalent to
the coast of Washington from Cape
Rattery to the Columbia River. Some
100 miles were "heavily oiled", enough
to stretch along the entire coast of
Georgia.
It is a grisly comparison to make, but
it's not so far fetched, especially when
you consider that 50 percent of our oil
imports are carried in "flag-of-con
venience" ships which, the statistics
prove, are much more accident prone
than American ships.
It has already happened—though to a
lesser extent than the Amoco Cadiz—
when the "flag-of-convenience" tanker
Argo Merchant ran aground off Nan
tucket Island in late 1976 and dumped
9.6 million gallons of oil into the sea.
The more "flag-of-convenience" ships
there are operating in our waters, the
greater the chances are that it could
happen again.
The NOAA-EPA report indicated
that about one third of the 68 million
gallons spilled by the Amoco Cadiz ac
tually washed ashore on the coast of
France.
What happens when so much oil
comes ashore? For starters, according to
the report, some 3,200 birds were killed,
including many considered rare or en
dangered in France. Substantial
amounts of oil also sank to the ocean
floor, the report noted, but the impact of
this on bottom life has yet to be de
termined.
The effect of the spill on the searelated industries of France has been
substantial, especially to its oyster oper
ations. An undetermined amount of
damage has been done to the seaweed
industry, as well, and scientists have said
that lobster holding pens in the area
could be out of service for as long as a
year.
The effects of such a large oil spill are
far reaching, and the NOAA-EPA re
port shows that even crops growing in
shoreside areas could have been con
taminated by hydrocarbons blown
ashore by gale-force winds. It is possible
that such hydrocarbons have entered
the human food chain after food ani
mals ate contaminated forage crops.
Dr. Wilmont N. Hess, director of the
NCAA's Environmental Research Lab
oratories, and editor of the report,
summed up the extent of the damage
caused by the spill to the environment
when he said, "we have never seen bio
Notite to Members On Job Call ProteAire
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
The Log would like to point out a
printing error in the July 1978 issue of
the paper in an article appearing on page
II dealing with the new Death Benefit
for active Seafarers.
The error concerned two of the
amounts in the new escalating Death
Benefit as shown in the article. So,
following is a complete rundown of the
new Death Benefit with corrected
amounts.
The new Death Benefit and the seatime requirements for receiving it are
as follows:
• $5,000—125 days seatime in the
previous calendar year, and 1 year
employment in the 6 month period
immediately preceding date of death.
• $10,000-^ 125 days seatime in each
of the 3 consecutive previous calendar
years, and 1 day in the six month period
immediately preceding date of death.
• $12,500—125 days in each of the 4
consecutive previous calendar years,
and one day in the previous six months.
• $15,000—125 days in each of the 5
consecutive previous calendar years,
and l*day in the previous six months.
• $17,500—125 days in each of the 6
consecutive previous calendar years,
and 1 day in the previous six months.
• $20,000—125 days seatime in each
of the 7 consecutive previous calendar
years, and 1 day in the six month period
immediately preceding date of death.
The new Death Benefit Schedule is
applicable to active Seafarers only. The
Death Benefit for retired deep sea mem
bers remain at $5,000.
clinic card
seaman's papers
INLAND
Dispatchers Report for Inland Waters
IITI V l-'^l
X
107R
X7/0
*TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Clarification of
Death Benefit
In New Deep
Sea Pact
logical damage of this geographical ex
tent in any previous oil spill."
There is no wizard who can wave a
magic wand to keep disasters to the en
vironment, such as the Amoco Cadiz
spill, from happening in American
waters. Nothing comes that easy. But
there are things that can be done. The
noted oceanographer and environ
mentalist, Jacques Cousteau, made one
good suggestion when he said, "no legis
lation to improve control of maritime
shipping and off-loading of petroleum
products will seriously decrease the
number of tanker accidents unless flags
of convenience are eliminated from U.S.
waters."
Wilmington
0
0
0
2
0
1
3
4
1
/O
0
0
0
5
0
0
0
1
3
0
0
0
0
3
0
1
0
11
4
0
0
0
0
3
0
0
0
3
2
0
0
0
0
5
0
0
0
0
1
0
0
0
0
6
0
0
0
5
1
0
0
0
0
3
0
3
10
2
3
0
0
1
6
0
0
5
0
5
0
0
8
1
0
24
19
0
0
2
3
58
0
22
0
46
0
0
2
3
0
4
0
4
0
0
3
3
0
18
16
3
0
0
2
21
0
16
0
20
0
1
13
5
3
8
0
6
0
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
28
0
61
11
161
Port
0
0
0
0
0
0
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Mobile
21
0
49
2
19
73
1
0
0
2
0
3
0
28
3
o
0
0
14
1
3
11
4
0
0
6
6
102
1
25
0
60
10
41
76
59
278
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
1
0
0
1
1
1
3
0
3
0
0
0
1
0
0
;
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
1
0
0
1
2
0
0
0
4
0
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
1
0
0
0
0
0
2
0
1
0
0
0
0
2
0
0
0
0
0
1
3
0
8
Port
Totals
0
0
0
0
4
0
4
2
3
3
Q
ENGINE DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Boston
New York
-Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
0
1
0
0
0
0
0
0
0
5
5
3
10
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
2
0
0
0
4
1
0
2
0
7
1
0
0
4
0
8
STEWARD DEPARTMENT
• ..
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
1
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
2
3
0
0
0
3
0
0
0
3
1
0
0
0
1
Q
0
0
2
0
6
16
0
0
0
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
2
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
7
-
8
2
Totals All Departments
32
67
185
25
51
86
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
83
2
29
64
317
August 1978/ LOG / 33
�HLS Upgrading Class Schedule 1978
Belo w is completed list of all upgrading courses, and their starting dates, that are
available for SlU members in 1978. These include courses for deep sea, GreatLakes
and inland waters.
SIU members should be aware that certain courses may be added or dropped
from the schedule as the need arises. However, the Log will try to keep you abreast
LNG
September 18
October 16
November 13
December 11
of these changes.
,
'
For further information regarding the courses offered at the Lundeberg School,
members should contact their local SIU representative, or write to the Lundeberg
School Vocational Education Department, Piney Point, Md. 20674.
or call the School at (301) 994-0010
Pumproom, Maintenance &
Operation
Chief Steward (maximum 1
student per class)
October 30
September 18
October 16
November 13
December 11
Able Seaman
QMED
October 2
September 18
November 13
Chief Cook and Cook & Baker
(maximum 2 students for Chief
Cook and 2 students for Cook &
Baker for each class scheduled)
FOWT
October 16
November 23
Quartermaster
October 16
Welding
Lifeboat and Tankerman
September 4
September 18
October 2
October 16
October 30
November 13
November 27
December 11
December 22
KNOW YOUR RIGHTS
September 14
September 28
October 12
October 26
November 9
November 24
December 7
December 21
Assistant Cook
Special Programs to be
Set Up Upon Request
KNOW YOUR RIGHTS
SHIPPING RIGHTS. Your shipping rights and .senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shippingrights. Copies of these contracts are posted and available
m all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Dro/ak, Ciiairinan, Seafarers Appeals Board
275 - 20lh Street, Brooklyn, N.\ . 11215
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
nriify Union headquarters.
patrolman or other Union ofiicial, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY — THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
olfieer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September. 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Hxecutive Board of the Union. The E.xecutive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
1
Full copies of contracts as referred to are available to
•ou at all times, either by writing directly to the Union
jr to the Seafarers Appeals Board.
CONTR.VCTS. Copies ii! all SIU contracts are availibit^ in all SIU halls. These contracts specify the wages
and conditions under whieli you work and live aboard
soiif ship or boat. KIH)W \(>iir contr.iel rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper maimer. If, at any time, any SIU
34/ LOG/August 1978
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
FINANCIAL REPORTS. The constitution of the SIU
Athmlic, Ciiilf, l^akes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership;
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
ri ports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Ciulf, Lakes and Inland Waters District are administered
in aeeordanee with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures .md disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
September 4
September 18
Qctober 2
October 16
October 30
November 13
November 27
December 11
December 22
PAYMENT OF MONIES. No monies are to be paid
to anyone in any ofiicial capacity in the SIU unless an
ofiicial Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
atteiiipts to requhe any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an ofiicial receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a nieinber feels that any of the above
rights have been violated, or that he has been clen'ed his
consiitntional right of access to Union records or Infor
mation. he should ininiediatcly notify SIU President Paul
Hal! at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y.11232.
�Unemployment Rate Jumps to 6.2% in July From June's 5.7%
WASHINGTON, D.C.—The coun
try's July jobless rate went up to 6.2 per
cent from June's 5.7 percent going back
To, according to the AFL-CIO, "the pla
teau of high unemployment (6 and 6.2
percent) that has prevailed since early in
the year."
In June, the U.S. Labor Department's
Bureau of Statistics (BLS) had reported
that unemployment had fallen as much
as it had gained in July. In both in
stances, teenagers profited and bore the
brunt of the good and bad news.
Their July jobless rate rose 14.2
pefcent to 16.3 percent and almost half
of the 440,000jump in unemployment in
July resulted from the number of youths
in the nation seeking work. In June,also,
almost half of the 400,000 drop in
unemployment was accounted for by
the teenagers who found jobs.
The sharp rise and fall of the unem
ployed figure recently is due to the great
number of teenage students who entered
the U.S. labor force when schools closed
for the summer vacation.
The only other notable decline in em
ployment occurred among blacks whose
rate upped to 12.5 percent from 11.9
percent. In transportation and public
utilities, employment dropped by
25,000.
Last month there were 6.2 million
persons jobless in the United States.
However, the Government doesn't
count the workers who are too dis
couraged to look for work and those
Notiu to MeaAers flin Job MlProtedm
When throwing in for work dar
ing a job can at any SIU Hiring
HaU, members must produce the
foUowing:
• membership certificate
• registration card
Afoundria Committee
Recertified Bosun Joe Michael (right) ship's chairman of the SS Afoundria
(Sea-Land) on Aug. 2 is on deck with part of the Ship's Committee of (I. to r.)
Engine Delegate J. M. Gonzalez, Steward Delegate Rico Quinones and Deck
Delegate Anthony Debelich. The vessel paid off at Port Elizabeth, N.J.
• clinic card
• seaman's papers
INLAND
who work parttime because they can't
find fulltime jobs. The AFL-CIO puts
the "true" jobless rate in July at 8.7 per
cent or 8.7 million unemployed.
Beside teenagers, adult women in July
found jobs hard to find. Their rate took
a hike from 6.1 percent to 6.5 percent.
Adult men's rate last month in the
country went up to 4.1 percent from 3.9
percent. Fulltime workers had their un
employment rate climb to 5.7 percent
from 5.2 percent. White workers had
their rate go up to 5.3 percent from 4.9
percent.
The U.S. labor force rose by 45,000
last month to 100,618,000 working. In
1978, the labor force has risen by 3.1
million workers with adult women re
sponsible for nearly three-fifths of the
growth.
Sea-Land Galloway Committee
At a payoff on Aug. 10 the Ship's Committee of the Sea-Land Galloway are (I. to r.)
Chief Steward A. Seda, secretary-reporter; QMED B. Harris, engine delegate;
Steward Delegate Michael Hauklane and Recertified Bosun George Burke, ship's
chairman. Payoff took place in Port Elizabeth, N.J.
CoveCommunicatorCommittee Mount Navigator Committee
Headquarters Patrolman Teddy Babkowski (seated) fills out dues receipt on Aug.
4 as the Ship's Committee and a crewmember of the ST Cove Communicator
(Cove Shipping) stand by at a payoff.in Perth Amboy, N.J. They are (I. to r.) Recerti
fied Bosun Elmer Barnhill, ship's chairman; Chief Steward James Temple, sec
retary-reporter; Herbert Thrower of the deck department. Engine Delegate Frank
Byers and Steward Delegate Alphonse Johnson.
At the Seatrain Shipyard in Brooklyn late last month, the ST Mount Navigator
(Mount Shipping) paid off. The Ship's Committee (I. to r.) are Educational Director
Ward Beckwith, Chief Steward Robert Kennedy, secretary-reporter; Recertified
Bosun John Moss, ship's chairman; Steward Delegate Willie Manuel and Deck
Delegate Ralph Moore.
August 1978 / LOG / 35
�... AND MAKE MONEY. The cargo doesn't move without the
skill and say-so of the Chief Pumpman. He's top man. So he
earns top dollar for his skills.
Get those skills.
Get your Chief Pumpman endorsement.
Take the Pumproom Maintenance and Operations course at
HLS. It starts October 30.
1
To enroll, see your 5IU Representative or contact HLS,
Got your time?
Then take a walk...
To your nearest
Coast Guard office.
ATTENTION, BLUE-TICKET AB's
If you've got 36 months seatime, you qualify
for a green ticket. Just go to your nearest
Coast Guard office and show them your dis
charges. It's that simple — you get your
green ticket automatically.
No tests
«
No trouble
Just time — 36 months plus a few minutes in
the Coast Guard office.
36/ LOG/August 1978
If you can do rapid plotting, operate radar
and handle navigation, you can move up
in the deck department. You can work
aboard the most advanced ships in the
U.S. Merchant Marine. You Can be a
Quartermaster.
Sign up today to take the
Quartermaster Course at HLS
See your SIU Representative or contact:
Harry Lundeberg School
Vocational Education Department
Piney Point, Maryland 20074
�Ready To Go And Tow
'' «
Lifeboaters
Recent participants in the Transportation Institute Towboat Operator Scholarship
Class, held at HLS, are, front row from the left: Rich Kulakowski, Bob Hudgins,
Fred Shiferder, Emmett Proudfoot and Jim Price. Back row, from the left are: Paul
Pont, James James, Luis Garcia, Glenn McDonough and Don Braddy.
Recent graduates of the HLS lifeboat course are, from the left: Allison Herbert,
Peter Linkewicz, Eugene Koss, and John Kirk.
The Harry Lundeberg^ '"^2' School of Seamanship
"
.
..
''
""For o better jot) todays and jot} security tomorrow. '^
SIX New Quartermasters
H
Pride Shines Thru
A
Gathered together after successfully completing the Quartermaster course at the
Lundeberg School are, from the left: Bill L. Mason. George F. Goto, Tom Fleming,
Joachim R. Von Holden, Jack Rhodes, and Bill Moore.
Upgraders Cscar Raynor, left, and Gary Rosen, have a good reason to be proud
after recently receiving their Cook and Baker certificates at the Lundeberg
School.
20 More AB's Off The Ways
74 Pass Gas Course
Posing for their picture after co.mpleting the AB course at the Lundeberg School
are, front row, from the left: Santana Efraen, Shawn Evans, Mike Kurtz, Mark
Lamiar, Chuck Fynes, Randy Dale, David Murray and Paul Sbriglio. Middle row,
from the left are: Bob Hogan, David Campbell, Brad Bray, Fred Galvin, Charles
Zulauf Roy Wise, Rodolof Lopez and Will Carney: Back row from the left are:
Mike Atkinson, Bill Privette, Mickey Main and Donny Doss.
These men are ready to take jobs aboard LNG ships after recently completing the
LNG course at the Lundeberg School. They are, front row from the left: Pete Reed,
Jerry Lopez, George Roy. Ken Moyer, Bill McClintic, Don Spencer, and Bob
Hemming. Back row, from the left are: Jim Gates, Jesse Hall, Dave Ketchum,
Danny Marcus, Bob Miller, Jim Moore, and S. Monardo.
August 1978/ LOG / 37
�Marcel Scuderl
Tim Stagg
Seafarer Marcel
Scuderi, 21, gradu
atedfrom the Harry
Lundeberg School
in 1976. He up
graded to FOWT
there in 1977.
Brother Scuderi has
his firefighting, life
boat and cardio
pulmonary resuscitation tickets. He
is from Camp Springs, Md. and ships
out of the port of Houston.
Seafarer Tim
Stagg, 20, gradu
ated from the HLS
in 1976. He up
graded to FOWT
last year. Brother
Stagg holds firefighting, lifeboat,
and cardio-pulmon
ary resuscitation
tickets. He was born in Philadelphia
but now lives in Fairfax, Va. He ships
out of the port of New York.
DEEP SEA
WUliam Foley
Seafarer William
Foley, 22, gradu
ated from the HLS
in 1976. He up
graded to FOWT in
1977 and also re
ceived his Pump
man, Tankerman,
and Machinist en
dorsements the
same year. Brother Foley has firefighting, lifeboat, and cardio-pulmonary
resuscitation tickets. He lives in Brook
lyn, N. Y. and ships out of the port
of New York.
New Member
Plans Career
John Emidy
Griffith Hutton
Seafarer John
Emidy, 22, gradu
ated from the HLS
Entry Program in
1975. In 1977 bro
ther Emidy up
graded to AB. He
holds firefighting,
lifeboat, and car
dio-pulmonary re
suscitation tickets. Emidy is from
Blackstone, Mass. and ships out of the
port of Boston.
Seafarer Griffith
Hutton, 24, gradu
ated from the HLS
Entry Program in
1975. He upgraded
to AB in 1977.
Brother Hutton
also holds lifeboat,
firefighting, and
cardio-pulmonary
resuscitation tickets. Originally from
New York, Hutton now ships out of the
port of Baltimore.
MEMBBtSHP MEETWeS'SCHEDULE
Port
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Algonac
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Rick Cavalier
When the SlU-manned tanker Mount
Navigator came into the Brooklyn Navy
Yard recently for an overhaul of her
cargo lines, the LOG spoke with young
Ordinary Seaman Rick Cavalier.
The Mount Navigator is Cavalier's
first ship as an SIU member. But he's
also got four years' experience with the
Navy under his belt, including 2'/^ years
spent on a Navy ammo ship.
When Cavalier signed on the Mount
Navigator, he said it was, "like a ghost
ship" because of the crew size. No
wonder—his last ship was an aircraft
carrier with a crew of over 5,000 men.
After leaving the Navy, Cavalier de
cided he wanted to put his training to
good use, so he enrolled in the Harry
Lundeberg School.
After his vessel laid up. Brother
Cavalier went to his home in Baltimore.
It's good to have a plan, especially
when it involves upgrading. And Cava
lier has got a fine plan: he's going to
upgrade to AB just as soon as he can.
We wish Rick Cavalier smooth sailing
in his future endeavors.
38/ LOG/August 1978
Date
Sept. 5
Sept. 5
Sept. 6
Sept. 7
Sept. 7
Sept. 8
Sept. 1 1
Sept. 1 2
Sept. 1 3
Sept. 1 4
Sept. 18
Sept. 22
Sept. 9
Sept. 7
Sept. 16
Sept. 12
Sept. 1 2
Sept. 1 3
Sept. 1 5
Sept. 1 4
Deep Sea
Lakes, Inland Waters
2:30p.m.
2:30p.m.
2:30p.m.
9:30a.m.
2:00p.m.
2:30 p.m.
2:30p.m.
2:30p.m.
2:30p.m.
2:30p.m.
2:30p.m.
2:30p.m.
10:30a.m.
2:30 p^.m.
—
—
2:30p.m.
—
2:30p.m.
—
UIW
7:00p.m.
7:00p.m.
7:00 p.m.
7:00p.m.
John Miller
Seafarer John
Miller, 33, joined
the SIU in 1968.
Brother Miller
made several trips
to Vietnam in 1968
and 1969 and was
on the Lafayette
when that ship was
hit by Vietcongjire
in the Saigon River. Miller upgraded to
FO WT earlier this year and also holds
firefighting, lifeboat, and cardio-pul
monary resuscitation tickets. He's from
Portland, Oregon and ships out of the
port of Seattle.
Rod Clark
Seafarer Rod
Clark, 25, is a
1974 graduate of
the HLS Entry Pro
gram. He upgraded
to A B last year.
Brother Clark holds
lifeboat, firefight'"S'' tind cardio-pulHL
^
manory resuscita
tion tickets. He lives in Seattle and
ships out of the port of New Orleans.
Doug Beeler
Seafarer Doug
Beeler, 21, is a
1976 graduate of
HLS. He upgraded
to FOWT this year.
Brother Beeler
holds lifeboat, fire
fighting, and car
dio-pulmonary re
suscitation tickets.
He lives in Detroit and ships out
of the port of New York.
7:00p.m.
7:00p.m.
Notue to MenAers
On Sh^'mg Protedure
1:00 p.m.
Achilles Committee
On July 11,1978, the SIU manned tanker AcMes (Newport Tankers) paid off in
Bayway, N.J. Her ship's committee, from the left is: P. G. Ordansa, steward dele
gate; David Murray, deck delegate; E. M. Nagger, secretary-reporter, and Recerti
fied Bosun Perry Konis, ship's chairman.
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules: .
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all. seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must .show their last six months
discharges.
Further; the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
�• i|
-
451 Have Donated $100 or More
To SPAD Since Beginning of 1978
following SIU members and other concerned individuals, 451 in all, have demonstrated an active interest in participating in political
and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more
to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money,
such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through
voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions.
It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no
contribution without fear of reprisal.) Sixteen who have realized how important it is to let the SIU's voice be heard in the Halls of Congress
have contributed $200, five have contributed $300, one has given $400, one has given $500, and one $600. The Log runs the SPAD Honor
Rolls because the Union feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of
our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington,
•
NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday
of the previous month.
- - Taylor,
F.
Williams, Lv
Van Horn, D.
Terpe,
K.
Acevedo, M. Campbell, A.
Vanvoorbees, C. WUliams, R.
Terry, D.
Adams, E.
Carey, W.
Wilson, B.
Velandra, D.
Scheard, H.
Thaxton, A.
MlUer,R.
Petak, P.
Adams, W.
Carter, R.
Ipsen, L.
Evans, J.
Wilson, C.
Velasquez, W.
Schwartz, A.
Thelss, R.
Mlntz, L.
PbUllps, R.
!acobs, R.
Adamson, R. Castel, B.
Fagan, W.
Wlngfield,P.
Velez,R.
Thomas, F.
Mobley, R.
PlUsworth, P. Schwarz, R.
!apper
Agugussa, A. Caswell, J.
Faitz, F.
Wolf, P.
Vukmlr, G.
Scbwabland,!. Thomas,!.
Mollard, C.
Poer, G.
!ohnson, R.
Carr, J*
Aguiar, J.
Fanning, R.
Wood, C.
Walker, T.
Scott, C.
Mongelll, F.
Pollack, A.
Thomas, T.
!olley, R.
Carroll, 3.
Fay, J.
Air, R.
Worley,
M.
Seagord, E.
Moore, G.
Powell, S.
Thorbjorsen, S. Wallace, S.
!oncs, C.
Cavalcanti, R. Fergus, S.
Alcarln, G.
Wright, A.
Ward, M.
Selzer, R.
Prentice, R.
Tilley,!.
Moore,!.
!ones, R.
Cherup, N.
Alexikis, A.
Faer,W.
Wright, F.
Weaver, A.
Pretare, G.
Tillman, W.
Moore,!.
Selzer, S.
Clillinski,T.
Karlak,W.
Algina, J.
Flade, L.
Wydra, R.
Webb,!.
Prevas, P.
Todd, R.
Morris, W.
Shappo, M.
Kastlna, T.
AU,D.
Cinquemano, A. Fletcher, B.
Yarmola,!.
Whltmer, A.
Prims,!.
Troy, S.
Morrison,!.
KeUy,E.
Sharp, W.
Cirignano, L.
Flores, J.
Allen, £.
Yates,!.
Whltsltt, M.
PuUlam,!.
Turner, B.
Mull, C.
Shaw, L.
Kenny, L.
Clark, J.
Florous, C.
Alien,!.
Wierschem, D. YeUand, B.
Raines, R.
Ulrlch,H.
Murray, R.
Shelley, S.
Kerr, R.
Cllne, L.
Foley, P.
Alvarez, P.
Wilhelmsen, B. Zal, C.
Ramage, R.
Musclato, M.
Uusciafo,!.
Shopatt, H.
Klngsley,!.
Cofone, W.
Franco, P.
Amat, K.
Zeloy,!.
Williams, A.
Randazza, L.
Vabey, R.
Myers, H.
Klrby,M.
Sigler, M.
Francum, C.
Ammann, W. Collerlll, J.
Ratcliffe, C.
Nasb,W.
Kitchens, B.
SUva,M.
Frank, S.
Andersson, A. Colon, E.
Nelson,
Reading,!.
D.
Skala, T.
Klzzlre, C.
Frazler, J.
Anderson, D. Comstock, P.
I
Newberry,
H.
Reck,
L.
Smith,
B.
Knoff,!.
Frounfelter, D.
Anderson, E. Conkll]i,K.
I
Regan, F.
Koflowich, W. Nihem, W.
Smith,!.
Fuller, E.
Anderson, R. Connolly, W.
I
Pomerlane, R.
Relnosa,!.
Kool, L.
Nobles, E.
Smith, L.
Fuller, G.
Cooper, J.
.Antici, M.
I
Reza, O.
Kowalskl, A. Novak, A.
Smith, R.
Corder, J.
Antone, F.
Furakawa, H.
Richardson,!. Snellgrove, L. I
Nuckols, B.
Kramer, M.
Appleby, D. Costa, F.
Gallagher, L.
Richoux,!.
Krlttlansen,!. O'Brien, E.
Somerville, G. I
Apuzzo, W. Costango, F.
Gann, T.
Antich,!.
Rles,!.
I
O'Hara, M.
Lamb,!.
Soresi, T.
Costango, G.
Aquino, G.
Gard, C.
Oldakowskl, E. Ripoll, G.
South, R.
Lambert, H.
I
Costango, J.
Arias, F.
Gavin, J.
Rivera,
L.
Olds, T.
Spady,!.
Lance, W.
Aronica, A. Craig, J.
Gentile, C.
I
Roades, O.
Ollvera, W.
Lankford,!.
Speller,!.
Czenvlnskl, J. George, J.
Aruz, A.
I
Linedahl,H.
Roberts,!.
Lay, M.
Olson, F.
Spencer, G.
Atkinson, D. Dallas, C.
Glmbert, R.
I
Rodriguez, R. Stalgy, R.
Orn, L.
Lee,K.
Aumlller, R. Daliban, G.
Glvens, J.
I
Rondo, C.
Orslnl, D.
Legg,!.
Stanklewlcz, A.
Avery, R.
Darley, B.
Glenn, J.
I
Royal, F.
Ortiz, F.
Lelonek, L.
Steams, B.
Babkowskl, T. Davis, J.
Glenn, J., Jr.
I Andersen, R.
Curtis, T.
Forshee, R.
Rung,!.
Ortiz, F.
Leonard, W.
Stephens, C.
Balaga, C.
Davis, J.
Glldewell, T.
I
Chartier,
W.
Harcrow, C.
Stevens, W.
Barnes, D.
Davis, J.
Gobrakoulch, S. Lesnansky, A. Paczkowski, S. Ryan, T.
Fagano,!.
Sacco, M.
Lewln, A.
Stockman, B.
Bartlett, J.
Davis, S.
Gooding, H.
Papuchis, S.
Sacco,!.
Lewis,!.
Stover, M.
Bauer, C.
Debarrlos, M. Graham, E.
H.
Paradise,
L.
Salazar,
Stravers, L.
Llbby, H.
Beechlng, M. DeChamp, A. Grant, W.
I Ahmed, F.
Ellis, P.
Larkin,!.
Sanchez,
M.
Passapera,
F.
Lindsey,
H.
Sulentlc, S.
Bellinger, W. Deldaeh,T.
Grepo, P.
I Bernstein, A. Firth, R.
Lombardo,!.
SanFUllppo,!. Surrick, R.
Paulovlch,!.
Lively, H.
Berglond, B. Delea, G.
Guevara, D.
I Cookmans, R. Gilbo, T.
McCullough, L
San Filllppo,!. Swain, C.
Payne, H.
Loleas, P.
Guillen, A.
Bjornsson, A. Dell, R.
Grima, V.
I Crocco, G.
Pow,!.
Sapp, C.
Pecquex, F.
Sweeney,!.
Long, L.
Blackwell, J. Del Moral, A. Hager, B.
Hagerty, C.
I Dryden,!.
Redgate,!.
Pelfrey, M.
Tanner, C.
Schabland,!.
Lorman, S.
Demetrlos, J.
Hall,C.
Blultt, J.
Kemgood, M.
I.
Perez,!.
Scbatz, G.
Tanner, R.
Loveland, C.
Hall,!.
Dengate, H.
Blultt, T.
Lunsford,!.
Bobalek, W. D1 Domenlco, J. HaU,L.
>??%;•
Macmberg, D.
HaU,P.
Bonser, L.
Dlaz,R.
Malesskey, G.
Haff, W.
Bourgeois, J. I Dlercks, J.
Mallory, A.
Hamblet, A.
Bowker,A.
DlGiorgio^J.
SEAFARERS POLITICAL ACTIVITY DONATION
Mandene,
S.
(SPAD)
Hamilton,
G.
DllUngs, L.
Boyne, D.
675 FOURTH AVENUE
BROOKLVN, N.V. 11232
C.
Mann,
Hampton, D.
Doak,yi^.
Bradley, E.
Mann,!.
Haney, L.
Brady, J.
Dobbins, D.
Date.
S.S. No..
R.
Marcbaj,
Hansen,
H.
DockwUler, L.
Brand, H.
Contributor's Name.
.BooK No..
Martin, T.
Hant, K.
Bronnlee, R. Doherty, W.
Mathll, M.
Harris, N.
Dolan, J.
Brown, G.
Address.
McCarthy,
L.
Harris,
W.
Dolgen, D.
Brown, I.
City
.Stale.
.Zip Code
McFarland, D.
Brown, I.
Donnelly, M. Hauf,M.
McFarland,!.
Haykes, F.
Bruce, C.
Donovan, P.
I acknowledge and understand that SPAD is a separate segregated fund established and administered
by
my
Union to engage in polllical activities and to make contributions and expenditures for candidates
McNe»"3y,
S.
Heacox, E.
Bryant, B.
Domes, R.
seeking political office and solicits and accepts only voluntary contributions, and I have the right to
McCartney, G.
Henlken, E.
Bryant, N.
refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun
Driggers, T.
tarily determine and I herewith contribute the sum of $
. This contribution constitutes my
McCorvey,
D.
Hlgglns,!.
Buccl, P.
Drozak, F.
voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A
McElroy, E.
Home, H.
Bullock, R.
Ducote, C.
copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from
the Federal Election Commission, Washington, D.C.
McGlnnls,
A.
Hotton,
G.
Buffinton,0. Dudan, M.
McKay, M.
Houlihan, M.
Butcb, R.
Dudley, K.
Signature of Solicitor
McKay, R.
Houston, H.
Duffel, T.
Byrd, J.
Port
Solicitor's No.
$
McKay, R.
Hunter, W.
Cafefato, W. Dwyer, J.
Meacham,
H.
Hurley, M.
Caffey, J.
Dyer, A.
Meffert, R.
Huss, P.
CabUl, J.
Elzahri, A.
SA.-'.v.v.-'.s-./
Miller, D.
lovlno,
L.
Calogeros, D. Eschukor, W.
SPAD Honor Roll
$600 Honor Roll
$500 Honor Roll
$400 Honor Roll
$300 Honor Roll
I
>
^ •
•.
$200 Honor Roll
A*
1978
"WW
August 1978 / LOG / 39
�Sign Up for Job
Security:It Costs Only
30 Cents a Day
I • AlUnllc, Gulf, Lak« and Inland Waters District • AFL-CIO
NOS** AUGUST 1978 _
ruuuurr
For* 30 cents every working day—the price of a cup of coffee or the price of a half
a pack of cigarettes—you can buy yourself a lifetime of job security.
For years we have exercised our right to participate in the political process of this
country. We have backed candidates who support maritime labor and fought those
who oppose us.
It has taken hard work, organization, manpower, but most of all—money.
That's where the 30 cents comes in.
30 cents may not get you much on your own. But if we all put it to work together,
it can give us a stronger foothold in politics than we ever had before.
Up until now, the Union's only way to collect funds for SPAD (Seafarers Politi
cal Activities Donation) has been through appeals to the membership for
voluntary contributions. We have been asking you to give $20 or more whenever
you felt ready and able to make a donation.
This program will continue because there is no doubt that your response to it has
given the SIU the means to play an effective political role for maritime labor. But
we need to expand the role. So we have come up with an additional program to
significantly increase voluntary political contributions.
This is how it works:
You can now sign a form authorizing the Seafarers Vacation Plan to deduct 30
cents per day from your vacation benefit payments and transfer that amount to
SPAD. An example of the form is printed on this page.
If we all support the new program, it will guarantee that a regular, substantial
flow of money will be there for political activity when we need it.
And we need it now.
We have an opportunity to increase our political programs with the new 30 cents
daily deduction program to boost SPAD. This could be the start of the most ef
fective way ever to wield the political clout that we must carry this year and in
the future.
And for the price of a cup of coffee, you can make it begin.
'
Official Publication of the Scafarerj
LOG
V
ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD)
TO:
DATE
Seafarers Vacation Plan
275 20th Street
Brooklyn, N.Y. 11215
Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made
by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which
I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue,
Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail
is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the
date you receive it and applicable only to vacation benefits both earned and payable to me thereafter.
I acknowledge advice and understand that SPAD is a separate segregated fund established and administered
by my union to engage in political activities and to make contributions and expenditures tor candidates seeking
political office and solicits and accepts only voluntary contribuiions and I have the right to refuse to make any
contributions, including this authorization without fear of reprisal. I mc^ contribute directly to SPAD such amount
as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is
to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con
tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash
ington, D.C.
This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me.
Member's name (Print)
Me|;nber's Signature
Social Security Number
Mem^D^rs Home Address
(I
City
Book Number
State
Zip
K)\ Port
.200
OFFICE COPY
'A
J-
Hi
ii
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
August 1978
Description
An account of the resource
HEADLINES
HOVERCRAFT INDUSTRY MAY FIND NEW HOME IN U.S.
SIU’S FIGHT TO IMPROVE SAFETY ON LAKES PAYS OFF
TURN LOBBYING HEARINGS INTO ATTACK ON MARITIME
NLRB HAS TWICE THE CASELOAD FEWER JUDGES THAN 10 YEARS AGO
FORMER QUEEN RAPED BY FLAG-OF-CONVENIENCE
AFL-CIO CHIDES CONGRESS, CARTER FOR SLOWNESS ON WORKER ISSUES
SIU, T.I. BLAST PLAN TO EXPORT ALASKAN OIL
CONGRESS TO EXTEND CONSTRUCTION AIDS TO GREAT LAKES FLEET
ALL MEMEBERSHIP RECORDS SAVED FROM GUTTED PLANS BUILDING
U.S. SHIPS TO MOVE WHEAT TO BANGLADESH
THINK SAFETY WORKING IN TANK OF CONFINED AREA
BOATMEN CREW NEW BOAT THRUSTON MORTON
SIU BOATMEN AT G&H TOWING, MORAN SET CONTRACT GOALS
HLS WORKING TO MEET TOWING INDUSTRY MANPOWER NEEDS
LABOR DISMAYED OVER CARTER’S NATIONAL HEALTH PROPOSALS
TRIBLE AMENDMENTS SAVED SUBSIDIES FOR LNG TANKERS
POSTAL REFORM BILL WOULD REQUIRE USE OF US-FLAG SHIPS
APL TO BUILD FIVE NEW CONTAINERSHIPS
MARAD DISSOLVES RELATIONS WITH MARITIME COUNCIL
SIU BOATMEN, KING’S POINT CADETS COME TO WASHINGTON FOR BRIEFING
NEW MARITIME EXHIBIT OPENS AT SMITHSONIAN
‘SHIP AMERICAN’ ISSUE ARISES IN CONGRESS
SEA-LAND SIGNS LONG PACT WITH PORT OF HOUSTON
SHIPBUILDING BENEFITS INDUSTRY NATIONWIDE
SIU MANS NEW TANKER THOMPSON PASS
SIU, SUP, MFU SIGN NEW 3-YEAR PACT ON WEST COAST
MEMORANDUM OF UNDERSTANDING BETWEEN SIU, SUP, MFU
G & H TOWING GROWING LIKE TEXAS CACTUS
MTD BLASTS PLAN TO GIVE WAR RISK INS. TO FOREIGN FLAGS
FOREIGN FLAG SHIPS FIND A NEW LOOPHOLE
HOUSE VOTES AMENDMENTS TO PROTECT U.S. JOB RIGHTS
ACTION ON OCEAN MINING BILL IS NOW PENDING IN SENATE
HOUSE APPROVES AMENDMENTS TO PROMOTE U.S. MARITIME
OCEAN MINING BILL WOULD PROMOTE THOUSANDS OF JOBS FOR US WORKERS
FERROMANGANESE DEPOSITS IN THE PACIFIC OCEAN
MANGANESE NODULES ON OCEAN FLOOR
POLITICAL ACTION- THE KEY TO JOB SECURITY
BOATMENT KEEP TRAFFIC, COMMERE MOVING ON THE LAKES
WATERMAN STEAMSHIP ON COMEBACK TRAIL
DRILLING ON OUTER CONTINENTAL SHELF MEANS THOUSANDS OF JOBS FOR U.S. SEAMEN
AMOCO CADIZ AFTERMATH GETTING UGLIER ALL THE TIME
CLARIFICATION OF DEATH BENEFIT IN NEW DEEP SEA PACT
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
8/1/1978
Format
The file format, physical medium, or dimensions of the resource
Newsprint
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
Vol. 40, No. 8
1978
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/22fa86306bb8155c5a53f7d036f02833.PDF
1e1e9292850d0ccace2b6d380b990722
PDF Text
Text
Maritime Labor Wins Big On OCS Bill
See Special Supplement Pages 19-22
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
Seoforers Crew LNG
'J
•I
e.
VOL. 40
NO. 7
JULY
Paso Southern
See Pages 12-13
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The liquid natural gas carrier,F/ Paso Southern, is the 4th U.S.-flag LNG
ship to be manned by Seafarers.
Milestone Pact Signed With
Great Lakes Operators
Page 2
SlU Blasts Navy's Non-Use
of Private Tugs
Page 3
Hall Says 50,000 Maritime
Jobs Endangered
Page 5
SlU Boatmen crewed the new tug, Seahawk, this month in Norfolk, Va. The tug is owned and
operated by Allied Towing.
�r
Milestone Pact Signed With Great Lakes Operators
Great Lakes area SIU members are
now in the process of ratifying a new
contract between the Union and the
Great Lakes Association of Marine
Operators (GLAMO). Contract nego
tiations were wrapped up last month
and the ship-by-ship ratification vote is
expected to be concluded by the end of
July.
The highlight of the new three-year
agreement is the new vacation plan for
Great Lakes seamen. Effective Jan. 1,
1979, the vacation plan will give crewmembers 30-days-off with pay every 90days-worked.
The 90-days-on/30-days-off vacation
package is a breakthrough both in the
industry and for the SIU. Algonac Port
Agent Jack Bluitt noted this was "the
first time ever any unlicensed union rep
resenting merchant seamen negotiated
paid time-off for their members."
Under the agreement, crewmembers
will not be required to work more than
As the Log goes to press, SIU
Great Lakes Headquarters in
Algonac, Mich, reports that the
new three year pact has been
accepted by the membership. SIU
representatives visited the
Union's contracted Great Lakes
vessels one by one to tally the
votes. The acceptance vote was
553 in favor and 51 against.
[=
Paul Hall
90 days at a time during the shipping
season without time off the vessel. The
crew also has the option to waive all or
part of the vacation time which is com
ing to them. The only circumstance that
allows the company to delay a scheduled
vacation is "an unforeseen emergency
beyond the control of the company."
Though the vacation plan is the major
innovation in the Great Lakes contract,
the agreement also provides substantial
increases in benefits. The contract calls
for a $100 jump in pension benefits. On
Jan. 1, 1979, pension checks will go up
$50 per month with a second $50 hike to
take effect on June 16, 1980.
Several improved welfare benefits are
covered under the new agreement. The
biggest increase is in death benefit cov
erage. Active employees' death benefit
coverage will now range from $5,000 to
$20,000, depending on seatime. Under
the old contract, the maximum death
benefit was $5,000.
Another important welfare benefit is
improved Major Medical coverage for
dependents of Seafarers. Under the old
benefit schedule, the Welfare Plan
would not pay more than $600 for any
major medical expense. All charges
above that amount came out of the Sea
farer's pocket.
The new major medical plan will pay
up to $600 of doctor or hospital bills and
then pay up to 80 percent of any charges
above that amount.
Great Lakes Seafarers also won pay
rUx
OXO, Un'OLb
More Political Action Needed
Next to health and home, the most important thing to a working man in
this country is security. By security, I mean the ability to get and hold a job
at decent wages without the constant fear that the job could be gone in the
morning.
Some American industries have a high degree of security built into the
system for their workers. Unfortunately, our industry—maritime—is not
one of them.
In fact, American maritime has traditionally been an industry with one of
the highest degrees of insecurity built into it. Merchant seamen have always
been the first to feel an economic crunch brought on by recession. And
among the last to benefit from economic recovery.
It would be easy for us to sit back and accept anything that comes along
and hope that things don't get too bad for maritime. But this has never been
the way in the SIU. And if it had, there would be no SIU today worth talking
about.
The SIU has always worked hard to try and build a degree of security
within our Union that will stand up to the toughest possible test. It has not
been the easy way, but it has paid off for us.
Right now, the SIU possesses the highest degree of job security in our
history. We also possess the highest degree of job security of any other sea
going union in the nation.
We have been able to achieve this not only because we have worked
hard. But because wc have worked hard in the right areas.
We have worked in the area of education through the Lundeberg School
in Piney Point. The educational tools provided us by the School are
enabling us to cope with the technological changes that have already taken
place in our industry, as well as preparing us for the changes sure to take
place in the future.
The School, as well, is supplying us with many new young members who
will form the backbone of the Union's manpower picture for years to come.
The SIU has also devoted a great deal of time and effort to political acti
increases, retroactive to August I, 1977*
and a hike in extended season compen
sation. The agreement also provides a
jump in transportation and daily subsistance money.
Some work rule changes are included
in the new contract. These are mostly
clarification of onboard duties and pro
visions for compensating crewmembers
doing work other than the job descrip
tion layed-out in the contract.
The Great Lakes Association of Ma
rine Operators covers most of the SIUcontracted companies on the Lakes. In
cluded in GLAMO are: American
Steamship Co., Cement Transit Co.,
Erie Sand Steamship Co. and Erie Nav
igation Co., Huron Cement Co., Litton
Great Lakes Corp., and Pringle Transit
Co. The agreement covers about 58
ships and the 1200 SIU members who
crew them.
EUgibiUty Rules For Benefits
Changed to 125 Days
All Seafarers and Boatmen
should be aware that as part of
the changes in the Seafarers Va
cation, Welfare and Pension
Plans made to improve benefits
resulting from our recent con
tract negotiations, the Trustees
have changed the eligibility rules.
Now, to be eligible for benefits
under the Seafarers Welfare
Plan, a Seafarer or Boatman
must accumulate at least 125 days
seatime or boat-time in the previ
ous calendar year and one day
seatime or boat-time in the six
month period immediately pre
ceding the date of claim.
Under the Vacation Plan, a
Seafarer or Boatman must now
accumulate 125 days seatime or
boat-time before filing for vaca
tion benefits.
In addition, to be eligible for
the Early Normal Pension (20
years seatime at 55 years of age.
Seafarers only), or the Disability
Pension (12 years service at any
age), an eligible employee must
accumulate 125 days seatime or
boat-time in the calendar year
immediately preceding his pen
sion application.
vities. Over the years, we have worked successfully on legislation affecting
all areas of the U.S. maritime industry.
We have won some very important fights in Congress. And we have taken
our licks as well. But the important thing is we are in there punching in the
political battleground—an area that is growing in importance to us every
day.
Another thing about politics. It is an area that is becoming more and more
difficult to work in,effectively with any degree of consistency or continuity.
The reason is that with every election, more and more new faces are
popping up in the House and Senate. These are people that have little or no
background or knowledge concerning maritime. These people are replacing
a lot of old line Senators and Congressmen whom the SIU considered
among our friends.
In the face of these new happenings, the SIU is in the process of estab
lishing a new and more comprehensive approach to politics to insure that
the changing faces of the nation's legislators are friendly faces concerning
maritime.
All along, our political arm has been SPAD. For years, SIU officials have
been asking for voluntary contributions to SPAD. And SIU members have
always come through for the Union in this respect.
The problem, plain and simple, is that the Union needs a larger political
fund to continue to work effectively in this area. However, it is not fair to
ask SIU members to dig deeper for out-of-pocket donations.
This is where our new program comes in. Basically, it is a checkoff
program for political contributions. A lot of unions already have such a
system. But this is a new concept for us.
The program is only a month old. But already, nearly 1,000 SIU members
have signed the SPAD checkoff authorization, (see back page for more
information).
Essentially, what you are doing when you sign one of these forms is
authorizing the Seafarers Vacation Plan to deduct 30 cents per day from the
vacation benefit for each day worked, with the money being transferred to
the SPAD fund.
Thirty cents a day is a very small amount, and it may not seem like much.
It may also seem a very small amount for a member to invest in his future
security. However, with every SIU member supporting this program, the
Union will be able to build a bigger and more effective political program
than ever before—a program that is absolutely essential for the SIU to
continue to be effective in politics.
The job of protecting our interest in all areas has always been a very
difficult one. No one has ever given us anything without a fight. No matter
what we have achieved over the years we did so bv scratching and clawing
And we achieved things because we stuck together and worked together as
a unit.
Our challenge on the political front may be the most important one we
will ever face. But I am confident that the SIU membership will come
through as we have always done in the past.
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO 675 Fourtl^v!^o«!!!r^"T^
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40. No. 7, July 1978.
Bi^ooklyn, N.Y.
2 / LOG / July 1978
�rSIU Blasts Use of Navy Tugs at Kings Bay Base
The U.S. Navy policy of building,
servicing and crewing non-combat sup
port vessels, like tugboats, costs the gov
ernment money that could be channeled
towards construction of warships.
Using commercial support services
would not only be cheaper for the Navy
but would provide them with trained,
experienced boatmen to man the
vessels.
Hundreds of millions of dollars have
already been spent on ships that will
never be used in combat. These are
large, and unnecessary, expenditures
when the U.S. merchant marine can
provide a well-trained, well-run aux
iliary fleet for the Navy.
A case in point occurred recently,
when the Navy needed four tugs to serv
ice their base at King's Bay, Georgia.
Under federal contracting procedures,
the Navy is required to solicit bids,
called Request For Proposals (RFP),
from commercial companies for sup
port work.
No RFP for private tugs on the King's
Bay job was ever issued. Though the
Navy asked for estimates on the job
from some tug companies, along with
the bid requests was a statement which
said: "The Government does not intend
to award a contract on the basis of this
request for quotation." Bids were not
requested from tug companies closest
to King's Bay.
In a letter to Rep. Charles Bennett,
chairman of the House Subcommittee
on Seapower and Strategic and Critical
Materials, SIU Executive Vice Presi
dent Frank Drozak said, "We believe
this type of solicitation is designed only
to provide the Navy with an excuse to
say 'we solicited private industry and
they did not respond.' "
In fact, four SlU-contracted compa
nies in the area were interested in the
King's Bay job. Caribe Towing, Willis
Towing, Marine Contracting & Towing
and Gatco all told the Union they
were willing to station tugs in King's
Bay to serve the Navy. But none of
the four was contacted for a bid.
The Navy decided to use militaryowned, military-manned tugs at King's
Bay. These tugs, part of the fleet of 125
harbor boats owned and operated by the
Navy, will be transferred from bases at
Mayport, Pensacola and Guantanemo.
The Navy conducted a cost study on
the tug operation and came to the con
clusion that using their own tugs would
cost them less than contracting the job
out to a private company. But the study
omitted a 20.4 percent add-on which is
supposed to be included in all budgets
for government performed work. The
extra 20.4 percent covers the cost of pen
sions and other benefits for government
workers and would have put the cost of
using Navy tugs above the highest pos
sible private bid.
The cost study on the King's Bay job
wasn't the first time the Navy neglected
to include the 20.4 percent add-on in
their calculations. Earlier this year a tug
servicing job at Pearl Harbor, Hawaii,
was awarded to Navy tugs under the
same circumstances.
Traditionally, it's been a U.S. policy
to encourage private industry to per
form work for the government when
ever possible. Only as a last resort, if pri
vate industry is unable to do a particular
job, has the government stepped in.
Both the SIU and representatives of
private companies have tried repeatedly
to remind the Navy of this commitment
to American industry. Spokesmen for
the Union and industry have said many
times that the merchant marine is capa
ble of, and willing to build and man any
support vessels the Navy might need.
But as long as the Navy continues to
maintain their own fleet of harbor tugs,
it is unlikely that private companies will
be given a fair opportunity to bid for
support work.
An alternative, which the Navy itself
considered and rejected three years ago,
is to phase out the Navy's tug program.
This would benefit the government by
eliminating the tremendous cost of
maintaining the Navy harbor fleet. And
it would end the duplication of service
that could be more efficiently and eco
nomically provided by commercial tugs,
crewed by trained, professional boat
men.
SIU Takes Election At Champion Auto Ferries
The number of SlU-contracted com
panies on the Great Lakes recently in
creased by one when the Union won a
representation election at Champion
Auto Ferries Inc. in Michigan.
The 13-2 vote, which took place June
7, gives the deckhands and pilots at
Champion union representation for the
INDEX
Legislative News
Rate Slashing
Ocean Mining
SIU in Washington
Page 18
Page 3
Pages 9-10
Union News
Navy Tugs
Page 3
Great Lakes Contract
Page 2
President's Report
Page 2
Headquarters Notes
Page 6
El Paso Southern
Pages 12-13
Brotherhood in Action .. .Page 15
At Sea-Ashore
Page 17
SPAD Checkoff
Back Page
Erna Elizabeth
Page 24
Tug Sea Hawk
Page 24
Great Lakes Picture .!
Page 8
Inland Lines
Page 6
SPAD honor roll ..;
Page 39
Sea-Land Ships
Page 27
General News
National unemployment . .Page 25
Labor Law Reform
Page 11
Alaska Oil
Page 15
Contract Clarifications .. .Page 11
Ships'Digests
Page 37
Dispatchers' Reports:
Great Lakes
Page 25
Inland Waters
Page 36
Deep Sea
Page 26
T. I. Scholarship
Page 4
Great Lakes Tugs
Page 16
Training and Upgrading
'A' seniority upgrading .. .Page 38
HLS course dates
Page 31
Pumpman, Marine
Electrical
Page 14
Charlie Nalen
Page 6
Piney Point Grads
Page 36
Membership News
New pensioners
Page 28
Final Departures
Page 30
Incorrect Addresses . Pages 32-33
Special Features
Outer Continental
Shelf Bill
Pages 19-22
first time. SIU rep Byron Kelly is cur
rently holding contract negotiations
with the company and he expects to
have an agreement by the end of July.
The talks are focusing on wages and
seniority but the Union is also negotiat
ing for holiday and overtime pay and
improved health and welfare benefits.
Though the Union won out. Cham
pion put up a fight to keep the SIU from
representing their employees. While the
Union was waiting for. the National
Labor Relations Board to set a repre
sentation election date, the company
filed a protest with the NLRB.
Champion said that since all their
business took place in the state ol Michi
gan, they should be subject to control by
a state agency, not the NLRB. The
Board regulates companies involved in
interstate commerce.
At the end of May, the Board held a
hearing to determine whether or not the
company was right. Key testimony for
the SIU was presented by Mobil Oil,
Champion's fuel supplier. All the fuel
Champion uses comes into Michigan by
pipeline from an Indiana refinery. The
NLRB ruled that because the company's
fuel supply comes from out of state, the
company was subject to NLRB jurisdic
tion and a date for the election was set.
Champion runs car ferries across the
St. Clair River from Algonac on the
mainland to Hansens Island. The ferries
are the only transportation for Island
residents and they run 365 days a year.
During the winter, the population of
the Island numbers a few hundred. But
the number jumps to nearly 10,000 dur
ing thesummer months. Champion runs
anywhere from one ferry during the win
ter to four during the peak summer
period.
The boats are crewed by one pilot and
one deckhand and the company has be
tween ten and 18 men working, depend
ing on the number of boats running.
All four boats in Chdmpion's fleet are
350 hp and were built between 1965 and
1973. rhe North Channel andihe South
Channel are 73 feet long, the Champion
measures 75 feet and the St. Clair Flats
is 79 feet long. The boats can handle 12
cars apiece.
In the slow months of the winter, one
ferry keeps to a lazy schedule, shuttling
Island kids back and forth to school and
their parents to work or shop on the
mainland. It's slow going when the St.
Clair River freezes but all four ferries
can break ice and the boats require only
occasional help from Coast Guard ice
breakers.
During the summer, one boat runs on
a schedule but the rest of the fieet "runs
wild," making the two-mile round trip
as fast as possible.
Deep Sea Members Accept New 3-Year Pact
Ratification vote on the SIU's new
deep sea contract is underway and the
results are overwhelmingly in favor of
accepting the three-year agreement,
which was negotiated last month.
At the time the Log went to press,
2,390 deep sea A&G members had cast
their votes, either aboard their ships or
during regular monthly membership
meetings. So far, the tally is 2,368 in
favor of accepting the contract and
22 opposed.
The new pact, which went into effect
on June 16, includes a 7'/^ percent wage
hike for all ratings for each of the three ..
years of the contract. Regular overtime,
premium and penalty rates also in
crease by the same rate.
A new formula for computing vaca
tion pay is another gain negotiated by
the Union for the deep sea membership.
Under the new Vacation Schedule, Sea
farers who accumulate 365 days seatime
will receive a vacation benefit equal to
120 days (4 months) base pay at the
rating sailed.
Improvements in pension and welfare
benefits are also included in the new
contract. The pension benefit will rise
from $350 to $400 a month, effective
Jan. 1, 1979. In June, 1980, pensions will
jump an additional $50 monthly.
Welfare benefit gains include: in
creased death benefit coverage; crea
tion of a Major Medical plan under the
Seafarers Welfare Plan; extended cov
erage for dependent children who are
full-time students from age 19 to 25;
extended hospital coverage and in
creased optical benefits. The contract
is explained fully in the June issue of the
Log.
Special Notice:
IPIam®
Building
rin
Fire
The SIU regrets to inform the
rhierhbership that a fire Ihe night
of •Iiil.v 26 has caused niajo^
=<iamage (o the I .nion\ Welfare,
Pension and Vacation Plans'
huilding at Meadquarters in
Brooklyn, N.V.
This unfortunate tragedy
means an interruption in services
to the membership. .Although, as
the Log goes to press, there is no
way of telling how long it will
take to hring the operation back
to° normal.
In the mean time, the I nion
asks its members to be patienf I
whilc^<a^^^,situation is beingj
corrected.
July 1978 / LOG / 3
as
�His Dad Was a Seafarer With a Big Heart
The literature of the 18th and I9th
century and the movies and television of
the modern era always picture the
American seaman as an aimless drifter
with little purpose in life other than to
spend his earnings like a "drunken
sailor." No douht there are seamen like
this. Just as there are people like this in
any profession. But the vast majority of
.seamen are hard working family men
who look for the same things in life—
peace, security and happiness—as
everyone else. This is the story of one of
those .seamen. He was an SI LI member
named Walter H. "Shorty" Cook. The
story is told by his son. Walter Cook. Jr.
of Hattiesburg. Miss.
was foreign and place of discharge was
Mobile.
I did not find any more papers on him
until Oct. 29, 1952, when he boarded the
SS Alcoa Pointer as a messman in the
port of New Orleans.
I remember crying along with mother
as he was leaving aboard the SS Topa
Topa in New Orleans in 1961. I was ten
years old. Bombs they were going to
carry or had car/ied lined the dock. We
met him in February at New Orleans
when he returned. It was about Mardi
Gras time. There were people and ticker
tape everywhere.
1 remember one year he told me the
company he worked for went broke. It
was seven or eight years later before he
got
all his payoff. I think he was in Saudi
By Walter Cook, Jr.
Arabia. He had to stay there awhile un
1 always wondered what ship Dad was
til President Kennedy could fly the crew
on Dee. 3, 19.51, which was the day I was
back to the "good ole U.S.A." as he used
born. He had told me several times, but I
to say.
had forgotten until the other day.
He flew on what he called a cattle
I was going through some oldnapers 43lane with twin props. It rattled his eye
and came across most of my Dad^s^is-"^ teeth and like to have scared the life out
charge papers. I'm sure some of them
of him That just about wound up his
are lost, but 1 still have a good many of
flying days. I believe he said the name of
them left.
the companv was Bull Fine Steamship
On Nov. 29, 1951, Walter H. Cook,
Co.
Sr. (Shorty Cook) boarded the SS Al
coa Cavalier in the port of New Orleans
Scars From the Strikes
and was discharged in Mobile Dec. 17,
I remember him showing me scars on
1951 as a messman. He signed on the
his
head from the days of the strikes
same ship the next day where he sailed
where
he had walked the picket lines.
until Feb. 18, 1952. Nature of the voyage
Some of his SIU books are stamped
1947 Isthmian Strike Clearance, 1946
General Strike and Wall Street Strike.
Some say $10 Strike Fund Assessment,
General Fund and Building Fund. I
don't understand it all, but I'm sure
most of the oldtimers will.
I think Dad sailed about 45 years until
his retirement in 1965. One SIU book is
signed by Paul Hall and says "Paid Dues
from April 1939." Some of his dis
charges say Ufilitym.an, Galleyman,
Cook, Steward Assistant and even Bell
Boy. One says Messman or Crews Mess
Dec. 6, 1941, Port of New Orleans
aboard the SS Del Mundo. Another
says Utility aboard the SS Del Argen
tina. Mi.ssissippi Shipping Co. in New
Orleans dated Oct. 2, 1937.
Walter Cook, Jr.
Most of these discharges are old.
faded, cracked and taped. They meant a
lot to him and to me. I intend to cher
ish them as long as I live.
He only had S'A years of schooling,
but was more educated than most col
lege graduates. He was kind, wise,
friendly and well liked by everyone. He
was the kind of man who would give you
the shirt off his back or his last dime if
you needed it. He told me of giving
shirts to the children in India. The next
day their parents would sell the shirts for
food. Upon seeing the children without
the shirts he would feel so sorry he
would give them more clothes and soap.
He suffered whenever he saw these
children suffering and was happy in
making them happy.
Begged Him Not to Leave
Other times he would tell me stories of
his friends and ships that he knew well
disappearing at sea during the War. He
told me of how everything was painted
black and no lights were to be on at
night. One time he was leaving on the
train for New Orleans to catch a ship he
signed on. Mom said she had a feeling
she would never see him again if he left.
She cried and begged him not to leave.
He got off the train. The ship left with
out Dad and sailed under sealed orders.
Two weeks later the ship disappeared at
sea without a trace of it or any of the
men. None of them have ever been heard
of since.
He knew most everyone aboard.
Some of you may remember him differ
ently. But I remember him as my father
the seaman. I think about him every
time I pick up a Seafarers Log. I never
fail to check every month to see if any of
my ole buddies are pictured in the Log.
You see, I also sailed with the SIU dur
ing 1968, 69 and 70.
Dad always used to say, "Son, don't
even go to sea unless you want it to get in
your blood. It's a hard, rough, rugged
life. She is unpredictable. Today she
could be mean, dark and ugly. Tomor
row she could be the most beautiful
place on earth."
But when I became 16 years old in be
tween times of finishing high school I
did go to sea. With some hard talking.
Walter H. "Shorty" Cook
he signed papers for me and I left Hous
ton via New Orleans in June 1968
aboard the
Halcyon Panther. I sailed
as BR and later became an OS. I will al
ways be thankful for this as long as I
live. Going to sea did get in my blood.
Dad was so right.
How I remember those days. I came
back home every year in order to
finish high school. After graduat
ing and sailing to Vietnam and making
a complete shuttle run around the
world, I came home to join the U.S.
Marine Corps.
Upon leaving the Marines and having
gotten married and raising a family (I
now have two children, a boy and a girl),
I never made it back to sea. I'm now a
full-time fireman and a part time em
ployee with a well known company in
the city.
I am now living in. I was just thinking
of Dad and the other seamen I know.
Vou meet some fine people aboard those
ships. I just wanted to let you know how
much I miss it and how much Dad
missed it after his retirement. I hope to
make it back to sea some day. Dad will
never make it again as he is now in
heaven. But I still love the water, and
Dad still lives in me.
Delta Queen Shows Speed Supremacy in Riverboaf Race
The SlU-contracted Delta Queen, the
grande dame of riverboats, showed her
stuff once again by winning the annual
steamboat race at Louisville, Kv. on
May 3.
The elegant, 52-year-old vessel cap
tured the honors from the home port
favorite, the Belie of Louisville. Her
winning time in the 14-mile race on the
Ohio River was one hour and 45
minutes.
Both competitors are authentic, oldtime rix erboats. The race, part of Ken
tucky Derby festivities for the past 15
years, gives their passengers and
crews a firsthand chance to experience
the colorful Mark Twain era when riverboat races were commonplace.
The Delta Queen has now chalked up
eight wins, and her rival, six. The race
was not held one year out of the 15
because of bad weather.
The Delta Queen normally carries
192 overnight passengers and 75 crew
members. Deckhands, galley and house
keeping personnel are SIU. But close to
300 passengers were on board for this
year's race. The crowd seemed to bear
out Mark Twain's contention that
riverboat racing is more exciting than
horse racing—for the time being, at
least, until they poured into Churchill
Downs three days later for the Derby.
At first glance, it would appear that
4 / LOG / July 1978
the Delta Queen has it all over the
smaller Belle of Louisville. She is 1,650
gross tons. 285 feet long and has 2,000
hp. from her two steam engines. The
Belle is 390 gross tons, 190 feet long and
has only 600 hp.
But larger size is not always an edge in
the race. The course requires a turn
around six miles out for the finish back
at Louisville. The smaller Belle can pull
away more quickly and can also maneu
ver turns more easily.
When llie riverboats blow their whis
tles and start their huge paddlewheels
Paddlewheel churning up the Ohio River, the SlU-contracted Delta Queen sails to
victory in the annual steamboat race in Louisville, Ky. May 3.
turning, it's anyone's guess which one
will come in first. This year the Delta
Queen was able to display the winner's
prize once again on her pilothouse, a
pair of gilted antlers, the symbol of
speed supremacy on the rivers for 100
years.
The Union-contracted Delta Queen
Steamboat Company of Cincinnati,
Ohio also operates the only overnight
passenger steamboat on the rivers, the
Mississippi Queen. She was built two
years ago for $27 million. The Belle of
Louisville, operated by Jefferson
County, Ky., is an excursion boat that
makes sightseeing trips around her
home port.
The Delta Queen, was originally built
in Scotland for $865,000, said to be the
most ever invested in a riverboat at the
time. She has been declared a National
Landmark and is now a priceless sur
vivor of another era.
She has a steel hull and a wooden
superstructure, including ornate oak
and mahogany carvings. All her fittings
are brass and her interior also includes
cut glass and stained glass set with
copper.
She operates by an Act of Congress
which exempts her wooden super
structure from the safety-at-sea regula
tion. All other leatures are approved by
current Coast Guard regulations.
�/
Hall: 50,000 Maritime Jobs Imperiled
In a stinging attack on America's
lackluster attitude toward her merchant
marine, SIU President Paul Hall pre
dicted that "50,000 Americans will lose
their jobs in the next five years because
the U.S. is not building enough ships
and we are not carrying enough of our
own cargo."
President Hall said that the imperilled
Jobs involve "people who work in our
shipyards and on American flag ships."
He added that "most of these 50,000
Americans are black and members of
other minority groups—people to
whom this nation has made a commit
ment and to whom the maritime indus
try, more than most, has kept that com
mitment."
Hall levelled his charges late last
month during a press briefing con
ducted by the National Maritime Coun
cil. The NMC is an organization com
prised of labor, management and gov
ernment people. It was established in
1971 for the purpose of fostering the
growth of the U.S. maritime industry.
SIU President Hall is a member of the
Board of Governors of the Council. He
was joined at this press briefing by
James R. Barker, NMC board chairman
and head of Moore-McCormack Lines,
and Robert J. Blackwell, assistant secre
tary of Commerce for Maritime Affairs.
'Outmoded Thinking'
President Hall blamed the bleak outloolc for American maritime on the
"outmoded thinking in this country that
contends the rest of the world is so kind
and fair and generous that we can de
pend upon others for our international
transportation needs."
Hall also charged that unless the U.S.
abandons its adherence to the false pol
icy of "free trade" in the international in
dustry, "the U.S. will have no fleet of its
own."
President Hall predicted that if the
U.S. fleet is allowed to disintegrate "it
will be too late for consumers to com
plain about the doubling of the prices of
imported goods because we no longer
can influence transportation co.sts; it
will be too late for Americans to wonder
why this nation is helpless to support
and supply its allies against the Rus
sians or anyone else because we no
longer have ships by which we can
supply them."
Hall concluded bluntly, "it's time we
understood that a merchant fleet is as
basic to American security and its econ
omy as steel, automobiles and energy."
Barker, Blackwell Charge Soviets
James R. Barker blamed part of the
American fleet's problems on rate cut
ting practices of the Soviet merchant
fleet.
He charged that "predatory trade
practices by the Russians are designed
to push America from the high seas."
He added that "widespread rate
slashing by the Russians clearly is in
tended for political primacy and is void
of commercial consideration."
Supporting Barker's statements.
Maritime Administrator Robert Blackwell said that the Russians "have been
quoting rates of up to 40 percent lower
than those of U.S. flag or foreign flag
vessels."
Blackwell said, "there is no way for
the U.S. or the Europeans to compete.
This is a classic case of dumping."
Blackwell also charged that the Rus
sian fleet operating in the U.S. trades
"does not provide U.S. jobs or one sin
gle advantage to the U.S. maritime in
dustry." He said that the Soviet fleet's
earnings "never return to the U.S."
Both Blackwell and Barker called on
Congress to pass the Controlled Carrier
Bill, now moving through the Hou.se.
The bill, in brief, would force the Rus
sians to raise their rates to compensa
tory levels with the U.S. operators or be
banned from the trade.
In closing, Blackwell noted that there
are more Soviet ships now operating in
the U.S. trades than American ships. He
called this "a terrible, inconsistent
policy.'
Poor Procedures Caused Liberian-Flag Sansinena Blast
On the evening of December 12, 1976
the cloudless sky over Los Angeles Har
bor suddenly erupted in a flash of fire
and smoke.
It was the Liberian-registered, "flagof-convenience" Sansinena, under
charter to the Union Oil Company of
California, exploding and burning at
her berth while taking on ballast and
bunkers.
In a Coast Guard "Marine Casualty
Report", recently received by the Log,
we were not surprised to learn the cause
of this disaster, which snuffed out the
life of nine persons (eight crewmembers
and one Terminal Security Guard) and
injured 58 others.
The explosion, the report concluded,
was probably caused by the ignition of a
hydrocarbon vapor cloud over the afterdeck of the Sansinena. The formation of
the cloud itself, and its subsequent igni
tion, was largely attributed to "poor op
erating procedures"—not an uncom
mon phenomenon on "flag-of-convenience" ships, like the Sansinena,
Other factors which figured in the dis
aster were improperly maintained
equipment and poor design features.
There was not much of a breeze in the
harbor the night of the explosion. On
the afterdeck of the Sansinena, in the lee
of the midship house, there was even less
of one. According to the report:
"This slight airflow was not sufficient
to disipate the hydrocarbon vapor cloud
which had formed between the midship
and after deck houses."
On "flag-of-convenience" ships, im
properly trained crews are a major cause
of various kinds of accidents, many of
which have caused loss of life and ship.
But crewmembers are all too often
made the scapegoats for the "big guys"
who are actually responsible for man
ning, operating, and inspecting the
ships. The blame of such tragedies as the
Sansinena must be shared. The Coast
Guard report points the finger in all
directions:
"The inspection procedures of the
cargo vent system by the shipboard per
sonnel, classification society inspec
tors, inspectors of the Government of
Liberia, and company inspectors were
inadequate to detect the relatively ex
tensive deterioration that existed on the
underside sections of the cargo vent pip
ing. Furthermore, this lack of integrity
allowed the vent piping to serve as a
path of transmission for a flame to enter
the cargo tanks."
According to figures released by the
Transportation Institute in January,
1977, "flag-of-convenience" tankers,
comprising 26 percent of the world's
tanker tonnage, were responsible for
40.7 percent of aU tanker tonnage lost.
American oil companies manage to
avoid taxes, labor costs, and certain
safety standards and requirements by
using "flag-of-convenience" ships. What
is the cost, though, to the American peo
ple and environment? The answer, in
terms of lost jobs, pollution, and a weak-
MTD Sets Up Council in Juneau
The port of Juneau, Alaska is the site
of the newest Port Maritime Council of
the AFL-CIO's Maritime Trades De
partment.
This important addition to the family
of port councils, now numbering 29, fol
lows closely on the heels of the establish
ment of a new council in Jacksonville,
Fla.
Elected president of the new Alaska
Council was Greg S. O'Claray, regional
vice president of the Inlandbbatmen's
Union of the Pacific, Alaska Region, an
affiliate of the SIUNA. SecretaryTreasurer of the Council is Thomas E.
Cashen, business agent for the Alaska
Statewide Local 1547 of the Electrical
Workers.
Paul Hall, president of the MTD, wel
comed the new council to the Depart
ment when he wrote to O'Claray; ,
"We would like to congratulate you
on setting up the council, and wc are
sure it will be most successful under
your leadership and that of Thomas
Cashen."
Other charter members of the Port
Maritime Council of Alaska are the La
borers International Union of North
America; the United Brotherhood of
Carpenters and Joiners of America; the
United Association of Plumbers and
Pipefitters, and the International Union
of Operating Engineers.
The port councils serve as "the local
arms of the MTD in its mission to foster
the cause of the labor movement and the
U.S. merchant marine. Jean Ingrao,
MTD Administrator, called the coun
cils the "backbone of the MTD."
The-MTD, which is headquartered in
Washington, numbers 44 national and
international unions with a total mem
bership of eight million workers.
ened U.S. Merchant Marine, is clear.
SIU President Paul Hall has called
the use of these unsafe, improperly
manned and maintained ships, "a sham
against the American people."
As a result of the Sansinena disaster,
the Coast Guard has initiated a tanker
boarding program.
According to the Coast Guard, "the
results of the boarding program to date
have revealed that a large number of the
tank vessels calling at United States
ports have deficiencies in the aforemen
tioned systems (cargo venting and han
dling; safety-related equipment and in
stallations)."
An effective inspection system can
help. But only effective legislation can
rectify a situation whereby 96 percent of
all American oil imports are carried in
non-American ships.
In an emergency situation, only
American owned and manned ships can
be relied upon. This was clearly proven
during the Vietnam War when foreign
countries and crews balked at carrying
U.S. cargoes to the war zone. And
American crews arc better trained and
work on safer ships. Thus, the possibil
ity of disasters like the Sansinena and
the Argo Merchant is far slimmer on
American crewed ships.
Good legislation has been written to
bolster the U.S. merchant marine. But
powerful lobbying groups, such as the
oil interests, have kept good legislation
like the Energy Transportation Security
Act of 1974, and the Carter Administra
tion's cargo preference proposal, in
1977, from becoming law.
So we've got to keep fighting. It's just
too bad that so many Sansinena'x have
to go up in flames before the battle is
won.
LNG imports Plan, Thought
Dead, is Resurrected
A massive LNG importation pro
gram, thought dead because of a lack of
government support, may yet be
resurrected.
The prematurely buried program
calls for the importation from Algeria of
nearly 700 million cubic feet of natural
gas a year for 20 years.
Two American companies are in
volved in the contracts to do the import
ing—El Paso Co. and Teneco Inc.
El Paso signed a 20-year contract with
the Algerian government in 1975. Ten
eco signed a similar agreement in 1976.
However, the two pacts have been in
limbo since then while awaiting ap
proval from the American government.
(El Paso, under a completely
different program, will soon be
importing LNG from Algeria on
six brand new U.S.-flag LNG
tankers. SIU members will man
these vessels. Infact. Seafarers are
already aboard thefirst of the six
vessels, the El Paso Southern. The
remaining five vessels will be
crewed at intervals over the next
year pending construction delays.)
The defunct Federal Power Commis
sion had actually given preliminary
approval of the programs in 1976. How
ever, when the Carter Administration
took over, the function of the FPC was
replaced by the Federal Energy Regula
tory Commission. The FERC promptly
announced it was not going to "rubber
stamp" the actions of its predecessor.
The Algerian government initially
gave the U.S. a cancellation date of
Sept. 31, 1977. That date was extended
to Dec. 31, 1977.
When the U.S. government allowed
the Dec. 31 date to pass without approv
ing the contracts, Algeria signed con
tracts to sell huge amounts of gas to
West Germany. They also began nego
tiating to sell to France, Sweden, Aus
tria, Tunisia and Yugoslavia.
1 he deal with the U.S. looked to be a
dead issue. But earlier this month, Al
geria announced that she would still
honor the contracts with El Paso and
TenecO if the U.S. would render ap
proval.
Such an importation program would
mean creation of thousands of jobs for
U.S. workers. These jobs would be in
shipyards for the construction of an un
determined number of LNG tankers, as
well as jobs for American seamen in
manning them.
The SlU's Washington staff has been
working all along to encourage govern
ment approval of these contracts. The
SIU feels such a program will allow the
U.S. to cut down on its dependence on
imported Arab oil, while at the same
time encouraging American industry to
develop our own domestic natural gas
resources.
July 1978 / LOG / 5
�rCharlie Naien Named HLSS
Vocational Director
Washington, D.C.
What ever happened to Locks and Dam 26 and the user charge bill?
Nothing yet.
When and if the outmoded Mississippi River lock will be replaced and u.ser
charges imposed for the first time on the inland waterways are still unanswered
questions.
There
a is that legislative action on the controversial measure has become
even more complicated than it was to begin with.
In May the Senate passed the bill, H. R. 8.309, authorizing these waterway
developments. But its decision was different than the version of the bill passed by
the House of Representatives in October, 1977. The Senate version instituted a
higher fuel ta.x (12 cents per gallon) than the one approved by the House (6 cents
per gallon).
Moreover, the Senate tacked on amendments to the bill authorizing a number of
public works water projects in addition to Locks and Dam 26. For these reasons,
H. R. 8-309 must go before a joint House-Senate Conference to iron out the differ
ences in the two versions of the bill before it reaches President Carter's desk.
The President threatened to veto the bill soon after it was passed by the Senate.
The Administration wants higher charges than those provided by both the House
and the Senate.
But in the meantime, thejoint conference has not been formed yet. This is because
a new bill, H.R. 13059, was introduced recently in the House, as a way for the House
to act separately on the public works projects included in the Senate version. These
projects had not been previously considered in the House.
Hearings were held in .June on this water resources development bill, but it has
not yet reached the floor of the House. Once the House acts on H. R. 13059, it will
appoint conference members to participate in the full decision on H.R. 8309.
After that, it's up to the President.
Charlie Nalen, newly-named Director of Vocational Education at HIS.
The Harry Lundeberg School has an
nounced that one of our fellow Sea
farers, Charlie Nalen, has been made
Director of Vocational Education at the
School. SIU members have come to
know Charlie personally while up
grading at the School.
Charlie joined the SIU after he com
pleted the basic vocational program at
HLS. He is one of the many young men
that the Union has helped to begin
careers in maritime. As a Seafarer,
Charlie earned engine department rat
ings as fireman, oiler, pumpman and
electrician. He then attended the Calhoon MEBA School in Baltimore and
earned his 3rd mate license.
Charlie shipped as an engineer and
then later returned to H LS as an Engine
Department Instructor.
Because Charlie is one of us—a Sea
farer—he understood the unlicensed
seaman's educational needs and heset up
many programs that have helped so
many Seafarers advance their careers.
Since Charlie had upgraded to higher
ratings as a Seafarer, he knew very well
how technical and advanced a seaman's
job has become. So he worked hard to
develop the Automation Course and
College Credit Programs we now have
at HLS.
Because Charlie is Director of Voca
tional Education, all of us can be sure
that our needs will be met through the
courses and programs at HLS.
All of us can be proud of our fellow
Seafarer's success. Our School gave
Charlie his start, and now he's making
sure that the School will continue to
work for us.
Great Lakes
Lakes Boatmen and Dredgcmen have gained new jobs through two more large
dredging projects recently awarded to the SllJ-contracted companies by the Army
Corps of Fnginccrs.
Circat Lakes Dredge and Dock is doing a $3 million hydraulic dredging job,
deepening channels in Bay City, Mich. I.ucdkte Engineering started a $2 million
dredging project in Cleveland, Ohio this month, repairing sea walls in Lake Erie's
outer harbor.
Mississippi River System
SlU Boatmen just crewed a brand new towboat, the Thruston B. Morton. The
4,200 hp. boat is the newest addition to the SlU-contracted fleet of Southern Ohio
Towing Company of .leffersonville, Ind.
Jacksonville, Fla.
SlU-contracted Caribe Tugboat, Inc. will be operating two more triple deck, roll
on, roll off barges out of this port ne.xt year. Shipyard orders for the 580-ft. giants
have been placed for additional trailer barge service in the Caribbean. The first
is expected for delivery next summer and the second by the end of 1979.
The new barges will be identical to the two triple deckers beginning service this
year. The first. La Reina, completed its maiden voyage in the Caribbean in May and
the second, E! ConquLstacior, is expected to be delivered in Jacksonville in the fall.
The barges can carry up to 374 40-ft. trailers and are the largest of their kind
in the world.
The 600 ft. long Lock 26 at Alton, III., shown here, is too old and too small to handle heavy
barge traffic at this key point on the Mississippi River. But Congressional delays of
legislation which would allow a new, larger lock—along with inland user charges—have
been almost as long as the back-ups caused by the old lock.
6 / LOG / July 1978
If you know how fo keep things cold, you'll always be needed aboard
ships that carry refrigerated containers. So take the Maintenance of
Shipboard Refrigerated Systems course at HLS. it starts September 5.
When you finish you get a certificate of completion from HLS—your
ticket into the booming job market aboard U.S.-flag ships for seafar
ers with reefer maintenance skills. To enroll, see your SIU Represen
tative or contact HLS.
�Headquar
by SIU Exeoiilive Vice Presidcnl
Frank Drozak
It was one year ago that the SIU made maritime history by crewing the
Aquarius, the first American-built, American-flag LNG tanker.
This month, with the crewing of the FJ Paso Southern, the Union is manning
a total of four LNG ships and there are more on the way. The El Paso Southern,
which will transport liquid natural gas from Algeria to the U.S. East Coast, is
one of six LNG carriers planned by that company. And several sister ships to
the Aquarius will be coming out of General Dynamics Shipyard over the next
few years.
Another SIU crew on another LNG ship just goes to show that the future of
shipping lies in new, highly automated vessels. Seafarers were able to crew
LNG ships for just one reason. We had the training and the special skills
required to operate them.
LNG tankers are only one type of high technology vessel now operating.
Since 1970, new types of ships including the SL-7, LASH, ULCCs,VLCCs and
RO/RO's have become more and more common.
Along with the new ships come new job opportunities for Seafarers. But
without the necessary skills, it's not possible for a Seafarer to take advantage of
these opportunities.
The place to pick up the skills the new ships demand is the SIU's Harry
Lundeberg School. HLS offers specialized courses that have been planned
especially to qualify Seafarers to work high technology equipment.
Two examples of this are courses offered to QMEDs. In six weeks qualified
Seafarers can earn certification in Marine Electrical Maintenance or Pumproom Maintenance and Operation, which are of special importance on new
ships. (See P. 11 of this month's Log.)
The electrical course covers both in-class and practical training in the
control, operation, maintenance, trouble-shooting and repair of rotating elec
trical machinery.
Overseas Arctic Committee
In the pumproom maintenance and operation class. Seafarers receive
instruction in cargo properties, tanker development and construction, tank
cleaning, inert gas systems and firefighting, among other things.
We ve been able to bring a lot of the newest ships under SIU contract
because SIU members have taken the time to upgrade. By continuing to
upgrade we 11 be able to keep on contracting these new vessels.
LJpgrading is one very important way to secure new jobs and improve those
we already have. Contract negotiations are another way.
The SIU recently negotiated landmark agreements for both deep .sea and
Great Lakes members. And right now. talks are underway on the West Coast on
behalf of the Marine Cooks & Stewards.
When the MCS merged with the SIU-AGLIWD last month, the A&G
District became the negotiating agent for the West Coast stewards. As of now.
the Pacific Maritime Association has signed a Memorandum of Understanding
with the A&G District. We've reached agreement on major contract issues
involving representation and administration of pension, welfare and other
benefit programs.
The issue of wages and cost items have not yet been worked out. This is
because wage items are negotiated jointly with the Sailors Union of the Pacific
and the Marine Fireman's Union. But we are hopeful that these negotiations
will be wrapped up soon.
During contract negotiations, unions and management are on oppositesides
of the table. But there are some issues where the two sides join forces to work
for a common goal.
An issue where union and management are of one mind is on opposing the
Navy's request for government funds to build their own non-combat support
vessels. (See P. 5 of this month's Log. )
The Navy wants S192 million to construct a cable repair ship even though
the merchant fleet has a modern cable-layer which has been used on Navy jobs
before.
And the Navy has asked for hundreds of millions of dollars to maintain their
fleet of 125 harbor boats.
Industry spokesmen have joined the SIU in t)pposing the u.se of federal funds
to build ships that are already available in the U.S. merchant fleet.
It's a waste of money for the Navy to maintain a non-combat fleet. And it's a
waste of the skills of the merchant sailors who could and should crew any
commercial support vessel.
In these days of high costs and tight budgets, it just makes more sense ft)r the
Navy to spend its money for warships and leave the support work tocornmercial vessels and trained seamen.
Smetimes you're faced
siutforswim situation
Recently at the Stapieton Anchorage (S.I., N.Y.) the Ship's Committee and a crewmember of the ST Overseas Arctic (Maritime Overseas) gather for pix. They are,
(I. to r.) AB Francisco Zapata, deck delegate; Recertified Bosun Malcolm Cross,
ship's chairman; Engine Delegate J. D. "Whitey" Harmon; 3rd Cook Steve Fakiroglou, steward delegate and Chief Cook Mollis Huff.
Training Standards Set By IMCG
An international agreement on train
ing and crewing standards for merchant
ships was reached this month by the
Inter-Governmental Maritime Consul
tative Organization (IMCG).
The pact, titled "Convention of
Standards on Training, Certification
and Watchkeeping for Seafarers," was
initialed by delegates from 73 countries
who attended the Conference, held in
London from June 14 to July 7.
The conference was the end result of
five years of work by the Standards of
Training and Watchkeeping Committee
(STW) of IMCG. The STW Committee
prepared documents, with input from
the SIU and other maritime organiza
tions, designed to improve maritime
safety. The SIU was represented by Vice
President Earl "Bull" Shepard and Bob
Kalmus of the Lundeberg School.
In all, 23 resolutions were adopted.
But the most important are the Articles
which set general crew requirements and
watchstanding training qualifications
for ocean-going ships over 200 tons.
These standards do not apply to
small vessels that travel only on in
land waterways.
In most cases, crew training require
ments and qualifications parallel, or are
less rigorous, than present U.S. require
ments. For example, the resolution for
"Ratings Assisting the Engineer of the
Watch" is very similar to U.S. require
ments for the QMED rating.
The IMCG agreement does not
become a binding treaty until after it is
ratified by at least 25, countries that
represent half the world's gross tonnage.
IMCG's STW Committee will meet
again early next year to begin devel
oping standards for manning and to
continue work on training and certifica
tion requirements.
1'
'^1-
Weii Help You Step A fleet
At HLS, we'll help you get the job security and the higher pay
you need to keep your head above water. How? We'll help you
get the skills you need for your FOWT endorsement. Better skills
mean a better job and more security. Enroll in the FOWT Course
now! Classes begin August 31, October 16.
To enroll, see your SIU Uepreseuiative, or conlaei HLS.
July 1978I LOG / 7
�The
Lakes
Picture
ALiaiXAr
In addition to the contract SIU reps negotiated with the Great Lakes Associa
tion of Marine Operators (see p. 2 of this month's Log), the Union is in negotia
tions with S&E Shipping Corp. and Bay Shipping Corp. These two corporations
operate the Kinsman fleet of ore carriers which are not covered by the GLAMO
contract. Talks on the new Kinsman agreement are close to completion and a
ratification vote should take place by the end of July.
SIU Port Agent Jack Bluitt was elected to the Executive Board of the Michi
gan AFL-CIOat the Board's annual Upper Peninsula meeting in June. Bluitt will
take the place of retired Board member, SIU Headquarters Rep Fred Farnen.
During the two-day meeting, Farnen was presented with a plaque commemorat
ing his service to the Michigan Federation by Executive Board President William
Marshall.
DULUTll
All six ships in the Huron Cement fleet are running for the first time in two
years. The L.G. Harriman, used as a cement storage silo since 1976, crewed on
June 12. She started a regular run between Alpena and Escanaba, Mich, on
July 6.
CHirACai
The crew of the Adam E. Cornelius (American Steamship Co.), laid up for
repairs, was recalled July 6 and the ship started for Cleveland.
CLEVELAIVD
American Steamship Co.'s Consumers Power laid up in Cleveland for repairs
on her self unloading equipment. Repair work is expected to take about three
days.
ST. LAWRENCE SEAWAY
The St. Lawrence Seaway Development Corp. recently concluded another in a
series of projects, studies and experiments geared towards extending the shipping
season on the Seaway.
The Seaway Development Corp., which administers the waterway for the
U.S., demonstrated how two ice booms on the St. Lawrence River could be mod
ified to allow ship passage year-round in that section of the river.
Ice booms are used to keep ice Jams from forming around hydroelectric
powerlines. They're made of 30-foot wood timbers chained to steel cables and
anchored to the river bottom.
The Seaway Development Corp. began the studies on ways to extend the
shipping season in 1971 under a grant from Congress. The project is scheduled to
run until 1979.
ALL THE LAKES
The fight over where a proposed $60 million Great Lakes icebreaker will be
built continues. Pressures on Congress from different sources, including the
former U.S. ambassador to Finland, want thegovernment to purchase a Finnish
icebreaker. U.S. shipbuilders, suffering from a decline in new orders, want the
vessel to be American built.
Spokesmen for American shipbuilding companies are asking Congress to
guarantee that the icebreaker and all other Coast Guard vessels be built at
U.S. shipyards. Ships built for the Navy with government funds are all con
structed at American yards.
Figures from the Lake Carrier's Association indicate that sliipping overall on
the Lakes has been good for the start of the 1978season. Iron ore shipments were
up more than 50 percent from the same time last year and grain shipments also
rose. The only decline was in the movement of coal, with only 2,172,206 net tons
shipped during April.
Notke to Members On Mt Call Procedure
When throwing in for work dar
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
8 / LOG / July 1978
• clinic card
• seaman's papers
INLAND
Seafarer Raymond Kane, who works as a porter on the Consumers Power, puts
his years of experience as a cook to use every chance he gets.
Galley Gourmet Ray Kane Can
Whip Up a Mean Stroganoff
Land-locked Kentucky isn't the most
likely state in the Union to spawn a sea
man. But that's where Seafarer Ray
mond Kane was born. Brother Kane, a
night porter on the Laker Consumers
Power (American Steamship Co.), has
spent half his life shipping out. That's a
considerable chunk of time because
Kane is now 71 years old and still going
strong.
Brother Kane began his sailing career
working on "sallies" as a cook. Great
Lakes shipping is new to him. He joined
the SIU in 1970, at the age of 63 because,
he said, "I had no other pension but So
cial Security and you can't live on that."
Ray had a lot of practice as a cook be
fore he ever set foot in a galley. During
the Great Depression, when jobs were
scarce, he answered an ad in a news
paper for work at the Russian Bear Inn.
Though he'd never eaten, much less
cooked, Russian food before, Ray
trained under the restaurant's chefs and
eventually became top cook himself. His
specialties included stroganoff, a beef
dish named after a 19th century Russian
count, and Russian pastries.
One of the drawing points of the Rus
sian Bear Inn was its orchestra. In his
years at the restaurant, Ray became
friends with the orchestra leader who
gave his three sons music lessons.
The boys learned to play balalaikas,
three-stringed Russian instruments a
little like guitars. All three of Ray's sons
now play in a Russian balalaika or
chestra.
There wasn't too much call for Rus
sian food when Brother Kane went to
work aboard ship, but on holidays he
might come up with something special.
One Thanksgiving he served the crew a
Russian rum cake.
In between his deep sea sailing years
and joining the SHJ to work on Lakers,
Ray spent seven years feeding hungry
tourists at Yosemite National Park.
Ray ships out from Detroit where he
raised his family and where his 14 grand
children and one great-grandchild now
live.
Those kids are a big reason why
Brother Kane decided to return to sea
faring. "When I'm home," he said, "I
like to be able to take them out and treat
them to lunch or a movie. I can do that
now but I couldn't on my Social Secur
ity checks."
It also seems that Ray's not much of a
stay-at-home type. He's just happier
when he's working, whether on land or
on the water.
SPAD is the SIU's political fund and our political arm in
Washington, D.C. The SIU asks for and accepts voluntary
contributions only. The Union uses the money donated to
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress. These are issues that have
a direct impact on the Jobs and Job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The SIU urges its members to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the FEC
in Washington, D.C.
�Seafarers International Union of North America, AFL-CIO
JULY 1978
Legislative, Administrative and Regulatory Happenings
SIU Testifies in Support Of Sea-Level Canal Study
SIU Legislative and Political Activities Direc
tor Dave Dolgen (at right) voiced the strong sup
port of an amendment proposed by Senator
Mike Gravel (D-Alaska)-which would establish
an International Sea-Level Canal Study Com
mission. Senator Gravel (at left) is urging the
study to update both the commercial and mili
tary effectiveness of a deep-draft canal across
Central America.
In his testimony, Dolgen pointed out the in
ability of the present canal to handle the more
than 1,300 ships that are too large for transit. He
stressed that there is "ample justificatioir for up
grading the Canal Study Commission's 1970 re
port in view of the economic difficulties in trans
mitting Alaskan North Slope oil to Gulf and East
Coast refineries.
On the Agenda in Congress . . .
A number of hearings are scheduled in
both the House and Senate in the coming
weeks which are of particular interest to Sea
farers. These are hearings on bills which af
fect the maritime industry and—either di
rectly or indirectly affect the jobs and job
security of all of us. Our Washington
legislative and political staff will be
attending many of these hearings, and will
be in close touch with Congressional
members of the House and Senate to let
them know our position on these bills.
IN THE HOUSE.
CLOSED
SHIPPING
CONFER
ENCES. The House Merchant Marine
Committee will hold hearings later this
month and in August on a bill which would
authorize the formation and implementa
tion of "closed conferences" and "shippers'
councils" in the foreign ocean trades of the
U.S.
RECIPROCAL
OCEAN
AGREE
MENTS. The Merchant Marine Subcom
mittee will hold a hearing this month to
finalize a draft of a bill which provides for
prompt implementation of "reciprocal
ocean agreements"—including "equal ac
cess" and "cargo pooling" arrangements be
tween U.S. liner operators and foreign ship
pers in the U.S. trades. Further hearings will
be held in October.
AGRICULTURAL EXPORTS. The
Subcommittee on International Economic
Policy and Trade is in the process of drafting
a final version of a bill to extend the Com
modity Credit Corporation. The CCC is a
federal financing agency which extends loan
guarantees to foreign nations to buy U.S.
agricultural products. Under present provi
sions of the law, U.S. ships are not given
preference—as they are under the P.L. 480
Act—for carrying the agricultural cargoes.
We have testified at hearings on this bill,
arguing that the loan guarantees are in effect
"government-sponsored" and that cargo
preference provisions should be written into
the Act.
NAVY-MARITIME ADVISORY
BOARD. The Merchant Marine Subcom
mittee is in the process of completing a draft
of legislation which would establish a NavyMaritime Advisory Board. The purpose of
the legislation is to establish closer coopera
tion between governmental agencies and
industry in order to coordinate efforts to
strengthen our naval defense system by a
more practical use of the U.S. Merchant
Marine as a viable support system.
GREAT LAKES VESSEL FINANC
ING. The House Merchant Marine Sub
committee is holding hearings this month on
financing and mortgage guarantees for
Great Lakes vessels. This legislation could
be a spur to the construction of new bulkers
on the Lakes.
ALASKA NORTH SLOPE CRUDE
OIL. The Special Investigations Subcom
mittee of the House Interior Committee will
be holding field hearings next month in San
Francisco on the possibility of exchanging
Alaska North Slope crude oil with foreign
nations. One of the schemes is to send the
Alaska oil to Japan, and import Indonesian
oil on an exchange system. This would cut
drastically into the U.S.-flag tankers trade
out of Valdez, and our Washington legisla
tive staff is watching this Congressional
hearing very closely.
TANKER SAFETY. The House Interna
tional Relations Committee is planning
hearings later this month on a Senate bill
(S. 682) which would implement certain
safety standards for tankers in the world
trade. These standards were drafted by the
recent International Maritime Consultive
Organization (IMCO) meeting in London.
GRASS ROOTS LOBBYING. The Com
merce Subcommittee of the House Govern
ment Operations Committee is holding
hearings on "grass roots" lobbying by major
industry groups this month. James Barker,
chairman of the National Maritime Council,
and Robert Blackwell, assistant Secretary of
Commerce for Maritime Affairs will testify.
IN THE SENATE.
OCEAN MINING. The Senate Com
merce Committee will mark up S. 2053, the
Deep Seabed Mining bill, later this month.
This bill has already cleared the Senate
Energy Committee with "build American"
and "hire American" provisions intact.
Commercial mining operations in the deep
seabeds by American industry has been
delayed by the uncertainties surrounding the
International Law of the Sea Conference.
OIL POLLUTION LIABILITY. The
Senate Environment and Public Works
Committee will be holding hearings later
this month on a wide-sweeping oil pollution
liability bill.
FEDERAL MARITIME COMMIS
SION. The Senate Subcommittee on
Merchant Marine & Tourism will hold hear
ings next month on a House-sponsored bill
which would cut back the power of the Fed
eral Maritime Commission to suspend
general rate increases or decreases in the
domestic ocean trades, and to expedite the
FMC's decision-making processes in its
regulation of these trades.
/// the Federal
Ag.enctes
SHIPPING COORDINATING COMMITTEE. The Working Group on Safety of
Navigation, a part of the Shipping Coordi
nating Committee's Subcommittee on
Safety of Life at Sea, will hold a seriesvof
open meetings this month in Washington.
The purpose of the meetings will be to con
sider matters relating to the upcoming
session of the Subcommittee on Navigation,
of the Intergovernmental Maritime Consul
tive Organization (IMCO). The IMCO
meetings will take place in New York from
July 31 to Aug. 4.
In particular, the group will discuss mat
ters relating to ship routings, navigational
aids, and navigational equipment.
SAFETY OF LIFE AT SEA. The Safety
of Life at Sea Committee is meeting in
Washington at the Department of Transpor
tation to prepare the U.S. position which
will be presented to the Subcommittee on
Ship Stability and Load Lines at the IMCO
meeting in New York next month.
RADIO COMMUNICATIONS. The
Working Group on Radio Communications
of the Subcommittee on Safety of Life at Sea
will be meeting in Washington this month to
prepare U.S. position documents for the
IMCO meeting on Radio Communications
which will be held in London in September.
Included on the agenda will be a discussion
of the Code of Safety Requirements for
mobile offshore drilling units, and opera
tional standards for shipboard radio
equipment.
July 1978 /LOG / 9
�^1: SlU in faosbinQto^^^^ fit WWi^?
Industfy
News
SIU Opposition to More Tax Breaks For Foreign-Flag Shippers
Gains Major Congressional Support
The SIU is gaining major Congressional
support in our opposition to a section of a
tax treaty with the Republic of Korea which
would offer further incentives to U.S. multi
national companies to build and operate
foreign-flag vessels.
Support to amend the proposed tax treaty
with Korea has come from Senator Daniel
K. Inouye, chairman of the Senate Subcom
mittee on Merchant Marine and Tourism;
Senator Lloyd Bentsen (D-Texas); and
Senator Maryon Allen (D-Alabama).
This is what has been happening:
U.S. tax treaty policy has traditionally
provided that income from ships operated
in international trade by American citizens
would benefit from the treaties only if the
ships were registered under the U.S. flag.
The proposed Korean Tax Treaty—as well
as similar treaties with other nations—
would provide that foreign-flag ships owned
by Americans would also qualify for the tax
breaks.
SIU President Paul Hall sent a stronglyworded letter of protest to all members of
the U.S. Senate voicing opposition to the
shift in treaty policy. In his letter. Hall asked
the Senate to re-examine the tax proposals,
and take whatever steps are necessary to
amend it "so as not to create another tax
incentive for the use of foreign vessels by
U.S. citizens."
In response to Hall's letter. Senator
Inouye sent a letter to Senator John
Sparkman, chairman of the Senate Foreign
Relations Committee, asking that the treaty
be reviewed and amended to strike out the
section giving tax breaks for foreign-flag
vessels. Senator Inouye said:
"As chairman of the Merchant Marine
Subcommittee, 1 believe Article 10 raises
substantial issues as to whether it is consis
tent with our national shipping policy to
establish and maintain a strong merchant
fleet, built in America, owned by Americans,
manned by American crews, and fully
capable of serving our international eco
nomic, military and political commitments
under all foreseeable circumstances."
Senator Allen, the newest member of the
Senate, said:
"I agree entirely with the SIU that there
is no justification for a policy change
embodied in these new tax incentives for
U.S. Plans Increase
MARAD Data
Shows U.S.-Flag
Fleet Is Increasing
In Oil Reserve Plan
The U.S. Department of Energy has been
given approval for a plan to increase the
Strategic Petroleum Reserve to 1 billion bar
rels by 1985. The present SPR program
limits the reserves to 500 million barrels.
In preparation the DOE has begun a
study for new storage sites for the 500 mil
lion barrels which will be added to the re
serves of oil for use in national emergencies.
The Energy Department has indicated that
longer hauls may be involved for U.S. ships
which will be transporting the crude oil re
serves.
The DOE also announced that it is includ
ing "an additional 50 cents per barrel as an
estimate of the additional cost of transport
ing 50 percent of the oil in U.S.-flag
tankers."
An analysis of this stepped up program by
the Washington-bas»^d Transportation Insti
tute indicates that the availability of a
Louisiana superport in the early 1980's
would add a new source of employment for
U.S.-flag ULCCs.
10/LOG/July 1978
owners of foreign-flag vessels, and I would
support an effort in the Senate to amend
the language of the U.S.-Korea Tax Treaty
so that the treaty-making process not be
misused to create further tax incentives for
the use of foreign-flag vessels by United
States citizens."
SIU Opposed Bill:
House Defeats Coal
Slurry Pipeline Bill
A bill which was being pushed by power
companies, and oil and gas pipeline opera
tors, to slush coal through pipelines from
Western coal mines was killed this month by
an emphatic vote of 246 to 161. Although a
companion bill is pending in the Senate, the
whole issue is dead for this session of
Congress.
The bill would have given pipeline opera
tors the right to acquire property for rights
of way to build pipelines from the coal beds
in Wyoming to power plants in the TexasArkansas area. The idea was to pulverize the
coal, mix it with an equal amount of water,
and slush it through the pipelines.
The bill was strongly opposed by the SIU
because the technique would seriously cut
into the coal transportation business of
barge line operators. It was also opposed by
environmentalists because the project would
use enormous amounts of "pure water"
which could not be reclaimed.
Senator Maryon Allen (D-Alabama).
The privately-owned, deep-draft fleet of
the U.k Merchant Marine totalled 749
ships, comprising a record 21.2 million
deadweight tons on June 1, 1978, according
to the U.S. Mariume Administration.
Compared to one year ago, the number of
vessels in the U.S. fleet increased by seven,
and its capacity increased by 2.2 million
deadweight tons. The sharp increase in ton
nage reflects the larger size of the newer
ships in the U.S. fleet, and the comparatively
smaller sizes of the older vessels which have
been sold foreign or scrapped during the
past year.
The Maritime Administration also re
vealed that as of June 1, 55 merchant ships,
totalling nearly 4.3 million deadweight tons,
were under construction or on order in
American shipyards. The new vessels in
clude: 14 tankers, 15 liquefied natural gas
carriers, 10 intermodal vessels, 10 dry-bulk
carriers, 3 break-bulk ships, and 3 specialtype vessels.
U.S.-Russian
Grain Pact
Nears Accord
Negotiations for a new minimum bulk
rate for U.S.-flag ships in the Russian grain
trade is moving ahead "with considerable
progress", according to Robert J. Blackwell,
Assistant Secretary of Commerce for Mari
time Affairs.
Blackwell, who just recently returned to
Washington from Moscow from a meeting
with Soviet shipping officials said that pros
pects for a new rate to replace the present
$16 per ton shipping rate on Russian grain
purchases in the U.S. were better than might
be expected in view of recent tensions aris
ing from the trials of U.S. newsmen and bus
inessmen in the Soviet Union.
The MARAD chief did not reveal what
the U.S. is seeking in a new rate, but he did
indicate that it would be higher than the
present rate to take into account increased
costs this year, plus those anticipated for
1979.
Under the present trade agreement—
negotiated in 1972—one third of the Rus
sian grain purchases must be carried in U.S.flag ships. Blackwell said that he hoped the
new rate would attract more U.S. carriers
into this trade. At the present time, neither
U.S. nor Russian-flag ships are hauling their
full, one-third shares of the trade.
�Labor Law Reform Set Back By Filibuster
t;i
1-- .
OldI 1laws, like
ships,
needJ to be
over
hauled every now and then. The barna
cles that accumulate to slow a ship
down, are like the hidden flaws and
loopholes that eventually surface to
slow down a good law.
The Labor Law Reform Bill (S. 2467),
recently dealt a setback by anti-union
forces in the Senate, would have scraped
the barnacles off the Labor Relations
Act of 1935 (Wagner Act).
But a month long filibuster, which
prolonged debate on the bill, finally
caused it to be sent back to the Human
Resources Committee in June for re
vision.
Delay, a favorite tactic of anti-union
elements, has stopped the bill for now.
But it is by no means dead.
The bill is of vital importance to the
entire labor movement, which will be
looking for it to come out of committee
—hopefully for final passage—later on
this year.
The National Labor Relations Act of
.
. .
.......
1935, the provisions of which the Labor
Law Reform Bill seeks to strengthen, is
probably the single most important
piece of pro-union legislation in U.S.
history. It was incorporated into the
Taft-Hartley Act of 1947.
The essence of the Act of 1935 is con
tained in Section 7 of that Act:
"Employees shall have the right to
self-organization, to form, join, or assist
labor organizations, to bargain collec
tively through representatives of their
choosing, and to engage in concerted
activities for the purpose of collective
bargaining or other mutual aid or pro
tection."
As good as the provisions of the 1935
Act are, unscrupulous employers have
found ways to either circumnavigate it
or to flagrantly ignore it. So the rights of
employees continue to be infringed
upon, and workers continue to be ex
ploited.
The Reform Bill, among other things,
would create stronger penalties so that it
. .
.
.
.
-
^
would no longer be cheaper for em
ployers to break the law than to comply
with it.
As George Meany, president of the
AFL-CIO recently put it, "it is directed
against the law breakers, and only law
breakers."
Do we really need this law? No ques
tion about it. In 1977 alone, according
to the National Labor Relations Board,
the government found that 7,552 work
ers had been illegally discriminated
against by employers.
There is no telling how many workers
had their rights infringed upon by em
ployers but kept quiet for fear of reprisal
or the humiliation of a lengthy battle in
court.
The Labor Law Reform Bill would
not only create stiffer penalties for em
ployers who break the law, but would
also speed up the process of resolving
employee grievances.
The Carter Administration has called
the Labor Law Reform Bill a fair law
and has backed it since its conception.
Secretary of Labor Ray Marshall, com
menting on the bill's return to commit
tee, which will require that certain
changes be made in it, said,
"I believe these changes can be made
without weakening the bill's central
thrust, which is to strengthen the rights
of workers or to choose whether or not
they want to engage in collective bar
gaining."
The Carter Administration has
pledged to support the bill in the future.
The key sponsors of the bill are Sena
tor Harrison A. Williams, Jr. (D-N.J.),
chairman of the Human Resources
Committee, and SenatorJacobK. Javits
(R-N.Y.).
It is a sad state of affairs when work
ers continue to be threatened—and
sometimes fired—for simply exercising
their rights as defined by the law.
This is what is happening, and why it
is important that the Labor Law Re
form Bill resurfaces for passage this year.
Notice:
Clarification of Vocation, Death Benefits in New Deep Sea Pact
The Lx)g would like to point out two
clarifications concerning increased
benefits under the new 3-year deep sea
contract.
Under the new Vacation Benefit
Schedule, the Log reported last month
that a Seafarer will receive 4 months
ba.se pay in the rating sailed for 365 days
worked. Seafarers should be advised
that a "month" shall be interpreted as
30 days. So, under the new Vacation
Schedule, for 365 days worked, a Sea
farer will receive an equivalent of 120
days (4 months) base pay in the rating
sailed.
The other clarification involves the
new increased Death Benefit for active
Seafarers. The new Death Benefit can
go as high as $20,000 depending on a
deep sea member's seatime with SlU—
contracted employers.
The new Death Benefit and the seatime requirements for receiving it are as
follows:
• $5,000—125 days seatime in the
previous calendar year, and 1 year
employment in the 6 month period
immediately preceding date of death.
• $10,000 - 125 days seatime in each
of the 3 consecutive previous calendar
years, and 1 day in the six month period
immediately preceding date of death.
• $12,000— 125 days in each of the 4
consecutive previous calendar years,
and one day in the previous six months.
• $15,000—125 days in each of the 5
consecutive previous calendar years.
Taiwan Unionists Visit Hdqrts.
Representatives from the labor movement in Taiwan recently visiteo ine U.S. as
guests of the Labor Department and the AFL-CIO. One of the stops on their tour of
America's labor institutions was the SlU hall in New York. They were hosted by
New York Agent Jack Caffey (third frorti right).
and 1 day in the previous six months.
• $17 000—125 days in each of the
6 consecutive previous calendar years,
and 1 day in the previous six months.
• $20,000- 125 days seatime in each
of the 7 consecutive previous calendar
years, and 1 day in the six month period
immediately preceding date of death.
The new Death Benefit Schedule is
applicable to active Seafarers only. The
Death Benefit for retired deep sea mem
bers remains at $5,000.
Seafarer Turned Teacher
Draws on Shipping Experiences
Louis N. Cirignano has been a loyal
SIU member since he first shipped out
from the old Stone Street Hall in Lower
Manhattan in 1-944.
He's been on the beach for 15 years
now, ever since he began teaching fulltime in 1963. But he's still paying dues
because, as he puts it, "the SIU is .some
thing I believe in."
Brother Cirignano makes no bones
about it—it was his early experiences
with the SIU which "provided the foun
dation for my teaching and political
career."
Cirignano's initial experiences with
the SIU came at atime when many ships
were still coming up on the wrongend of
Nazi torpedoes. His first vessel, the
Liberty ship Thomas Wolfe, on which
he served as messman for 13 months,
was lucky enough to steer clear of them.
This was luck, indeed, especially con
sidering that the Woife had the dubious
honor of holding down the deadly "cof
fins corner" in several convoys she par
ticipated in.
Cirignano recalled that the Woife
made some 30 runs between the British
Isles and the Normandy beachheads,
while he was aboard. In the English
Channel at that time, there seemed to be
a lot more worry about Cierman mines
and the infamous German "88's" (long
range artillery) than there was about
subs or enemy planes.
After the war, Cirignano continued to
ship out with the SIU in both the Stew
ard and Engine departments. He partic
ipated in many union organizing drives
and beefs in the late 1940's. It was this
experience, as he puts it. "that helped me
to understand the political animal."
Cirignano served in the U.S. Army
during the Korean War and entered
college in 1952 when his tour was up.
After receiving his degree in 1956, he
continued to ship out full-time but
began to do substitute teaching while on
on the beach.
The last vessel he served on was the
dredge Zanzibar, which participated on
Louis Cirignano
the Chesapeake Bay Bridge and Port of
Newark projects in the early I960's.
Since 1963 Brother Cirignano has
been a teacher with the Passiac, New
Jersey school system. He recently won
an unprecedented fourth term to the
Passaic Board of Education.
Cirignano's experience with the SIU,
more than anything else, has taught him
that, "he who perservercs will eventually
succeed." Pcrservcrence is often the
name of the game in the labor move
ment. and this has obviously helped Lou
Cirignano in his career ashore.
Researching
Vietnam Sealift
Seafarer Mike Gillen is currently
doing research for a book about the
merchant marine during the Vietnam
War. He is looking for stories,
photos, etc. and would like to cor
respond with anyone who was on the
Vietnam run.
Gillen was OS on the SS Fairport
to Da Nang in 1969. Write to him,
c/o Lee, 21-05 33rd St., Astoria,
N.Y. II105.
July 1978 / LOG / 11
�t %
The El Paso Southern is an impressive sight in the Norfolk Shipbuilding and Drydock Co. yard. The ship
measures over 948 feet in length, with a beam of 135 feet.
The view from the Southern's bridge shows the top
portion of her five cargo tanks. The structure amid
ships is the Cargo Control Room.
Wiper P. Sharp does some sprucing up atop one of
the boilers inside the engine room's vapor hood.
The El Paso Southern, like all U.S.-flag LNG ships, is equipped with a swimming pool. Storekeeper/Utility Ed
Savickas looks ready to take the plunge—clothes and all.
El Paso Southern,. 4th SlU-Contracted LNG
SIU members took another big step
forward this month in insuring their
future job security. This 'step' was
the manning of the first of six U.S.flag TNG carriers to he built for El
Paso Co., the El Paso Southern. The
Southern, joins Energy Transport
Go's. LNG Aquarius, LNG Aries and
LNG Capricorn as the fourth SIU
•manned LNG vessel.
These four liquid natural gas car
riers, and others which are currentIv
under construction. re[)resent a new
era in ship[)ing for .SIU members.
L.NG shif )s also present a new chal12 / LOG / July 1978
lenge to Seafarers because thev re'
quire specialized training for their
hatidling and in the handling of their
uni(pie cargo.
Seafarers can acapiire the needed
skills by taking the LNG course of
fered at the Harrv Lundeherg School
in Finer Point, Md. The course
ac.ijuaints students with the ve.ssels
and the advanced technological
(Mpiipmcnt utilized aboard them.
Included in the course is \ital in
formation about licpiid natural gas
and its pro|)ert ies.' A prop(>r under
standing of LN(j hel|)s to alleviate
some of the fears that people have
about it, while insuring that thev will
maintain a fair amount of respect as to
the [)ossihle dangers of LNG if it is not
handled properlv.
The HLS has been working in close
cooperation with the El Paso Com[lany to train the men who will work
on these ships. After completing
trainirig at HLS, crewmemhers tra
velled to Texas k & M Universitv to
learn how to combat actual fires from
LNG vapor before taking jobs on the
hi Paso Southern.
The El Paso Southern has been nick
named "Arzew 1" because she will he
transporting LNG between the liquification facility located in the port of
Arzew, Algeria and the regasification
facilities located in either Cove Point,
Md. near Baltimore, or at Elba Island
near Savannah, Georgia.
James Stillwell who is currently re
ceiving training aboard the Southern,
and who will he the Master of the
"Arzew 2" when it is completed,
called the Southern ". . . the best ship
I ve ever seen." He pointed out that the
ship is equipped with "two of evervthing" in virtually all phases of opera-
�Qua.ermaster R. E. Ramage opens one of the forward ballast tanKs
R—
whfcMs loS^inLde tTe°Ca^^^^^
located inside the Cargo Control Room.
^rads). The ship is also equipped with
water sprinkler systems and the engine room has a carbon dioxide fire protection system.
It's lunchtime and (1. to r.) David Pappas, baker, and Eric Stevens crew messman,
are ready to serve up some turkey with all the fixin's to the Southern's crew.
Chief Steward Harry Huston, left, and Chief Cook Bob Frazier seem to be enjoying
their work as they prepare the midday meal.
QMED Don Busby checks the readouts of Cargo Tank No. 3 from the displays on the Cargo Control Console.
From here he is able to check the level of inert gases in the tank, as well as the temperature and pressure/
of the tank.
Carrier, Is Crewed in Norfolk, Va.
tion including dual radar and naviga
tion equipment on the bridge. He said,
"this is something I've never seen
before."
Stillwell pointed to the training the
crew received at HLS, calling it "a
valuable asset to have a well trained
crew" and noting that "the Harry
Lundeberg School has come a long
way since its inception ten years ago."
SIU Quartermaster R. E. Ramage
was happy to conduct a tour of the
Southern's Cargo Control Room for
the Log, explaining in detail the
various functions each console con
trolled throughout the ship. Ramage
noted that "everything on this ship
has a hack up," and that is a fact.
There are two heat detection con
soles. And firefighting systems can he
activated from either the CCR or the
bridge. Ramage pointed to the ship's
hydraulic and electronic ballast con
trol systems and said, "she can run on
fuel oil or on t^he boil-off of LNG
vapors." This last fact is a safety fea
ture and an economic plus onlv pos
sible on LNG ships.
The El Paso Southern is currently
docked at the Norfolk Shipbuilding
and Drydock Co. yard in Norfolk, Va.
She is there undergoing final prepa
ration and check out of her equip
ment. The time spent here is also giv
ing her first crew a chance to become
familiar with her operations. The
Southern will start sea trials sometime
in August and after will travel to Cove
Point to have her LNG tanks "cooled
down."
At t he end of t he month, t he South
ern will make way for Ar/.ew, Algeria
to take on her first cargo of liquid
natural gas.
QMED Sonto Mondone watches care
fully as stores are lowered into the en
gine room.
July 1978 / LOG / 13
�PUMPROOM, MARINE ELECTRICAL COURSES
Preparing for the Future of U.S. Maritime Thru Education
For years, the word "automa
tion" called up visions of ghost
like factories where machines did
all the work and of workers stand
ing on long unemployment lines.
But automation for Seafarers
presents a challenge to learn new
skills and be ready to work high
technology equipment that is the
future of the maritime industry.
LNG tankers, LASH ships, and
supertankers have been coming
out of shipyards regularly and the
SIU has a lot of them under con
tract. In order to keep crowing
these new vessels. Seafarers have
to have the skills required to run
them.
Some Welding
Classes Cancelled
SIU members, should be aware
that scheduling of the Specialized
courses for Pumproom Operation
and Maintenance and Marine Elec
trical Maintenance has caused sched
uling changes at the Lundeberg
School.
To accomodate these programs,
Welding courses will be cancelled
from July 24 to Sept. 29. Also the
Pumproom course originally sche
duled to begin Oct. 9 will begin Oct.
30, 1978.
The Harry Lundeberg School
offers several courses which teach
Seafarers how to use and maintain
the high technology equipment on
new ships.
For QMED's and Pumpmen
there's a course in Pumproom
Maintenance and Operation. Even
if a seaman has been a Pumpman
on an old tanker, it's a different job
on the new ships. Automated load
ing and discharging procedures
are different and so are safety
measures.
The six-week Pumproom Main
tenance and Operation course,
being offered at HLS from August
7 to Sept. 15 and again from Oct.
30 to Dec. 8, provides in-class and
practical training needed to work
on automated ships.
The School has its own full scale
simulator of an automated engine
room console. Completion of the
course means certification to ship
aboard the newest vessels afloat.
Another important course
geared to new equipment trends is
Marine Electrical Maintenance,
open to all QMED's and Electri
cians. It teaches the operation and
maintenance of the latest electri
cal equipment used aboard ships.
This course is especially impor
tant for the QMED and Electri
cian's jobs on LASH vessels.
The next session of the class will
run from Sept. 18 to Oct. 27.
Knowing how to run the new
equipment means Qualified Sea
farers are ready for the future in
shipping.
It means new career opportuni
ties and the extra monev that goes
along with having skills in demand
on automated ships.
And every time a Seafarer goes
through one of the advanced,
specialized courses at HLS, he's
pulling for the Union by helping
protect the work jurisdiction of
unlicensed seamen.
Having the qualified personnel
to meet the demands of the
industry also means the SIU will
be able to keep on contracting and
manning new, automated vessels.
Automation on today's high technology vessels presents Seafarers with the
challenge of learning the new skills required to operate these ships.
Huge supertankers, like the 265,000 ton Massachusettes require that pumpmen
know how to work with automated" equipment for loading and discharge of cargo.
The course in Marine Electrical Maintenance is especially important to rated engine department people working on LASH vessels
14 / LOG / July 1978
�Move Mounted to Export Alaskan Oil to Japan
One year after Congress took the
position that no domestically produced
oil would be exported from the U.S.,
another move is on to ship Alaskan
crude to Japan.
Proponents of the move, including
Department of Energy officials and the
oil companies, claim exportation is nec
essary to alleviate a "glut" of oil on the
U.S. West Coast.
According to Sen. John Durkin
(D-N.H.), some Alaskan oil has already
been shipped to Japan. He said that last
month the Energy Department okayed
the shipment of 200,000 barrels of Ala.skan crude to Japan, reaping in a $1.2
million profit for Tesoro Petroleum, an
American oil company.
Enraged by the move. Sen. Durkin
said he was "shocked" by the deal and he
vowed to introduce legislation "to out
law this clear evasion of Congressional
intent by specifically banning exports of
refined oil products."
Durkin said it "is outrageous that the
country is exporting oil at the same time
New Hampshire and New England are
forced to pay such high prices for im
ported oil."
»
The New Hampshire Senator said
that "it's time we faced up to the need to
preserve Alaskan resources for Ameriica. It makes no sense to export Alaskan
oil to our foreign competitors in Asia,
thereby increasing their economic might
and enabling their exports to put more
people out of work in New England."
Sen. Durkin concluded that export
ing Alaskan oil "may help the oil com
panies' profits, but it will not help solve
the country's energy problems."
The SIU, as we have been all along, is
opposed to any move that involves ex
porting domestically produced oil.
In just one year of operation, the in
flux of Alaskan pipeline oil has enabled
the U.S. to cut down on imported oil
from 45.8 percent of total consumption
to 41.3 percent.
The whole purpose behind construc
tion of the Alaskan Pipeline was to re
duce America's dependence on im
ported oil.
Any move to export this oil is in direct
opposition to both national policy and
the original intent of Congress in ap
proving construction of the pipeline in
the first place.
The SIU realizes that there is an ex
cess of Alaskan oil on the West Coast.
However, the problem is not as acute as
the oil companies would like everyone
to believe.
The SIU also feels that the U.S. must
not take the easy way out by simply ex
porting the excess oil, especially when
the nation as a whole is in the middle of
an energy crisis.
The SIU also feels that the Adminis
tration must seriously consider alternate
moves to keep Alaskan oil solely for
U.S. u.se, including, 1.) construction of
an .oil pipeline from Port Angeles,
Wash, to the oil hungry Northern Tier
States of Montana, the Dakotas, Wis
consin and Minne.sota, and 2.) modificatioti of an existing, but idle, gas pipe
line to carry oil from Southern Cali
fornia to Texas. This line could handle
500,000 barrels a day.
The SIU feels that it is in the nation's
best interests to keep Alaska's huge re
serves solely for domestic u.se. Export
ing this oil can only deepen our de
pendence on imported oil from the Arab
states.
J,500th Check Marks New Plateau for Inland Vacation Plan
The SIU has reached another mile
stone in bringing bigger and better vaca
tion benefits to SIU Boatmen.
This month Capt. Byron Davidson
received the 1500th benefit check issued
under the industry-wide SIU Inland
Vacation Plan.
The Plan started Just two years ago
when it was first negotiated with Steuart
Petroleum of Piney Point, Md. in Aug
ust, 1976.The 1500 checks issued in that
short period of time is a significant indi
cation of how far the Union has come
toward its goal of bringing the Vacation
Plan to Boatmen within all SlU-contracted inland companies.
But the real significance of the in
creasing number of vacation checks lies
in what these growing benefits mean to
Boatmen.
In many cases, it means the first sub
stantial vacation benefit for Boatmen,
like those from some companies on the
Rivers and in the Gulf which provided
5 Brotherhood m Action
an alcohol problem
"I only drank beer. I didn't think that
would hurt me. While at the Center I
learned that beer is alcohol," said Sea
farer Willie Palmer of San Francisco,
who recently celebrated one year of
sobriety. From the help he received at the
Center and through his own determina
tion, Brother Palmer was able to stop
his drinking.
He said, "I didn't have a severe prob
lem but I always seemed to be involved in
beefs on a ship. I also found it difficult to
spend any length of time on a ship."
Now that he is sober. Seafarer Palmer
has noticed improvements in his life. He
was able to sail on his last ship for six
months. "I have also been able to save
some money," he commented.
Brother PalmerJoinedtheSIUin 1967,
working in the Steward Department. He
said that "since I have been through the
program at the Center, I have gotten
foresight about my career." He is cur
rently enrolled in the Cook and Baker
program at the Lundeberg School and
plans to attend the Chief Cook and Chief
Steward programs also.
Seafarer Palmer would like to rec
ommend the program to all of his bro
thers. "There is a great staff at the ARC.
If you think you have a problem with
alcohol, the only thing for you to do is go
to the Center," he said. "Some of my fel
low Seafarers do have problems with
alcohol and I would like to recommend
the ARC to them. 1 hope you realize
who you are and get the help you need."
If you have a problem With alcohol,
contact your SIU representative or the
Seafarers Alcoholic Rehabilitation
Center.
only a small benefit or none at all. But
even for Boatmen like Capt. Davidson,
who received a good company benefit
before the Plan started in his company,
it means a better deal all around.
Davidson has worked for Caribe Tugboat. Inc. in the Gulf and the Caribbean
for five years, the last two as captain.
The check he brought home to Wichita
Falls, Tex. this month was for $1,599.
Based on 214 days work, it is the largest
vacation benefit he ever received for that
period of time working with Caribe.
This is because Boatmen who are
eligible for a company benefit don't
lose it when the industry-wide Plan goes
into effect. They get both benefits.
This is how it works:
The Plan is based on a trust fund
supplied by company contributions.
The companies pay a certain amount
into the fund for each day that each
Boatman works. The amount is deter
mined by the Boatman's rating and
increases each year that the Plan is in
effect under the contract.
In other words, the more you work,
the more vacation benefits you get. But
the Plan goes one step farther for Boat
men like Davidson to protect the
company benefits they already had.
Caribe also pays its own vacation
benefit into the trust fund for Davidson
and other Boatmen in the company who
were eligible to receive it before the SIU
Plan began. Davidson's check, there
fore, represents what he used to get from
Caribe, plus the new Union benefit.
Capt. Byron Davidson
Davidson keeps the company benefit
only as long as he stays with Caribe. But
if he goes to work for a new SlU-contracted company that has the Plan, he
is still a.ssured of its benefits.That's why
it's called an industry-wide plan.
The growing number of SlU-contracted inland companies that have it
means that Boatmen have greater bene
fit protection throughout the industry.
In short, the industry-wide Inland
Vacation Plan means more opportuni
ties to get more money, more often. The
Boatmen who have received the 1500
checks so far know what that means. In
time, all inland members will, too, since
the Union is getting much closer to its
goal of negotiating the Plan under all
new contracts.
Quarterly Finance Committee
Alcoholic Rehabilitction Center
1 am inlcrcslcti in allcntlin^ a six-wcck proijiam al the Alcoholic
Rchabililalion Center. 1 iindeislaiul that all m.\ medieal and eounseliny
records will be kept slrlclly coiilidt'iiliiil. and that the> will not be kept
anywhere except at The ( enter.
Name ...
Book No.
Address
(Street or RFD)
(City)
(State)
Telephone No
Mail to: THF. CFNTFR
Slur Roiile Box 153-A
Vallov Lee, IMd. 20692
or call, 24 lioitrs-a-el<iy, (30!) 994-(l()I()
(Zip)
Along with SIU Secretary-Treasurer Joe DIGiorgio, seated center, the seven-man
Quarterly Finance Committee goes over the Union's records for the last quarter. This
committee of rank-and-file members was elected by their fellow members at the regular
monthly meeting for July in the port of New York. Seated clockwise around table are:
Carroll P. Dwyer; Edward Polise; Louis Machirote; Secretary-Treasurer DiGiorgio; William
Koflowitch (committee chairman); William Seltzer; William Lovett, and A. R. Hassan.
July 1978 / LOG / 15
�sill Tugs Shine in Detroit's Juiy 4th Harbor Festival
The annual International Tugboat
Race on the Detroit River is becoming
quite a popular event. Despite foul
weather all day long, an estimated
crowd of 200,000—twice the size of last
year's spectator crowd—turned out on
July 4 to watch 18 American and Cana
dian tugs do battle.
The number of tugs participating was
an increase of 4 over last year's entries.
The SI I-contracted tug Daryl C.
Hannah (Hannah Inland Waterways
Corp.), skippered by Captain Kim Gill,
came in second.
Another SHI tug, the Maryland
(Great Lakes Towing Co.), was last
year's winner. After getting off to an
early lead this year, the A/ary'/azf</devel
oped engine trouble and had to bow out
of the race.
After trophies had been handed out,
and the water of the Detroit River had
regained some of its former composure,
crewmembers and guests relaxed with
food and drink on the Canadian shore.
The race, held last year for the first
time in 17 years, is part of the Interna
tional Freedom Festival which cele
brates not only the signing of the Ameri
can Declaration of Independence, but
also America's long-standing friendship
with her Canadian neighbors.
The SlU-contracted Maryland (foreground), last year's winner, holds the Shannon
(left) and the SlU-contracted Daryl C. Hannah at bay during early goings in the
International Tugboat Race on the Detroit River.
Retired tugmen Felix Knetchel (left) and Captain M. B. Kelley were guests of SlUcontracted Great Lakes Towing Co. Kelley skippered the winning tug 17 years
ago. Knetchel and Kelley represent 80 years of tug experience.
"We are putting a new dress on the Queen" said Larry Bernard, deckhand,
(standing, rear) as he and deckhand Mike Slaght finish a fresh paint job on the
Maryland in preparation for the race.
Left to right: Engineer Jack Treadway; deckhand Rod Jeziorski and Captain Kim
Gill, of the Daryl C. Hannah, show off their second place trophy.
Deckhand John Marx finishes up the topside trim on the Maryland prior to
the race.
A MESSAGE FROM YOUR UNION
/VARCOT/CS
HAVE AfO
P/.ACE
JN
P/^Of^£^pONAL
S£AMAN'S
CARBEJZ
... AND VOU
LoS£ yo£/R
EOR L/^ /
16 / LOG / July 1978
�Ji
Ii
New Orleans
Besides its regular runs from the Gulf to the east coast of South America, west
coast of Africa, the Caribbean and Central America, Delta Line now serves both
coasts of South America from the U.S. East and West Coasts. This has been made
possible through Delta Line's recent acquisition of 13 Prudential Line vessels.
From the East Coast, Delta serves ports in Venezuela, Colombia,- Panama,
Ecuador, Peru, Chile, the Caribbean and Central America.
From the West Coast and western Canada, Delta's express passenger-cargo serv
ice calls at ports in Mexico, Panama, the Caribbean, Central America, the east and
west coasts of Colombia, Venezuela, Brazil, Uruguay, Argentina, Chile, Peru and
Ecuador.
Also from the U.S. West Coast, Delta's express cargo liners call at ports in
Mexico, Guatemala, El Salvador, Nicaragua, Costa Rica, Panama, Colombia,
Ecuador, Chile, and Peru.
ST Flor
From a Gulf port from Aug. 1-21, the ST
(Altair Steamship) will sail to the
port of Arica, Chile with a cargo of 23,500 metric tons of bulk wheat.
ST Port
Also from a Gulf port from Aug. 1-20, the ST Port (Asbury Steamship) will
journey to Casablanca, Morocco carrying 13,400 metric tons of bulk wheat.
ST Penn
had to import 35 percent of her crude oil supply. Now it's 48 percent!
By the end of May the tankers had delivered 21.8 million barrels of crude for stor
age. Among the SlU-contracted ships involved are the VIX Cs Massachusetts -dnd
New York, both 264,073 dwt, the 225,000 dwt Williamshuri^h. plus the S'rCr;//;g/M'
(lOT) the ST 'Zapata Ranf^er and ST Zapata Patriot.
Under the Merchant Marine Act of 1936, at least 50 percent of the crude cargo
must be moved on U.S. flag, privately-owned tankers "if available at fair and
reasonable rates."
Total cost of the 1 billion barrels of crude oil stored would be roughly around
$16 billion. In an emergency, 4 million barrels of crude could betaken out daily for
nine months.
Washington, D.C.
President Jimmy Carter has commanded U.S. ships to pick up Indochinese
"boat people" refugees, most of whom fled South Vietnam.
The Presidential order would allow the refugees to settle in the United States.
Carter's order was caused by a sudden jump in May and June of tlie number of
refugees who landed from boats in Asian ports, mostly in fhailand, Malaysia and
Australia, where refugee camps have been set up.
At the start of the year refugees arriving at these ports numbered around 2,000 a
month. But in May and June the number rose to 5,800 a month. Refugee organiza
tions estimate that at least half the people who escape by boat from Vietnam perish
at sea.
Under the President's order, U.S. ship captains can assure port authorities that
the refugees will soon be out of their countries to where they wish to settle in the
United States.
Also going to Casablanca from the Gulf on Aug. 1-20, the ST Penn (Alpine
Steamship) will haul 13,400 metric tons of bulk wheat.
Gulf Coast Salt Domes
SlU oil tankers, chartered by the MSC, are delivering millions of barrels of crude
for storage in Gulf Coast salt domes under the year-old U.S. Strategic Petroleum
Reserve Program.
The program's goal of stockpiling 1 billion barrels of crude by 1984 is to avert a
nationwide oil and gasoline shortage during the Arab boycott in 1973-74. That cold
winter cost the country $35 to $45 billion in lost gross national product and caused
500,000 job losses to U.S. workers. We all remember when we had to wait in line at
gas stations for fuel.
Today,' the U.S. is even more vulnerable to an oil embargo. In 1973, the nation
I he Carter Administration will launch a comprehensive study of maritime prob
lems through a U..S. Interagency Task Force. The Administration says the purpose
of the study is to seek "a clear articulation of the issues which must be resolved and
the options which are realistically available to the Administration in this area."
The study calls for meetings of the various agency officials involved and the
presentation of proposals in mid-summer.
The task force includes representatives of the Office of Management and Budget,
the Domestic Policy Staff and of the Departments of Commerce, Labor, Trans
portation, State, Defense, Navy and J rcasury. It also includes the assistant attorney
general, chairmen of both the Federal Maritime Commission and the Council of
Economic Advisers and the assistant to the President for National .Securitv Affairs.
Not a Telephone, but Better Than the Better Mousetrap
His name may not go down in his
tory alongside such people as Eli Whit
ney or Alexander Graham Bell. But
just the same, Felix Dayrit, a deep sea
SIU member, is an inventor of some
note.
Felix's invention may never become
as popular as the telephone. But those
who may need it and use it will probably
find it very practical, especially in an
emergency.
The 64-year old Seafarer's invention
is a technical sounding contraption
known as the Cyclone Generator.
It's basically a hydro-electric gen
erating system that can be used as an
emergency power standby, or can be
used as a primary power source for
MEMBERSHIP MEETINRS' SCHEDULE
Port
Date
Deep Sea
Lakes, Inland Waters
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Algonac
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Aug. 7
Aug. 8
Aug. 9
Aug. 10
Aug. 10
Aug. II
Aug. 14
Aug. 15
Aug. 16
Aug. 17
Aug. 21
Aug. 25
Aug. 12
Aug. 10
Aug. 19
Aug. 15
2:30p.m
2:30p.m
2:30p.m
9:30a.m
2:00p.m
2:30p.m
2:30p.m
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—
Port Arthur
Aug. 15
2:30p.m
Buffalo
St. Louis
Cleveland
Aug. 16
Aug. 18
Aug. 17
—
2:30p.m
—
UIW
7:00p.m.
7:00p.m.
7:00p.m.
7:00p.m.
—
7:00p.m.
7:00p.m.
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houses or small buildings without
electricity.
The system uses dicsel fuel or gaso
line to run a ground level pump which
feeds water from a well to a raised
storage tank. For power, a simple con
trol valve sends water down to a lower
level turbine-flywheel setup activating
the generator.
Right now, Dayrit is trying to get his
invention patented. He has an applica
tion already on file in the U.S. Patent
Office.
After getting his patent, Dayrit will
have to seek out a manufacturer to
build and help market his product. As
he is finding out, inventing something
is only half the battle. A lot more work
is involved to actually market an inven
tion into a consumer product.
Dayrit, a native of the Philippines,
has drawn on many years of experience
sailing electrician to build his invention
from an idea to a finished product.
Felix Dayrit
He has always sailed in the engine
room since joining the SIU in 1946.
Prior to that, Dayrit served in the U.S.
Army during World War 11. He's a
former resident of Brooklyn, N.Y. and
now makes his home and ships from the
port of San Francisco.
Brother Dayrit knows he won't be
come famous, or rich, from his inven
tion. But then again, how many people
know the name of the guy who invented
the better mouse trap.
1:00p.m.
—
—
—
Deposit in the SIU Blood BankIt's Your Life
July 1978 / LOG / 17
�Time to Leash Russian Rate Slashing
program to capture as much of the sians have made tremendous inU.S. foreign liner trade as possible. , roads into the American shipping
Their method of attracting business market.
As a result, Russian ships are now
has been to offer rates as much as 60
percent below accepted liner confer regular visitors to U.S. ports on all
ence rates. Without any Congres three coasts and the Great Lakes
sional restrictions against such anti leaving with cargoes on most of our
competitive rate slashing, the Rus- major liner trade routes.
The Soviets carry U.S. cargoes be
tween American ports and the Far
East, Northern Europe, the Medi
terranean, India, Pakistan and the
Persian Gulf.
The end result of the Soviets' ac
tivities in this area is painfully simple
—less and less cargo for Americanflag liners. And that necessarily
means a strain on the job market for
American seamen.
The SIU feels that the problems
created by the expanding Soviet
merchant fleet have reached a crisis
level. Not only in respect to jobs for
U.S. seamen. But also in regard to
America's national defense picture.
We raise the issue of national de
fense for the following reasons. The
U.S. merchant fleet is presently
comprised of 577 deep sea vessels
capable of carrying only 5 to 6 per
cent of the nation's waterborne for
eign commerce. The Russian mer
chant fleet has grown in the last few
years to 2,420 vessels capable of
carrying more than 50 percent of
their commerce.
That means the Russians out
number us 4 to 1 on the high seas
in regard to merchant vessels. It used
to be the other way around.
If that's not bad enough, accord
ing to Maritime Administrator Rob
ert J. Blackwell, more Russian ships
are now operating in America's for
eign trades than are American-flag
ships.
In other words, the United States
is now more dependent on the Soviet
fleet for movement of our commerce
than on our own flag fleet.
The SIU believes that this is an in
This letter is to express my thanks to the SIU for the $10,000 college
tolerable situation—and a situation
scholarship awarded to me last month. 1 will be attending Eastern Mennonite
College in Harrisonburg, Va. for my pre-medical studies.
that Congress must remedy soon be
Before receiving the scholarship, my parents had been concerned about
fore our dependence on the Russians
college funds for myself and my twin sister, who will be attending the
becomes irreversible.
same college. Our prayers, though, were answered concerning this need.
In all fairness to Congress, a bill is
1 understand that receiving a scholarship such as this entails many re
moving through the House of Rep
sponsibilities. With this in mind, I will strive to achieve the goals I have
set for myself concerning the medical profession.
Again, I wish to thank the Union for awarding me such an honor.
Sincerely,
SIgmund Seller
Blenheim, N.J.
Like a hungry shark that hasn't
eaten in a week, the Soviet merchant
fleet is devouring ever increasing
chunks of America's foreign liner
cargoes.
When U.S. ports were first re
opened to Russian ships in 1971, the
Soviets embarked on an aggressive
Scholarship Winner Thanks SlU
Editor,
LOG
675 Fourth Ave.,
Brooklyn, N. Y. 11232
Change of Address Or New Subscriber
July, 1978
LOG
Official Publication of the Seafarers international Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFL-CIO
Vol. 40, No. 7
Executive Board
Paul Hall
I would like to receive the LOG—please put my name on your mailing
list.
resentatives aimed specifically at
halting the growing Russian threat.
It is known as the ControllecLCar-?.
rier Bill. It was marked up late last
month by the House Merchant Ma
rine and Fisheries Committee. No
date has been set, though, for action
by the full House.
The bill, itself, is aimed at rates.
The Russians, and other state owned
fleets, have been able to corner so
much of the U.S. trade market by of
fering rates way below conference
levels. American operators and
other national flag fleets simply can
not compete against these rates.
The Controlled Carrier Bill,
would force the Russians to raise
their rates to a comparable level
with accepted conference liner rates.
The bill also empowers the Fed
eral Maritime Commission to sus
pend for a maximum of 180 days any
rates that are not found to be "fair
and reasonable."
In other words, the FMC could
ban Russian ships from a certain
trade for non-cooperation on the
rates issue.
The SIU feels that the Controlled
Carrier Bill is a good one. We have
nothing against fair competition, be
cause we feel that American liner
companies can compete with foreign
lines which must make a profit to
exist.
But the Communist bloc stateowned fleets care nothing about
profit. The motive behind their mer
chant marine buildup is the accumu
lation of hard foreign currencies
and, more importantly to them, po
litical leverage over the U.S.
The Controlled Carrier Bill is by
no means the answer to all the
U.S. maritime industry's problems.
In fact, we are convinced that Amer
ica must adopt a totally new na
tional maritime policy which will in
sure U.S. flag ships a significant
share of all cargoes.
But for the time being, the Con
trolled Carrier Bill is a step in the
right direction to return a fair com
petitive spirit to the nation's foreign
liner trades. The SIU urges swift
adoption of this measure.
President
Frank Drozak
{Print Informallon)
Joe DiGiorgio
Executive Vide President
Earl Shepard
Vice President
NAME
Cal Tanner
Secretary-Treasurer
Vice President
Lindsey Williams
Vice President
ADDRESS
UlOa NESl
CITY
STATE
ZIP.
Ray Bourdius
Soc. Sec. #
Bk #
./
TO AVOID DUPLICATION: If you are an old subscriber and have a change
of address, please give your former address below or send mailing-label from last
issue received.
ADDRESS
18 / LOG / July 1978
389
James Gannon
Editor
SIU members please give:
CITY
V"
STATE
ZIP.
Assistant Editor
Marcia Reiss
Assistant Editor
Edra Ziesk
Assistant Editor
Mike Gillen
Assistant Editor
Frank Cianciotti
Photography
Dennis Lundy
Marie Kosciusko
Administrative Assistant
George J. Vana
Production/Art Director
Photography
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y.
�OUTER CONTINENTAL SHELF BILL
OfficijI Puhlicjtion o( (he Scafjrcts Innrnalioiul Union • Alljniic, C.ull, I
LOG
jnil Inland Walin OrMricI • A( L CIO
I
Spedal Supplement
JULY 1978
Hire American Provision Wins Support of
House-Senate Confab: Victory for Maritime Labor
A House and Senate Conference on
July 20 voted overwhelmingly to re
quire that vessels and equipment work
ing the U.S. Outer Continental Shelf be'
manned and crowed by American work
ers. The House conferees adopted the
'Hire American' provisions by a unani
mous voice vote. The Senate conferees
voted 6-2 to support the bill.
As adopted, the bill will require that
American equipment must be manned
and crewed by U.S. citizens. In addi
tion, equipment that is owned 50 per
cent or more by foreign nationals must
be manned American to the extent that
the foreign nation favors its own work
ers on its outer continental shelf.
The 'Hire American' provisions of
the OCS Bill set some important prece
dents for American workers—including
Seafarers.
What the bill does is to guarantee—
for the first time—the right of Ameri
can workers to participate in the job of
developing the resources of American
technology.
Congress has, in effect, put the multi
national oil companies on notice that
they can no longer expect a free ride by
exploiting American resources and at
the same time exporting American jobs
overseas.
It was a little more than a year ago
that the Senate first adopted its version
of an Outer Continental Shelf bill. That
version of the bill made no provisions
for protecting the rights of American
workers to participate in the develop
ment of America's offshore resources.
Then, in February 1978, the House
passed its version of the bill (H.R.
1614). During hearings and committee
consideration of the House bill, a Select
House Committee on OCS added an
amendment which was sponsored by
Rep. Leo Zeferetti (D-N.Y.). It con
tained the very important provisions re
quiring U.S. documentation of offshore
equipment; U.S. safety standards for
offshore equipment; and jobs for Amer
ican workers on U.S. offshore equip
ment.
Labor Fought Hard
During this lime, the SlU—together
with affiliates of the Maritime Trades
Department of the AFL-CIO, and other
AFL-CIO unions—formed the General
Presidents' Offshore Construction In
dustry Committee. This was to work
toward ensuring that the final bill would
contain provisions to protect and pro
mote jobs for American workers.
SlU President Paul Hall has been
chairman of the Committee, and has
worked actively within the AFL-CIO
on behalf of maritime and construction
workers whose jobs are directly in
volved.
As passed by the House-Senate Con
ference, the Outer Continental Shelf Bill
has to be considered as a sweeping
victory for maritime labor. The 'Hire
American' provision carries the imme
diate potential of creating some 3,000
to 5,000 new jobs for Aitierican seamen
and other workers aboard support and
supply vessels and on the drill rigs
themselves.
Most importantly, the 'Hire Ameri
can' provision sets an important prece
dent in gaining Congressional recogni
tion of the rights of American workers
to participate in the development of our
nation's energy resources. It is a prece
dent that has strong application to the
water transportation of America's
energy needs. It represents a clear vic
Rep. Leo Zeferetti Sponsored
^Hire American' Provision
"fVe are, of course, primarily con
cerned with extracting fossil fuels from
the ocean floor. But, the interests of the
American martime industry and Amer
ican labor must also be of paramount
concern. It makes sense to me to tie
these national needs together in this
bill."
Rep. Leo C. Zeferetti (D-N.Y.)
Congressman Leo C. Zeferetti has
been a firm supporter of the U.S. Mer
chant Marine and American maritime
labor in his two terms as a member of
Congress, and member of the House
Merchant Marine and Fisheries Com
mittee.
It was Congressman Zeferetti who
introduced the amendment to the Outer
Continental Shelf Bill which guarantees
the right of American workers to par
ticipate in developing the resources of
the American Outer Continental Shelf.
Congressman Zeferetti was elected
to the House in 1974 to represent the
15th Congressional District in Brook
lyn, N.Y. He was elected to a second
tory for American labor, and a signal
defeat for the giant international oil in
terests and their efforts to export the
job opportunities of American workers.
As this issue of the Log goes to press,
the House-Senate Conference is wrap
ping up the final sections of the OCS
Rep. Leo C. Zeferetti
term in 1976. In addition to being a
member of the House Merchant Marine
and Fisheries Committee, Congressman
Zeferetti is also a member of the House
Committee on Education and Labor;
the Select Committee on Maritime Edu
cation and Training; the Select Com
mittee on the Outer Continental Shelf,
and the Pension Task Force.
bill. When the total bill is reported out
of Conference, it will be sent to both
the House and Senate for final approval
of the compromises. Following that ac
tion, the final draft of the bill will be
sent to President Carter for his signa
ture.
ICongrcssional Htcorfl
United States
oyAmerica
Vol. 124
PROCEEDINGS AND DEBATES OF THE 95
CONGRESS, SECOND SESSION
WASHINGTON, THURSDAY, FEBRUARY 2, 1978
No. I I
Following is the actual debate that took place on the floor of the House
of Representatives last February concerning the ''Hire American'' provi
sion in the House version of the OCS bill. As shotvn in this debate, a serious
challenge to remove the *Hire American' provision was soundly defeated.
OUTER CONTINENTAL SHELF
will be Americans or legally admitted
LANDS ACT AMENDMENTS OF 1977
aliens with proper work visas. Likewise, a
Mr. MURPHY of New York. Mr.
prohibition against foreign-flag vessels and
Speaker, I move that the House resolve
drilling units on the OCS is unnecessary.
itself into the Committee of the Whole
America currently produces approxi
House on the State of the Union for the
mately 80 to 90 percent of the world's oil
further consideration of the bill (H.R.
and gas production equipment, and, thus,
1614) to establish a policy for the man
the predominance of equipment and ves
agement of oil and natural gas in the
sels used on OCS lands will undoubtedly
Outer Continental Shelf; to protect the
be American. According to Offshore Rig
marine and coastal environment; to amend
Data Services of Houston, Tex., of the 141
the Outer Continental Shelf Lands Act;
drilling units currently on the American
and for other purposes.
OCS, 124 were built in the United States,
The SPEAKER pro tempore. The ques
4 were built in U.S.-owned yards overseas,
tion is on the motion offered by the gen
and only 13 were constructed in foreign
tleman from New York (Mr. MURPHY).
facilities.
The motion was agreed to.
Second, Mr. Chairman, section 31
IN THE COMMITTEE OF THE WHOLE
would serve to protect a market that needs
Accordingly the House resolved itself
no protection at the cost of inviting re
into the Committee of the Whole House
taliation by other countries. The embassies
on the State of the Union for the further
of Great Britain, Norway, and the Euro
consideration of the bill H.R. 1614, with
pean Communities have protested the pro
Mr. NATCHER in the chair.
visions of section 31 and have noted that
The Clerk read the title of the bill.
their governments are under considerable
The CHAIRMAN. When the Commit
pressure from labor and industry to in
tee rose on Wednesday, February 1, 1978,
stitute similar "buy and hire national" .etitle II was under consideration and pend
strictions in the North Sea oilfields. The
ing was an amendment offered by the gen
Department of Commerce reports that
tleman from New York (Mr. MURPHY)
1977 U.S. exports of oil field machinery
and a substitute amendment offered by the
amounted to $2.7 billion, while imports of
gentleman from Ohio (Mr. WHALEN).
such products were insignificant. These
The gentleman from Ohio (Mr. WHAL
factors lead me to believe that protective
EN) is now recognized for 5 minutes in
restrictions such as those contained in the
support of his substitute amendment.
provisions of section 31 cannot be justified
(Mr. WHALEN asked and was given
on the basis of the needs of American in
permission to revise and extend his re
dustry or American workers, and in fact
marks.)
could lead to retaliatory measures by other
Mr. WHALEN. Mr. Chairman, this
nations to the detriment of an important
amendment would delete section 31,
U.S. export market.
which would require U.S. documentation,
Third, section 31 is contrary to current
registry, and employment of U.S. na
U.S. multilateral efforts to liberalize trade
tionals for OCS facilities and vessels. Al
through a variety of international organi
though section 31 purports to maximize
zations, including the multilateral trade
U.S. employment and use of American
negotiations (GATT), the Organization for
equipment in OCS operations, it would
Economic Cooperation and Development,
accomplish neither of these legitimate
and the International Energy Agency. In
goals but could invite retaliation by other
addition, the United States is actively en
countries against U.S. nationals working
gaged in bilateral talks with individual
overseas and against a major export mar
countries to open foreign markets to our
ket for American products. Mr. Chair
exporters to a much greater degree than
man, I advocate deletion of section 31 for
present. Adopting the restrictive measures
three reasons;
of section 31 while these negotiations are
First, section 31 would not increase the
taking place would seriously hamper our
number of Americans working on the OCS
efforts and would be viewed by other
or the amount of U.S.-produced equip
countries as a shift by America toward in
ment used in OCS development. There is
creased protectionism. As Charles L.
no evidence that large numbers of aliens
Schultze, Chairman of the President's
are or will be employed in coastal drilling
Council on Economic Advisers, warned
operations. Rather, economics and logis
recently in the Council's annual report to
tics dictate that while operating off U.S.
the President, the world and U.S. econocoasts, the vast majority of crew members
Continued on next page
�Sen. Henry Jackson
(D-Wash.)
United States
America
Vo/. 124
Sen. Frank Church
(D-Idaho)
Sen. J. Bennett John.ston
(D-La.)
Sen. James A. McClure
(D-Idaho)
Congressional "Recorcl
PROCEEDINGS AND DEBATES OF THE 95'^CONGRESS. SECOND SESSION
WASHINGTON, THURSDAY, FEBRUARY 2, 1978
Continued from preceding page
mies could be seriously harmed by pro
tectionism and the resultant slump in in
ternational trade.
Section 31 is unnecessary and counter
productive. It is opposed by the adminis
tration, including the Department of State
and the Department of the Interior. A
similar proposal was rejected by the House
during consideration of the OCS bill in
1976, and no "preference America" lan
guage is contained in the OCS legislation
that was passed by the Senate last year. 1
strongly believe that section 31 is not in
the best interests of the United States and
I urge you to support my amendment to
delete it from H.R. 1614.
Mr. CONABLE. Mr. Chairman, will
the gentleman yield?
Mr. WHALEN. I yield to the gentle
man from New York.
Mr. CONABLE. I thank the gentleman
for yielding.
I strongly support the position the gen
tleman is taking. It seems to me this is
absolutely the worst time to try to enact a
measure of this sort. The measure would
be anticonsumer, and in my view it would
be cutting off our nose to spite our face.
We have a tremendous stake in the export
trade, particularly of the type of high
technology items we are here considering.
(Mr. CONABLE asked and was given
permission to revise and extend his re
marks.)
The CHAIRMAN. The time of the gen
tleman has expired.
At the request of Mr. ZEFERETTI, and
by unanimous consent, Mr. WHALEN was
allowed to proceed for 2 additional min
utes. )
Mr. ZEFERETTI. Mr. Chairman, will
the gentleman yield?
Mr. WHALEN. I yield to the gentle
man from New York.
Mr. ZEFERETTI. I thank the gentle
man for yielding.
I have before me some offshore mobile
drilling construction orders for the years
1978 through 1979, and in them there are
some 12 rigs under construction that are
being built by Finland, by Spain, by the
Netherlands, by Nova Scotia, by Scotland,
No. 11
by Singapore, and by Japan. I also have
before me an assessment of the impact on
the maritime industry, an assessment of
offshore industry and a paragraph which
I would like to bring to the gentleman's
attention. In it it says that—
One of the most apparent changes has
occurred in the offshore oil and gas indus
try where once the United States was vir
tually alone in technological development,
rig and platform fabrication and offshore
production ... of 171 rigs constructed
prior to 1970, 71 percent were built by
yards in the United States, 16 percent were
built in other parts of the world. Since
1970, 272 rigs have been delivered or are
on order, and of this number the U.S. will
have produced only 34 percent, Europe
28 percent, and the rest of the world 38
percent. With the growth in North Sea
activity, Europe has assumed a place of
leadership in semisubmersible construc
tion and concrete structures.
For that reason I have to oppose the
gentleman's striking that section.
Mr. WHALEN. I think that the funda
mental issue was discussed last night when
the gentleman from New York's (Mr.
MURPHY) amendment was introduced.
That is the effect that protection legisla
tion of this kind will have in the long run.
If we adopt protective legislation, certainly
we are gong to see retaliation by our trad
ing partners abroad. What is going to hap
pen is that even while we enjoy this lead,
we are not going to be able to take advan
tage of it economically because we will be
frozen out of these other areas. So for this
reason I again would stress that section 31
be deleted from the bill.
The CHAIRMAN. The time of the
gentleman has expired.
(At the request of Mr. MURPHY of New
York, and by unanimous consent, Mr.
WHALEN was allowed to proceed for 1
additional minute.)
Mr. MURPHY of New York. Mr.
Chairman, will the gentleman yield?
Mr. WHALEN. I yield to the gentle
man from New York.
Mr. MURPHY of New York. I thank
the gcitiicnsan for yielding. The longrange trend of dumping in the United
States by different foreign countries is
Sen. Dale Bumpers
(D-Ark.)
*5en. James Abourezk
(D-So. Dak.)
probably highlighted by Japan and the
auto industry. I think as of now there are
over 1,200,000 cars coming into the U.S.
market, and I think we have put about
1,100 cars into the Japanese market. That
is the type of reciprocity that we are deal
ing with on an international basis.
I think the gentleman from New York
(Mr. ZEFERETTI), just pointed out that
same trend is now established in the con
struction on our own Continental Shelf.
Mr. WHALEN. If I may just respond
to the gentleman's comments, he has of
course broadened the scope of my discus
sion. It seems to me that the negotiations
that are taking place right now in the fora
to which 1 previously have referred hope
fully will resolve some of these protection
ist attitudes on the part of Japan and other
countries. But if we become involved our
selves in those very same practices it is
very evident we are not going to amelio
rate the problem to which I have referred.
The CHAIRMAN. The time of the gen
tleman from Ohio has expired.
(On request of Mr. DUNCAN of Oregon,
and by unanimous consent, Mr. WHALEN
was allowed to proceed for 1 additional
minute.)
Mr. DUNCAN of Oregon. Mr. Chair
man, will the gentleman yield?
Mr. WHALEN. I yield to the gentle
man from Oregon.
Mr. DUNCAN of Oregon. Mr. Chair
man, I commend the gentleman from
Ohio for his remarks and I must say
philosophically I am in complete agree
ment with what the gentleman from Ohio
has said. Also I am in accordance with the
American building of these rigs but I am
not in a position to support the gentleman
100 percent. I must emphasize to the
House that this Nation is a trading nation
and the opportunity we have at the pres
ent time to recover from the very unfavor
able balance of trade depends on our con
tinuing to be a trading nation.
The gentleman from New York, the
chairman of the committee, raised the
question of unfair trade practices, dump
ing, and the gentleman in the well I think
correctly distinguishes between that situa
tion and the one we are faced with here
today in the OCS bill. 1 agree that foreign
trade must be a two-way street and 1 have
supported the administration's move to
stop the unfair trade and the dumping of
Japanese products in this country. I think
this House has likewise generally been
supportive of the efforts to have fair free
trade in the textile industry, but that is not
what we arc talking about here.
American rigs are all over the world
and what we can expect from the passage
What the Bill Means To American Workers
When the House and Senate Confer
ence voted July 20 to suport the amend
ment which requires U.S. documenta
tion of offshore rigs and vessels, U.S.
safety standards, and hiring of Ameri
can workers—Congress made it clear
to the multinational oil companies that
Americans were going to participate in
the development of American technol
ogy and American resources.
Here is what the bill provides:
DOCUMENTATION. Any vessel,
rig, platform or other structure built or
rebuilt more than one year after the ef
fective date of such regulations (result
20 / LOG / July 1978
ing from this bill), which are used on
the U.S. Outer Continental Shelf must
be documented under the. laws of the
United States.
CONSTRUCTION STANDARDS.
Any vessel, rig, platform or other struc
ture engaged in Outer Continental Shelf
activities must comply with design, con
struction, alteration and repair stand
ards established by the U.S,
MANNING. Any vessels, rig, plat
form or other structure used in Outer
Continental Shelf activities more than
one year after the effective date of these
regulations must be manned or crewed
by citizens of the United States or by
aliens lawfully admitted to the U.S. for
permanent residence.
In addition, where any of the off
shore equipment is owned 50 percent
or more by a foreign nation, the Ameri
can manning and crewing requirements
will only apply when that foreign nation
has implemented by its own laws or
regulations a policy for a national man
ning requirement for its citizens on
equipment operating on that foreign
nation's continental shelf.
of the legislative change the chairman is
endorsing from his own bill is reciprocity
that will drive our rigs from the drilling
sites all around the world, to the great
deprivation and ultimate deprivation of
labor in this country.
I thank the gentleman for yielding.
Mr. WHALEN. I thank the gentleman
for his comments.
Mr. STEIGER. Mr. Chairman, will the
gentleman yield?
Mr. WHALEN. I yield to the gentle
man from Wisconsin (Mr. STEIGER).
Mr. STEIGER. Mr. Chairman, I ap
preciate very much my colleague, the gen
tleman from Ohio, yielding.
**What we are doing here is saying:
Let American men and women have
the jobs that are vital to this nation
on our Outer Continental Shelf.''
Rep. John Murphy (D-IS.Y.)
I would have to say I hope that the
House does not make a decision on an is
sue of this kind by trying to follow the
logic of our friend, the gentleman from
New York (Mr. MURPHY.)
So far as I know there has never been
an accusation made that these are dumped
rigs that are competing with American
rigs in the Outer Continental Shelf, nor is
this an issue with the automobile industry.
And, yes, the Japanese have a track
record which indicates that they are less
than willing to allow American products
to come into Japan as we allow the Jap
anese products to come in, but that is no
reason to adopt section 31 with the Mur
phy of New York amendment. It is one
thing just to send Bob Strauss to see Min
ister Uishiba or to see people in Britain
and Malaysia or Hong Kong or Taiwan or
anywhere else and it is another thing when
the House of Representatives acts up and
decides to accept this kind of clearly pro
tective measure. We cannot have it both
ways and we cannot argue that we ought
to be trying to tear down the unfair bar
riers that exist abroad when we are en
acting barriers in the United States.
The CHAIRMAN. The time of the gen
tleman from Ohio has again expired.
(On request of Mr. FRENZEL, and by
unanimous consent, Mr. WHALEN was al
lowed to proceed for 2 additional min
utes.)
Mr. STEIGER. Mr. Chairman, will the
gentleman yield?
Mr. WHALEN. I yield to the gentle
man from Wisconsin.
Mr. STEIGER. Mr. Chairman, I will
say that is the reason the Whalen amend
ment ought to be adopted. Then we have
a fair shot at attempting to try to deal on
a negotiated basis in a multinational set
ting; but it clouds the issue and is exceed
ingly shortsighted to adopt what is recom
mended by the committee.
Mr. FRENZEL. Mr. Chairman, will the
gentleman yield?
Mr. WHALEN. I yield to the gentle
man from Minnesota.
(Mr. FRENZEL asked and was given
permission to revise and extend his re
marks.)
Mr. FRENZEL. Mr. Chairman, I want
to congratulate the gentleman for making
the amendment that I wanted to make my
self. The gentleman has articulated cor
rectly, and forcefully, that America is a
trading nation. The combination of our ex
ports and imports amount to now some
thing over 12 percent of our gross national
product.
Our ability to provide for the general
welfare of our people in the future will de
pend on our ability to compete interna
tionally. We are no longer an isolated
country. If we lock up our markets to for
eigners, that will simply lock up their mar
kets to us.
Certainly in this field, drilling, we have
more to lose than in most areas because
we get the lion's share of the drilling con
tracts abroad. It will be a dreadful mistake
to do anything other than pass the amend
ment of the gentleman from Ohio.
Mr. WHALEN. Mr. Chairman, I think
the gentleman from Minnesota has effec
tively defined the issue.
�Mr. MILLER of California. Mr. Chair
man, I rise in opposition to the amend
ment.
Mr. Chairman, it is with some difficulty
that I speak in opposition to the amend
ment, because I think many of the things
people have said about this country being
a trading nation and about this country
depending on its trading partners is true;
but one of the things I think is very trou
bling is that we have seen while the United
States has resisted protective actions, we
have seen a steady encroachment on jobs
of American citizens.
1 represent an area, the San Francisco
Bay area, which is directly involved in the
production of offshore oil rigs and let me
tell you that the west coast steel industry
is deeply concerned about our accelerated
leasing program and the demand for rigs
continues. The fact is that the Japanese are
building these with Government sup
ported steel and we cannot compete. We
know they have a superior product, be
cause they just built one of the largest rigs
in the world now drilling off of Santa Bar
bara in excess of 800 to 1,000 feet of
water.
I share the concern of the gentleman
from Louisiana that some of the residents
of the gentleman's State and the residents
of the State of Texas may be called back
from duty overseas; but the steelworkers
in the west coast would like to share in this
bountiful bill. The boilermakers would
like to go to work. The carpenters would
like to go to work. They have a possibility
of doing that, not in my district, but at
Mare Island and over in Oakland to work
on these rigs, to assemble and build them.
We see policies by Norway and Britain
that the goods and services be purchased
in their respective countries. I do not see
anything inconsistent in having Mr.
Strauss go and negotiate with these things
in mind.
I just think this is a rational statement
that when we develop America's resources
that American citizens, American job
holders, have a right to participate. It still
sticks in the craw of-the American people
that Alaska oil was brought through our
pipelines built with Japanese steel.
I think we have a right when we de
velop our resources to say that all the
cross segments of our society will partici
pate in the development, participate in the
construction, participate in the manning,
knowing they are working under proper
safety regulations. I think that is what this
amendment really does. There are excep
tions to the amendment offered by the gen
tleman from New York (Mr. MURPHV)
to see that if the goods are not available,
if a specific good is not manufactured
here, you can go elsewhere; if it-will cause
a delay, you can go elsewhere. If they are
in short supply, you can go elsewhere; but
where we have the capability to make steel
in California and we have the capability
to asemble it in California and we have the
technology to man these rigs, let me say
that our first priority ought to be to carry
out that policy.
I think it is very clear that in the tours
of this committee overseas we have heard
time and again that the only game in town
is American technology and management;
so I (Jo not think the adoption of the Mur
phy amendment will cause the adverse
effects that have been mentioned. If they
do we can come back and examine this
policy. If the trade negotiators or Mr.
Strauss tell us we are ineffective, we can
come back and reexamine it.
But, why should we not make a state
ment of this Congress as to the ability of
the American people to participate in what
is supposed to be the bounty of this coun
try, in the development of these resources
foi; the good of this country, so that they
can go to work and have jobs?
Mr. DUNCAN of Oregon. Mr. Chair-
"Whaf we are doing is simply re
quiring that the johs generated by the
development of America's offshore
oil and gas resources go to American
workers to the fullest extent possible."
Senator James McClure (R-ldaho)
man, will the gentleman yield?
Mr. MILLER of California. I yield.
Mr. DUNCAN of Oregon. I cannot
totally disagree, and the gentleman enun
ciates, I think, a very popular viewpoint
that will have a great deal of appeal to
the people of the country, including the
working people. But, I would ask the gen
tleman to take a look at what happened
to American intercoastal shipping under
the Jones Act, intended to protect Ameri
can shipping and American seamen's jobs.
The experience of this country and virtu
ally every other country in the world that
has experimented with cabotage laws of
this sort, which are intended to protect
and furnish jobs, has inevitably been one
of failure.
I have personally tried to find inter
coastal shipping on which to ship large
cargoes from one coast to the other. It is
just impossible. Intercoastal shipping,
which has been protected by the Jones
Act for years, just does not exist.
The CHAIRMAN. The time of the
gentleman from California has expired.
(By unanimous consent Mr. MILLER of
California was allowed to proceed for
2 additional minutes.)
Mr. MILLER of California. I am not
an authority on the Jones Act, but I sus
pect that my chairman may very well be.
If you had trouble with the Jones Act, let
me tell the gentleman what happened in
my district. Five hundred yards down the
road from the existing Antioch Bridge,
there is the American Bridge Co. They bid
on a new highway bridge and lost the
bid to Japanese steel. It was constructed
and assembled in Japan; it was taken apart
and shipped to Antioch, and is being
assembled, and jobs were lost at American
Bridge.
We have sat around, we have seen these
things. We have asked them to please not
do it, but we have not taken firm and tough
actions to protect these jobs.
Mr. DUNCAN of Oregon. I agree with
the gentleman on that problem he had
with his bridge, and I think that situation
prevails as a result of unfair trade dump
ing of Japanese steel. Our Government has
moved to correct that. We may have to
take even stronger action, but I suggest
that that is a really different proposition
than the one we are facing here today.
Mr. MILLER of California. I would
respectfully disagree with..the gentleman.
Mr. MURPHY of New York. Mr.
Chairman, will the gentleman yield?
Mr. MILLER of California. I yield to
the chairman.
Mr. MURPHV of New York. On the
question of the Jones Act, 1 frankly do
not see its relevance in this debate. The
Jones Act was one of the first laws passed
by the original Congress for one specific
purpose, which was to insure that there
was a shipbuilding industrial base, as well
as an American-flag merchant marine.
Since the passage of that act we have seen
development of the inland waterways of
America; the railways of America; the
land-bridge concept. We have seen a vast
change in the Interstate Highway System
and various competitive modes of trans
portation.
What the Jones Act does today—and it
is just as viable as it ever was—is to insure
that our intercoastal trade is done in
American-flag ships, and done by ships
built in America.
The CHAIRMAN. The time of the gen
tleman from California has again expired.
(On request of Mr. MURPHY of New
York and by unanimous consent Mr.
MILLER of California was allowed to pro
ceed for 2 additional minutes.)
Mr. MURPHY of New York. The fact
that we have a dynamic transportation
industry, and the fact that cargoes do not
move from New York to Miami by ship,
but perhaps move by rail or by truck or
some combination of modes, is not an
indictment of the integrity and the intent
of the Jones Act. The Jones Act is imper
ative to America's security as well as its
shipbuilding and industrial bases.
What I think we are faced with here is
a misunderstanding in the Congress as to
the various—let us call it special interest
areas. We have basically the opponents
of Build and buy American being agri
cultural interests. For some years, we have
come, in this country, to the point where
a vast amount of our overseas trade in
volves our agricultural products, and we
are trying to offset with this amendment
because of an inbalance due to manu
factured imports.
I frankly do not see the relevance of
Smoot-Hawley in this argument today.
The history of that act was that it was
passed in 1930. There were amendments
made in subsequent Congresses in which
the President was given power to engage
in reciprocal trade agreements to reduce
tariffs on certain products and by 1939
America's trade balance was right back
to the balance that it was at pre SmootHawley. That act, I do not think, is rel
evant to this debate. It was a tariff act.
What we are doing here is plainly and
simply stating that there is foreign com
petition; that we have seen other coun
tries enact very specific and strict special
preferences on constructing or manning
and using, not only in their oil and gas
industry, but also in their other industries.
What we are doing here is saying, "Let
the U.S. industry build the equipment to
be used on the U.S. Outer Continental
Shelf. Let the Americans have the jobs in
the construction on those platforms."
The CHAIRMAN. The time of the gen
tleman from New York. (Mr. MURPHV)
has expired.
(By unanimous consent, Mr. MURPHV
was allowed to proceed for 1 additional
minute.)
Mr. MURPHY of New York. Let the
American men and women have the jobs
that are vital on the Outer Continental
Shelf.
In the amendment that we are trying
to strike here, we have the safety valve
that if items are scarce, we will go foreign
for them. If there is a lack of competition,
we can still go foreign. If there is a tech
nology we do not have, we can still buy
foreign. If some contingency in those
areas develop, the safety valve is there.
But let us not prejudice America's indus
try and America's working men and
women.
Mrs. FENWICK. Mr. Chairman, I
move to strike the requisite number of
words.
Mr. Chairman, we are not moving in
just think that this is a rational
statement that when we develop
America's resources, that American
citizens, American jobholders, have
a right to participate."
Rep. George Miller (D-Calif.)
a good direction if we fail to support the
Whalen amendment. That is the right step
for this House to take. We know where the
protectionist road leads—we tried this
before, as was said yesterday—right down
the path to the Smoot-Hawley tariffs and
all of the problems and dislocations of
international trade that we experienced
before.
Mr. Chairman, I will not take the time
of this House because I think everybody
has given their views, but I hope that we
will seriously consider that we live in an
interdependent world and we must com
pete successfully in world trade. America
can do it if we determine to do it, and
this Whalen amendment leads us in that
direction.
Mr. BROWN of Michigan. Mr. Chair
man, I move to strike the requisite num
ber of words.
Mr. Chairman, I have listened to this
debate. It has been very interesting. It
seems to me that the debate poses about
three questions. To the opponents of the
Whalen amendment, I would ask, cannot
this administration deal with dumping
under existing law; and, cannot this ad
ministration successfully negotiate in the
negotiations that are being carried on and
accomplish fair and free trade worldwide
with all nations? If you answer those
questions "yes," which I assume you
would have to do, then it seems to me
that the final question is, do you insist that
our industry have a preference that we do
not agree other nations should have?
Mr. MURPHY of New York. Mr.
Chairman, will the gentleman yield?
Mr. BROWN of Michigan. I yield to
the gentleman from New York.
Mr. MURPHY of New York. I frankly
do not see the relevancy of whether we
are talking about this administration or
other administrations. We had this same
debate in the last Congress under a dif
ferent administration. We heard the same
arguments. I think they are relatively
Continued on next page
House Conferees
Rep. John Murphy
(D-N.V.) Chairman
Rep. John F. Seiberlinf;
(D-Ohio)
Rep. F.dwin B. Forsythe
(D-N.J.)
Rep. John Breaux
(D-r.a.)
Rep. Morris K. Udall
(D-Ariz.)
Rep. George Miller
(D-Cal.)
Rep. Gerry Studds
ID-Mass.)
Rep. Joshua Eilberg
ID-Pa.)
Rep. Don Young
ID-Alaska)
Rep. William J. Hughes
ID-N.J.)
Rep. Christopher Dodd
ID-Conn.)
Rep. Hamilton Fish, Jr.
IR/C-N.Y.)
July 1978 / LOG / 21
•i
�ernments are providing massive subsidies
Then they are going to retaliate and say
to their national companies enabling them
they will have to have all Norwegian
to
"dump" their rigs and platforms on
equipment used in the North Sea.
drilling
companies at below cost prices.
We are already way ahead in this area,
What we are dealing with here is the
and I say that by adopting this kind of
future
of a potential billion-dollar indus
legislation
we
are
going
to
end
up
hurt
United Stitc*
ML
try
employing
over 8,000 workers—oneing
ourselves.
Right
now
we
are
way
fl^Amerkt
PROCEEDINGS AND DEBATES OF THE 95 CONGRESS. SECOND SESSION
fifth of these workers are minority group
ahead, and we should not be taking this
members. In addition, thousands of other
sort of step. 1 strongly support the amend
No. I I
WASHINGTON, THURSDAY, FEBRUARY 2, 1978
Vol. 124
jobs in supportive industries, many lo
ment offered by the gentleman from Ohio
cated
in the inner city, are also at stake.
(Mr. WHALEN).
Continued from preceding page
the Nation. I think a second factor has to
One of the major arguments used by
1 think it is a step in the right direction.
philosophical. The gentleman comes from
be considered here, and that is this: Is the
opponents of Mr. MURPHY'S amendment
I
would
be
supportive
of
it
if
1
thought
a State which has been severely impacted administration under the leadership of
is that such a "build American" provision
it would help, but this is one area in which
by foreign imports, and the jobs of the Bob Strauss doing an effective job?
would lead to "retaliatory" tactics by for
we do not need any help.
men and women in his State are at stake.
My response is that from what I can
eign governments. In fact, this provision,
Mr. LAGOMARSINO. Mr. Chairman,
What we are oiscussing here is the philo see, he is doing a very effective job, and I
which would be phased in over a period
will the gentleman yield?
sophical question: Does the U.S. Congress do not think this strengthens his hand;
of time so as not to affect the operations
Mr. FORSYTHE. 1 yield to the gentle
move to protect America's industrial this weakens his hand. 1 would prefer to
of equipment already in operation off our
man from California.
base, America's products, and America's leave this kind of thing in the hands of
coasts,
is quite similar to laws already in
Mr.
LAGOMARSINO.
Mr.
Chairman,
jobs?
our negotiators.
effect around the globe. In the North Sea,
1 thank the gentleman for yielding.
This administration is moving properly
Mr. CONABLE. Mr. Chairman, will
I would like to endorse the statements
for example, both Norway and Great Brit
in the tariff areas. What we are doing here the gentleman yield?
ain have such "build national" provisions
made by the gentleman from Louisiana
is to try to write rational regulations to
Mr. SIMON. 1 yield to the gentleman
(Mr. BREAUX).
for their offshore equipment.
protect America's manufacturers.
from New York.
Mr. Chairman, 1 have a substantial off
While foreign nontariff barriers are car
Mr. BROWN of Michigan. Mr. Chair
Mr. CONABLE. Mr. Chairman, I ap
shore rig building industry in my district;
ried
out by Government edict or policy,
man, 1 would suggest that the gentleman
preciate what the gentleman is saying. I
and
1
know
that
at
this
time
most
of
what
the
United
States can only respond by
is rather myopic in his view of interna think one of the things that should be set
they produce is going overseas. I think that
passing
a
law.
The U.S. trade .system does
tional trade. He is saying that if we take straight is the fact as to America's ability
industry in my particular district would be
not
allow
for
unwritten policies or Gov
measures of this nature for the specific
to compete.
very adversely affected should the Whalen
ernment pressures to accomplish goals
industry he wishes to protect that there
For one thing, in 1976 only $23 billion
amendment not pass.
such
as building offshore equipment in the
will not be retaliation or if there is, the of our exports were in agricultural prod
MI. Chairman, 1 think that if we are
United
States.
retaliation will be against someone else's ucts; we exported $105 billion worth of
concerned about what might happen in
As
an
example of the problem, at the
constituent industries and, therefore, since
goods. We have a trade deficit, to be sure,
the future we should take another look
multilateral
trade talks, the United States
the retaliation is against someone else, that
at this point, but if we were not import
at this matter later. But let's not put
has
listed
some
600 nontariff barriers in
is all right, just do not affect my industry.
ing oil, we would have a $15 billion trade
.something in this bill that might have an
Europe.
These
devices
effectively protect
I think that is about as myopic as one
surplus.
adverse effect.
Europe's markets, particularly for agri
can be, and I think the gentleman's amend
So in terms of our ability to compete
Therefore,
Mr.
Chairman,
1
urge
the
culture
goods.
ment is myopic.
abroad, our ability to compete specifi
adoption of the Whalen amendment.
Beyond
these barriers, the governments
I support the Whalen amendment.
cally in this field is well known, and our
Mr. ZEFERETTL Mr. Chairman, will
of
Europe
also effectively pressure their
Mr. SIMON. Mr. Chairman, I move to
ability to compete abroad generally with
the gentleman yield?
industries
to
help each other. For example,
strike the requisite number of words.
re.spect to industrialized goods is also
Mr. Forsythe; I yield to the gentle
British Government pressure is expected
Mr. MURPHY of New York. Mr.
demonstrable by the statistics themselves.
man from New York.
to
be applied to the oil companies in the
Chairman, will the gentleman yield?
Mr. SIMON. Mr. Chairman, if I may
Mr. ZEFERETTL Mr. Chairman, I
North
Sea to build a large firefighting ship
Mr. SIMON. I yield to the gentleman
ask my colleague, the gentleman from
thank
the
gentleman
from
New
Jersey
in
Briti.sh
yards.
from New York.
New York (Mr, CONABLE) to remain at
(Mr. FORSYTHE) for yielding.
The
United
States does not have the
Mr. MURPHY of New York. Mr.
the microphone, 1 believe I am correct in
In answer to the gentleman from Louis
same
type
of
system
and thus to accom
Chairman, I may be myopic, but that
this—the gentleman is on the Committee
iana (Mr. BREAUX), we are not talking
plish
the
same
result
we must pass this
myopia is probably heightened by the fact
on Ways and Means and can verify this—
about televisions and appliances; but per
"domestic preference" legislation.
that I happened to look at the deficit
in the last decade the number of American
haps we should be talking about the loss
Those who argue that the provision
passed on to this administration by the
jobs dependent on exports has doubled; is
of another industry which will be the steel
violates
free trade ignore the European
last administration, and those billions of
that correct?
industry if we do not take some cogni
system
of
government pressure and pol
dollars in deficit happen to be because of
Mr. CONABLE. That is correct. Ex
zance of the fact that we need that kind
icy
that
cannot
be duplicated by our form
the imbalance in our trade and the advan
ports now account for about 8 percent of
of industry in this country.
of
government.
To say no such system
tage of our so-called trading partners and
our gross national product. Ten years
Mr. Chairman, the people laid off
exists
abroad
is
to
ignore foreign nontariff
the advantage they have taken of the
ago they accounted for a little less than
throughout the country, who work in the
barriers
which
are
more effective than any
United States, and this is an effort to de
4 percent.
steel industry, should be alerted to the
tariff
or
quota
system.
liver a message in one particular industry
Mr. FORSYTHE. Mr. Chairman, I move
fact that if we do stop building rigs here,
We must also keep in mind the environ
as to how we can correct it and protect
to strike the requisite number of words.
the same thing could apply to that indus
mental
impact of the "build American"
the United States.
Mr. BREAUX. Mr. Chairman, will the
try as happened to the shoe industry, the
amendment.
At the present time, the rigs
Mr. BROWN of Michigan. Mr. Chair
gentleman yield?
TV industry, and the like. 1 do draw an
and
platforms
operating off our coasts
man, will the gentleman yield?
Mr. FORSYTHE. I yield to the gentle
analogy, in considering this type of amend
represent
a
dangerous
threat to our waters
Mr. SIMON. I yield briefly.
man from Louisiana.
ment, to the loss of those types of
and
marine
life.
The
Murphy
amendment
Mr. BROWN of Michigan. Mr. Chair
Mr. BREAUX. Mr. Chairman, I thank
industries.
would ease this environmental threat by
man, I trust the gentleman understands
the gentleman for yielding.
Mr. Chairman, 1 rise at this time to add
compelling
U.S.-built rigs and platforms
that approximately six reassessments have
I would just like to try and put this
my enthusiastic support to the amend
to
meet
rigorous
U.S. Coast Guard safety
been made by this administration with re
issue in perspective. I think it is very im
ment offered by my colleague from New
standards,
greatly
reducing the risk of
spect to dumping, and I know of two dur
portant for the Members to understand
York.
leakage
and
blowouts.
ing the previous administration and within
we are not talking about television sets
At the present time, there are no re
For these reasons, I implore my col
the last few years.
and we are not talking about Hondas and
strictions on the national origin of the
leagues to consider all of the factors in
Toyotas being imported into this country.
Mr. MURPHY of New York. Mr.
equipment used on the Outer Continental
volved in this complex issue. Opponents
We are talking about putting up a screen
Chairman, if the gentleman will yield, this
Shelf and foreign-made rigs are free to
claim that the amendment smacks of pro
around ourselves, and it can only hurt.
is a tool we can give Mr. Strauss to use
operate—costing valuable jobs for Amer
tectionism. I say that the overall purpose
About 90 percent of all the oil and
in his visits to Japan in trying to correct
ican workers.
of the Outer Continental Shelf legislation
gas equipment being used around the en
the dumping problem. This would give
After spending the past few weeks in
before us is to more fully exploit our own
tire world is already American-made.
Mr. Strauss a strong bargaining hand in
our home districts, most of us know that
natural resources in the OCS. We should
Most of the men and women who are
those negotiations.
two of the biggest problems on the minds
be certain that we maximize these benefits
working in the offshore oil and gas indus
Mr. SIMON. Mr. Chairman, I rise in
of the American people are jobs and the
to our own economy rather than the econ
try are already Americans, not only off
support of the Whalen amendment.
economy. This amendment is directed at
omies of foreign governments. Therefore,
1 do so, recognizing that my colleagues
our own coast but all over the world.
helping to alleviate both of those con
I will vote in favor of the amendment and
from the States of California and New
cerns: It would not only generate jobs for
Who do we think is the most populous
I ask my colleagues to do the same.
York are dealing with a fundamental prob
shoreside workers and a.ssist U.S. maritime
Nation working in the North Sea? It is
The CHAIRMAN. The question is on
lem, but 1 do not think this is the way
workers in gaining employment, but the
us. We have hundreds of thousands of
the amendment offered by the gentleman
to deal with that fundamental problem.
work and payrolls generated by this activ
men and women who are working, not
from Ohio (Mr. WHALEN) as a substitute
Smoot-Hawley is relevant, in that in
ity would, no doubt, result in a "ripple
only in our coastal areas already, but in
for the amendment offered by the gentle
1930 we also had a very serious problem
effect" that would spur the entire Amer
the North Sea, off the coast of Indonesia,
man from New York City (Mr. MURPHY).
of unemployment, and so Smoot-Hawley
ican economy.
and off the coast of South America. We
The question was taken; and on a divi
came along. The thinking was, of course,
are already at every possible advantage in
Many of us take it for granted that the sion (demanded by Mr. FRENZEL) there
that we would protect American jobs in
working world-wide in the oil and gas
United States almost totally dominates the
were—ayes 22, noes 21.
the process, but what we did was to hurt
industry.
offshore rig construction market. How
the employment opportunities in this
The only thing we are going to accom
ever, figures indicate that we are rapidly
Nation.
plish by passing this amendment is this:
losing a large share of that market to for
Mr. MURPHY of New York. Mr.
Let us just take a look at my own State,
We would say to the members of Parlia
eign competitors. We need only look at the
for example. Caterpillar, one of the major
Chairman, I demand a recorded vote.
ment in Great Britain and the members
massive layoffs that have taken place in
exporters in the United States, u.ses about
A recorded vote was ordered.
of other legislative bodies that "By golly,
recent years in the rig construction indus
90 percent American steel. As these trade
The
vote was taken by electronic de
we are the only ones who can have the
try, as well as the worsening condition of
vice,
and
there were—ayes 118, noes 280,
barriers ri.se. Caterpillar will be able to
jobs," and then they will say that if Amer
the steel industry and other related areas,
not
voting
34, as follows;
buy less and less American steel.
icans can say only Americans can work
to understand the inaccuracy of that
In
the
following roll-call vote, the
International Harvester and John
on those installations, then they are going
notion.
NAY
represent
a rejection of the "Whalen
Deere, manufacturers of major propor
to pass the same type of legislation. Then
Just 5 years ago the United States en
compromise"
and
a victory for the Zefcrtions in my State, face the same kind of
it would only be British citizens who
joyed nearly a 6()-percent share of the
etti "Hire American" amendment. Thus,
situation.
would be working in the North Sea, and it
offshore rig construction market. That fig
the margin of victory for the "Hire Amer
I am concerned about the rising tide of
would be only Norwegians who would be
ure has plummeted to merely a 29-percent
ican"
amendment was a resounding 280
protectionism that 1 .sense here on the floor
working in the Norwegian area of the
share of world rig orders. The reason for
to
118.
of Congre.ss and out among the people of
this dramatic drop is clear: Foreign gov
North Sea.
CDngrEBsionalTRtcord
RECORDED VOTE
�OCEAN MINING JOBS AT STAKE IN SEA LAW CONFAB
Labor Wants Bil/ to Scrfe9uarcf Jobs Against Unfavorable Treaty
This is the 21st in a series of articles which the
Log is publishing to explain how certain
organizations, programs and laws affect the jobs
and job security of SIU members.
If you tell three different people a story in ex
actly the same way, and then you ask those three
people what the story was about, you'll probably
get three different answers.
The United Nations Conference on the Law of
the Sea (UNCLOS) has the same problem. Ex
cept, by the seventh session of the Conference,
held in May, 1978, there were 145 countries trying
to make their points heard.
The Law of the Sea Conference first convened
in 1958. The purpose of the talks has been to
create a formal, international agreement govern
ing the use of the oceans and their natural re
sources.
_
Over the years, the Conference has debated
hundreds of issues, including: a 200-mile eco
nomic zone; rights of passage through straits by
military vessels and aircraft; problems of pollu
tion of the seas; freedom of scientific research;
fishing rights; national security considerations
and defense requirements.
Most of the arguments dealing with the move
ment of ships on the oceans' surface have been
resolved. Right now, exploitation of what lies
below the surface is the not issue.
Ocean Mining
Thirty years ago, mineral rich nodules found
on the ocean floor were an untapped resource.
Today, these potato-shaped masses, which con
tain manganese, nickel, copper and cobalt, are
mineable. And they are worth as much as $3
trillion.
Who will miije the minerals of the oceans and
how the profits will be divided are the questions
UNCLOS has been trying to resolve. U.S. mining
companies have the technological know-how to
retrieve the nodules. But UNCLOS is dominated
by more than 100 newly independent third world
countries that want a piece of the action. The
third world countries don't have the technology
or the money to undertake deep sea mining
operations. But they constitute a majority of the
voting nations of UNCLOS and want a Law of
the Sea treaty that is to their advantage.
The third world countries want the Conference
to formalize a U.N. resolution on deep sea min
ing. That resolution calls the mineral resources of
the oceans "the common heritage of mankind"
and goes on to say that exploitation of those
minerals should benefit all nations, particularly
developing nations.
To achieve this, the Conference has agreed on
the creation of a U.N.-governed International
Seabed Authority which sets up an international
mining company. The Authority's mining com
pany would compete with private companies for
deep sea mining rights.
The Deep Sea Miner II, a converted drill ship, now mining the ocean floor, is about one-fifth the projected
size of mining vessels that will be used when this new industry gets into full swing.
• require the American government to indi
rectly support through subsidies, mining opera
tions which will compete with our own.
And it would mean a tremendous loss of jobs to
American workers—as many as 20,000 new jobs
by the year 2000, according to the AFL-CIO.
.Seafarers have a big stake in deep seabed min
ing also. American seamen could crew the ore
carriers which will be needed to carry the minerals
back to shore. And the mining vessels themselves
will carry two rotating crews of between 80 and
100 men per ship.
So the labor movement, along with the mining
Man American Clause
Loss of U.S. Jobs
Developing countries want the Authority to
have absolute control over deep seabed mining.
They want to use the technology of countries like
the U.S. to mine deep sea minerals while
channeling the profits back to the Authority for
their own use.
Obviously, there's something unfair about that
arrangement. The U.S. mining companies don't
like it. And American labor doesn't like it, either.
The kind of international treaty the developing
countries are looking for will:
• force American companies to surrender their
technology;
• give political control over ocean resources to
the third world;
companies, is pushing for bills in both the House
and the Senate which will create national legisla
tion governing deep seabed mining.
The bill currently on the floor of the House is
co-sponsored by Rep. John Murphy (D-N.Y.)
and Rep. John Breaux (D-La.). It will allow U.S.
companies to begin mining operations and pro
tect them if an international treaty is ratified
which would threaten their claims.
It contains a "grandfather" clause, which
means that if an international Law of the Sea
treaty is ratified after U.S. companies have begun
to mine, their claims are still valid under the na
tional legislation.
The bill also includes provisions for a revenue
sharing fund. While U.S. mining companies are
operating under national legislation, a certain
percentage of their profits would go into the fund.
This fund would then be turned over to the Inter
national Seabed Authority if an international
treaty is passed.
Research vessels use a simple dredge bucket and
line to bring up samples of the nodules.
The SIU wants the legislation to insure that
both the mining vessels and ore carriers used in
seabed operations are U.S.-registered, and
manned by American seamen.
The bill is expected to come up for a vote later
this month in the House and by the end of the
summer in the Senate. If it passes, the first U.S.
ocean mining vessel will begin operations in the
fall.
The U.S. supports the concept of an interna
tional Law of the Sea treaty. Elliot Richardson,
the U.S. envoy to the Law of the Sea Conference,
called the Conference a vital effort "to construct a
framework of international cooperation in the
oceans."
But the U.S. can't agree to a one-sided treaty
that favors third world countries while robbing
American workers of Jobs and American compa
nies of needed mineral resources.
When its last session ended, the Law of the Sea
Conference was deadlocked on the ocean mining
issue. The Conference is scheduled to resume in
New York in August, but it's anybody's guess
whether any progress will be made.
July 1978 / LOG / 23
�Erna Elizabeth Brings Alaskan Oil To Houston, Via Panama Canal
The fanfare that greeted the opening of the Alaskan oil pipeline last year
is over. But since that historic event, ships like ihe Etna Elizabeth have been
quietly carrying on the real work of bringing America's newest energy
supply into U.S. factories and bomes.
The SlU-contracted, 35,000 ton tanker was the first ship to bring Alaskan
crude to the East Coast. She is now on a regular run picking up the oil at the
Panama Canal and delivering it to terminals in Houston.
The Log met the Erna Elizabeth early last month docked at a terminal on
the Houston Ship Canal. Loading stores for the return half of the 15 day
round trip run, her crew had good reports to make on the voyage from
Panama. It included time for shark fishing and Bar-B-Q's on the stern,
they said.
' '5s*»
The Erna Elizabeth (Hudson Waterways) sailed out of the Houston Ship
Channel last month on her way to pick up another load of Alaskan crude at the
Panama Canal.
Loading stores in preparation for the return trip from Houston to Panama are
{!. to r.) AB s Lorenza Alvarado and Charles Davis.
It's Your Move ...
Getting lunch ready while the ship prepared to sail are (I. to r.) Steward/Cook A.
Hollings and Chief Cook Richard Sessions.
Tug Seahawk Crewed By SIU
MAKE IT IN THE RIGHT DIRECTION
Make your move toward good pay, excellent
working conditions, a secure future. Enroll
now in the LNG Course at HLS. Next class
starts September 18. See your SIU Repre
sentative or contact the Harry Lundeberg
School, Vocational Education Department,
Piney Point, Maryland 20674.
24 / LOG / July 1978
Some of the SIU crew on the brand new tug Sea Hawk, operated by Allied Towing of
Norfolk, Va., gather for pix in galley. They are, from the left: George Reynolds, able seaman;
Robert O'Neill, captain; Gerald Houts, mate, and Buck Dunning, cook.
The Sea Hawk, the most powerful
tugboat in Allied Towing's 21 boat
fleet, was recently delivered to this
SlU-contracted company in Nor
folk, Va.
The newly built tug has 4,200 hp.
She will push a 100,000 barrel tank
barge on ocean voyages, including
intercoastal runs. Coming up in
August is a trip from Norfolk to
Seattle, through the Panama Canal,
to deliver chemicals and asphalt.
Allied's fleet is presently split be
tween inland, coastwise and ocean
going runs. But bigger boats and
bigger barges for oceangoing use are
the company's main plan for the
future.
�TowerJng Festival for July 4
Notice to Members
On Skipping Procedure
When throwing in for w ork dur
ing a Job call at any Sli; Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SI Li .Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who po.ssess
Lifeboatnian endorsement by the
United States Coast (iiiard. The
Seafarers Appeals Hoard may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
... To know marino electrical
maintenance. Why? Because these
skills mean job security for you. The
more you know, the more you're needed
in the maritime industry. So, contact
HLS or your SlU Representative. Sign up
for the marine electrical maintenance
course. In just six- weeks, you'll learn
new skills and advance your career as
a professional seafarer. Enroll new.
Learn more • Earn more
It's a good idea
The Twin Towers of New York's World Trade Center provided a backdrop for Harbor
Festival '78, which took place over the July 4 weekend. New York Harbor was alive with a
vast array of vessels ranging from sailboats, such as those pictured above, to pennant
decorated schooners, pilot boats, dredges, ocean liners and water-spewing fireboats, plus
the usual assortment of ferries, excursion boats, lighters, and deep-sea cargo ships
proving, beyond a doubt, that New York Harbor is far from deadi
Unemployment Rate Dips to
5.7% for June, Lowest in 4 Years
WASHINGTON, D.C. The country's
jobless rate dropped sharply to 5.7 per
cent in June, it's lowest unemployment
rate in faur years and the fifth monthly
decline of this sort in 15 years.
The June rate was a healthy four
'tenths of a percentage point below the
May rate of 6.1 percent. Most of the im
provement occurred among teenagers.
AFL-CIO President George Meany
termed the substantial decline in the na
tion's unemployment rate last month
"heartening news." He added "it demon
strates the effectiveness of targeted pro
grams to provide jobs, particularly
among teenagers,"
Meany noted that of the 2-million
new jobs reported in June on an unad
justed basis, 1.4-million went to teen
agers. He called this a "tribute to the
Carter Administration's new youth em
ployment program.-"
Meany said the trend must be sus
tained "if the nation is at long last going
to achieve full employment."
Teenagers'jobless rate tumbled to an
adjusted 14.2 percent last month from
16.5 percent in May. However, the rate
among black youth remained very high,
37.1 percent. The rate for white teen
agers was 11.6 percent in June down
from May's 13.8 percent.
Chairman of the U.S. Council of
Economic Advisers Charles L. Schult/.c
declared that the unemployment rate
among black workers, particularly
among black youth, had not improved
as much as it had among whites and was
"obviously too high."
More and more, Schult/e said, the
data indicates that unemployment must
be attacked by aiming policies at specific
"structural" problems that are native to
the economy and society.
Administration officials said that at
least part of the decline in unemploy
ment could be attributed to Govern
ment efforts, including the public serv
ice and public works jobs programs.
T
Personals
Personals
Tommie Louis Beckham
Please call the editor of the i.og
collect at (212) 499-6600, ext.242.
Felix Santiago
Please call the editor of (he Log
collect at (212) 499-6600, ext. 242.
Thomas J. Bush
Your sister, Gert ude E. Bush, asks
that you contact her at 5133 Charles
St., Philadelphia, Pa. 19124.
John Norman Siitton
Your daughter, Mrs. Patricia Sut
ton Siler asks that you contact her at
4593 Union Road, C heektowaga,
N.Y. 14225 or call (716) 6.33-5072.
George McAlpine
Nick Olen would like you to get in
touch with him at 404 Cahot St., In
verness, Fla. 32650.
Ronald Gilman Swanson ^
Please call editor of the Log collect
at (212) 499-6600, ext.242.
William Kare
Please call the editor of the Log
collect at (212) 499-6600, ext.242.
Nick Vrdoljak
Please call editor of the Log collect
at (212) 499-6600, ext. 242.
DISDittIm Bepgrt Isr Greit lakes
TfTXri? 1
lOTR
JUiNLr 1-OU, \.yiO
*TOTAL REGISTERED
All Groups
Class A Class B Class C
TOTAL SHIPPED
All Groups
Class A Class B Class C
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Algonac (Hdqrs.)
37
9
2
41
37
1
45
14
7
2
32
9
10
1
6
1
3
0
30
58
87
lli
82
1^
ENGINE DEPARTMENT
Algonac (Hdqrs.) ... :
24
11
2
29
28
STEWARD DEPARTMENT
Alcotiolism
disease
Algonac (Hdqrs.)
It can be treated.
0
0
11
13
ENTRY DEPARTMENT
Algonac (Hdqrs.)
i
2
24
48
30
0
0
Totals All Departments
87
68
i4
E
78
4
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
July 1978 / LOG / 25
m
�c -
SlU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Woikers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
IfTXri? 1 an iOTQ
lOU, ly/o
*T0TAL REGISTERED
All Groups
Class A Class B Class C
Port
TOTAL SHIPPED
All Groups
Class A Class B Class C
"REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Boston
7
1
1
6
1
4
11
2
0
New York
123
16
3
119
48
37
132
11
2
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
11
32
9
12
25
Ill
39
46
15
42
8
90
4
4
1
0
3
19
4
4
2
8
2
12
1
2
7
3
1
4
1
0
1
3
0
9
9
23
12
13
14
84
39
49
14
49
17
84
9
11
4
5
8
45
10
10
7
15
5
25
1
4
7
1
1
12
2
1
3
4
2
12
20
44
18
8
33
146
53
51
3
4
2
0
4
13
4
7
0
0
2
1
0
4
2
0
9
126
1
10
0
12
0
3
2
i
0
o
0
2
24
3
0
0
0
4
0
1
0
0
573
83
36
534
230
91
742
73
24
0
30
0
4
2
1
0
3
1
1
0
3
2
5
3
124
20
35
9
10
33
99
55
60
23
33
11
87
6
47
2
12
1
2
7
21
16
8
6
8
2
15
0
6
0
1
0
0
0
5
0
1
1
1
0
5
0
Piney Point
Yokohama
Totals
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
ENGINE DEPARTMENT
1
105
10
10
8
9
21
69
29
42
12
29
9
56
4
37
2
10
3
4
5
14
13
6
1
7
3
13
0
4
0
1
2
0
0
1
0
1
0
0
0
4
2
87
6
16
9
5
11
66
27
32
10
29
9
62
2
55
4
5
6
7
5
25
7
9
4
11
8
23
Piney Point
0
6
0
0
23
0
0
0
Yokohama
0
1
0
1
1
0
2
1
0
419
129
13
372
195
52
604
154
20
Totals
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
STEWARD DEPARTMENT
2
55
4
5
11
0
1
9
6
0
0
4
0
10
Piney Point
Yokohama
Totals
Totals All Departments
1
1
13
3
0
0
6
1
10
7
1
0
6
0
1
5
0
0
2
6
3
2
1
0
1
5
5
0
0
0
0
60
0
6
0
1
0
0
14
61
12
18
3
18
5
34
0
0
7
21
9
5
1
8
11
12
34
1
0
2
4
57
5
9
2
11
0
0
14
63
19
38
13
17
4
60
0
1
3
7
4
4
1
1
0
5
0
0
0
2
0
40
0
3
0
0
0
0
247
40
74
251
142
177
336
46
50
ENTRY DEPARTMENT
0
44
2
18
1
4
5
43
13
18
4
18
10
16
4
105
15
20
8
8
9
56
15
12
9
23
11
40
7
191
2
10
2
1
0
16
5
89
13
23
5
25
3
42
,7
26
2
2
9
52
19
29
6
13
17
30
10
139
27
22
10
4
13
44
17
24
26
23
13
47
9
179
1
15
4
1
1
21
6
56
28
29
5
48
0
1
44
0
0
0
0
4
4
0
0
0
197
379
389
261
423
403
1,436
631
512
1,943
696
497
1,157
567
iio
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
26/LOG/July 1978
3
71
2
12
14
14
54
12
23
7
15
3
35
0
0
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
1
0
0
59
23
83
6
2
1
9
3
2
550
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West Coast Stewards Halls
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421 S.W. 5th Ave. 97204
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�Converted Seo-Landers on Foreign Runs With SlU Crews
Three of four newly converted
Sea-Land containerships took on
their SIU crews recently and are
now participating in foreign runs.
The SEA-LAND ADVEN
TURER, presently nearing comple
tion in a shipyard in Japan is the
only vessel not completed. She will
soon join her D-6 Class sisterships,
SEA -LAND PIONEER, SEA LAND LEADER, AND SEALAND PACER, which went into
service earlier this year.
All of these ships were converted
to diesel-power, the first dieselpowered ships in Sea-Land's fleet of
58 containerships.
While the PA CER and the
PIONEER will operate in runs be
tween Europe and the Middle East,
the LEADER and the ADVEN—
TURER will operate between Asia
and the Middle East.
All four of these 662-foot long
ships were built using refurbished
T-3 mid sections joined to new bow
and stern sections. Prior to their
conversion, the ships were a part of
the Sea-Land fleet.
Each ship can carry 595 contain
ers and is fitted with two shipboard
gantry cranes.
The Sea-Land Leader arrives in port of New York on maiden voyage from Japan after conversion.
Before the Sea-LandPacer sailed from Japan, SIU Yokohama Agent Frank Boyne
boarded the vessel to take a vote on the new deep-sea contract which went into
effect June 16,1978. The vote was unanimous in favor as shown in photo above.
On the Sea-Land Pacer, SIU Yokohania Agent Frank Boyne, right, talks with the
ship's Recertified Bosun Leonard Suchocki of San Francisco.
The Sea-Land Pacer is shown in Japan shortly after
her conversion to diesel power was completed.
The Sea-Land Pioneer will run between North Europe, the Mediterranean and the Middle East.
July 1978/ LOG / 27
�George W. Berthold, 68, joined the
SIU in the port of New Orleans in
1955 sailing as afireman-watertender
and 2nd assistant engineer. Brother
Berthold sailed 37 years. He gradu
ated from the MEBA District 2 Engi
neering School, Brooklyn, N.Y. in
1966. Seafarer Berthold is a veteran
of the U.S. Army in World War 11.
He was born in New Orleans and is a
resident of Smithville, Tex.
Francisco Solis, 65, joined the SIU
in 1945 in the port of New York sail
ing as a chief cook. Brother Solis
walked the picketline in the 1961
N.Y. Harbor strike. He also received
a Union Personal Safety Award in
1960 for sailing aboard an accidentfree ship, the SS Robin Locksley. A
native of Puerto Rico, he is a resident
of Catano, P.R.
Edward J. Esteve, 52, joined the
SIU in 1944 in the port of New Or
leans sailing as an AB. Brother Es
teve was born in New Orleans and is a
resident there.
PINSIONIRS
Arthur G. E. Sigler, 56, joined the
SIU in the port of Houston in 1962
sailing as a chief cook. Brother Sigler
sailed 22 years and rode the Robin
Line. He is a paratroop veteran of the
U.S. Army's 82nd Airborne Infantry
Division, 55th Medical Battalion.
Seafarer Sigler was also into aviation
engineering and oil rigging. Born in
Oklahoma, he is a resident of Okla
homa City, Okla.
William L. Jones, 65, joined the
SIU in the port of Lake Charles, La.
in 1957 sailing as an AB for 37 years.
Brother Jones was born in Georgia
and is a resident of Tallahassee,
Tenn.
Luis Hernandez, 58, joined the
SIU in 1942 in the port of New York
sailing as a wiper and OS. Brother
Hernandez sailed 37 years. He hit the
bricks in the 1961 Greater N.Y. Har
bor beef. Seafarer Hernandez also
rode the Bull Line. He worked as an
AB on the San Juan (P.R.) Shoregang from 1977 to 197^ A native of
San Juan, he is a resident of Bayamon, P.R.
Dyer Jones, 68, joined the SIU in
the port of Norfolk in 1957 sailing in
the steward department. Brother
Jones sailed 31 years. He was a dele
gate to a conference in Piney Point.
Seafarer Jones is a veteran of the
U.S. Army in World War II. He was
born in Ivanhoe, Va. and is a resident
of Chesapeake, Va.
Harry D. Hammond, 54, joined
the SIU in the port of New Orleans in
1955 sailing as a cook for 31 years.
Brother Hammond is a veteran of the
U.S. Army in World War II. He was
born in New Orleans and is a resident
there.
James J. Doyle, 63, joined the SIU
in 1949 in the port of Philadelphia
sailing as a wiper from 1949 to 1968
and as a cook from 1972 to 1977.
Brother Doyle also rode the Bull
Line. He upgraded at the HLS in
1977. Seafarer Doyle is a veteran of
the U.S. Navy in World War 11. He
was born in Philadelphia and is a res
ident there.
Ho Gien Ming, 56, joined the SIU
in the port of San Francisco in 1951
sailing as a fireman-watertender and
in the steward department. Brother
Ming is a veteran of the U.S. Army in
World War II. He was born in China
and is a naturalized U.S. citizen. Sea
farer Ming lives in San Francisco.
Joseph W. Smith, 66, joined the
SIU in the port of New York in 1956
sailing as an AB. Brother Smith
sailed 30 years and during the Viet
nam War in 1969. He was born in
Peabody, Mass. and is a resident of
Seattle.
John IM. Yates, 50, joined the SIU
in the port of Philadelphia in 1954
sailing as an AB. Brother Yates is a
veteran of the U.S. Army in World
War II. He was born in Columbus,
Ohio and is a resident of Jackson
ville.
Klaus E. Wass, 65, joined the SIU
in the port of New York in 1967 sail
ing as a chief cook. Brother Wass
sailed 31 years. He upgraded at the
HLS, Piney Point, Md. in h975 and
1976. He was born in Finland and is a
naturalized U.S. citizen. Seafarer
Wass is a resident of New York City.
KNOW YOUR RIGHTS
KNOW YOUR RIGHTS
TRUST FUNDS. All trust funds of the SIU Atlantic,
Ciulf. Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and dishursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Gopies of the.se contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Dro/.ak, C'hairiiian, Seafarers Appeals Board
275 - 2(>fli Street, Brooklyn, N.Y. 11215
F'ull copies of contracts as referred to arc available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
UONTRACrS. Copies of all SIU contracts are avail
able in all SIU halls. I hese contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligatiiMis, such as filing for O'l on the proper
sheets and in the proper manner. If, at any time, any SIU
28 / LOG / July 1978
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Ciiill, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which arc to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
«'
Recertified Bosun P. G. Win^pld
Jr., 56, joined the SIU in the phrt of
Houston in 1963. He served as a de
partment delegate and ship's chair
man. Brother Wingfield graduated
from the Bosun Recertification Pro
gram in September 1974. Seafarer
Wingfield was born in Roanoke, Va.
and is a resident of Jacksonville, Fla.
patrolman or other Union ollicial, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publishing any article .serving
the political purposes of any individual in the Union,
ollicer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reafiirmed
by membership action at the Septemher, 1960, meetings
in .all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any ollicial capacity in the SIU unless an
ollicial Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an ollicial. receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, erecd, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SFAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment, if
a*contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return recejpt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y.11232.
�[An Account of Union Busting and Head Busting
On the San Francisco Waterfront in 1894
This article continues the story
yf the American maritime unions
told in newspapers of the day
ind in other material gathered
the Seafarers Historical Re
search Depariment.
Here Ls a colorful account of
tearly union organization efforts
Ion the San Francisco waterfront
lew told by the waterfront reporter
\of the San Francisco Call of May
\28, 1894.
UNION SAILORS
ROUTED
The Police Attacked by a
Mob on Fremont-Street
Wharf
Clubs Used and Blood Flowed.
How a Non-Union Crew Was Placed
on Board the Bark Matilda —Des
perate Fighting—One of the Mob
Arrested.
Skulls and clubs came in contact on
Fremont-street wharf about 1 o'clock yes
terday afternoon, and the clubs wielded by
the strong arms of a number of stalwart
policemen proved victorious. About 200
members of the Coast Seamen's Union at
tacked the police offi<;ers and were
quicklv routed, and many of the unioti
.sailors will have sore beads for some
time to come as a reminder of the fight.
The battle was not a long one, such as
are sometimes witnessed between profes
sional fighters, but was short, sharp and
very decisive.
The trouble arose from the fact that
Captain Swenson of the bark Matilda had
shipped a non-union crew.
There was nothing extraordinary in
this, as it is being done every day in the
week and sometimes twice a dav. In fact,
the union men are beginning to think that
too many vessels are going to sea with
crews on board who don't belong to the
union, and they made up their minds that
it must be stopped. The men expected that
Captain Swenson would try to ship a non
union crew, and they kept a close watch
on the bark in order to prevent a scab
crew being placed on board.
The vessel is bound for Honolulu via
Nanaimo, and as she was booked to sail
yesterday, the Captain went to the Sail
ors' Home on Thursdav and ship[»ed nine
sailors for the voyage. Two of the meji
went on board the bark Thursdav night,
and the remainder were to go on board
yesterday morning.
CAPTURED A SAILOR.
By some means or other the union men
discovered that the two men were on
board the vessel, and about 11 o'clock
vesterdav mortn'ng a do/en or more of
them boarded her at Fremont-street
wharf, and in the language of the citv
front "went for the scabs."
One of the men was soon captured and
hustled over the side in no very gentle
manner, assisted by half a dozen largesized shoes. The other man took refuge in
the cabin, and the crowd started in to as
sist him ashore. Before they could seize
the man, however, the mate put in an ap
pearance with a big Colt's revolver in his
hand, and the union men beat a hasty
retreat.
In order to make sure of bis man the
mate locked him up in the cabin and then
mounted guard with the big pistol in his
hand. While all this was going on Captain
Swenson was not idle. He determined to
get his crew on board at all hazards, and
he applied to Captain Dunleavy of the
Harbor Police for some officers to escort
the men from the Sailors' Home to the
vessel. He also went to the tugboat office
and ordered the tug Wizard to be ready to
tow the Matilda to sea.
When he returned to the bark and
learned what bad occurred he was mad,
but be also realized tha*l three policemen
were hardly adecpiate to handle the 200
or more angry men that stood ready to
prevent his crew going on board. He
jumped ashore again and soon lele[)honed
the stale of affairs to Ca[)lain Dunleaw,
who at on(!e dispatched five more officers
to the seal of war under command of
Sergeant Maboney.
THE POLICE ATTACKED.
The sijuad went down to the bark on a
double-tpiiek, but to their sur[)rise not a
sitigle union man was in sight. If thev
were out of sight they were not idle, how
ever. By some means it became known
that the scab crew was comitigdown from
the .Sailors' Home and they set out on a
run to bead them off.
It was while thev were awav on this er
rand that the six officers reached the
wharf and went on board the bark.
The driver of the wagOn which carried
ten men took a rather circuitous route
and managed to r<'acb the wharf before
the wagon was discovered by the enernv.
The poor horse had a big load to pull, as
not oidy were? the seven sailors and their
bags in the wagon, but Officers Cook,
Fllis and McGrath were also seated on top
of the load.
The driver saw the rnobas they charged
the wagon and urged the steed to greater
speed, but the nimble-footed sailors bad
the outfit surrounded before thegangway
could be reached, and began to drag both
officers and sailors from the vehicle. One
of them seized Officer Cook by ihelegand
he was quickly landed on his back on the
wharf, followed by Ellis and McGratb,
who jumped to his assistance.
In an instant the three officers were
surrounded bv the mob, manv of them
armed with pieces of wood picked up on
the wharf, and it seemed as if they would
be annihilated.
CLUBS ARE TRUMPS.
At this critical moment Sergeant Tom
Mahoney and his squad rushed down the
gangway of the vessel and took a hand in
the fun. Their heavy locust clubs rose and
fell like clockwork on the heads of the
enemy and the crowd of sailors fell back
before tbe onslaugbl. At this moment
Officer Cook es[)ied the man who had
[)ulled him from the wagoii-and be made a
rii^h for him.
The fellow, a big, burlv colored man,
did not flincb wben tbe officfu 's club de
scended on his head with force enough to
break tbe locust in two. He was dazed for
an instant and then s<uzed tbe officer in a
grip like that of a bear, and before the
other offi(;ers could lend a band tbe pair
were rolling around in a first-class wrest
ling match.
The rest of tbe mob was (piicklv driven
off tbe dock and the non-union men got
on board the vessel, while the negro was
ca[)tured and placed in irons.
riie lines were (piickly cast off and the
bark hauled out into t be stream bv the tug
amid a vollev of stones from a crowd who
ran down on the Beale-slreet wharf.
Just as she cleared the wharf a boatful
of union sailors shot out from tbe wharf
toward the vessel, but the Captain stood
on the poop with a Winchester rifle, and,
after firing one shot in tbe air as a warn
ing, he pointed the rifle at the boat and
the men did not attempt to get on board.
Tbe captured sailor was taken to the
station at Fourth and Folsom streets and
locked up.
He gave his name as Charles Wilson
and was full of fight, even when [ilaccd in
a cell. He was charged with batterv and
disturbing tbe peace. Warrants will be
sworn out to-day for tbiiarrest of the ring
leaders, and, as they are well known to the
poli(;e, they will IM; ca[)tured in aday or two.
A
' r'- •-'••I"
�John A. Asmont,
55, died on Apr. 28.
Brother Asmont join
ed the SIU in 1943 in
the port of New York
and sailed asaQMED
and 2nd assistant en
gineer. He sailed dur
ing the Korean War
and upgraded at HLS in 1975. Born in
Pennsylvania, he was a resident of Endwell, N. V. Surviving is a sister, Alfreda
Johnston of Johnson City, N. Y,
Pensioner Frank J.
Meggie, 79, died of
lung failure in Martland Hospital, New
ark, N. J. on Apr. 22.
Brother Meggie Join
ed the SIU in 1942 in
the port of New York
and sailed as a chief
steward. He sailed 46 years. A native of
Panama, he was a resident of Newark.
Surviving are two sons, Raymond and
Frank, and a daughter, Fucrecia of
Rahway, N. J.
Pensioner Fideleon
C. Damian, 75, died
of heart and lung fail
ure in the San Fran
cisco USPHS Hospi
tal on May 23. Broth
er Damian joined the
SIU in the port of
New York in 1953
and .sailed as a chief cook. He sailed 40
years. Seafarer Damian was born in
Belete, Copi/, P. 1. and was a resident of
San Francisco. He was a naturalized
U.S. citizen. Interment was in Loyola
Memorial Park Cemetery, Manila, P. 1.
Surviving are his widow, Avelina; two
sons, Felipe and Leonardo, and a
daughter, Mrs. Medina D. Recidoro of
Manila.
Pensioner Wilson
H. Deal, 65, died of
hepatitis in Tampa,
Fla. on Apr. 25.
Brother Deal joined
the SIU in the port
of Tampa in 1957 and
sailed as an AB and
chief steward. He
sailed 46 years and attended an HLS
Educational Conference at Piney Point,
Md. Seafarer Deal was born in Camden,
N.J. and was a resident of Tampa. Inter
ment was in the Summcrville Cemetery,
Dixie City, Fla. Surviving is a brother,
Charles of Collingswood, N.J.
*7 I
Pensioner William
p'E. Swilley, 61, died
of heart and lung fail
ure in the Slidell
^ (La.) Memorial Hos
pital on May 7. Bro
ther Swilley joined
the SIU in 1941 in
ithe port of New Or
leans and sailed as a deck engineer.
He sailed 29 years and walked the
picket line in the 1961 Greater N.Y.
Harbor strike. Seafarer Swilley was a
veteran of the U.S. Army. A native
of Picayune, Miss., he was a resident
of Pearl River, La. Burial was in
Pearl River Cemetery. Surviving is
his widow, Dorothy.
Allen R. Kurtz, 26,
died on the ST Po
tomac (Ogden Ma
rine) at the Outer
Anchorage, Chittagong, Bangladesh on
Apr. 17. Brother
Kurtz was a 1972
graduate
of
the
Harry Lundeberg School, Piney Point,
Md. when he joined the SIU. He sailed
as a fireman-watertender when he up
graded in 1975 and received his "A"
Seniority book in 1977. Seafarer Kurtz
was born in Chicago, 111. and was a
resident of Hawthorne, Calif. Surviving
is his father, Elmer of El Segundo,
Calif.
Pensioner Frank
R. Rankin, 73, died
of natural causes in
Wyckoff
Heights
Hospital, Brooklyn,
N.Y. on Apr. 23.
|g||||B^[|HFV[ Brother Rankin
. Hjoined the SIU in
Ai® 1938 in the port of
Baltimore and sailed as a chief steward
and steward delegate. He sailed 47
years. Born in Morefield, Ky., he was
a resident of Brooklyn. Burial was in
Cypress Hills Cemetery, Jamaica,
Queens, N.Y. Surviving is his widow,
Lee.
Pensioner William
D. Rinehart, 79, died
of lung disease in
Franklin Square
Hospital, Rossville,
Md. Brother Rine
hart joined the SIU
in 1944 in the port
of New York and
sailed as a deck engineer and firemanwatertender. He sailed 22 years and
during World War II. Seafarer Rinehart
was born in Williamstown, Pa. and was
a resident of Baltimore. Burial was in
Morelands Cemetery, Baltimore. Sur
viving is a niece. Mrs. Marie N.
Shook of Baltimore.
Hector J. Toro,
Jr., 22, died at home
in Brooklyn, N.Y. on
May 13. Brother
Toro joined the SIU
in 1974 when he
graduated from the
HLS, Piney Point,
1
Md. He sailed as
a fireman-watertender.
Seafarer Toro
was born in Brooklyn. Interment was
in Cypress Hills Cemetery, Brooklyn.
Surviving are his widow, Raquel, and
his parents, Mr. and Mrs. Hector and
Luz Toro of Brooklyn.
Pensioner Enoch
Buster Collins, 64,
died of heart disease
in the U.S.A. Medi
cal Center, Mobile,
Ala. on Apr. 12.
Brother Collins join
ed the SIU in 1939
in the port of New
York sailing as a cook. He sailed 46
years and hit the bricks in the 1962
Bull Line beef. Seafarer Collins was
born in Jacksonville, Fla. and was a resi
dent of Mobile. Burial was in Oakland
Cemetery, Mobile.
Ahmed A. H. TaCfi, 30, died in Tampa
General Hospital on
May 26, 1977 of
injuries sustained
aboard the ST Mount
Explorer (Mount
Shipping ). Brother
Taffi joined the SIU
in the port of New York in 1971 sailing
as an OS, wiper, and in the steward de
partment. He took the Lifeboat Course
at the HLS, Piney Point, Md. in 1975.
A native of South Yemen, he was a
resident of Houston. Surviving are his
widow, Camelia, and a son, Jose,
Pensioner Floyd
H. Smith, 66, died in
New Orleans on Apr.
16. Brother Smith
joined the SIU in
1938 in the port of
Mobile sailing as a
fireman-watertender
for the Alcoa Steam
ship Co. in 1953 and for the Delta and
Bull Lines. He sailed 36 years and dur
ing the Korean and Vietnam Wars. A
native of Oklahoma, he was a resident
of New Orleans. Seafarer Smith's re
mains were given to medical research.
Surviving is a daughter, Mrs. Terry S.
Breaux of Kenner, La.
Pensioner .FMit
Giller, 74, passed
away in Baltimore on
Apr. 12. Brother Gil
ler joined the SIU in
1944 in the port of
New York and sailed
as a bosun. He was a
survivor of the sunk
en SS Issak Shelby torpedoed in World
War II. Seafarer Giller hit the bricks
in the 1958 Bull Line beef. A native of
Russia, he was a naturalized U.S. citi
zen. He was a resident of Steelton, Pa.
Surviving is a stepson, Leroy M. Tepsich. Sr. of Middletown, Pa.
Recertified Bosun
Alfred R. Sawyer, 57,
died of cancer in the
Norfolk USPHS Hos
pital on Mar. 30.
Brother Sawyer
joined the SIU in
. -• 1943 in the port of
^ Norfolk. He had
sailed for 40 years. He sailed for the
American Coal Shipping Co. in 1957
and for McAllister Brothers in Norfolk
in 1969. Seafarer Sawyer graduated
from the Union's Bosuns Recertification
Program in September 1975. Born in
Norfolk, he was a resident of Chesa
peake, Va. Surviving is his widow,
Lena.
Edward C. TiesI, Sr., 52, died of nat
ural causes in Philadelphia on Feb. 21.
Brother Tiesi joined the Union in the
port of Philadelphia in 1973 sailing as
a relief cook on the Tug Trojan (Inde
pendent Towing) from 1975 to 1977,
the Interstate Oil Co. in 1975, and for
Curtis Bay Towing from 1973 to 1975.
He was born in Philadelphia and was a
resident there. Interment was in Holy
Cross Cemetery, Yeadon, Delaware
County, Pa. Surviving are two brothers,
Joseph and Albert, both of Philadel
phia.
A Seafarer Is Buried at Sea
Pensioner Moses
A. Lucas, 83, passed
away on May 9.
Brother Lucas joined
the SIU in 1939 in the
port of New York
and sailed as a chief
steward. He sailed 52
years. Seafarer Lucas
was born in South Carolina and he was
a resident of Hyannis, Mass. Surviving
is a daughter, Mrs. David (Elisbeth) C.
Greene of Hyannis.
Oscar R, Saar, 64,
died of a hemor
rhage, at home in
Brooklyn, N.Y. on
Mar. 26. Brother
Saar joined the SIU
in the port of New
York in 1968 and sail
ed as an AB. He was
born in Estonia, USSR and was a
naturalized U.S. citizen. Cremation
took pla ce at the Greenwood
Crematory, Brooklyn, Surviving is a
brother, Ludvig of Baltimore,
Draping the American flag over the ashes of the late Seafarer Herman D.
Burger recently are (I. to r.): AB Willis Gregory; OS George Bowden; Chief
Steward John Moggie, and Pantryman Robert Mateo. After a burial service at"
sea on board the ST Overseas Traveler (Maritime Overseas) attended by all
crewmembers, Capt. D. Richards put the departed's remains over the side.
Brother Burger's last request was "that his ashes be blowing to the wind at
sea and that his ashes be put on the sea." Recertified Bosun Arne Hodve
then asked for one minute of silence for all the brothers that have passed away
as well.
30 / LOG / July 1978
:ar »T- .ir-
;iivjriaPiui#«»AiSVkJt'iari'iig6aF»;iel-2ieiT^RacSfle*f*B3iP2C
�HLS UPGRADING CLASS SCHEDULE 1978
Below is complete list of all upgrading courses^
and their starting dates, that are available for
StTJ members in 1978. These include courses for
deep seOtGreat Lakes and inland waters.
SW members should be aware that certain
courses may be added or dropped from the
schedule as the need arises. However, the Log
will try to keep you abreast of these changes.
For further information regarding the courses
offered at the Lundeberg School, members
should contact their local SlU representative, or
write to the Lundeberg School Vocational Edu
cation Department, Piney Point, Md. 20674.
or call the School at (301) 994-0010
July 1978 / LOG / 31
�Your Name Shouldn't Be on This List
The SH}*8 Data Center at Headquarters in New York reports that a total of 837 SIIJ members have no address listing on file with the Union,
Printed below is a complete list of these names accompanied by the member''s Social Security number.
If your name appears on this list, please contact the SW Data Center informing them of your correct address as soon as possible. You may do so
by writing, SIV Data Center, 275 20th St., Brooklyn, N.Y. 11215. It is extremely important to have a correct address on file since the Union makes
regular mailings to SIU members concerning your jobs and benefits under the Seafarers Welfare, Pension and Vacation Plans.
Abadi, H.
Abbott, V.
Abdo. A.
Abdulla, A.
Abdulla.F
Abrams, A. Jr.
Abshire, J.
Acord, F
Adams. A.
Adams. J
Adorno. A.
Aldridge F
Alexander. A.
Algabri. A
Algarin. G.
All, H
Alicea. M.
Anderson, A
Anderson. F
Anderson, T
Andicncehea, J,
Antoine. L.
Armer. G
Arnlleaux. T
Arriola, T. Jr.
Asbridge. R
Ashwortti. W.
Asurnarl. 11.
Atwell. A,
Aumiller, R.
Babbitt. W
Baez, V
Baler, E
Bailey. W.
Bailey. P.
Baker. W.
Baker. R,
Balagtar, Iy1.
Balbin, T.
Ballard, D.
Ballay. R.
Banang, N,
Banta, H. Jr.
Barnard, E.
Barrial, P.
Barth, W.
Bartholmey, S.
Baugh, S.
Bausch, J.
Beale, R.
Beamon, J. Jr.
Becraft, R.
Behrens, C
Belcher. V.
Belcher. J.
Bell.S.
Benedict, J.
Benedict, F.
Bennett, J.
Bennett, S.
Berger, S.
Berlando, J.
Bermudez, C.
Berry, C
Bethel, E.
Beyette, S.
Bigley, M.
Billiler, M
Biondo, J.
Bishop, P.
Blackwell, A
Blanchard, W.
Bobenia, G.
Bodge, J.
Bodie, A
Boland, J.
Booker, W.
Boone, D.
Born, B,
Botana, J.
Boykin, J.
Brady, G,
Bray, B
Bray. J.
Brazzell, J
Brengle. J.
Brennecke. 0.
Breuning. D.
Brewer. E,
Broadus. E.
Broadway, J
Brooks. S
Brooks. W
Brown. R.
Brown. A
Brunet. A
Buccioni. V
Buckley, W
Burch. W
Burdick. R.
Burnette, B.
Burnsed, H
126-46-2467
Burrells, R.
465-68-8493
Burroughs, R.
283-36-4318
Butts, W.
050-44-0815
Butts, S.
545-94-3892
Byrd, J.
422-14-7648
Calebaugh, P.
138-36-0406
Callicotte, J.
459-02-9106
Calogeros, D.
230-94-5573
Camacho, A.
435-60-0117
Campbell, T.
581-92-7929
Candelaro, R.
428-12-1278
Cantrell. R.
223-58-6066
Capraro, E.
371-64-6726
Carawan, D
580-94-4396
Carbone, S, Jr
Carlson, C.
050-46-3919
112-42-0789
Carroll, C.
Cartwright, G.
080-26-6054
514-18-4345
Casey, C.
Cashman, R
223-72-0950
Cassidy, R.
518-56-7157
438-01-2500
Cavanaugh, J.
Chadwick, A.
456-62-1135
Chavez, V.
438-96-6059
Cherry, C.
453-06-0216
Chestang, D.
403-78-4526
Chestnut, J.
411-48-5713
Chevalier, N.
571-76-4579
Christenberry, R.
266-38-6243
Cintron, M.
312-18-9412
314-24-0163
Clark, J.
Clark, L.
584-42-3053
Clark, T.
383-09-5103
Clary, J.
299-50-1721
496-20-9943
Clasen, C.
Clemmons, 1.
412-82-1399
302-20-0150
Clifton, W,
570-62-5712
Cognevich, R
Cnlburn, G.
586-60-4125
Cole, R.
235-78-2885
437-56-2343
Collet, R.
554-98-1429
Collier, H.
458-26-2451
Colon, R.
222-32-5923 Compton, R.
Conde, R
219-22-0659
Connor, E,
186-09-9632
Cook, J.
458-06-8413
Cook, D.
025-40-2504
Cnnley, J
336-50-1.584
Cooper, G.
231-16-0399
Cosme, R
538-54-2024
Cossetti, D.
315-20-1668
113-18-9728 Costango, F,
Costello, A.
218-42-4834
Cottongin, F.
228-38-8004
Couch, R.
056-18-4491
Cox, J.
438-34-5506
Coyle, R.
436-50-9300
.263 64-8938 Coyle, D.
Crabtree, B.
241-74-2556
Craig, G.
057-01-4681
229-82-6845 Grain, K.
Crawford, S.
584-80-5745
Crespo, C.
423-30-8027
173-28-0145 Crews, F.
Crews, J. Jr.
381-60-6820
Grumpier, F.
214-48-6791
Cruz, A.
233-24-1799
Cumbest, W.
019-28-6341
Cunningham, J.
006-20-6590
Cuirie, J.
423-50-3505
Cutrer, 1.
238-82-6218
Dalhaus, C.
226-72-3781
Dangelo, R.
037-24-9926
Darson, L.
422-48-9716
Davidson, E.
493-24-8794
Davis, G.
488-32-1066
Day, L.
203-26-2638
Decker, C,
456-06-0487
Dees,
H.
067-24-9121
Dellanavy, J.
555-96-7061
Delosreyes, J.
712-05-9538
Denhert, H.
539-56-8854
Derossett, A.
221-28-5018
Desmond, P.
255-36-8781
Destacamento, J.
262-84-2364
Devereaux, E.
439-98-3257
Diaz. D.
579-58-4246
Diaz. C
535-12-5926
Dickerson. D
449-66-1171
Dimarco. A
437-04-8093
Diosco. J.
257-42-9018
Ditomo. L.
717-10-6426
Dixon. R.
410-01-9036
Dokulil. D.
452-13-7808
Donlevy R
436-56-9876
Donnelly. J. Jr.
000-00-0002
Doyle. T III
378-16-3699
Dragazis. A.
247-54-1165
Drewes P.
416-22-6163
Dronet. A.
432-48-0701
Duggan. C.
259-40-9874
32 / LOG / July 1978
422-70-8032
517-66-6839
266-58-4080
456-27-5176
237-38-9846
214-26-8672
462-36-4628
077-24-9341
580-58-9643
437-56-6294
584-50-6670
587-07-2312
036-22-2204
256-13-9024
581-60-6511
422-05-6529
465-72-0104
366-62-8142
402-46-1868
024-26-3595
413-78-9507
565-40-8242
460-94-5164
097-18 2541
456-28-5674
419-76-8858
419-26-6541
583-80-9562
555-28-2830
212-28-5345
418-66-1671
434-10-0251
435-60-0608
552-92-2643
435-88-4092
418-46-1797
267-20-8097
436-72-5109
438-82-1690
232-72-8316
092-12-4690
405-38-8005
582-05-8446
224-26-5038
070-26-8892
555-60-5255
030-14-7852
547-56-0044
423-42-0812
452-28-4129
581-56-7792
066-22-6678
222-14-5609
547-03-1539
417-42-3828
450-74-0320
452-21-7988
204-36-0736
083-18-4036
240-52-9562
548-36-5226
266-19-9600
433-48-7618
014-20-2875
244-26-5905
421-20-9158
229-16-1359
055-22-0147
266-90-2664
142-56-1181
265-94-6843
436-18-4709
450-04-2574
131-20-0968
471-70-1277
448-01-8091
456-02-2873
461-96-4293
155-20-4557
421-20-4556
552-32-0088
124-14-0266
104-20-7410
264-16-7186
547-76-0882
097-18-8325
022-12-0379
056-18-8575
582-68-3240
425-96-6656
424-60-9385
433-28-9615
200-10-6709
704-01-5739
175-48-9797
390-44-8378
461-54-0736
436-66-3897
099-44-3145
079-20-4426
587-50-8821
700-18-9277
Duhon. R.
Dunn. R.
Duracher, H
Durham. H,
Dykes. A,
Eimar, l\/l.
Ellard.J.
Ellette, D.
Elliot, D.
Elliott, B.
Elmatrahi, N.
Embrey, D.
Escobar, C.
Evans, C.
Evans, R.
Fairall, G.
Fakiroglou, S.
Faroun, A.
Farrow. R. .
Fcgan, D.
Felts. C.
Ferguson, J.
Feris, B.
Fernandez, B.
Field, fy/l.
Fielding, 0.
Fiesel, J.
Flader, D
Flemming, R.
Flores, R.
Flynn, F.
Forbes, J.
Fountain, R.
Franceschi, J.
Fracne, F.
Frazier, H.
Freeze, A.
Friend, C.
Fuller, L, Jr.
Galicki, H,
Gallowitz, C.
Garcia. C.
Garcia, E.
Garrett, D.
Gatcwood, D.
Gay, l\/).
Gentry, H.
Gharama, A
Gibbs, G.
Gibbs, D.
Gibson, J.
Gibson, F.
Gilbert, D.
Gilbert, D.
Gilchrist, C. II
Gillikin.W.
Gilliland.E.Jr.
Glisson, W.
Glover, J.
Godeke, K.
Coins, S.
Gonzalez, C.
Gonzalez, H.
Goodhue, W.
Goodman, IVI.
Gorman, J.
Gould, M.
Goza, J. Jr.
Grace, R.
Grant, C.
Gray, C.
Gray, R.
Gray, P.
Gray, E. Sr.
Grayson, W.
Greeff, L.
Geene, H.
Gremillion, J
Grice, R.
Griffin, R.
Griffin, J.
Grima, V.
Groben, R.
Groom, B.
Grosso, R.
Guerin, R.
Guerrero, 0.
Guidry, R.
Guillory, C.
Gutierrez, C.
Haas, 8.
Hackenberg, D.
Hagan, T
Hageman, J.
Hagner, J.
Haley, C.
Hall, J.
Hall, C.
Hall.R.
Haller, J.
Halsey, J.
Hammers, H.
436-08-7749
096-30-8372
439-50-4250
462-28-2476
411-62-4333
547-38-4114
462-26-2761
446-46-5212
530-25-5332
466-92-2666
129-32-6989
350-30-0228
584-42-0723
261-11-2725
550-74-7640
568-46-3823
337-48-2009
070-24-2963
228-20-5503
416-12-9402
404-30-6473
264-04-6832
465-28-3199
586-01-7554
416-58-7213
463-16-0650
547-38-2241
224-88-6054
195-50-6056
581-94-9095
529-68-1145
421-26-2579
587-42-9944
558-62-3986
141-20-0552
252-12-2818
484-28-4783
494-38-8731
452-74-2720
157-20-5585
082-44-5611
055-24-3918
584-62-9989
267-06-5608
240-26-2970
266-08-0062
263-70-1379
563-19-1809
158-60-8459
237-74-1667
237-44-6079
438-16-0172
081-38-3116
408-76-7583
463-68-7249
237-52-8734
491-05-9635
452-05-1355
456-48-3112
452-30-1179
410-20-7868
099-20-7158
581-48-0008
020-12-0769
437-07-7258
099-20-2928
438-76-2752
587-94-0065
562-86-9452
258-07.6635
456-84-6108
433-64-5501
149-32-9537
438-42-7445
456-26-0167
086-22-7751
047-22-9231
438-06-4563
375-30-0816
310-40-3638
454-02-7667
140-24-6474
199-36-0451
264-26-4224
563-98-1331
093-14-7902
547-32-8459
434-94-6907
437-30-3220
463-92-7286
587-90-3514
541-28-4278
486-64-1179
150-52-9527
198-44-5545
467-06-7579
416-80-9942
423-34-3024
263-48-0359
155-48-4282
228-74-8670
405-14-5022
Hampson, W.
Hannon, R.
Harbison, G.
Hardy, R
Harper. A.
Harper. V.
Harris. E.
Harris, J
Harris. W
Hart. 8
Hatzigianis. E
Hawkins. H
Hawthorne. E
Heald.C Jr
Hearn. N. Jr
Herbert, C.
Herbert. J.
Heilman. D.
Henderson. H.
Hendrix. E.
Henkle. T.
Hernandez. S.
Hernandez. V.
Hester. C.
Hickman. J.
Hicks. J.
Hireen. B.
Hodges. C.
Hoitt. E. Jr.
Holmes, R.
Holt, W.
Hood, E. Jr.
Hopkins, L.
Horger, T.
Horvath, R.
Howard, E.
Howell, D.
Hubabi, A.
Hudson, R.
Hughes, J. Jr.
Hulsart, T. Jr.
Hunt, K.
Hyatt, V.
Iglesias, E.
Jackson, Ivl.
Jackson, J.
Jaegle, D.
James, G.
Janulu, E.
Jenkins, D.
Johnsen, C.
Johnson, C.
Johnson, G.
Johnson, C.
Johnston, C.
Jones, B.
Jones, J.
Jones, 0.
Jones, R.
Jones, IVI.
Jones, C.
Jordan, J.
Judd.W.Jr.
Kaid, S.
Kamedra, A.
Kammet, H.
Kampfmueller, F.
Katsos, J.
Keenan, T. Jr,
Kendrick, D.
Kennedy, C.
Keramidas, K.
Ketchbaw, D.
Keys, L.
Kilbride, T.
Kimbrough. W.
King, P.
King, G.
King, R.
Kirk, B.
Kittrell, E.
Knight, A.
Knight, W.
Knox, J.
Kohut.W.
Kornmeier, ivl.
Kowalski, A.
Kukowski, T.
Kusmierski, J.
Kyle. R.
Labit, J.
Ladner. T.
Lagrone. A. Jr.
Lambis. P.
Lampert. B.
Landis. R.
Lane, T.
Lary, C
Latimer, J.
Lauricella, L.
Lawrence, L.
Lebda, F.
123-22-0198
422-54-9490
139-46-2327
455-58-4074
416-96-3868
393-16-6118
302-16-2982
461-18-7742
293-48-6777
216-68-8024
087-30-6741
303-42-0441
263-70-0612
110-44-5869
179-24-2123
439-89-9103
439-16-2845
157-26-5782
439-60-4721
231-86-4910
543-24-8401
118-20-5815
438-70-9565
249-44-7150
202-28-9998
420-78-0026
073-34-6937
459-46-7496
001-26-4198
238-86-1154
451-67-1081
457-11-4200
215-03-7504
457-27-3574
271-26-6626
265-44-8971
264-08-3212
075-34-0284
194-18-0406
433-11-6585
456-94-5342
268-30-9780
337-14-1685
583-42-8945
439-30-5581
465-58-1861
296-14-0270
437-90-0033
565-66-2651
449-92-6095
498-18-4117
495-64-9637
296-32-0286
412-20-1021
222-05-9737
459-68-8778
436-60-9763
452-62-0549
213-36-3636
413-80-6710
053-36-1923
235-82-6639
433-92-8693
109-34-3304
163-18-4834
062-22-8393
227-66-7092
013-12-1270
. 147-48-3308
279-34-9510
423-72-7888
016-36-1917
372-46-5794
495-58-0900
148-36-2113
402-56-0784
426-46-9200
451-05-8070
587-60-6779
444-56-8870
417-22-1710
223-64-5841
568-44-5173
421-32-4854
206-20-2849
289-40-7204
368-46-8257
170-40-8994
214-24-1795
325-38-9696
451-15-3737
425-06-5433
427-16-9974
236-42-8759
082-36-8617
550-66-1152
426-50-0937
450-29-5589
453-26-9347
433-92-5772
231-44-6087
087-22-2258
Leboeuf, A.
Leclair, J.
Leclerc, A.
Ledermann, S.
Ledet, D.
Ledet, L.
Ledet, C.
Lee, L.
Lee, C.
Lee, J.
Leech, J. Jr.
Leicher, D.
Lillie, W
Lindsey, A.
Lineberry, C.
Lofton, R,
Long, D.
Lope,A,
Lopez, J.
Louviere, S.
Lugo. F.
Lynch, S.
f\/lace. B.
Madden, P.
Madera, G.
Mainer, B.
Malave, F.
Malave, J.
Maldonado, W.
Maldondo, A.
Maneely, M.
Mangini, R.
Manint, E.
Marchisio, J.
Mareno, H.
Marshall, G.
Martin, J.
Martin, W,
Martin, L.
Mathews, G.
Mates, G.
Mattingly, R.
Mazouz, M.
McClelland, J.
McCormick, H.
McCormick, J.
McCormick, K.
McCoy, L.
McCullough, E.
McDonald, L.
McDuffie, T.
McDuffie, F.
McFadden, M.
McGee, T.
McHorney, W.
McHugh, S.
Mclntyre, J.
McKinley, C.
McLendon, E.
McNeely, D.
McRae, V.
Medina, L.
Meinke, R.
Mejias, C.
Mekosh, J.
Menz, K.
Meredith, R.
Meuser, W.
Miller. M.
Miller, J.
Miller, R.
Miller, F.
Miller, C.
Miller, J.
Minnier, D.
Missing, M.
Missing, M.
Missing, M.
Molina, G.
Montague, E.
Montenegro, A.
Moore, J.
Moore, W.
Moore, M.
Moore, W.
Moore, H.
Morera, C.
Morgan, M.
Morgan, D.Sr.
Morris, E.
Morris, C.
Morton, S.
Mushin, M.
Muirhead, W.
Mullally,J,
Mullins, S.
Mulvihill, J.
Murphy, M.
Murphy, J.
Murshed, H.
Musiad, A.
Naklicki, F.
433-16-5175
033-40-2682
242-62-0515
225-74-8250
438-96-4101
438-02-5478
439-88-6287
425-17-8646
:
216-34-9970
099-26-0213
458-96-9200
439-17-6299
721-10-5322
026-22-5434
422-44-1442
427-82-9281
423-68-4827
586-60-7465
129-34-2286
459-08-9227
072-20-7967
222-42-2713
094-09-1857
347-40-2977
583-24-6502
460-92-8612
580-20-6524
580-20-6521
580-20-1619
079-22-0803
452-04-2928
584-20-4700
433-86-3858
460-02-9073
587-62-4454
467-96-0784
175-42-4551
435-88-9346
254-40-1849
262-17-5530
580-52-5171
405-62-2598
578-66-4500
265-34-9940
264-32-4922
233-32-5233
222-42-8452
423-58-1937
183-20-6873
458-62-4399
422-54-6251
421-74-3629
267-08-9213
457-29-6078
264-56-0552
438-09-3103
438-64-8622
456-78-2289
267-42-6084
434-80-4372
587-14-6953
105-22-8325
274-36-6576
580-80-9686
191-28-2236
493-62-4855
556-28-9884
512-52-9984
230-94-5902
263-22-9452
239-22-9386
434-24-3588
142-12-5358
587-50-8574
261-84-8308
000-03-0704
000-03-0209
000-03-0134
460-46-9183
048-12-6265
096-48-8397
449-23-2433
421-20-1894
119-40-9734
287-38-8670
420-28-7850
439-72-4075
264-68-0452
299-36-9138
466-38-2973
288-94-6831
436-66-4558
098-30-1667
587-44-0440
023-22-5165
441-24-3044
048-58-5796
224-86-4026
223-26-8615
072-34-2990
561-13-8010
048-12-4055
�Bradford Island Committee
Erna Elizabeth Committee
-m..
•J
i,
SI
i
Here's part of the Ships Committee of theSrSracytorP/s/anP(IOT)ata payoff on
June 15 at the Exxon Dock in Bayway, N.J. They are (standing I. to r.) Steward
Delegate Derreil Reynolds, Engine Delegate Paul Hanley and (sitting I. to r.) Deck
Delegate Allen Campbell and Bosun E. Wilson, ship's chairman.
Continued from preceding page
f
Nelms, L.
Nelms, R.
Nelson, S.
Neu, 0.
Newton, C.
Nipper, D. Jr.
Nixon, L.
Nobles, J.
Norris, A.
Northrope, 1^.
Nunez, V.
Nunez, F.
Nuttig, H.
Nysia, C.
Oakley, 0.
Obaid, M.
Obryan, K.
Oconnell, D.
Odom, 0.
Odom, J.
Odonohue, fyl.
Ohara, J.
Olderich, C.
Olsen, H.
Oneal, A.
Ortega, A.
Osburn, K.
Oshaughnessy, C.
Oshea, D.
Osinski, Z.
Osmond, 0.
Overton, G.
Owen, 0.
Owens, C.
Owens, B.
Pacewicz, S.
Pacheco, J.
Pacheco, H.
Packer!, A.
Padgett, M.
Padilla, S.
Paloumdis, G.
Parker, R.
Parrish, J.
Patty, E.
Pearce, W.
Peitrowsky, A.
Perez, G.
Perry, M. Jr.
Petitpierre, fvl.
Phillips, L. Jr.
Piccionetti, M.
Pickeries, J.
Piechockf, S.
Pierce, G.
Pierce, R.
Pindar, J.
Piteris, M.
Pitre. R.
Plaisance, S.
Plash, S. Ill
Pollock, A.
Postel, J.
265-08-6725
264-34-6318
458-04-8586
125-18-6158
422-26-5985
231-30-1437
452-74-4191
438-76-2496
420-10-8623
423-14-3453
539-42-8669
119-40-9609
559-50-9685
557-28-5277
120-50-7538
127-34-2664
267-19-6935
555-16-8125
416-40-6881
419-84-7066
499-68-6490
202-16-7207
025-42-7590
457-58-7497
217-26-0079
060-26-5384
232-20-8613
159-28-7094
423-62-1973
556-26-1570
568-74-7671
456-70-0073
435-40-4190
435-22-8335
246-12-4437
163-20-1067
095-22-1592
454-42-8206
130-03-9097
554-26-6917
133-22-4049
092-46-6488
436-46-1245
255-46-0682
436-44-9999
084-14-9873
172-24-1434
050-28-1234
039-09-5260
560-82-6561
436-58-0673
181-50-7061
430-34-5643
219-28-8840
225-28-8127
086-22-3625
145-46-7979
129-42-0442
439-72-8614
436-40-8127
467-19-8195
429 28-5847
463-94-0641
Potter, J.
Potter, L.
Powell, E.
Prats, N.
Prehn, W.
Prehn, J.
Pressley, E.
Prevail, C.
Price, B.
Pridgen, W.
Pruitt, J.
Pugh, G.
Purser, J.
Guiles, H.
Quinones, G.
Quinones, N.
Quion, B.
Rader, J.
Rainey, H.
Ramirez, L.
Ramirez, R.
Ramos, J.
Ramos, R.
Ramos, R.
Rankins, A.
Rebollo, J.
Reed, M. Sr.
Rhoads, R.
Rice, L.
Richardson, G.
Ridgeway, H.
Rigby, H.
Rinaldi, L.
Rios, J.
Rivas, N.
Rivera, J.
Roberts, C.
Roberts. iH.
Robinson, J.
Robinson, J.
Robinson, A, Jr
Rogers, C. Sr.
Rodriguez, 0.
Rogers, G.
Rojas, 0.
Roman, L.
Roman, A.
Romano, fvl.
Rood, D.
Rosario, R.
Rose, R.
Rosen, G.
Ross. T.
Ross, R. Jr.
Rosser, J.
Russell, R.
Russo, A.
Ryan, G.
Saar, 0.
Saddy. G.
Saeed, S.
Salametes, J.
Salazar. J.
Saleh, 8.
Salthrez, W.
Sanchez, P.
246-68-0166
312-50-5160
453-50-7592
123-26-8394
229-86-4452
217-58-1338
401-20-7346
265-10-4997
226-34-4059
092-16-3394
229-54-6852
262-60-8397
231 -66-6489
099-32-5298
085-44-3096
127-22-8811
586-60-3364
575-62-5501
428-74-9225
438-06-7278
571-60-3323
583-09-5221
581-07-0271
129-42-0837
422-03-0316
582-76-7338
451-30-8326
446-46-4766
377-24-0023
419-20-3085
424-03-5203
419-44-3024
045-09-3462
074-40-9617
466-24-2847
581-36-3099
461-18-4025
460-22-1865
413-78-2934
251-22-2420
054-46-5397
453-24-7586
583-62-4150
156-44-4584
120-24-5851
580-42-1030
581-66-1288
110-32-5937
508-03-6078
112-44-6037
587-50-4018
184-46-4995
072-10-9630
421-94-7092
433-13-7535
561-24-9793
164-16-1888
456-35-3800
063-22-5699
437-52-5814
551-04-1302
041-52 5397
582-86-0919
050-46-8397
104-20-3973
085-44-0393
Sanchez, L.
Sanders. B.
Sanquiche, V.
Santana, B
Sarmento, F.
Saucier. L
Sayers, K,
Schardein, E.
Schemm, G.
Schemm, R.
Schilders, W.
Schleier, R,
Schmitt, A.
Schneider, K.
Schoenstein, J.
Schuffles, B.
Schuster, S.
Scott, R.
Scully, J.
Sears, L.
Sekella, E.
Sepulveda, R.
Shackelford, W.
Shands, W.
Shariff, M.
Sharp, G.
Shepard, E.
Shiflett, G.
Shircel, C.
Short, J.
Shurley, T.
Shurley, J. Jr.
Sidney, D.
Simmons, J.
Simons, R.
Simpson, M.
Sinush, E.
Siverd, K.
Slagle, J.
Slater, W. Jr.
Smallwood, R.
Smith, W.
Smith, B.
Smith, R.
Smith, J.
Smith, T.
Smith, H.
Smith, C.
Smith, R.
Smith, R.
Smith, J. Jr.
Smith, W. Jr.
Snowden, T.
Solis, J.
Somers, J.
Sorenson, O.
Soutullo W. Jr.
Spalding, N.
Spears, M.
Spell. J
Spencer, H
Spe.-ry, F Jr.
Splane, B.
Spodar, J.
Staab, Ivt.
Stack, F.
At a payoff early last month at the Hess Oil Dock in Houston are some of the Ship's
Committee of the ST Erna Elizabeth (Hudson Waterways) of (I. to r.) Chief Pump
man William Bealty, educational director; AB Spencer Lyie, deck delegate; Chief
Steward Bob Fletcher, secretary-reporter and Wiper Daniel Bolerio, engine
delegate.
583-48-2166
Slallings, T Jr
Stanley, W
Starrett, R.
Steadham, G.
080-20-7196 Stephens, J.
436-94-2427 Stephenson. R.
371-58-1304 Stewart, L.
130-24-7867 Stewart,!.
465-30-9510 Stone, E.
190-14-8515 Storey, W.
452-98-2655 Straley, J.
113-30-4576
Strawn, J.
438-60-8816 Strickland, F.
438-98-0637 Stroh.M.
125-40-6611 Stubblefield, P.
019-50-4722 Sulentic, S.
397-22-5355 Sullivan, J.
434-68-9935 Swanson, A.
012-22-6052 Sylvester, R.
262-56-9878 Szeibert, S.
Talbot, J.
193-32-7609
Talcott, G
581-38-9334
559-72-2929 Tanner, R.
Taunton, B.
491-72-0619
385-52-9309 Taylor, G.
478-22-6649 Taylor, T. Jr.
Teller, N,
106-44-7735
TennanI, W.
215-35-8651
369-03-9457 Thomas, M
223-34-2374 Thomas, P.
Thomas, L.
453-11-0402
Thomas, R.
460-19-6351
003-22-9446 Thomas, R.
229-64-0632 Thomas, R.
Thomas, F.
135-48-5628
Thomas, J.
104-44-4773
Thomas, G.
215-28-8469
Thompson, H.
433-86-4520
Thompson, A.
407-46-4283
422-42-4517 Thompson, M.
158-32-4757 Thompson. D
223-05-5507 Thompson, D.
384-58-2932 Thompson, P.
322-14-6994 Thorsteinsson, J.
301-30-9590 Tiesi, E
369-22-7522 Tillman, D.
242-32-4493 Tilt on, M.
564-34-8497 Timmons, F.
424-90-6686 Tingle, D.
096-44-2735 Toelle, A.
Tofano, R.
423-52-6186
Torres, J.
264-58-2961
Torsch, J.
055-30-0126
Tousignant, A.
300-26-7540
Trail, E.
056-20-3012
Treamer, A.
701-10-3768
Treddin, H.
417-74-6539
Tremel, H.
303-48-9525
Triche, R.
359-50-7942
433-34-7141
Trinidad. G.
Trotter. A.
466-92-3469
Truenski, 0
439-14-7354
Tuberville, A
439-02-6646
Turay. G,
188-14-9162
Tyler. G.
404-84-8912
Tyler, D.
560-68-9191
587-84-6795
582-22-7970
058-50-4505
225-.56-464.5
405-58-7557
578-03-1745
439-80-1287
469-92-8159
005-14-5285
438-80-0475
494-60-3387
266-90-1068
439-84-8221
281-12-2750
432-80-7119
567-07-0725
374-66-6641
400-42-9843
479-03-9927
505-34-4054
125-32-5869
093-26-6856
152-40-0101
166-16-3783
291-12-2604
013-14-6520
263-88-2087
230-01-9901
231-44-7176
453-88-1349
541-12-8531
456-44-0543
462-44-1126
361-21-7185
085-44-9568
262-46-1785
262-01-9644
215-14-6521
217-30-9121
581-84-2444
444-32-4158
439-05-3124
434-48-1472
213-28-3254
240-44-5747
050-20-0781
099-30-5746
198-12-8883
217-62-9143
456-16-1898
229-38-6031
227-82-2141
255-82-8717
123-54-9362
220-22-1578
403-50-5454
048-14-4410
311-16-2962
003-09-5224
422-46-1676
313-52-2862
435-02-0359
580-20-2920
57.'?-30-4218
150-12-7869
421-76-7658
537-60-2055
218-30-5492
563-62-9138
Tyler, R III
Updyke, M.
Urriola, J.
Valdes, E.
Valentine, P.
Vanhorn, D.
Vannatter, D.
Vasquez, R.
Vasquez, A.
Vassilikos, A.
Vaughn, F.
Vaughn, D.
Venzon, R.
Vergara, R.
Victory, E.
Vilanueva, I.
Villalba, R.
Vinson, W.
Vogel, J.
Vola.O.
Wagner, J.
Wakefield, R
Walker, E
Walker, K.
Walton, J.
Ward, J.
Weaver, H.
Weaver, L.
Webber, J.
Welch, J.
Wells, J.
Wescovich, T.
West, N
While, H.
White, G.
White, R.
Whitely, F.
Whitely, J.
Wilgus, J.
Wilisch, E. Jr.
Wilkins, G.
Williams, R
Williams, L.
Williams, R.
Williams, K.
Williams, W.
Williams, O.
Williams, 0.
Williams, J.
Williams, L. Jr.
Williamson, C.
Williamson, H.
Willkomm, J.
Winfield.L.
Witte, J.
Witter, M. Jr.
Woods, G.
Wray, J.
Wyatt, W.
Wysocki, J.
Ygama, A.
Yocom, G.
Young, J.
Young, T, Jr
Young. B. Jr
Younghlood, W
263-04-5699
203-38-1469
529-78-2552
082-12-3119
433-30-7684
2.56-30-0495
230-74-0477
113-36-2655
449-28-8330
219-58-6255
•412-38-6200
226-88-1958
586-60-2508
582-40-3095
492-35-3923
581-88-9031
580-30-2394
400-66-7278
121-18-1576
079-20-6125
406-46-9230
457-20-8073
237-14-7778
449-25-1764
203-18-6763
428-40-8744
256-28-5578
417-76-8577
461-52-5549
268-66-7521
365-34-7175
417-62-9917
587-78-5833
226-34-0546
158-09-1505
297-07-6903
540-72-5492
243-62-9825
274-20-4824
215-68-9247
230-56-1431
220-20-3410
213-32-9114
490-62-4312
464-56-9759
031-20-1114
428-50-2176
438-48-4166
436-90-1602
422-54-6451
242-34-0952
229-16-0549
433-70-7867
277-72-5737
264-78-5675
254-92-7724
460-46-9049
333-44-1637
229-50-2716
375-58-6805
561-38-5368
452-26-1224
422-36-2642
185-40-9438
239-40-0304
438-76-5885
July 1978 / LOG / 33
�The Harrv Lundeberff "=^3' School of Seamanship
*'t or a better job today, and job security tomorrow.
A Chorus Line?
Not quite the Rockettes. But then again, could the Rockettes fire a boiler?
Either way, this undaunted group of would-be stars are a recent class of
Seafarers participating in an FOWT class at the Lundeberg School. They are,
front row from the left; Ken Moyer; George Varn; Ed Babola; Chuck Drury;
Dave Frazier (instructor); John Oberson; Rick Cavender; Mitch "Kid" Samuels;
Kirk Landry; Caro Tenteromano; Robert Orloff; Norman Geno, and Ted Bessent. Back row from the left are: W. B. McCants; Mark Paterson; George Dolan;
R. Vranish; William Slayton; Andy Pandolfo, and Ray Bryant.
Gourmets Three!
Don't expect pheasant under glass from these three new assistant cooks, but
you won't go hungry either. The recent grads of this Lundeberg upgrading
course are, from the left: Philip Parisi; Robert Vance, and Frank Sirignano.
•'
14 Have It Down Cold
Able for Anything Now
This group is ready to take jobs on an LNG ship after completing the LNG
course at the Lundeberg School. The 14 Seafarers, who learned about cryo
genics (the study of very low temperatures), are, front row from the left:
Thomas Fleming; Everett Delande; John Fedesovich; Thomas Reading; Jack
Rhodes, and Luciano Alfeo. Back row from the left are: Paul McMahon;
Freddie Horn; Richard Fanning; Herbie Benzenberg; Leroy Fansler; John
Wilson; Robert Marrero, and Billy Mason.
This group of 18 Seafarers are ready to ship able-seaman now after complet
ing the Lundeberg School upgrading course. They are, front row from the
left: Howard Herolo; Mohamed Muthana; Ramzey Nasser; Kenneth Glaser;
Santohir; Seied All Seied; Lorenzo McElroy, and Abdo Fotaih. Back row from
the left are: Mark Emery; Dave Ferguson; Juan Sanchez; Larry Clement;
Brendan Murphy; Don DeVlierger; Marshall Novack; Allan Hitt; Greg Hamil
ton, and Dave Knuth.
'
3 Take Welding Course
Five more Seafarers have gotten their welding endorsements through the
Lundeberg School. They are from the left: Larry Gordon; Larry Gayle; Mark
Freeman; Jim O'Meara, and Manuel Domingos. •
34 / LOG / July 1978
•X^
9 Firemen, Oilers
A recent class of Seafarers upgrading to FOWT poses for pix. They are, seated
from the left- John Carr; Paul Russell, and Steve Bigelow. Standing from the
left are: John Keough; Danny Johnson; Richard Parrish; Don Willy; Mike '
O'Toole, and Sean Mackey.
�Legal Aid
In the event that any SIU mcmhcrs
have U'ftal problems in the various
ports, a list of attorneys whom they ean
eonsnit is being published. The mem
ber need not ehoose the reeommended
attorneys and this list is intended only
for informational purposes:
The following is a list of reeom
mended attorneys throughout the
United .States:
NI-:W YORK, iN.V.—Schulman.
Abarbancl
Schlcsinucr
350 Filth AvcniiL'
New York. N.Y. 1000!
Tele. ^(212)279-9200
BALI IMORi:, MI).—Kaplan,
Heyman, Grconberg, Engclman
& Bclgrad
, "
Sun Life Buikling
Charles & Redwood Streets
Baltimore. Maryland 21201
Tele. #(301/539-6967
HOUSl ON, TLX.—Combs.
Archer & Peterson
Americana Building
811 Dallas Street
Houston. Texas 77002
Tele. #(713)659-4455
TAMPA, FLA.—Hamilton,
Douglas and Bennett, P.A.
2620 W. Kennedy Blvd.
Tampa, Fla. 33609
Tel. #(813) 879-9482
SAN FRANCISCO, CALIF.—
John Paul Jennings, Henning
and Walsh
100 Bush St., Suite 1403
San Francisco, Calif. 94104
Tel. #(415) 981-4400
ST. LOUIS, MO.—Gruenberg
& Sounders .
721 Olive Street
St. Louis. Missouri 63101
Tele. #(314) 231-7440
NEW ORLEANS, LA.—Dodd.
Barker. Boudreaux. Lamy
6 Gardner
1400 Richards Building
837 Gravier Street
New Orleans. Louisiana 70112
Tele. it(504) 586-9395
LOS ANGELES, CALIF.—Bodle,
Fogel. Julbei . Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, Calif. 90036
Tele.>(213) 937-6250
NMC Ads Promote U.S. Merchant Fleet
Below is one of the many ads that the National Maritime Council is running in the national news media. To encour
age support for a strong U.S. merchant marine, the NMC is running these ads in some of the major news publications,
such as. Time and Newsweek. The Council wants to encourage A merican husine.ss to ship on U.S.-flag ships. So the ads
are also running in husine.ss oriented publications like the Wall St. Journal.
The National Maritime Council is composed of government, company and union representatives who are interested
in promoting a viable U.S. merchant marine.
When American flag ships
take your cargo, they bring
something back.
Lots of mon^ for our
country. In 1974, for
example, our merchant
marine was calculated to
have favorably affected
our balance or payments
to the extent of $1.1 bil
lion. Add to that,
employment for 230,000
Americans directly
involved with our mer
chant marine and about
500,000 tax-paying
employees in supporting
industries. Then add the
fact that 71 cents of
every dollar received by
U.S. cargo ships
remains in the U.S.
economy, and you'll see
why we believe it's
important to build up
our merchant marine.
Money.
There are other
reasons. A stronger
American merchant
marine means a
stronger total Amer
ican transportation
system. It means a
stronger voice
against unfair
freight rates and
practices. It means
a stronger defense
line in case of
emergency.
If you
export or
import
goods, specify that your
general cargo goes on
American flag
American
flac ships.
You'll not only help your
country; yoou 11 help
yourself.
yourse
r. You'll benefit
from technological
advances, labor stability
and reliable service, all
at rates comf)etitive
with most foreign flag
ships. For more infor
mation, send for our
booklet on U.S. Flag
Shipping. Write National
Maritime Council, Box
7345, Washington,
.20044
National
Maritime Council
• V .
Management, labor and
government working
together for a strong,
stable U.S. Hag
shipping industry.
MOBILE, ALA.—Simon & Wood
1010 Van Antwerp Building
Mobile. Alabama 36602
Tele. #(205)433-4904
DETROIT, MICH.—Victor G
Hanson
19268 Grand River Avenue
Detroit. Michigan 48822
Tele. #(313^ 532-1220
FALL RIVER, MASS.--PatricK
H. Harrington
56 N. Main Street. Bennett Bldg.
Fall River. Mass. 02720
Tele. #(617) 676-8206
SEATTLE, WASH.—Vance.
Davies. Roberts. Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. it(206) 285-3610
CHICAGO, ILL.—Katz &
Friedman
7 South Dearborn Street
Chicago. 111. 60603
Tele. #(312)263-6330
DONTGIVE UP THE SHIPS
July 1978 / LOG / 35
�Only 22, But T. 1. Scholarship Puts Boatman on Way to Top Job
There's more than one way to get an
inland license.
But George Mowbray was fortunate
enough to find the best way.
Brother Mowbray got his license
through the Transportation Institute's
(T.I.) Towboat Operator Scholarship
Program. He was one of 21 SIU Boat
men selected for the first class, which
started last February at the Harry
Lundeberg School. Along with free
tuition and room and board, which are
provided for all HLS courses, the T.I.
scholarship gave him $125 a week for
the full 12 week course.
It also gave him the preparation he
needed to get his Second Class Opera
tor's license after successfully comple
ting the course in May. Only 22 years
old, Mowbray will soon have enough
seatime to automatically qualify for his
First Class Operator's license—his
ticket to a top job in the wheelhouse.
Mowbray was no stranger to the
Lundeberg School when he entered the
Scholarship Program. He started out
there as a trainee in January, 1977.
Right after graduation in April, he
shipped out from Piney Point as a deck
hand for G & H Towing in Houston.
Mowbray entered the HLS Trainee
Program at the urging of a fellow SIU
Boatman, Capt. Timber Turner, on his
first job with Stone Towing in his home
town of Wilmington, N.C. Capt. Turner
had worked with a number of Piney
Point graduates and knew from experi
ence that the School was the best way
for a young man like Mowbray to gain
a strong foothold in a new career.
Mowbray found out right away what
Capt. Turner was talking about. He had
been looking for a harbor job and his
HLS training allowed him to land it
at G & H.
It was Capt. Turner again who en
couraged Mowbray to apply for the
Scholarship program.
"He had read about it in the Log
before I did," Mowbray explained, "and
called me up to tell me about it. The next
day I went down to the Houston hall to
sign up for it."
Mowbray said that the program was
an excellent opportunity to gain exper
ience and skills that a young deckhand
doesn't get on the job, such as reading
navigation instruments and actually
operating a towboat. "We didn't just
memorize answers to pass a test. That
wouldn't do you any good when the time
comes on the job to really know your
stuff."
While he was in the program, Mow
bray also got his AB ticket, which is the
rating he is now working in at G «& H. He
will have enough seatime to automati
cally qualify for his First Class Opera
tor's license in November. Moving into
the wheelhouse won't be long after that,
since G & H, like moSt companies in the
towing industry today, needs a steady
supply of licensed wheelhouse personnel.
That's why the Scholarship Program
was started by the Transportation Insti-
SL Galloway Committee
Here is the ship's committee of the Sea-Land Galloway, which paid off late last
month in Port Elizabeth, N.J. They are, from the left; R. Dell, educational director;
Ben Freeman, engine delegate; A. Seda, secretary reporter; Recertified Bosun
George Burke, ship's chairman, and Washington Williams, steward delegate. The
Galloway's crew said that Brother Washington deserves an award as "Messman
of the Year."
Dispatchers Report for Inland Waters
JUNE 1-30, 1978
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
George Mowbray
Member Writing
Book
On Ports of
SIU member J. Sean Nicholson is
trying to gather material for a book
on points of interest in Ports of Call
throughout the world. He requests
that fellow SIU members who feel
they have something to contribute
from their experiences ashore get
in touch with him at the following
address: GPO 53, 550 Manpr Rd.,
Staten Island, N.Y. 10314.
Deposit in the SIU
Blood Bank—
It's Your Life
36/LOG/July 1978
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
TOTAL SHIPPED
All Groups
Class A Class 8 Class C
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
..
r.
0
0
0
4
0
0
3
3
2
0
22.«
0
0
10
6
0
9
0
6
0
0
0
4
0
3
1
2
2
0
17
0
0
12
1
0
12
30
2
86
1
0
0
0
0
4
0
29
9
1
42
0
6
5
67
0
15
0
45
224
0
0
0
3
0
1
0
3
4
0
12
0
0
4
6
0
4
0
6
0
0
0
5
0
0
0
0
0
0
16
0
0
12
1
0
9
30
2
7!i
0
0
0
0
0
2
0
22
7
0
24
0
3
5
33
0
12
0
32
lAn
0
0
0
7
0
3
9
2
6
0
19
0
0
10
7
11
10
0
6
90
0
0
0
4
0
5
2
6
1
0
10
0
0
10
3
5
10
1
1
58
1
0
0
2
0
4
0
25
2
0
32
0
10
8
76
4
20
0
54
238
0
0
0
0
0
2
1
0
2
0
0
0
0
2
0
0
0
0
0
7
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
.1
1
4
0
0
0
1
0
0
0
0
7
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
2
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
1
1
0
2
5
0
0
0
1
0
0
0
2
1
0
2
0
9
1
1
0
4
0
8
29
99
64
.
274
ENGINE DEPARTMENT
Port
i' ••
tute, a research and promotional organization for the industry. And that's why
the SIU,through the Lundeberg School,
is working to make it an effective,
worthwhile program for SIU Boatmen.
.'
0
0
0
1
0
1
1
0
1
0
0
0
0
2
0
0
0
0
0
6
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
1
0
2
0
0
0
0
0
0
0
0
1
1
4
0
1
0
0
0
0
0
0
7
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco .
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St, Louis
Piney Point
Paducah
Totals
Totals All Departments
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
1
0
3
0
0
0
0
0
0
0
0
1
0
1
0
1
3
0
0
0
0
0
6
STEWARD DEPARTMENT
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
0
0
2
0
0
0
3
0
1
2
0
3
2
0
0
3
0
8
24
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
0
0
2
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
2
0
0
0
1
0
0
0
2
0
2
5
0
0
2
0
0
2
0
4
IB
89
72
255
46
80
164
*"Total Registered" means the number of men who actualiy registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
-
�SEA-LAND FINANCE (Sea-Land
Service), May 14—Chairman, Recerti
fied Bosun James Pulliam; Secretary A.
Reasko; Educational Director R.
Welch; Deck Delegate J. Long; Engine
Delegate S. Moritani; Steward Delegate
E. Cullerton. No disputed OT. Chair
man reported, that the education series
No. 10 was put out for all to read. Also a
copy of the MC&S merger agreement.
J itney service in all ports that don't have
it should be taken care of. There should
be platforms on the dock for lowering
the gangway on. These platforms would
save the gangway from being damaged.
Educational Director reported that the
Log was received and passed around for
all to read. Also held a discussion on the
importance of donating to SPAD. Next
port Hong Kong.
DELTA PARAGUAY(DeltaSteam
ship), May 6—Chairman, Recertified
Bosun Raymond Ferrera; Secretary
Thomas Liles Jr.; Steward Delegate
George A. Jackson Jr. $9 in ship's fund.
No disputed OT. Vote of thanks to deck
department for keeping messhall and
pantry clean. Also a vote of thanks to
the steward department for good food.
Report to the Log: "President Carter
was aboard the ship in Lagos, Nigeria,"
THOMAS LYNCH (Waterman
Steamship), May 28—Chairman, Re
certified Bosun J. W. Garner; Secretary
F. Mitchell Jr.; Educational Director
J. R. Johnson. No disputed OT. Chair
man reports that each Sunday at sea at
3:00 PM a union meeting will be held
and should a problem arise that war
rants more time then the meeting will be
held an hour later. Held a general dis
cussion on progress in the Union, the
aspects of shipping in the future, the im
portance of donating to SPAD and also
urged members who qualify to go to
Piney Point and upgrade. Next port
New York.
DELTA BRAZIL (Delta Steamship),
May 28—Chairman, Recertified Bosun
C. D'Amico; Secretary A. Estrada; Ed
ucational Director H. Wells; Deck Dele
gate Charles P. Johnsen. $95 in ship's
fund. No disputed OT. A vote of thanks
to the steward department for a job well
done. Observed one minute of silence in
memory of our departed brothers.
SEA-LAND COMMERCE (SeaLand Service), May 21—Chairman, Re
certified Bosun Lothar Reck; Secretary
J. Jones; Educational Director W. Al
ton. No disputed OT. $25 in ship's fund.
Chairman gave a vote of thanks for the
milk that was donated for the orphan
children in Hong Kong. Also advised all
crewmembers to read the Log and to up
grade as soon as possible. Observed one
minute of silence in mc-mory of our de
parted brothers.
SEA-LAND CONSUMER (SeaLand Service), May 21—Chairman, Re
certified Bosun Fred Pehler; Secretary
Leon Webb; Educational Director
Larry Kenneth; Engine Delegate Bob
Mealor; Deck Delegate E. Scroggins;
Steward Delegate M. B. Cox. No dis
puted OT. Chairman held a discussion
on the new contract and the new ships
being crewed by the SIU. He urged all
members to take advantage of the Piney
Point upgrading classes. Also noted the
importance of donating to SPAD. A
word of thanks to the crew for the good
I conduct and clean ship. A vote of thanks
to the steward department for a job well
done.
SEA-LAND ECONOMY (Sea-Land
Service), May 21 —Chairman, Re
certified Bosun A. McGinnis; Secretary
L. Nicholas; Educational Director L. A.
Acosta; Deck Delegate B. Jarrett; En
gine Delegate R. Celious; Steward Dele
gate S. Morris. $221.60 in movie fund.
No disputed OT. Chairman reminded
everyone to check with the patrolman
before payoff. Also discussed the im
portance of donating to SPAD. All
crewmembers were asked to note any re
pairs that had to be made and to let the
chairman know if they had any safety
suggestions. A vote of thanks was ex
tended to the Chief Electrician and
Chief Engineer for the installation of a
telephone in the crew messhall. Next
port. Port Everglades.
MOUNT WASHINGTON (Victory
Carriers), May 28 Chairman, Recerti
fied Bosun R. D. Schwar/.; Secretary
J. R. Prestwood; Educational Director
D. White. Some disputed OT in deck,
engine and steward departments. A dis
cussion was held on the President's Re
port in the Log. Also on the importance
of donating to SPAD. A vote of thanks
to the steward department for a job well
done. Observed one minute of silence in
memory of our departed brothers.
SEA-LAND MARKET (Sea-Land
Service), May 7—Chairman, Recerti
fied Bosun D. Rood; Secretary R. Hutchins; Deck Delegate F. Fromm; Engine
Delegate E. Liwag; Steward Delegated.
Alberti. Some disputed OT in steward
department. A vote of thanks was given
to each department delegate for their co
operation in making this trip a smooth
voyage. A reminder was made for all
crewmembers to be safety wise. Ob
served one minute of silence in memory
of our departed brothers. Next port
Portsmouth.
MGNTPELIER VICTORY (Victory
Carriers), May 7—Chairman, Recerti
fied Bosun A. Armanda; .Secretary
George W. Luke; Educational Director
John McClelland; Engine Delegate Mit
chell Reyes. $27 in ship's fund. No dis
puted OT. A meeting was called to dis
cuss safety on the ship and to notify
members that there will be a weekly
meeting held. It was noted that gravel
will be mixed with paint as an anti-skid
precaution on decks. A vote of thanks to
the steward department for the job they
are doing. Next port Corpus Christi.
( OA.STAL CALIFORNIA (Coastal
Gas), May 29 Chairman, Recertified
Bosun Fred Gosse; Secretary Jimmie
Bartlett; Educational Director .lohn
Smith. $16.25 in ship's fund. No dis
puted o r. fhe chairman and the stew
ard told the membership that this was
one of the best crews that they had
shipped with in a long time. All depart
ments were functioning in a satisfactory
manner and an efficient way. A vote of
thanks was extended to the steward de
partment for a job well done. Observed
one minute of silence in memory of our
departed brothers. Next port Port
Hueneme.
BORINQUEN (Puerto Rico Mgt.),
May 7 Chairman, Recertified Bosun
D. L. Gon/.ale/; Secretary H. Galicki;
Deck Delegate O. V. Ortiz; Engine Del
egate J. I. Newhouse; Steward Delegate
F. R. Cordero. $7 in ship's fund. Some
disputed OT in deck department. Chair
man urged the crew to read the Log all
the way through so they will know what
is going on in the Union. A vote of
thanks to the steward department for a
job well done. Also, thanks to the 4-8
watch for keeping the crew recreation
room clean. Next Port Elizabeth, New
Jersey.
Official ship's minutes were also received from the following vessels:
AFOUNDRIA
PISCES
OVERSEAS ANCHORAGE
PORT
SEA-LAND PRODUCER
OGDEN CHAMPION
DELTA URUGUAY
DELTA MAR
MARYLAND
MANHATTAN
SEA-LAND TRADE
JACKSONVILLE
ERNA ELIZABETH
SEA-LAND VEN I URE
DEL RIO
SEA-LAND GALLOWAY
SEA-LAND LEADER
OVERSEAS VIVIAN
BEAVER STATE
AREC IBO
' GATEWAY CITY
CHARLESTON
MAYAGUEZ
TRANSINDIANA
INGER
CAROLINA
ULTRAMAR
TAMPA
ULTRASEA
STONEWALL JACKSON
STUYVESANT
OVERSEAS ALICE
MONTICELLO VICTORY
DELTA NORTE
ZAPATA RANGER
AGUADILLA
JAMES
ACHILLES
WORTH
DELTA SUD
FLOR
OVERSEAS NATALIE
PUERTO RICO
TAMARA GUILDEN
SEA-LAND PORTLAND
BOSTON
PENN
TRANSCOLUMBIA
OVERSEAS TRAVELER
JOHN B. WATERMAN
FORT HOSKINS
LONG BEACH (Sea-Land Service),
May 28—Chairman Dave Manzanet;
Secretary O. Smith; Educational Direc
tor S. Green; Deck Delegate Frank
Balasier; Steward Delegate J. Tulley.
$75.23 in ship's fund. Some disputed OT
in deck department. Chairman reported
that the members of this vessel would
like to convey their condolences to Ex
ecutive Vice President Frank Drozak
on the death of his brother Paul. We all
miss him deeply. Secretary reported that
the MTD Newsletter and the Log were
read with great interest. Also discussed
the importance of donating to SPAD.
Steward would like to thank all for their
help in keeping the messroom and recre
ation room clean. Next port Palermo.
DELTA
ARGENTINA (Delta
Steamship), May 7 Chairman, Recert
ified Bosun F, Peavoy; Secretary H.
Donnelly; Educational Director U.
Sanders; Deck Delegate Griffith Dufore; Engine Delegate John Hrolenk;
Steward Delegate Anthony Benedict.
Educatii)iial Director noted that the
new Logs were received and pas.sed
around to the crew. A vote of thanks
was given to Henry Bouganim for
changing movies \vith the Dcha Brazil
at anchor. Next port Abidjan, West
Africa.
BROOKS RANGE (Interocean
Mgt.), May 21 Chairman, Recertified
Bosun S. Monardo; Secretary D. Col
lins; Educational Director Thomas J.
Thomas. No disputed OT. This is a new
ship and there are a lot of items to be
corrected which will be done as soon as
the proper people are told. A suggestion
that anyone who has not attended the
LNG school in Piney Point should do
so. Reading matter on upgrading and
the school can be found in the recreation
room. Next port Montevideo.
LNG ARIES (Energy Transporta
tion), May 28— Chairman, Recertified
Bosun H. B. Walters; Secretary A. DeChamp; Engine Delegate Thomas
Maga. No disputed OT. A vote of
thanks to the steward department for a
job well done. Report to the Log:
"Thanks for the Log news, very good re
porting and keeping up with the times."
Next port l obata, Japan.
LNG AQUARIUS (Energy Trans
portation), May 21 —Chairman, Re
certified Bosun Billy Nuckols; Secretary
Frank Costango; Educational Director
Dominick Orsini; Deck Delegate Heinz.
Ulrich; Engine Delegate Imro Salo
mons; Steward Delegate Larry Dockwiller. $6 in ship's fund. Some disputed
OT in deck and steward departments.
Educational Director noted that the
effort of all crewmembers in attendance
at the Fire .Schoo! classes was great. All
communications irom headquarters,
two from Frank Drozak and two from
Red Campbell, were read and posted. A
vote of thanks to the steward depart
ment for a job well done. Next port
Nagoya.
SAMUEL CHASE (Waterman
Steamship), May 14 Chairman, Re
certified Bosun William D. Morris; .Sec
retary H. Scypes; Educational Director
Valdes. No disputed OT. A discussion
was held on the importance of upgrad
ing at the school in Piney Point which is
available for all to upgrade themselves.
Observed one minute of silence in mem
ory of our departed brothers. Next port
Yokohama.
Deposit in the SIU Blood Bank— It s Your Life
July 1978 / LOG / 37
�mmm
• ?.
il
Steven Reitz
Paul Burke
Paul Johnson
Seafarer Steven
Reitz, 24, gradu
ated from the HLS
Entry Program in
1973. He upgraded
to A B there in 1975.
Brother Reitz has
firefighting. life
boat and cardio
pulmonary resusci
tation tickets. He was born in Bryans
Road, Md. where he lives and ships out
of the port of New York.
Seafarer Paul
Burke, 20, graduated from the HLS
Entry Program in
19/6. He upgraded
to assistant cook
there in 1977 and to
chief cook this year.
Brother Burke
holds tickets for
firefighting, lifeboat and cardio
pulmonary resuscitation. Born in Mo
bile, he both lives and ships out of that
port.
Seafarer Paul
Johnson, 20, gradu
ated from Piney
Point in 1973. He
upgraded to FOWT
there in 1974. He
has his firefighting,
lifeboat and cardio
pulmonary resusci
tation tickets. A na
tive of Mobile, he resides and ships out
of that port.
W
James Emidy, III
Charles A. Berryman
Seafarer Wilbur
Miles, 25, gradu
ated from the HLS
in 1973. He up
graded to FOWT
there in 1977.
Brother Miles has
the firefighting,
lifeboat and cardioI pulmonary resusci
tation tickets. Born in Mobile, he lives
and ships out of that port.
Seafarer Charles
A. Berryman, 29,
joined the S/U in
1967 in the port of
New York sailing in
the engine depart
ment. He has fire
fighting, lifeboat
and cardio-pulmonary resuscita
tion tickets. Brother Berryman up
graded to FOWT at HLSS this year. He
also earned welding and LNG endorse
ments there at the same time. He was
born in Aberdeen, Md., lives in Mobile
and ships out of the port of New York.
Mark McGIII
Seafarer Mark
McGill, 24, gradu
ated from Piney
Point in 1975. He
upgraded to 3rd
cook there in 1976.
Brother McGill has
his firefighting, life
boat and cardio
pulmonary resusci
tation tickets. A native and resident of
Arlington, Va., he ships out of the port
of New York.
DEEP SEA
Richard McClusky
James Clark
Seafarer James
Clark, 21, gradu
ated from the HLS
Entry Program in
1973. He upgraded
to FOWT there in
1976. Brother Clark
has firefighting,
lifeboat and cardio''' pulmonary resusci
tation tickets. He was born and resides
in Brooklyn, N. Y. and ships out of the
port of New York.
Seafarer Richard
McClusky, 26,
graduated from the
HLS Entry Pro
gram in 1972. He
1 upgraded to AB at
Piney Point in 1975.
Brother McClusky
^holds tickets for
J -firefighting, life
boat and cardio-pulmonary resuscita
tion. He was born in Paterson, N.J.,
lives in New York City and ships out of
that port.
Tugboat Crews in San Juan
Seafarer James
Emidy, III, 24,
graduated from the
HLS in 1974. He
upgraded to FOWT
there in 1977.
Brother Emidy has
his firefighting and
lifeboat tickets. A
native of Camp Lejeune, N.C,, he lives in Blackstone,
Mass. and ships out of the port of
Boston. He's also a motorbike buff and
has 10 hours of airplane pilot
instruction.
J. Sean Nicholson
Benjamin Tidwell
Seafarer J. Sean
Nicholson, 26,
graduated from the
Piney Point Entry
Program in 1973.
He upgraded to
FOWT there in
1975. Brother Nich
olson also has an
M.A. in English
from Richmond College, Staten Island,
N. Y. He holds firefighting, lifeboat and
cardio-pulmonary resuscitation tickets.
A native and resident of Staten Island,
he ships out of the port of New York.
Seafarer Ben
jamin Tidwell,
23, graduated
from the Harry
Lundeberg School
\of Seamanship,
Piney Point, Md.
I in 1973. He up
graded there to
AB in 1977.
Brother Tidwell has his firefight
ing, lifeboat and cardio-pulmonary
resuscitation tickets. Born in Texas,
he is a resident of Knoxville, Tenn.
He ships out of the port of Houston.
If you just stand still,
On board (above) the Tug Sea Racer (Caribe Tugboat) is the crew of (tront I. to r.)
Cook G. Trinidad, Deckhand J. Ramos and OS P. Figueroa. In the back (I. to r.) are
AB A. Lopez, San Juan Port Agent Juan Reinosa and Engineer V. Rosado. Also
tied up in San Juan (P.R.) Harbor recently is the crew of the Tug Sea Monarch
(below front I. to r.) of AB R. Candelario, AB S. Rivera and OS Suarez. Standing (I. to
r.) are AB M. Negron, Mate D. Atkins, Cook W. Melendez, Mate H. Ramos, Capt, J.
Hernandez and San Juan Port Agent Juan Reinosa.
you're gonna
have to run
to catch up ...
KEEP UP with the times.
KEEP UP with the job opportunities
KEEP UP with your industry.
SIGN UP for the AB Course at HLS.
Class starts September 18.
To enroll, see your SlU Representative or contact HLS.
38/ LOG/July 1978
�4z02 Have Honated $100 or More
To SHAE) Since Beginning of 1978
The following SIU members and other concerned individuals, 402 in all, have demonstrated an active interest in participating in political
and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more
to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money,
such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through
voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions.
It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no
contribution without fear of reprisal.) Fourteen who have realized how important it is to let the SIU's voice be heard in the Halls of Congress
have contributed $200, four have contributed $300, one has given $400, one has given $500, and one $600. The Log runs the SPAD Honor
Rolls because the Union feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of
our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington,
D.C.)
NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday
of the previous month.
^
m
m m
m m
Shaw, L.
McKay, R.
Pollack, A.
Acevedo, M.
Carey, W.
Shelley,
S.
Prentice, R.
McKay, R.
Adams, E.
Carter, R.
Shopatt, H.
Pretare, G.
Meacham, H.
FUer,W.
Heacox, E.
Castel, B.
Adams, W.
Sigler, M.
Lewin, A.
Mann, C.
Prevas, P.
Melfert, R.
Heniken, E.
Fletcher, B.
Adamson, R.
Caswell, J.
Skala,
T.
Lewis, J.
Mann, J.
Miller, D.
Pulliam, J.
Hi^ins, J.
Floroiis, C.
Agugussa, A.
Carr, J.
Smith, B.
Libby, H.
Raines, R.
Marchaj, R.
Miller, R.
Home, H.
Foley, P.
Aguiar, J.
Carroll, J.
Smith, L.
Lindscy, H.
Ramage, R.
Mohlcy, R.
Martin, T.
Hotton, G.
Francum, C.
Air, R.
Cavalcanti, R.
Siiellgrove,
L.
Lively, H.
Randazza, L.
Mollard, C.
Mathil, M.
Houlihan, M.
Frank, S.
Cherup, N.
Alcarin, G.
Somerville, G.
Loleas, P.
Ratclifie, C.
McCarthy, L.
Mongelli, F.
Houston,
H.
Frazier, J.
ChUinski,T.
Alexikis, A.
Soresi, T.
Long, L.
McFarland, D.
Reading, J.
Moore, G.
Hunter, W.
Cinquemano, A. Frounfelter, D.
Algina, J.
Spady, J.
Loveland, C.
McFarland, J.
Reck, L.
Moore, J.
Hurley, M.
Fuller, E.
Cline, L.
AIi,D.
Speller, J.
Lunsford, J.
McNeely, J.
Regan, F.
Moore, J.
Huss, P.
Cofone, W.
Fuller, G.
Allen, E.
Spencer, G.
Macmbci^, D.
McCartney, G.
Reinosa, J.
Morris, W.
lovino,
L.
CoUerIII,J.
Allen, J.
Furukawa, H.
Malesskey, G.
Stalgj', R.
McCorvey, D.
Reza, O.
Morrison, J.
Ipsen, L.
Comstock, P.
Gallagher, L.
Alvarez, P.
Mallory, A.
Richardson, J. Stankiewicz, A.
McElroy, E.
Mull, C.
Jacobs, R.
Gard, C.
Conklin, K.
Amat, K.
Mandene, S.
Stearns, B.
Richoux, J.
McKay, M.
Murray, R.
Japper
Gavin, J.
Cooper, J.
Ammann, W.
Stephens, C.
Ries,J.
"I Musciato, M.
Johnson, R.
Gentile, C.
Corder, J.
Anderson, D.
Stockman, B.
I Myers, H.
Rivera, L.
I Nash, W.
Jolley, R.
George, J.
Costa, F,
Anderson, E.
Stravcrs, L.
Roades, O.
I
Jones, C.
Gimbert, R.
Costango, F.
Anderson, R.
Sulentic, S.
Roberts, J.
I Nelson, D.
Pomerlane,
R.
Jones, R.
Givens, J.
Surrick, R.
Costango, G.
Antici, M.
Rodriguez, R.
I Newberry, H.
I Nihom, W.
Karlak, W.
Costango, J.
Swain, C.
Glenn, J.
Antone, F.
Rondo, C.
I
Kastina, T.
Appleby, D.
Craig, J.
Glenn, J., Jr.
Sweeney, J. Royal, F.
I Novak, A.
Apuzzo, W.
Crocco, G.
Kenny, L.
Glidewell, T.
Tanner, C.
Rung, J.
I O'Hara, M.
Antich, J.
I Oldakowski, E. Ryan, T.
Czerwinski, J. ' Gobrukouich, S. Kerr, R.
Aquino, G.
Taylor, F.
I Olds, T.
Kingsley, J.
Dallas, C.
Gooding, H.
Arias, F.
Sacco, M.
Terpe, K.
I
$400
Honor
Roll
Dalman, G.
Kirby,
M.
Aronica, A.
Graham, E.
Sacco, J.
Terry, D.
I Olivera, W.
Kitchens, B.
Aruz, A.
I Olson, F.
Grepo, P.
Darley, B.
Salazar,
H.
Thaxton, A.
Lilledahl,H.
I
Kizzire, C.
Guillen, A.
Theiss,
R.
M.
Davis, J.
Sanchez,
Atkinson, D.
I Orn, L.
Knoff,
J.
Hager, B.
Davis, J.
SanFillippo, J. Thomas, F.
Aumiller, R.
I Orsini, D.
Hall,
C.
Koflowich,
W.
I
Davis,
J.
San Fillippo, J. Thomas, J.
Avery, R.
Ortiz, F.
1
Hall, L.
Kool, L.
Thomas, 1'.
Sapp, C.
Andersen, R.
Babkowski, T. Davis, S.
Curtis, T.
I Ortiz, F.
Hall,
P.
Kowalski, A.
Schabland, J.
Thorbjorsen, S.
Debarrios, M.
Chartier, W.
Balaga, C.
Harcrow, C.
1 Paczkowski, S.
Hall,
W.
Kramer,
M.
Schatz,
G.
Tilley, J.
DeChamp, A.
I Pagano, J.
Barnes, D.
I
Hamblet,
A.
Krittiansen,
J.
Tillman, W.
Deldaeh,
T.
Scheard,
H.
Papuchis, S.
BarUett, J.
i
Hamilton,
G.
Lambert, H.
Todd, R.
Delea, G.
Schwartz, A.
. Bauer, C.
Grima, V.
Ahmed, F.
I Passapera, F.
Hampton,
D.
Lance,
W.
Troy, S.
Dell, R.
Schwarz, R.
1 Paulovich, J.
Beeching, M.
Hagerty, C.
Bernstein, A.
I
Haney,
L.
Lankford,
J.
Turner, B.
Del
Moral,
A.
Scott,
C.
Bellinger, W.
Cookmans, R. Kerngood, M. 1 Pelfrey, M.
Hant, K.
Lee, K.
Demetrios, J.
Uusciato, J.
Seagord, E.
Berglond, B.
Dryden, J.
Larkin, J.
1 Perez, J.
Harris,
N.
Legg, J.
Dengate, H.
Selzer, R.
Vanvoorhees, C.
I Petak, P.
Bjornsson, A.
Ellis, P.
Lombardo, J.
I
Harris,
W.
Lelonek,
L.
Di
Domenico,
Selzer, S.
J.
Velandra, D.
Blackwell, J.
McCuIlough, L. I Phillips, R.
Firth, R.
Hauf,
M.
Leonard,
W.
Diaz,
R.
Shappo,
M.
Velez, R.
Bluitt, J.
Pow, J.
Forshee, R.
I Pillsworth, P.
Haykes, F.
Lesnansky, A.
Diercks, J.
Sharp, W.
Poer, G.
Vukmir, G.
Bluitt, T.
Walker, T.
DiGiorgio, J.
Bobalek, W.
Dillings,
L.
Wallace, S.
Bonser, L.
.ywv
.••Wv'
"..rW-t
Ward, M.
Bourgeois, J. L. Doak,W.
Dobbins, D.
Weaver, A.
Bowker, A.
SEAFARERS POLITICAL ACTIVITY DONATION
Webb, J.
Doherty, W.
Boyne, D.
(SPAD)
Dolan, J.
Whitmer, A.
Bradley, E.
675 FOURTH AVENUE
BROOKLYN, N.Y. 11232
Dolgen, D.
Brady, J.
Whitsitt, M.
Donnelly,
M.
S.S. No.,
Brand, H.
Date.
Wierschem, D.
Donovan, P.
Wilhelmsen, B.
Bronnlee, R.
.Book No..
Contributor's Name .
Domes, R.
Williams, L.
Brown, G.
Drozak, F.
Williams, R.
*
Address.
Brown, I.
Ducote,
C.
Wilson, B.
Brown, I.
.v.
.Zip Code
City
.Stale.
Dudan, M.
Wilson, C.
Bruce, C.
I acknowledge and understand that SPAD is a separate segregated fund establishe.d and administered
Dudley, K.
Wolf, P.
Bryant, B.
by my Union to engage in political activities and to make contributions and expenditures for candidates
Dwyer,
J.
Wood, C.
Bryant, N.
seeking political office and solicits and accepts only voluntary contributions, and I have the right to
refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun
Worley, M.
Dyer, A.
Bucci, P.
tarily determine and I herewith contribute the sum of $
. This contribution constitutes my
Elzahri, A.
Wright, A.
Bullock, R.
voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A
copy
of
SPAD's
report
is
filed
with
the
Federal
Election
Commission
and
is
available
for
purchase
from
Eschukor, W.
Wright, F.
Buffinton, O.
the Federal Election Commission, Washington, D.C.
Evans, J.
Butch, R.
Wydra, R.
Byrd, J.
Yarmola, J.
Fagan, W.
Signature of Solicitor
Cafefato, W.
Faitz, F.
Port
Yates, J.
Solicitor's No.
$
Caffey, J.
Fanning, R.
Yelland, B.
Fay, J.
Calogeros, D.
Zai, C.
vwyo
»», oFergus, S.
Campbell, A.
Zeloy, J.
."••AS''
, W;
SPAD Honor Roll
X "
$600 Honor Roll
$500 Honor Roll
$300 Honor Roll
-r
$200 Honor Roll
nm
1978
July 1978 / LOG / 39
f
....
.
�u-r
LOG
30 Cents a Day: A Small
Price for Job Security
What can you buy for 30 cents
today?
Much more than you think.
For the price of a cup of coffee
every working day or the price of a
half a pack of cigarettes, you can buy
yourself a lifetime of job security.
Sound irnpossibie?
It's not. It's only a new way to
solve an old problem.
For years we have exercised our
right to participate in the political
jrocess of this country. We have
jacked candidates who support
maritime labor and fought those
who oppose us.
It has taken hard work, organiza
tion, manpower, but most of all—
money.
That's where the 30 cents comes
in.
30 cents may not get you much on
your own. But if we all put it to work
together, it can give us a stronger
foothold in politics than we ever had
beiore.
Up until now, the Union's onlyway to collect funds for SPAD (Sea
farers Political Activities Donation)
has been through appeals to the memhershij) for volunlarv contributions.
We have been asking vou to give
!f!20 or more whenever vou felt readv
and able to make a donation.
This program will continue because
there is no doubt that your re.sponse
to it has given the SIU the means to
play an effectiy.e political role for
maritime labor. But we need to ex
pand that role. So we have come up
with an additional program to signifi
cantly increase voluntary political
contributions.
This is how it works:
You can now sign a form author
izing the Seafarers Vacation Plan to
deduct 30 cents per day from your
vacation benefit payments and trans
fer that amount to SPAD. An example
of the form is printed on this page.
Ofliciil Publicjtion of ihc Srjfjrcri
Union • Atlantic Gulf, Lik« JncI Inljnd Wjttrj Oistricl • AFL<IO
• JtJLY 1978
HOS*
FZJUUUgS
This program is a convenient way
for you to support SPAD. It is a
better way for the Union to reach a
mobile membership. And it can cut
down the administrative costs of our
collection efforts.
But above all, if we all support the
new program, it will guarantee that a
regular, substantial flow of money
will he there for political activity
when we need it.
And we need it now.
We have an o[)porlunity to in
crease our political programs with
the new 30 cents daily deduction pro
gram to boost SPAD. This could he
the start of the most effective way
ever to wield the political clout that
we must carry this vear and in the
future.
And for the price of a cup of cof
fee, vou can make it begin.
ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD)
TO:
DATE
Seafarers Vacation Plan
275 20th Street
Brooklyn, N.Y. 11215
Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made
by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which
I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue,
Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail
is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the
date you receive it and applicable only to vacation benefits both earned and payable to me thereafter.
I acknowledge advice and understand that SPAD is a separate segregated fund established and administered
by my union to engage in political activities and to make contributions and expenditures for candidates seeking
political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any
contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount
as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is
to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con
tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash
ington, D.C.
This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me.
Member's name (Print)
Me(;nber's Signature
Social Security Number
Memt^rs Home Address
1
City
Book Number
OFFICE COPY
J-
—14'/
K.
I
6^^
state
Port
Zip
.288
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
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Title
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July 1978
Description
An account of the resource
HEADLINES
MILESTONE PACT SIGNED WITH GREAT LAKES OPERATORS
ELIGIBILITY RULES FOR BENEFITS CHANGED TO 125 DAYS
SIU BLASTS USE OF NAVY TUGS AT KINGS BAY BASE
SIU TAKES ELECTION AT CHAMPION AUTO FERRIES
DEEP SEA MEMBERS ACCEPT NEW 3-YEAR PACT
HIS DAD WAS A SEAFARER WITH A BIG HEART
DELTA QUEEN SHOWS SPEED SUPREMACY IN RIVERBOAT RACE
HALL: 50,000 MARITIME JOBS IMPERLED
POOR PROCEDURES CAUSES LIBERIAN-FLAG SANSINEA BLAST
LNG IMPORTS PLAN, THOUGHT DEAD, IS RESURRECTED
MTD SETS UP COUNCIL IN JUNEAU
CHARLIE NALEN NAMED HLSS VOCATIONAL DIRECTOR
SIU TESTIFIES IN SUPPORT OF SEA-LEVEL CANAL STUDY
ON THE AGENDA IN CONGRESS…
IN THE FEDERAL AGENCIESS…
SIU OPPOSITION TO MORE TAX BREAKS FOR FOREIGN-FLAG SHIPPERS GAINS MAJOR CONGRESSIONAL SUPPORT
HOUSE DEFEATS SLURRY PIPELINE BILL
U.S. PLANS INCREASE IN OIL RESERVE PLAN
MARAD DATA SHOWS U.S.-FLAG FLEET IS INCREASING
U.S.-RUSSIAN GRAIN PACT NEARS ACCORD
LABOR LAW REFORM SET BACK BY FILIBUSTER
CLARIFICATION OF VACATION, DEATH BENEFITS IN NEW DEEP SEA PACT
EL PASO SOUTHER, 4TH SIU-CONTRACTED LNG
CARRIER, IS CREWED IN NORFOLK, VA.
PUMPROOM, MARINE ELECTRICAL COURSES PREPARING FOR THE FUTURE OF U.S. MARITIME THRU EDUCATION
MOVE MOUNTED TO EXPORT ALASKAN OIL TO JAPAN
1500TH CHECK MARKS NEW PLATEAU FOR INLAND VACATION PLAN
TIME TO LEASH RUSSIAN RATE SLASHING
HIRE AMERICAN PROVISION WINS SUPPORT OF HOUSE-SENATE CONFAB: VICTORY FOR MARITIME LABOR
REP. LEO ZEFERETTI SPONSORED ‘HIRE AMERICAN’ PROVISION
WHAT THE BILL MEANS TO AMERICAN WORKERS
OCEAN MINING JOBS AT STAKE IN SEA LAW CONFAB LABOR WANTS BILL TO SAFEGUARD JOBS AGAINST UNFAVORABLE TREATY
CONVERTED SEA-LANDERS ON FOREIGN RUNS WITH SIU CREWS
AN ACCOUNT OF UNION BUSTING NAD HEAD BUSTING ON THE SAN FRANCISCO WATERFRONT IN 1894
30 CENTS A DAY: A SMALL PRICE FOR JOB SECURITY
Creator
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Seafarers Log
Source
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Paul Hall Maritime Library Microfilm 1939-1993
Publisher
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Seafarers International Union of North America
Date
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7/1/1978
Format
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Newsprint
Type
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Text
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Vol. 40, No. 7
1978
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/d169919dc532eba31798c0b0a567a013.PDF
b06ebb346dd3bcdd981ba8b66560d7f5
PDF Text
Text
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
VOL. 40
NO. 6
JUNE 1978
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See Pages 11-14
The Battle
Over Maritime
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Special Supplement
Pages 7 9-30
Delta Finalizes
Prudential
Purchase i
See Page 4
The newly acquired, SlU-contracted bulk carrier/WVOverseas Harriette (Maritime Overseas Corp.) will be making a regular rdn''
between North Europe and the East Coast. The 25,541 dwt ship will carry coal under a Military Sealift Command charter. The j
Harriette. which is 567 feet long and has a beam of 78.4 feet, will create another 19 jobs for SIU njpmbers.
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�SlU Boatmen Should Be Familiar With the SAB
Both the Unlicensed Shipping Rules the SAB to administer the shipping
and the Licensed Shipping Rules for rules and to ". . . determine any matter,
Harbors, Inland Waterways and Off controversy, or appeal arising under or
shore Towing are the management and relating to," the application of the.se
Union regulations for inland Boatmen. rules.
The SAB .serving inland Boatmen re
They govern job calls, accrual of senior
ity, shipping procedures, and other cently moved to New York from the
basic areas of shipping for SIU Boat Gulf. It is made up of four memberstwo appointed by the Union and two ap
men.
Though the shipping rules were in pointed by the group representing the
tended as universal guidelines, there are majority of contracted employers.
If any tugboatman, bargeman, or
times when the rules may not apply to an
dredgeman
feels the shipping rules have
individual Boatman, or they may not
been applied unfairly in his case, he can
cover a special circumstance.
That's where the Seafarers Appeals
Board (SAB) comes in. It's the role of
apply to the Appeals Board for a deter
mination.
For example, the shipping rules say
Boatmen must work a period of 90 days
in any year to have earned seniority
credit for that year. But if it is impossible
for a Boatman to work the 90 days be
cause of circumstances beyond his con
trol, he may appeal to the Board. The
SAB may then grant the Boatman total
or partial seniority credit for time lost.
To apply for a hearing by the Appeals
Board, write the hoard a letter including
all the facts about the matter and send it
by certified mail to the Seafarers Ap
peals Board, 275 20th St., Brooklyn,
N. Y. 11215.
The Appeals Board exists to protect
the rights of all Boatmen. You should
know about the SAB and^be familiar
with how it works so that you can use it
if you need to. The SAB and its pro
cedures are spelled out in the shipping
rules of your contract.
INLAND
Boatmen Crew SIU Towboat, the Dick Conerly
At Presstime
New Great Lakes
Agreement Signed
As this issue of Log goes to press,
a new three-year agreement ha^ been
reached with SIU- contracted com
panies on the Great Lakes.
The last Great Lakes contract ex
pired in June, 1977. It was extended
for a full year so that, among other
factors, the new agreement's expira
tion date would coincide with the
term of the deep sea contract.
Under the new contract. Great
Lakes members will receive retro
active pay for the year of the
extension.
Full details on the terms of the new
agreement will be carried in the July
issue of the Log.
SIU Patrolman. Dave Wierschem (second from right) recently visited the crew on
board the Dick Conerly. They are (I. to r.); Anthony Hagan. deckhand: Michael
Conklin, lead deckhand, and David Purcell and Jack Mattison. both deckhands.
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Paul HaJIL
American Seamen Are Ready and
Willing to Accept Change
The programs and policies of this Union, bolstered by the historic support
of our members, has given the SIU the most .secure job structure and the
most promising outlook for the future of any maritime union in the country.
More importantly, though, the SIU has been able to achieve this degree
of security at a time when the maritime industry as a whole is in trouble in
many respects.
Operators are facing the most severe foreign competition in history. Jobs
on deep sea vessels are shrinking due to automation. And maritime
programs in general are under siege in Congress by both new and traditional
political opponents of our industry.
Despite these things, the SIU remains in good shape in the most critical
area—^jobs for our members. The reason for this i^ simple. We have always
done what we had to do to protect our interests across the board.
To meet our challenges in Washington, D.C., we have developed the most
widespread political action program in maritime labor.
J o meet the problems of new technology, we have developed the most
comprehensive training and upgrading programs for seamen anywhere in
the nation.
In both of these areas, the Union has had the complete support and parti
cipation of the SIU membership.
With all our successes, though, we still must face two very important facts.
We are only one Union. And, the overall problems of the maritime industry
are too many and too extensive for any one union to handle on its own.
For this reason, the SIU has been working hard to bring about the consol
idation of efforts and resources among America's maritime unions.
Our first big breakthrough in this area came in 1973 when we succeeded in
setting up the Ad Hoc Committee on Maritime Industry Problems. It
marked the first time in years that officials from every major maritime union
The newest and largest Unioncontracted towboat on the West
ern Rivers was recently crewed by
SIU Boatmen. She is the Dick
Conerly, a 10,500 hp. boat which
is now pushing 30 barges between
New Orleans and Cairo, 111. on
the Lower Mississippi.
The Dick Conerly is operated
by SlU-contracted Ozark Ma
rine Service, Inc., a new St.
Louis-based company that just
started out last year. Her full
measurements are: gross tons,
919; length, 200 ft.; breadth, 54
ft., and draft, 12 ft. She has three
diesel engines and was built in the
St. Louis Shipyard.
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got together in one room to discuss mutual problems. Since then, this
committee has worked successfully on legislation, on issues of safety with
the Coast Guard, and in other areas of Federal Government concerning
maritime.
Another important step, for the SIU in particular, was the merger in 1976
of the deep sea and inland districts within our own Union. This merger has
since enabled us to embark on more aggressive campaigns in organizing the
inland area—the one growing segment of our industry—and to work on
more widespread political issues.
However, 1 feel that the mo.st important step forward we have made in the
area of cooperation and consolidation happened this month with the merger
of the SIU-AGLIWD and the Marine Cooks and Stewards Union on the
West Coast.
This merger marks the first time in the history of maritime labor that
jurisdiction between the West and East Coasts is joined together. Even back
as far as the 19th century, when the maritime labor movement was born, the
West Coast always remained a separate entity from the East and Gulf areas.
The vote on the merger was an overwhelmingly favorable one. Both the
membership of the SlU-AGLlWD and the Marine Cooks voted a 95 percent
approval of the move. This sends us into the merger with the knowledge
that our dual memberships are in virtually complete support bf the
agreement.
This kind of support will make it a whole lot easier for the officials of both
unions to translate this merger into positive action programs for the future.
However, I believe that the most important aspect of this merger is that
it serves as a model for the rest of the maritime labor movement.
This merger makes it plain that all maritime labor should make an effort
to bury the hatchets of the past. The problems maritime unions have had
with each other years ago are no longer important.
It further demonstrates that maritime labor cannot afford to live in the
past, simply because the maritime industry of 30 years ago no longer exists.
The only thing that is really important now is the future.
Despite the problems and challenges we face today, I sincerely believe
that maritime labor has a great opportunity to restore the U.S. to its former
greatness as a maritime nation.
But again, no one union or no one segment of the maritime labor move
ment could hope to achieve this goal on its own.
Maritime labor must continue to work closely together in all areas for
the good of everyone. And maritime unions must continue to actively
pursue the consolidation of efforts and resources through merger or
otherwise whenever and wherever possible.
American seamen as a class of people want more than anything a secure
job and a secure future. And American seamen are both willing and ready
to accept chaJige to achieve this security. I believe that the overwhelming
vote for the SIU-MGS merger demonstrates this in very vivid fashion.
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AfT.-CIO, 675 Fourth Ave., Brooklyn, N.Y.
11232. Published monthly. Second Class po^ge paid at Brooklyn, N.Y. Vol. 40, No. 6, June 1978.
2 / LOG / June 1978
I
�SlU, Marine Cooks & Stewards Merge
Both Memberships Vote a 95% Approval of Consolidation
LI
For the first time in the history of
the maritime labor movement,
shipboard jurisdiction between East
and West Coast is joined together.
This is the result of the finalization
this month of the merger of the
Marine Cooks & Stewards Union
and the SIU-AGLIWD.
By a 95 percent majority, the
MCS membership voted to approve
the merger. The official tally, which
was counted on June 9, was 2,223 in
favor and 109 opposed.
The SIU secret ballot membership
vote concluded on May 16 and was
also overwhelmingly in favor of the
merger. The final SIU count was
3,338 for and 170 against the consol
idation proposal.
Under the terms of the merger
proposal, the consolidation was ef
fective as soon as the memberships
of both unions voted to approve it.
The vote is the end result of a
process begun in Feb., 1977 when
the SIU's Executive Board offered
merger proposals to the SIUNA's
three affiliated West Coast Unions.
All three Unions considered the
proposal. The Sailor's Union of the
Pacific and the Marine Firemen's
Union voted to table the offer, while
the MCS Executive Board approved
it and offered it to the membership
for a vote.
Commenting on the merger, SIU
President Paul Hall said, "the over
whelmingly favorable vote is an in
dication that both our membership
and the MCS membership realize
that the maritime industry is con
fronted with many difficult prob
lems. And they realize that if mari
time labor is going to overcome
these problems, there has to be a
consolidation of efforts."
By merging, both the SIU and
MCS will reap the advantages of a
larger, stronger Union. Though
shipping in the A&G District is
good, shipping on the West Coast
has been steadily declining over the
years.
In 1959 the Pacific Maritime As
sociation had 134 ships which were
crewed by Pacific District maritime
unions. In 1969 they were down to
104 ships. And in 1977, at the time of
the merger proposal, there were only
54 ships under contract on the West
Coast.
As Ed Turner, president of the
MCS said: "By this merger we be
lieve we will preserve for our mem
bership our remaining PMA jobs
and benefits. Simultaneously, we be-
lieve our membership will have the
opportunity to participate in the
only growth area left in maritime—
the area in which the AGLIWD has
been successful."
With completion of the merger,
the SIU is evaluating the po.s.sibility
of putting together more compre
hensive training and upgrading pro
grams specifically for the steward
department. Such a program would
allow SIU members to make the
most of career opportunities in the
steward department.
Ed Turner, who's been the Chief
Executive Officer of the MCS since
it was chartered in 1951, will become
the senior SIU A&G officer on the
Pacific Coast.
A life-long seaman. Turner first
shipped out as an ordinary seaman
in 1945. He was active in organizing
drives for the Sailor's Union of the
Pacific. In 1945 he was named by
Harry l.undeberg to coordinate the
pro-AFL steward movement on the
West Coast.
Though the MCS has always had
a tradition of being an autonomous
union, a .statement issued by the
Union's agents at their la.st annual
Conference made it clear that tradi
tions are not always worth hanging
on to.
"Tradition is a fine thing," the
agents said. "It may serve the spirit
well. But it cannot be put on a plate
and be eaten. It cannot be deposited
in the bank in order to meet pay
ments on a car or a home. But it can
act as an anchor around the neck of
those who live by it."
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30 Cents a Day Can
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Buy You lob Security
Above photo shows six rank-and-file SIU members that made up Tallying
Committee to count the SlU-AGLIWD's merger ballots. They are from the left.
SIU members John Givens. Charles Callahan, Juan Vega. James McPhaul.
William Koflowitch, and John Adam.
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SEE BACK PAGE
INDEX
Legislative News
Bilateral Trade
Liberiaii Ships
SIU in Washington
Page 5
Page 18
Page 9
Union News
Merger
Page 3
Deep Sea Contract .. Pages 11-14
President's Report
Page 2
Headquarters Notes
Page 7
New Delta Ships
Pages 4-5
Brotherhood in Action
Page 1 0
At Sea-Ashore
Page 15
SPAD Checkoff
Back Page
Yellowstone Tragedy. Pages 16-17
Boatmen and SAB
Page 2
Great Lakes Picture
Page 8
Inland Lines
Page 6
SPAD honor roll
Page 47
General News
National unemployment ... Page 8
National Maritime Day ... Page 17
River Tugs,.,,,.....Pages 34-35 ,
Scholarship^ Winner"... ,... Page 45^ •
Tug Dick Chnerl'y . W
Page-2
Ships Cabled on
New Contract
Ships' Digests
Page 31
Dispatchers' Reports:
Great Lakes
Page 45
Inland Waters
Page 43
Deep Sea
Page 42
AB endorsement
Page 4
Great Lakes Tugs ... Pages 40-41
The following cablegram was sent to all SlU-contracted deep-sea vessels June
14, 1978 immediately after the Union signed a new three-year contract for deepsea members.
Brother Chairman:
Your Union negotiating committee has finalized negotiations with standard
tanker and freightship operators.
The new three year pact, provides 714% compounded increases each year on
wages, premium, overtime and penalty rates.
The revised vacation plan provides 4 months pay at the rating employed for 12
months work or pro rata thereof.
January I, 1979 pensions will be increased to $400.00. On June 16, 1980 to
$450.00.
Major medical coverage will be provided up to 80%. Optical benefits will be
raised to $40.00.
Based on seatime the death benefit can reach $20,000.00.
Contractual changes and complete details of all gains and improvements will
be discussed by the boarding patrolman at your vessels arrival in port.
Training and Upgrading
'A' seniority upgrading ... Page 46
HLS course dates
Page 39
LNG
Page 33
Towboat Scholarship
Page 44
Pilot Training
Page 37
Membership News
New pensioners
Final Departures
Fish Story
Page 36
Page 38
Page 32
Special Features
The Battle Over Maritime
Authorizations
Pages 19-30
Articles of particular interest to
members in each area—deep sea,
inland. Lakes—can be found on the
following pages:
Deep Sea: 3, 4,,.5. .IK 12, .13 U
Inlend Waters: 2, 6." 34. 3"5V42:'4r'
Great'Ldkes:'8. 32;40V41 •
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Fraternally,
PAUL HALL
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526 Jobs For SlU Members
Delta Lines Buys 13 Prudential Ships
Slli members began erewing the first
the Pacific and the Marine Firemen's
lines and refused to go aboard the
<)l 13 newly aequired vessels this month
Union initially set up picket lines in
former Prudential Lines ships.
as a result of linali/ation of the pur
San Francisco and Tacoma in an effort
Delta, however, took the case to the
chase of I'rudential Lines by SlU-conto maintain their job jurisdiction on
Labor Board seeking an injunction
tracted Delta Steamship Co. I he take
the six West Coast vessels.
against the picketing. The Labor Board
over represents 526 jobs for SlU
SIU members honored the picket
subsequently ruled in favor of Delta and
members.
Seven of the ships, all cargo vessels in
cluding one LASH, will operate on
trade routes Irom the U.S. Last Coast to
the Caribbean and West Coast of South
America.
[he remaining six ships, which in
clude four combination passenger/
cargo vessels and two Seajet class cargo
ships, will run from the U.S. West Coast
to the Caribbean and both the Last and
West Coasts of South America.
I he 13 vessels will take on their SIU
crews over a two-month period as they
return to the U..S. from foreign voyages.
The first two ships, the i.ASH Delta
Carihe and the cargo vessel Delta
(. Ohtnihia, crewed up .lime 16, 197S in
the port of New York.
A third vessel, the Delta llolivia,
crewed in New York on .lune 23. 1978.
All the vessels operating off the East
Coast will take on their crews in the port
of New York.
SIU members are replacing NMU
crews on the East Coast lleet. And
Seafarers will be manning the West
Holding life ring bearing name of Delta Caribe, five of the ship's SIU deck gang
Coast fleet in place of SIU Pacific
gather for pix. They are, from the left: Don Hicks, recertified bosun; Don
District personnel.
Morritl, ordinary: Jim Manning, AB; Arne Bookman, ordinary, and Ted
Members of the Sailors Union of
Veliotis, AB.
the SUP and MFOW took their lines
down.
SIU members then crewed the pas
senger ship, Santa Maria, in San
Francisco and the cargo vessel, Seajet,
in Tacoma. The remaining vessels from
both the East and West Coast fleets
will crew as they return from foreign
voyages.
Delta Negotiating Two Years
Delta has been negotiating to buy
Prudential Lines for two years. Details
were finally worked out earlier this
month. The sale was approved by the
U.S. Maritime Administration.
The company has renamed the nine
cargo vessels. But the passenger ships
will keep their original names.
Since passage of the Merchant Ma
rine Act of 1970, Delta has been one of
the more aggressive U.S. operators in
trying to modernize and expand its fleet.
The purchase of Prudential Lines
doubles Delta's present fleet size.
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Some of the crew of the Delta Bolivia gather for photo along with port
gfpwprri \/ir J nnnrhamn
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fpQm ^ho left are:
James Barclay, chief cook: Mike Anzelone, crew messman; Michael Rolle,
safoon messman, and Thomas Escudero, reefer engineer.
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Seafarer Larry Gayle is member of
the Delta Bolivia's black gang.
4/LOG/June 1978
The Santa, Clara, renamed the Delta
Columbia, took on her SIU crew it^
the port of New York on June 16,1978.
The Delta Bolivia took on her SIU crew June 23. 1978 in the port of New York.
�At State Dept. Request, SlU Settles Beef on Greek Tanker
At the request of the U.S. State
Department, the SIU helped square
away a potentially explosive situ
ation involving five Indonesian crewmembers on a Greek-owned, Libyanflag tanker earlier this month. The
State Department made the request
since the SIU is an active member ,.f the
International Transportation Federa
tion, a world wide maritime regulatory
agency of the United Nations.
After the initial dispatch from the
State Department, SIU Headquarters
received a cable from one of the five
disgruntled crewmen aboard the 531 ft.
tanker, Ain Taurga. The cable read;
"Five Indonesian crewmembers will
disembark due to several reasons to be
proved by inquiry. We are complaining
against the following: cutting of over
time; food; not having sufficient crew;
not keeping of promises of Hamburg
office; delay of monthly wages. The
master told us we must pay our own
ticket (for repatriation). We kindly ask
you to come on board the M/V Ain
Taurga to take care of our interests in
salary, etc. on arrival New York 6/2
1400 hours. Chief cook refused to cook
our Muslim food and they know that we
will not eat pork."
SIU New York Representative John
Dwyer handled the assignment the fol
lowing day. Dwyer told the LOG: "I
went out to Floyd Bennett Airfield
(Brooklyn, N.Y.) and went by helicopter
90 miles out over the Atlantic to land on
the destroyer USS Vigilant,
"From there by powerboat to the
MjV Ain Taurga . . . where we met
Capt. V. R. Hoffmann, a German.
"I went down to the crews mess
to meet the five Indonesians. We talked
for about two hours and I listened to
their complaints. Then we went up to see
the captain. He denied everything."
Dwyer added that the captain hadn't
left the bridge for four days because he
was afraid to go below. The captain
said that he and the chief engineer had
been struck and the chief cook was cut
on the cheek by a knife. The Indonesians
denied responsibility.
Dwyer continued: "there was no
bosun on ship. No chief steward. No 2nd
engineer and no wiper.
"The captain took an AB and a wiper
and put them into the galley as cooks.
"The Indonesians agreed to get off
the ship if they were sent home to
Indonesia. The captain wanted them
sent to Libya, where they presumably
would be put in jail.
"At about this time the armed Coast
Guard came aboard with machineguns
and small arms. They took the five sea
men to the crews mess and stood guard
over them until they left the ship.
"I went down to see how much stores
they had. There were no eggs, no milk
and not one vegetable in sight. The
storeroom was empty.
"In Newport News, Va. on Feb. 15,
1978 the whole crew of the Ain Taurga
went on strike for two weeks because
they had not received their wages from
the previous captain, who then quit."
Dwyer added that the old captain and
a company official had promised in a
verbal agreement to pay them extra
money which they never got. He said
that the Indonesians were also upset
because they had to clean up after the
captain's two Gejman Shepherds.
The dispute was ended when the cap
tain agreed to send the five crewmen
back to Indonesia instead of Libya. The
captain also agreed to send their back
pay to the Libyan counsel in Indonesia.
According to the Indonesian crew's
contract they earn $400 a month for an
8-hour day, Monday through Saturday.
They get a tanker bonus and $2 an hour
overtime pay also on Sundays and seven
holidays except on Sundays and holi
days at sea. And while on safety watches
in port or in emergencies. For nine
months seatime, they get three days off
a month.
For disobedience, leaving their post
without permission, contraband, drink
ing, etc., there is no repatriation pay.
Unless the company gives seven-days
notice at a convenient repatriation port
after nine months, the contract is ex
tended another 12 months until a con
venient repatriation port is reached.
•
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U.S., Argentina Sign Bilateral Trade Agreement
The U.S. Government took a step in
the right direction for U.S.-flagshipping
lines in a recent trade agreement with
Argentina.
The bi-lateral agreement states that
Government cargoes shipped between
the two countries will be divided equally
between U.S.-flag and Argentine-flag
fleets. It will promote trade which will
benefit the merchant marine of both
countries. Within the U.S., it will have a
positive impact on U.S.-flag companies
engaged in liner trade with the east
coast of South America.
The agreement was signed in Buenos
Aires on March 31 by representatives of
both countries. The American delega
tion was led by Assistant Secretary of
Commerce Robert J. Blackwell, head
of the Maritime Administration
(MARAD).
The introduction to the agreement
recognizes both countries' need to pro
mote trade by "strengthening and pro
viding adequate protection for their
merchant marine." This is significant in
itself because although the U.S. is the
leading trading nation, it carries only a
small percentage of its own trade in
U.S.-flag ships.
The SIU strongly supports trading
agreements like this and urges more like
it that will help to build up the American
merchant marine.
Basically, the agreement means that
I
the U.S. and Argentina recognize each
other's intention to carry a substantial
portion of the liner trade between the
two countries in vessels of her own flag.
This will be done in accordance with the
laws of each country. The Cargo Prefer
ence Act of 1954 already mandates that
50 percent of all U.S. Government cargo
be carried in U.S.-flag ships.
The cargo covered by the agreement
with Argentina will be divided up by
additional pooling agreements between
the shipping lines of both countries.
These will cover revenue shares and
other terms of the carriage of this cargo.
In the U.S., MARAD has the authority
to approve and implement these com
mercial agreements.
Crewing Dates for 13 Delta Ships
Vessel—Old Name
New Name
Type
Crewing Date
Port
Santa Clara
Turkiye
Santa Isabel
Seajet
Santa Cruz
Santa Mariana
Santa Elena
Santa Lucia
Santa Maria
Santa Barbara
Oceanjet
Santa Magdalena
Santa Mercedes
Delta Columbia
Delta Caribe
Delta Peru
Delta Canada
Delta Ecuador
-unchangedDelta Panama
Delta Venezuela
-unchangedDelta Bolivia
Delta Chile
-unchanged-unchanged-
cargo
LASH
cargo
seajet class
cargo
passenger
cargo
cargo
passenger
cargo
seajet class
passenger
passenger
crewed 6/16/78
crewed 6/16/78
mid-July
crewed 6/23/78
late July
8/2/78
7/5/78
6/28/78
crewed 6/23/78
crewed 6/23/78
late August
7/6/78
7/20/78
New York
New York
New York
Tacoma
New York
San Francisco
New York
New York
San Francisco
New York
Tacoma
San Francisco
San Francisco
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These dates are tentative and are subject to change. Keep in touch with the local Hall for further information.
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The LASH. Delta Caribe, was the first of the 13 newly acquired vessels to take on an SIU crew.
Seafarer Norman Verran, sailing messman, boards the Delta Columbia earlier
this month.
June 1978 / LOG I 5
�(VAili yott See
isWhet yeu Get
Great Lakes
The sizeable contract recently awarded toGreat LakesDredge and Dock Com
pany of Cleveland is good news to SlU Boatmen and Dredgemen in this area.
This SlU-contracted company had the winning bid, accepted by the Army Corps
of Engineers, for a $3,385,446 job to build a diked disposal facility in Erie
Harbor. 7 he polluted material dredged from the harbor navigation channels will
be contained in the facility when it is completed in the fall of 1979.
Mobile
Higher wages and improved benefits went into effect for 340 SlU Boatmen,
Dredgemen and barge repair personnel when they ratified a new three year con
tract with Radcliff Materials this month.
Houston
SlU-contracted G & H Towing, the major shipdocking operator in this port,
has shipyard orders for nine new harbor tugs. When completed over the next year
and a half, they will bring the company's fleet up to 40 boats.
fi & H also plans to expand its two acre operation base in Galveston to a 14
acre site on Pelican Island. This is where construction of the first offshore deepwater terminals in the Gulf has been proposed.
This port is setting deep sea tonnage records every year and inland waterways
expansion is moving right along with those figures. Traffic has been increasing
steadily along the 1,200 mile Gulf Intracoastal Waterways. A study commis
sioned by the Texas General Land Office reports that it may be economically
sound to build new inland canals to connect with the Waterway and the Gulf.
These would allow new Texas industries to locate further in from the Gulf Coast
without losing access to low cost water transportation.
St. Louis
This port will become a hub city for River boats when the DW/a 0//ce/7 and the
Mississippi Queen begin to alternate weekly visits here for the start of seven-day
cruises up the Mississippi and the Ohio Rivers. These two boats, operated by
SlU-contracted Delta Queen Steamboat Co., are the only two overnight pas
senger boats on tj(^e Rivers. The tourism generated by their weekly schedules is
e.xpect^i'^L'.0. ^/.irhp an additional $3 to $4 million annually into the St. Louis
economy.
SlU-contracted American Commercial Barge Lines is building a new coal
transier terminal along the north St. Louis riverfront. It will be a transfer point
from rail to barge for western coal. And it is expected to boost the area's annual
cargo volume by 4 million tons once complete.
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John Q. Boatman
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Diesel Engineer.
Come to HLS. Take the Diesel Engineering Course. It starts
July 31 and is 6 weeks long. To enroll, see your SIU Repre
sentative or contact:
Hany Lundeberg School
Vocational Education Department
Piney Point, Maryland 20674
Phone: (301) 994-0010
You don't have to want a license
to take the Diesel course.
If you would like to learn more about diesel engines, sign
up for the four-week-long diesel engine class. Same starting
date, but the course is two weeks shorter in length.
John B. Waterman Committee
Jacksonville
A new "monster" triple-deck barge, the world's largest, has started a regular
run from this port to San ,Iuan, P. R. It is operated by SlU-contracted Caribe
Tugboat, Inc. The 580 ft. long, 105 ft. wide barge can carry 374 trailers.
Collecting dues on May 26 from Deck Delegate E. Puras (standing right) at a payoff
aboard the SS John B. Waterman (Waterman) is N.Y. Patrolman Teddy Babkowski
(seated right). Looking on is the restoftheShip'scommitteeof(seated left) Bosun C.C.
Smith, ship's chairman and (standing I. to r.) Educational Director Theodore Humal,
Steward Delegate E. C. Ponson and Chief Steward Sam W. McDonald, secretaryreporter. The ship paid off at Pier 7, Brooklyn. N.Y.
Notice to Members On Job Call Procedure
New Orleans Patrolman Don Tillman assembled the crew of the Dixie Van
guard for a group shot during a recent service visit on the towboat at the Getty
Oil Terminal in Venice, La. They are (I to r): Capt. Paul Latiolais, Pilot Larry Boudreaux, Chief Engineer Ernest Fabre. Cook Thomas Sims, and Dec. inds Mike
Connors, John Smith and Bobby Reeves. The deckharjUs are all giaduates of
the Lundeberg School.
6/ LOG / June 1978
When throwing in for work dur
ing a job call at any SlU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
INLAND
V,#
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�Headquar
Votes
by SIU Executive Vice President
Frank Drozak
When it comes to the strength of a union, the bottom line is the bargaining
table.
The SIU is active on many fronts to improve and protect the jobs of the
membership. Politics, training and upgrading all play a major role in achieving
job goals.
But the most concrete measure of how far we've come through all of our efforts
is the contract.
The history of the SIU has been a steady upward climb in wages and benefits
for the membership. And I'm happy to say that our recent collective bargaining
and trust fund agreements have not only continued this trend—they have set
milestone achievements within it.
You'll know what I'm talking about immediately when you read the special
four-page outline on the new deep sea contract on pages 11 through 14 in this
issue of the Log.
The Union has secured substantial across-the-board increases under this
contract for wages, regular overtime, premium and penalty rates. And we have
worked out tremendous advances in the Seafarers Pension, Welfare and Vaca
tion Plans. I hese are the result of negotiated increases in employer contributions
to the various trust funds which supf)ort the Plans.
Here are the highlights of what the new benefits add up to:
• A $100 jump in the monthly pension benefit in the first two years of the new
contract —up to $450 by June 16, 1980.
• A 70 percent to 100 percent increase in vacation benefits, depending on the
rating sailed.
• An increase from $5,000 to $20,000 in maximum death benefit coverage.
• The first Major Medical program available to Seafarers' dependents.
I urge all SIU members to read the full details of the new contract provided in
the Log. Even if you're not a deep sea member, I think you will find it an eyeopening example of what we can achieve through collective strength.
The Union has also wrapped up the new contract for Great Lakes sailors.
Here, too, we have made significant gains for Seafarers, which will be spelled out
in the next issue of the Log.
I also want to report on our recent collective bargaining efforts for the new
family of SIU deep sea members on the West Coast. These are the result of the
recent merger between the SIU and the Marine Cooks & Stewards union
(MC & S).
The MC&Sand two other West Coast unions, the Sailors Union of the Pacific
and the Marine Firemen, negotiate jointly with the employers group for that
area, the Pacific Maritime Association.
Now that the MC & S and the SIU have merged, we are working together in
these negotiations. So far we have succeeded in getting an extension of the
expiration date forthe old PMA contract from June 16to July 15. This willgive
us extra time, needed because of the recent merger, to prepare a full set of
contract proposals.
I feel confident that the combined strength of the merger will pay off in a
successful contract for the West Coast Steward Department.
The SIU has also been making important strides for the inland membership.
The new contract for Great Lakes Towing was recently ratified, bringing bigger
and better benefits for 150 SIU Boatmen with the company. It includes the
Union's industry-wide Inland Vacation Plan, a first for Lakes Boatmen.
Over 300 Union dredgemen with Radcliff Materials, the biggest SIUcontracted dredging operation in the Guff, also just ratified their best package of
increased wages and improved benefits.
The Union now is focusing its collective bargaining efforts for Boatmenonthe
East Coast. Negotiations are under way for several tug and barge divisions of
Interstate and Ocean Transport Company (lOT). And delegates from the five
SlU-contracted shipdocking companies on the East Coast are beginning to get
together for their new contracts coming up this fall.
Actually, preparations for these contracts, which cover much of the Union's
inland activity on the East Coast, have been going on o\erthegrealer part of this
year. Boatmen from all of the companies involve:' took part in a series ol
educational conferences at the Harry Liindebcrg Schbol where they learned
about the many new Union benefits available for the inland membership.
There was active give and take between the Boatmen and the Union leadership
at these conferences and I'm certain this w ill pay off when we work together at
the bargaining table.
All in all, the Union has been pulling together for successful contracts in the
true sense of collective bargaining. But the work isn't over when the contracts arc
signed and ratified.
We can't forget that a contract is a two-way agreement. It is the employer's
commitment to workers' rights and benefits. But it is also the workers commit
ment to do the job.
Ihe Union's bargaining strength is its ability to supply qualified seamen
required lor the job. And the training and upgrading programs available at the
Lundcbcrg School are the means to that end.
The steady supply of Seafarers and Boatmen coming out of the School is the
SI U's proof that we can deliver the manpower promised in the contracts, ait it's
up to you to make sure that the supply keeps coming.
In short, upgrading works hand in hand with the Union's negotiations for
better contracts. And e(]ually important, it tneans that you can get mote out of
the contract.
Just look at the wage and benefit scales listed in the supplement on the new
deep sea contract. Ihe difference between the levels under the old and new
contracts are significant. But it really changes as the ratings go up. This is true of
all contracts.
Take advantage of the maximum benefits available to you under your contract
by signing up for an upgrading program today.
DON'T UPGRADE AT HLS.
IT WON'T IVIAKE ANY
DIFFERENCE.
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No Thanks to J. P. Stevens Co.
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UNTIL YOU OPEN YOUR
WALLET.
It's this simple—an AB earns more than an Ordinary.
Getting your AB ticket is almost as simple. Come to
HLS and take the AB course. It starts on July 10.
Ex-employee of the anti-union J. P. Stevens Co., a textile giant, is Willie W. Brice
(left) of Teachey, N. C., who got a $58.24 monthly pension from the company
after 24 years of service. At (right) is his son, Wayne in front of their Wallace, N. C.
grocery store. The AFL-CIO has endorsed a nationwide boycott of J. P. Stevens
products.
To enroll, see your SIU Representative or contact:
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301) 994-0010
June 1978 / LOG / 7
mSSS
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�The
Lakes
Picture
Alpena
contract. The ferry companies have a separate agreement because they run their
entire fleets only during the summer season. Also because they are the only passen
ger vessels under SIU contract on the Lakes.
The SIU agreement with Lakes companies operating bulk carriers expired
June 15. Union reps are in the midst of negotiations on that contract.
American Steamship Co. has renamed the SlU-contracted Buffalo the
Saginaw Bay. The company will name the new 630-foot self-unloader, now under
construction, the Buffalo. She should be ready for crewing this summer. American
Steamship has two other vessels on order. One is set for delivery in 1979, the other
in 1980. All the new ships will be SIU crewed.
Frankfort
The Michigan Interstate Railway Co. which runs the carferry Mj V Viking, can
celled plans to open the port of Manitowc, Wise. The Viking had been scheduled to
make her first run to Manitowc since 1974 on May 29.
The vessel will continue to ferry between Frankfort and Kewanee, Wise, and is
now running on a fixed schedule. The Viking leaves Frankfort every day at
7:30 a.m. and 6:30 p.m. and is no longer laying up on Mondays.
The five cement carriers in the Huron Cement Co. fleet are all in operation and
making their regular runs between Alpena, Mich., and Great Lakes ports.
Because of a big jump in cement sales, Huron Cement is fitting out-the
L.G.Harriman. Built in 1923, the Harriman has been inactive since 1976. She'd been
Cleveland
used H' ^ cement storage silo during that time. The engine department boarded the
Cleveland Port Agent George Telegades has retired from the Union. Telegades
ship in
iluth on June 13. The deck department followed on June 19. The Harri
recently
returned to the Union Hall after a nine-month sick leave but felt he wasn't
man will carry an SlU crew of 20. Last summer the vessel's boiler room was
automated but she still has an old reciprocating engine rather than the steam turbine well enough to continue working.The Cleveland Hall has been closed and Seafarers
are being asked to use the Hall at Algonac, Mich.
or diesel engines found on most Lakers.
Aljgonae
All The Lakes
Great Lakes area reps recently wrapped up contract negotiations for the SlUcontracted Arnold Transit Co. and Straits Transit Co. The companies operate a
President Carter's budget proposals for Fiscal Year 1979 targeted $97.8 million
total of 11 ferry boats that run between St. Ignace or Mackinaw City on the main for the Corps of Engineers water resources program on the Great Lakes.
land and Mackinac Island. The provisions of the new contract include a 20 percent
The budget allocation will cover: 1) navigation, flood control and beach erosion
wage hike over two years and increased benefits.
projects, 2) construction of dikes to contain polluted dredged material and, 3)
Most SlU-contracted Great Lakes companies are covered by a general Lakes general operation and maintenance of channel and harbor dredging.
Take One Giant Step
Toward Building a
Better Future
Upgrade at HLS
The following courses will begin soon:
LNG
FOWT
Diesel Engineer
Welding
Able Seaman
Towboat Operator,
Western Rivers
Towboat Operator,
Inland and Oceans
Chief Steward
Chief Cook
Cook and Baker
Lifeboat
Tankerman
August 21
August 31
July 31
August 7, August 21
August 17
August 7
August 28
August 21
August-7, August 21
August 7, August 21
August 17, August 31
August 17, August 31
To enroll contact HLS or your SIU Representative
Sign Up Now!
Upgrading Pays Off
When It's Time to Pay Off
8/ LOG/June 1978
U.S. Unemployment Rate Edges
Up to 6.1% in May;Black's12.3%
WASHINGTON, D.C. -The na
tion's unemployment rate increa.sed
slightly to 6.1 percent in May. It is up
one-tenth of one percent from April's 6
percent. However, the black jobless rate
went up to 12.3 percent from 11.8 per
cent.
Employment remained at a standstill
for the fourth straight month failing to
keep up with a big jump in the country's
labor force, according to the U.S. Labor
Department's Bureau of Labor Statis
tics (BLS).
The U.S. jobless rate was 6.2 percent
in February and 6 percent in March
after dropping gradually through most
of 1977 and early 1978.
America's labor force built up to
100.3 million persons last month—a
gain of a half million—beating the 100
million record for the first time. Total
employment in May rose only 310,000
to 94.1 million people from 93.8 million
in April. The number of unemployed
people rose 166,000 to 6.1 million job
less from April's 5.9 million.
But the AFL-CIO says the "true" un
employment figure should be 8.7 per
cent with 8.8 million persons needing
jobs. This is because the Government
doesn't count in their figures the 900,000
"discouraged" jobless workers who
don't look for employment and the 3.2
million workers who have to work parttime because they can't find fulltime
jobs.
BLS chief Robert L. Stein reports
that the latest rise in joblessness oc
curred among adult women. Their rate
rose from 5.8 percent to 6.3 percent. The
male adult rate.stayed at 4.2 percent.
There was a sharp drop in unemploy
ment among 20 to 24-year-olds count
ered by an increase among men between
25 and 54 years of age.
The black teenage jobless rate rose
last month to 38.4 percent from April's
35.3 percent, where it had stagnated for
the past year.
White teenagers had their rate fall
fourtenths of one percent to 16.5 per
cent.
SPAD is the SIU's political fund and our political arm in
Washington, D.C. The SIU asks for and accepts voluntary
contributions only. The Union uses the money donated to
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress. These are issues that have
a direct impact on the jobs and job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The SIU urges its members to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the EEC
in Washington, D.C.
�Jltnaton
Htl in
Seafarers International Union of North America. AFL-CIO
JUNE 1978
• Legislative. Administrative and Kegidatorv Happenings
US Tobs at Stake—SIU Gears for Battle On Ocean Mining Bill
The SIU's political and legisla
tive team in Washington—work
ing with the AFL-CIO Maritime
Trades Department—is geared
for an all-out fight to protect jobs
for U.S. workers in the develop
ing ocean mining industry.
Hou.se Bill Sets
Navy-Maritime
Advisory Board
The House Merchant Marine &
Fisheries Committee is in the final
stages of submitting an SlU-supported bill to Congress which
would establish a five-member
Navy-Maritime Advisory Board.
The purpose of the bill, according
to Merchant Marine Committee
Chairman John Murphy(D-N.Y.),
is to bring closer cooperation to
the national security efforts be
tween the Navy and the U.S. Mer
chant Marine.
The legislation would establish
a five-member panel—appointed
by the President—which would
include the Secretary of the Navy,
the Assistant Secretary of Com
merce for Maritime Affairs, and a
representative from the U.S. liner
fleet, tanker operators, and bulk
carriers.
Testifying in support of the leg
islation was Herb Brand, presi
dent of the Transportation Insti
tute. He said, "The changing
realities that this nation faces
demand a new level of coordina
tion between the Navy and the
Merchant Marine if U.S. seapower is ever to be restored to the
level required to guarantee the
security of this nation."
Brand noted that the rapid
growth of the Soviet Navy and
merchant fleet in the past few
years was cause for grave concern
to those who are in tune with the
national security implications of
seapower. He said:
' The Soviet Union has demon
strated its awareness that a
nation's seapower depends on a
combination of both naval and
merchant fleet strength. Equally
important, the Soviets have
learned that those two forces must
be coordinated in a carefully con
sidered manner if their strengths
are to be used at all effectively.
This is a lesson that the U.S. has
not yet learned."
Brand added that one of the
contributions of this legislation is
that it recognizes the role that
both the Navy and the Merchant
Marine play in the nation's sea
power—and that a strong mer
chant fleet is indispensable to the
national interest.
Declaring that "American
workers cannot afford another
runaway industry," SIU Legisla
tive and Political Action Director
Dave Dolgen said that unless this
bill contains guarantees that pro
tect the jobs of American workers,
"we are going to oppose it with
everything we have."
Here's where we stand.
The four House committees
which all had separate versions of
this bill (Merchant Marine &
Fisheries, Interior, International
Relations, and Ways & Means)
got together this month to agree
on a final version of the bill which
they will report to the full House.
This "final version"would just
about destroy any guarantees that
mining vessels, processing plants
and ore carriers would be built in
the U.S., located in the U.S. or
registered under U.S. flag. What
this "final version" says is that
mining and ore carrying vessels
will be registered in the U.S..o/ //;
a recipmcatiufi nation. It doesn't
offer any guarantees that the
equipment will be built in the U.S., or that processing plants
will be located here.
Meanwhile, the Senate Energy
Committee has reported its ver
sion of an Ocean Mining bill
which does contain strong guar
antees that would reserve the min
ing, seagoing and shoreside jobs
for U.S. workers. The bill has now
been sent to the Senate Com-
On the Agenda in Congress...
ALASKA LANDS. The Senate Energy and Natural Resources
Committee is continuing hearings
on the D-2 Alaska Lands bills (S.
299, S. 1787, and others). Senator
Henry Jackson (D-Wash.) is
chairing the hearings.
OIL POLLUTION LIABIL
ITY. The Senate Environment
and Public Works Committee is
continuing hearings on a bill
which would set oil pollution lia
bility standards. Senator Edmund
Muskie (D-Maine) will be chair
ing the hearings.
GREAT LAKES PILOTAGE.
The House Merchant Marine &
Fisheries Committee will hold
hearings to consider amendments
to the Great Lakes Pilotage Act.
Rep. Mario Biaggi (D-NY), chair
man of the Coast Guard Subcommittee, will be chairing the
hearings.
FISHERY CONSERVATION.
The Fisheries and Wildlife Sub
committee of the House Mer
chant Marine & Fisheries Com
mittee will continue oversight
hearings on the Fishery Conser
vation and Management Act.
Congressman Robert Leggett (DCalif.) is chairman of the Com
mittee.
OCEAN POLICY. The Ocean
ography Subcommittee of the
House Merchant Marine Fish
eries Committee is holding hear
ings on a bill (H.R. 9708) which
would establish a national ocean
policy, and set forth the objectives
of the National Oceanographic
and Atmospheric Administra
tion. Congressman John Breaux
(D-La.) will chair the hearings.
OCEAN ENERGY. Oversight
hearings on legislation which
would promote various projects
to exploit the ocean as an energy
resource are being held by the
Oceanography Subcommittee of
the House Merchant Marine &
Fisheries Committee this month.
EQUAL ACCESS & POOL
ING AGREEMENTS. The Mer
chant Marine Subcommittee of
In the Federal Agencies...
LAW OF THE SEA. The Ad
visory Committee of the Law of
the Sea will meet in closed session,
and later in open session, this
month to discuss all principal
agenda issues to be considered
when the Third United Nations
Conference on the Law of the Sea
meets in New York in August.
Items of critical interest to the
U.S. maritime industry—and U.S.
Maritime and shoreside workers
—will be the effect of domestic
legislation on the jurisdiction of
deep sea mining. This will include
documentation of vessels engaged
in mining operations, ore carrying
ships, and the location of onshore
processing plants. (See story on
this page.)
NAllONAL ADVISORY
COMMITTEE ON OCEANS
AND
ATMOSPHERE
(NACOA). This group will meet
in Washington later this month to
hear an annual report on the law
of the Sea, and for discussion on
coastal zone management.
NATIONAL WATERWAYS
SYSTEM. The U.S. Corps of En
gineers will hold an open meeting
this month for a discussion of a
current study on the national
waterways system. The Corps is
presently conducting a study on
the waterways, and the future of
this system through the year 2000.
The report is expected to be com
pleted in 1980.
merce Committee. The Senate
Energy Committee tied its U.S.
jobs provisions to "investment
guarantee.s", which means that
U.S. investment, or insurance
guarantees would only be given to
mining companies that use ships
that are built and registered in the
U.S.
Our Washington staff has been
meeting with the legislative staffs
of the House Merchant Marine «&
Fisheries Committee and the Sen
ate Commerce Committee to
make our position perfectly clear.
At the same titne, we ha\e en
listed the full support ofthe Mari
time Trades Department, and a
number of AFL-CIO national
unions.
the Hou.se Merchant Marine &
Fisheries Committee will be hold
ing hearings this month on H.R.
11862 which provides for the
prompt implementation of equal
access to liner conferences, cargo
pooling, and reciprocal ocean
freight agreements. Congress
man John Murphy (D-NY),
chairman of the committee, will
conduct the hearings.
COAST GUARD. The Coast
Guard Subcommittee of the
House Merchant Marine & Fish
eries Committee is holding hear
ings on a bill (H.R. 10390)
which would commit the U.S. to
implement the resolutions of the
International Convention for the
Prevention of Pollution from
Ships.
COAL SLURRY PIPELINE.
The Public Lands Subcommittee
of the Senate Energy and Natural
Resources Committee will con
tinue hearings this month on two
bills relating to construction of
coal slurry pipelines.
THIRD FLACJ RATES. The
Senate Commerce, Science and
Transportation Committee is
scheduled to hold hearings on a
bill whieh would regulate the rates
and charges of state-owned car
riers primarily those of Sovietbloc nations - which are engaged
in the foreign commerce of the
U.S. The purpose of the hearings
is to take a hard look at the rate
cutting and other trade practices ^
of Soviet-controlled shipping
which has made serious inroads
into U.S. waterbornc foreign
trade.
CLOSEDSHIPPERS'COUNClLS. The Merchant Marine Sub
committee of the House Mer
chant Marine & Fisheries Com
mittee will begin hearings next
month on a bill which would
authorize the formation of "closed
shippers' councils" in the foreign
ocean trades of the U.S.
June 1978 / LOG / 9
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�Leukemia Is a By-Product of Benzene Fumes
Two recent cases have linked chronic
exposure to benzene with the deadly
blood disease, leukemia.
This emphasizes the necessity of
wearing protective clothing, face masks,
or fresh air breathers when working
near this or any other noxious chemical.
The first incident involved a marine
inspection officer with more then 20
years on the job who died of leukemia.
His job forced him to come into contact
with benzene on many occasions.
The second involved a 26-year-old
petty officer who contracted leukemia
after daily exposure to benzene. The
Coast Guard officer was an instructor at
a machinery technician school. He used
benzene daily in his classes as a solvent.
The young man survived his ordeal.
But it took three months of chemother
apy to put the disease in remission. In
other words, the disease could begin
progressing again in days or years.
These two cases, of course, are iso
On top of the long term hazards of
lated ones. For every worker who con benzene in causing cancer, heavy ex
tracts leukemia due to benzene exposure, posures to the light yellow liquid in a
there are thousands who are not affected confined area, such as a cargo tank, will
by the same exposure levels.
kill you quickly.
The fact remains, though, that
There have been numerous cases of
breathing benzene fumes, even in low shipboard fatalities as the result of a sea
concentrations, is a known carcinogen, man inhaling heavy concentrations of
or cancer causer. Since SIU members benzene fumes.
are often involved in the loading, trans
A typical incident happens like this. A
portation,-and discharge of this deadly seaman enters an empty tank which had
chemical, extreme caution must be carried benzene. The tank has sup
taken when working near it.
posedly been purged of all fumes. But a
Presently, the Occupational Safety characteristic of benzene fumes is to
and Health Administration is working accumulate in the lower recesses of a
steadily to draw up new safety regula tank.
tions regarding benzene. Their work is
The seaman encounters one of these
aimed at installing new and stricter ex pockets of fumes. He starts to feel
posure levels to this chemical.
lightheaded and dizzy. He knows he's in
Although OSHA has no jurisdiction trouble, but before he can climb out of
over seagoing people, the Coast Guard the tank to safety he is overcome by the
will follow any new regulations for ben fumes and dies of asphyxiation.
zene that are enacted by the 7-year-old
There was one case about five years
Government agency.
ago when the three top deck officers on
the same U.S.-flag tanker died of ben
zene asphyxiation in one of the ships
. "empty" cargo tanks.
For your own protection, the Coast
Guard suggests the following safety
precautions while working near ben
zene.
• Wear fresh air self-contained
breathing apparatus unless monitoring
devices show that exposure levels will
not be exceeded, or unless closed
gauging and vapor return lines are used.
• Wear protective clothing where
skin or eye contact with benzene is
likely.
• Wear pressure-demand, self-con
tained breathing apparatus when enter
ing any tank carrying or previously con
taining benzene.
It's a good idea to follow these steps
when working near any noxious chemi
cal. It would be foolish not to. You
never know when an accident will
happen.
New Tanker Brooks Range and SIU Crew on Alaska Oil Run
The SllJ-manned tanker Brooks
Range pulled inf : Long Beach, Calif,
this month on her maiden voyage from
the port of New Orleans.
The 165,000 ton tanker, too big to use
the Panama Canal, traversed Cape Horn
to reach her West Coast destination. The
brand new ship will carry oil from
• -y^i
,'j.
W, •
and is operated by Inter Ocean Manage
ment Corp. of Philadelphia.
A sistership, the Thompson Pass,
should be ready for crewing by SIU
members in August.
•.
I*"';
d'd
Valdez, Alaska to an offloading site
near Panama.
The ship is 906 ft. in length, with a 173
ft. beam and a 55 ft. draft. She was built
at Avondale Shipyard in New Orleans
'PS
.f-Vv
.
. :• r..y
n
•..? '.i'
\
}
In the sparkling new galley, N. Orellana,
general steward utility,works meat slicer
.i
The SIU crew of the Brooks Range gather In crew's mess for group shot before
faking the 165,000 ton tanker on her maiden voyage.
''I
7/
5 Brotherhood m Action
for SIU members with an alcohol problem
The purpose of the Seafarers Alco
holic Rehabilitation Center is to help
Seafarers who have problems with
alcohol.
(3ur brothers can go to the Center
and recover from the disease of alco
holism. Through counseling services, we
have a chance to learn about alcohol
and ourselves.
Education is, however, not only
Alcoholic Rehabilitation Center
I am intcrestctl in allcntling a si\-\vcck program at the Alcoholic
Rchahiiitaiion Center. I uiKlerstaiKl.tiiat all m_\ medical and eoimseline
reeortls will be kept strictly coiilidcntial. and that the) will mn be kept
an\ where except at The Center.
Name
Book No
I
Address
( Street or RED)
(Citv)
(State)
(Zip)
j
I
Telephone No
Mail [o: THF. CENTKR
Star Route Box J 53-A
Valley Lee, Md. 20692
or call, 24 hows-a-day, (301} 994-0010
10/LOG/June 1978
I
j
The Brooks Range, owned and operated by Intef'Ocean Management Corp., will
run between Valdez, Alaska and Panama.
limited to the members who go to the
Center.Through the Log, all of us can
learn about alcoholism.
Seafarer Jack Bowman has been with
the SIU for 31 years. For the past
seven years he has been sober. During
1975 and 1976, Brother Bowman served
as a seafarer-counselor at the Center.
He commented that while he was at the
Center, "1 saw a lot of Seafarers being
'born again.' 1 knew most of the guys
who said they came to the A RC 'because
if Jack could get and stay sober,' they
could too."
Seafarer Bowman now works on
ocean-going vessels out of the port of
Seattle. He feels that during his years
of sobriety he has "been doing the same
things 1 did before but enjoying them
more because when 1 wake up in the
morning, 1 know what I did the night
before."
Brother Bowman .says he is pleased
with the widespread effect of the alcohol
education effort at the Center and in the
Log. But he adds, "1 have seen some
Seafarers who have gotten sober even
though they were reluctant to go to the
Center. They didn't seem to realize that
the program at the Center is really good
—it teaches an alcoholic about himself."
he said. Brother Bowman has been
through this kind of learning process
himself and it has led him to work at
helping his fellow Seafarers who share
the problem of alcoholism.
He would like to offer a suggestion
to his fellow brothers who are recov
ering alcoholics, especially those who
have been through the Center. "When a
brother completes the program at the
ARC and returns home he needs your
help to get back into the community
and stay sober. You know what he is
going through and it is up to you to help
him make it."
If you have a problem with alcohol,
call the Center at any time:
Seafarers Alcoholic Rehabilitation
Center
Star Route Box 152-A
Valley Lee, Maryland 20692
Phone: (301) 994-0010
�NEW 3-YEAR DEEP SEA PACT SIGNED
Wages, Pensions, Welfare, VtKotions Increased
The SIU has wrapped up a solid
ment for us in the political arena as
new three-year contract for the
well as a deeper commitment to im
Union's deep sea membership.
proving ourselves through the educa
The pact includes substantial
tional opportunities available at
across-the-board increases in wages,
Piney Point. With this kind of total
regular overtime, premium and pen
commitment, we can determine our
alty rates.
own future, and we can insure a con
There have also been vast in
tinually higher degree of job security
creases worked out for vacation
for oursiclves and financial security
benefits for deep sea members and
for ourselves and our families."
significant improvements in the Sea
Wage, Vacation Increases
farers Pension and Welfare Plans.
Under terms of the new contract,
The new contract goes into effect
the base monthly wage rates for all
June 16, 1978 and will run through
ratings will be increased by IV2 per
June 15, 1981.
cent in each year of the agreement.
In regards to the contract, SIU
These same increases will be ap
President Paul Hall said: "This is one
plied across-the-board to the regular
of the best packages that we've been
overtime rates, the premium rates
able to achieve in some time. The
and the penalty rates.
membership should be proud of the
In addition, a completely new
job that the Union's Contract Depart formula for the payment of Vacation
ment did on their behalf."
benefits has been established.
Hall continued: "We should all
Under the new Vacation formula,
look upon this agreement as a spring a Seafarer working a full year (365
board for even further improvements days seatime) will receive vacation
in our lives as American seamen. But
benefits to equal four months base
to insure that these improvements wages for the rating he sailed in. This
will come, we must collectively work
change takes place immediately in
hard to protect our interests on all
the first
year of the agreement.
fronts. This means a deeper involve For the second and third years of the
LOG
Additional Contract Highlights
Additional highlights of the netv three year contract include the foh
lowing provisions:
• Crew members will have the option of requesting payment by check
in excess of $300.00 of the net amount due by providing proper notice
to the Captain.
•. Captains will be required to pay transportation to crew members
leaving the vessel for specified medical reasons if the Company office
or Agent's office is closed.
• Provisions have been defined for providing a two hour minimum
in port when called out on the watch below. Exceptions will be as sped''
fied in the Agreement.
• Overtime sheets are to be collected and returned no less than
weekly.
• Valid overtime and approved subsistence and lodging claims shall
be included in computing draws.
• Meals and lodging have been raised to $26.00 per day.
• At regular pay ofs or lay ups the crew will receive $10.00 for in
cidental expenses in addition to air transportation.
fr The Companies have agreed to forward first class mail to the crewmembers if properly addressed.
• Oh Tankers, the penalty rates shall apply at all times the crew is
engaged in refueling at sea.
• On Tankers, the Oiler Maintenance Utility base pay and overtime
rates have been admitted to conform to the higher rates applicable to
tankers.
• On aTB vessels with four men or less in the Steward Department the
StewardfCoah or Steward/Baker shall be offered two hours overtime at
«ea, Monday through Friday.
• For any calendar day the Pilot does not perform any navigational
service, the penalty applied to carrying passengers, shall apply to the
Pilot. The passenger penally shall also apply to more than one appren
tice pilot.
m Jurisdiction on the moving of shipboard cranes has been established
for Electricians and Crane Maintenance Electricians (C.M.E.'s).
• Jurisdiction on rigging and un-rigging ramps on Ro Ro vessels has
been secured for the Deck Department.
• Clarifications agreed to over the past three years have been incor
porated into the Agreement.
• The Port Time provisions shall be amended so that in the case of
tticaiting pilot, quarantine and pratique any such exception shall not
apply where the delay is because the vessel is awaiting berth and shall
only apply where the delay is caused by the arrival of the vessel during'
hours that the port officials granting qilardntine or pratique are not on
duty.
ii
More info On Pension, Welfare Page 14
contract, the vacation benefits are in
creased an additional IV2 percent
per year.
With this kind of formula, the va
cation benefits for Seafarers during
the three-year period will increase
approximately 70 percent to ICQ per
cent over the previous contract de
pending on the rating sailed.
As an example of the new vaca
tion, take the QMED rating under
the Standard Tanker Agreement.
Under the old Vacation schedule,
a QMED sailing 365 days would re
ceive a vacation benefit of $2,684.65.
But under the new formula, in the
first year of the contract, the QMED
sailing 365 days would receive a
benefit of $5,354.68. That's an in
crease of $2,670.03 over the old rate.
With the IV2 percent increase in
the second year, the QMED's vaca
tion benefit for 365 days worked
would rise to $5,756.28, or a
$401.60 increase. In the third year,
the vacation benefit would go to
$6,188.00 for 365 days, or a $431.72
increase.
The total increase, then, for the
QMED (Standard Tanker Agree
ment) in vacation benefits is
$3,503.35 over the three year life of
the new contract.
Overall, these are the most signif
icant inci cases in Vacation benefits
to [he Seafarer since establishment
of the program.
Pension, Welfare Benefits
As a result of the negotiated in
crease in Trust Fund contributions,
there are important improvements in
both the Seafarers Pension Plan and
the Seafarers Welfare Plan.
Pension benefits will be increased
from $350 per month to $400 per
per month. This goes into effect Jan.
1, 1979.
Then as of June 16, 1980, the
pension benefit will be increased
from $400 to $450 per month.
In addition, the pension incre
ments for Seafarers accumulating
seatime after achieving both 20 years
seatime and 55 years of age has been
increased. This benefit goes from a
$15 a month to a $25 a month pen
sion increment for every additional
365 days worked. A Seafarer can
achieve seven of the.se increments
under the Pension Plan. So a Seafarer
could po.ssibly reach a total pension
of $625 a month.
Concerning the Welfare Plan,
there were a number of significant
improvements. These include;
• A new Death Benefit for active
Seafarers that could go as high as
$20,000. The present Death Benefit
is a maximum of $5,000.
• Establishment of a Major Med
ical program in the Seafarers Welfare
Plan.
• Coverage for dependent children
will be extended from age 19 to age
25 if the dependent is a full time
student.
• Extended coverage for hospital
extras from 60 days to 90 days of
hospital confinement.
• Increa.sc in the optical benefit
from $30 to $40.
Your Negotiating Committee rec
ommends membership approval of
the contractual changes.
Eligibility Rules
Changed to
125 Days
Seafarers should take special note
that as a result of the improved bene
fits the eligibility rules for Welfare
and Vacation benefits have been
changed.
Now, to he eligible for benefits
under the Seafarers Welfare Plan, a
Seafarer must have accumulated 125
days employment on contracted ves
sels in the previous calendar year as
well as one day employment in the six
month period immediately preceding
date of claim.
Under the Vacation Plan, a Sea
farer will now apply for his vacation
benefits after having accumulated
125 days seatime.
June 1978/ LOG / 11
k'ii
�Wage Rates Under 3-Year Contract
This chart represents the base monthly wage gains negotiated for Seafarers under the new three^ear contract. The gains amount
to a 7 /4 percent increase in wages in each of the three years of the agreement.
Standard Freightship Agreement
Deck Department
Boatswain (SL 7's, SL 18's
Lash, Mariner & Passenger)
Boatswain
Carpenter
Carpenter Maintenance
A.B. Maintenance
Quartermaster
Able Seaman
Fire Patrolman
O.S. Maintenance
Ordinary Seaman
Engine Department
Chief Electrician (SL 7's, SL 18's
Lash, Mariner & Passenger)
Chief Electrician (Delta)
Chief Electrician
Crane Mtce./Electrician
Electrician Reefer Mtce.
Second Electrician
Engine Utility Reefer Mtce.
Refrigerating Engineer (when one is carried)
Refrigerating Engineer (when three are carried)
Chief
First Assistant
Second Assistant
Q.M.E.D.
Plumber/Machinist
Unlicensed Junior Engineer (Day)
Unlicensed Junior Engineer (Watch)
Deck Engineer
Engine Utility/FOWT (Delta)
Engine Utility
Evaporator/Maintenance
Oiler
Oiler (Diesel)
Watertender
Fireman/Watertender
Fireman
Wiper
Ship's Welder Mtce.
Oiler/Maintenance Utility
General Utility/Deck Engine
1978
Wage
7W%
Increase
From Old
Contract
1,196.81
1,058.53
973.89
973.89
899.99
848.85
805.90
805.90
673.43
629.94
1,286.57
1,137.92
1,046.93
1,046.93
967.49
912.51
866.34
866.34
723.94
677.19
1,280.42
1,278.27
1,245.27
1,245.27
1,245.27
1,164.09
1,164.09
1,164.09
1,164.09
1,194.05
1,061.04
989.81
1,196.81
1,067.40
1,018.49
917.07
987.67
997.08
930.24
853.23
805.90
867.26
805.90
805.90
805.90
748.60
999.76
930.24
748.60
1,196.81
1,196.81
1,196.81
1,058.53
940.85
917.06
805.90
795.01
795.01
625.04
625.04
Current
ase Monthly
Wage
1980
Wage
7W%
Increase
From
1979
Wage
Increase
<^er
3 Years
96.49
85.34
78.52
78.52
72.56
68.44
64.98
64.98
54.30
50.79
1,486.79
1,315.00
1,209.86
1,209.86
1,118.05
1,054.52
1,001.17
1,001.17
836.61
782.58
103.73
91.74
84.41
84.41
78.00
73.57
69.85
69.85
58.37
54.60
289.98
256.47
235.97
235.97
218.06
205.67
195.27
195.27
163.18
152.64
1,479.68
1,477.20
1,439.07
1,439.07
1,439.07
1,345.26
1,345.26
1,345.26
1,345.26
1,379.87
1,226.17
1,143.85
1,383.06
1,233.52
1,177.00
1,059.79
1,141.38
1,152.25
1,075.01
986.01
931.32
1,002.22
931.32
931.32
931.32
865.11
1,155.35
1,075.01
865.11
103.23
103.06
100.40
100.40
100.40
93.86
93.86
93.86
93.86
96.27
85.55
79.80
96.49
86.06
82.12
73.94
79.63
80.39
75.00
68.79
64.98
69.92
64.98
64.98
64.98
60.36
80.61
75.00
60.36
1,590.66
1,587.99
1,547.00
1,547.00
1,547.00
1,446.15
1,446.15
1,446.15
1,446.15
1,483.36
1,318.13
1,229.64
1,486.79
.1,326.03
1,265.28
1,139.27
1,226.98
1,238.67
1,155.64
1,059.96
1,001.17
1,077.39
1,001.17
1,001.17
1,001.17
929.99
1,242.00
1,155.64
929.99
110.98
110.79
107.93
107.93
107.93
100.89
100.89
100.89
100.89
103.49
91.96
85.79
103.73
92.51
88.28
79.48
85.60
86.42
80.63
73.95
69.85
75.17
69.85
69.85
69.85
64.88
86.65
80.63
64.88
310.24
309.72
301.73
301.73
301.73
282.06
282.06
282.06
282.06
289.31
257.09
239.83
289.98
258.63
246.79
222.20
239.31
241.59
225.40
206.73
195.27
210.13
195.27
195.27
195.27
181.39
' 242.24
225.40
181.39
1,383.06
1,383.06
1,383.06
1,223.26
1,087.27
1,059.78
931.32
918.74
918.74
722.31
722.31
96.49
96.49
96.49
85.34
75.86
73,94
64.98
64.10
64.10
50.39
50.39
1,486.79
1,486.79
1,486.79
1,315.00
1,168.82
1,139.26
1,001.17
987.65
987.65
776.48
776.48
103.73
103.73
103.73
91.74
81.55
79.48
69.85
68.91
68.91
54.17
54.17
lVi%
1979
Wage
Increase
From
1978
89.76
79.39
73.04
73.04
67.50
63.66
60.44
60.44
50.51
47.25
1,383.06
1,223.26
1,125.45
1,125.45
1,040.05
980.95
931.32
931.32
778.24
727.98
1,376.45
1,374.14
1,338.67
1,338.67
1,338.67
1,251.40
1,251.40
1,251.40
1,251.40
1,283.60
1,140.62
1,064.05
1,286.57
1,147.46
1,094.88
. 985.85
1,061.75
1,071.86
1,000.01
917.22
866.34
932.30
866.34
866.34
866.34
804.75
1,074.74
1,000.01
804.75
96.03
95.87
93.40
93.40
93.40
87.31
87.31
87.31
87.31
89.55
79.58
74.24
89.76
80.06
76.39
68.78
74.08
74.78
69.77
63.99
60.44
65.04
60.44
60.44
60.44
56.15
74.98
69.77
56.15
1,286.57
1,286.57
1,286.57
1,137.92
1,011.41
985.84
866.34
854.64
854.64
671.92
671.92
89.76
89.76
89.76
79.39
70.56
68.78
60.44
59.63
59.63
46.88
46.88
Steward Department
Chief Steward (SL 7's, SL 18's
Lash and Mariner)
Steward/Cook
Steward/Baker
Chief Steward
Chief Cook
Cook & Baker
Second Cook
Third Cook
Assistant Cook
Messman
Utilityman
289.98
289.98
289.98
256.47
227.97
222.20.
195.27
192.64
192.64
151.44
151.44
Standard Tanker Agreement
Deck Department
Boatswain'(on vessels constructed since 1970)
Boatswain (25,500 D.W.T. or over)
Boatswain (under 25,500 D.W.T.)
A.B. Deck Maintenance
Able Seaman
O.S. Deck Maintenance
Ordinary Seaman
Engine Department
O.M.E.D.
Chief Pumpman
Second Pumpman/Engine Mtce.
Ship's Welder Maintenance
Engine Utility
Oiler Maintenance Utility (adjusted)
Oiler
Fireman/Watertender
General Utility/Deck Engine
Wiper
Steward Department
Chief Steward (on vessels constructed since 1970)
Steward/Cook
Steward/Baker
Chief Steward (25,500 D.W.T. or over)
Chief Steward (under 25,500 D.W.T.)
Chief Cook
Cook and Baker
Third Cook
Assistant Cook
Messman
Utilityman
1979
Wage
7«/i%
Increase
From
1978
93.40
84.66
81.49
69.49
61.15
56.15
48.49
1,439.07
1,304.49
1,255.58
1,070.69
942.26
865.15
747.18
1,338.67
1,224.59
1,224.59
1,084.11
985.99
1,010.19
876.52
876.52
804.79
804.79
93.40
85.44
85.44
75.64
68.79
81.72
61.15
61.15
56.15
56.15
1,338.67
1,338.67
1,338.67
1,218.32
1,172.83
1,052.75
1,027.93
911.77
911.77
•671.91
671.91
93.40
93.40
93.40
85.00
81.83
. 73.45
71.72
63.61
63.61
46.88
46.88
1978
Wage
7>/i%
Increase
From Old
Contract
1,245.27
1,128.82
1,086.49
926.50
815.37
748.64
646.56
1,338.67
1,213.48
1,167.98
995.99
876.52
804.79
695.05
1,245.27
1,139.15
1,139.15
1,008.47
917.20
928.47
815.37
815.37
748.64
748.64
1,245.27
1,245.27
1,245.27
1,133.32
1,091.00
979.30
956.21
848.16
848.16
625.03
625.03
Current
Base Monthly
Wage
1980
Wage
7V4%
Increase
From
1979
Wage
Increase
Over
3 Years
100.40
91.01
87.60
74.70
65.74
60.36
52.13
1,547.00
1,402.33
1,349.75
1,150.99
1,012.93
930.04
803.22
107.93
97.84
94.17
80.30
70.67
64.89
56.04
301.73
273.51
263.26
224.49
197.56
181.40
156.66
1,439.07
1,316.43
1,316.43
1,165.42
1,059.94
1,085.96
942.26
942.26
865.15
865.15
100.40
91.84
91.84
JI1.3I
73.95
75.77
65.74
65.74
60.36
60.36
1,547.00
1,415.16
1,415.16
1,252.83
1,139.44
1,167.41
1,012.93
1,012.93
930.04
930.04
107.93
98.73
98.73
87.41
79.50
81.45
70.67
70.67
64.89
64.89
301.73
276.01
276.01
244.36
222.24
238.94
197.56
197.56
181.40
181.40
1,439.07
1,439.07
1,439.07
1,309.69
1,260.79
1,131.71
1,105.02
980.15
980.15
722.30
722.30
100.40
100.40
100.40
91.37
87.96
78.96
77.09
68.38
68.38
50.39
50.39
1,547.00
1,547.00
1,547.00
1,407.92
1,355.35
1,216.59
1,187.90
1,053.66
1,053.66
776.47
776.47
107.93
107.93
107.93
98.23
94.56
84.88
82.88
73.51
73.51
54.17
54.17
301.73
301.73
301.73
274.60
264.35
237.29
231.69
205.50
205.50
151.44
151.44
the Union also negotiated a /'/z percent per year increase in regular
ind penalty rates. A complete outline on these rates will be carried in the
full Agreement.
12 / LOG / June 1978
•
�New Vacation Rates for Deep Sea Members
This chart reflects the netc Vacation rates for deep sea members. It is based on 365 days worked. The initial increase in
vacation reflects the newly established formula which provides 4 months base tvages for 365 days worked. The second and third
year merges in vacation benefits amount to a 7 Vi percent raise over the previous year. A Seafarer can file for vacation benefits
after having accumulated 125 days of seatime.
Vacation Rates for Tankers
Deck Department
Boatswain (on vessels constructed since 1970)
Boatswain (25,500 D.W.T. or over)
Boatswain (under 25,500 D.W.T.)
A.B. Deck Maintenance
Able Seaman
O.S. Deck Maintenance
Ordinary Seaman
Current
Vacation
1978
Vacation
Increase
From Old
Contract
1979
Vacation
Increa.se
From 1978
1980
Vacation
lncrea.se
From 1979
Vacation
Incrfa.se
Over
3 Years
2,684.65
2,684.65
2,684.65
2,250.16
2,250.16
1,835.66
1,835.66
5,354.68
4,853.92
4,671.92
3,983.96
3,506.08
3,319.16
2,780.20
2,670.03
2,169.27
1,987.27
1,733.80
1,255.92
1,383.50
944.54
5,756.28
5,217.96
5,022.32
4,282.76
3,769.04
3,460.60
2,988.72
401.60
364.04
350.40
298.80
262.96
241.44
208.52
6,188.00
5,609.32
5,399.00
4,603.96
4,051.72
3,720.16
3,212.88
431.72
391.36
376.68
321.20
282.68
259.56
224.16
3,503.35
2,924.67
2,714.35
2,353.80
1,801.56
1,884.50
1,377.22
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,250.16
2,250.16
2,250.16
2,250.16
1,835.66
5,354.68
4,898.26
4,898.26
4,336.44
3,943.96
4,040.76
3,506.08
3,506.08
3,219.16
3,219.16
2,670.03
2,213.71
2,213.71
1,651.79
1,259.31
1,790.60
1,255.92
1,255.92
969.00
1,383..50
5,756.28
5,265.72
5,265.72
4,661.68
4,239.76
4,343.84
3,769.04
3,769.04
3,460.60
3,460.60
401.60
"367.36
367.36
325.24
295.80
303.08
262.96
262.96
241.44
241.44
6,188.00
5,660.64
5,660.64
5,011.32
4,557.76
4,669.64
4,051.72
4,051.72
3,720.16
3,720.16
431.72
394.92
394,92
349.64
318.00
325.80
282.68
282.68
259.56
259.56
3,503.35
2,975.99
2,975.99
2,326.67
1,873.11
2,419.48
1,801.56
1,801.56
1,470.00
1,884.50
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,250.16
2,250.16
1,835.66
1,835.66
5,354.68
5,354.68
5,354.68
4,873.28
4,691,32
4,21 1.00
4,1 1 1.72
3,647.08
3,647.08
2,687.64
2,687.64
2,670.03
2,670.03
2,670.03
2,188.63
2,006.67
1,526.35
1,427.07
1,396.92
1,396.92
851.98
851.98
5,756.28
5,756.28
5,756.28
5,238.76
5,043.16
4,526.84
4,420.08
3,920.60
3,920.60
2,889.20
2,889.20
401.60
401.60
401.60
365.48
351.84
315.84
308.36
273.52
273.52
201.56
201.56
6,188.00
6,188.00
6,188.00
5,631.68
5,421.40
4,866.36
4,751.60
4,214.64
4,214.64
3,105.88
3,105.88
431.72
431.72
431.72
392.92
378.24
339.52
331.52
294.04
294.04
216.68
216.68
3,503.35
3,503.35
3,503.35
2,947.03
2,736.75
2,181.71
2,066.95
1,964.48
1,964.48.
1,270.22
1,270.22
Increase
From 1979
Vacation
Increase
Over
3 Years
•
s• 1
Engine Department
Q.M.E.D.
Chief Pumpman
Second Pumpman/Engine Mtce.
Ship's Welder Maintenance
Engine Utility
Oiler Maintenance Utility
Oiler
Fireman/Watertender
General Utility/Deck Engine
Wiper
Steward Department
Chief Steward (on vessels constructed since 1970)
Steward/Cook
Steward/Baker
Chief Steward (25,500 D.W.T. or over)
Chief Steward (under 25,500 D.W.T.)
Chief Cook
Cook and Baker
Third Cook
Assistant Cook
Messman
Utilityman
Vacation Rates for Freightships
Deck Department
Boatswain (SL 7's, SL 18's
Lash, Mariner & Passenger)
Boatswain
Carpenter
Carpenter Maintenance
A.B. Maintenance
Quartermaster
Able Seaman
Fire Patrolman
O.S. Maintenance
Ordinary Seaman
Current
Vacation
1978
Vacation
2,684.65
2,684.65
5,146.28
4,551.68
2,684.65
4,187.72
2,684.65
2,250.16
2,250.16
2,250.16
2,250.16
1.835.66
1,835.66
4,187.72
3,869.96
3,650.04
3,465.36
3,465.36
2,895.76
2,708.76
Increase
From Old
Contract
1979
Vacation
'increase
From 1978
2,461.63
1,867.03
1,503.07
1,503.07
1,619.80
1,399.88
1,215.20
1,215.20
1,060,10
873.10
5,532.24
4,893.04
4,501.80
4,501.80
4,160.20
3,923.80
3,725.28
3,725.28
3,112.96
2,911.92
385.96
341.36
314.08
314.08
290.24
273.76
259.92
259.92
217.20
203.16
1980
Vacation
5,947.16
5,260.00
4,839.44
4,839.44
414.92
3,262.51
366.96
• 2,575.35
337.64
337.64
2,154.79
2,154.79
2,222.04
1,967.92
1,754.52
1,754.52
1.510.78
1,294.66
4,4/2,20
312.00
4,2/8.08
4,004.68
4,004.68
1,346.44
3,130.32
294.28
279.40
279.40
233.48
218.40
Engine Department
Chief Electrician (SL 7's, SL 18's
Lash, Mariner & Passenger)
Chief Electrician (Delta)
Chief Electrician
Crane Mtce./Electrician
Electrician Reefer Mtce.
Second Electrician
Engine Utility Reefer Mtce.
Refrigerating Engineer (when one is carried)
Refrigerating Engineer (when three are carried)
Chief
First Assistant
Second Assistant
Q.M.E.D.
Plumber/Machinist
Unlicensed Junior Engineer (Day)
Unlicensed junior Engineer (Watch)
Deck Engineer
Engine Utility/FOWT (Delta)
Engine Utility
Evaporator/Maintenance
Oiler
Oiler (Diesel)
Watertender
Fireman/Watertender
Fireman
Wiper
Ship's Welder Mtce.
Oiler/Mainleiiance Utility
General Utility/Deck Engine
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2,250.16
2,250.16
2,250.16
2,250.16
2.250.16
2,250.16
1,835.66
2,684.65
2,250.16
1,835.66
5,505.80
5,496.56
5,354.68
5,354.68
5,354.68
5,005.60
5,005.60
5,005.60
5,005.60
5,134.40
4,562.48
4,256.20
5.146.28
4,589.84
4,379.52
3,943.40
4.247.00
4,287.44
4,()00.()4
3,668.88
3,465.36
3,729.20
3.465,36
3,465.36
3,465.36
3,209.00
4,298.96
4,000.04
3,219.00
2,821.15
2,81 1.91
2,670.03
2,670.03
2,670.03
2,320.95
2,320.95
2,320.95
2,320.95
2,449.75
1,877.83
1,571.55
2,461.63
1.905.19
1,694.87
1,258.75
1,562.35
1.602.79
1,315.39
1,418.72
1,215.20
1,479.04
1,215.20 ,
1,215.20
1,215.20
1,373.34
1,614.31
1,749.88
1,383.34
5,918.72
5,908.80
5,756.28
5,756.28
5,756.28
5,381.04
5,381.04
5,381.04
5,381.04
5,519.48
4,904.68
4,575.40
5,532.24
4,934.08
4,708.00
4,239.16
4,565.52
4,609.00
4,300.04
3,944.04
3,725.28
4,008.88
3,725.28
3.725.28
3,725.28
3,460.44
4,621.40
4,300.04
3,460.44
412.92
412.24
401.60
401.60
401.60
375.44
375.44
375.44
375.44
385.08
342.20
319.20
385.96
.M4.24
328.48
295.76
318.52
321.56
30().0()
275.16
259.92
279.68
259.92
259.92
259.92
251.44
322.44
300.00
241.44
6,362.64
6,351.96
6,188.00
6,188.00
6,188.00
5,784.60
5,784.60
5,784.60
5,784.60
5,933.44
5,272.52
4,918.56
5,947.16
5,304.12
5,061.12
4,557,08
4,907.92
4,954.68
4,622.56
4,239.84
4,004.68
4,309.56
4,004.68
4,004.68
4,004.68
3,719.96
4,968.00
4,622.56
3,719.96
443.92
443.16
431.72
431.72
431.72
403.56
403.56
403.56
403.56
413.96
367.84
343.16
414.92
370.04
353.12
31 7.92
342.40
345.68
322.52
295.80
279.40
300.68
279.40
279,40
279.40
259.52
346.60
322.52
259.52
3,677.99
3,667.31
3,503.35
3,503.35
•3,503.35
3,099.95
3,099.95
3,099.95
3,099.95
3,248.79
2,587.87
2,233.91
3,262.51
2,619.47
2,376.47
1,872.43
2,223.27
2,270.03
1,937.91
1,989.68
1,754.52
2,059,40
1,754.52
1,754.52
1,754.52
1,884.30
2,283.35
2,372.40
1,884.30
2,684.65
2,684.65
2,684.65
2,684.65
2,684.65
2.684.65
2,2.50.16
2,250.16
2,250.16
1,835.66
1,835.66
5,146.28
5,146.28
5,146.28
4,551.68
4,045.64
3,943.36
3,465.36
3,418.56
3,418.56
2,687.68
2,687.68
2,461.63
2,461.63
2,461.63
1,867.03
1,360.99
1,258.71
1,215.20
1,168.40
1,168.40
852.02
852.02
5,532.24
5,532.24
5,532.24
4,893.04
4,349.08
4,239.12
3,725.28
3,674.96
3,674.96
2,889.24
2,889.24
385.96
385.96
385.96
341.36
303.44
295.76
259.92
256.40
256.40
201.56
201.56
5,947.16
5,947.16
5,947.16
5,260.00
4,675.28
4,557.04
4,004.68
3,950.60
3,950.60
3,105.92
3,105.92
414.92
414.92
414.92
366.96
326.20
317.92
279.40
275.64
275.64
216.68
216.68
3,262.51
3,262.51
3,262.51
2,575.35
1,990.63
1,872.39
1,754.52
1,700.44
1,700.44
1,270.26
1,270.26
Steward Department
Chief Steward (SL 7's, SL 18's
Lash and Mariner)
Steward/Cook
Steward/Baker
Chief Steward
Chief Cook
Cook & Baker
Second Cook
Third Cook
Assistant Cook
Messman
Utilitvman
The Vacation rates indicated above reflect all COLA increments and supplementary itayments.
June 1978/LOG/13
i.l'
�New Pension, Welfare Benefits Explained
The highest pension benefits and
the most extensive welfare coverage
ever offered to Seafarers are a result
of the new deep sea contract.
The new and improved benefits
arc provided to eligible employees
under the Seafarers Pension and Wel
fare Plans. However, with the in
creased benefits a significant change
in the eligibility requirements for the
Welfare Plan has been made.
Now, the amount of seatime re
quired to receive welfare benefits is
125 days employment in the calendar
year preceding the date of the claim.
The additional requirement of one
day employment in the six month
period immediately preceding the
claim remains the same.
Pension Benefits
The highlight of the new pension
benefits is a $100 jump in the
monthly payment. It goes up in two
steps:
• Beginning Jan. 1, 1979, the
present $350. a month pension
benefit will be raised to $400. a
month.
• Effective June 16, 1980, it will
be further increased from $400.
to $450. a month.
This increase applies to all three
types of pension benefits available
under the Plan—Regular Normal
Pension, Early Normal Pension and
Disability Pension.
The eligibility requirements for
each are as follows:
• Regular Normal
Seatime: 15 years (5475 days)
Retirement Age: 65
• Early Normal
Seatime: 20 years (7300 days)
Retirement Age: 55
• Disability Pension
Seatime: 12 years (4380 days)
at any age, plus, a permanent
14 / LOG / June 1978
disability award from the Social
Security Administration.
Note that the above specified re
quirements for pension are the same
as in the past.
An additional benefit has also
been made available under the Early
Normal Pension Increments pro
gram.
Once you have fulfilled the sea
time and age requirements of the
Early Normal Pension (20 years
seatime at 55 years of age), you
get an additional amount or incre
ment on top of your monthly pension
benefit for every additional full year
that you work (365 days). The max
imum is seven increments.
The new benefit raises this
monthly pension increment from
$15. to $25. And it is effective im
mediately with the start of the new
contract on June 16, 1978. With the
$100. monthly pension increase, this
means that you can receive up to
$625 a month in pension benefits if
you earn all seven increments.
Another benefit of the Early Nor
mal Pension is the Special Pension
Supplement established in 1977.
At present a Seafarer with 20 years
seatime at age 55 can get one addi
tional full year of pension benefits in
a lump sum payment if he works two
more full years (730 days) before he
retires. The Board of Trustees are
presently evaluating a reduction of
this requirement to one full year
(365 days) of additional employ
ment before retirement.
Welfare Benefits
The welfare benefits offer both
brand new and greatly expanded cov
erage for Seafarers and their depend
ents.
The biggest increase is in the
amount of the death benefit. Active
seamen can have up to $20,000 in
death benefit coverage. The maxi
mum under the old contract was
$5,000.
The chart on this page gives full
eligibility details for the new death
benefit. But it is important to remem-
New Death Benefit
Death benefit coverage, provided by the Seafarers Welfare Plan
for active Seafarers, has been greatly increased.
As the chart below shows, the maximum $5,000 payment pro
vided under the old schedule has now become the minimum benefit.
Active seamen can receive up to $20,000 coverage for their families'
security.
Amount of
Required Seatime for Eligibility
Benefit
$ 5,000 125 days in the previous calendar year, 1 in the last 6 months.
10,000 125 days in each of previous 3 calendar years, 1 in the last 6 months.
12,000 125 days in each of previous 4 calendar years, 1 in the last 6 months.
15,000- 125 days in each of previous 5 calendar years, 1 in the last 6 months.
17,000- 125 days in each of previous 6 calendar years, 1 in the last 6 months.
20,000- 125 days in each of previous 7 calendar years, 1 in the last 6 months.
ber that all welfare benefits now re
quire at least 125 days employment
in the previous calendar year, plus
one day in the six months immedi
ately preceding date of the claim.
The biggest new welfare benefit is
a program of Major Medical cover
age for dependents of Seafarers.
Under the old benefit schedule, major
medical expenses like surgery and
'doctor's hospital visits could not ex
ceed $600 in benefits paid from the
Welfare Plan. The Seafarer had to
pay any charges over that amount out
of his own pocket. But the new pro
gram takes over where the old Plan
leaves off and pays up to 80 percent
of any remaining charges.
For example, if a Seafarer's wife is"^
charged $1000. for surgery, the Plan
will pay up to $600 of the bill. And
the new Major Medical program will
pay up to 80 percent of the remain
ing $400.
Expanded benefits to dependents
include the following:
• Hospital Extras: The Plan will
pay all reasonable charges made by
the hospital in addition to room and
board for a maximum of 90 days per
confinement. This is an increase from
60 days confinement under the old
schedule.
• Emergency Treatment: The
Plan will now cover emergency treat
ment received in a doctor's office in
addition to such treatment received
in a hospital.
• Student Coverage: The Plan will
extend dependent benefits to children
of Seafarers who are full-time stu
dents up to the age of 25. This is an
extension from age 19.
In addition the optical benefit is
increased $30 to $40 for eye exam
inations and eyeglasses for both Sea
farers and their dependents.
�SS Delta Mar
Chief Steward Michael J. Dunn, Capt. L. V. Cooley and Seafarers of the SS
Delta Mar (Delta Line) recently were commended by the company "...for the
highest sanitation rating (100 percent) given Delta's fleet of vessels" by a U.S.
Department of Health, Education and Welfare inspector.
Steward Dunn added, "This is a 100 percent steward department, everyone is over
55-years-old and doing a hangup job. Between us we have a whole lot of years of
experience in the steward department. Without their cooperation this job couldn't
have been accomplished. This isn't our only trip with a 100 percent. We have com
pleted two and are trying to capture a few more."
Washington, D.C.
Adm. John B. Hayes, 54, became the 16th commandant of the U.S. Coast Guard
in ceremonies at the Navy Yard here late last month. He succeeds retiring Adm.
Owen W. Siler who ended a 35-year career.
Adm. Hayes, a 1946 graduate of the New London (Conn.) Coast Guard Acad
emy, was sworn in by Secretary of Transportation Brock Adams.
Hayes was born in Jamestown, N. Y. and educated in Bradford, Pa. and at George
Washington University here.
His service experience includes duty in Alaska, Japan, Florida and the Gulf of
Thailand in 1966, where he earned the Legion of Merit while commanding Squad
ron 1 there.
Adm. Hayes also holds Coast Guard Meritorious Service and Commendation
Medals and the Secretary of the Treasury's Commendation Award Medal.
who will ride a Delta Line ship to South America and b;'
• Marciana Jane Rinaldi of Ponce, P R. PropelL Club will voyage on a
Waterman ship round-trip to Europe.
• Kevin .lohnson Danahy of Buffalo's Propeller Club will sail on an American
Steamship Co. vessel on the Great Lakes.
•Ed Perlmutter of Olivette, Mo. and the Si. Louis Propeller Club will ride an
American Commercial Barge Line Boat from St. Louis to Minneapolis, Minn,
and return.
Also in the Propeller Club maritime essay contest, four college students.won
$1,400. They are: Thomas G. Wclshko of the Baltimore Club who won $500;
Susan Blake of the Galveston Club who won $400; Frederick R. Doll Jr. of the New
York Club who won $300; and Mark P. Scott of the Norfolk Club who won $200.
Lome J. Collins of the St. Petersburg, Fla. Club won an honorable mention.
iP'
STTex
From a Gulf port to Beirut, Lebanon, the ST Tex (Altair Steamship) will
haul 23,000 metric tons of bulk wheat early next month.
ST Point Julie
Next month from a Gulf port to both coasts of India, the YZ' Point Julie
(Birch Steamship) will carry 22,679 metric tons of bulk soybean oil.
SS Mary
From a Gulf port in the beginning of July, the SS A/r// r (Marlin Steamship) will
sail to Beira or Nacala, Mozambique or Dar es Salaam, Tanzania carrying 14,250
tons of bagged fertilizers.
FLAG
SS Jeff Davis, Robert Toombs, Stonewall Jackson
On July 1-10, the SS Jeff Davis; on July 16-25, the 55 Robert Toombs and on
Aug. 1-10, the SS Stonewall Jaekson (all Waterman), will each carry 5,000 metric
tons of bagged wheat flour to Sri Lanka, (Ceylon).
Washington, D.C
Among the 20 U.S. high school students who won cash prizes and voyages on
American ships in the 1978 Propeller Club "Merchant Marine's Vital Role in the
World of Commerce" essay contest, are four students who will ride SlU-contracted
vessels this summer. The SlU companies are on the deep sea. Lakes and inland
waters.
These four winners, and the companies and Propeller Clubs sponsoring
them are:
• Jack James Carrell Jr. of Bogalusa, La. and the New Orleans Propeller Club
Seventy-one cents of every dollar spent in shipping on American-flag vessels
remains in this country, making a very substantial contribution to the national
balance of payments and to the nation's economy.
Use U.S.-flag ships. It's good for the American maritime industry, the Ameri
can shipper, and America.
iSIUIlBillHIIIIIK
Jimmy Carter Says Hi Y'Aii to Seafarers on Nigerian Trek
\
I!
•K
President Carter (center) comes down the gangway of the SS Delta Paraguay in
Lagos, Nigeria after he and Mrs. Carter personally greeted each Seafarer aboard.
Leading a tour of the ship is Capt. Frank Verner (left). In front is a Secret Service
operative.
Delta Line's containership SS Delta Paraguay eases out of New Orleans Harbor
down the Mississippi enroute to Lagos, Nigeria where President and Mrs. Jimmy
Carter visited the vessel on Apr, 2. Accompanying the ship is the TugJames E. Smith
(Cresent Towing). On the levee are barges of Orgulf Transport and the Coal
Barges Co.
Deposit in the SlU Blood Bank— It's Your Life
June 1978 / LOG / 15
�B5
Algerian Ship Rams Yellowstone;
1 Dead, 4 Missing
Peter Shaughnessy William S. Karaba
missing
missing
An aerial photo snapped by the British Naval Air Force shows the ST Yellowstone (Ogden Marine) a short time after she was
rammed by the Algerian freighter SS Ibn Batoutn on June 12 leaving the Straits of Gibraltar. The crash killed five and
injured three crewrnembers of the Yellowstone. She sank the next day in the Med,
A Seafarer was killed, four crewmembers arc missing and presumed
dead and three were injured when the
Sll'-manned ST Yellowstone (Ogden
Marine) was rammed portside in the
engine room by the 7,435 dwt Algerian
freighter SS Ihn Batouta. It happened
midday in thick fog and calm seas on
June 12 just 14 miles southeast of the
British crown colony of Gibraltar in the
Straits.
The Yellowstone, carrying grain, sank
while being towed the next afternoon in
3,800 feet of Mediterranean waters 77
miles southeast of Gibraltar.
Dead is Messman Donald C.^Whitev"
Tucker, 45, of River Rouge, Mich. Mis
sing and presumed dead are C hief Elec
trician Peter K. "Red" Shaughnessy, 55,
of Brooklyn, N.Y.; Wiper Garter Lane,
36, of Hot .Springs, Ark.; OS William S.
Karaha, 26, of Ashland, Wise, and 3rd
Engineer George Wright, 66, of Seattle.
Injured and flown by a British Navy hel
icopter to the Gibraltar Naval Hospital
were AB Jerry M. Ea Duke, 37, of De
troit; 3rd Cook Robert E. Cotton, 50, of
Mobile and one of the ship's 3rd mates.
The Algerian vessel suffered damage
to her bow but reported no casualties.
Injured AB Jerry M. La Duke (front stretcher) and 3rd Cook Robert L Cotton (rear
stretcher) of the Yellowstone get medical attention from doctors and attendants
before being taken to the Royal Naval Hospital at Gibraltar.
16 / LOG / June 1978
She sailed under her own power to the
Algerian port of Oran. All 36 survivors
of the Yellowstone were taken off by
ships of the British Navy.
Seafarer Spolios J. Kosturos was on
the deck of the Yellowstone in cool
weather with the ship's foghorn blowing
when he said he saw the Algerian
freighter come out of the fog about 100
yards away bear down on his ship. He
said he couldn't tell how fast the Ihn
Batoiita was moving.
When the Algerian ship's bulbous
bow sliced 25 feet into the port side of
the Yellowstone, she trapped the dead
Donald G. Tucker
Carter Lane
missing
dead
and missing in the engine room, in the
messroom and in the foesle area.
In Gibraltar the next night. Seafarer
Robert Lang telephoned his wife, Joan,
in Chester, Pa. He told her he had to
climb out over the engine room boilers
and steam pipes to escape the engulfing
waters which put the engine room under
water in 4 to 5 minutes.
First on the crash .scene within min
utes were the British submarine HMS
Finwhale and the frigate HMS Aurora
which put damage control teams on the
Yellowstone. Later the frigate took off
the first 19 survivors from the Yellow
stone. AB Benjamin E. Fowler of Hous
ton said the A urora crew also gave them
survival kits with British Navy hats,
sweaters and tennis shoes.
The crash impact was so great that the
two vessels were locked together. Dur
ing the night strong westerly winds and
current drifted the ships eastward. They
were pulled apart by the Royal Mari
time Auxiliary tug Cyehne. The Yellowstofie was lowed toward Gibraltar
but in 30 minutes she started to take on
water. Her SlU skeleton crew, led by
Recertified Bosun Arthur Harrington
and 2nd Electrician Thomas Berry, were
taken off the sinking ship onto another
tug. The towline was cut and the Yellow
stone plunged by her stern and sank.
The Yellowstone had taken on her
cargo of wheat in the Lakes port of
Duluth, Minn, and some of her crew at
SlU Lakes Headquarters in Algonac,
Mich.
British Navy helicopter flight personnel take hurt Seafarer Jerry M. La Duke (in
stretcher) of the Yellowstone off the chopper to a waiting naval ambulance. The
plane flew the injured off the frigate HMS Aurora.
�National Maritime Day Honors America's Merchant Seamen
•
1 « V
•. •
a
_
National Maritime Day has been an
annual, American tradition since its
observance was declared by law in 1933.
The day was chosen to mark the 1819
transatlantic crossing of the SS Savan
nah—the first transatlantic crossing by
a steamship. But it is also a day honoring
achievements of merchant seamen.
SIU members joined representatives
of the maritime industry and govern
ment spokesmen on May 22 for the
Port of New York-New Jersey National
Maritime Day ceremonies. Similar cere
monies were held in ports throughout
the country.
Thousands of people filled the sunny
_
_
_
plaza of the World Trade Center to
hear speeches and presentations honor
ing the American merchant marine.
Tributes to maritime included a musi
cal salute to the seagoing past and a
wreath ceremony in memory of those
who gave their lives serving the mer
chant marine. SIU Executive Vice Presi
dent Frank Drozak represented the
Union, which was among the sponsors
of the wreath.
Maritime Day is both a colorful and a
solemn occasion. It honors the import
ance of the American merchant marine
in the nation's history and it's also a
gesture of support to today's maritime
industry.
SIU Executive VP. Frank Drozak (second from right) joins representatives of
other maritime organizations and three clergymen in dedicating a wreath to the
men who died while serving the merchant marine.
The U.S. Merchant Marine Academy Regimental Band entertained spectators at
the World Trade Center plaza as part of Maritime Day ceremonies.
Seafarers Recount Yellowsfone Tragedy on Arrival in States
JFK AIRPORT, N.V.—"If I hadn't
been working overtime aft," A B Marcelires Mejaries told the Log here on June
16, "my life would not have been saved
when the ship hit." He explained that his
roommate, OS William S. Karaba, one
of the missing, was sleeping in his focsle
at the time. "3rd Cook Cotton." despite
leg injuries, "tried to get my shipmate
out," the Seafarer added.
Later Mejaries said, he crossed over
Saved by a heroic shipmate is Wiper
Henry Kozlowski.
to the Algerian ship to ask for radio help
of the captain. The AB congratulated
the officers and crew of the Royal Navy
for their rescue efforts.
2nd Electrician Thomas Berry of
Goodsprings, Ala. said he was working
on deck at the time of the impact. He
later dove down into the flooded engine
room searching for survivors but found
none. He reported that the Yellowsione
crew sent a cablegram of thanks to the
HMS Aurora for their aid.
Another survivor. Chief Steward
Francis E. Smith of Baltimore said, "the
cook (Cotton, who was injured) and the
messman (Tucker, who died) were in the
messroom setting up the tables for
dinner when the ship hit." He declared
that "in another 15 minutes most ofthe
crew would have been in the mcsshall
eating."
Oiler Wilbur M. Gee of Nederland,
Tex., who was on deck watch taking
readings at the crash, cited FOWT Rob
ert Lank for his heroic leading of Wiper
Henry Kozlowski out of the underwater
engine room to safety. Kozlowski said,
"I was on duty and I blacked out. I had
trouble getting up the ladder. The pa.ssageway was blocked. I then met Lank
Hero Seafarer Robert Lank (right) gets a warm welcome home from his wife, Joan
at the airport.
who helped me climb up over the steampipes."
Seafarer Gee also said he was on the
main deck pa.ssageway after the collision
when he saw AB.Icrry La Duke, with his
head bloodied, fall to his knees. "I gave
him a lifejackct before he was taken to
the hospital. At the same time I .saw the
3rd mate was Put on the deck, too. I put
my own lifejacket under his head."
AB Marcelires Mejaries tells of his es
cape from death.
June 1978 / LOG / 17
�U.S.C.G. Finds 50% Deficiencies on Liberian Ships
More than half of all Liberian and
Panamanian-flag tankers entering
American waters possess some sort
of mechanical or structural deficien
cies. These inadequacies endanger
the safety of the ships' crews, the
safe operation of the vessel, and the
environment of our c^oastal waters.
This disturbing fact about flag-ofconvenience tankers comes from a
statistical breakdown of the Coast
Guard's 1 '/4-year old Foreign Tanker
Boarding Program.
The Guard began this program of
boarding and inspecting foreign
tankers as the direct result of a rash
of flag-of-convenience tanker acci
dents in U.S. waters in late 1976.
The Coast Guard publication.
Proceedings of jhe Marine Safety
Council, points specifically to the
tragedies of the Liberian-flag tankers
Sansenina and the Argo Merchant
in December 1976 as the immediate
reasons for beginning the program.
The Sansenina blew up in Los
Angeles harbor killing six, injuring
58, and dumping 20,000 gallons of
bunker oil into the harbor. .
The Argo Merchant went aground
off Nantucket Island spilling 7.3 mil
lion gallons of fuel oil into the Atlan
tic. It was the worst spill ever in
American waters.
In the first year of the boarding
program (January 1977-January
1978), the Coast Guard examined
2,710 foreign tankers in U.S. coastal
waters as well as at ports in Puerto
Rico, Hawaii, and Alaska.
Of these, 991 were Liberian flag
tankers which were found to have a
total of 3,033 deficiencies of some
kind.
rLETTERS
L
TO THE EDITOR j
The Coast Guard inspected 189
Panamanian vessels which carried
447 deficiencies.
The Greeks didn't do too well
either. The Coast Guard boarded 374
Greek tankers finding 1,660deficien
cies.
Overall, the Coast Guard found an
incredible 7,188 deficiencies in the
foreign vessels inspected in 1977. A
breakdown of the types of problems
found on these vessels is as follows:
• 2,764 deficiencies in cargo vent
ing systems. These included defective
or missing pressure/vacuum valves
as well as wasted and holed vent pip
ing and vent masts.
• 1,294 defects in cargo pipingsystems, including wasted, holed, and
leaking pipes in both the bunker fuel
and cargo lines.
• 858 inadequacies in the cargo
handling equipment. These defects
included inoperative or excessively
leaking cargo pumps; leaking steam
piping to the cargo pumps; inopera
tive and leaking cargo valves, and
faulty stripping pumps.
• 593 defects in fire protection sys
tems including such dangers as in
operative fire pumps, missing fire
hoses and extinguishers, and inoper
ative sprinkler systems.
• 737 violations in the pumproom. These included inoperative
bilge pumps; defective watertight
doors, and missing or holed ventila
tion supplies and ducts.
• 183 structural deficiencies,
including cracks in the bulkheads
between pumproom and cargo tanks
and pumproom and engine room;
defective watertight doors leading to
the deckhouse, and cracks in the
main deck and superstructure bulk
heads.
There were also many other
deficiencies found in the Coast
Guard sweep. These included 727
defects in the ships' navigation
equipment. They also included
defective ship ventilation systems,
and missing lifesaving and other
crew safety equipment.
Looking at these statistics, it's
easy to see that these are by no
means minor violations. They are
LOG
ftehab Program at Galveston
I was happy to see in the March 1978 issue of the Log a story noting
that the USPHS hospital in Norfolk now has an alcohol detoxification program
with another set up at Staten Island. The story also mentioned that programs
are currently available in San Francisco and Baltimore. But the story failed to
mention the program at the USPHS hospital in Galveston.
The program at the USPHS Hospital in Galveston started in July 1977. It is a
30 to 60 day program (depending on the needs of the patient) consisting
of detoxification followed by a period of intensive treatment and reha
bilitation. Originally .set up to accommodate 10 patients, there is almost
always from eight to 12 active in the program. To date, we have seen close
to 100 people, some of them members of the SIU Brotherhood. So far we
have not had to turn anyone away that was seeking help for their alcohol
problem.
We need as many programs as possible to treat seamen suffering from
alcoholism, and we need to let the seamen know about these programs.
Between your program and ours, plus the others currently operating and
planned, we can reach more of the seamen wherever they may be found.
Sincerely,
Larry J. Marwedel
Director, Alcoholic Treatment and Rehabilitation
Program, Department of Health, Education
and Welfare.
18 / LOG / June 1978
iwn», 197S
serious and basic defects in vessels
that can, and have, caused major
collisions, spills, and explosions in
U.S. waters and harbors.
Up until they began their board
ing program, the Coast Guard said
that "a foreign flag tanker having the
necessary certificates and being
from a nation signatory to the
international convention for vessel
safety has been largely exempt from
domestic regulation."
Even now, though, with their
boarding program, the Coast Guard
can do little more than issue
deficiency letters to the master.
However, with U.S.-flag ships,
the Coast Guard exerts strict safety
control and oversight on the vessel
from its blueprint stage, through
construction, and throughout the
ship's sailing life. The Coast Guard
does this "to insure that the ship is in
compliance with applicable federal
regulations and international agree
ments."
Very simply, U.S.-flag tankers are
among the safest sailing in U.S.
waters in respect to crew, environ
mental, and operational safety.
Unfortunately, U.S. ships carry
only 3.5 percent of America's huge
imports of foreign oil. Flag-ofconvehience ships carry more than
50 percent.
It should be obvious to everyone,
especially Congress, that this ineq
uity in U.S. vs. foreign ships has
placed America's coastlines and
harbors in a great deal of environ
mental danger.
The SIU feels that the only logical
answer is to cut down on the use of
foreign-flag vessels plying our
waters. That means oil cargo prefer
ence legislation for U.S. ships.
The SIU has been fighting for
such legislation for nearly two
decades. The next time this bill is
brought up we sincerely hope that
Congress takes note of the serious
safety problems that exist in Ameri
can waters today.
In the meantime, we hope that
America's coastal environment is
not irreparably scarred by another
incident involving a flag-of-conven
ience vessel.
Official Publication of ti>s Seafarers International Union of
Nortti America, Atlantic, Gulf, Lakes and Inland Waters District;
AFL-CIO
Vol, 40. No. i
Executive Board
Paul Hall
President
Frank Drozak
Executive Vice President
Earl Shepard
Vice President
Joe DiGiorgio
Cal Tanner
Secretary-Treasurer
Vice President
ey Williams
Lindsey
Vke President
irrnTTry;-.
lunimssl
Marietta Homayonpour
339
Editor-in-Chief
James Gannon
Managing Editor
Ray Bourdius
Marcia Reiss
Edra Ziesk
Assistant Editor
Assistant Editor
Assistant Editor
Frank Clanciotti
Dennis Lundy
Chief Photographer
Associate Photographer
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Union, Atlantic, Guif, Lakes and Inland Waters
District, AFL CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y.
�Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
Xgv JUNE 1978
Debate On the Maritime
Authorization Bill
Congress Affirms 1970 Merchant Marine Act;
Authorizes Subsidies For '79 Maritime Program
In the April issue of The Log^ we reported
on the passage of the Maritime Authoriza
tions Bill for fiscal Year 1979.
In this special supplement, we are reprint
ing the actual floor debate on this bill as it
was reported by the Congressional Record.
We think you will find this both interesting
and informative.
Also in this special report, is a breakdown
on the amendments offered by Congressman
PaulMcCloskey (R-Calif), shoiving how they
would have seriously damaged the intent of
the Merchant Marine Act of 1970.
*
*
*
On May 23, fhe House, by a vote of 326-82,
overwhelminglv passed the "Maritime Appropria
tion Authorization Act for 1979." This legislation
which authorizes the monies necessary to carry out
certain maritime programs of the Department of
Commerce provides the following: $157 million for
construction differential subsidy: $262.8 million
for operating differential subsidy: $17.2 million
for research and development: $24.6 million for
maritime education and training ex[)enses; and
$34.8 million for the reserve fleet and for other op
erating expenses.
The legislation also raises the Title XI Mortgage
Guarantee Program from $7 billion to $10 billion.
Public Law 469, passed by the 91st Congress and
•r •
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V r-j
^
United States
of America
Vol. 124
Merchant Marine Act of 1970
•
signed into law on October 21, 1970, amended the
Merchant Marine Act of 1936. This law is com
monly known as the Merchant Marine Act of
1970. The purpose of the 1970 Act was to rebuild
the American shipping and shipbuilding industries
and to increase the carriage by American shi{)s of
U.S. commerce. At the same time, the 1970 Act
was to bring about various refinements in the
administration of our national maritime policy .
The annual Marad authorizations approved by
Congress reflect tbeir understanding tbal these
CDS and ODS funds are necessary for the const riiction and operation of .a modern, privatelv-owned,
U.S.-flag fleet.
The construction differential subsidy (CDS) is
based on the difference between United Slates and
foreign shipbuilding prices. The subsidy is paid to
the yard so that the eOst of the vj^ssel to the [I..S.
purchaser is the same as if he bought the vessel
from a foreign yard. Before 1970, CDS was gen
erally limited to liner vessels. .
Since 1970, CDS can he a[)plied to all types of
qualified U.S.-flag vessels engaged in onr foreign
trade. In 1979, the $157 million reipiest, cou[)led
with an unexpended balance from prior fiscal years,
will support the const ruction of six modern, sophis
ticated vessels in U.S. shi{)yards—two containerships, two roll-on/roll-off ships and two UNO
carriers.
The operating differential subsidy of $262.8
million will be paid to American ship operators in
order lo promote the maintenance of a U.S. merehatit fleet capable of providing essential shipping
service. ODS is an important means of Federal sup
port for continuing compelilive operations of the
U.S.-flag merchant fleet in the foreign trade of the
United States.
Continued on Page 20
(Eongrcssional Hccord
PROCEEDINGS AND DEBATES OF THE ^5
CONGRESS, SECOND SESSION
No. 77
WASHINGTON, TUESDAY, MAY 23, 1978
THE MARITIME APPROPRIATION
AUTHORIZATION ACT FOR FISCAL
YEAR 1979
Mr, MURPHY of New York. Mr. Speaker, I move that
the House resolve itself into the Committee of the Whole
Hou.se on the State of the Union for the further considera
tion of the bill (H.R. 10729) to authorize appropriations
for the fiscal year 1979 for certain maritime programs of
the Department of Commerce, and for other purposes.
The SPEAKER pro tempore. The que.stion Ls on the
motion offered by the gentleman from New York (Mr.
Murphy).
The motion was agreed to.
IN rilF COMMIT! FF OFTHF WHO! F
Accordingly the House resolved itselfinto the Committee
of the Whole House on the State of the Union for further
consideration of the bill H.R. 10729, with Mr. MOAKI FV in
the chair.
The Clerk read the title of the bill.
The CH.AIRMAN. When the Committee rose on Mon
day, May 22, 1978, all time for general debate had
expired and the bill had been considered as having
been read and open to amendment at any point.
Are there anv further amendments?
Lobbying
•
•
•
Mr. McCLOSKEY, Mr. Chairman, I offer an amend
ment.
1 he clerk read as follows;
Amendment offered by Mr. M( CT.O.SKFY: On page-2,
at the end of line 19, insert after "Defense;" "Provided
further. That no funds authorized by this paragraph may
be paid for any item of wage costs that is paid to the
Transportation Institute, the Joint Maritime Congress, or
the American Maritime Officers Service, or to any other
organization which engages in lobbying activities."
Mr. McCLOSKEY. Mr. Chairman, this is a simple
amendment. As the committee knows, the nearly $.100
million that we pay in operating siibsidides goes to
remedy the differences in wages between U..S. seamen and
their foreign counterparts, so that if a U.S. .seaman earns
$20,000 a year and a foreign seaman earns $8,000 a
year, the $12,000 difference is paid to the company out
of funds of the Treasury of the United States to make up
that balance.
This amendment is simple. All it does is prohibit any
of these taxpayers' funds being paid to organizations
which engage in lobbying activity.
Mr. Chairman, I have with me the report to the Federal
Election Commission la.st year, indicating that on the
maritime bill, the cargo preference bill, a contribution
was made of $50,000 from the Transportation Institute and
Continued on Page 20
June 1978 / LOG / 19
�IConarraonaCRccord
United Siuci
yAacricn
Voi. 124
^
PROCEEDINGS AND DERATES OF THE 95
CONGRESS. SECOND SESSION
WASIflNCTON, TUESDAY, MAY 2\, 1978
No. 77
Continued from Page 19
$100,000 from the Joint Maritime Congress. When we
ascertained that these two agencies funded by the
maritime unions had made $150,000 in political contribu
tions on the cargo preference bill, we asked the Maritime
Administration how much those agencies had received
from the wage subsidy program. The response from the
Maritime Administration was that on the basis of an
estimate, the Transportation Institute would have received
an estimated $30Z000 in calendar year 1977 for operators
receiving an operating differential subsidy.
What that means is that the unions and management
of the subsidized maritime companies negotiate as part of
the wage cost, the unions will receive these contributions
from management to the Transportation Institute and the
U.S. Maritime Congress, and that those agencies can then
turn around and use those public funds to lobby on bills
before this Congress.
Mr. Chariman, if we want to squarely face tlie issue of
public financing of campaigns, I suppose we might justify
taxpayers' dollars going to agencies that then engage in
lobbying. But I do not think we can justify singling out this
industry to allow unions to negotiate that management will
contribute funds from the taxpayer that will then be used
for lobbying expenses.
The amendment is simple. It merely provides that no
funds authorized by theoperatingsubsidiescan beusedtobe
paid to the Transportation Institute, the Joint Maritime
Congress, or to the American Maritime Officers Service,
or to any other organization which engages in lobbying
activities.
If those agencies wanted to engage in lobbying activities,
they would be cut off from subsidy funds. If they wanted
to end their lobbying activities, then there would be no
problem with respect to their receiving these funds.
Mr. MURPHY of New York, Mr. Chariman, I rise in
opposition to the amendment.
The amendment offered by our colleague, the gentleman
from California (Mr. M( CI"SKI Y), very cleverly impinges
upon the collective-bargaining proce.ss.
Legislative Support
for U.S. Maritime
Though Congrr-^snian Pant N. Mettiostn'v, Jr. oj
( 'aiifonua is a mi'intwi of the House Merehant Marine
and Fisheries Committee, he is an opjnment of organ
izations that promote the C.S. maritime industry.
In an attacli on organizations such as the American
Mfiritime Officers Serrice, the J oint Maritime Congress
and the Transfxn tation Institute, McCloskey submitted
an amendment that would have stopped federal .sup
port payments to companies that take part in groups
that supjrort the maritime industry.
Congressman John M. Murphy of New York, chair
man of the House Merchant Marine and Fisheries
Committee, told House members that no such restric
tions exist in other subsidized industries—in the air
line, agricultural or any of the other long list of
industries.
"The steamship companies aregetting the (support)
funds to operate .vo that the United States can compete
with ichat ice might virtually call foreign slavejabor,
as ice have seen in the case of controlled carriers,"
Murphy declared.
He noted that less than 3 per cent of the contribu
tions to the Tt ansportation Institute, for example, come
from firms receiving federal support.
Very clearly, what we are dealing with is the fact that
the operational differential subsidy funds are paid to a
steamship company. The steamship company then pays its
employees. I he employees then contribute to a fund, and
that fund, in turn, then goes to the Transportation
Institute, to the Joint Maritime Congre.ss, and to the
American Maritime Officers Service.
Mr. Chairman, we tried to build a hearing record to
substantiate, in some degree, whether or not there was a
direct subsidy paid to maritime labor. In effect, we
could not establish that link.
Therefore, we went to the Maritime Administrator, and
I would like to quote the following, which I think places in
perspective precisely what this amendment is.
The Maritime Administrator said as follows;
"Clearly, these organizations have sufficient funds from
non-subsidized sources to have made the transfers to the
U.S. Maritime Committee, in the case of the Transportation
institute, about 40 times that amount, and in the case of the
Joint Maritime Congress, mure than 6.times the amount.
20 / LOG / June 1978
"Based on these estimates, we are not aware of any law
which prohibits these contributions to the U.S. Mai^ime
Committee.
"However, it is important to bear in mind tbat the receipt
of Federal subsidies, whether by tbe maritime industry,
airlines, agriculture, or any of the other long list of
industries does not bring with it a prohibition from the
freedom to engage in legitimate political activity."
Mr. Chairman, I think the significant thing is that there
is a bona fide collective-bargaining process between mari
time labor and maritime management. Here we are trying to
write into law restrictions and impingements on that
collective-bargaining process.
Mr. Chairman, I would think the committee, in its
wisdom, would rqject this amendment.
Mr. McCLOSKEY. Mr. Chairman, is the gentleman
suggesting that the collective-bargaining process should
permit a union to negotiate for the receipt of public funds
to be used for the lobbying process? That is what happens
here.
Mr. MURPHY of New York. I just pointed out to the
gentleman that there are sufficient funds, 40 times enough
funds to one of these organizations, one for example, 6
times enough funds to another of these organizations,
coming from the nonsubsidized wages.
Mr. McCLOSKEY. Then why do they need funds from
the Government?
Mr. MURPHY of New York. They are not getting funds
from the Government. The steamship companies are getting
the funds to operate so that the United States can compete
with what we might virtually call foreign slave labor, as
we have seen in the case of controlled carriers, with
respect to that portion of the fund.
I do not see how we can favor programs to support
these institutions when there are sufTicient and substantial
other funds to draw from for the operation of these
organizations.
The CHAIRMAN. The question is on the amendment
offered by the gentleman from California (Mr. MCCLOSKEV).
The question was taken; and the Chairman announced
that the noes appeared to have it.
Mr. McCLOSKEY. Mr. Chairman, I demand a recorded
vote.
A recorded vote was ordered.
The vote was taken by electronic device, and there
were—ayes 168, noes 227, not voting 39.
So the amendment was rejected.
The CHAIRMAN (Mr. MOAKIEV). Are there any
additional amendments?
Continued on Page 21
MARAD Authorizations FY 1979
Continued from Page 19
riuHarge.sl pari of operaliiig coslsgo to offset the
difference between United States crew wages and
those of low paid foreign crews. ODS also covers
such major items as maintenance and repair costs,
IUJI! and ma(diincr\ insurance and protection and
ind(;mnit\ insurance.
'flic objecti\('s of the research and development
programs of Marad are to develop methods, svstems
and eipiipment to improve productivity and opmating elliciency -in the U.S. shipbuilding and
operating industries, it consists of four programs;
a) advanced ship development; b) advanced ship
operations; c) maritime ri!search; and d),advanced
maritime technologv.
in addition to providing funds for maritime edu
cation and training and funds for the reserve fleet,
the legislation raised the Title XI guarantee from S7
billion to $10 billion. This program, established in
the Merchant Marine Act of 1936, provides the full
government faith and credit guarantee needed by
vessel owners to obtain commercial financing for
ves.sel construction. The primary purpose of Title
.XI is to promote the growth and modernization
of all segments of the U.S. mercl^ant marine.
The Title XI program has been a successful pro
gram for many years—it operates at no cost to the
gover nment. This amendment does not involve the
appro[)riation of funds. The amounts stated in the
amendment are just ceilings which mav be used to
guarantee mortgage insurance for the construction
of vessels.
The Senate, which passed a similar bill on April
24, concurred in the Hou.se amendments—which
means that no conference will be. necessary.
The legislation is now awaiting the President's
signature.
f': ^
"• •>
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MARITIME TRAINING
•
•
•
Mr. McCLOSKEY. Mr. Chairman. I offer an amend
ment.
The Clerk reads as follows:
Amendment offered by Mr. MCCIOSKF.Y: On page 2,
at the end of line 19, insert after "Defense;" "Provided
further. That no funds authorized hy this paragraph may
he paid for any item of wages costs that is paid for the
training expense of new entrants into the maritime
industry."
i.Mr. MCCLOSKEY. Mr. Chairman, this amendment
addresses a situation which 1 think is unique in the
United States. Under this authorization bill we have
funds to fund the Federal Maritime Academy at Kings Point
with over 1,000 students, at Federal expense, that we
graduate to serve the U.S. maritime establishment. We
also furnish, under this bill, assistance to six State
schools which graduate students for the maritime service.
But in addition to the Federal funding of State and
Federal academies, a single union, the Marine Engineers
Beneficial Association, has been powerful enough in its
negotiations with the subsidized liner companies to require
that as part of the wages paid to marine engineers there be a
payment in excess of S2 million a year toward the operation
of a private school for marine engineers operated bv
the union.
Now. so far as 1 know, the Congress does not ordinarilv
intrude in the collective bargaining process, but where a
Maritime subsidy, as in this cas-e. is paid solely for the
differential in wages between American seamen and foreign
seamen. I know of no similar situation in the country where
the collective bargaining process is allowed to impose
a direct expense on the American taxpayer. Note that
there is no ceiling if this procedure is permitted. If we
will fund whatever union and management should negotiate
as an increased cost to the American taxpayer, then under
our law the Government will pick up that excess cost.
This amendment really provides that no part of the
Federal subsidy should be paid for the operation of a
private school.
The school involved is the Marine Operating Engineers'
School operated by Jesse Calhoon. Jesse Calhoon is the
same individual referred to in that confidential memoran
dum to the President last year on the cargo preference bill,
stating that the sole reason for the administration's support
of the. cargo preference bill was because of the President's
obligation to Jesse Calhoon.
Now. Mr. Calhoon is an estimable gentleman and he may
run a fine school and a strong union; but this is a school
which is not accountable to the Congre.ss of the United
States for its operation, for its efficiency .or the quality of
its graduates. If it is to be a federally funded school,
it should be considered by the Congress and we should
fund it by direct funding. Here we are indirectly funding the
school by not challenging the process where these funds are
paid over for its operation.
Mr. MURPHY of New York. Mr. Chairman. I rise in
opposition to the amendment.
This amendment, of course, is directed at really hurting
the nonsubsidized American carriers. Here we have one
school where new entrants come into the maritime industry,
where new personnel are trained, and that is the Marine
Engineers Beneficial Association Academy. But who pays
for it? All companies with a collective bargaining agreement
with the MEBA. subsidized companies and nonsubsidized
companies.
This amendment, in effect, would prohibit the subsidized
companies from paying their fair share of the only input
of trained personnel to this industry.
Now, the gentleman claims the Congress of the United
States has nothing to say about the standards of this school.
We do. Every graduate before he goes into this industry
must be certified by the U.S. Coast Guard, whose regulations
come from the law that we establish here in this Congress.
This is a vital and a necessary element of maritime labor.
To saddle only the nonsubsidized companies withpayingfor
this. I think, is an infringement on this industry. I think
all elements of the industry should certainly bear their fair
share of the costs for this school.
I hope the House will reject the amendment.
Mr. McCLOSKEY. Mr. Chairman. I think the gentleman
is in error on one point. This amendment will not prohibit
the subsidized companies from paying what the unions
require them to pay toward the support of the school. What
it will do is provide that these moneys will not be paid
out of Federal funds. It will Just deny to the subsidized
companies Federal reimbursement for funds contributed
toward that school.
The CHAIRMAN. The question is on the amendment
offered by the gentleman from California (Mr. McCi SOKFV).
Mr. McCLOSKEY. Mr. Chairman. I demand a recorded
vote.
A recorded vote was ordered.
The vote was taken by electronic device, and there were—
ayes HI. noes 289. answered "present" I. not voting 33.
So the amendment was rejected.
AMENDMENT WITHDRAWN
Mr. McCLOSKEY. Mr. Chairman. 1 offer an amend
ment.
The clerk read as fellows:
Amendment offered by Mr. Mr. Mt Ci OSKEY: On page 2,
at the end of line 19, insert after "Defense;" "Provided
%
John Vliirphy (I).-N.Y.)
further. That no funds authorized by this paragraph may
be paid to compensate for the wages of those members of
the crew of any, vessel that arc greater than 50 percent in
excess of the minimum manning scale established for the
vessel by the I'nited States Coast Guard;",
Mr. McCLOSKEY. Mr. Chairman. 1 ask unanimous
consent to withdraw the amendment.
Tbe CHAIRMAN. Is there objection to the request
of the gentleman I'rom California?
There was no objection.
OPERATING SUBSIDIES
Mr. McCLOSKEY. Mr. Chairman. I offer an amend
ment.
The clerk read as follows;
Amendment offered by Mr. M(CIOSKI^: On page 2.
at the end of line 19, insert after "Defense;" "Provided
further. That no funds authorized by tbis paragraph may
be paid under tbe terms of any future operating differential
contract wbicb bas a duration greater than one year;".
Mr. McCLOSKEY. Mr. Chairman, for the benefit ofthe
members of the committee who are not familiar with the
details of the operating subsidy program, it is a program
Coiifiro.ssinaii John Murphy (D-N.Y.)
. . this siihsidy prop^rani hos uvrouutvd for the
most viable, innovative and healthy seffment of
the U.S.-flag merchant fleet ami tve must continue
it . .
"The Title Xi guarantee program has for many
years been a very surressful prttgram, operates at
mt cost to the government, and currently has a
profit of about $150 million in the Federal ship
financing fund."
under which we pay the differential in wage costs of
American seamen as between our wages and those of
competing foreign seamen. The meaning and the purpose
of this program is that American ships should be able
to operate in competition with foreign ships which pay
their seamen much lower wages.
For example, if a Greek seaman earns $8,000 a year,
and an American seaman earns 520.000 a year, the Federal
Government will pay to the subsidized companies the
difference of $12,000 as it is paid out over the year.
Thus we pay that portion of American seamen's wages
nece.ssary to permit American ships to compete with
foreign ships.
What this amendment seeks to do is limit this year's
operating differential subsidy contracts to 1 year in
duration ratber than the 20-year contract which has become
customary in t his industry. This year we have approximately
173 U.S.-flag ships owned by companies which will be
receiving operating subsidies. Eighty of t hose ships come up
. for renewal in this next fiscal year. Thus, if Congress does
not act to adopt this amendment, the Maritime Administra
tion will be authorized next year to negotiate 20-year
contracts which will bind tbe Federal Government to pay
over a period of 20 years some $3.1 billion'a? a charge
against U.S. Treasury.
Why should we limit those contracts to solely I year?
Because this year, as 1 am sure the chairman will confirm,
we are considering a comprehensive change in U.S. maritime
policy to shift away from the subsidy program tbat we have
followed since 1936. to a means of protection for our
shipping companies which may involve cargo protection
or cargo allocation. As we sit here, the Merchant Marine
Committee has befo:e it a bill to authorize closed con
ferences. monopolies of U.S. shipping owners to require
40 percent or more of U.S. cargoes to be carried on
U.S. ships.
Should we adopt within the next year this monumental
change in U.S. shipping policy, the operating subsidy
program will be out of date, and vet we will be committed
to 20 years of payment, under contract, of operating
subsidies.
This was one of the problems we had last year with
the cargo preference bill. Had that bill been enacted,
we would have given a cargo preference to some U.S.
companies but others would have been receiving operating
su bsidies.
When we asked the U.S. Maritime Administrator how
he could reconcile cargo preference with payment of
maritime subsidies, he confessed they had no legal opinion
which would Justify cutting off subsidies even though cargo
preference were adopted.
In the last year ofthe Ford administration, the budget
proposal which the Ford administration was goingtosubmit
to the Congress proposed to end the subsidy program in
consideration of adopting some other programs and they
wanted a limitation on these subsidies for I year.
It seems to me in the light ofthe legislation we are now
considering we should not permit this Congress to bind
almost half the U.S. merchant marine to 2()-yeai contiacts.
If wc proceed in this year or in the next to adopt the
closed conference concept to protect our merchant marine
so it would be guaranteed to carry 40 percent or more of our
foreign commerce. I think the chairman will concede there
is no need for subsidies.
Could I ask the chairman tbat question?
Mr. MURPHY of New York. Mr. Chairman, will the
gentleman from California restate his question?
Mr, McCLOSKEY, Mr. Chairman, the question Ls this:
If we adopt the gentleman's bill now before the Congres.s,
the basic ch .-ad conference bill which the chairman and I
have joined in sponsoring, for discussion purposes, if we
adopt the clo.sed conference bill, which will guarantee our
U.S. carriers will carry 40 percent ofthe foreign commerce,
will we need the subsidy program?
Mr. MURPHY of iSew York. The clo.sed conference
bill now before the committee would probably guarantee
that the existing American-flag liners operating in their
different trades would be able to stay in bu.sine,s.s. That
would probably be the net effect of that legislation.
What we do need, however, that we do not have currently
before the committee, is a long-term cargo policy tbat this
country must enter into for the long-range benefit of the
American merchant marine, and at that time the need for
subsidy should diminish.
Mr. McCLO.SKEY. May I direct this question to the
chairman:
If this authorization permits 43 percent of the American
liner ships to be subsidized under contracts which extend for
20 years and we do adopt the long-term cargo preference
Legislative Support
for Maritime Training
Bv a vote of more than two-lo-one. Congress
knocked onl an amendment aimed at weakening
training programs that give the U.S. Merchant
marine the highest-skilled seamen in the world.
All comfianies, subsidized and nonsnbsidi/ed
alike, make contrihnlions to a nnmher of nnions[>onsored training schools so that crewmembers
will have the skills demanded to safely and effi
ciently o[)erale their vessels. The schools have
also acce[)ted the responsibility for [ireparing new
seafarers so that they will (pialifv for their cer
tification from the Coast Cnard.
The amendment wonid have [irohibited the sub
sidized lines from paving their fair share (jf the
operating costs of the training schools.
June 1978 / LOG / 21
m
�UailcU State*
f^Amtrin
V»/.
Conarcssional'Record
if,
PROCEEDINGS AND DEBATES OF THE 95
CONGRESS. SECOND SESSION
WASHINGTON. TUESDAY. MAY 2J, 1978
No. 77
policy that the chairman is advising, is it not correct that
we will then have to take steps to try to terminate the
very subsidies which we are authorising for 20 years today?
Mr. MURPHY of New York. Yes, certainly. We are
really dealing with two "subsidies in terms of current
policy. We are dealing with an operational subsidy that
is of 20 years duration. This Is tied to a ship con.struction
subsidy which, of course, is the 20-year life of a ship. These
two go hand in hand with guarantees to the investment
market in support of these programs.
If at some time the Congress in its wisdom should pass
a Cargo policy which states that in less than 20 years,
perhaps 10, perhaps even 5, that we do not need the
subsidy program, then at that time the Congress could
terminate those 20-year contracts.
Mr. McCLOSKEY. But is it not true that once you
enter a contract the Government is obligated, so that if
we wanted to terminate the contract in 3 years hence we
would not be able to do so unless the Maritime Admini
strator writes into the contract some sort of provision that
upon adoption of a new law the contract can be terminated?
Mr. MURPHY of New York. 1 think that the question of
a change in maritime policy was dealt with when we
enacted the 1970 act into law and, of course, the Congress
has the power to make changes and recapture, as the
gentleman knows. I think we probably could alter those
contracts on an equitable basis.
Mr.McCLOSKEY, Is the gentleman saying that we could
instruct the Maritime Administrator starting September 30,
if we are close to adopting this policy, that contracts he
might enter into should be subject to the accommodation
of a limitation in the event we adopt a new law?
Mr. MURPHY of New York. I thinkthat language would
have to be justly-and fairly tied to a proper understanding
HowSubsidyCutsWould Have
Affected SIU Vessels, Jobs
Had Ht'p. McCloskey's floor amctidmciils lo the
Maritime .Aiiproiirialion Aiilliori/alioii .Ail of 1079.
Iierii ap[»ro\(;d, .SH -manned vessels and jobs would
have lieen affected in the following manner: (The
figures shown reflect an approximate statistical
analvsis.)
• AMIvNDMKNT—h'/imiiuitr SI02 million for tiro
li\(i t rrirr.s lliol liarr no roliir to the Drfrnsc
I'istohlislimrnl.
This .imendment would ha\e jeopardi/ed the future
of the If) i,i\(] \ essel> currentl\ under construction
in .American shipvards. plus the two projiosed I.\(I
ships requested in the I'A 1979 Authori/ations. \|1 hut
two of these vessels are. or will he. manned h\ .SIT
crewmen, rin' total nund)ei- ol johs which could ha\('
heeii eliminated h\ this amendment is .3.32.
• AMTM)Mlv\'r^—hiniit oprratina .w/h.wW) rrnrinils
to I vriii /cim.s. prnilinp ronpirssional reririr ol niaritime polirv. iroid irrrrorahh- romniitrncnl to o $1.2
hillion ontlov orrr t/ir nr.\t 20 w,-//.* irltrn irr
rcrv
irrll irnnt to rrplacr the v///>.wV/\ proi>;rani iii h o nnr
(•orp;o polirv.
Delta Steamship Tines. Inc. operates 1 1 vessels under
the current OD.S program, wlule \\ atermati .Steamship
(Corporation o|)erates If). Both ol these companies,
operating in the liner trades, would have almost
certaiuK heen affected hv Mcflloskev s proposed unendment. The total .SIT uidicciised crewmen aboard these
27 \cssels w hose johs would have heen in peril is .53f).
There are six SIT companies ciiirently operating
ut)der OI)S in the worldwide hidk trade. Because these
ODS contracts are renewed at shorter than 20-vear
intervals, it is uncertain whether any. or all of the
total of 12 vessels with ap[)roximatel\ 204 utilicensed
.SIT crewmen would have heen lost.
• AMK.NDMI'TVr—I'.liminotr o SI hillion incrensr in
ship morti^om' ptnarantrc anthoritv nhirh is ojiposcd bv
the odniinistration.
Tailure to im|ilet)ient the Title \1 ceiling from $7
hillion to .SIO hillion woidd [irevent the Title XI
progratTi from effectively continuing. Since the Mer
chant .Marine Act (d 1970. ap|iroximatel\ SO hillion in
new Title \I commitments have heen issued covering
71 cargo vessels. .1.") tankei-. T") hulk carriers. IB
TXfTs. I ..">2.0 river t ugs and barges. 220 oceangoing I ngs
and barges, and 151 drill vessels and drill service
V e'-sels.
Much ol the construction for which Title \I commitmetits and guarantees have heen issued is energv re
lated. Demand for this tv pe (if coiisti uction, as well as
lor other new ^hips sudi a- meeting the contract\ial
rcfilaccmcnt ohligalion- for the liner vcs.-eT. i.'^ ex
pected to continue into the I9B0 s.
As indicated ahov c. current projections indicate that,
il authori/ed. our total commitments would iiMch .S9.fi
hillion l)v the end of fiscal year 1980. If the recom
mended increase had not heen approved, the program
would not have heen able to provide for these antici
pated re(piiremenl>.
• AMKiNDMTX T—Prohibit subsidies for the shipment
of ptruin to Russia. _
If OD.S for the Bnssian grain trade had heen
elin)inated. a|)[)roximatelv I.OOO.SIT crewmen aboard
at least ,50 vessels could have lost their jobs.
WHAT COULD HAVE BEEN*
22 / LOG / June 1978
of the long-term effect of a particular contract including
precisely what it would do to the subsidized operators, and
whether they could survive under any proposed new
condition that we intend to impose.
Mr. McCLOSKEY. Mr. Chairman, then, on that state
ment, I would ask unanimous consent that 1 may be
permitted to withdraw the amendment.
The CHAIRMAN. Is there objection to the request of the
gentleman from California?
There was no objection.
U.S. SHIPBUILDING
•
»
•
Mr. McCLOSKEY. Mr. Chairman, 1 offer an amend
ment.
The Clerk read as follows:
Amendment offered by Mr. MCCCI.OSKEV: On page 2,
at the end of line 13, insert after "series;" "Providedfurther.
That no funds authorized by this paragraph may be paid
for construction in any shipyard unless the Secretary of
Commerce certifies that craft union rules or lines do not
unduly prevent flexible and efficient use of the labor force;".
Mr. McCLOSKEY. Mr. Chairman, the purpose of this
amendment lies in a set of facts which have been recognized
in testimony before theCommittccon Merchant Marine and
Fisheries by every element in the U.S. Merchant Marine
industry. It has been recognized by the Shipbuilders Council,
the General Accounting Office, the American Institute of
Maritime Shipping, and the Maritime Administration.
1 would like to call to the attention of the committee
the 1970 act which this Congress enacted to try to resolve
the American shipbuilding industry's dilemma. You will
recall at that time we were paying a construction subsidy to
U.S. shipyards of 50 percent, because it cost 50 percent
more in U.S. yards to build the same ship that was being
built in Japanese shipyards.
But in 1970, when we enacted that act to stimulate U.S.
shipyard construction, we provided, and this House voted
overwhelmingly, to require that, year by year, the construc
tion differential would be reduced to 43 percent, to 41
percent, to 39 percent, and ultimately to 35 percent. We
voted in 1970 that it was the feeling of the Congress that
U.S. shipyards should have an incentive to increase
productivity, and that the construction subsidy rate should
be steadily reduced.
Legislative Support
for
Operating Subsidy
hronomir lop:ir brought the uithdraual of an amendment
that irould hare limited future operating: differential
subsidies to a vear or less.
(Congressman .john M. .Murph v of \eir York e.xplained
the operating subsidies are tied to ronstrurtion subsidies, and
that both are ba.sed on the e.vpected 20-vear life of a ship.
"The.se tiro fro hand in hand irith guarantees to the in eestment market in support of these programs," Murphv said.
Maritime indiistrv proponents pointed out that the pro
posed amendment rould have destroved the most modern
segment of the I .S. Merehant Marine, the liner fleet. Tliev
argued that neither the operating eompanies nor the finanrial institutions rould be e.vpeeted to undertake the nere.s.sarv
massive investments in neiv vessels u ithout being asifiired of
continued government support through long-term contracts.
In testimony before the committee, all of the maritime
interests agreed that one reason that we have had to go
back to a 50-percent construction subsidy is that labor
practices in our shipyards are nonproductive and non
competitive.
We have a situation where, because of past management
abuses, inclividuai craft unions years ago negotiated w ork
rules, which, for example, may require that five unions
participate one task, that four union members had to stand
by. four men standing by in a shipyard, while a fift h man was
called over to tighten a bolt. These work rules are admittedly
archaic, and yet as long as those rules continue, we cannot
compete with German yards, with Swedish yards, let alone
with Japanese yards.
All this amendment would do would be to require that
if we are going to pay construction subsidy, the Secretary of
Commerce must certify that work rules do not unduly
prevent flexible and efficient use of the labor force.
You may ask what example there is of this.
Recently in the Seatrain Yard in New York—and the
gentleman from New York is aware of this—a yard which
all of us were anxious to see go back into production, the
private company Seatrain said, yes. we will put the yard
into production, but we would like a commitment from
organized laborthat we not have to deal with six craft unions
in this yard, but that we deal with only one union.
It was stated to us, by Paul Hall of union labor and Joe
Kahn representing Seatrain, that it was that agreement
between Seatrain and one union that said, "We will
�r:Tt»3L~—-•
Legislative Support
for U.S. Shipyards
In a blatant attack on the collective bargaining processes.
Congressman Paul N. McCloskey, Jr. (R-Calif.) offered
an amendment that would have prohibited the payment of
federal construction funds unless the Secretary of Commerce
certified that traditional craft union lines "do not unduly
prevent flexible and efficient use of the labor force."
Several Congressmen defended the productivity of work
ers in American shipyards, and attacked the amendment
as another- bureaucratic, intrusion by the federal govern
ment in the free collective bargaining system.
Congressman Leo C. Zeferetti of New York challenged
McCloskey to give an e.xample of "how the present system
is inadequate." The California Republican responded by'
changing the subject.
Congressman John M. Murphy of New York, chairman
of the House Merchant Marine and Fisheries Committee,
noted that efficiency comes not icith intruding on collective
bargaining agreements, but in the construction of a series
of ships.
"Because we are disappearing as a cargo-carrying coun
try, we are prevented by economics from building more ships
of similiar type," Murphy said. "If this Congress does not
enact a cargo-preference policy so America can once
again build its merchant fleet, then ive will never have
the efficiencies of scale and production in those yards."
represent all of the crafts," that permitted that yard to go
back into operation. If the Federal Government is going to
recognize the.need to maintain sliipyards, then, clearly, I
think there is a responsiblity of the Government to insist
that outmoded craft union rules be dispensed with. TTiat
is all this amendment does. This is not an antiunion
I amendment. It merely requires that work rules not unduly
prevent flexible and efficent use of the labor force.
Mr. JOHN L. BURTON. This sounds like amove back to
the IWW to have one big union.
Mr. McCLOSKEY. I would like to say to the gentleman
from California, because he and 1 represent the San
Francisco Bay area, that we have seen the shipyards in the
San Francisco Bay area literally disappear, because craft
union rules there were so bad that they could build ships
in Pascagoula or Norfolk or Baltimore, or on the east
coast, more cheaply because our craft union rules did
not permit shipyards to compete.
Mr. JOHN L. BURTON. I do not think that was the
reason at all.
Mr. ZEFERETTI. The gentleman gave us a fine example
"in New York City of ho.w the unions work together and
recreated, if you would, the efficiency that was so
desprately needed. Could the gentleman give us an
example on the other side of the fence how the present
system is inadequate?
Mr. McCLOSKEY. The difficulty with the present system
is that unless someone takes a hand, the unions have been
able to negotiate the requirement that there be as many
as five or six craft unions working on the same task,
Mr. ZEFERETTI. If the gentleman will yield further, my
point is, though, that if, we are talking about collective
bargaining agreements within that collective area of interunions, then we should be talking about the rights of each
group working efficiently.
Manning Amendment
Is Withdrawn
Common sense forced the withdrawal of an amendment
that would have limited operating subsidies on any ship
having a crew in excess of 50 percent of the U.S. Coast
Guard's minimum manning scale.
The Coast Guard's crew figure is based solely on the
number of crewmernbers required for "safe navigation."Not
included are seamen used for ves.sel maintenance, sanitation,
specialized operational activities, caring for passengers, or
even feeding the crew. No ship could function without this
part of the crew.
Mr. McCLOSKEY. That is correct.
Mr. ZEFERETTI. Working toward that end. We havenot
really shown any cause to change anything, because in effect
what we are saying now is that we are going to build another
bureaucratic level of people who will go in and become
mediators to every collective bargaining contract that
comes up.
Mr. McCLOSKEY. That is not the purpose at all. All that
is required is that the Secretary of Commerce, who pays this
construction subsidy, set forth before he grants the
subsidy that there are no archaic work rules that unduly
prevent efficient use of the work force.
Mr. ZEFERETTI. It is kind of difficult to single out
what is efficient and what is not efficient when you have
an intertrade type of operation.
Mr. EILBERG. Mr. Chairman, I move to strike the
requisite number of words. I rise in opposition to the
amendment.
Mr. Chairman, I have two objections to this amendment.
First, the amendment's standard use of "flexible and efficient
use of the labor force" is vague and could lead to arbitrary
limitation of the payment of construction funds where
they are most needed.
Second, such a limitation on the payment of funds
could have a potentially devastating effect on the cost of
American ship construction, since shipbuilding by union
personnel in American shipyards would be seriously
impaired.
Mr. MURPHY of New York. Mr. Chairman, 1 move to
strike the requisite number of words.
Mr. Chairman, the committee in its wisdom adopted
an amendment by the gentleman from California t hat related
to series construction in American shipyards. Thus, the
efficiency of a shipyard is in series construction, that is,
building a string of similar vessels.
Now, why can we not have complete efficiency? Seventy
percent of our construction in American shipyards is U.S.
Navy construction. Only 30 percent is available for merchant
ship construction, because we just do not have such a need
under present programs.
And because we are disappearing as a cargo carrying
country we are prevented by economics from building more
ships of similar type. In the year 1980, we will have zero
ships on order in American yards. So the efficiencies on
construction are really achieved when there is series
construction, the construction of three, four, or five
vessels of the same type in the same yard.
American shipyards today are competing tremendously
with each other on the very few ships that are available;
so the yards basically are efficient.
Where do we come in with the craft union problem? Some
of our yards are very old yards. Some are new and have been
tooled up recently.
The gentleman from California refers to the Seatrain yard
where one collective bargaining entity bargained for all
craft unions, that is, for all crafts In a yard. On a national
basis, we find in shipyards in the State of Virginia or in the
State of Massachusetts we have many craft unions that have
very successfully and very efficiently been able to bargain
with management.
On the west coast, we have a different problem.
In the gulf we have old and established yards and once
again we have the craft problems.
It is not a question of crafts for efficient shipbuilding
construction. Efficient shipbuilding will come on large
scale and series construction. If this Congress does not enact
a cargo policy so America can once again build its
merchant fleet, then we will never have the efficiencies of
scale and production in those yards.
Cong. Leo Zeferelli
Cong. Jame.^^ Ober-^lar
(D-N.Y.)
(D-Minn.)
Mr. Chairman, this amendment should be rejected on the
face of it.
Mr. OBERSTAR. Mr. Chairman, IJoin in the opposition
to the amendment. The gentleman from New York stated it
very well. The effects of t he amendment would be harshly felt
throughout the country, but basically in the Great Lakes
where our shipbuilding industry is only beginning to grow in
recent years. It would be very adversely affected by this
amendment.
Mr. Chairman, I rise in support of H.R. 10729as reported
by the Committee on Merchant Marine and Fisheries, and in
opposition to amendments that would further limit or
restrict the construction and operating differential subsidy
programs beyond those already in law or in H.R. 10729.
This bill authorizes the Maritime Administration's fiscal
year 1979 construction and operating differential subsidy
programs enacted by Congress in the Merchant Marine Acts
of 1936 and 1970.
These programs implement the nationalshippingpolicy to
establish and maintain a strong merchant fleet built by the
United States, owned by American citizens, operated by
American crews, and fully capable of serving our economic,
military, and national policy requirements.
MarAd's title XI mortgage guarantee program provides a
major stimulus to American shipbuilding. At present, nearly
$6 billion in shipbuilding is guaranteed under this program.
The extension of title XI guarantees to the Great Lakes
under the Merchant Marine Act of I970wasa major boon to
Great Lakes shipbuilding. Nearly a quarter of a billion
dollars in construction costs for 24 vessels have been
financed with title XI guarantees.
Cong. Loo Zofcrelli (D-N.Y.)
"The support and maintenanre of a viable U.S.flag nierrhani marine i.s. for rea.sints of national
defense and eronomir .security, a policy of na
tional importance."
It is a successful program and one which is now actually
returning more to the Government than it costs. Through the
fees and premiums MarAd charges for loan guarantees, the
program has acquired a surplus fund of nearly $150 million.
The legislation before us will continue funding of critically
needed operating and construction subsidies.
A strong American fleet is a policy goal established by
Congress. Until 1975 the Great Lakes did not have the
advantage of extensive U.S.-flag service. Happily, in that
year, U.S.-flag service returned to the Great Lakes after an
absence of 6 years,
Two American lines are now planning a total of 16 sailings
to the lakes this season; and for the first time, a U.S.-Hag
ves.sel called on the Port of Duluth at the outset of this
current shipping season. Those 16 voyages do not represent a
major portion of ocean-going traffic on the lakes. They do
indicate the potential for growth of U.S.-flag service to the
lakes.
1 would like to .see American cargo from our region carried
on American vessels manned by American crews. I would
like to see our Great Lakes cities and States enjoy the
employment and economic benefits which will result from
increased U.S.-flag service to the lakes. Whatever modest
investment we make in CDS and ODS funds for this service
will be returned to the U.S. Treasury many times over
through taxes paid by productive, gainfully employed U.S.
maritime workers and companies.
U.S.-flag service to the lakes will become a continuing
economic reality only if the American-fiag lines can
overcome the many financial obstacles of doing business in
the lakes. That will require, at least for a period of a few
years, a commitment of incentive a.ssistance which the ODS
and CDS programs offer.
The 20-year contracts for subsidy assistance from MarAd
now provide this kind of assurance. Limiting the length of
these subsidy renewals would severely restrict the ability of
American-flag lines to make long-term commitments for the
kind of service we are hoping to attract to the Great Lakes.
Cong. Janic.'^ Ober.sjar (D-Minti.)
"I would like to see .imericau cargo from the
Great Lakes region carried on .imericau ve.s.sels
manned hy American creu\s. I would like to see
our Great Lakes cities and states enjoy the em
ployment and other economic benefits which will
result from increasetl ILS.-flag .service to the
Lake.s."
I strongly urge my House colleagues to continue to
provide the support for these programs as we have in the pa.st
to achieve the goal of a strong, independent U..S. merchant
marine serving America's four seacoasts.
Mr. RUPPE. Mr. Chairman, I movetostriketherequisite
number of words, and 1 rise in support of the amendment.
Mr. Chairman, I think that the gentleman from California
has offered a very logical and a very sensible amendment.
Several years ago prior to the chair being held by the
gentleman from New York, the committee issued a report on
the shipping industry. In response to a request on the part of
the committee, a witness from the Shipbuilder's Council of
America pointed out that this situation, thesituation that has
caused us to operate our yards at as much higher cost than
foreign yards resulted trom:
Job demarcation, so-called work rules, for the utilization
of manpower in Swedish shipyards, for example, are
considered to be far less rigid than in the United States. (In
this regard, the witness for the American Institute of
Merchant Shipping also testified that work rules of craft
unions in our shipyards severely inhibit the efficiency of
shipyard workers. The witness from the Maritime
Adninistration generally agreed. These job protection
practices resulting from rigid craft union lines have built up
over the past 100 years in response to past management
abuses.)
So it is not a question ofunions beingthe bad guysandthe
companies being the good guys.
The report developed by the Committee on Merchant
Marine and fisheries a couple of years ago recognized the
problem of the tremendous abuses in the shipyards of the
country resulting in improper craft practices.
I think there is a lot of merit in the argument that if we are
going to pay up to half of the cost of construction of a ves.sel,
the Federal Government ought to take a look at the yards
and see if the yards are operated with some measure of
efficiency. We ought to take a look at the yards and
June 1978 / LOG /
�determine if the craft union lines followed impede the yard
from doing an efficient job.
We are not suggesting that weshould crack down on all t he
work rules. We are simply asking the question: Are the
regulations and the work practices such that they make it
very, very difficult for these yards to compete in the world
market?
Mr. Chairman, it seems to me that when we are paying up
to 50 percent, up to half the*cost of construction of a vessel,
the Federal Government ought to take a look at the yards
since we are putting up the money, and make some
determination as to whether the work rules are proper or
whether the management is doing a bad Job of managing
these yards.
Mr. MURPHY of New York. Mr. Chairman, 1 would like
to point out to the gentleman and to the committee that in
1970 we enacted a Merchant Marine Act that would require
the construction of .100 ships over a 10-year period. In other
words, we were to build 30 ships a year for 10 years, so we
were providing for the construction of 300 vessels.
When that act passed, the American ship building industry
Coiit;. Phil Kiippo (R-\li< li.)
. . the funds llml ivonld he ttnllntrizetl Ut he
(ippntprinli'tl by this Icffislation nro iwvvssnry for
the cinislrurlion ami <t[n'rali<ni of a mtnlorn.
privoli'ly-nn ncd, I'.S.-flop invn-honl fh'ot . . .
rapohlo ttf rarryinp snhstonlial omounts of / '..S.
inifntrts and fxpitrls in pearctinu' and of serrinp
as a naral anxiliary in irarlirne,"
invested a billion and a half dollars in upgrading its plants
and equipment and in tooling up and meeting its
requirements to fulfill the commitment that was really
mandated by the Congress.
In no given year did we ever start more than I4ships. and,
as 1 stated, after 1980 we are down to zero ships.
The problem of the yards is not with the craft unions; the
problem of the yards is with the nonutilization and the lack
of series construction of ships.
Mr. RUPP^:. Mr. Chairman, the fact of the matter is that
they cannot compete. We are simply going abroad for our
construction of ships in the United States.
It is a sad commentary, when we can compete in the United
States in the auto industry, when we can compete in the steel
industry, and when we can compete in the chemical industry,
that we in this country have to require that the Federal
Government pay up to half the cost of the construction of an
American vessel.
Therefore, Mr. Chairman, 1 think at this point in time the
Federal Government ought to take a look at t he management
and at the work rules developed by the management and the
craft unions.
Mr. JACOBS. Let me ask the gentleman from California
(Mr MrCI osKPv) this question, after listeningtothis debate:
Would it be fair to characterize the gentleman's amendment
as a featherbedding amendment? Is that what the gentleman
had in mind, that we are dealing with what is traditionally
known as featherbedding in relation totheunion work rules?
Mr. McCLOSKF^Y. Mr. Chairman, the result is
featherbedding when six unions are involved and when the
carpenters, the piperitters,and the plumbers, for example, all
require that they participate in attaching a particular pieceof
plumbing, so that until that plumbing fixture can be installed
three people haveto comeoverandparticipatein theturning
of the wrench. Tcs, that does result in featherbedding, there
has been no question of that.
There has been no question that even t he u nions have not
suggested.that these rules are still appropriate.
Mr. JACOBS. Mr. Chairman, may 1 make this further
inquiry:
1 heard in the debate a suggestion that the gentleman's
amendment would also affect inefficient management as well
as inefficient work rules, so that this would apply to
management as well as to any act approving inefficient work
ru les?
Mr. McCLO.SKFY. Mr. Chairman, I think it would apply
to management as well. It would apply in this sense, because
the amendment says this;
Provided, That no funds authorized by this paragraph
may be paid for construction in any shipyard unless the
Secretary of Commerce certifies that craft union rules or
lines do not unduly prevent flexible and efficient use of the
labor force.
1 think that many managements have agreed to these kinds
of rules because they have no inhibition from the
Government. The problem with our whole subsidy program
is that whatever the union and management may negotiate,
the Government pays for it, so we do not have the usual
inhibition on labor and management to negotiate against
bad practices; the Government picks it up.
Mr. JACOBS. Mr. Chairman, on that basis 1 do support
the gentleman's amendment.
1 would always oppose any kind of Federal law that
created regulations which say that labor and management
had to negotiate a certain kind of contract and a certain
kind of work rule. That is a regulation that private parties
ought to negotiate. But to enact a law, as the gentleman
from California (Mr. MCCI.OSKEV) has suggested by his
amendment, or to enact a policy of not subsidizing inef
ficiency is a far cry from a policy of regulating against •
inefficiency.
Mr. Chairman, I believe the gentleman has offered a
good amendment.
Mr. CUNNINGHAM. Mr. Chairman, 1 know that the
24 / LOG / June 1978
LNG SHIPBUILDING
'T f
Mr. McCLOSKEY. Mr. Chairman, I offer an amend
ment.
The Clerk read as follows:
Amendment offered by Mr. MCCI.OSKEV: On page 2,
at the end of line 13, insert after "series;" Providedfurther.
That no fundsjiuthorized by this paragraph may be paid fay
subsidize the construction of liquefied natural gas carriers;".
Mr. McCLOSKEY. Mr. Chairman, I will not take too
much time of the committee on this amendment, but let
me just call to the committee's attention that last year this
committee in this House voted to fund two LNG carriers.
Clong;. Jack Ciiniiing;ham
Cong;. Robert Leg:g:en
(R-Wash.)
(D-Calif.)
Members
VIembers arc anxious to vote on this amendment, but 1I
resent strongly the insinuation that this amendment is
offered because of featherbedding by the crafts or ineffi
cient management.
1 am not a member of this committee. 1 happen to live in
an area and a district that is very active in shipbuilding,
as well as the building of aircraft. These vessels are built
to meet very high standards. These are not little sailing
dinghies that arc going to be used out here on the Potomac;
these are major vessels, these are oceangoing vessels, and
these arc made by people who have to pass examinations.
Often, many of the things that make shipbuilding yards
inefficient are simply compliance with rules and regulations
that their own Government imposes on them. 1 do not think
it is fair to say if you support this amendment you are
going to strike out featherbedding, nor do 1 think it is
fair to say if you oppose this amendment that you are
mandating inefficiency. Welders should not do carpentry,
electricians should not do pipefitting. We want «afe well
built ships.
Mr. MURPHY of New York. 1 thank the gentleman for
yielding.
Mr. Chairman, the gentleman is starting to show an
awareness of what shipbuilding and ship construction is
today.
Mr. CUNNINGHAM. Mr. Chairman, if I can reclaim my
time, 1 will say to the gentleman that 1 have had the
awareness longer than the gentleman might think.
Mr. MURPHY of New York. If the gentleman will yield
further, I have been in many yards, at least eight of our
competitors on a worldwide basis. We find a depression in
the worldwide shipbuilding industry, not Just in the United
States. There was a tremendous overtonnage and over
building, with no market, about 7 or 8 years ago. When you
go to yards today, you see most welding done electronically.
You see the automation that has been built into the yards
today. You see the heavy lifts, the module development
and cunsliuction, the tearhs that are formed to do
certain tasks on a programmed basis.
1 almost feel we are debating something out of the past,
perhaps 50 years ago, from listening to this type of
amendment. We are in an efficient, electronic, viably
competitive area in American yards today. That is why $1.5
billion was invested in updating and upgradingthoseyards,
so that they could compete on a world basis. But we are in
an industry depression today on a world basis, particularly
in America.
Mr. Chairman, 1 urge the defeat of the amendment.
The CHAIRMAN. The question Ls on the amendment
offered by the gentleman from California (Mr. MCCI OSKEV).
The question was taken; and on a division (demanded by
Mr. MCCIOSKEY) there were—ayes 20, nays 54.
So the amendment was rejected.
Cong:. John Biirlon
Cong. Barbara Mikiilski
(D-Calif.)
(D Md.)
carriers of liquefied natural gas. The administration at that
time was not certain whether it wanted to proceed with the
subsidization of liquefied natural gas carriers, but they
decided later in the year not~to build the carriers that we
authorized.
This year the House is asked to authorize two more LNG
carriers, although the administration admits it has not yet
decided to build the twoauthorized last year, let alone these
two. It seems to me almost absurd, if the administration
has not decided whether it wants to build LNG carriers, when
it has not used the funds that the House authorized last year
that we authorize a third and fourth LNG carrier.
The administration is presently reviewing the liquid
natural gas carrier program. They may come to us and say,
"We would like to build these two liquid natural gas
carriers and the two that were authorized last year but
which we chose not to build."
Mr. Chairman, it seems the height of folly for the Congress
to authorize $102 million, that is, $51 million each for ships
that may never be built when the ships which we ^thorized
last year have not been built, and the administration has
not decided to build them.
I would think that the Committee on the Budget might be
interested in this particular kind of issue where the
Congress goes ahead and funds programs and then the
administration says, "We do not know whether we will
build or not. The money you gave us last year we are
not going to spend."
It seems to me that under that circumstance, the least
a supposedly fiscally minded Congress might do would
be to vote against authorizing $102 million when similar
money was not spent last year.
Mr. LEGGETT. Mr. Chairman, the Committee on the
Budget is interested in the national debt, in the deficit,
and in money really spent.
Here we are talking about a liquid natural gas program
that has been going on. We have 16 ships now that are
currently authorized for subsidy or loan guarantee and
that we are building.
.»
-yiii! , -
Legislative Support For LNG Carriers
.1 major emerping .1 merican industry—the s/iipment and
use of crilieallv needed liquified natural gas—u ould hare
been sererelv crippled hv an amendment that uould hare
stopped the payment of constructioit differential subsidy
funds for LNG carriers.
The amendment u ould hare caused massire job losses in
shipyards, particularly in Massachusetts, Louisiana and
Calif ornia. Hear y job losses u ould hare occurred in factor
ies in other f>arts of the nation that jnoride the steel, the. huge
spheres that carry the pressurized gas, the poicer plants and
other parts of the ressels.
. fmerica 's dependence on foreign ressels for the carriage
of this rital energy f uel would hare increased, as it already
has in the transportation of imported }>etroleum.
Congressman John M. Murphy of New York, chairman of
the House Merchant Marine and Fisheries Committee, noted
that the construction of I.NC ressels "is one area of ship
building in which, on a world basis, the I nitedStates leads
the irorld and on which it has expertise."
The superior safety of . imerican-built L.NC ressels teas a
strong point with Congresswoman Barbara .4. .Vlikulski of
Maryland, a member of the committee.
"My constituents want licptid natural gas coming up our
Che.sapeake Bay, on which they depend for their lirelihood,
on .1 merican shifts," .she asserted.
"If e do not icant some tanker with a bamboo bottom
coming lift the harbor, the kind of tanker that is going to blow
Baltimore sky high." she said.
�The administration has taken a second look at the
program. Certainly if they determine they want to do a
18(Kdegree turn and not fund these programs, as we have
in the past, then certainly it is not going to cost the
Federal Government a dime; and we wjll not incur any
further expenditure. The national debt will not be exacerbated.
Mr. McCLOSKEY. If these ships are so good, why.did
not the administration build them this year?
Mr. LEGGETT. As the gentleman knows, they are
conducting a review, and based on their findings, they will
approve the program.
Mr. McCLOSKEY. However, we do not know that,
do we?
Mr. LEGGETT. Not today.
Mr. McCLOSKEY. Nevertheless, we are authorizing
money for ships they did not build when we do not know
whether they will build them or not; is that not true?
Mr. LEGGETT. Unless we authorize this money right
now. we are closing the door for a full year.
Mr. McCLOSKEY. We authorized for a full year, and 8
months have passed and they have not decided to spend
the money.
Mr. LEGGETT. They are still studying the matter, but
they can still build them.
Ms. MIKUI.SKI. Mr. Chairman. I rise in opposition to
the amendment.
Mr. Chairman. I am speaking in opposition to the
amendment simply because of concerns for the environ
ment and for public safety.
U.S. SOVIET GRAIN TRADE
Cong. Barbara Mikiilski (D-Md.)
""My ctmsliliients want /iV/i/iV/ natural ffas coming
... on American ships. We do not want sttme
tanker with a bamboo bottom coming up the
harbor, the kind of tanker that is going to blow
Baltimore sky high.''''
. . the maintenance of an American fleet gen
erates joint in the private sector.^" Some of the major terminals receiving liquid natural
gas in this country are my own Cove Point in Maryland, and
also there is another major terminal in Boston Harbor. These
terminals are not too far from major urban areas.
Mr. Chairman, it is absolutely critical if this country
receives these kinds of energy supplies that weshould receive
them on ships that meet international safety standards or
standards even stricter than those governing international
safety.
Quite frankly, Mr. Chairman, my constituents want
liquid natural gas coming up our Chesapeake Bay, on
which they depend for their livelihood, on American
ships. We do not want some tanker with a bamboo
bottom coming up the harbor, the kind of tanker that
is going to blow Baltimore sky high.
Mr. Chairman, for that reason 1 oppose the amendment.
Mr. MURPHY of New York. Mr. Chairman, 1 move to
strike the last word.
In opposing the amendment, I might categorize it as not
only a cargo preference, but a construction preference for
foreign flag building and carriage.
The Federal Energy Regulatory Commission at the
present time is resolving two facets of a liquid natural
gas policy which remain to be resolved. One of t hose is
incremental pricing, and a second is the question as to
how much of the total gas supply in this country will be
allocated to liquid natural gas. We realize that 15 percent '
is the downside of that estimate, and how far on the upside
it will go we are not sure.
However, we do know that to carry liquid natural gas,
we would prefer that it come in an American flag ship<«
This is one area of shipbuilding in which, on a world basis, .
the United States leads the world and on which it has the
expertise.
To cut back this authorization on ship construction
certainly would hamper us and lay us over for a year.
We might see what 1 saw just a few weeks ago at Cove
Point, Md., which was a French liquid natural gas ship
arriving at an American terminal with Algerian liquid
natural gas.
Mr. Chairman, the gentleman from California (Mr.
LFCion r) knows that his State is wrestling with the location
of a liquid natural gas terminal in order to bring liquid
natural gas in from Indonesia. That contract is under its final
review. The only thing holding up that entire project is the
question of what incremental increase in price there wil| be
and what yardstick will be used, whether it will be an
OPEC increase or a cost-of-living increase in the United
States. Tho.se are technical problems. The program for liquid
natural gas is ongoing.
We will need ships. We have, as Congressman LFGC.FTT
said, 15 or 16 under construction at the present time. To
adopt this amendment would merely delay a year, and
perhaps take off the ways two of those vital ships.
Mr. McCLOSKEY. Would the gentleman not concede,
though, that of the LNG ships that have thus far been
constructed, half of them have not needed a Federal subsidy
for construction? They have been built in U.S. yards, but
without the need for subsidies.
, *
Mr. MURPHY of New York. I might say that the
subsidiary percentage of LNG ships is much lower than the
average subsidy of dry freighters.
Mr. McCLOSKEY. I appreciate that, but they have not
required subsidies.
Mr. MURPHY of New York. Eleven of those 16 did
get a construction differential subsidy.
Mr. McCLOSKEY. So five of the ships did not require
a subsidy.
Mr. MURPHY of New York. Yes, but those five ships
are programmed for carriage between Indonesia and Japan,
not in the American trade.
Mr. McCLOSKEY. Is that not the question the admini
stration is concerned with, that they may not need additional
subsidy?
Mr. MURPHY of New York. 1 think the Maritime
Administration clearly presented evidence to the committee
that a construction differential subsidy would be necessary
for the construction of these vessels.
The CHAIRMAN. The question is on the amendment
offered by the gentleman from California (Mr. Mc CIOSKI Y).
The amendment was rejected.
*
*
*
Mr. McCLOSKEY. Mr. Chairman, I offer an amend
ment.
The Clerk read as follows:
Amendment ofTered by Mr. MCCI.OSKEV: On page 2,
at the end of line 19, insert after "Defense;" "Provided
further. That no funds authorized by this paragraph may be
paid to subsidize the carriage of grun to Russia;".
Mr. MCCLOSKEY. Mr. Chairman, it has always
perplexed me why the taxpayer of the United'States should
pay the cost of shipping grain to Ru.ssia. When the
Russians agreed to buy U.S. grain, we provided that we
might have the privilege of transporting a third of that
grain in U.S. ships. However, we also agreed with the
Russians that the price would be S16 per ton. The difficulty
is that the cost to ship that grain on American ships is
S30 per ton. So, in essence, with the Russians buying grain
from the United States, we arc now paying almost half the
cost of transporting that grain to the Russians.
This might be understandable if there were some benefit
to the United States in paying the cost of shipping the
grain to the Soviets, but there is no benefit to the United
.States. They buy the grain anyway. The purchase of the
grain was not conditioned upon use of U.S. shipping. That is
a condition we imposed. If the Soviets do not use U.S.
ships, at a cost to us of S4 million, they will either use
their own ships or third llagships.
Another argument might be made that, under the
maritime subsidy program, it is important to the United
States to keep ships in operation that may be helpful at
a time of national emergency. Here, however, the U.S. ships
used to carry grain average 19 years of age. They are rust
buckets; they are obsolete. If they were not being used
to carry grain, they would be mothballed. So, there is
absolutely no benefit to the U.S. taxpayer in paying $4
million to transport this grain to Ru.ssia.
Last year, there was some concern on the part of the
Argiculture Committee that, if we cut back the subsidy, it
might intrude on the grain sales. It is clear from the
testimony that the Russians will buy the grain anyway. They
are protected.
The question is. Why should the United States finance
the shipment of grain to Russia? There are other things on
which we could spend the $4 million for other parts of the
shipping program.This benefit goes directly to the Russian
Government, not to us.
Mr. MURPHY of New York. Mr. Chairman, 1 rise in
opposition to the amendment.
ifhe Russian grain trade of course was negotiated in
two stages, one programed in 1972 and the other in 1975.
We agreed internationally with the Russians that one-third
of the carriage would be in American bottoms, one-lhird in
Russian bottoms, andonc-thirdthroughthccro.ss trades. We
li.i I,
Legislative Support for Russian Grain
An amendment that would have played directly
into the hands of the Russians by denying break
even subsidies to American-flag ships transporting
grain to the Soviet Union was rejected by the Con
gress.
Had it passed, the amendment would have allowed
the cut throat Soviet fleet to fill its own ships, and
use the remaining cargo as patronage to other fleets
of the world.
Congressman J ohn M. Murphy of New York argued
that .American-flag shipment of a third of the cargo
was part of the agreement negotiated in 1972 and
1975, when the Russians contracted for the purcha.se
of U.S. grain. The grain shipments, he said,^ saved
many jobs in the American-flag fleet at a time
when its fortunes had hit rock-bottom.
June 1978 / LOG / 25
�aSSffeSi'
knew that the rate that was negotiated by the Russians was a
noncompensatory rate for most foreign ship operators as
well as for American operators, and therefore, a break-even
subsidy was authorized for the carriage by American ships
in the Russian grain trade.
TTiis trade happened to come along during a very low
point in American shipping. In fact.small oil tankers were
used to carry this grain. It was at a time when the
Alyeska pipeline was seriously delayed, and this provided
3.7 million metric tons of carriage and saved many jobs
in the American maritime industry at. as I said, break-even
rates to the American operators.
I do not think many of these vessels would have been
put in mothballs. They would have been either scrapped or
sold on the foreign market and we would have had an
even further reliance on foreign tonnage to meet America's
shipping needs.
yet only 4 percent of our commerce is carried on U.S.-flag
vessels, and over 93 percent is carried on foreign-flag
vessels. So to protect our Nation in time of a national
emergency, we must have a ready, financially sound,
merchant marine fleet.
Also contained in this authorization are funds to establish
a firefighting training school on the west coast. The purpose
of the school is to provide training to crews "of merchant
ships to cope with shipboard fires and damage..
I have already written to Assistant Secretary of Commerce
for Maritime Affairs. Mr. Robert Blackwell. about our
desire to locate this .school in the Los Angeles/Long Beach
Harbor area. I rise to reiterate this request for the record.
The committee has also adopted an amendment which
increases the authorization to pay for the increased cost
of bunker fuel that is used on training vessel cruises.
This has been a particular problem to the Maritime Academy
in California, and 1 endorse this provision of the bill.
Therefore. Mr. Chairman. I urge my colleagues to enact
this vital legislation.
The CHAIRMAN. Are there further amendments?
If not, under the rule, the Committee rises.
Accordingly the Committee rose; and the Speaker pro
tempore (Mr. WRIGHT) having assumed the chair, Mr.
MOAKIEY. Chairman of the Committee of the Whole House
on the State of the Union, reported that the Committee
having had under consideration the bill (H.R. 10729)
to authorize appropriations for" the fiscal year 1979 for
certain maritime programs oft he Department of Commerce,
and for other purposes, pursuant to House Resolution 1190,
he reported the bill back to the House with sundry amend
ments adopted by the Committee of the Whole.
The SPEAKER pro tempore. The question is on the
passage of the bill.
The que.stion was taken; and the Speaker pro tempore
announced that the ayes appeared to have it.
Mr. McCLOSKEY. Mr. Speaker, on that I demand yeas
and nays.
The yeas and nays were ordered.
The vote was taken by electronic device, and there
were—yeas 326. nays 82, not voting 26, as follows:
THE VOTE:
doii};. (rioiin .Aiidorsoii
(D-Calif.)
(loiif;. Joshua Kilherp
(D-Pa.)
The fact is that this does provide employment to American
ships and to American merchant seamen. 1 think to deny a
break-even subsidy- note that it is not a subsidy but merely
a break-even subsidy—would not have been in the best
interest of the American merchant marine or American
interest in this grain trade.
I urge defeat of the amendment.
The CHAIRMAN. The question is on the amendment
offered by the gentleman from California (Mr. McCi OSKFY).
Mr. McCLOSKEY. Mr. Chairman. I demand a recorded
vote, and pending that I make the point of order that a
quorum is not present.
The CHAIRMAN. The Chair will count. One hundred
and fifteen Members aren't, a quorum. The pending business
is the demand of the gentleman from California (Mr.
M( CI OSKFY) for a recorded vote.
A recorded vote was ordered.
The vote was taken by electronic device, and there were—
ayes 180, noes 218. not voting 36.
Mr. WOLFF. Mr. Chairman, duringthc consideration of
H.R. 10729. I believe it is particularly relevant to draw the
attention of the House of Representatives to the excellent
work of the U.S. Merchant Marine Academy, whose author
ization is contained therein.
The U.S. Merchant Marine Academy is located on a
68-acre campus at Kings Point. N.Y., located in my
congressional district. The Academy was established under
the Merchant Marine Act of 1936 which provided that the
United States shall have a merchant marine capable of
serving as a naval and military auxiliary in time of war or
national emergency.
The deep sea segment of the merchant marine is an
es.sential and critical component of national defense because
it provides the basic sealift support to meet overseasmilitary
commitments. It is imperative that our defense posture, in
this "uneasy world," must always be ready to deal quickly,
and effectively, with any threat to our vital security.
Among the prerequisites necessary to accomplish this is a
well-trained, intelligent, and dedicated leadership. Fortu
nately, our great Merchant Marine Academy at Kings Point
has been providing this type of leadership since its
inception. The U.S. Merchant Marine Academy has been
furnishing intelligent, qualified, highly trained officers to
the Navy and Merchant Marine services for decades. The
loyal dedication and sacrifices of its graduates and students
are inscribed on its battle monuments honor roil.
However, the work of the Merchant Marine Academy, by
providing graduates with the necessary education for careers
in technical and management positions in the maritime
industry, offers a great peacetime service to this great
Nation. The recent rash of tanker mishaps, off our shores,
has revealed the alarming fact that many of these ships are
old, unsound, and poorly served. The Merchant Marine
Academy provides the necessary trained personnel to help
us prevent further costly and dangerous incidents of
this kind.
In conclusion. I congratulate, and the House should
congratulate, the U.S. Merchant Marine Academy for its
excellent training of well-educated professional maritime
officers for our future commerce.
Mr. ANDERSON of California. Mr. Chairman, as a
cosponsor of H.R. 10729. I rise in full support of this bill.
This authorization is necessary for the United States to
operate and construct a modern flag merchant fleet, and will
demonstrate continued congressional commitment to the
maintenance of a strong American maritime industry.
Any significant weakening of H.R. 10729 will threaten
the existence of the U.S. maritime fleet, as well as the
future of construction and support facilities which service
these ships, such as Bethlehem Steel and Todd Shipyards in
my district of l.ong Beach. Calif.
The United States is the world's largest trading nation.
26 / LOG / June 1978
YEAS
Carney
Carr
Cavanaugh
Chappell
Chisholm
Clausen,
Don H,
Clay
Cohen
Coleman
Collins, III.
Cong. Le.sior Wolff
(D-N.Y.)
Abdnor
Addabbo
Akka
Alexander
Allen
Ambro
Anderson,
Calif.
Andrews,
N Dak.
Annunzio
Applegate
Archer
Ashley
Aspin
Baldus
Conte
Corcoran
Corman
Cornell
Cornwell
Cotter
Coughlin
Cunningham
D'Amours
Daniel, Dan
Daniel, R.W.
Danielson
Davis
de la Garza
Delaney
Dellums
Dent
Derrick
Derwinski
Dickinson
Dicks
Diggs
Cong. Paul Trible. Jr.
(R-Va.)
Barnard
Baucus
Bauman
Bearrj. R 1
Benjamin
Bennett
Bevill
Bingham
Blanchard
Blouin
Boggs
Boland
Boiling
Bonior
Bonker
Bow en
Brademas
Breaux
Brinkley
Brodhead
Brooks
Brown, Calif.
Brown, IVlich.
Buchanan
Burgener
Burke, Fla.
Burke, IVIass.
Burlison, Mo.
Burton. John
Burton. Phillip
Byron
Caputo
it
Cong. Rob Gaminagc
(D-Tcx.)
Cong. Bill Ford
(D-Mich.)
�. . . the passage of this bill will once again
renew the commitment of the Congress to
a strong U.S. Merchant Marine.''
Conjjjressmaii James Florio (D-I\.J.)
C.oii^. Barbara .Ionian
Cloti^. BohrrI Baiiinaii
(R-\bl.)
(D-Tex.)
Dingell
Dodd
Dornan •
Downey
Duncan, Tenn.
Early
Eckhardt
Edgar
Edwards. Ala.
Edwards. Calif.
Eilberg
Emery
Ertel
Evans. Colo
Evans. Del
Evans Ind;
Fary
Fascell
Fish
Fit hi an
Flippo
Flood
Florio
Flowers
Flynt
Foley
Ford. Mich.
Ford. Tenn.
Forsylhe
Fountain
Fowler
Fraser
Fuqua
Gammage
Garcia
Gaydos
Giaimo
Gibbons
Gilman
Ginn
Goldwater
Gonzalez
Gore
Grassley
Green
Gudger
Hall
Hanley
Hannaford
Harkin
Harrington
Harsha
Hawkins
Heckler
Hefner
Heftel
Hightower
Hillis
Holland
Hollenbeck
Holt
Horton
Howard
Hubbard
Huckaby
Hughes
Hyde
Ichord
Ireland
Jenrette
Johnson. Calif.
Jones. N C
Jones. Okia.
Jones. Tenn
Jordan
Kazen
Kemp
Keys
Kildee
Kindness
Kostmayer
Krebs
Kruoger
LaFalce
Lagomarsino
Le Fante
Lederer
Leggett
Lehman
Lent
Levitas
Livingston
Lloyd. Calif.
Lloyd. Tonn.
Long. La
Long. Md.
Loft
L 1.1 ken
Lundine
McCormack
McDade
McEwen
McFall
McHugh
McKay
Madigan
Mahon ,
Mann
Markey
Marks
Marlenee
Mathis
Matfox
Meeds
Metcalfe
Meyner
Mikulski
Milford
Miller. Calif.
Miller. Ohio
Mineta
Minish
Mitchell. Md.
Phillip Biirloii
(IMialir.)
(loiifi;. 'I'rriil Loll
(B-\Iiss.)
Milcholl. N Y.
Moakley
Moffolt
Mollohan
Montgomery
Moore
Moorhead.
Calif
Moorhead. Pa.
Murphy. Ill
Murphy. N Y.
Murphy. Pa
Murtha
Myers. John
Myers. Michael
Natcher
Neal
NedzL
Nichols
Nolan
Nowak
O'Brien
Oberstar
Obey
Oltingcr
Panetta
Patten
Patterson
Pattison
Pease
Pepper
Perkins
Pettis
Pickle
Pike
Pressler
Preyer
Price
Pritchard
Pursell
Ouie
Guillen
Rahall
Railsliack
Rangcl
Reuss
Rhodes
Richmond
Rinaldo
Risenhoovor
Roe
Rogers
Roncalio
Rooney
Rose
Rosenthal
Rostonkowski
RoybalRuppe
Russo
Ryan
Santini
Saiasin
Satterfield
Sawyer
Scheuor
SchulzfT
Sebelius
Seiberling
Sharp
Shipley
Sikos
Sisk
Skelton
Skubitz
Slack
Smith. Iowa
Smith Neb
Snyder
Solarz
Spellman
Spenc
SI Germain
Staggers
Stanton
Stark
Steed
Sirrers
Stokes
Stratton
Studds
Taylor
Thompson
Thone
Traxlor
T reen
Trible
Udall
Ullman
Van Deerlin
Vander Jagt
Vonto
Volkmer
Waggonner
Walgren
Walsh
W ampler
Waxman
Weaver
Weiss
White
Whitehurst
Whitley
Whitton
Wiggins
Wilson, Bob
Wilson. C.H.
Winn
Wirth
Wolff
Wright
Wydler
Yatron
Young, Mo.
Zablocki
Zeferetti
VOTE CONT. NEXT PG.
June 1978 / LOG / 27
J
�"s.;.
THE VOTE
continued
NAYS-82
Anderson. Ill
Andrews. N.C
Armstrong
Ashbrook
Badham
Bafalis
Board. Tenn.
Bedell
Beilenson
Broomfield
Brown. Ohio
.Broyhill
Burleson. Tex
Butler
Clawson. Del.
Cleveland
Collins. Tox
Con able
Conyors
Crane
Dovino
Diinan
English
Eriontaorn
Evans. Ga
Fen wick
Findley
Fisher
Frenzel
Gephardt
Glickman
Goodling
Gradison
Guyer
Hagedorn
Hamilton
Hammerschmidt
• Hansen
Harris
Holtzrnan
Jacobs
Jeffords
Jenkins
Johnson. Colo.
Kastenrneier
Kelly
K el chum
Lalla
Leach
Luian
McClory
McCloskny
McDonald
McKinney
•
Maguire
Marriott
Martin
Michel
Mikva
Moss
MottI
Myers. Gary
Poage
Ouayle
Regula
Roberts
Robinson
Rousselot
Rudd
Schroeder
Shuster
Stangeland
Sleiger
Stockman
Stump
Symres
Vanik
Walker
Walkins
Wylie
Yates
Young. Fla.
'•«,,,
•.V
/yY:,\mKr^' - -'
T'->?.?
NOT VOTING-26
Ammerman
AuCoin
Biaggi
Breckinridge
Burke, Calif.
Carler
Cederberg
Cocfiran
Duncan. Oreg
Edwards. Okla.
Frey
Kasten
Mazzoli
Nix
Oakar
Rodino
Runnels
.'
Simon
league
Thornton
Tsongas
Tucker
Whalen
Wilson. Tex
Young. Alaska
Young. Tex.
• • •• i,>-</. •:
' i. C.-Y'-.. T
- ••,
. .,
5 ,;
,
ff
AND SO THE
BILL WAS PASSED
The Clerk announced the following pairs:
On this vote:
Mr. Ammerman for, with Mr. Teague against.
Mr. AuCoin for, with Mr. Runnels against.
Until further notice:
Mr. Biaggi with Mr. Carter.
Mr. Breckinridge with Mr. Duncan of Oregon.
Mr. Mazzoli with Mr. Frey.
Mrs Burke of California with Mr. Tucker.
Ms. Oakar with Mr. Whalen.
Mr. Tsongas with Mr. Cederberg.
Mr. Charles Wilson of Texas with Mr. Young of Alaska.
Mr. Nix with Mr. Cochran of Mississippi.
Mr. Simon with Mr. Kasten.
Mr. Thornton with Mr. Edwards of Oklahoma.
Mr. GU YER and Mr. MARTIN changed their vote from
"yea" to "nay."
Mr. KOSTMAYER changed his vote from "nay" to "yea."
So the bill was passed.
The result of the vote was announced as above recorded.
Mr. MURPHY of New York. Mr. Speaker, I ask unani
mous coasent that the Committee on Merchant Marine and
Fisheries be discharged from further consideration of the
Senate bill(S. 2553) to authorize appropriations forthefiscal
year 1979 for certain maritime programs of the Department
of Commerce, and for other purposes, a similar Senate bill
and ask for its immediate consideration in the House.
The Clerk read the title of the Senate bill.
The SPEAKER pro tempore. Is there objection to the
request of the gentleman from New York?
There was no objection.
. . to protect our Nation in time of a
national emergency, we must have a ready,
financially sound merchant marine fleet/'
Congressman Glenn Anderson (D-Ca.)
28/ LOG/June 1978
�^Connressional Uecord
VmkUSmu
VI. 124
^-/A
P«OCEEDINGS AND DEBATES OE THE 95'''CONGRESS, SECOND SESSION
WASHINGTON, TUESDAY, MAY 2), I97»
No. 77
The Clerk read the Senate bill, as follows;
S. 2553
Be it enacted by the Senate and Houseof Representatives
of the United States of America in Congress assembled. That
this Act may be cited as the "Maritime Appropriation
Authorization Act for Fiscal year 1979".
SEC. 2. Funds are authorized to be appropriated
without fiscal year limitation as the appropriation Act may
provide for the use of the Department of Commerce, for the
fiscal year 1979' as follows;
(1) For acquisition, constructipn, or reconstruction of
vessels and construction-differential subsidy and cost of
national defense features incident to the construction,
reconstruction, or reconditioning of ships, not to exceed
$157,000,000;
(2) For payment of obligations incurred for operating-dif
ferential subsidy, not to exceed $262,800,000;
(3) For expenses necessary for research and development
activities, not to exceed $17,500,000;
(4) For maritime education and training expenses, not
to exceed $22,483,000, including not to exceed $15,359,000
for maritime training at the Merchant Marine Academy at
Kings Point, New York, $5,370,000 for financial assistance
to State marine schools, and $1,904,000 for supplementary
training courses authorized under section 216(c) of the
Merchant Marine Act, 1936; and
(5) For operating expenses, not to exceed $34,845,000,
including not toexceed $5,516,000 for reserve fleet expenses,
and $29,329,000 for other operating expenses.
SEC. 3. There are authorized to be appropriated for the
fiscal year 1979, in addition to the amounts authorized by
Section 2 of this Act, such additional supplemental amounts
for the activities for which appropriations are authorized
under section 2 of this Act. as may be necessary for
increases in salary, pay, retirement, or other employee
benefits authorized by law, and for increased costs for
public utilities, food service, and other expenses of the
Merchant Marine Academy at Kings Point, New York.
SEC. 4. Section 1103(0 of the Merchant Marine Act, 1936,
$7,220,000 for financial assistance to State marine schools,
and $1,904,000 for supplementary training courses author
ized under section 216(c) of the Merchant Marine Act,
1936; and
(5) For operating expenses, not to exceed $34,845,000,
including not to exceed $5,516,000 for reserve fleet
expenses, and $29,329,000 for other operating expenses.
SEC. 3. There are authorized to be appropriated for
the fiscal year 1979, in addition to the amounts authorized
by section 2 of this Act, such additional supplemental
amounts for the activities for which appropriations are
authorized under section 2 of this Act, as may be
necessary for increases in salary, pay, retirement, or
other employee benefits authorized by law, and for increased
costs for public utilities, food service, and other expenses
of the Merchant Marine Academy at Kings Point, New
York,
SEC. 4. Section 3 of the Maritime Academy Act of 1958
(46 U.S.C. 1382) is amended by the addition of asubsection
to read as follows;
"(d) The Secretary may pay additional amounts to assist
in paying for the cost of fuel oil consumed during the
training cruises of the vessels referred to in subsection (a).".
SEC. 5. Section 1103(0 of the Merchant Marine Act.
1936, as amended (46 U.S.C. 127.3(0) is amended by
striking "$7,000,000,000.", and inserting in lieu thereof
"$10,000,000,000."
The motion was agreed to.
The Senate bill was ordered to be read a third time,
was read the third time, and passed.
Cong. Jo.shiia Eilberg (D-Pa.)
"By raising the statutory (Title XI) ceiling we can
increase the amount of construction by the mari
time industry and thereby create more jobs."
"The funds authorised represent continued Con
gressional commitment to a strong .American
maritime industry and, concomitantly, to the
American economy."
IS amended (46 U.S.C. 1273(0), is amended by striking out
"$7,000,000,000", and inserting in lieu thereof "$ 10,000,000)00".
Mr. MURPHY of New York. Mr. Speaker, I offer a
Amotion.
The Clerk read as follows;
Mr. MURPHY of New York moves to strike out all after
hhe enacting clause of the Senate bill, S. 2553 and to insert in
jlieu thereof the provisions of the bill H.R. 10729, as passed,
[as follows;
That this Act may be cited as the "Maritime Appropriation
I Authorization Act for Fiscal Year 1979."
SEC. 2. Funds are authorized to be appropriated without
i fiscal year limitation as the appropriation Act may provide
for the use of the Department of Commerce, for the fiscal
I year 1979, as follows:
(1) For acquisition, construction, or reconstruction of
vessels and construction-differential subsidy and cost of
national defense features incident to the construction,
reconstruction, or reconditioning of ships, not to exceed
$157,000,000; Provided, that no funds authorized by this
paragraph may be paid to subsidize the construction of any
vessel which will not be offered for enrollment in a Sealift
Readiness program approved by the Secretary of Defense;
Providedfurther. That in paying for funds authorized by this
paragraph, the construction subsidy rate otherwise appli
cable may be reduced by 5 percent unless the Secretary of
Commerce, in his discretion, determines that the vessel to be
constructed is part of an existing or future vessel series;
(2) For payment of obligations incurred for operating-dif
ferential subsidy, not to exceed $262,800,000; Provided,
That no funds authorized by this paragraph may be paid lor
the operation of any vessel which is not offered for
participation in a Sealift Readiness program approved by
the Secretary of Defense;
(3) For expenses necessary for research and development
activities, not to exceed $17,500,000;
(4) For maritime education and training expenses, not
to exceed $24,647,000, including not toexceed $15,523,000
for maritime training at the Merchant Marine Academy at
Kings Point, New York, of which $450,000 shall be for the
replacement of barracks windows at the Academy,
. . . every time a nation is powerful
in this world it is because they
controlled all of the sealanes both
military and merchant, and that as
they lose that sea power then they
lose their other power.
Coiijwressman Trent Lotl (R-Mis.s.)
June 1978 / LOG / 29
�iiraiiiiiiiiiiiiiiiiiinmmiiiiniiiimiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiii
nniniiiiiiuiinniiiiiniiainiiiiiiinmiiinmimiiiiiiuininnuuiiiHininniniiimuninuiiiiuiiiiiuuiiuuimuuiiiuuiuiiiti
How Political Action Got the Job Done
Port agents and members of the Sea
farers International Union in ports on
all coasts, the rivers and the Great Lakes
were the backbone of a wide-ranging na
tional campaign that brought passage of
the 1979 Maritime Authorizations Bill.
Because of their solid efforts, the jobs
and futures of all seafarers and the many
thousands of other workers who depend
on the maritime industry for their pay
checks have been secured for another
year.
A coordinated drive to deliver the
message of the seafarer to Congress
opened well before the bill was brought
to the floor of the House of Representa
tives when SlU port agents gathered in
Washington for a complete briefing on
the legislation, and the action needed to
win.
The port agents were provided de
tailed information on the seven killer
amendments that opponents had clev
erly prepared to weaken the bill, bit by
bit, until the U.S. Merchant Marine it
self would be forced to go belly-up.
The SIU's Washington legislative
team armed each port 9gent with in
formation about the Congressmen from
the states in which the port agent oper
ated. The information included the
individual Congressman's addresses,
telephone numbers and voting record
on three key maritime-related votes in
the past two years.
The port agents relayed the informa
tion to rank-and-file Seafarers, setting
up a coordinated team effort to let
Congressmen know that SIU members
and their families were depending on
their support.
The messages being sent were loud
and clear and numbered in the thou
sands. They were delivered in the form
of letters, telegrams, phone calls and
personal visits in the Congressmen's
home districts. One Maryland Con
gressman acknowledged that he re
ceived more than a thousand messages
in support of the Maritime Authoriza
tions Act of 1979.
Congressmen were made personally
aware that Seafarers and their families
live in their districts, vote in their dis
tricts, and are politically active.
The port agents, at the same time,
provided Congressmen with the facts in
support of the bill, and in opposition to
the amendments. They called on the
Congressmen to enlist the support of
other members of the House in recog
nizing just how vital the bill was to the
survival of the U.S. Merchant Marine.
SIU representatives kept a steady
stream of information flowing back to
the campaign's coordination center at
the AFL-CIO Maritime Trades Depart
ment offices in Washington.
At the campaign center, MTD Ad
ministrator Jean Ingrao, Legislative and
Political Activities Director David Dolgen and National Field Coordinator
John Yarmola were monitoring a vast
range of activities on a number of fronts.
The SI U's Washington team provided
a steady stream of current information
to the 123-member House of Represent
atives Port Caucus, a Congressional
group that maintains a close liaison
with the House Merchant Marine and
Fisheries Committee and its chairman.
Congressman John M. Murphy of New
York.
Lobbyists of many other AFL-CIO
unions affiliated with the Maritime
Trades Department were enlisted in the
cause. They accepted assignments to
provide the members of the Congres
sional Port Caucus with the data re-
iiutiiuiiiiiiiiiiiiuiiiiiiiiiiiiiiuiiiuiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiii
quired to beat back the McCloskey
amendments with facts and logic.
The leaders of many of the MTD
affiliates sent directives to their thou
sands of locals across the United States,
urging them to take part in the move
ment to win passage of the Maritime
Authorizations Act.
SIU port agents helped to design pro
grams for the 29 MTD Port Councils to
rally community support, and to get the
message of that support to their Con
gressmen.
The port agents, the Port Councils,
the MTD and the AFL-CIO and its de
partments contacted AFL-CIO state
central bodies, which responded by
providing staff personnel to spread the
word that the jobs of thousands of
American trade unionists depended on
adoption of this Maritime Authoriza
tions Bill.
Local AFL-CIO central bodies called
on their Congressional delegations,
informing them that the folks back
home expected a "YES" vote.
All AFL-CIO departments rallied to
the Seafarers' cause.
In Washington, Andrew J. Biemiller,
director of the Department of Legisla
tion, and his staff joined the lobbyists
from MTD-affiliated unions in letting
members of the House Merchant Ma
rine and Fisheries Committee and the
Port Caucus know that the bill carried a
top priority throughout the labor
movement.
Many other AFL-CIO organizations
— the Building and Construction
Trades, Food and Beverage, Metal
Trades, Public Employees, Union
Label, and the Industrial Union Depart
ments among them—urged their affil
iates to lend a hand, and a voice, in favor
of the measure.
In the field, Alan Kistler, director of
the AFL-CIO Department of Organiz
ing and Field Services, made his staff
available to participate in promoting the
passage of the act.
And from the earliest stages of the
campaign until the end, Alexander Barkan, director of the AFL-CIO Commit
tee on Political Education, made it
known that labor was fully committed
to winning acceptance of the Maritime
Authorizations Act of 1979.
SIU port agents had taken part in all
of the COPE area conferences that were
conducted nationwide early in the year,
where the issue was given prominent
attention.
linuiniiiiuiiiiiiiiiiii
As the debate on the bill and the
amendments echoed throughout the
House chambers, the SIU Washington
legislative team provided a steady re
liable stream of technical and economic
information flowing to the bill's floor
leader. Congressman Murphy, and
those who were standing by him.
As each of the crippling amendments
came to the floor, the SIU team made
certain that its friends in the House had
the answers needed to convince the ma
jority that the opponents were using de
vious means to reach a single goal—the
destruction of the U.S. Merchant
Marine.
The climax came when the House
voted 326*to 82 to provide the Merchant
Marine with the government support re
quired to stay alive against the cut
throat competition of the state-con
trolled fleets and those bearing "flags of
convenience."
Seafarers and SIU port agents pro
vided the strength for victory.
This SIU Washington team provided
the political know-how and coordina
tion. The Seafarer's reward comes in
knowing that their jobs and their futures
are secure for now.
iiiiiiMiiitiiiiiiiiiiiiiiiiiiniiiHiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiuniiiNiNiiiiiiiiiKniiiiiiiiiiiMiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiuiiHiiiH
30/LOG/June 1978
�MARYLAND (Interocean Mgt.),
April 2—Chairman K. C. McGregor;
Secretary L. H. Walbrop. $25 in ship's
fund. Some disputed OT in deck, engine
and steward departments. Report to
Log: "The Ship's Committee and crew
wish to express their deep sorrow over
the passing away of Brother Paul Dro
zak. We wish to extend our sympathy to
his wife and family and his brother,
Frank Drozak. Brother Paul will be
sorely missed. He was an excellent offi
cial and Union Brother. May God rest
his soul." Observed one minute of sil
ence in memory of our departed broth
ers. One extra minute in memory of
Paul Drozak. Next port Valdez, Alaska.
SEA-LAND MARKET (Sea-Land),
April 16—Chairman, Recertified Bosun
D. Rood; Secretary R. Hutchins; Deck
Delegate F. Fromm; Engine Delegate E.
Liwag; Steward Delegate E. Verveniotis. No disputed OT. Secretary reported
that on this trip the department heads
and delegates were shown another
safety film. Before the safety meeting
some very interesting points were made
on preventing accidents and that every
one should always be safety conscious.
Chairman remarked upon smoking on
deck as we carry some very inflammable
cargo in tanks which sometimes leak.
The electrician pointed out that anyone
caught in the elevator when it went out
of order be sure to pull the emergency
switch before attempting to use the es
cape hatch. Observed one minute of sil
ence in memory of our departed broth
ers. Next port, Portsmouth, Va.
GUAYAMA (Puerto Rico Marine
Mgt.), April 23—Chairman, Recertified
Bosun William Velazquez; Secretary J.
Prats; Deck Delegate W. Matthews; En
gine Delegate H. F. Welch. No disputed
OT. Chairman discussed the import
ance of donating to SPAD. A vote of
thanks to the steward department for a
job well done.
BALTIMORE (Sea-Land), April 16
-Chairman, Recertified Bosun Joseph
Puglisi; Secretary George W. Gibbons;
Educational Director W. J. Dunnigan.
$15.25 in .ship's fund. Some disputed OT
in deck department. Chairman noted
that the repair list had been posted and
everything had been fixed and taken
care of. Discussed the importance of
donating to SPAD. A vote of thanks to
the 4-8 watch in the deck department for
keeping the pantry and messroom clean.
A vote of thanks to the steward depart
ment for a job well done. Next port.
Port Elizabeth, N.J.
BANNER (Interocean Mgt.), April
30—Chairman R. E. Clifford; Secretary
F. Nigro; Steward Delegate R. B.
Woodard. $22.69 in ship's fund. No dis
puted OT. The March issue of the Log
was received and distributed and the
educational director suggested that it be
read from cover to cover and then
passed around. Chairman advised all
members that smoking is a dangerous
habit in the wrong area so be safety
minded and think before smoking on a
tanker. A vote of thanks to the steward
department for a job well done. Next
port. Lake Charles.
SAN FRANCISCO (Sea-Land),
April 9—Chairman, Recertified Bosun
John Japper; Secretary V. Douglas;
Edu(iational Director D. Able. No dis
puted OT. Secretary gave a vote of
thanks to the crew for their fine coop
eration. Educational director reported
that so far movies were seen every other
night when at sea. Some books came on
in some ports and the Log had been re
ceived. A vote of thanks to the steward
department for a job well done.
SEA-LAND
VENTURE
(SeaLand), April 9—Chairman, Recertified
Bosun Edward Morris, Jr.; Secretary
Roy R. Thomas; Educational Director
Henry Duhadway. $10 in ship's fund.
No disputed O T. Chairman held a safety
meeting and advised that there should
be no smoking on deck at anytime and
to consider the ship like a tanker due to
the fact that we have containers contain
ing combustible cargo. A collection was
made to send flowers for Brother Tom
Kline's mother who passed away while
the vessel was at sea. The importance of
SPAD was discussed. A vote of thanks
to the steward department for a job
well done. Next port. New Orleans.
COVE COMMUNICATOR (Mount
Shipping), April 24—Chairman, Re
certified Bosun B. Browning; Secretary
C. M. Modellas; Educational Director
G. Berger; Deck Delegate Milton R.
Henton. No disputed OT. Chairman
gave a talk about upgrading for LNG.
Encouraged all members to attend
Piney Point. Also on the importance of
SPAD. Requested all members who use
the washing machine to turn off the
switch after using. Everything running
smoothly. Next port, Delaware City.
SEA-LAND
ECONOMY (SeaLand), April 9—Chaiman, Recertified
Bosun A. McGinnis; Secretary L. Nich
olas; Educational Director L. Acosta;
Engine Delegate R. Celicus; Steward
Delegate S. Morris. $149 in movie fund.
No disputed OT. Chairman held a dis
cussion on upgrading and the highlights
in the Log were pointed out. A vote of
thanks to the movie director for a job
well done. Report to the Log: "A tele
gram was sent to Executive Vice Presi
dent, Frank Drozak in regard to the
death of our friend and Union brother
Paul Drozak." Next port, Rotterdam.
SEA-LAND FINANCE (Sea-Land),
April 9—Chairman, Recertified Bosun
J. Pulliam; Secretary G. Reasko; Deck
Delegate J. Long; Steward Delegate E.
Cullerton. No disputed OT. Educa
tional director advised all crewmembers to go back to be upgraded as soon
as possible. Chairman noted that the
passing away of Paul Drozak and
Mickey Wilburn will be mourned by all.
All stood a moment of silence in their
memory. Jitney service is still needed in
Yokohama, Kobe, Hong Kong, and
Seattle. Also platforms on dock for
gangway. A vote of thanks to the stew
ard department. Next port. Hong Kong.
BORINQUEN (Puerto Rico Mgt.),
April 2—Chairman, Recertified Bosun
C. L. Gonzalez; Secretary H. A. Galicki;
Deck Delegate O. V. Ortiz; Engine Del
egate J. I. Newhouse; Steward Delegate
R. F. Cordero. $7 in ship's fund. Some
disputed OT in deck and engine depart
ments. Chairman requested all men who
are off watch to attend the Union meet
ings. It was also suggested that all
should read the Washington Activities
and Headquarters Reports in the Log.
Everyone should read the Log to be in
formed as to what the Union is doing for
the membership. Next port. Port Eliza
beth N.J.
? •
STONEWALL JACKSON (Water
man Steamship), April 23—Chairman,
Recertified Bosun C. T. Lineberry; Sec
retary C. L. Shirah; Educational Direc
tor B. Coole; Deck Delegate Werner
Becher; Engine Delegate Cyril Grab;
Steward Delegate Rafael Padilla. $25 in
ship's fund. $910 in movie fund. Some
disputed OT in deck, engine, and stew
ard departments. Chairman noted with
regret the passing away of Vice Presi
dent Paul Drozak and advised crewmembers that there was an article in the
Log that gave information on where you
could send a donation to the Cancer
Fund in his memory. A vote of thanks to
the deck department by the chairman
for the job of handling the cargo this
trip. A vote of thanks to the steward
department for a job well done. Next
port. New York.
LNG AQUARIUS (Energy Trans
portation), April 2—Chairman, Recert
ified Bosun Billy Nuckols; Secretary
Frank Costango; Educational Director
Dom Orsini; Deck Delegate Charles
Loveland; Engine Delegate Charles
Dahlhaus; Steward Delegate Larry
Dockwiller. No disputed OT. Chair
man reported that Port Agent Frank
Boyne visited the vessel on March 23 in
Nagoya. He will try to make the vessel at
least once a month. Also discussed the
importance of donating to SPAD.
Steward delegate noted that Pat Geary,
HLS graduate is doing a fine job. His
Piney Point training shows. Report to
Log: "The crew oiLNG A quarius would
like to express their deepest sympathy to
the families of our departed friends and
brothers, Paul Drozak and Mickey Wil
burn." Observed one minute of silence
for our departed brothers with a special
prayer for Mickey Wilburn and Paul
Drozak. Next port, Osaka.
MOUNT NAVIGATOR (Cove Tank
ers), April 23—Chairman, Recertified
Bosun R. Johnson; Secretary C. Guerra;
Educational Director W. Weekly; En
gine Delegate James Flynn; Steward
Delegate M. Deloatch. No disputed OT.
Chairman held discussions on the
articles in the Log, the importance of
donating to SPAD, and called for safety
suggestions and the repair list. A vote of
thanks was given to all department
delegates and chairman for making this
a smooth voyage. It was noted that the
crew would like some updated literature
on retirement and welfare benefits. A
vote of thanks to the American Library
for the books and magazines in New
York. Observed one minute of silence in
memory of our departed brothers.
SEA-LAND CONSUMER (SeaLand), April 16—Chairman, Recerti
fied Bosun F. Pehler; Secretary C. Rice;
Educational Director K. Hart; Deck
Delegate E. Scroggins; Engine Delegate
R. Elliott; Steward Delegate M. Cox.
No disputed OT. Chairman reminded
all crewmembers to get passports and to
go to Piney Point to upgrade. Next port.
Port Everglades.
ALLEGIANCE (Interocean Mgt.),
April 30—Chairman, Recertified Bosun
A. T. Ruiz; Secretary G. Rosholt;
Educational Director Mark Serlis;
Deck Delegate A. Lesnansky; Engine
Delegate J. J. Kulas; Steward Delegate
H. W. Roberts. $24 in ship's fund. Some
disputed OT in steward department.
Chairman noted that more members
should attend the meetings so if they
have a beef it could be considered.
Observed one minute of silence in
memory of our departed brothers. Next
port Braintree, Mass.
POTOMAC (Ogden Marine), April 9
-Chairman S. L. Coker; Secretary A.
Salem; Educational Director H. N. Fos
ter; Deck Delegate C. F. Mann; Engine
Delegate F. W. McFaul; Steward Dele
gate V. Young. Some disputed OT in
deck and steward departments. Chair
man to consult patrolman on arrival as a
lot of shipyard work has to be done. A
vote of thanks to the steward depart
ment for a job well done. Observed one
minute of silence in memory of our de
parted brothers.
PISCES (Apex Marine), April 9—
Chairman, Recertified Bosun W. G.
Butterton; Secretary F. R. Hicks; Edu
cational Director G. D. Crowder; Deck
Delegate G. James; Engine Delegate
Otto Motley; Steward Delegate Jerry
Wood. Chairman reported that the crew
has been exceptional and he thanked the
men and delegates for good coopera
tion. Discussed the importance of do
nating to SPAD. Also noted that the
Piney Point men aboard ship show signs
of good seamanship. Letters that were
received from Headquarters concerning
men being left in hospitals in foreign
countries and getting required replace
ment when leaving ship were read and
discussed, pro and con, and posted. Re
port to Log: "Chief Cook Frank Pastrano is retiring from the Union after
this voyage. Everyone wished him many
happy years on retirement and gave him
a hearty farewell and wished him God
speed in retirement." Next port. New
York.
Official ship's minutes were also re
ceived from the following vessels:
ROBERT TOOMBS
SEA-LAND GALLOWAY
LNG CAPRICORN
MAYAGUEZ
MOUNT VERNON VICTORY
BEAVER STATE
CHARLESTON
POINT SUSAN
MOUNT WASHINGTON
SEA-LAND COMMERCE
JACKSONVILLE
OGDEN WABASH
STUYVESANT
TAMPA
OGDEN CHAMPION
HUMACAO
ARECIBO
DEL SOL
THOMAS LYNCH
DELTA MEXICO
HUDSON
GOLDEN ENDEAVOR
BRADFORD ISLAND
WESTWARD VENTURE
DELTA BRASIL
BOSTON
TRANSCOLUMBIA
ARTHUR MIDDLETON
SAN JUAN
DELTA URUGUAY
SEA-LAND PRODUCER
MOHAWK
TAMARA GUILDEN
iNGER
ZAPATA PATRIOT
DELTA MAR
OVERSEAS CHICAGO
June 1978 / LOG / 31
%
�The Big One's Still Waiting For Brother Buzzwah
to share the secret of his success, he
answered in one word—"patience."
Unfortunately, he can answer the
question, "What do you catch," in one
word, too.
"Nothin'."
Seafarer Buzzwah doesn't like to
clean fish, so he doesn't catch too many.
In fact, he can number his lifetime catch
on the fingers of one hand—two of
them.
When the sun starts warming the
sweet water of the Great Lakes and the
only ice around is clinking in glasses,
people start thinking about vacations.
Summer is the busiest part of the ship
ping season on the Lakes, with vacation
time for Seafarers a good six months off.
But the weather is mild, the fish are bit
ing and that gives some SIU members a
lot to do in their spare time.
Perhaps the greatest fisherman of
them all Ls one of our own. Ray Buzz
wah, a wiper aboard American Steam
ship Co.'s Consumers Power, is out cast
ing a line every chance he gets.
Brother Buzzwah has fished all over
the world. In the Persian Gulf, the Suez
Canal, the China Sea. He's hunted the
beasts of the water in California, north
ern Michigan, and Lorain, Ohio.
Brother Buzzwah has the best fishing
gear money can buy. And, when asked
Four Inch Perch
He bagged his first trophy back in
1974. It was a catfish. And last year he
caught his first perch. But it was only
four inches long, so he threw it back.
Buzzwah hails from Mountain View,
Arkansas which is known for its clear
lakes and good fishing. He's never
caught anything there, either.
It was Jim Budnick, the MEBA, Dis
trict 2 steward, and an SIU member
from 1959, who sat Brother Buzzwah
down in the galley of the Consumers
Power one day during the fit out and
insisted he tell his inspirational story.
"Many's the time," Budnick said,
"Ray's asked me to leave the deep freeze
open overnight for his catch. The next
morning, though, there's never anything
there."
Budnick's always willing to oblige in
the galley when Brother Buzzwah gets in
from a fishing trip. "I enjoy cooking
Ray's fish," he said. "They don't leave
much to clean up."
So, Brother Buzzwah will keep on
fishing the ports his ship comes into.
He'll continue dispensing good advice
on lures, bait, and casting. And he'll
probably go on not catching much.
There is an advantage, though, in be
ing the kind of fisherman he is. The big
one's still out there waiting for him!
Researchinig
Vietnam
Seafarer Mike Gillen is currently
doing research for a book about the
merchant marine during the Vietnam
War. He is looking for stories,
photos, etc. and would like to cor
respond with anyone who was on the
Vietnam run.
Gillen was OS on the SS Fairport
to Da Nang in 1969. Write to him,
c/o Lee, 21-05 33rd St., Astoria,
N.Y. 11105.
cTTPtrPS: Seafarers m ftxoerienced
Job training
equipment
M or HOB""
See your
nSiSSi °°°urm ^B^ter Fay
^
Lakes Seafarer Ray Buzzwah, a wiper and resident fishing expert on the Consum
ers Power (American Steamship Co.), is shown working aboard the ship during fit
out last April.
A MESSAGE FROM YOUR UNION
//= you ARE
DRUGS
CAUGHT WITH
youR
BB
<EAMAN'5 PAPERS \A//LL
THERE %
NO PLACE
FOR
DRUGS
IN
A
PROFESSIONAL
SEAMAN^S
LIFE
I
32 / LOG / June 1978
i
•
�The newest U.S.-flag ships are helping to end America's
dependence on runaway-flag tankers
David Pappas receives instruction in the use of safety equipment found
al>oard LNG tankers.
Seafarers David Pappas (center) and Richard Robinson (right) discuss
firefighting equipment aboard LNG tankers with their instructor.
I *...
jLiaifew.
- '
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,
,
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Seafarers today have the
chance to sign a new Decla
ration of Independence for
America. When a seafarer
signs on one of the new U.S.flag LNG tankers, he helps
make America independent
of poorly-maintained, unsafe,
foreign-flag tankers that pol
lute our shores and steal
American jobs.
The new LNG vessels are
the finest, safest ships ever
built. Seafarers can earn ex
cellent pay aboard these ves
sels and they enjoy fine work
ing and living conditions. But,
to take advantage of this op-^
Paso Southern. He comment
ed, "There are many untrue
stories floating around and
education is the only way to
stop false rumors about LNG."
Seafarer Bill Bellinger, who
is also aboard the Southern,
added, "A small tank of pro
pane at a person's home is
more dangerous than a whole
vessel of LNG." He also
noted, "A regular tanker is a
much more dangerous vessel
to work aboard than an LNG
ship."
Seafarers Mike Stravers (center)
and Hanable Smith, Jr. (right) use
the automated console simulator at
HLS to gain experience in the auto
mated systems aboard LNG vessels.
Instructor John Mason (left) pro
grams problems into the simulator
so that the seafarers can practice
troLibfeshootlng.
portunity, seafarers must be
QUALIFIED.
Qualifications are the key.
All the seafarers aboard LNG
vessels are specially-trained.
They are skilled in LNG oper
ations and theory and they
are very safety conscious.
The Harry Lundeberg
School is the place to get
these qualifications. HLS of
fers a special course to teach
seafarers everything they
need to know to work aboard
an LNG ship. The course also
helps seafarers to understand
LNG as a cargo.
Seafarer Pete Reid is a
crew member aboard the El
So, seafarers who train at
HLS to man the new LNG ves
sels receive many benefits—
good pay, great working con
ditions, new skills, more
knowledge, better job secu
rity. And these seafarers will
work aboard U.S.-flag ships
that are providing energy for
America's needs.
Attending the LNG course
at HLS is the best move any
seafarer can make—he'll help
himself, help his industry and
help his country.
*
U.S.-flag LNG vessels are the safest ships ever built. American tech
nology provides the know-how and the SlU provides the skilled man
power for the operation of these vessels.
Seafarers in the LNG course iisten as John Lindak of the U.S. Coast
Guard explains the safety factors involved in the construction and opera
tion of LNG vessels.
June 1978 / LOG / 33
�SlU deckhands secure lines between the J. W. Hershey (Inland Tugs) and one of 15 grain barges in her tow.
The boat was tied up on the Mississippi, just above St. Louis, waiting to go through Lock 27.
Robert Gallion, SlU deckhand on the towboat Ed
Renshaw (Ozark Marine) uses a flashlight to check
for barge leaks.
This full view of the J.W. Hershey and her tow is typical of the large, modern towboats which operate on the
Rivers. She was one of the 30 boats waiting above and below Lock 27 last month when the busy facility was
parWaHy closed for maintenance.
SlU Patrolman Dave Wierschem talks with Nancy
Hite, cook on the Ed Renshaw. during his servicing
visit to the boat.
The crew of the Ed Renshaw had time for a relaxed lunch wiih Patrolman Dave Wierschem (left) whilethe boat
was waiting her turn at Lock 27, expected around midnight. Crewmembers shown are (I to r): Lead Deckhand
Jack Carlile and Deckhands John Kalges and Albert Brenizer,
Pulsating With the Rivers, SlU Boats Pump
Call it what you like —the Mis.sis.sippi,
the Western Rivers or just the Rivers.
I his vast network of waterways, which
was the lifeline for America's westward
development, is still the nation's main
inland artery for commercial growth.
The steamboats are gone but diesel
powered towboats and barges of all
types and sizes now carry the pulse of the
Rivers. And it's stronger now than it
ever was when paddleboats dominated
the scene.
SlU Boatmen are playing an increas
ing role in the growth of river trans
portation and The Log had a chance to
34 / LOG / June 1978
see them in action on a recent trip to sev
eral key points along the Mississippi.
The heart-of the action is around St.
Louis where the SIU hall is located.
Strategically sited just below where the
Missouri and the Illinois Rivers enter
the Mississippi, St. I.ouis is the nation's
leading inland waterways port. Latest
available figures show close to 24 mil
lion tons of cargo moved through there
in 1976.
Coal, grain, fertilizers and chemicals
are the major cargoes that pass through
this port. Hiey are generally carried in
huge tows which can be as large as 50
barges pushed by a single towboat.
Lashed rigidly together by deckhands or
linesmen, these barges move through
the calm waters of the Mississippi like a
single vessel.
The river is relatively calm because
of the system of 30 locks and dams that
regulate its different water levels like a
gradual flight of steps. As they approach
St. Louis, the big tows have to be broken
up to pass through some of the busiest
locks in the entire system.
The longest delays usually occur at
Alton, III., right across the fiver from
St. Louis. Here, the outmoded Locks
and Dam 26 still awaits replacement.
But during The Log's visit, the biggest
bottleneck was at another facility just
above St. Louis. Locks and Dam 27 at
Granite City, III. was partially closed for
maintenance work and we saw 30 boats
backed up above and below this point.
One of them was the Ed Renshaw.
operated by SlU-contracted Ozark
Marine. She was on her first trip out of
the shipyard after repairs for ice damage
last winter: The 5,600 hp. boat was tied
up along the river bank with her tow of '
15 grain barges. She was scheduled t<v '
pick up another 10 barges on her way to
�1^
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The Gateway Arch, syrtibol of St. Louis modern resurgence, throws a shadow around reminders of her riverboat past. Visitors
can ride up the steel arch to Its 600 foot top, where this photo was taken, overlooking excursion boats docked on the Mississippi.
St. Louis was "the gateway to the West" in the 19th century and it is still the nation's leading inland port.
Holiice Davidson is an SlU deckhand
gn the Dan Hogan a harbor boat In
Louisiana Docks f leetinq service at
Cairo III
..y
I
' I >7: ?, "
• • ?[Mr-—""
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Dottie Sullivan, part of the 90 member work force at Denna Products, turns out
ceramic lamp bases at this UlW-contracted shop on the Ohio River, near
Paducah, Ky.
Barge repair and other shoreside workers at Louisiana Docks are also UIW
members. Shop Steward Leon Spraggs here supervises Welder Terry White
side as he works on a new office addition to this expanding operation.
Economic Energy into Heart of U.S
New Orleans. But when we boarded the
boat around noon, her crew told us that
she would have to wait "at least until
midnight to get through Lock 26 and
then a couple of days before going
through Lock 27."
The Ed Remhaw wasn't the only SIUcontracted boat caught in the lock back
up. The y. W. Hershey (Inland Tugs)
was also waiting with 15 grain barges.
Crossing the Mississippi, we had a birdseye view from the bridge leading into St.
Louis of three more grouped togetheron
the riverbank. The Jeffboat (Inland
Tug), Delmar Jaeger (Northern Tow
ing) and the Hugh C. Blaske (Southern
Ohio Towing) were all waiting their turn
at the locks with hopper barges filled
with coal.
Locking for one boat takes about one
and a half hours when the tow is too
large to go through all at once. But
breaking up tows is only one part of the
story on the Rivers. Farther down the
Mississippi at Cairo, 111. we saw one of
the busiest spots where these big tows
are made up by SIU Boatmen.
The Ohio River meets the Mississippi
at Cairo and this is where the Louisiana
Dock Company, Inc. puts together
I
barges going in all directions. In 1976,
the SlU-contracted fleeting boats in this
company handled a total of 18,000]
barges and the figures are steadily climb
ing.
Louisiana Dock is also a growing
barge repair service, under contract to
the United Industrial Workers, an affili
ated union of the SIU. The repair yard
started out five years ago with 18 UIW
workers and today the number has
doubled. These include general laborers
in the "Bull Gang," machinists and crane
operators.
But the pulsebeat of the Rivers isn't
INLAND
confined to the waterways. River com
merce has pumped economic energy
into the industries of the surrounding
areas.
We visited another active UIW shop,
sandwiched between two river towns.
Cairo and Paducah, Ky. Close to 100
UIW workers at Denna Products turn
out 5,000 ceramic lamp bases a day. Set
on the banks of the Ohio, the plant is
part of the growing economy of an area
which is fed and sustained bvthe Rivers.
June 1978 / LOG / 35
�Virgil E. Clement, 62, joined the
Union in the port of Houston in 1960.
He sailed as an engineer and tankerman for National Marine Service
from 1954 to 1978. Brother Clement
was born in Loranger, La. and is a
resident of Independence, La.
Thomas O. Rainey, 64, joined the
SIIJ in the port of New Orleans in
1955 and sailed as a chief steward.
Brother Rainey sailed 31 years. He is
a World War II veteran of the U.S.
Air Forces. Seafarer Rainey was
born in Beehe. Ark. and is a resident
of Forrest City, Ark.
_.-Tk^VV:
A
V
Roy W. Anderson, 69, joined the
SlU in the port, of .lacksonville in
1961 and sailed as a cook and fireman-watcrtendcr. Brother Anderson
sailed IS years. He also worked as a
shipyard rigger. Born in Oklahoma,
he is a resident of Jacksonville.
Jess Willard "Tex" Ringo, 61, join
ed the SIU in 1944 in the port of Balt
imore and sailed as a bosun. Brother
R ingo sailed 46 years. He was born in
Texas and is a resident of Houston.
Troy M. Carver, 65, joined the
SlU in the port of Baltimore in 1951
and sailed as a bosun, quartermaster
and in the steward department since
1958. Brother Carver sailed 43 years.
He is also a rigger. Seafarer Carver
was born in Elkins. W. Va. and is a
resident of Houston.
John B. Johnson, joined the SI U in
the port of Seattle in 1963 and sailed
as an AB. Brother Johnson sailed 30
years. He is a veteran of the U.S.
Navy. Seafarer Johnson was born in
Pearidge, 111. and is a resident of
Newburgh, Ore.
James W. Davis, 53. joined the SlU
in 1946 in the port of Jacksonville
and sailed as an AB. Brother Davis
was born in Greensboro, N. C. and
is a resident of Jacksonville.
Henry R, "Hy" Gordon, 57, joined
the SIU in 1942 in the port of Mobile
and sailed as a bosun. Brother Gor
don sailed 38 years. He is a World
War 11 veteran of the U.S. Army.
Born in Bergen County, N. J., he is a
resident of Miami, Fla.
Luis Gil, 66, joined the SIU in 1942
in the port of New York and sailed as
a bosun. Brother Gil walked the
picketline in the 1962 Robin Line
beef and the 1965 Rotobroil strike.
He was born in Puerto Rico and is a
resident of Bayamon. P. R.
Anthony J. Skillman, 58, joined
the SrU in 1944 in the port of Balti
more and sailed as a bosun. Brother
Skillman sailed 37 years. He also
sailed on the Bull Line. Seafarer
Skillman hit the bricks in the 1961
N. Y. Harbor strike. He is a World
War II veteran of the U.S. Army. A
native of Brooklyn, N. Y., he is a
resident of Astoria, Queens. N.Y.
Recertified Bosun Joseph O. Sny
der, 66, joined the SIU in 1946 in the
port of Baltimore sailing for 43 years.
Brother Snyder graduated from the
Union's Bosun -Recertification Pro
gram in March 1976. He walked the
picketline in the 1965 Rotobroil beef
in Chicago, 111. Seafarer Snydgr is a
veteran of the U.S. Navy. Born in
Pennsylvania, he is a resident of Balt
imore and Genoa, Italy.
36/ LOG / June 1978
F
William C. West, 66, joined" the
Union in the port pf Philadelphia in
1967. He sailed as a captain and deck
hand for the Interstate Oil Transport
Co. from 1965 to 1977 in Norfolk and
the Graham Transportation Co. in
1965. Brother West was a commercial
fisherman from 1948 to 1965. He was
a former member of the Masters,
Mates and Pilots Union and the Na
tional Maritime Union. A native of
Mathews, Va.; he is a resident there.
Paul Buddy McDaniel, 61, joined
the SIU in 1947 in the port of New
York and sailed as a bosun. Brother
McDaniel sailed 36 years. He is a
Worid War II veteran of the U.S.
Navy. Seafarer McDaniel was on the
picketline in the 1961 N.Y. Harbor
beef. He upgraded to AB at Piney
Point in 1974. Born in Georgia, he is
a resident of Stroudsburg, Pa.
Leroy J. Doty,59, joined the SlU in
1947 in the port of New York and
sailed as a bosun and quartermaster.
Brother Doty sailed 41 years. He hit
the bricks in the 1961 Greater N. Y.
Harbor beef and the 1962 Robin Line
strike. Seafarer Doty attended a 1972
Educational Conference in Piney
Point, Md. He upgraded at the
HLS in 1976. A native of Akron,
Ohio, he is a resident of Lakewood,
N. J.
Joseph R. Gallant, 59, joined the
SIU in 1942 in the port of Mobile and
sailed as a fireman-watertender.
Brother Gallant sailed 38 years. He
was born in New Bedford, Mass. and
is a resident of Houston.
Walter L. Jarrett, 62, joined the
Union in the port of St. Louis in
1965. He sailed as a cook on the A//F
Hu^h C. 5/<7.vAe (Inland Tugs) from
1963 to 1964, on the Towhoai Harry
M. Mach (ACBL) from 1963 to 1977,
and on the A//F Bill Elmer from
1975 to 1976. Inland Boatman Jarrett
was a member of the United Steelworkers Union in 195-7. He is a World
War 11 veteran of the U.S. Army.
Brother Jarrett was born in Louis
ville, Ky. and is a resident there.
George L. Tolliver, 63, joined the
SIU in 1938 in the port of Boston and
sailed as a chief steward. Brother Tol
liver sailed 46 years. He was aboard
the SS Steel TrtfvWfr (Isthmian Line)
in 1973 when Cambodian frogmen
attached sticker bombs to the ship's
side blowing a 4 by 4 hole in her hull.
A native of Nova Scotia. Canada, he
is a U.S. naturalized citizen and a res
ident of New Orleans.
Carlos Torres, 65, joined the SIU
in 1938 in the port of New York and
sailed as a junior engineer and fire
man-watertender. Brother Torres
sailed 41 years and in 1965 for the
Isthmian Steamship Co. He was on
the picketline in the 1961 N.Y. Har
bor beef and the RMR strike. Sea
farer Torres was born in Yauco, P.-R.
and is a resident of Brooklyn, N. Y.
George Washington Trippe Jr., 55,
joined the SIU in the port of Mobile
in 1960 and sailed as a cook. Brother
Trippe sailed 26 years. He was born
in Alabama and is a resident of Lip
scomb, Ala.
Ronald R. Wells, 65, joined the
SIU in the port of Jacksonville iu
1962 and sailed as an oiler. Brother
Wells sailed 35 years. He is a World
War 11 veteran of the U.S. Navy. A
native of the British West Indies, he is
a resident of Mililiani Town, Hawaii.
Charles G. Starling joined the
Union in the port of Norfolk in 1961.
He sailed as a cook for Mariner Tow
ing from 1956 to 1978, IBC Towing in
1972, Gulf Atlantic Towing, and Mc
Allister Brothers. Brother Starling
sailed 46 years. He is a veteran of the
U.S. Coast Guard. Boatman Starling
was born in Rocky Mount, N.C. and
is a resident of Norfolk.
Leon R. Drylewicz, 63, joined the
Union in the port of Detroit in 1960
and sailed as a conveyorman.
Brother Drylewicz sailed 29 years.
He is a World War 11 veteran of the
U.S. Army. Laker Drylewicz is also a
turret lathe operator. Born in Wilkes
Barre, Pa., he is a resident of Plains,
Pa.
MEMBERSHIP MEETINGS' SCHEDULE
Port
New York ...
Philadelphia .
Baltimore ...
Norfolk
Jacksonville .
Algonac ....
Houston ....
New Orleans .
Mobile
San Francisco
Wilmington .
Seattle
Piney Point .
San Juan ....
Columbus ...,
Chicago ....,
Port Arthur .
Buffalo
St. Louis
Cleveland ...,
Date
July 3
July 5
July 5
July 6
July 6
July 7
July 10
July II
July 12
July 13
July 17
July 21
July 8
July 6
July 15
July II
July II
July 12
July 14
July 13
Deep Sea
Lakes, Inland Waters
2:30p.m.
2:30p.m.
2:30p.m.
9:30a.m.
2:00p.m.
2:30p.m.
2:30p.m.
2:30p.m.
2:.30p.m.
2:30p.m.
2:30p.m.
2:30p.m.
10:30a.m.
2:30p.m.
—
—
2:30p.m.
2:30p.m.
—
UIW
7:0Qp.m.
7:00p.m.
7:00p.m.
7:00p.m.
7:00p.m.
7;00p.m.
1:00p.m.
�Today's SlU Pilot
The Best of Old and New
••
A pilot on the waterways
Mark Twain called this "the
greatest position of all." But the
boats and the waterways have
changed a lot since Mark
Twain's day.
Today's pilot must he very
skilled. He must be able to han
dle new technology, cope with
rules and regulations, constantly
practice safety measures, and
pass detailed examinations test
:.-.v •
Gene Mavi,
*
Robert Heilnieier and Roger
Ronsoiiet, SIU Boatmen who
are currently enrolled in the
Pilot's Course at HLS, listen
as inslriiclor Paul Alliiian
explains the use of the sexlaul.
ing his knowledge.
Even so, there's still glory in
being a pilot—there's pride in
being in charge of your own boat
and being responsible for the
safety and well being of crew
and cargo.
For Boatmen who want to be
pilots, the best way to earn their
license is the pilot course at the
Harry Lundeberg School. At
HLS, experienced instructors
Boatman Robert Heitmeier is shown here as he makes a chart of
the waters he will work on as a pilot.
Dennis Cumiskey spends some classroom time practicing chart
reading skills.
Susquehanna Committee
N.Y. Patrolman George Ripoll (center) is with the Ship's Committee and a crewmember of the ST Susquehanna (Hudson Waterways) at a payoff on June6 in the
Hoboken (NJ.) Shipyard. They are (seated I. to r.) Deck Delegate Walter Clifton and
Engine Delegate Ken Killion. Standing (I. to r.) are Chief Steward James Osbey, sec
retary-reporter, and AB Mike Atkinson. The Navy tanker was laid up for repairs after
payoff.
help each Boatman learn exact
ly what he needs to know to
pass the Coast Guard exams and
handle his boat with skill.
Everything in the course is
individualized for the student—
he learns rules of the road,
weather, winds and tides, chart
sketching and navigation exact
ly as they apply to the route he
will work on as a pilot.
At HLS. the SIU Boatman
can learn all the modern skills
he needs to enjoy the old-fash
ioned glory of being a pilot on
the waterways.
Boston Committee
On a May 26 payoff at Port Elizabeth, N.J. here's part of theShip's Committee of theSS
Boston (Sea-Land). They are (I. to r.) Chief Cook S. Bell, steward delegate: Engine
Delegate Vincent Mello, Chief Steward Jim Keno, secretary-reporter, and Recertified
Bosun Leyal Joseph, ship's chairman.
June 1978 / LOG / 37
�Michael A. McNulty, 22, died on
Dec. 6, 1977. Broth
er McNulty joined
the SIU in the port of
New York in 1971
sailing in the steward
department. In 1973,
he attended the HLS,
He was born in Philadelphia and was a
resident there. Surviving is his father,
Andrew of Philadelphia.
Paul T. Marusia,
72. passed away on
Apr. 22. Brother
Marusia joined the
SIU in the port of
i,
Houston in 1963 and
sailed as a firemanwatertender. He sailV
/
ed 33 years and was
also a pipefitter. Seafarer Marusia was
born in Cleveland, Ohio and was a resi
dent of Houston. Surviving is a sister,
Mrs. Emma Alvris of Parma, Ohio.
Edgar L. Jester, 63,
was found dead in
his camper around
May 7, Brother
Jester joined the SIU
in the port of Bal
timore in 1959 and
sailed as an AB
rfeii^and quartermas
ter. He sailed 41 years. Born in
Choptank, Md., he was a resident of
Baltimore. Surviving are, two sons,
Edgar and Timothy of Preston, Md. and
a daughter, Rcgina.
Dennis P. Pierce,
71, passed away on
Apr. 30. Brother
Pierce joined the SIU
in 1938 in the port
of Baltimore and
sailed as a firemanwatertender. He sail
ed 42 years. A na
tive of Oklahoma, he was a resident
of Fairview, N.M. Surviving is a bro
ther, Ralph of Fairview.
Michael Darawich,
63, died of a brain
ailment in the U.S.A.
Medical Center, Mo
bile, Ala. on Apr. 1.
Brother
Darawich
joined the SIU in
1946 in the port of
Mobile'and sailed as
a chief electrician. He sailed 34 years
and received a Union Personal Safety
Award in I960 for sailing aboard an
accident-free ship, the SS Steel Voyager.
Seafarer Darawich was born in Ala
bama and was a resident of Mobile.
Burial was in the Catholic Cemetery,
Mobile. Surviving is a brother, Samuel
of Creola, Ala.
Larry Ballom, 21, was dead on arrival
at the St. Claude General Hospital, New
Orleans on Apr. 22. Brother Ballom
joined the Union in the port of New Or
leans in 1977. He sailed for Radcliff
Materials in Mobile from 1977 to 1978.
Born in New Orleans, he was a resident
there. Interment was in Rest Haven
Memorial Park Cemetery, New Or
leans. Surviving is his mother, Iram of
New Orleans.
38 / LOG / June 1978
Laker Francis H.
Burke, 59, died of
brain contusions in
the Staten Island,
N.Y. USPHS Hos
pital on Apr. 25.
Brother Burke joined
the Union in the port
of Detroit in 1966
and sailed as a cook for the American
Steamship Co. that year and also for the
Gartland and Reiss Steamship Cos. He
was a verteran of the U.S. Air Forces
during and after World War II. A native
of St. James, Mich., he was a resident of
Mount Clemens, Mich. Burial was in St.
Peter's Cemetery, Mount Clemens. Sur
viving is a son, George of Mount
Clemens.
Pensioner Barney
Buxton, 67, died of
diabetes in the'West
Calcasieu Carneron
Hospital, Sulphur,
La. on Apr. 18.
Brother Buxton join
ed the Union in Port
Arthur, Tex. in 1964
and sailed as a pilot and captain for the
Ziegler Towing Co. from 1953 to 1958
and for the Slade TowingCo. from 1958
to 1973. He was a World War II veteran
of the U.S. Army. Boatman Buxton was
born in Starks, La. where he was a resi
dent. Burial was in Doyle Cemetery,
Starks. Surviving are his widow, Louzell; a son, Darrell, and a daughter, Mrs.
Elizabeth B. Bergeron of Orange, Tex.
Laker Charles L.
Cochran, 39, died on
Apr. 30. Brother
Cochran joined the
Union in the port of
Detroit in 1961 and
W ^IBlm vB
^ bosun on
'hlH the SS Roger M.
li
B(American
Steamship) and for the Pringle and
Kinsman Marine Steamship Cos. He
sailed 22 years on both the Lakes and
deep sea. Seafarer Cochran was a Viet
nam War veteran of the U.S. Army.
Born in Detour, Mich., he was a resi
dent of River Rouge, Mich. Surviving
are his widow, Shirley, and three step
daughters, Denise Miller, Maureen Mil
ler and Rachelle Miller.
Inland Boatman
Mark W. Wallace,
60, died on Dec. 12,
1977. Brother Wal
lace joined the Union
in the port of Chi-"
cago in 1972 and sail
ed as a tugman and
tankerman on the
Tug Hatinah (Hannah Inland). From
1946 to 1971, he was a self-employed
painter. He was a veteran of the U.S.
Army in World War II. Boatman Wal
lace was born in Bayport, Mich, and was
a resident of Pigeon. Mich. .Survingare
his widow. Helen, and a son, Mark.
Pensioner James
P. Kelly, 70, passed
away on May 12.
Brother Kelly joined
the Union in 1949 in
the port of Detroit
and sailed as an AB,
deck maintenance,
and fireman-watertender for the American Steam
ship Co. and for Kinsman Marine.
Brother Kelly was born in Glasgow,
Scotland and was a resident of Detroit.
Surviving is his widow, Mary.
Pensioner Herbert
, J. Granville, 82, died
of cerebral hemor
rhage in the Georgian
Court Nursing Home,
Buffalo, N.Y. on Apr.
20. Brother Granville
^Joined the Union in
' the port of Buffalo in
1961. He sailed as a deckhand for Gravel
Products Corp. from 1942 to 1960, and
Merritt, Chapman and Scott, and the
Great Lakes Dredge and Dock Co. from
1960 to 1966. He was born in Newfound
land, Canada, was a naturalized U.S. citi
zen and a resident of Buffalo. Burial was
in Elmwood Cemetery, Tonawanda,
N.Y. Surviving is his widow, Martha.
^
-f
Laker Robert M.
White, 58, died of
heart and lung failure
in the Cleveland
(Ohio) Clinic Hospi
tal on Nov. 15, 1977.
Brother White joined
the Union in the port
of Ashtabula, Ohio
in 1961. He sailed as a deckhand and
fireman-watertender for the Great
Lakes Towing Co. from 1960 to 1977.
Also he was a boilermaker for the Geary
Boiler Works from 1950 to 1960. He was
a World War 11 veteran of the U.S.
Navy. Born in Ashtabula, he was a resi
dent there. Interment was in St. Joseph's
Cemetery, Ashtabula. Surviving are his
widow, Isabel, and two daughters, Jane
Ann and Isabel.
Pensioner Theodore J. "Phil" Marullo, 67, died of heart failure in the
Tampa (Fla.) General Hospital on May
1. Brother Marullojoined theSIU inthe
port of Mobile in 1952 and sailed as a
fireman-watertender and chief steward
for the Alcoa Steamship Co. He walked
the picketline in the Savannah, Ga. coal
beef, attended a Crew Conference at
H LS in Piney Point and was a ship's del
egate. A native of New Orleans, he was a
resident of Tampa. Burial was in Myrtle
Hill Memorial Park Cemetery, Tampa.
Surviving is his widow, Evelyn.
I
Pensioner Adolph G. Miller, 87, died
of a heart attack in the Norfolk USPHS
Hospital on Mar. 2. Brother Miller
joined the Union in the port of Norfolk
in 19^2. He had sailed as deep sea AB,
2nd mate, captain, and inland master
for the Sheridan Transportation Co.
from 1949 to 1967 and for Dickman,
Wright and Poe from 1944 to 1949.
Seafarer Miller, who rounded Cape
Horn five times in square riggers was
featured in a 1972 fullpage news story in
the Norfolk "Virginia Pilot." It told of
how Capt. Miller was a prisoner twice
during World War I of the notorious
German Sea Devil, Count Felix von
Luckner. Luckner's raider, the 55
Prince Eitel Frieclrich sunk Miller's
ship, the William P. Frye in 1914 off
Buenos Aires, Argentina. Later he was
freed with 100 others. In 1917, he was a
prisoner of Count Luckner again when
the raider chased his vessel onto a South
Sea isle reef where he wqs shipwrecked
and rescued by the French. In all, he
sailed 60 years. During the Great
Depression, he sailed with his late wife,
Alice on boats and barges. Boatman
Miller was a resident of Norfolk. Burial
was at sea in the Atlantic Ocean.
Surviving is a brother-in-law, Robert H.
Snyder of Wilson, N.C.
Pensioner William R. Baker, 66, died
of arteriosclerosis on Apr. 4 in Balti
more City, Md. Brother Baker joined
the Union in the port of Baltimore in
1956 sailing as a deckhand and AB on
the Tug Wagners Point (Curtis Bay)
from 1946 to 1974. He was born in
Baltimore and was a resident there.
Burial was in Holy Rosary Cemetery,
Baltimore. Surviving is his widow,
Katherine.
VassOios D. Venefoulis, 46, died in the
Staten Island (N.Y.)
USPHS Hospital on
Aug. 24, 1977.
Brother Venetoulis
I joined the SIU in the
] port of New York in
1963 and sailed as a
fireman-watertender.
He sailed 30
years. Seafarer Venetoulis was a veteran
of the Greek Army infantry from 1970
to 1971. A native of Piraeus, Greece,
he was a resident of New Orleans. Sur
viving are his widow, Peggy and his
parents, Mr. and Mrs. Drossos Vene
toulis of Piraeus.
Pensioner Cleve
land J. Vincent, 65,
died of heart failure
at home in Baton
Rouge, La. on Jan.
18. Brother Vincent
joined the SIU in the
port of New York in
•'
.W'
1953 sailing as a
cook. He sailed 25 years. And he was a
World War II veteran of the U.S. Army.
Seafarer Vincent was born in Crowley,
La. Burial was in Simmons Cemetery,
Silver Creek, Miss. Surviving are his
widow, Carrie; two sons, Joseph of La
fayette, La. and Paul; a daughter, Vir
ginia, and his mother, Mrs. C. Vincent
of Baton Rouge.
James E. Welch,
52, died of a heart at
tack in the San Fran
cisco General Hospital on Feb. 26.
Brother Welch joined
the SIU in the port of
Houston in 1953 and
sailed as an AB. He
sailed 32 years. Seafarer Welch at
tended Piney Point Crew Conference
No. 6 in 1970. He was also a World
War II veteran of the U.S. Navy. Born
in Springfield, Mass., he was a resident
of Bernardston, Mass. Surviving are his
mother, Olga of Dunedin Isles, Fla.,
and his sister, Mrs. Betty W. Netties of
Bernardston.
Harold B. Thomas,
69, passed away on
Mar. 26. Brother
Thomas joined the
SIU in 1946 in the
port of New York
and sailed as an elec
trician and bosu"n.
He served as deck
delegate. He sailed 40 years. Seafarer
Thomas sailed Great Lakes sand suck
ers and tankers in 1944. He helped to
organize the Eastern Steamship Co. and
the Central Vermont Railroad Co. He
was a veteran of the U.S. Coast Guard.
Born in Southold, L.I., N.Y., he was a
resident of Baltimore. Surviving are his
widow, Catherine, and his mother, Mrs.
John Beyer of New London, Conn.
Gary N. Forster, 38, was killed when
Barge Interstate 19 (JOT) exploded
Mar. 20 on the Delaware River at the
Getty Oil Refinery, Delaware City, Del.
Brother Forster joined the Union in the
port of Norfolk in 1976. He sailed for
Allied Towing, IBC Co. last year, and
as a relief captain and mate for the In
terstate Transport Ocean Co. in the port
of Philadelphia. He was a Vietnam War
veteran of the U.S. Army. Born in Kala
mazoo, Mich., he was a resident of
Coin jock, N.C. Surviving are his widow,,
Barbara; a daughter, Tracy, and his^
father, Shelton.
�HLS UPGRADING CLASS SCHEDULE 1978
Below is completelut of all upgrading courses,
and their starting dates, that are available for
SlU members in 1978. These include courses for
deep seOjGreat Lakes and inland waters.
SW members should be aware that certain
courses may be added or dropped from the
schedule as the need arises. However, the Log
will try to keep you abreast of these changes.
For further information regarding the courses
offered at the Lundeberg School, members
should contact their local SlU representative, or
write to the Lundeberg School Vocational Edu
cation Department, Piney Point, Md. 20674.
or call the School at (301) 99441010
1
LNG
July 24
August 21
September 18
October 16
November 13
December 11
QMED
October 2
FOWT
July 10
August 31
October 16
November 23
Pumproom, Maintenance &
Operation
October 9
Diesel Engineer
July 31
Welding
July 10
July 24
August 7
August 21
September 4
September 18
October 2
October 16
October 30
November 13
November 27
December 11
December 22
Chief Steward (maximum 1
student per class)
July 24
August 21
September 18
October 16
November 13
December 11
Chief Cook and Cook & Baker
(maximum 2 students for Chief
Cook and 2 students for Cook &
Baker for each class scheduled)
July 10
July 24
August 7
August 21
September 4
September 18
October 2
October 16
October 30
November 13
November 27
December 11
December 22
he
Assistant Cook
L
Lifeboat and Tankerman
Able Seaman
July 10
August 17
September 18
November 13
Quartermaster
October 16
Special Programs to be
Set Up Upon Request
July 6
July 20
August 3
August 17
August 31
September 14
September 28
October 12
October 26
November 9
November 24
December 7
December 21
June 1978 / LOG / 39
�The SlU tug Miss Lana (Peter Kewit & Sons) moves a rig used in construction of a dike wall at the port of Cleveland.
-'.,.
'.s5',
I
"
SiU Lakes Tugs Working on Dike,
V'
Fit out on the Lakes is usually associated with a top-to-hottom workover of
Lakes bulk carriers. But tugs have to be
Checked, repaired and repainted after
winter lay-up, just like the larger vessels
Tugs in the Great Lakes area usually
lay-up from mid-December through
April, But when they're working, they're
working hard.
The 75 foot tug Miss Lana (Peter
Ken it Co.) had only been back on the
water for three weeks when she was well
into work on construction of a dike wall.
New environmental rulings say that
dredged materials from harbors can't be
J"
dumped in the Lakes because they add to
pollution. So the two SIU deckhands
and scowman aboard the Miss Lana
were moving a rig used to build the wall
Erie.
The wall the A/wsLn/io is working on
is the third to be built in the Cleveland
area and is scheduled for completion
next year.
Another SlU-contracted tug, Dunbar
& Sullivan's Sachem, was on her way to
Fairport, Ohio for a job connected with a
nuclear power plant there,
The power plant will have a tunnel
under Lake Erie and the Sachem's crew
will be laying cribs for water intake on the
site of the tunnel. That job is expected to
take all summer.
Construction projects are nothing new
a.
if
1*^4!
X
"V
Mike O'Donnell, an SIU rangeman.
works witfi engineers setting up tripods
on thie fill and lake sides of Lake
Erie. Bulk carriers site themselves on
the 50 foot high markers when
unloading.
40 / LOG / June 1978
f ;i
SIU deckhand Jim Burns working on the Dunbar & Sullivan Co. tug Sachem during fit out in Cleveland.
,ev;
�The Miss /.ana's SlU crew is, (l-r): Edward Goetz and Bill Taylor, deckhands; and
Corky Parish, scowman.
i
Po^er Plant^^ GREAT LAKES
iosome SIU members. Ed Goetz,a deck
hand on the Miss Lana for the last 18
years, was on that tug when Burns Har
bor in Indiana was built. Brother Goetz
said that in order to put up the harbor's
breakwall, they had to build right into
sand dunes.
Tugs make shipping on the Lake pos
sible but they don't get too much of the
fame and glory. There's a story about the
Sachem, which, if it hasn't brought the
boat fame, has at least made her infa
mous.
In 1950, the tug sank near Buffalo and
the 12 people aboard were drowned. It
cost about $ I million to salvage the boat
but the my.stery of why she went down
was never solved.
William "Corky" Parish, scowman on the Miss Lana. secures the tug's line to a
construction rig platform during work on a dike wall project. Construction of the
wall, the third built irrCleveland, will be finished next year.
Peter Czech, an SIU deckhand since 1959, brings a launch to the Miss Lana to
pick up crewmembers.
Fitting out the Sachem took the crew six days. Here deckhands Jim Burns (IJ and
Joe Turner make sure the boat's life raft is in working order.
June 1978 / LOG / 41
�ilr
SIU Atlantic, Gulf, Lakes
& Inland Waters
'^•
W
•f
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
:
Dispatchers Report for Deep
• I
I.
United Industrial Workers
MAY 1-31 1978
^
TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Jampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point . .
Yokohama
Totals
Boston
New York.
Philadelphia
Baltimore
Norfolk
Tsfopa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
7
88
22
22
11
5
22
107
43
30
28
33
11
102
0
3
534
1
19
1
9
3
3
4
15
8
3
4
2
2
10
12
2
98
0
5
0
2
4
1
1
2
3
1
2
1
0
8
0
0
30
9
68
9
27
15
5
19
84
38
19
7
31
12
99
0
5
447
0
38
9
15
9
3
8
43
15
4
8
10
4
33
25
1
225
2
6
0
2
6
1
2
1
3
3
1
6
2
14
0
1
50
10
134
20
36
21
9
30
130
61
56
32
54
14
149
0
3
759
2
15
4
6
2
2
7
15
5
7
7
7
1
13
0
1
94
2
2
0
0
1
0
0
4
2
3
0
2
0
12
0
0
28
3
9
0
2
Q
0
4
119
5
40
4
8
0
5
1
n
4
0
7
17
H
5
4
14
2
31
g
1
155
2
1
1
1
3
4
0
2
0
10
0
0
26
11
6
38
95
57
60
29
38
8
102
0
2
619
f
4
13
2I
10
9
7
6
1
21
0
1
153
0
1
0
7
0
1
2
1
0
6
0
0
24
0
2
2
62
1
16
0
1
15
11
3
1
1
0
ENGINE DEPARTMENT
1
54
5
31
2
4
0
0
7
17
11
0
27
59
34
36
20
29
9
68
1
1
386
2
1
7
14
8
7
7
12
0
20
2
1
123
2
1
0
2
1
2
0
1
0
2
0
0
14
11
4
22
53
ig
15
7
19
15
80
1
1
319
11
25
0
3
Port
142
2
37
0
36
0
11
0
0
1
37
2
18
8
0
Baltimore
Norfolk
10
7
3
3
1
0
17
13
9
5
2
3
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
2
0
0
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Totals All Departments
6
0
0
0
0
0
3
1
0
2
0
0
1
7
7
2
1
2
1
2
,0
1
1
0
0
0
0
0
14
,38
21
19
5
19
7
41
10
30
12
5
3
11
7
18
1
2
2
2
0
0
1
20
18
57
29
33
11
15
5
75
1
5
3
4
0
1
1
4
0
2
0
0
0
0
0
0
0
3
0
0
26
0
0
0
0
1
216
0
43
0
3
Q
241
0
165
0
35
1
341
0
40
0
4
3
79
0
7
5
35
7
21
7
113
29
17
10
170
0
9
ENTRY DEPARTMENT
2
21
6
16
5
61
17
13
3
7
4
4
10
5
1
7
29
9
19
2
14
14
25
2
16
39
22
25
18
21
11
49
1
3
9
5
9
15
8
5
40
2
10
44
14
29
4
20
19
34
3
19
35
21
32
26
22
17
49
1
1
18
5
11
21
24
3
52
0
2
42
3
0
1
0
3
0
3
0
1
170
351
189
251
403
331
1,306
615
236
1,970
690
isT
1,007
545
Ul
*'Total Registered" means the number of men who actually registered for shipping at the port last month.
***'Registered on the Beach" means the total number of men registered at the port at the end of last month.
42 / LOG / June 1978
5
12
39
16
21
8
10
8
46
Port
Boston .
New York
Philadelphia
Baltimore
17
33
STEWARD DEPARTMENT
Boston
New York
Philadelphia
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
•ij
TOTAL SHIPPED
All Groups
Class A Class B Class C
HEADQUARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) XL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex. .....1221 Pieree St 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N J,
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Juncos,
Stop 20 00909
(809) 724-2848
SEATTLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . 4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan
P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
Shipping at SIU deep sea ports
remained good to excellent in all
departments. In all, 1,663 Seafarers
took jobs on SlU-contractcd deep sea
vessels. Shipping is expected to remain
good to excellent in all ports as the SIU
will be crewing as many as 20 new ships
or new acquisitions before the end of the
year.
�stonewall Jackson Committee
Baltimore Committee
J
As,
Jisr:'
4~
Headquarters Patrolmen Teddy BabkowskI (standing left) and George Ripoll(sitting
right) read the LOG with theShip'sCommitteeandpartofthecrewoftheSSS/onewa//
Jackson (Waterman) at a payoff on May 18 at Pier 7, Brooklyn, N.Y. They are (sitting I.
to r.) Nelson Dorado, deck delegate: Educational Director B. Cooley and Recertified
Bosun Carl Lineberry, ship's chairman. Standing (I. to r.) are 0. V. Grab, engine
delegate; ABs Gene Walker and Gene Sexton and Cook andBaker Raphael Padilla,
steward delegate.
•1^
Notice to Members
On Shilling Procedure
Wheni throwing in for work dur
ing a job call at any SlU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
Job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
^'Within each class of seniority
rating in every Department, prior
ity for entry rating Jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole Judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that ^'C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
Deposit in the
SIU Blood BankIt's Your Life
Part of the Ship's Committee of theSS 8a/f/more (Sea-Land) of (I. to r.) Deck Delegate
Don Averill, Steward Delegate Tom Brown, Chief Steward George Gibbons, secre
tary-reporter, and Recertified Bosun Jose Gonzales, ship's chairman standby at a
payoff at Port Elizabeth, N.J. on May 17. SlU Patrolman Teddy BabkowskI (seated
right) fills out his report.
Dispatchers Report for Inland Waters
MAY 1-31, 1978
*TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
0
0
0
0
0
Tampa
2
0
1
3
8
.
.. .
... .
5
0
:...
5
44
0
0
0
1
0
0
1
0
0
0
4
0
0
10
4
3
14
28
4
69
0
0
0
1
0
0
0
16
5
0
0
0
2
7
41
2
26
0
36
136
Port
0
0
0
1
0
2
0
2
0
0
2
0
0
4
13
9
5
0
5
43
0
0
0
3
0
0
0
0
0
0
3
0
0
6
2
0
15
28
5
62
0
0
0
1
0
0
0
11
4
0
0
0
2
11
22
0
17
0
31
99
0
0
0
6
0
5
10
8
5
0
0
0
1
3
8
37
8
0
7
98
0
0
0
3
0
1
1
7
1
0
1
0
0
8
4
9
12
0
4
51
0
0
0
0
0
2
0
0
1
0
0
0
0
2
0
0
0
0
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
2
0
3
0
21
2
0
0
0
9
16
77
5
19
0
57
211
ENGINE DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
0
2
-
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
1
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
**REGISTERED ON BEACH
All Groups
iClass A Class B Class C
DECK DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
1
0
0
0
1
0
0
0
0
1
0
0
0
0
1
1
0
0
0
0
4
STEWARD DEPARTMENT
0
0
.
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
0
3
0
0
0
0
0
0
0
0
2
0
0
0
5
1
0
0
1
0
5
14
0
0
0
0
0
0
0
0
(
L
1
0
0
0
0.
0
0
0
2
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
2
0
0
0
0
0
0
0
0
1
0
0
0
3
1
0
0
0
0
5
10
0
0
0
0
0
2
0
1
0
0
0
0
1
0
2
1
1
0
0
8
151
65
47
74
47
110
Totals All Departments . .. .
111
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month •
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
1
1
0
2
6
58
D
0
0
0
0
0
0
1
1
0
0
0
8
0
2
1
5
0
13
31
246
June 1978/ LOG / 43
�Sometimes an where. The curriculum will in
idea is so good clude very individualized class
that it meets room instruction, lots of boatmany needs and solves a lot of handling experience aboard the
problems. The Towboat Oper HLS pushboat and tugboat,
ator Scholarship Program is an practical lessons in crew man
idea like this—it is helping in agement, and safety training.
Here's what the program
dustry and it's helping SIU
Boatmen. It has improved the will provide:
quality of SIU wheelhouse per
• Special three-month cur
sonnel, put trained skilled man
riculum offered only at the
power aboard SlU-contracted
Harry Lundebeig School
boats, and helped SIU Boatmen
• Room, Board and Books
take advantage of the great job
Free
opportunities in their industry.
• Tuition free
Because the scholarship pro
• Weekly stipend of $125
gram has been so successful,
• Time spent in on-the-job
the Transportation Institute, in
training is Coast Guard
cooperation with the Harry
approved as the equivalent
Lundeberg School, is offering a
of Wheelhouse time
third scholarship program for
• Day-for-day work time
qualified Boatmen who want to
credit for HLS Entry Grad
earn a license as towboat oper
uates
ator.
Boatmen who are selected for
the scholarship program will
The course is approved by
receive the most complete and the U.S. Coast Guard. Boatmen
in-depth training available any who complete the course can
As part of their curriculum, the scholarship recipients learn how
to operate LORAN.
So, the Towboat Operator
earn more than a license—they
will have real experience so they Scholarship Program is a good
are able to apply the knowledge idea—a successful idea. By of
fering the scholarships for a
that's tested on the exams.
These Boatmen will be skilled third time, the Transportation
workers—valuable personnel in Institute is continuing to help
the companies who employ the towing industry and the tal
them. Their abilities will qualify ented Boatmen who work in
them to earn top pay.
that industry.
.•>
Instructor Chuck Dwyer explains a principle of chart navigation to
scholarship winners Ronald Meinke (left) and Raymond Mc
Donald (right).
Boatman Pat O'Neal (left) is enrolled in the second towboat operator scholarship program. He is shown here directing a crew of HLS
trainees from the wheelhouse of the Susan Collins. Practicing crew management skills (right) is an important part of the scholarship
curriculum.
44 / LOG / June 1978
�SlU
Scholarship
Winner
Says
Mt's
One
of
Union's
Best
Benefits'
When hewon
an
SlUcolleeeschnlarhe won
SIU college scholar
ship in 1962, Gerald Dwyer had shipped
[out as an AB for almost 10 years.
He had been ashore for a year working
part time when the Union's award came
I through.
Dwyer got his BA degree from Syra
cuse University in New York, majoring
in music and education. He went to
work as a high school music teacher in
a small town near Utica,'N.V., giving
instruction in all band instruments.
Though he loved teaching, when the
economic crunch came, Dwyer found
himself out of a Job. The familiar story
of insufficient funds forced cutbacks
at Dwyer's school and the music depart
ment was eliminated completely.
Music is still an important part of
Dwyer's life, though. He keeps up on
sax, clarinet and trumpet, playing with
marching bands in local parades. And
he's proud of the collection of trophies
he has which were won by his former
students in band competitions.
Even thobgh he's no longer teaching,
Dwyer feels very strongly about educa
tion and about opportunities created by
the SlU's scholarship awards. "Guys are
smart having their kids apply for those
scholarships," he said, adding, "it's not
that hard to pass the test."
After leaving his teaching job, Dwyer
went into the construction business. He
found his training as an AB helped him
in the construction trade. "Knowing
how to do things like rigging is an asset
in building," Dwyer said. "I've made
good use of the training 1 got at sea."
If he had it to do all over again,
Dwyer thinks he'd apply for an SIU
scholarship, which he called "one of the
Union's best benefits," to go to law
school, in any case, when the time
comes, he'll try to talk his four-yearold son Dustin, who's his pride and
joy, into a legal career. Unless, of
course, he hears the call of the sea.
v
-p
J*
Gerald Dwyer with son. Dustin.
DMcliiirs Rnopt lir Mlakes
Personals
Viggo Christensen
Your sister, Helen Nass, asks that you
contact her at 10120 Burnet Ave., Mis
sion Hills, Calif. 91345 or call her collect
at (213) 892-7024.
Wayne Evans
Paul B. Adams, Jr. asks that you con
tact him at Route 1, Box 509, Ellabell,
Ga. 31308. Tel. (912) 858-2555.
Nick Marcogliesc
Please contact Red Campbell at
Union Headquarters. Tel. (212) 4996600, ext. 213.
Francis Wherrity
Please call the editor of the Log at
(212) 499-6600, ext. 242.
' • -i'
MAY 1-31, 1978
*TOTAL REGISTERED
All Groups
Class A Class B Class C
TOTAL SHIPPED
All Groups
Class A Class 8 Class C
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
29
Algonac (Hdqrs.)
11
0
21
33
2
55
13
2
43
8
14
ENGINE DEPARTMENT
31
Algonac (Hdqrs.)
15
9
STEWARD DEPARTMENT
Algonac (Hdqrs.)
113
0
ENTRY DEPARTMENT
Algonac (Hdqrs.)
25
66
35
0
0
0
38
81
83
Totals All Departments
90
85
41
47
45
4
143
107
110
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
Registered on the Beach" means the total number of men registered at the port at the end of last month.
KNOW YOUR RIGHTS
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions! Members of this ^committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. AIL trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Ypur shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize them.selves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
patrolman or other Union official, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The E.xecutive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. The,se
rights arc clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is efifitled, he should
notify Union headquarters.
SEAFARERS POLHICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any lime a member feels that any of the above
rights have been violated, or that he has heeii denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y. 11232.
June 1978 / LOG / 45
�m
Heriberto Cortes
Tom Burke
Robert Vranish
Seafarer
Heri
berto Cortes, 24,
graduated from the
HLS entry program
in 1971 and up
graded to FO WT
there in 1978. He
holds tickets for
lifeboat, firefight^ ing, and cardio
pulmonary resuscitation. He was born
in Ponce, Puerto Rico and lives and
ships out in New York.
Seafarer
Tom
Burke started sail
ing with the SIU in
1973. He upgraded
to QMED at the
HLS that year. He
also has his fire
fighting, lifeboat,
and cardio-pulmonary resuscitation
tickets. He was born in Boston and lives
and ships out in Seattle.
Seafarer Robert
Vranish, 27. grad
uatedfrom the HLS
entry program in
1968 and upgraded
to A B there in 1978.
. He has his firefighting, lifeboat, and
cardio - pulmonary
resuscitation
tickets. He was born in Baltimore, Md.,
and resides and ships out in that port.
Gary Rosen
Steve Kues
Seafarer
Steve
Kues,25, graduated
from the HLS entry
program in 1975.
He upgraded to
FO WT there in
1976 and to QMED
in 1977. He also re
cently completed
the Marine Electric
al Maintenance course and LNG train
ing at the School. He has all tickets for
firefighting, lifeboat, and cardio-pulrnonary resuscitation. He makes his
home in Martinshurg, IV. Va. and ships
out of the port of New York.
Henry McDaniel
Seafarer Henry
McDaniel, 26, grad
uated the HLS entry
^program in 1974
and upgraded to
FO WT there in
1976. He has tickets
for firefighting, life
boat, and cardio
pulmonary resusci
tation. He lives in Magnolia, Miss, and.
.ships out of the port of New Orleans.
Michael Kraljevic
Seafarer Michael
Kraljevic, 19, grad
uated from the HLS
entry program in
1975. He received
his FO WT endorse
ment there in 1976
and he also holds
tickets for lifeboat,
firefighting,
and
cardio-pulmonary resuscitation train
ing. He was born in Mobile, Ala. and
lives and ships out in that port.
Seafarer Gary
Rosen, 23, gradu
ated from the HLS
entry program in
1972 and shipped
out then as a
Third Cook. He
received his Cook
and Baker endorse
ment
at
the
School this year. He also holds all
tickets for lifeboat, firefighting, and
cardio-pulmonary resuscitation. He
makes his home in Bryn Mawr, Pa.
and ships out of the port of New
York.
Why is this FOWT smiling?
Donald Hixon, Jr.
Seafarer
Don
Hixon, 25, graduat
ed from the HLS
entry program in
1973. He returned
to the School to get
his AB endorse
ment in 1977. He
also has tickets for
firefighting, lifeboat,
and cardio-pulmonary resuscitation.
Born in Massachusetts, he makes his
home in Lexington Park, Md. and ships
out of the port of New York.
Mark Paterson
Seafarer
Mark
Paterson, 22, grad
uated from the HLS
entry program in
1975 and upgraded
to FOWT there in
1978. He has also
completed firefight
ing, lifeboat, and
cardio - pulmonary
resuscitation courses at the School. He
was born in San Antonio, Tex., lives in
Jacksonville, Fla., and ships out of that
port.
Because he^s working.
The best bet for wipers who want to improve thejr job
security is getting an FOWT ticket at HLS. Job opportuni
ties for FOWT's have never been better. So, enroll now in
the FOWT course at HLS. Course starts August 31. To sign,
up,, see your SIU Representative or Contact the Harry Lundeberg School, Vocational Education Department, Piney
Point, Maryland 20674, (301) 994-0010.
Golden Monarch Committee
Chris Devonish
Steve Bigelow
Seafarer
Steve
Bigelow, 23, grad
uated from the HLS
entry program in
1973 and received
his FO WT endorse
ment there in 1977.
He also completed
all training for life
boat. fircjighting,
and cardio-pulmonary resuscitation.
His home is Henderson. New and he
ships out of the port of Wilmington,
Calif.
Seafarer
Chris
Devonish, 25, grad
uated from the HLS
entry program in
1970. He received
his FO WT endorse
ment there in 1971
and after completing the "A" Senior^ V
ity program, enter
ed the QMED course at the School. He
has his firefighting, lifeboat, and cardio
pulmonary resuscitation tickets. He was
born in Mobile, Ala., lives in Brooklyn,
N. Y., and ships out of that port.
. T -.--.i-Vi-../ '
Recertified Bosun Tom Brooks (left) Chip's chairman bfHhe SS Golden Monarch
~ (Westchester^ tViarine) goes ovbr shrp's business on MSy 26 with Headquarf^s'
Patrolman Teddy Babkowski (right)! Also atlho.payoff at'Pert Reading, N.J. are parfof'
the Ship's Committee of (I." fo r.) Chief Steward Walter Lescovich, secrefary-repoffefr
Steward Delegate C. C. Williams and Deck Delegate Jim Coscarelli.
46/ LOG / June 1978
�34G Have Donated $100 or More
To SPAD Since Beginning of 1978
The following SIU members and other concerned individuals, 346 in all, have demonstrated an active interest in participating in political
and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more
to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money,
such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through
voluntary political contributions. SPAD is the Union's separate segregated political fund. It'solicits and accepts only voluntary contributions.
It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no
contribution without fear of reprisal.) Nine who have realized how important it is to let the SIU's voice be heard in the Halls of Congress
have contributed $200, two have contributed $300, one has given $500, and one $600. The Log runs the SPAD Honor Rolls because the Union
feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of our report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.)
NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday
of the previous month.
^
_ _
Roades, O.
Swain, C.
Murray, R.
Adams, E.
Costa, F.
Roberts, J.
Tanner, C.
Myers, H.
Adams, W.
Costango, F.
Rodriguez,
R.
Taylor, F.
Loleas, P.
Nash,W.
McCorvey, D.
Glenn, J., Jr.
Adamson, R.
Costango, G.
Rondo, C.
Terpe, K.
Long, L.
Nelson, D.
McElroy, E.
Glidewell, T.
Agugussa, A.
Costango, J.
Royal, F.
Thaxton, A.
Lovcland, C.
Newberry, H.
McKay, M.
Gobrakouich, S.
Agtiiar, J.
Craig, J.
Rung,
J.
Theiss, R.
Lunsford, J.
Nihom,W.
Graham, E.
McKay, R.
Air,R.
Crocco, G.
Ryan,
T.
Thomas, F.
Novak, A.
Macmberg, D.
McKay, R.
Grepo, P.
Alcarin, G.
Czerwinski, J.
Thomas, J.
Sacco, M.
Malesskey, G.
O'Hara, M.
Meacham, H.
Grima, U.
Algina, J.
Dallas, C.
Thomas, T.
Mandene, S.
Oldakowski, E. Sacco, J.
Meffert, R.
Guillen, A.
Allen, E.
Dalman, G.
Thorbjorsen, S.
Salazar,
H.
Mann, C.
Olds, T.
MiUer, D.
Hager, B.
Davis, J.
Allen, J.
Sanchez, M.
Tilley,J.
Mann, J.
Olivera, W.
Mobley, R.
HaU, P.
Amat, K.
Davis, J.
Tillman, W.
SanFillippo, J.
Marchaj, R.
Olson, F.
Mollard, C.
HaU,W.
Ammann, W.
Davis, J.
San Fillippo, J. Todd, R.
Martin, T.
Ora, L.
Mongelli, F.
Hamblet, A.
Anderson, D.
Debarrios, M.
Troy, S.
Sapp, C.
Mathil, M.
Orsini, D.
Hamilton, G.
Moore, J.
DeChamp, A.
Anderson, E.
Tumer, B.
McCarthy, L.
Paczkowski, S. Schabland, JHampton, D.
Morris, W.
Delea, G.
Anderson, R.
Uusciato, J.
Schatz, G.
McNeely, J.
Pagano, J.
Haney, L,
Morrison, J.
Anfici, M.
DeU, R.
H.
Scheard,
Vanvoorhees, C.
McCartney, G.
Papuchis, S.
Mull, C.
Hant, K.
Del Moral, A.
Antone, F.
Schwartz, A.
Velaudra, D.
Passapera, F.
Harris, N.
Demetrios, J.
Appleby, D.
Velez,R.
Schwarz, R.
Paulovich, J.
Harris, W.
Deugate, H.
Apuzzo, W.
Vukmir, G.
Seagord, E.
Pelfrey, M.
Di Domenico, J. Hauf,M.
Aquino, G.
Walker, T.
Selzer,
R.
Perez, J.
Haykes, F.
Aronica, A.
Diaz, R.
Pomerlane, R.
Selzer, S.
Ward,M.
Petak, P.
Heacox, E.
Diercks, J.
Atkinson, D.
Weaver, A.
Shaw, L.
PhUlips, R.
Heniken, E.
DiGiorgio, J.
Aumiller, R.
Webb, J.
Shelley,
S.
Higgins, J.
Pillsworth, P.
Dillings, L.
Avery, R.
Whhmer, A.
Shopatt, H.
Poer, G.
Home, H.
Babkowski, T.
Doak, W.
Antlch, J.
Wicrschcm, D.
Siglcr,
M.
Prentice, R.
Hotton, G.
Dobbins, D.
Barnes, D.
Wilhelmsen, B.
Smith, B.
Pretare, G.
Houlihan, M.
Dolan, J.
Bartlett, J.
Williams, L.
Smith, L.
Prevas, P.
Houston, H.
Dolgen, D.
Bauer, C.
Wilson, B.
Somerville, G.
Raines, R.
Hunter, W.
Donnelly, M.
Beeching, M.
Chartier, W.
Wilson, C.
Soresi, T.
Ramage, R.
Donovan, P.
Hurley, M.
Bellinger, W.
Curtis, T.
Wolf, P.
Spady, J.
Randazza, L.
Huss, P.
Domes, R.
Berglond, B.
Wood, C.
Speller, J.
Ratcliffe, C.
lovino, L.
Bjomsson, A.
Drozak, F.
Worley, M.
Spencer, G.
Reading, J.
Ipsen, L.
Blackwell, J.
Dryden, J.
Ahmed, F.
Keragood, M.
Wright, A.
Stalgy, R.
Reck, L.
Jacobs, R.
Ducote, C.
Bluitt, J.
Lombardo,
J.
Bernstein,
A.
Wright, F.
Stankiewicz, A.
Regan, F.
Dudley, K.
Japper , J.
Bluitt, T.
McCullough, L.
Cookmans, R.
Wydra, R.
Steams, B.
Reinosa, J.
Johnson, R.
Dwyer, J.
Bobaiek, W.
Pow, J.
Yarmola, J.
Ellis, P.
Stravers, L.
Reza, O.
Dyer, A.
Jolley, R.
Bonser, L.
Hagerty, C.
Zai, C.
Suentic, S.
Richoux, J.
Elzahri, A.
Jones, C.
Bourgois, M.
Zeloy,
J.
Surrick,
R.
Rivera, L.
Eschukor, W.
Jones, R.
Boyne, D.
Evans, J.
Karlak,W.
Brady, J.
Kastina, T.
Fagan, W.
Brand, H.
V**
V
Kenny, L.
Faitz,F.
Brov'ss, G.
Kingsley, J.
Fanning, R.
Brown, I.
SEAFARERS POLITICAL ACTIVITY DONATION
Kirby,M.
Fay, J.
Brown, I.
(SPAD)
Kitchens, B.
Fergus, S.
Bryant, N.
675 FOURTH AVENUE
BROOKLYN, N.Y. 11232
Fgrshee,
R.
Kizzire,
C.
Bucci, P.
Date.
S.S. No..
Filer, W.
Knoff, J.
Bullock, R.
Koflowich, W.
Firth, R.
Bufllnton, O.
.Book No."
Contributor's Name,
Kool,
L.
Fletcher,
B.
Butch, R.
Address.
.-.v /
Florous, C.
Kowalski, A.
Caffey, J.
V
Kramer, M.
Foley, P.
Calogeros, D.
.Zip Code
City
.State.
Krittiansen, J.
Francum, C.
Campbell, A.
I acknowledge and understand that SPAD is a separate segregated fund established and administered
Lance, W.
Frank,
S.
Carey, W.
by my Union to engage in political activities and to make contributions and expenditures for candidates
Lankford, J.
seeking political office and solicits and accepts only voluntary contributions, and I have the right to
Frazier, J.
Castel, B.
refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun
Larkin, J.
Frounfelter, D.
Carr, J.
tarily determine and I herewith contribute the sum of $
. This contribution constitutes my
voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A
Lee,K.
FuUer, E.
Carroll, J.
copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from
Leggy 3.
Fuller, G.
Cavalcanti, R.
the Federal Election Commission, Washington, D.C.
Lelonek, L.
Furukawa, H.
Clienip,N.
Leonard, W.
Gallagher, L.
Chflln^T.
Signature of Solicitor
Port
Lesnansky, A.
Gard, C.
Cinquemano, A.
Solicitor's No.
Lewin, A.
Gavin, J.
CoUerin,!.
Lewis, J.
Gentile, C.
Comstock, P.
Libby,H.
George, I.
Conklui,K.
Lindsey, H.
Cooper, J.
GImbert, R.
Lively, HL
Glenn, J.
Cordn*,
SPAD Honor Roll
$600 Honor Roll
$500 Honor Roll
$300 Honor Roll
$200 Honor Roll
1978
June 1978 / LOG / 47
�30 Cents a Day Can Buy Job Security
K !
This program will continue be
cause there is no doubt that your
response to it has given the SIU the
means to play an effective political
role for maritime labor. But we need
to expand that role. So we have
come up with an additional program
to significantly increase voluntary
political contributions.
This is how it works:
Yoli can now sign a form author
izing the Seafarers Vacation Plan to
deduct 30 cents per day from your
What can you buy for 30 cents
today?
Much more than you think.
For the price of a cup of coffee
every working day, you can buy
yourself a lifetime of job security.
Sound impossible?
It's not. It's only a new way to
solve an old problem.
The SIU learned in the early days
of our history that our jobs and the
gains made at the bargaining table
can be taken away by the actions, of
Congress. We learned to protect our
jpbs and our collective bargaining
rights by pooling our collective
political strength.
For years we have exercised our
right to participate in the political
process of this country. We have
backed candidates who support
maritime labor and fought those
who oppose us.
it has taken hard work, organiza
tion, manpower, but most of all
money.
That's where the 30 cents comes
in.
30 cents may not get you much on
your own. But if we all put it to work
together, it can give us a stronger
foothold in politics than we ever had
before.
Up until now, the Union's only
way to collect funds for SPAD (Sea
farers Political Activities Dona
tion) has been through appeals to
the membership for voluntary con
tributions. We have been ask
ing you to give $20 or more when
ever you felt ready and able to make
a donation.
CMInijI HublicJIiori .if Itn- Srjfjinl^ liiU'tnjIiii.ul Uni.in » AlUiilu. (.iilM
Loa
vacation benefit payments and
transfer that amount to SPAD. An
example of the form is printed
below.
Like all political contributions
collected by the Union, this deduc
tion is entirely voluntary on your
part. And like all money that goes
into SPAD, it becomes part of a
separate fund used by the Union for
political activity to benefit the
membership.
This program is a convenient way
for you to support SPAD. It is a
better way for the Union to reach a
mobile membership. And it can cut
down the administrative costs of our
collection efforts.
But above all, if we all support the
new program, it will guarantee that a
regular, substantial flow of money
will be there for political activity
when we need it.
And we need it now.
This is a big election year in'Congress and in State governments. We
want to back up the campaigns of
those candidates throughout the
country who back us up on maritime
and labor issues.
We want to make sure that these
candidates get elected. But our polit
ical efforts can't stop there.
When legislation that affects your
job security comes up, we will have
to step up our efforts to make
elected officials fully aware of your
economic and social welfare.
We need more friends and more
political action than ever before in
Congress. For example, we had to
wage a tough battle for the Maritime
Appropriation Authorization Act.
(See pages 19-30). Normally unop
posed, this important bill had to
overcome a serious attempt to de
stroy its crucial financial provisions
for the U.S. maritime industry.
We won this battle, but we face
even tougher legislative fights to in
sure the survival of the U.S. mer
chant marine. Critical issues, like
whether or not American labor will
have a fair share of the expected
ocean mining boom, are coming up
in Congress. They mean that the
SIU must start now to gather its full
political force.
We have an opportunity to in
crease our political programs with
the new 30 cent daily deduction pro
gram to boost SPAD. This could be
the start of the most effective way
ever to wield the political clout that
we must carry this year and in the
future.
And for the price of a cup of cof
fee, you can make it begin. • •••••••••<••••••••• •••••• •••••••
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�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
June 1978
Description
An account of the resource
HEADLINES
SIU BOATMEN SHOULD BE FAMILIAR WITH THE SAB
NEW GREAT LAKES AGREEMENT SIGNED
BOATMEN CREW SIU TOWBOAT, THE DICK CONERLY
SIU, MARINE COOKS AND STEWARDS MERGE BOTH MEMBERSHIPS VOTE A 95% APPROVAL OF CONSOLIDATION
DELTA LINES BUYS 13 PRUDENTIAL SHIPS
AT STATE DEPT. REQUEST, SIU SETTLES BEEF ON GREEK TANKER
U.S., ARGENTINA SIGN BILATERAL TRADE AGREEMENT
US JOBS AT STAKE- SIU GEARS FOR BATTLE ON OCEAN MINING BILL
HOUSE BILL SETS NAVY-MARITIME ADVISORY BOARD
ON THE AGENDA IN CONGRESS…
LEUKEMIA IS A BY-PRODUCT OF BENZENE FUMERS
NEW TANKER BROOKS RANGE AND SIU CREW ON ALASKA OIL RUN
NEW 3-YEAR DEEP SEA PACT SIGNED WAGES, PENSIONS, WELFARE, VACATIONS INCREASED
ELIGIBILITY RULES CHANGED TO 125 DAYS
NEW PENSION, WELFARE BENEFITS EXPLAINED
ALGERIAN SHIP RAMS YELLOWSTONE; 1 DEAD, 4 MISSING
NATIONAL MARITIME DAY HONORS AMERICA’S MERCHANT SEAMEN
SEAFARERS RECOUNT YELLOWSTONE TRAGEDY ON ARRIVAL IN STATES
U.S.C.G. FINDS 50% DEFICIENCIES ON LIBERIAN SHIPS
DEBATE ON THE MARITIME AUTHORIZATION BILL
CONGRESS AFFIRMS 1970 MERCHANT MARINE ACT; AUTHORIZES SUBSIDIES FOR ’79 MARITIME PROGRAM
MARAD AUTHORIZATIONS FY 1979
LEGISLATIVE SUPPORT FOR U.S. MARITIME
HOW SUBSIDY CUTS WOULD HAVE AFFECTED SIU VESSELS, JOBS
LEGISLATIVE SUPPORT FOR U.S. SHIPYARDS
MANNING AMENDMENT IS WITHDRAWN
LEGISLATIVE SUPPORT FOR LNG CARRIERS
LEGISLATIVE SUPPORT FOR RUSSIAN GRAIN
THE VOTE: YEAS-326 “… THE PASSAGE OF THIS BILL WILL ONCE AGAIN RENEW THE COMMITMENT OF THE CONGRESS TO A STRONG U.S. MERCHANT MARINE.”
HOW POLITICAL ACTION GOT THE JOB DONE
THE BIG ONE’S STILL WAITING FOR BROTHER BUZZWAH
LNG THE NEWEST U.S.-FLAG SHIPS ARE HELPING TO END AMERICA’S DEPENDENCE ON RUNAWAY-FLAG TANKERS
PULSATING WITH THE RIVERS, SIU BOATS PUMP
ECONOMIC ENERGY INTO HEART OF U.S.
SIU LAKES AND TUGS WORKING ON DIKE,
30 CENTS A DAY CAN BUY JOB SECURITY
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
6/1/1978
Format
The file format, physical medium, or dimensions of the resource
Newsprint
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
Vol. 40, No. 6
1978
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/6002c1ea22d465fdf14a8bdb91b58ab3.PDF
3a064b6bc018549aab8c0fe08e76208f
PDF Text
Text
Official Pubiication of the Seafarers Internationai Union • Atlantic, Guif, Lakes and Inland Waters District • AFL-CIO
VOL5 40
NO.
1978
>»—SlU Scholarship Winners for 1978—v.
See Page 3
Seafarer Patrick Graham
I
Seafarer James Mann
Seafarer John Merriam
SlU Members Crew New Towboat
•'> ;
1
Seafarers Man Tanker Brooks Range
See Pag^ 10
. -1 •
The 165,000 dwt tanker Brooks Range, shown in graving dock at Avondale Shipyard in New Orleans during christening
ceremonies last year, will run between Valdez, Alaska and Panama. SlU members took the ship on her maiden voyage
May 15,1978.
ii'T
M
A
�5IU Fought for Measure
Carter Signs Private Dredging Legislation into Low
Legislation that is expected to create
a boom in the private dredging indus
try was signed into law by President
Carter on Apr. 26.
PL 95-269 allows the industry to
competitively bid for Federal dredging
work. It will enable the private sector
to perform work which traditionally
SIU, ACLIWD Approves
Merger With MC&S
By an overwhelming majority the
SIU, AGLIWD District membership
has approved a merger with the
Marine Cooks and Stewards Union.
Balloting for MC&S members will
continue until June 9.
The SIU vote was counted on
May 23 by a Union-elected tallying
committee. Out of a total 3,520
ballots cast, 3,338 were in favor of
the merger and 170 were opposed.
Nine ballots were voided and three
registered "no vote."
The final MC&S tally, and further
details on the possible merger will
be carried in the June issue of the
Log.
Events leading up to the merger
referendum began in February 1977
when the SIU's Executive Board pro
posed mergers to the SIUNA's three
affiliated Pacific District Unions.
Two of the West Coast affiliates
—the Sailors' Union of the Pacific
and the Marine Firemen's Union—
tabled the proposal. The Executive
Board of the MC&S approved it for
a membership vote.
A merger agreement has to be
approved in a secret ballot by both
the SIU, AGLIWD and the MC&S
memberships.
Voting for SIU members ran from
Apr. 17 through May 16. MC&S
members began casting ballots on
Apr. 10.
"K
Paul Hall
Upgrading Needed for
Crowing Fleet
American seamen have always had to deal with the unpredictable ups and
downs of the shipping industry. A year will go by when shipping is especially
good and everybody works. Tlien there'll be a period when more seamen
are on the unemployment lines than out working the ships.
That's the way it's been. When times were good, we prospered. When
times were tough, we struggled along with the rest of the .seagoing unions.
The SIU, however, is now on the verge of changing this. In fact, we
are well on our way to establishing a balanced job structure that will provide
solid job security for all SIU members at all times no matter what is going on
jobwise in the rest of the industry.
Since passage of the 1970 Merchant Marine Act, the SIU has succeeded
in bringing under contract the vast majority of new companies investing in
American-flag shipping.
In 1977, SIU members boarded an average of one new vessel each month.
Before 1978 is over. Seafarers will be manning as many as 20 vessels more
than the year before.
Some of our new ships, of course, are replacements for old worn out
vessels in the contracted fleet. But most of them are new additions to the
fleet, which translates to more jobs for our members.
It is important to recognize, however, that as the SIU's contracted fleet is
increasing, the total U.S. merchant fleet is barely holding status quo.
has been reserved for the Army Corps
of Engineers.
The SIU has fought for this measure
from its inception because it would cre
ate new jobs for our members and bring
widespread economic benefits. It was
passed by a wide margin in the U.S.
House of Representatives and by unani
mous consent in the Senate.
The Corps of Engineers has the re
sponsibility for maintaining and im
proving the nation's waterways. Up
until now, it has carried out most dredg
ing work with its own large fleet of
dredges. As a result, private industry
did not have enough business to justify
investment in expensive dredging
equipment. Its growth almost came to
a standstill.
The Union maintained that the
Corps' large fleet was a waste of tax dol
lars since the work it performed could
be carried out by private firms at sav
ings to the Government. Trial projects
which the Corps let out to private com
panies had shown this to be true.
Allowing private industry to com
pete for Federal dredging jobs makes
even more economic sense for the coun
try. Moreover, new dredge construction
would bring additional benefits to ship
building and related industries.
Anticipation of the new dredging act
has already reaped some of these bene
fits. The Manhattan Island, a $13 mil
lion, split-hull hopper dredge, was
recently built by SlU-contracted North
American Trailing Co. The company is
building a second hopper dredge in an
American shipyard for delivery next
year. Three more hopper dredges will
be built by other American companies
this year at a total cost of $100 million.
Corps Retires Four
On May 9 the Corps announced that
it will soon retire four obsolete dredges
in its fleet. Gen. J. W. Morris, chief of
engineers, said that these dredges are
being retired because "private industry
is now able to take over more of the
dredging previously done by Corps of
Engineers equipment." He said that the
trial projects, officially known as the in
dustry capability program, "has proved
very successful and these four vessels
are no longer needed in our dredge
fleet."
When these four dredges are retired
the Corps will have available 34
dredges. These will accomplish about
one-third of the annual navigation
dredging workload. The remaining twothirds will be performed by industry.
The four dredges are; the Dredge
Black, operated by the Kansas City
Corps District; Collins, Mobile District;
Davwon, Jacksonville, and Kewaunee,
Chicago.
The SIU has been working hard at organizing new companies coming into
the industry. This has been an important factor in our success.
But if we are to achieve the goal of total job security, the burden will fall
squarely on the shoulders of the membership itself.
We must realize that as a labor union, we have a product to sell. And that
product is skilled manpower. No new company is going to sign a contract
with the SIU because they think we're nice guys. These companies enter into
agreements with us because they feel that SIU members can safely and
competently man their new ships. When you consider that some of these
vessels cost as much as $170 million each to build, you can see that the job
of safe manning is the most critical aspect in merchajnt shipping today.
The key, then, in our fight to achieve ultimate job security will be our
ability to provide a skilled, well-trained manpower force for our present and
future contracted operators.
We already possess the means to do this through the Lundeberg School
in Piney Point, Md. For more than 10 years, SIU members have been using
the Lundeberg School as a springboard for higher rated and higher paying
jobs. In that same time, the staff at Piney Point has worked to expand the
educational opportunities and course offerings for SIU members.
As a result of this total effort, we now have the largest, most utilized school
for maritime workers in the country. And we have the most highly trained
unlicensed membership in the maritime labor movement.
As it stands now, the SIU membership is capable of supplying all the
manpower needs of our present contracted fleet. But again, our fleet is
expanding each month. And with the prospect of offshore drilling and ocean
mining jobs for American seamen, we can expect our expansion to escalate.
To insure that we get our share of the new opportunities in the industry,
we must prepare for the expansion. Each and every SIU member must take it
upon himself to participate to the fullest in the Lundeberg School's programs.
For every member who upgrades from the entry level to a rated job, we
can bring in another entry student to the School.
The individual member will be gaining new skills, a better job, and wider
job opportunities. At the same time, the Union will be building a solid, well
trained manpower pool for our future needs.
More than at any time in our history, the opportunity to secure a better
future for ourselves is staring us in the face.
By more fully utilizing the educational tools we already possess, the SIU
can make the most of this opportunity.
It will take a total effort. The isooner each SIU member contributes his
share to this effort, the better for everyone.
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave. Brooklyn, N.Y.
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No. 5, May 1978.
2/ LOG / May 1978
�For Is/ Time, 6 Members Applied for d'Year Award
3 Seafarers^ 4 Dependents Win SlU Scholarships
For the 26th year the SIU has
awarded college scholarships to Sea
farers and dependents of Seafarers. This
year, for the first time since the awards
were instituted in 1953, six SIU mem
bers applied for the four-year award
that's reserved especially for active Sea
farers and Boatmen. This was the larg
est number of seamen ever to apply for
the grant.
The Scholarship Awards Committee
on May 8 announced the names of the
Seafarer and four dependents who won
the $10,000, four-year awards, and the
two Se^arers who will receive the
$5,000, two-year grants.
The $10,000 grant can be used for
any course of study at any college or
university in the U.S.
The scholarships are a benefit of the
Seafarers Welfare Plan.
The awards have heen named for the
late Charlie Logan, a long-time friend
of the SIU. Logan, who died in 1975,
was a consultant for the Union's Plans'
Board of Trustees.
The winner of the four-year award
for a Seafarer or Boatman is llryear-
Skinner of Pasadena, Tex.
The alternate is Kathryn Wherrity,
daughter of Seafarer Francis Wherrity
of Philadelphia, Pa.
131 Have Won
Seafarer
John Cantrell
Seafarer
RusseU Skinner
old deep sea sailor John Merriam from
New Orleans. Gary Westerholm, 25, of
Seattle, also a deep sea member, was
named the four-year alternate. In case
the winner is unable to accept the
scholarship, it will be awarded to the
alternate.
For the third year in a row, two,
$5,000 two-year scholarships were
awarded to active Seafarers or Boat
men. Patrick Graham, 25, of Texas
City, Tex., and James Mann, 24, of
Ramsey, NJ., were, the two-year re
cipients. Both sail deep
r sea.
Boatman
Alfred Seiler
Seafarer
Ray Christina
The two-year awards, which arc re
served for Seafarers or Boatmen only,
can be used by the Seafarers at any
accredited junior or community college,
post-secondary trade school, or voca
tional school.
The winners of the four-year awards
for dependents are: Vincent Cantrell,
son of Seafarer John Cantrell of Mobile,
Ala.; Michael LaMothe, stepson of Sea
farer Raymond Christina of Hubbell,
Mich.; Sigmund Seiler, son of Boatman
Alfred Seiler of Blenheim, N. J., and
Paul Skinner, son
.
ov^i. of
yjL Seafarer
.jwuiuiwi Russell
\
Since the awards were instituted, a
total of 35 Seafarers and Boatmen and
96 dependents have won scholarships.
Applicants for the scholarships are
judged on the basis of scholastic ability
and character. High School grades.
College Boards or American College
Test scores, letters of recommendation,
and participation in extra-curricular ac
tivities arc all evaluated by the SIU
Scholarship Selection Committee.
The Committee is made up of an im
partial panel of scholars who arc well
qualified to judge the academic merit
of the applicants.
This year's Selection Committee in
cluded: Dr. Bernard Ireland, a retired
official of the College Boards; Dr. Elwood Kastner, dean of registration at
New York University, New York, N.Y.;
Professor R. M. Kecfe of Lewis and
i^onnnuea on Page
rage 12
I J:
Continued
House Okays Maritime Subsidy Act 326-81 for 1979
WASHINGTON, D.C., May 22, 23
—The House of Representatives turned
back a two-day assault on essential sub
sidy programs for the maritime industry
by Rep. Paul McCloskey (R-Calif.). It
then went on to pass the Maritime Au
thorizations Bill for Fiscal Year 1979
by an overwhelming majority of 326-81.
During the floor fight for the bill, Mc
Closkey offered six damaging amend
ments that would have cut deeply into
the government's subsidy programs for
maritime. They would also have made it
very difficult, if not impossible, for the
U.S. to maintain a competitive position
in either shipping or shipbuilding with
other maritime nations.
The SIU's Washington staff worked
along with AFL-CIO and other union
representatives to provide Congress with
facts on how McCloskey's amendments
would hurt the stance of the U.S. mari
time industry.
As a result, all six amendments were
soundly defeated after considerable
floor debate.
Instead of what McCloskey hoped
would be a watered down bill, the House
passed a strong version providing nearly
$500 million in government subsidies
to maritime for fiscal 1979. Floor man
ager for the bill was Rep. John Murphy
(D-N.Y.), who serves as chairman of the
House Merchant Marine and Fisheries
Committee.
On learning the vote's outcome SIU
President Paul Hall said:
INDEX
Legislative News
Inland user charges
Page 4
Dredging bill
Page 2
Maritime authorization
Page 3
Ocean mining
Page 17
SIU in Washington
Page 9
Postal service
' Page 11
Union News
Merger vote
Page 2
SIU scholarships
. Page 3
President's Report
Page 2
Headquarters Notes
Page 7
Union clears up claim
Page 4
Brotherhood in Action .. . Page 28
At Sea-Ashore
Page 18
"It is gratifying that Congress con
tinues to demonstrate its traditional sup
port for the U.S. merchant marine. This
Maritime Authorizations bill supplies
the means whereby the provisions of the
Merchant Marine Act of 1970 can be
Implemented. While that law needs to
be brought into line with today's reali
ties in world shipping, it does allow our
merchant marine to function until an
appropriate maritime program is devel
oped. Our national concern for a mer
chant marine must be intensified in view
of the Soviet's massive effort to domi
nate ocean trade."
Hall also expressed appreciation for
the efforts of AFL-CIO staff people and
other trade unionists who supported the
SIU on this issue.
A breakdown of how the approximate
$500 million for maritime will be spent
is as follows:
• $ 157 million in construction differ
ential subsidies. This program is based
on the cost difference between building
a ship in an American yard and a foreign
yard. It is essential if the U.S. expects to
maintain any kind of shipbuilding and
ship repair base in this country.
• $262.8 million in operational dif
ferential subsidies. This program en
ables certain U.S. operators to remain
competitive with cut-rate foreign lines
on designated trade routes. It is neces
sary to insure that the U.S. doesn't be
come totally dependent on foreign ships
in our import-export trade.
Great Lakes Picture
Inland Lines
SPAD honor roll
Page 8
Page 6
Page 39
General News
National unemployment . .Page 10
Pollution control
Page 11
Forum at Tulane
Page 5
'Time Bomb' reaction ... .Page 11
New MID Port Council .. .Page 6
Lax safety rules
Page 10
Navy League
Page 5
Iowa boycott ends
Page 16
Working for Coors ...Pages 30-32
Shipping
Brooks Range
Page 10
$17.5 million for research in ad stroyed the U.S.-USSR bilateral ship
vanced ship development, operations, ping agreement. A lot of American sea
and technology.
men would have lost their jobs.
• $24.5 million for the cost of oper
The House rejected a second amend
ating the U.S. Merchant Marine Acad ment that would have barred the use of
emy at Kings Point, N.Y. and other state construction subsidies in the building of
LNG vessels. This amendment carried a
run academies.
• $34.8 million for upkeep and death sentence for America's LNG pro
maintenance of the national defense re gram, which is still in its infancy.
McCloskey then tried in vain to hold
serve fleet.
the Mortgage Guarantee Ceiling at $7
In addition to direct subsidies, the au billion. He was turned back by a 2 to 1
thorizations bill increased the Mortgage roll call vote.
Guarantee Ceiling from $7 billion to
The House then rejected an amend
$10 billion. This program requires no ment preventing the use of subsidized
Federal funding. It simply provides loan funds for support of non-governmental
guarantees to private companies wishing maritime schools used for the training of
to build ships, tugs, barges, and other new merchant seamen.
maritime equipment. The operators get
Another amendment was defeated
the actual loans from commercial banks. that would have barred subsidy pay
During floor debate, it was pointed out ments to companies supporting industry
that an increase in the ceiling was neces organizations such as the Transporta
sary for the continuation of a strong tion Institute and the Joint Maritime
shipbuilding program in America.
Congress.
Finally, an amendment was defeated
that would have cut off funds for ships
Defeated Amendments
being built in yards where, McCloskey
Rep. McCloskey's defeated amend said, the labor force "is not used effici
ments would have cut big chunks out of ently due to archaic craft union rules."
In the course of debate, McCloskey
both the operational and construction
withdrew two amendments. The
differential subsidy programs.
The House first defeated an amend first would have cut out long term sub
ment offered by the California Republi sidy contracts, forcing renewal every
can that would have barred the use of year. The second would have cut opera
operational subsidies for vessels in tional subsidies to vessels carrying crews
volved 1!? carrying grain to Russia. This larger than 50 percent of Coast Guard
measure would have effectively de manning scales.
Tug Joe Bobzien
Page 10
Ships' Digests
Page 23
Dispatchers' Reports:
Great Lakes
Page 7
Inland Waters
Page 16
Deep Sea
Page 24
AB endorsement
Page 4
Great Lakes fit out ... Pages 13-15
Training and Upgrading
'A' seniority upgrading ...Page 38
MLS course dates
Page 36
Tl towboat
scholarship
Pages 19-22
College credits
Back page
GED graduate
Page 6
Steward dept. upgrader . .Page 37
Membership News
New pensioners
Final Departures
Page 25
Page 33
Special Features
Know Your Company . Pages 34-35
Ocean Mining
. . . .Pages 26-27
Articles of particular interest to
members in each area—deep sea,
inland, Lakes—can be found on the
following pages:
Deep Sea: 4, 10, 18, 23, 24, 38
Inland Waters: 2, 4, 6, 10, 16, 1922, 34-35, 37
Great Lakes: 5, 7, 8,13-15,
May 1978 / LOG / 3
i: .'I
'ill
�Carter Threatens Veto
Senate Passes Inland User Charges^ L 6L D 26
One of the most controversial pieces
of legislation in the history of the in
land waterways industry came another
step closer to reality through Senate
passage this month.
On May 4, by a vote of 80 to 13, the
Senate bucked President Carter's
threatened veto and adopted an
amended version of H.R. 8309, the
Navigation Development Act. It au
thorizes the reconstruction of Locks
and Dam 26 and imposes the first fuel
tax on inland waters commercial oper
ators.
Although its final outcome is still a
hot issue, the full impact of H.R. 8309
on the industry and the SIU has taken
more definite shape with the Senate
action.
The House of f^epresentatives passed
the original bill last year. Their version
starts the fuel tax at 4 cents per gallon
in 1979 and raises it to a maximum 6
cents in 1981. The Senate amendment
to the bill was the heart of the contro
versy. It delays the start of the 4 cents
fuel tax to 1982, or when construction
of Locks and Dam 26 begins, which
ever comes first. It then raises the tax,
two cents every two years, to 12 cents
per gallon by 1990.
The Senate's 12 cent tax is twice as
CreenTicketAB
Endorsement
The nio.st important endor.seinent a man who sails on deck can
achieve is the Green Ticket Able
Seaman—Unlimited Any Waters.
It's the mark of a professional sea
man. But more importantly, the
Green Ticket AB endorsement
provides the Seafarer with a much
wider job base to choo.se from.
And, right now in the SlU-contracted fleet, there are a lot of jobs
open for members with Green
Ticket AB endorsements.
The seatime requirement for
the Green Ticket endorsement is
three years watchstanding time on
deck. This time can be spent all as
an ordinary .seaman, or a com
bination of time as ordinary and
Bine Ticket Able Seaman—12
Months Limited.
if you already possess a Bine
Ticket endorsement when achiev
ing the three years, all you have to
do is apply for the Green Ticket
with the Coast Guard and you get
it automatically. No Coa.st Guard
exam is neces.sary.
To get the Blue Ticket AB en
dorsement, the seatime require
ment is one year watchstanding
time on deck, or eight months sea
time if you are an HLS entry
graduate.
The Liindeberg School, then,
regularly offers a four week course
leading to the endorsement as
Able Seaman.
The SIU encourages its mem
bers to get the AB endorsement as
.soon as possible after achieving
sufficient .seatime. It will help the
Union fulfill its manpower com
mitments to our operators. And it
will help you achieve a higher de
gree of job .security.
4/ LOG / May 1978
high as the House version, but it is
much less than the total package of
user charges that nearly passed the Sen
ate in another amendment.
Compromise Propo.sal
Hi
INLAND
trsa
ifl
and Dam 26 to be built grew worried
at their inability to get Congress to act
on the project without also imposing a
user charge. As a result of their desire
for Locks and Dam 26, they conceded
the battle to stop user charges.
In June 1977 when the Senate first
passed language tying user charges to
the reconstruction of Locks and Dam
26, these operators found thcm.sclves
in the unique position of urging the
House of Representatives to adopt a
low fuel tax in order that the Locks and
Dam could be authorized. The opera
tors claimed that this facility was es.sential to their continued successful opera
tions. And they further claimed that
they could afford to pay a low fuel tax in
order to get it rebuilt. As a result the
House adopted a 4 cents to 6 cents fuel
tax provision.
The successful amendment was a
compromise proposal by Sens. Russell
Long (D-La.) and John Danforth (RMo.). It passed by a close 47 to 43
vote on May 3, which ended months of
heated debate. It counteracted efforts
by the Carter Administration and Sens.
Pete Domenici (R-N.M.) and Adlai
Stevenson III (D-III.), who were trying
to get greater charges imposed on the
inland operators.
The rejected Domcnici-Stcvcnson
amendment would have established, in
addition to the fuel tax, a separate set
of charges linked to the Government's
tmnual expense for waterway construc
tion. These "cost-recovery" charges
would have reciuired the barge lines to
pay 10 percent of the Federai construc
tion cost for projects like Locks and
Dam 26.
No Guarantees
Following the Senate's vote. Sen.
The
companies
which urged rebuild
Domenici called on President Carter
ing
of
Locks
and
Dam 26 at all costs
to veto the bill because of the "low"
felt victorious because a bill had been
user charge provision. And at a labor
passed
authorizing the reconstruction of
press conference. Secretary of Trans
the facility. But while the bill imposed
portation Brock Adams said; "I am go
a
tax and authorized the locks and dam,
ing to recommend that [President
there
were no accompanying guarantees
Carter] veto the legislation, and if it
that the tax would not go into effect if
isn't vetoed I will submit my resigna
the
locks and dam were never rebuilt.
tion."
V/hen H.R. 8309, the House bill, was
Since the .Senate version is different
sent
to the Senate for a vote, the SIU
from the House version, H.R. 8309
still maintained its view that user
must now go to a joint House-Senate
charges
should be strongly opposed. But
conference to iron out the differences.
the
Union
realized that the towboat in
The conference version, containing
compromise language, will have to be
voted on and accepted by both Houses
of Congress. Only when the House and
Senate agree to identical language can
H.R. 8309 be sent to the President.
Four-Years-Old
The question of Locks and Dam 26
and user charges has been at the center
stage on inland waters legislative ac
tivity for nearly four years. It began
when 21 Western railroads and environ
mentalists blocked the reconstruction of
this important navigation facility by fil
ing a still-pending court suit.
Since then, each time the towboat
industry tried to get congressional ap
proval of the lock and dam project,
waterway opponents, on behalf of the
railroads, succeeded in tacking on a
provision requiring the imposition of
user charges. In the meantime, this key
facility on the Mississippi River at Al
ton, 111. has been causing costly barge
delays because it is too small for today's
large tows.
The SIU has strongly and persistently
opposed any form of user charges. The
SIU has always believed that user
charges of any sort arc totally unjusti
fied. This is especially true when they
are intended to help the railroads at the
expense of the barge industry. In the
case of Locks and Dam 26, the SIU
held the position that the reconstruction
of the facility should not depend on
whether or not user charges were im
posed on the intlustry. Thus the Union
consistently opposed any legislation
which tied the two issues together.
This was also the feeling of many
congressmen who opposed those bills
which held Locks and Dam 26 hostage
to user charges.
But, as a result, many major towboat
operators who were anxious for Locks
dustry was in trouble. Political realities
indicated that our membership's inter
ests would be best served if the Senate
agreed to the low House tax rather than
a higher tax as originally pas.sed by the
Senate in June 1977.
In a letter to members of the Senate,
the SIU stated:
"The Seafarers International Union
has traditionally opposed user charges.
However, since both Houses of Con
gress have chosen to alter long-standing
Federal policy by imposing a user
charge on the inland waters tfansportation mode, we feel that, though dis
agreeable, the provisions of H.R. 8309
are more desirable than the Senate
passed language fin June 1977.1"
Even though most waterway interests
were uniting behind H.R. 8309, user
charge advocates felt they had the upper
hand. They had succeeded in reversing
a 200-ycar old Federal policy which
provided for the free use of the nation's
inland navigation system. In addition,
they had made barge operators acknowl
edge that they could in fact live with a
tax despite their previous claims that
any tax would destroy the barge indus
try. Many operators—including SIUcontracted operators—confirmed that
any increase in fuel costs as a result of
the tax would not be borne by the oper
ators but would undoubtedly be passed
on to their customers.
Finally, some shippers and carriers
started to worry that a strong stand
for H.R. 8309 would endanger the
chances of Senate passage of a bill au
thorizing Locks and Dam 26. They be
gan to privately indicate that the towContiniied on Page 29
Union Helps Clear Up
PHS Payment Snafu
After intervention from Union Head
quarters, the national oflicc of the U.S.
Public Health Service has overturned a
local PHS ruling which denied payment
for the emergency care of two SIU
members at other than PHS facilities.
The cases involve SIU members Bennie Dize and Jabie Conway, both resi
dents of the Norfolk area. Dize was
hospitalized on an emergency basis for
a week near the end of August at the
General Hospital of Virginia Beach.
Conway spent 10 days in late September
at Bayside Hospital, also on an emer
gency basis.
Both men notified the USPHS Hospi
tal in Norfolk of their condition by tele
gram within the proper time period.
PHS requires that they be notified of
emergency care situations within 48
hours after admittance.
Arrangements, though, were not
made to move the two men from the
Bayside and Virginia Beach hospitals
to the Norfolk USPHS facility. It is the
responsibility of PHS to make the ar
rangements.
However, when the two hospitals
billed USPHS for the care of the two
.seamen, payment was denied by PHS
in Norfolk. This left responsibility for
payment of the bills on the seamen
themselves.
The mixup was brought to the atten
tion of Frank Drozak, SIU executive
vice president. Drozak then got in touch
with USPHS Director Dr. Edward Hinman in Washington, D.C. and requested
the cases be reviewed.
Drozak said, "we were sure that both
members had followed procedures prop
erly. We didn't want to see them get
stuck with a bill that USPHS should
rightfully pay."
As a result of Drozak's actions. Dr.
Hinman's staff investigated the cases
and sub.sequently ruled in both mem
bers' favor. USPHS said they would
"accept fiscal responsibility" for all
charges covering care for the two sea
men during their stay in the non-PHS
'lospitals.
Not Isolated
The problems encountered by these
two SIU members are by no means iso
lated cases. There has always been some
problems with USPHS involving notifi
cations and payment of bills for emer
gency treatment at non-PHS facilities.
To avoid these problems with
USPHS, a member should take the fol
lowing precautions in emergency situa
tions:
• Always notify USPHS of the emer
gency within 48 hours. Do it by tele
gram rather than telephone. That way
you will have a record of the notifica
tion.
• Notify the hospital you are taken
to that you are a merchant seaman and
eligible for care at USPHS.
• If possible, make every effort to be
taken to a PHS facility in an emergency.
However, in an emergency, you have
the right to be taken to the nearest
hospital.
�Asserfs Policy Cufs Merchant Fleet, Jobs
Hall Colls U.S. Free Trade ^Outdated and Unrealistic
SIU President Paul Hall labeled
America's adherence to the policy of
free trade as "outdated and unrealistic"
in today's world. And he charged that
this policy has hurt the U.S. rnerchant
fleet badly while at the same time cut
ting into the job market for American
seamen.
Hall made this statement in New Or
leans last month at Tulane University's
Twenty-Ninth Annual Institute on For
eign Transportation and Port Opera
tions.
The free trade concept has actually
come under fire from all segments of
the labor movement in recent months.
The AFL-CIO Executive Council
maintains that free, or unrestricted,
trade with foreign nations has resulted
in the dumping of cheaply made for
eign' products into the U.S. market in
direct competition with American
made products. This cuts into the de
mand for American products. And U.S.
workers, especially those in the manu
facturing trades, are losing their jobs.
The free trade concept hurts Ameri
can maritime in much the same way.
Without Government restrictions, for
eign vessels have infiltrated and are
dominating all aspects of water trans
portation in the U.S. foreign trades.
President Hall said that foreign na
tions are taking advantage of America's
"naive" stand on the policy of free
trade and free markets. As an example
of this. Hall pointed to the SIU's fight
for the 9.5 percent oil cargo preference
bill last year.
SIU President Paul Hall, right, at Tulane University in New Orleans, La. with
SIU Vice President Lindsey Williams. Hall told the Tulane group that the U.S.
policy of free trade was strangling competitiveness of the U.S. merchant fleet.
He said that some of the principal
President Hall said that the free trade
opponents of the bill were foreign na
concept has been a major factor in en
tions, which claimed the bill was a vio
abling foreign flag vessels to capture 95
lation of the free trade concept. Yet,
percent of all U.S. foreign waterborne
said Hall, "several of these countries
commerce, leaving only 5 percent for
had cargo preference legislation of their
the U.S. flag.
own."
He maintained that other leading
maritime nations would never allow
this to happen to their national flag
fleets. He noted that Japan carries 44
percent of its foreign trade; France car
ries 34 percent of its trade; Britain 34
percent, and Norway carries 30 per
cent. And, said Hall, "the Soviet Union,
a country that makes a mockcry'of the
free market, carries more than half of
its own trade."
President Hall also attacked the mul
tinational oil companies for their phony
support of the free trade concept.
He said that the oil companies op
posed the 9.5 percent oil preference bill
on the basis that the use of foreign ships
for U.S. oil transportation would keep
consumer prices down on oil and gas.
However, said Hall, last year the
Federal Energy Administration
charged 20 multinational oil corpora
tions with illegally overcharging Amer
ican consumers by $336 million.
Hall told the Tulane University
gathering that the U.S. must re-examine
the concept of free trade in relation to
the real world. He said, "we need only
to look at the persistent problems of
unemployment, inflation and the bal
ance of trade to realize that current
economic theories are not as useful as
we have been led to believe."
President Hall concluded that unless
the Government revamps "counterpro
ductive" economic policies such as the
free trade concept, "we will be flirting
with our own economic demise and
possibly with the demise of the demo
cratic institutions that we all cherish."
Murphy^ Blackwell^ Daschbach Say U.S. Must Bolster Maritime
It's often difficult, if not impossible,
to get Government people to agree on
anything. But last month, three top
ranking officials involved in the U.S.
maritime industry agreed on one thing
—the U.S. Government must take steps
to bolster the American merchant fleet.
The three officials, all long time sup
porters of a strong U.S. maritime indus
try, are Richard Daschbach, chairman
of the Federal Maritime Commission;
Robert Blackwell, U.S. assistant secre
tary of commerce for maritime affairs,
and Rep. John Murphy (D-N.Y.),
chairman of the House Merchant Ma
rine and Fisheries Committee.
Although they agreed that the mari
time industry needed help from the
Government, each emphasized a differ
ent point on how it should be done.
The three expressed their ideas at Tu
lane University's Institute on Foreign
Transportation and Port Operations in
New Orleans last month.
FMC Chairman Richard Daschbach
told the Tulane audience that "the lack
of a coordinated maritime policy" has
had a devastating impact on U.S.
ocean carriers and American shippers.
He said, "most of our trading part
ners have well-defined national ship-
Great Lakes COLA
Great Lakes Seafarers received
a cost of living adjustment effective
May 1, 1978. The increase comes
to 12 cents.
Cost of living adjustments are
computed on the basis of a one
cent increase for every .3 point
clingib In the Consumer Price
Jbidex.
ping programs and policies in addition
to heavily subsidized merchant fleets
whose operation is fully integrated with
other aspects of their national economy
and policy."
Daschbach said that the FMC would
be participating in discussions in order
to come up with a new maritime policy
for America. He said the FMC is doing
this "because it is clear that the mainte
nance of a strong U.S.-flag merchant
marine and a competitive shipping in
dustry are not only in our national in
terest, but in the larger public interest."
State-owned fleets may cross trade at
discount rates for political reasons, for
the accumulation of hard currencies or
Rate Cutting
MARAD Chief Robert Blackwell
blamed much of the industry's woes on
"predatory rate-cutting" by foreign
ships operating in the U.S. foreign
trades.
He singled out the Soviet Union, say
ing that the Russians have cut deeply
into the U.S. liner trades "by offering
rates ranging from 10 to 40 percent be
low the shipping conferences levels."
Blackwell noted that "whether sub
sidized or not, our privately owned car
riers must make profits to survive.
Rep. John Murphy (D-N.Y.), chairman
of the House Merchant Marine and
Fisheries Committee, told the Tulane
forum that U.S. ships should be carry
ing up to 50 percent of all U.S. foreign
commerce.
with other non-profit factors as primary
goals."
Blackwell said he supports legisla
tion that would enable the FMC to
crack down on rate cutting by the Rus
sians and other foreign fleets as well as
on other anti-competitive maneuvers
by foreigners.
More Cargo
Rep. John Murphy, probably the
staunchest maritime supporter in the
House of Representatives, said that the
U.S.-flag fleet simply needs more cargo.
He said that U.S. ships should be
carrying 50 percent or more of the na
tion's foreign commerce, instead of the
5 percent they presently carry.
Murphy said he is supporting several
bills in Congress that would help secure
added cargo for U.S. ships.
Among them is a bill that would
force cutrate foreign operators to raise
their rales to equal levels with U.S. ship
rates or be banned from American
ports.
Murphy also said he supports "equal
access" legislation, or bilateral shipping
agreements with America's trading
partners.
Navy League: Beef Up U.S. Maritime
The Navy League of the United
States of America has called for
"strenghteningof U.S. seapower through
formulation of a comprehensive na
tional maritime policy."
It stressed that the U.S. lacks a defi
nite long-range maritime policy. The
league said that "deterioration of our
seapower endangers national security
from the defense and economic per
spective."
The league's position was set forth in
its Maritime Affairs Committee Report
which was adopted at the annual con
vention in Seattle, Wash. May 2-5.
The 500 convention delegates also
adopted a range of resolutions affecting
the nation's .seapower posture and
ocean policy. Included were:
• a call for creation of a cabinet
level officer to coordinate the sea serv
ices in achieving defense readine.ss.
• urge the U.S. Government to
adopt a seaborne trade policy similar
to that existing for airborne trade.
Vincent T. Hir.sch of Asbury Park,
N.J., a strong advocate of Navy-mer
chant marine cooperation, was re
elected president of the league. The
next annual convention of the 10,000member organization will be held in
Dallas, Tex.
May 1978 / LOG / 5
�A 9th Grade Dropout, He Gets
His H.S. Diploma at HLS
Great Lakes
SIU Boatmen have ratified a new eontract with Great Lakes Towing, the
biggest SlU-eontractecl inland operator on the Lakes. The eontract includes the
industry-wide SIU Inland Vacation Plan, a first for Lakes Boatmen. Great Lakes
Towing employs 150 SIU deckliands, known as linesmen on the Lakes.
A dyke construction and harbor dredging project is under way in Milwaukee,
Wise. Boatmen with SlU-contracted Luedtke Engineering are doing the job.
Norfolk
SIU Boatmen with Stone Towing of Wilmington, N.C. (serviced out of
Norfolk) ended a three week strike against the company on Apr. 22 and
recently ratified a new contract. They hit the bricks when .Stone Towing, a
shipdocking firm, refused to come up with an acceptable offer for wage increases.
The new eontract, effective Apr. 22, provides substantial increases in wages,
pension, and welfare, as well as improved working conditions. It also includes
the SIU Inland Vacation Plan.
St. Louis
SlU-contracted American Commercial Barge Lines, which operates the
largest fleet on the inland waterways, recently put in shipyard orders for two
4,200 hp. towboats. ACBL currently has 52 boats and 1,350 barges that work
primarily on the Mississippi River system.
Houston
Another new contract was just ratified in this port by SIU Boatmen with
Barge Harbor. It includes the SIU Inland Vacation Plan and standard language
for the harbor fleeting operation as well as substantial wage increases.
Brother Pete Reed is 22 years old
and can no longer be called a high
school dropout.
In 1973, he graduated from the basic
vocational program of the Lundeberg
School.
During his training at HLS, Brother
Reed enrolled in the high school equiv
alency program but shipped out before
completing it.
He dropped out of school in the
ninth grade. And he realized that "I
really had a lot to learn before I would
be able to get my diploma."
Seafarer Reed's willingness to keep
trying paid off. Recently, he success
fully completed the high school equiv
alency program and achieved his GED
diploma. "It took me three times and a
lot of studying but I finally got it," he
said. There are now 1,021 Seafarers
and Boatmen who have gone through
the program.
Brother Reed really liked the small
classes and the individual attention he
received at HLS. He said, "the teachers
gave me support and worked with me
when I had a problem. They know what
they are teaching." After being out of
school and out of the habit of studying.
Seafarer Reed commented that "I en
joyed studying again. The GED di
ploma was something I've wanted for a
long time."
Reed found out about HLS from his
grandfather, who was a seafarer and
from a friend. Brother Roland Wil
liams, of the port of Baltimore. "The
Lundeberg School is good. It is really
great for young people. It makes them
better than what they were before,"
Brother Reed commented.
Personals
Personals
Diana Bandelcan
Mrs. R. Y. Van Pelt would like you
to contact her at 1114 Joe Annie No. 5,
Houston, Tex. 77019.
Henry E, Green
Your wife, Maxine, asks that you call
her as soon as possible at (314) 3331770, or write Box 722, Caruthersville,
Mo. 63830.
MTD Charters New Port Council In Jacksonville
The AFL-CIO Maritime Trades De
partment has established a new Port
Maritime Council in the northeast Flor
ida port of Jacksonville.
The MTD, the largest industrial de
partment of the AFL-CIO, now has 28
Port Maritime Councils operating in
local port areas throughout the United
States, Canada, and Puerto Rico.
The Jacksonville Council is the latest
in the MTD's growing network of po
litical action groups working to enhance
the strength of the labor movement in
all areas of the country.
MTD Administrator Jean Ingrao pre
sented a charter to the new Council at
the group's first meeting on Apr. 6,
1978. Forty-five representatives of 17
national and international AFL-CIO
unions attended the initial conference.
The SIU Hall in Jacksonville will
serve as the meeting place and center
of activity for the new Port Council.
Highlights of the Council's opening
session included welcoming addresses
by: Jim Deaton, president of the AFLCIO Central Labor Council of Jackson
ville; SIU Vice President Cal Tanner,
and Jake Godbold, a Jacksonville city
councilman noted for his support of
working people.
Election of officers also took place at
the opening session with Doyle Kearns
6/ LOG / May 1978
Pete Reed
Seafarer Reed recommends the basic
vocational program and the high school
equivalency program to his fellow sea
farers and to any young person. He
said, "the school is a great opportunity
and I recommend that everyone should
take advantage of it."
If you are interested in attending the
Lundeberg School to study for your
high school equivalency diploma like
Brother Reed did, contact the SIU rep
resentative in your port or write to the
following address;
HARRY LUNDEBERG SCHOOL
Academic Education Department
Piney Point, Maryland 20674
A pre-test and information will be
sent to you.
Bill Guernsey
Your brother, Don, asks that you
call him collect in Sydney, Australia at
522-4062. He says that it is urgent.
John Medvesky
Evelyn asks that you call her at
(504) 821-7791.
Bobby Messerol
Teddy Aldridge asks that you get in
touch with him.
Natbanlel Auntero Noble
Your son, Nathaniel Noble, would
like you to contact him at (301) 4334196.
Jean Ingrao, right, administrator of the Maritime Trades Department, presents
charter for new Jacksonville Port Maritime Council to SIU Jacksonville Port
Agent Leo Bonser. The MTD now operates 28 port councils throughout the
U.S., Canada, and Puerto Rico.
of the United Association (representing
plumbers, pipefitters and steamfitters)
being elected as president of the Coun
cil. William Smith of the Boilermakers
was elected executive vice president.
SIU Jacksonville Port Agent Leo Bon
ser was elected secretary-treasurer.
The MTD will soon be opening a
29th Port Council in Juneau, Alaska.
With Headquarters in Washington,
D.C., the MTD counts 44 national and
international unions, representing eight
million workers, in its family. SIU Pres
ident Paul Hall is president of the MTD.
Candelario Ramos
Your son, Enrique, would like you
to contact him at 1227 North East 1st
Ave., Miami, Fla. 33132.
Edward "Cbick" Scbindler
Your sister. Sue Dolbow, would like
you to call her at (609) 845-1709 or
write 13 Lauderdale Rd., Woodbury,
N.J. 08096. She says that it is urgent.
H. G. Treddin
Please call the editor of the Log col
lect at (212) 499-6600, ext. 242.
�Headquarters
Notes
by SIU Exeoiilive Vice President
Frank Drozak
The SIU is involved in legislative activity for one very good reason.
We can't afford not to be.
Almost every day, decisions are made in Washington, D. C. that affect the
basis of your job security as a Seafarer or Boatman. Generally these decisions
impact only one .segment of the industry at a time. But once a year, a bill comes
up in Congress that goes to the very heart of the entire maritime industry.
This is the Maritime Appropriation Authorization Act. I'm happy to say
that this years Bill for fiscal year 1979, has now passed both Houses of
Congress.
It was approved first without opposition in the Senate. But it had to over
come a number of propo.sed amendments in the House of Representatives
which could have cut the bill down to a meaningless piece of legislation. The
news story on page 3 of this issue of the Log gives the details of the legislative
action.
The victory in the House this month was significant in more ways than one.
It clears the way, first of all, for likely approval by President Carter and then
for crucial benefits to flow into the maritime industry.
But the fight in the Hou.se once again proves .something we can never forget
in the SIU—that even with a bill that has always been considered routine, we
can't afford to relax our efforts in Washington.
Let me explain exactly what the Bill does. Unlike the title, the meaning of
the Maritime Appropriation Authorization Act can be said in one word—
money. Very simply, it determines how much money Government will spend
each year on subsidies and other financial help for the U.S. maritime industry.
This does not just go to ocean shipping. The Act also authorizes back up
funds for the construction loan guarantee program ( Title XI) which covers
inland waters equipment.
Delta's Clark Named
To N.O. Dock Board
It took more than a year of hard
work and political action on the state
level. But the MTD Port Maritime
Council of Greater New Orleans and
Vicinity has succeeded in getting a
strong voice for American-flag shipping
installed on the New Orleans Dock
Board.
The new member of the Board is
Capt. J. W. Clark, president of the
SlU-contracted Delta Steamship Co.
He was named to the influential post
recently by Louisiana Governor Edwin
Edwards.
The Dock Board is run by a sevenman commission and is responsible for
all activities of the Port of New Orleans.
Part of the Board's duties also include
trade missions to attract more shippers
to the port.
SIU Vice President Lindsey Williams,
who heads up the MTD's New Orleans
Port Council, placed Clark's name in
nomination nearly a year ago.
Up until 1976, neither the MTD, nor
any other labor organization, was al
lowed to participate in nominating pro
cedures for the Dock Board.
The MTD worked to change this. It
succeeded when the 1976 regular ses
sion of the State Legislature okayed the
MTD Port Council to become one of
10 organizations able to submit nom
inations for Dock Board openings.
jpeposit in the
-
^
Up until this year, there has been very little controversy about the provisions
ot the Authorization Act since its important purpose—to strengthen the U.S.
Madne AcTof'l"!^'^ ^ matter of national policy going back to the Merchant
But as we have learned all too well, policy and practice are two very dif
ferent matters.
^
The maritime subsidy program, funded by the Authorization Act is Gov
ernment s biggest incentive for industry to build, ship and man American Yet
the defeated amendments to the Act would have virtually destroyed the entire
subsidy program.
Lost in the bargain would have been new U.S.-flag LNG ships, American
shipping s share of Russian grain shipments and even American seamen's hardwon wage levels.
All this may be hard to believe. But the SIU couldn't alTord not to take every
part of this threat seriously. We stepped up our politicaTcITorts immediately
to support what always had been okayed before bv Congress as a routine
matter.
Those efforts paid off, but we ean't congratulate ourselves too much.
While the battle over the Authorization Act is over in Congress, another
fight is gearing up over a bill that also will alTeet the future of the U.S. mari
time industry in a big way.
The Deep Seabed Mineral Resources Act (S.2()53) can make sure that the
benefits of a major maritime development don't backfire into another "run
away" industry. Ocean mining promises enormous economic and employment
benefits for this country. But without the guarantees of this Bill, they can be
lost through the same kind of practices that have weakened U.S. shipping.
The educational feature on pages 26-27 of the Log and the editorial on page
17 give full details of this new industry and the importance of the Bill designed
to give American workers a fair share in it.
The Bill insures jobs for American seamen and shipbuilders through amend
ments that will require the use of U.S.-llag vessels for ocean mining^ It works
something like the money set aside for construction loan guarantees by the
Authorization Act. The ocean mining bill would provide Government invest
ment guarantees to industry for the construction cost of vessels and other deep
sea mining equipment—but only if they are built and registered in the U.S.
This is policy and practice working together to build up the U.S. merehant
marine. It makes good sense for the American economy. But those companies
who want to avoid American taxes and American labor don't think so.
The ocean mining bill is going to be another tough fight in Washington. But
we'll be ready for it— and for the next one.
Gefs Inland Vacation Check
The MTD Council remains the only
voice of organized labor in the nominat
ing procedure.
Selected Among 20
Capt. Clark was selected from among
20 other nominees. He has been presi
dent of Delta since 1959.
Clark is a graduate of the U.S.
Merchant Marine Academy and com
manded troop and supply vessels during
World War II. A native of Mobile, Ala.,
Clark has been honored by a number
of nations for his work in promoting
trade between the U.S. and South
America.
Among other honors he has received
during his long association with the U.S.
merchant marine, Clark was named
Man of the Year by the New Orleans
Propeller Club in 1965.
Thotmas Ernst (r.), a mate with National Marine Services, received his SIU
Inland Vacation check this month at the St. Louis Hall from Port Agent Mike
Worley. Brother Ernst pointed out that he works at least 200 days a year and
for each of those days he also earns vacation benefits that ho can collect every
90 days.
DIspilclieps Remifl fir Greit lakes
APR. 1-29, 1978
Algonac (Hdqrs.)
•TOTAL REGISTERED
All Groups
Class A Class B Class C
TOTAL SHIPPED
All Groups
Class A Class B Class C
6
DECK DEPARTMENT
95
38
10
82
6
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
63
8
11
2
33
8
12
1
6
2
2
56
62
64
158
80
89
ENGINE DEPARTMENT
Algonac (Hdqrs.)
46
9
10
71
16
f>
STEWARD DEPARTMENT
SIU Blood Bank-
Algonac (Hdqrs.)
2
2
27
6
ENTRY DEPARTMENT
Algonac (Hdqrs.)
It's Your Life
10
69
56
38
56
Totals All Departments ...
207
73
193
60
13
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
.
May 1978 / LOG / 7
•'1
u
�The
Lakes
Picture
All the Lakes
The fit out on the Lakes is completed and SlU-contracted vessels have begun
the shipping season.
TTie start of the season was delayed several times because of bad weather and
the prolonged coal miner's strike. It was almost put off again when it looked like
MEBA-District 2 would strike the Lakes vessels. MEBA members did walk out
for about six hours on Apr. 15, but a contract agreement was reached and the
men returned to work.
Cleveland
The ST Crapo (Huron Cement) opened the Port of Cleveland when she
arrived with 8,500 tons of cement. The trip from Alpena to Cleveland, which
usually takes 30 hours in the summer, took 52 hours because the ship ran into
heavy ice ridges.
Frankfort
The car ferry M/V Viking (Michigan Interstate Railway Co.) will make her
first run from Frankfort, Mich, to Manitowc, Wise, on May 29. The Manitowc
port was closed in 1974 because there was not enough traffic for a regular run.
The Viking had been ferrying between Frankfort and Kewanee, Wise, but will
now alternate between the two ports.
Untng ftp pap am ke safe aaf simpfe
as paskiag a Pattea...
Bnlfalo
The port of Buffalo is now open after an ice boom was removed from the
mouth of the Niagara River on May 1 and 2. The boom was in place to keep ice
from the intakes of the Niagara Mohawk Power Corp.
The port was filled with ice until the boom was removed and some ships had
to be moved with the help of Coast Guard cutters at the end of April.
Most of the ice is gone now and coal, ore, sand and a lot of grain are
beginning to move through the port.
Chicago
Traffic at the port of Chicago was bottle-necked for three days recently
when an ore carrier lost her anchor in the harbor. Divers located the anchor
and a crane had to remove it before the back-up of ships could start moving
again.
SL Lawrence Seawaj
The St. Lawrence Seaway System opened for the season last month with the
first toll increase since 1959 in effect.
The increase may have less of an immediate impact than it might have
because U.S. and Canadian officials agreed to a three-year phase-in of the tolls
rather than implementing them all at once.
The St. Lawrence Seaway Development Corp. and the St. Lawrence Seaway
Authority have proposed rule changes which would affect the closing date of
the Seaway.
Tlie U.S. and Canadian agencies that administer the Seav/ay have drafted
rules setting a firm closing date for the Seaway and penalties for any vessel
still in the System after that date.
The proposals call for a midnight, Dec. 17 closing time for the international
section of the Seaway. Ships would be required to reach call-in points 48 hours
earlier.
Late transits would bear an "operational surcharge" of $25,000 per day, up
to a maximum of $100,000.
The called-for closing date of the Welland Canal is Dec. 6. There are also
time restrictions on low-powered vessels as they're the most likely to have
problems with late-season ice and weather conditions.
NMC Affair in Seattle
The SlU's George McCartney (right) is with Board Chairman Patrick C. John
stone (center) of the Spokane Seed Co. who was presented with a certificate
naming him to the National Maritime Council's (NMC) Shipper Advisory
Board, Western Region, recently in Seattle. At left is Bob Buckingham of
the Seaport Shipping Co. there. Johnstone succeeds Ed Dumas in the NMC,
head of the Dumas Seed Co., who retired. The NMC is made up of more than
100 top executives of U.S. shipping companies, maritime labor unions, ship
yards. and the U.S. Maritime Administration. Its purpose is to promote cargo
for the American merchant marine.
Pat pea've pet te Paew wPat Patten te pash.
Crew training and advanced technology are the reasons U.S.-flag
LNG ships are so safe. These new vessels are so automated the/re
practically push-button controlled. But you've got to understand
LNG and automation before you can work aboard one. The LNG
course at HLS qualifies you to work aboard these vessels—so you
qualify for the top pay LNG crews earn, too.
Cme to MS
Me tie UtS Coarte
Work akoeri e ship of the future—toSep
LNG Course Starts June 26
To enroll. See Your SlU Representative or contact:
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301) 994-0010
8/ LOG / May 1978
SPAD L. the SIU's political fund and our political arm in
Washington, D.C. The SIU asks for and accepts voluntary
contributions only. The Union uses the money donated to
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress. These are issues that have
a direct impact on the jobs and Job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The SIU urges its members to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the FEC
m Washington, D.C.
�Witt
Seafarers International Union of North America, AFL-CiO
MAY 1978
Legislative, Administrative and Regulatory Happenings
Outer Continental Shelf:
House Bill Would Promote U.S. Industry, Protect Jobs of U.S. Maritime Workers
The House and Senate are getting
together to draft a final version of the
Outer Continental Shelf Lands Act.
The SIU's Washington legislative
staff is working closely with a num
ber of other AFL-CIO national
unions to ensure the jobs of many
thousands of American workers who
would be involved in the manning of
offshore drilling equipment.
This is what has been happening:
The Senate passed its version of
the OCS Bill almost a year ago. That
bill does not contain any provisions
requiring that offshore drilling equip
ment be crewed by American
workers.
Then, in February 1978, the
House passed its version of the bill
(H.R. 1614). A Select Committee of
the House added a very important
provision (Section 31) which has the
following requirements:
One year after enactment of the
Senate Moves to Protect U.S. Maritime Interests
A bill to encourage U.S. compa
nies to move into the new frontier of
deep sea ocean mining is also giving
a much-needed boost to the U.S.
maritime industry.
The SIU's Washington legislative
team reported that the Senate Energy
and Natural Resources Committee
earlier this month made some im
provements in the proposed Deep
Seabed Mineral Resources Act (S.
2053) which would effectively re
quire that mining and processing
-vessels—and ore carriers—be built
in U.S. shipyards, be U.S. registered,
and be crewed by American workers.
The vote to support U.S. maritime
was 15-0.
Here's what happened. The origi
nal Senate Energy Bill had these re
quirements dealing with vessel docu
mentation: Mining vessels must be
registered in the U.S. or in one of
the nations which are a part of the
mining venture; processing of the
minerals mined from the seabed must
be done in the U.S. or on a U.S.-flag
vessel. There are no requirements for
ore carriers—they can be U.S.-flag
or foreign.
But, the important change in the
bill is this: investment guarantees for
vessels and other equipment owned
by the mining companies will only
be given to vessels that are built in
the U.S. and documented in the U.S.
What this change means is that if
U.S. mining companies want their
very costly investments protected,
they are going to have to use U.S.flag ships and American crews. And
this means, not only the mining and
processing vessels, but the ore car
riers as well.
It is estimated that some 20 min
ing ships and 60 ore carriers will be
involved in the beginning phase of
mining operations by U.S. compa
nies.
The SIU legislative staff has been
working closely with the AFL-CIO
Maritime Trades Department on this
bill in both the Senate and the House.
There has been a lot of resistance to
the "Build American" and "Hire
American" provisions of the Ocean
Mining Bills from the State Depart
ment which, once again, wants to
trade off the well-being of American
maritime industry and labor in the
interest of "better relations" with
other nations.
The Senate bill now goes to the
Committee on Commerce, Science
and Transportation. Meanwhile, the
House Bill (H.R. 3350) has cleared
three committees and is awaiting ac
tion in the House Rules Committee.
Senate Adopts User Charge, Domenici Bill Is Defeated
The Senate earlier this month—
by a vote of 80-13—adopted its
version of legislation imposing a
fuel tax on inland waterways oper
ators. The compromise Senate Bill
also authorizes reconstruction of
Locks & Dam 26 at Alton, 111. The
bill will now go to a Senate-House
conference to iron out differences
between the House and Senate
versions.
The key vote during floor de
bate came on the SIU opposed
amendment offered by Senator
Pete Domenici (R-N.M.), and
STATE-OWNED CARRIERS.
The House Subcommittee on Mer
chant Marine has scheduled a hear
ing May 24 to make final revisions
on a bill which would set regulations
on the rates charged by certain stateowned carriers which are now oper
ating in the U.S. foreign commerce.
CLOSED SHIPPERS' COUN
CILS. Hearings are continuing on a
bill which provides for the formation
of closed liner conferences and ship
pers' councils in the U.S. foreign
trades. The bill (H.R. 11422) is be
fore the House Merchant Marine
Subcommittee. This bill, as with
others which are pending in Con
gress, is aimed at bringing some
supported by Senator Adlai
Stevenson (D-Ill.), which would
have resulted in an immediate 4
cents a gallon fuel tax. The Dom
enici proposal would have hiked
the tax to 12 cents by 1985—and
would have set up a system of user
charges to recover 10 percent of all
construction costs on the inland
waterways.
That proposal was supported by
Secretary of Transportation Brock
Adams.
Following the defeat by the Do
menici amendment, the Senate
passed a compromise amendment
sponsored by Senator Russell
Long (D-La.) which would impose a 4 cents a gallon tax to begin
in 1982, or when construction of
Locks & Dam 26 begins. That pro
posal was supported by virtually
all of our domestic waterways
operators. The tax would rise to
12 cents a gallon by 1990.
Supporting the Long amend
ment were Senators James East
land (D-Miss.), Thomas Eagleton
(D-Mo.), John Danforth (R-Mo.),
and Dewey Bartlett (R-Okla.).
On the Agenda in Congress...
stability to the rate-making confer
ence system.
OIL IMPORT CONTROL. The
Trade Subcommittee of the House
Ways and Means Committee will be
gin hearings early next month on
proposals to establish an oil import
quota system.
COAL SLURRY PIPELINE.
After some delay, the Senate Energy
Committee is beginning public hear
ings on two bills which would author
ize construction of coal slurry pipe
lines. In the House, both the Interior
Committee and the Interstate and
Foreign Commerce Committee have
reported similar legislation, and
those bills are now awaiting clear
ance by the Hou.se Rules Committee.
This legislation would give the goahead to slushing pulverized coal
from the mine fields through a series
of pipelines. We're opposed to it be
cause it would seriously affect the
business of our barge operators, and
undercut the job opportunities of in
land Boatmen.
MERCHANT MARINE
SAFETY. The Coast Guard Sub
bill, all drilling rigs and platforms off
the U.S. coast must be crewed by
U.S. citizens; all new or rebuilt drill
ing rigs must be registered in the
LI.S.; and all rigs and platforms must
meet U.S. Coast Guard standards of
design and construction to ensure the
safety of workers and prevent dam
age to the environment.
The benefits of the Hou.se version
of the bill will be that they will lead
to the hiring of hundreds of Ameri
cans on jobs which are now held by
foreign workers. And, because it will
require strict Coast Guard standards
for the construction and design t)f the
rigs, it could encourage U.S. con
struction of the rigs and platforms
leading to thousands more jobs for
American workers.
La.stly, the House bill would lead
to better protection of America's
marine environment as well as pro
mote the health and safety of workers
on the offshore equipment.
As the "House and Senate are get
ting ready to meet in conference to
draft a final bill, the nine national
unions—including the SIU—which
comprise the General Presidents'Off
shore Construction Industry Com
mittee have been meeting to organize
a direct lobbying effort to make cer
tain that the bill will contain provi
sions to protect the jobs of American
workers.
SIU President Paul Hall, who is
chairman of the General Presidents'
Offshore Committee, warned that
failure to enact this legislation would
lead to further loss of American jobs.
In a letter to Sen. Henry M. Jack
son, chairman of the Senate Com
mittee on Energy and Natural Re
sources, Hall noted that while other
nations have been shutting American
industry out of their offshore opera
tions, "U.S. offshore areas have re
mained open to penetration by for
eign workers and equipment."
committee of the House Merchant
Marine and Fi.sheries Committee will
hold hearings on merchant marine
safety. The hearings will begin May
23 by Committee Chairman Mario
Biaggi (D-N.Y.).
LAW OF THE SEA. The House
International Relations Committee
will get a special briefing from Elliot
Richardson, President Carter's Spe
cial Representative, on the status of
the Law of the Sea Conference. The
session will take place May 24. The
big issue at the conference has been
an effort by Third World nations to
.set up an international system to con
trol the development and production
of deep seabed mining.
May 1978 / LOG / 9
�Coast Guard Chided for Lax Safety Oversigftt
The Coast Guard should maintain
stricter safety regulations to help pre
vent catastrophic explosions caused by
marine repair accidents.
The National Transportation Safety
Board made this recommendation in
its recent report on the explosion and
fire aboard an inland tank barge that
killed four people on Nov. 13, 1975 at
Greenville, Miss.
The cargo tank of the 290 ft. long.
Brent Towing Company barge, B-924,
was being repaired when welding
sparks ignited fuel oil residues. The
violent explosion which followed took
the lives of three Brent employees and
a marine chemist, an inspector of ma
rine repair work conditions.
Two other employees were seriously
injured. Pieces of the wrecked barge
were blown up to 500 yards away and
the fire raged for more than 90 minutes
before firemen could extinguish it.
"This accident demonstrates the crit
ical need for stringent Coast Guard
regulations regarding the establishment
and maintenance of a safe working en
vironment for personnel who repair
vessels," the Safety Board stated in a
letter to the Coast Guard Comman
dant, Admiral Owen Siler.
Federal regulations require vessel re
pairers to notify the Coast Guard and
receive approval before repairs begin.
"Ideally, Coast Guard personnel in
spect before welding or other hot work
is done," the Board said, "to insure that
such repairs can be made safely. How
ever, the local Coast Guard Marine
Safety Detachment often approved re
pairs similar to those done on the
B-924 via telephone without inspec
tion."
The Board maintained that marine
chemists are allowed "too much discre
tion" in determining the hazards on
vessels to be repaired and in setting
New Towboaf Joe Bobzien
One of the biggest towboats
on the Mississippi River system
was recently crewed by SIU
Boatmen. She is the Joe Bob
zien, an 8,400 bp. beauty that
belongs to the fleet of Southern
Ohio Towing Company, Inc.
This company is a new SIUcontracted division of Ameri
can Commercial Barge Lines
of Jeffersonville, Ind.
The Joe Bobzien has a gross
tonnage of 1,155.5 and a 9-foot
draft. She is 180 feet long, 52
feet wide and has three engmes.
She was built in the Jeffboat
Shipyard and will handle mostly
coal barges on the Rivers.
safe repair conditions. The marine
chemist aboard the B-924 had allowed
electric arc welding to begin in a cargo
tank that contained flammable residues.
Marine chemists are now certified by
the National Fire Protection Associa
tion. But the Board found that NFPA
standards are "inadequate" to insure
safety.
The Board, therefore, recommended
that the Coast Guard expand its over
sight role in monitoring vessel repairs
by establishing a strict program for li
censing marine chemists. This would
include setting more specific safety
procedures and criteria for marine
chemists to follow before they can al
low personnel to enter and repair
vessels.
In the meantime, it urged the NFPA
to revise its own standards for marine
chemists by requiring better testing
techniques and more specific ways to
determine gas hazards on vessels to be
repaired.
U.S. Jobless Rate for April Drops to 6^o; the Lowest in 3 1/2 Years
WASHINGTON, D.C. —The U.S.
unemployment rate cased to 6 percent
in April from March's 6.2 percent. This
is the lowest national jobless rate since
October 1974's 5.9 percent.
This means 535,000 workers found
jobs last month. This represents a
165,000 drop in the ranks of the 6million unemployed bringing the total
of employed to a record 93.8 million.
During the last 12 months, the number
of jobs in the U.S. economy grew by
3.5 million with nearly two-thirds of
that growth happening in the last six
months.
The U.S. Labor Department's Bureau
of Statistics reported that adult men
accounted for nearly all the improve-
menf in the unemployment picture in
April. Their rate fell to 4.2 percent from
4.5 percent, its lowest level since Oc
tober 1971's 4.1 percent.
The jobless rate for blacks eased
slightly to 11.8 percent from March's
12.4 percent. It is still more than twice
the rate (5.2 percent) for white workers.
is
More than a third of all black teenagers
were jobless last month. White teen
ager unemployment was 16.9 percent in
April, a drop from March's 17.3 per
cent.
The jobless rate for Vietnam veterans
declined to 4.5 percent, down from 5
percent last month. The rate for non-
WANTED
New SIU
Contracted
Tanker^
Brooks Range
SIU members took the brand
new tanker Brooks Range on her
maiden voyage this month. The
vessel sailed May 15 from the port
of New Orleans with her first portof-call scheduled to be Long
Beach, Calif.
Because of her 906-ft. length,
173-ft. beam and 55-ft. draft, the
Brooks Range is too big to tra
verse the Panama CanaL Instead,
the 165,000-dwt tanker will sail
around Cape Horn enroute to the
West Coast. Her top speed of 15.6
knots will get her there around
June 13.
The Brooks Range will then
enter the Alaska oil trade running
between Valdez and Panama.
The vessel was built at Avondale Shipyard in New Orleans.
She is owned and operated by SIUcontracted Interocean Manage
ment Corp.
A sister vessel, the Thompson
Pass, is scheduled for delivery in
August. Seafarers will also man
this ship.
10/ LOG / May 1978
Vietnam veterans was down to 6.5 per
cent.
Adult women continued to enter the
work force in large numbers—37 mil
lion. Their unemployment rate was un
changed over the month at 5.8 percent.
AFL-CIO Research Director Rudy
Oswald commented that the declining
unemployment and rising wages were
not responsible for accelerating infla
tion. The cost of commodities and ser
vices, such as food, fuel, oil, medical
care, and interest rates, is what is driving
up prices, he declared.
Notke to Members
On Shippb^ Prendure
CHIEF COOHS
Enroll now!
Job Opportunities in the Steward Department have never
been better. Make these opportunities your own—get your
Chief Cook Certificate at HLS.
Length of Course: 6 weeks
Starting Dates: June 26, July 10, July 24
See your SIU Representative or contact the
Vocational Education Department, Harry
Lundeberg School, Piney Point, Maryland 20674.
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
�Bomb
Naval Architect Gives Reaction to Book About LNC
V/Ml
• •
>
You
won't recognize .1
the ship
drawn
on the cover of the new book called
Time Bomb. She's meant to be an LNG
carrier, but instead of a series of cargo
tanks, one enormous sphere that is
smoking at the top, rises above her
deck.
Closer observation reveals that the
sphere is a bomb and the ship is
nothing more than an editorial cartoon
of a floating bomb.
And its message is quite clear.
Printed across the sphere itself is the
subtitle of the book: "LNG: The truth
about our newest and most dangerous
energy source."
The author, Peter van der Linde, a
young captain in the U.S. merchant
marine, believes that the growing use of
liquified natural gas—and especially
LNG carriers—potentially can turn
into "a catastrophe that will boggle the
mind."
But his book, like its cover drawing,
relies on a long stretch of the imagina
tion, well beyond the known facts of
LNG safety.
This is clear from the first chapter,
which is a fictional account—actually
a hypothetical horror story—of a col
lision between an oil tanker and an
LNG carrier. It takes place in a con
centrated area of LNG, oil, and chemi
cal terminals. The result is a holocaust
that wipes out all of Staten Island, N.Y.
and most of northern New Jersey.
Time Bomb's horrifying message has
received a lot of publicity. But one re
action seems to prove the old saying
that "you can't judge a book by its
cover." It came from William du Barry
Thomas, a naval architect who writes
that he has 20 years experience "in the
design, testing, construction, operation,
maintenance and repair of LNG car
riers and their containment systems and
cargo handling equipment."
He had this to say in his recent letter
to Time Bombs publisher:
"I am keenly and sincerely disap
pointed that Capt. van der Linde's book
should fall so short of the proniLse
voiced by its subtitle. In spite of your
well-intended efforts, I am afraid that
your readers unfortunately are still not
privy to the truth about LNG."
Thomas does not dismiss the book,
_
but points out that it is a mixture of
fact and fable that must be separated.
The El Paso Company has also released
a booklet to set the record straight on
LNG. El Paso is building six U.S.-flag
LNG carriers, with one already under
contract by the SIU.
These two documents supply techni
cal facts about LNG that undercut
much of the emotional impact of Time
Bomb. Thomas points out about the
first chapter, for example, that if a col
lision did occur, which he adds is highly
unlikely as described in the book, the
LNG vessel and her cargo would be
protected by her double hulls.
In the book, the oil tanker "rips at
full speed ahead into the midsection of
the LNGCs (Liquid Natural Gas Car
rier) hull, splintering the steel of one
of her five cargo tanks." Her cargo es
capes as a vapor cloud, which travels
until it finds an ignition source—"a
spark will suffice, a cigarette, a pilot
light, a back-yard barbecue." The flame
returns in a flash-back effect to the ves
sel and causes explosions in her remain
ing LNG tanks.
The same thing happens to nearby
LNG storage tanks when they are hit by
shards of steel from the exploding ship.
The long reach of their vapor cloud
over Staten Island causes the enormity
of the disaster.
Trip to Repair Yard
In reality, Thomas says, "the prob
able result of the collision would have
been nothing more than side shell dam
age and a trip to the repair yard. The
inner hull plating of the LNG ship
would probably not have been affected
at aU."
Even if the I.NO carrier's cargo tanks
were ruptured, he explains, "ignition
would undoubtedly come almost instan
taneously. The picture of a vapor cloud
stretching for miles before ignition,
while theoretically possible, is just not
realistic in the collision case."
Evidence from El Paso's booklet,
entitled For the Record: Questions and
Answers A bout the Safety of LNG, De
cember, 1977, makes an even stronger
case against the massive explosion of
the vapor cloud:
"No one has been able to get uncon-
Pollution Control Regulations
Published in Federal Register
The worsening problems of oil spills
and pollution in international waters
was the focus of a recent conference
held by the International Maritime Con
sultative Organization (IMCO).
Ways to improve inspection and cer
tification standards of tank vessels were
considered at the International Con
ference on Safety and Pollution Pre
vention. The 44 participating IMCO
nations also studied methods for up
grading construction and equipment
standards for both new and existing
tankers.
The recommendations coming out of
the conference, along with the U.S.
Coast Guard's timetable for implemen
tation, were published in the Federal
Register on Apr. 20 as proposed regula
tions for tankers plying U.S. waters.
These suggestions then go to Congress
for advice and consent before they are
issued as formal regulations by the
Coast Guard.
The Coast Guard is aiming for im
plementation dates ranging from June,
1979 to June, 1985. The six-year span
allows for time differences in installing
or constructing the new pollution pre
vention devices.
Factors like whether a system is being
fitted to an existing tanker or included
in construction plans for a new vessel
are taken into consideration.
The results of the IMCO conference
are, more or less, an update of proposals
that came out of two earlier meetings.
These were the 1973 International Con
vention for the Prevention of Pollution
from Ships and the 1974 International
Convention for the Safety of Life at Sea.
Some of the safety features oil car
riers will be required to have include:
segregated ballast tanks; crude oil wash
ing systems; improved drainage and
discharge systems; inert gas systems for
protection of cargo tanks; better steer
age gear, and radar and collision avoid
ance aids.
fined vapor clouds of LNG on land or
water Jo detonate." The Coast Guard
tried, "but was unable to get unconfined
LNG vapor to detonate even when us
ing explosives such as TNT as the
initiator."
In the case of a disaster in Cleveland,
Ohio in 1944, LNG escaped through a
leak in a storage tank, not because of a
collision. It seeped into sewers and "in
this confined space exploded," El Paso
explains. Thomas adds that "the ap
preciation of what happened in Cleve
land had such an impact upon design
and construction" that the probability
of a similar accident is "nearly zero."
Overall, van der Linde claims that
not enough is known about LNG. He
says that what is known either hasn't
been sufficiently tested or can't be be
lieved. But Thomas and El Paso present
facts about LNG technology and its 20year safety record of marine transport
which provide many of the answers that
van der Linde refuses to accept.
It is interesting to note that van der
Linde actually cites El Pa.so as an ex
ample of "certain responsible members
of industry." He praises the company's
consideration of safety and environ
mental factors in choosing remote,
rather than densely populated loca
tions, for LNG terminals.
But for the most part. Time Bomb
raises a lot of questions that do not
directly relate to LNG. The book is "a
curious mixture," as Thomas calls it,
of fact, personal observations, .sea
stories, and the state of the maritime
industry in general.
Van der Linde's long list of marine
accidents from the Titanic to the Ed
mund Fitzgerald — including uncon
firmed stories of collisions with ghost
ship.s—makes good reading, but offers
little concrete evidence that can be ap
plied to LNG. He does raise the im
portant consideration, however, of the
danger of runaway-flag LNG vessels
that cannot be held any more account
able for safety under present laws and
practices than runaway oil tankers have
been.
The problem with the book, as
Thomas says, is that "the average
reader will have an extremely difficult
time in deciding how much not to be
lieve. If he believes all, he is being
misled, but if he believes none, he is
being misled to an equal degree."
At its best. Time Bomb is an effective
alert to the need for necessary controls
in a rapidly growing industry. At its
worst, it is an alarmist reaction which
could trigger exaggerated fears about an
important energy source.
SIU Efforts Win Demand for
U.S. Ships in Overseas Mail
Strong lobbying efforts by the SIU
cluded in the draft of the postal bill.
in Washington resulted in a key amend
Transportation Institute is a Washingment to the Postal Services Act which
toil, D.C.-based educational and re
would require the use of U.S.-flag ships
search organization for the maritime
in the transportation of international
industry.
surface mail.
The final House bill states that the
The "Ship U.S." amendment was re
Postal Service will be required "to con
tained in the House bill despite serious
tract with available U.S. steamships for
threats by anti-maritime interests to
international mail tran.sportation by
have it taken out.
sea."
SIU legislative representatives have
been in close touch with the members
The bill has now been sent to the
of the House Post Office Committee
Senate where it is awaiting action by the
since the postal reorganization legisla
Governmental Affairs Committee. The
tion was first introduced last fall. The
SIU Washington legislative staff will
SIU's Washington staff has worked
continue to keep a close contact with
closely with the legislative and research
members of Congress to make certain
staff at Transportation Institute from
that the "Ship U.S." provision is re
the very beginning to make certain that
tained in the bill when it comes up for
a "Ship U.S." provision would be in
final action.
Overseas Valdez Committee
N.Y. Patrolman Teddy Babkowski (seated center) looks on as Recertified
Bosun Leonard Olbrantz (seated right), ship's chairman of the ST Overseas
Valdez (f\/laritime Overseas), signs his report on May 15. Others on the Ship's
Committee and a crewmember at the payoff are (1. to r.): Steward Delegate
Lonnie Gamble; Chief Electrician Pete Jordan, educational director, and
Dave Sacher of the steward department. The tanker paid off at the Chevron
Oil Dock in Perth Amboy, N.J.
May 1978 / LOG / 11
�3 Seafarers^ 4 Dependents Win SlU Scholarships
Continued from Page 3
Clark Community College, Godfarey,
111.; Dr. Charles Lyons, dean of admis
sions, Fayetteville State University,
Fayetteville, N.C.; Professor Donald
Maley of the University of Maryland,
College Park, Md.; Dr. Gayle A. Olson,
professor at the University of New
Orleans, New Orleans, La., and Mr.
Charles D. O'Connell, vice president
and dean of students at the University
of Chicago, Chicago, 111.
Christina, sails on the Lakes in the en
gine department as an FOWT. Brother
Christina joined the Union in 1956 and
ships out of Lakes ports.
Sigmund Seiler
Seafarer John Merriam
When he continues his studies as a
pre-law student at the University of
Washington in Seattle, John Merriam
has a clear idea of his future. Brother
Merriam, who's been shipping deep sea
since 1969, wants to specialize in ad
miralty law so he can help his fellow
seamen.
"The circumstances surrounding the
lives of seamen are such that they are
exploited as a class," Brother Merriam
wrote in his application essay. "We need
an advocate," he said.
Merriam went through the Entry Pro
gram at the SIU'.s Harry Lundeherg
School in 1970. His first trip was as a
messman on a freighter to Saigon.
Seafarer Merriam's dedication to his
education is obvious. It's taken him
seven years to complete an undergrad
uate degree. He alternated between
shipping out and spending a quarter
term in residence at the university.
One of his professors at the Univer
sity of Washington called Merriam a
"true man of the sea," and said he had
a "deep loyalty to merchant shipping
in general and his union in particular."
Seafarer Patrick Graham
One of the winners of the two-year
scholarship awarded to Seafarers and
Boatmen is Patrick Michael Graham.
Brother Graham joined the SIU in 1972,
sailing as a wiper in the engine de
partment. He upgraded to AB at HLS
in 1974 and holds firefighting and life
boat tickets.
Graham plans to use his scholarship
to learn more about navigation and
meteorology, and hopes to prepare for
a career as a deck officer. In his own
words. Brother Graham said he hopes
to use the scholarship, "to gain both
knowledge of my profession and a
stronger foundation for future advance
ments in this industry."
Members of the Scholarship Selection Committee met in New Orleans on
May 5 to choose the winners of the SlU's annual four and two-year awards.
They are (standing, l.-r.); Prof. R. M. Keefe of Lewis and Clark Community
College in Godfarey, III.; Dr. Charles D. O'Connell, vice president and dean of
students, University of Chicago, Chicago, III.; Dr. Elwood Kastner, dean of
registration. New York University, New York, N.Y.; Prof. Donald Maley,
University of Maryland, College Park, Md. Seated (l.-r.) are: Dr. Charles Lyons,
dean of admissions, Fayetteville State University, Fayetteville, N.C.; Dr. Gayle
A. Olson, professor at the University of New Orleans, New Orleans, La., and
Dr. Bernard Ireland, a retired official of the College Boards.
Vincent Canfrell
A member of the National Honor So
ciety, Vincent Craig Cantrell maintained
an outstanding average through four
years of high school, ranking third in
a class of 550.
The principal of Murphy High School
in Mobile, Ala. said Craig was "involved
in more worthwhile extra-curricular ac-.
tivities than any student who has at
tended Murphy High School during the
last 10 years." These activities included
being president of two clubs and an
editor of the school's annual yearbook.
Craig has already enrolled at the
University of Alabama, where he plans
to continue in a pre-law program. A
dean of the University said Craig
"shows promise of being an excellent
student."
And the faculty of Murphy High
School certainly agreed since they voted
Craig the "Most Outstanding Senior" at
Murphy.
Craig's father, John D. Cantrell, Jr.,
has been an SIU member since 1944.
He ships as a chief electrician out of the
port of Mobile.
Michael LaMothe
Michael LaMothe is planning a ca
reer in research science because, he
said, "it is my feeling that this would be
an important and fulfilling vocation."
A member of the National Honor
Society, LaMothe has earned awards in
math and English at Dollar Bay High
School in Michigan. He will use his
$10,000 scholarship to attend Michigan
Technological University.
In addition to maintaining high
grades, Michael LaMothe was a mem
ber of the senior band, and was his class
treasurer and yearbook photographer.
Michael's step-father, Raymond
Seafarer James Mann
James Mann may have salt water in
his veins but there's music in his heart.
Mann, who came out of the Third
Cook's Trainee Program at Piney Point
in 1973, plans to use his scholarship
money to attend the Bcrklee College of
Music in Boston, Mass.
His ultimate goals, Mann said in his
application essay, are "jazz performing,
composing, arranging and teaching." He
added he'd like to do "any or all of it.
I love it."
Brother Mann maintained good
grades through high school, two semes
ters at Ramapo College in New Jersey
and one at Bcrklee.
After completing the trainee program
at HLS, Mann returned to HLS in 1974
to upgrade to second cook and baker.
In 1977 he went through the "A"
Seniority Upgrading Program.
Having given his career choice a lot
of thought, it seems likely that Mann
will achieve the goals he's set for him
self just as he's achieved the scholarship.
12/ LOG / May 1978
On a recent trip to New Orleans to address a Transportation Forum at Tulane
University, SIU President" Paul Flail spoke with Charlie Logan's widow, Irma.
Logan was a consultant for the Union's Plans' Board of Trustees and the
scholarship program was named in his memory after he died in 1975.
Winning the SIU's four-year scholar
ship will enable Sigmund Seiler to begin
studying for a degree in medicine. Being
a doctor has been Seiler's goal for a
long time. "Since the age of 12," he
said, "I have aspired to become a doctor
and feel called to this purpose."
Ranking top in a class of 474, Seiler
ran a straight "A" average during his
four years at Highland Regional High
School in Blackwood, N.J.
He was vice president of the Student
Council, co-chairperson of the Student
Faculty Administration Board, a mem
ber of several clubs and societies and
active on the tennis and swimming
teams. Seiler also spent some of his
time tutoring students with academic
problems.
Since he has a twin sister entering
college at the same time, the scholar
ship money will allow Sigmund Seiler
to go to his first choice school—Eastern
Mennonite College—where he'll be in
the pre-med program.
Seiler's father, SIU Boatman Alfred
Seiler, joined the Union in the port of
Philadelphia in 1969, after moving to
the U.S. from his native Switzerland.
Boatman Seiler ships as a cook and is
presently working on Independent Towing's tug Neptune.
Paul Skinner
When Paul Skinner was in his first
year of junior high school he was. the
top ranking student in his class. He held
that distinction all the way through high
school and graduated number one in his
senior class of 485 at Milby Senior
High School in Houston, Tex.
The list of clubs and honor societies
Paul Skinner belongs to is a long one.
He is a member of the Student Council
and National Mathematics and Science
Honor Societies, his high school's
marching and symphonic bands, and the
Milby Key Club which is involved in
community service projects.
Skinner has his future all mapped
out. He plans to use the SIU scholarship
money to attend Rice University in
Texas where he'll pursue a pre-med
coiu-se.
He wants to go to medical school
after college and become a neurosur
geon. His reason for choosing neuro
surgery, Skinner said, is because there's
a "terrific need for qualified persons in
that field and a tremendous amount of
research going on which I feel I would
enjoy participating in."
Wfficn Paul Skinner received the
scholarship, it made his family doubly
proud. His sister Sheila is attending col
lege on the four-year SIU scholarship
she won in 1976.
Skinner's father. Seafarer Russell
Skinner, joined the Union in the port of
New York in 1944 after moving to the
U.S. from Chile, South America. He
sails in the deck department.
In the 26 years of its existence, the
SIU's scholarship awards have made it
possible for Seafarers and their de
pendents to get an education they might
not have been able to afford otherwise.
The Union wants to encourage its
members and their families to continue
applying for these grants, and to extend
its congratulations and best wishes for
the future to the winners of the 1978
awards.
^
�VH'' •' • -
The Nicolet (American Steamship Co.) has been plying the Great Lakes since 1905, but the winter of
1977-78 almost did her in. It took the 22 SlU crewmembers aboard the Nicolet longer than usual to fit her
out because of the extensive repairs to the ship.
QMED Ralph Swierczynski, an SlU member since
1954, checks the Nicolet's newly installed sewage
treatment equipment that's designed to cut down
pollution on the Lakes.
Lakers Ready for Summer Shipping
Duluth Port Agent Jack Allen (seated, center) checks off SlU crewmembers
who've just returned to the Nicolet for fit out. Shown (seated, left) is Porter
Louie Czachor. Porter George McKinnon is standing right.
Two QMED's aboard American Steamship's Roger
M. Kyes are changing the air starters in the Kyes'
engine room. They are Clarence Elder (I.) and
James Schutt.
Second Cook Donald James Horn,
who hails from Bay City, Mich., gets
lunch ready in the Nicolet's galley.
Fit out on the Great Lakes is al
ways a big occasion and it's counted
as one of the true signs that winter
is finally over.
When the SIU crews began re
turning to their ships for the Spring,
1978 fit out, it was an even bigger
event than usual.
The start of the shipping season
had to be put off several times. Be
tween the brutal winter and the coal
miner's strike, which had many SIU
ore carriers laid up for its duration,
it looked like the season might never
get underway.
But by the second week in April,
crews had been recalled and the busi
ness of painting, repairing, cleaning,
and checking the equipment had
started.
For some SIU-contracted Lakers,
the fit out was pretty routine. For
others, though, the job was tougher.
American Steamship Company's
Continued on Page 14
The Consumers Power (American Steamship Co.) sails with an SIU crew of 26. The ship, which fit out in
Cleveland, Ohio has something different about her. One of the three SIU porters aboard is a woman.
Christine Kielbasa, 25, has been shipping on the Consumers Power for three seasons.
May 1978/ LOG / 13
*
i
�American Steamship's Adam E. Cornelius fit out in Toledo, Ohio during the second week in April. The Cornelius, a self-unloader, has an SlU crew of 27.
Another Freezing Winter Thaws Out
^
Wheelsman Ed Bailey mixes paint for the big job of re- Oiler Edward Kwiatkowski has been shipping out for 35
painting the Cornelius, it takes four to five days to do the years. Here he's checking out the evaporator which distills
Whole ship.
water for the boiler in the Come//us'engine room.
14/LOG/May 1978
Continued from Page 13
Nicolet, the oldest vessel in that fleet,
spent a few days last winter stuck in
the ice. That caused about $1 million
worth of damage and the ship prob
ably would have been scrapped if it
wasn't for her new unloading equipment.
Making sure all equipment is in
working order is part of a fit out. This
year there's a new feature on Lakes
cSte'®side''Ts" rs^'john Stelte®
who's been an SiU member since
1963.
�*
• ' • •• • »<. • >
ii .'•
lUrV.
'
' •- • ^
.V'•
r •
'••
••
f'••>•: v'-
• ' •• • w^
- ••/.-«•I-"
"''.si!'''
American Steamship Co.'s McKee Sons was fitting out in Toledo along with several of the company's other vessels.
And the Great Lakes Fleet Fits Out
vessels. It's a sewage treatment sys
tem required by the Federal govern
ment. These systems are designed to
cut down on the pollution going into
the Lakes. New ships will be built
with them; the older vessels have to
have them installed.
When the ice melts and the ships
are ready to face the changeable
weather of the Great Lakes for the
shipping .season, you know it's finally
spring.
AB Earl Fink puts a coat of paint on
the Cornelius. The ship was built in
1959 and hauls coal and stone.
SlU Gateman Scott Corlstine was working down in the
engine room during the fit out. Gatemen on the Lakers
unload the ships, clean the after and forward ends, and
help conveyormen with repairs.
Rick Neveau, a deckwatch, is shown
painting the Cornelius. Brother Ne
veau joined the Union in 1976. At 19,
he's the Cornelius' youngest crewmember.
Tom Fox, an assistant conveyorman, does some welding repairs on the
Cornelius.
May 1978 / LOG / 15
�m
wmmmm
You May Be Eligible for Medicaid
By A. A. Bernstein
SIU Welfare Director
If you're having trouble paying medi
cal bills, you're not the only one. No
body has to tell you health care costs
are so high that a long illness or hospital
stay can wipe a family's savings out,
especially if it's the head-of-the-household who is unable to work.
There are several Federal and state
assistance programs that are designed
to help people with precisely that prob
lem. The eligibility requirements vary
from program-to-program and from
state-to-state.
Medicaid is an assistance program
that taps money from Federal, state and
local taxes to pay medical bills for elig
ible people. The key word is "eligible."
As with most Government aid pro
grams, the lines between those who are
and are not eligible to receive Medicaid
can be pretty fuzzy.
Iowa Beef Boycott, 14 Month Strike Ends
A 14-month nationwide consumer
boycott imposed by the AFL-CIO
against Iowa Beef Processors Inc. of
Dakota City, Neb. ended May 1 with
the signing of a new, four-year contract.
The U.S. Mediation and Conciliation
Service settlement also ended the 14month strike there, the third in eight
years. The company is the world's larg
est meat packer.
More than half of the 2,000 workers
at the main Nebraska plant, members of
the Amalgamated Meat Cutters and
Butchers Union, Local 222, voted to
ratify the contract. It gives the workers
$1.25 an hour more over the four years,
continued cost-of-living semi-annual in
creases, and a 10 cent an hour hike for
working nights.
Processing division workers had their
base pay rate upped to $5.92 an hour
and slaughterhouse employes had theirs
increased to $6.22 an hour. These are
the rates of pay the company was paying
scabs at the plant since Dec. 12.
Additional contract improvements
were made in major medical coverage,
Aaron Backs
Stevens
Boycott
maternity and dental benefits, life insur
ance, and sick leave contributions by
Iowa Beef. Paid holidays are now nine
with the addition of Christmas Eve.
The new wage rates are not as high
as those earned at other big beef pack
ing plants, but are higher than those of
fered and rejected at the start of the
strike.
The union also won full seniority
rights for about 300 workers who had
worked in a special fabrication section
of the plant.
Basically, though. Medicaid recipi
ents are people who are aged, blind, or
otherwise disabled, or members of fam
ilies with dependent children.
Families with dependent children are
families that have one parent dead, ab
sent, or incapacitated. Some states also
include families with an unemployed or
underemployed father.
For Seafarers, the eligibility clause
covering disability is probably the one
that would apply in most cases. Even
if you have health insurance or are cov
ered by a health plan and that plan
doesn't pay all your medical expenses,
you may still be eligible. Though the
insurance you have has to be consid
ered the primary source for payment of
medical bills, it's possible that Medi
caid could pick up the tab for the
balance.
Each state designs its own Medicaid
program within overall Federal guide
lines. Every state, except for Arizona,
currently has a Medicaid program.
The basic services Medicaid covers
are;
• inpatient hospital care
APR. 1-29, 1978
*TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
In some states Medicaid also pays for
dental care, prescribed drugs, eye
glasses, clinic services, intermediate
care facility services, and other diagnos
tic, screening, preventive and rehabilita
tive services.
To determine financial eligibility,
Medicaid has two classifications: cate
gorically needy and medically needy.
To qualify as categorically needy means
your income is under the limit allowed
for assistance. Medically needy just
means you can't afford to pay your
medical bills.
To find out where to apply for Medi
caid, contact your local state or city
welfare office. If there's a possibility that
you could be receiving Medicaid assist
ance, you should apply for it.
TOTAL SHIPPED
All Groups
Class A Class B Class C
**lREGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
0
0
0
4
0
2
0
6
1
0
0
0
0
5
6
2
13
24
5
68
0
0
0
1
0
4
0
13
4
0
0
0
7
8
28
2
12
0
51
130
0
0
0
1
0
2
2
6
2
0
0
0
0
1
12
54
7
0
9
96
0
0
0
3
0
0
0
2
0
0
0
0
0
•7
4
0
10
24
5
55
0
0
0
0
0
2
0
10
4
0
0
0
1
4
15
0
17
0
39
92
0
0
0
7
0
4
6
9
4
0
0
0
2
4
13
41
14
0
10
114
0
0
0
4
0
3
1
9
1
0
0
0
0
7
5
7
19
0
6
62
0
0
0
I
0
5
1
16
0
0
0
0
15
16
67
3
14
0
78
216
0
0
0
0
0
2
0
0
1
0
0
0
0
3
0
0
0
0
0
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
1
1
2
0
0
0
0
6
0
0
0
0
0
2
0
1
0
0
0
0
1
0
2
2
3
0
0
11
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
2
0
1
5
Totals All Departments ....
109
70
150
103
57
100
131
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
67
0
4
6
4
0
0
0
0
2
7
10
0
8
ENGINE DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
A?gonac
St. Louis
Piney Point
Paducah
Totals
0
0
0
0
0
1
0
0
1
0
0
0
0
0
0
0
0
0
0
2
. . .•
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
2
Port
16/ LOG / May 1978
outpatient hospital services
laboratory and X-ray services
skilled nursing facility services
physicians' services
screening, diagnosis, and treatment
of children under 21
• home health care services
• family planning services
Dispatchers Report for Inland Waters
Port
Home run king, Hank Aaron, formerly
of the Atlanta Braves, says of the J.P.
Stevens boycott: "As a citizen who
believes in social justice, I support
the courageous J.P. Stevens workers
in their struggle to achieve their just
rights." Recently, the company had
to agree with the NLRB not to inter
fere with employes wanting to join a
union and to reinstate 13 fired work
ers for union organizing activities.
•
•
•
•
•
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals ....
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
.
STEWARD DEPARTMENT
0
0
0
1
0
1
0
0
0
0
0
0
.. .
.
.. .
.
0
0
0
1
0
2
6
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
2
0
0
0
0
0
1
0
1
1
0
0
0
6
0
1
0
2
0
6
18
0
0
0
2
0
1
0
0
0
0
0
0
0
0
1
0
0
•0
2
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
1
0
0
0
0
0
0
2
0
1
0
2
0
2
8
0
0
0
0
0
0
0
2
0
0
0
0
6
0
4
1
5
0
16
34
256
�Mining Ships Should Be U.S.-Built. Manned
A major new industry fs literally
bursting at the seams to break out of
its cocoon and get into high gear.
It has the potential to put a sig
nificant dent in America's unemploy
ment problems. And it could go a
long way in helping the U.S. economy
to start operating in the black instead
of taking a beating each month in our
balance of payments picture.
This new industry is ocean mining.
Already, several consortiums of
mostly American companies have in
vested millions to develop ocean min
ing technology. Japan, Canada and
Britain are also involved in these con
sortiums.
The whole point of ocean mining
is to begin retrieving some of the mil
lions of manganese nodules that line
the ocean floor.
The nodules have a high content
of the four basic minerals necessary
to keep the wheels of an industrial
nation turning. These extractable
minerals are nickel, cobalt, copper,
and manganese. (See special feature
on pages 26-27 of this Log).
The four minerals are especially
important to the U.S. since we are
almost totally dependent on foreign
sources for them. This is a very vul
nerable situation for any nation to
be in.
Tlie consortiums that have in
vested their time and money in devel
oping technology for mining and
processing the minerals are ready to
embark on a full scale venture.
This could include the construc
tion of 20 mining vessels as well as
60 ore carriers to service them. With
this kind of effort, the U.S. could be
totally self sufficient in the four cru
cial hiinerals by the year 2000.
However, the mining concerns
want guaranteed protection of their
investments in ocean mining from the
American government. The compa
nies are basically fearful of investing
huge amounts of money into a funda
mentally untried industry.
The SIU has nothing against these
concerns receiving government pro
tection on their investments. The
U.S. will benefit greatly from a suc
cessful mining effort.
But the Union is concerned that
without further legislative guides, the
new ocean mining industry could
very well join the growing ranks of
so-called "runaway" industries. That
is an industry controlled by Amer
ican concerns, yet manned by foreign
workers. The "runaway-flag" ship
ping industry is a good example of
this.
Right now there is a bill moving
through the U.S. Senate that would
serve a dual purpose. It provides pro
tection on investments. And it con
tains two amendments aimed at
protecting the rights of American
workers. The bill is known as the
Deep Seabed Mineral Resources Act
(S-2053).
The two worker oriented amend
ments maintain:
• Processing of the nodules re
moved from the ocean floor must
take place in the U.S. or on a U.S.flag vessel.
• The U.S. government will give
investment guarantees only to ves
sels and other equipment that are
built and documented in the U.S.
Both are important amendments.
But from the viewpoint of maritime
workers, the amendment concerning
investment guarantees is an absolute
necessity because it amounts to a
build-American, man-American
clause in the bill.
None of the consortiums want to
risk millions of dollars on a venture
that could go wrong. So if they want
government guarantees—and they
most certainly do—the Senate bill
insures that mining vessels will be
built and manned by American
workers.
The ocean mining bill has already
been favorably reported out by the
Senate Energy and Natural Re
sources Committee. It now must
make its way through the Senate
Committee on Commerce, Science
and Transportation.
However, when the bill finally hits
the Senate floor for a vote, there will
LOG
Official Publication of the Seafarers International Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFLCIO
May, 1978
Vol. -40, No. 5
Executive Board
Paul Hail
President
Cal Tanner
Frank Drozak
Joe DiGiorgio
Executive Vice President
Secretary-Treasurer
Earl Shepard
Lindsey Williams
Paul Drozak
Vice President
Vice President
Vice President
Vice President
no doubt be a great deal of opposi
tion to the build-American, manAmerican clause.
The State Department is opposing
it. The mining consortiums will also
be lobbying against it.
The SIU, and virtually the entire
labor movement, though, will be
making an all-out effort to secure the
thousands of jobs a full scale ocean
mining industry will create for U.S.
workers.
It's too bad we have to conduct
such a fight at all to protect the rights
of U.S. workers. You'd think that
Congress would take it upon itself to
do this in the best interests of the na
tion and its people.
But the trend in the last decade has
been to export America's jobs and
industries.
It's time to reverse this trend. The
SIU intends to see that the reversal
starts with ocean mining.
A NECESSARY PASSENGER
f
^ ^ ^ 1^110 ^^ ^ ^ ^ ^
LETTERS
TO THE EDITOR
00 • 00
11
0
0000 0
^
0' 0 0 0 0 0 0^
Efforts" Appreciated
As a lifetime member of the SIU, I want to express my deep appreciation for
the Union's continuous efforts on behalf of SIU members and their families.
The Negron family has always been very proud and thankful of our Union
for the benefits it has provided us, and today the benefits if is providing our sons.
I think it appropriate to extend my thanks to the Harry Lundeberg School and
its staff for their wonderful dedication on behalf of our children^ the future
members of this Union.
At this time, I would like to give special thanks for my son, Anthony Negron,
one of the recipients of the opportunities available at the Lundeberg School.
Fraternally,
Y'Cruz Negron
Bronx, N.Y.
:v-);
uioii msl
V"
389
Marietta Homayonpour
Editor-in-Chief
James Gannon
Managing Editor
Ray Bourdius
Assistant Editor
Marcia Reiss
Edra Ziesk
Assistant Editor
Assistant Editor
Frank Cianciotti
Dennis Lundy
Chief Photographer
Associate Photographer
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y.
H^rets Death of Paul Drozak^
I recently received a copy of the March 1978 issue of the Log which carried
a story concerning the death of SIU Vice President Paul Drozak; I was very
soqy to hear about it.
I lielieve the Union lost one of its best officers, a man who worked hard fdff: ,
the benefit of all seafarers for many years.
Fraternally,
P.Afal^as
New voiii,Nnr.
vi'.
May 1978 / LOG / 17
�M/T Zapata Patriot
Freeport, Tex.
The Navy's MSC chartered the 35,100 dwt M/T Zapata Patriot (Zapata Bulk)
early last month to transfer 260,000 barrels of Strategic Petroleum Reserve
(SPR) crude from South Riding, Bahamas to Freeport, Tex. The oil was stored
in the natural Bryan Mound Salt Caverns around the middle of April.
By the end of March, the MSC had moved almost 35.5 million barrels of
SPR oil.
Late last month a spokesman for the Texas Deepwater Port Authority said he
is confident the state will eventually build a deepwater oil port in the Gulf off
this city.
After the Seadock Commercial Co. failed in its efforts to build the $750-million
superport, U.S. Transport Secretary Brock Adams decided to extend the Apr.
20 licensing deadline "for a reasonable period" providing the breathing space
needed to mount an all out drive for a more favorable and amended agreement.
The Seadock company and its nine-member oil and chemical firms combina
tion quit the project on Mar. 31. Three of its charter members and the biggest
investors decided that the proposed Department of Transportation license was
too restrictive.
A spokesman said that the revised licensing agreement would still have to be
approved by the users of the superport who would hold the mortgage for the
revenue bonds arranged by the state of Texas.
Seadock turned down the original license because of the threat of antitrust
suits and the possibility that problems might arise over the charges paid by its
members and outside users of the facility.
Houston
This port's commissioners have reported some good news for Houston at their
regular monthly meeting here early this month. For the first quarter of 1978, the
port chalked up an unprecedented tonnage and earnings record led by a 151.69
percent jump in import steel, a general cargo increase of 57 percent, a 61.5 per
cent hike in grain exports, and a 21 percent auto import boost over the 1977
first quarter.
Although April's tonnage and revenue will be below that of the monthly rate
in the first quarter, the outlook for the balance of the year appears promising
enough to indicate 1978 will be equal or better than last year's total of more
than 100 million tons, a record high for the port.
SS Tamara Guilden
Governor's Island, N.Y.
Twelve British coastal radio stations were added recently to the U.S. Coast
Guard's 20-year-old Automated Mutual Assistance Vessel Rescue (AMVER)
network based here. AMVER is a free, computerized communications system
which plots merchant ships' positions worldwide, channeling this updated in
formation to coordinated search and rescue agencies at sea. Last year there were
6,900 ships in the system with 2,200 of them "on plot" daily.
Ships in the system relay sailing routes before leaving port and report enroute
to the 95 cooperating radio stations. They in turn forward the data (680 mes
sages a day) to the AMVER Center here. It is then fed into a computer which
keeps track of all voyaging ships in the system. At the first SOS, the computer
prints out a list of ships at the emergency scene so rescue controllers can pick
out the best vessel to effect a rescue.
AMVER is voluntary except for Norwegian ships which must join according
to law. Great Britain now has half her merchant fleet of 800 vessels in the system.
And Denmark is expected to join soon.
The 23,200 dwt SS Tamara Guilden (Transport Commercial) will haul coal
for the MSC for a year. She is scheduled to take on cargo on May 23-4 at either
the ports of Philadelphia or Norfolk.
Take One Giant Step
Toward Building a
Better Future
Washington, D.C.
Elementary school teachers and pupils in grades 5 through 8 who wish their
classrooms to take part in the Adopt-A-Ship Plan for the coming school year
starting this fall, should send in their applications now to The Propeller Club
of the United States, 1730 M St., N.W., Washington, D.C. 20036.
Teachers say that the program helps them greatly in sparking the attention
and education of their pupils. There is no limit to the number of classrooms or
teachers from a single school that may participate. Nearly all the 50 states and
other countries' schools are enrolled in the program.
The 40-year-old program has 320 U.S.-flag merchant ships doing the "adopt
ing." The pupils write to the ships' captains, officers, and crewmembers. They
ask questions about the ship, crew, weather, cargo, and countries visited. The
ship's crew replies with information about trade routes, climate, geography, his
tory and people of the foreign lands. Captains and pupils often visit one another
when their ships are in port.
Potomac Committee
Upgrade at HLS
These Courses Starting Soon
LNG—June 26, July 24
FOWT—^July 10
Diesel Engineer—July 31
Welding—June 26, July 10, July 24
AB—July 10
Chief Steward—June 26, July 24
(maximum of 1 student per class)
Chief Cook—June 26, July 10
(only 2 students per class)
Gook and Baker—June 26, July 10
(only 2 students per class)
Lifeboat—June 22, July 6, July 20
Tankerman—June 22, July 6, July 20
To enroll contact HLS or your SIU Representative
Sign Up Now!
Here's the Ship's Committee of the DSNS Potomac ( Hudson) at a payoff on
Apr. 6 at Port Reading, N.J. They are (I. to r.): Deck Delegate J. B. Osmond:
Engine Delegate Jose Rivera; Bosun Vincent Guyamon, ship's chairman, and
Chief Steward Roosevelt Robbins, secretary-reporter.
18/LOG/May 1978
Upgrading Pays Off
When It's Time to Pay Off
�For the industry
For the SIU Boatman
THIS IS THE ANSWER
The Transportation Institute Towboat Operator Scholarship Program at the
Harry Lundeberg School recently graduated the first class of SIU Boatmen.
When these graduates complete the licensing examinations, they will return
to SlU-contracted domestic shipping fleets ready to take their place in the wheelhouse—ready to operate their employers' equipment safely and efficiently. As a
result of the scholarship program, they can look forward to exceptional job secur
ity, good pay, and rewarding careers.
The Transportation Institute Towboat Operator Scholarship Program is a
fine example of the kind of progress that results when labor and management
cooperate for the benefit of both the industry and the worker. This program is
an important first step towards meeting the towing industry's need for wheelhouse personnel. At the same time, it has opened up career advancement oppor
tunities for SIU Boatmen.
In short, this program is making a big impact on domestic shipping—it's
helping SlU-contracted companies man their equipment with safe, skilled workers
and it's helping SIU Boatmen move up the career ladder in their profession.
The Transportation Institute
Towboat Operator Scholarship Program is
one of the most unique curriculums ever offered
at HLS. It combines individualized classroom
instruction with extensive on-the-job training.
Graduates of the program are equipped with all the
skills they need to serve in the wheelhouse aboard
SlU-contracted boats. This program is an impor
tant—and very successful—effort to meet the need
for trained manpower in the towing industry today.
May 1978 / LOG / 19
�r
i,
1 '.f
'A
A PROGRAM THAT ANSWERS EVERY NEED
How to provide well-trained wheelhouse personnel for SlU-contracted
boats? How to be certain that these Boatmen would be skilled, safe, competent,
and experienced? How to help motivated, talented Boatmen get ahead quickly?
How to provide career-minded SIU Boatmen with the wheelhouse time they
needed to upgrade, but couldn't get because low manning scales gave them so
little free time at work to practice steering?
These are questions that the SIU and its contracted companies have been try
ing to answer for a long time. Now we have the answer—the Transportation
Institute Towboat Operator Scholarship Program.
The Transportation Institute is a non-profit maritime research organization
composed of about 150 member companies. The organization established the
scholarship fund in response to a clear industry-wide need for trained wheelhouse personnel. The scholarships were designed to provide talented Boatmen with the opportunity to advance
in their careers. The awards were granted on a very competitive basis and they provided for room, board, books
and other necessities. To ensure that the Boatmen would be financially able to take advantage of the program, a
weekly stipend of 125 dollars was included in the award to each scholarship winner.
The graduates of the first Transportation Institute Scholarship program range in age from 20 to 55. They
represent 15 SlU-contracted companies. Ten of these students are graduates of the basic vocational course for
deckhands at HLS.
The scholarship program was conducted at the Harry Lundeberg School, where all the necessary books, train
ing aids, OJT equipment and other facilities were readily available. The educators at HLS prepared a special cur
riculum just for this program so that every student would receive plenty of individual instruction both in the
classroom and aboard the HLS boats. The curriculum ensured that the students would know the theory and the
practice of chart reading, navigation, rules of the road, use of navigational instruments, rules, regulations,
safety and pollution prevention.
Paul Pont (right) practices steering under the direction oj Captain Irvin
Gros.
In developing the course, the instructors at HLS made sure that every student got the chance to actually
apply the things he learned in class by spending many hours aboard the HLS tug boat, pushboat and barges.
This on-the-job training was as individualized as the classroom instruction. Every student experienced real
boathandling situations like those he will encounter when in command of his own boat. During these OJT ses
sions, crews of HLS trainees worked under the direction and suf>ervision of the scholarship winners. Thus each
Boatman got practical experience in leadership and crew management.
When the curriculum was prepared, HLS submitted it to the U.S. Coast Guard, which not only gave its of
ficial approval but also agreed to count the OJT time of each student as valid wheelhouse time in computing
his qualifications for a license. Such a unique policy clearly shows how in-depth the OJT for the scholarship
winners was and how many boathandling and crew-management skills the graduates learned.
In addition to their new job skills, the scholarship winners also acquired a new understanding of the industry
in which they work. During their time at HLS, the Boatmen visited the Transportation Institute in Washington,
D.C. Here they learned of the economic factors which affect their industry, the impact of government policies
on their job responsibilities, and projected growth patterns for the towing industry. Visits to the Maritime
Trades Department of the AFL-CIO and to Congress gave the Boatmen a new understanding of the SIU and
the industry's concern about such issues as user taxes, OCS mining. Navy tugs and other political questions.
They learned the importance of SPAD and the SIU's legislative efforts in protecting their job security in the
Instructor Chuck Dwyer
) explains a point
oj chart navigation to
• "s-,'
Luis Garcia.
...j
•
, •
Bob Hudgins uses dividers to measure mileage on a latitude scale. As a graduate oj
the basic vocational program at HLS, Bob has been able to move up to the
wheelhouse in about 18 months.
• J ri
1 J
scholarship winner recorded
With this kind of knowledge, in addition to their excellent job skills, the scholarship winners acquired all his daily OJT sessions in the log of
the tools they need to be good workers, good citizens and good union members.
the Susan Collins.
Frank Jewell uses the ra
dio to call instructions to
HLS trainee deckhands
aboard the Susan Collins.
Thus, he learns not only
the technical aspects of
boat operations, but also
necessary supervisory
skills.
I'm-
Students spent their classroom time learning such important skills as chart
drawing, reading, and navigation (above). These skuls were put to good
use during OJT sessions aboard the Susan Collins (below).
During an OJT session, George Mowbray practices using the fathometer. George
completed the basic vocational program at HLS in April 1977. The Coast Guard
counts the time graduates of this program spend at HLS as the equivalent of time
on the job, so George is advancing to the top of his profession in less than one year.
20 / LOG / May 1978
May 1978 / LOG / 21
�Captain Irvin Gros (right), of the HLS pushboat Susan Collins, joins
James James and some oj his classmates in displaying a certificate of
appreciation u hich was presented to him by the scholarship recipients.
Boat Captain Jack Miller and IlLS instructors Paul Allman and Chuck
Dwyer were also honored by the graduates.
HLS President Hazel Brown accepts a plaque expressing the gratitude oJ
the scholarship winners to the Lundeberg School and the SIU. Herb
Brand accepted a similar plaque from the class on behalf of the Trans
portation Institute. The presentations were made before the assembled
HLS student body at evening colors.
QUALITY
COUNTS!
If you're going to develop a
program that's supposed to help
an industry and its workers,
you've got to care about that in
dustry and those workers. Right
now, there are lots of so-called
schools offering quick, in-expen
sive courses to "prep" their stu
dents for licensing exams. Lots
of people take these courses and
some pass the exams. So why
bother to develop a scholarship
fund and prepare a brand new
curriculum for SIU Boatmen
who want to earn a Towboat
Operator license?
Because the SIU, the Trans
portation Institute, and the
Harry Lundeberg School care
about the future of the towing
industry and the Boatmen who
work in it. Because of this car
ing attitude, a program which
emphasizes quality and skill as
well as the licensing exam itself
was developed.
Quality is the outstanding
characteristic of the Scholarship
Program and its graduates—the
courses were taught by quali
fied, knowledgeable instructors.
The on-the-job training sessions
were conducted by experienced
boat captains. The students
didn't just memorize answers;
they learned important facts
and theory and they applied this
knowledge in real-life training
situations.
So what does all this mean
for the industry and for the SIU
Boatmen who will crew the
equipment that's operated by
these graduates? It means that
SlU-contracted companies will
have Towboat Operators who
have more than a license—they
also have skill and experience.
Following the presentation of the plaques, Transportation Insti
tute President Herb Brand, stops to congratulate some of the
scholarship winners on their successful completion of the special
program.
•all
It means that SIU deckhands
and tankermen will work under
the supervision of Brother Boat
men who know how to protect
them by operating the boats
safely and expertly—Brothers
who are trained to handle emer
gencies and prevent accidents.
The Towboat Operator Schol
arship Program means cost re
ductions and trained manpower
for industry. It means safety
and security for SIU Boatmen.
It means quality.
Shown left to right are Miss Broun, President of the Lundeberg School, graduates Rich Kulakowski, Glenn McDonough, Emmett Proudjoot, Dave
Marotta, James James, Don Braddy, Darrell Looney, Don Hyde, George Johnson, Luis Garcia, Mike Hladky, Instructor Captain Irvin Gros, Frank
Jeu ell, John Norris, Fred Shijcrdek, Jim Price, Bob Hudgins, John Brown, Monte Cross, George Mowbray, Paul Pont. Not shown are graduates
Alex Sweeney and Robert Lukowski.
22/ LOG / May 1978
�SEA-LAND TRADE (Sea-Land
Service), March 12—Chairman, Recer
tified Bosun E. D. Christiansen; Secre
tary R. P. Taylor; Educational Director
R. Tjong. $50 in ship's fund. Some dis
puted OT in deck, engine, and steward
departments. Chairman discussed the
repairs that were taken care of and the
importance of donating to SPAD. Also
that there will be a safety meeting about
the lines going ashore on stern of the
ship. A vote of thanks to the steward
department for a job well done.
TAMARA GUILDEN (Transport
Commercial), March 19—Chairman,
Recertified Bosun Peter Loik; Secretary
N. Hatgimisios; Educational Director
R. Henley; Deck Delegate Walter
Wright; Engine Delegate Emmett Burke;
Steward Delegate Patrick Devine. No
disputed OT. All communications re
ceived were read and posted. Captain to
see about getting the vent in the rooms
fixed before it gets hot. The Captain is
pleased with the whole crew and thanks
the steward department for a wonderful
job.
GALVESTON (Sea-Land Service),
March 26—Chairman, Recertified Bo
sun W. M. Smith; Secretary R. V.
Ceiling; Educational Director H. Mar
tin. No disputed OT. Chairman re
ported that an answer from Head
quarters had been received in reply to
letter of inquiry about time off relief.
Letter was read and posted. The mem
bership was asked to cite any safety fac
tors that should be attended to so they
could be brought up at the next safety
meeting. Next port, Anchorage.
GOLDEN MONARCH (Apex Ship
ping), March 26—Chairman, Recerti
fied Bosun J. L. Bourgeois; Secretary
Pedro Laboy. Some disputed OT in
deck department. A ship's fund is to be
started for use in sending telegrams to
the Union in case of members being put
ashore sick overseas. Posted letters
from Executive Vice President Frank
Drozak about quitting ship without a
replacement. Also letters iabout letting
Union know by telegram if any mem
bers get put off sick overseas. We are
receiving our Logs regularly and they
are being enjoyed by everyone. Dis
cussed the importance of donating to
SPAD. A vote of thanks to the steward
department for fine food.
MONTICELLO VICTORY (Vic
tory Carriers), March 5—Chairman,
Recertified Bosun G. Troche; Secretary
F. Paylor, Jr.; Educational Director P.
Andrefont. Some disputed OT in deck
department. Treasurer reported that
$100 was collected to donate to the
Cancer Society in memory of our de
parted Brother Mickey Wilburn. Brother
Wilburn had his body donated to the
Baylor Medical School. We shall all
miss him. It was requested that the deck
and engine departments take turns
keeping the crew laundry clean and the
steward department to keep the recrea
tion room clean.
AIco tiolis m is a
diseaise.
f
i
%
It can be
treat<ed.
DELTA SUD (Delta Steamship),
March 19—Chairman, Recertified Bo
sun R. Lambert; Secretary E. Vieira;
Educational Director J. C. Dial. $56 in
ship's fund. No disputed OT. The crew
was commended during the last safety
meeting for their good record having
lost no time due to accidents. This
makes them available for a two year
safety award. It was also noted that
those who have no passports be sure to
get one as soon as possible. Crewmembers who intend to return for the next
voyage should be sure to register at the
Union hall within the 72 hour payoff
period. Next port, New Orleans.
SEA-LAND RESOURCE (Sea-Land
Service), March 5—Chairman, Recerti
fied Bosun P. Drewes; Secretary T.
Goodman; Educational Director N.
Rcitti; Deck Delegate John Walken;
Engine Delegate Rod Borlasc; Steward
Delegate Richard Williams. No disputed
OT. Chairman reported that there was
$130 in the movie fund. He expressed
the thanks of the crew to Brother
Charlie Wilson for taking care of the
films while in New York. Observed one
minute of silence in memory of our de
parted brothers. Next port. New York.
OVERSEAS CHICAGO (Maritime
Overseas), March 5—Chairman, Recer
tified Bosun R. Palmer; Secretary P.
Fluker; Educational Director J. Boone;
Deck Delegate R. Carraway. No dis
puted OT. Chairrnan would like to
know if there is any way the Union
could speak to the Company about put
ting video TV movies on the Alaska
run. A vote of thanks from Brother J.
Conner for the flowers sent in regard to
his departed brother. Observed one min
ute of silence in memory of our departed
brothers.
BALTIMORE (Sea-Land Service),
March 16—Chairman, Recertified Bo
sun Joseph Puglisi; Secretary Geroge W.
Gibbons; Educational Director W. L.
Dunnigan; Engine Delegate Frederick
W. Neil. $15.25 in ship's fund. No dis
puted OT. Chairman requested that all
repairs necessary be reported right away
so they can be fixed. Also discussed the
importance of SPAD. Educational Di
rector advised all crewmembers that if
he could help with anything to let him
know. Everyone is very cooperative and
getting along fine. A vote of thanks to
the steward department for a job well
done. Next port, Elizabeth.
ZAPATA ROVER (Zapata Bulk
Transport), March 13—Chairman, Re
certified Bosun Kenneth Gahagan; Sec
retary J. Young; Educational Director
C. Sullivan. $15 in ship's fund. Some
disputed OT in deck and steward de
partments. Chairman held a talk on the
education series that was received. Re
quested all crewmembers to read them
and pass them around when you are
finished so everyone can read them.
Next port, Freeport, Tex.
SEA-LAND MARKET (Sea-Land
Service), March 29—Chairman, Recer
tified Bosun Donald Rood; Secretary R.
Hutchins; Deck Delegate F. Fromm;
Engine Delegate E. Liwag; Steward
Delegate E. Verveniotis. No disputed
OT. Chairman reported that the dele
gates, department heads, and members
of watch were shown a very interesting
movie by the Chief Mate about safety.
Noted that every crewmember should
be safety conscious especially in the
clothing and gear that is worn while
working. The importance of safety was
further emphasized due to the cargo that
is carried today in containers; that all
signs that are posted should be obeyed
since often there is dangerous cargo. A
vote of thanks was extended to the de
partment delegates for their cooperation
in helping to make this a smooth voyage.
Also a vote of thanks to the steward de
partment for a job well done. Observed
one minute of silence in memory of our
departed brothers.
PENN (Alpine Steamship), March 12
—Chairman, Recertified Bosun Carl
Thompson; Secretary S. Gutierez; Edu
cational Director Q. Zambrano; Engine
Delegate Tim S. Teague. No disputed
OT. A vote of thanks was extended to
the officials of the Harry Lundeberg
School for sending out such good hard
working young men. A vote of thanks
to the steward department for a job well
done. Next port in Indonesia.
OVERSEAS JOYCE (Maritime
Overseas), March 19—Chairman, Re
certified Bosun E. Wallace; Secretary D.
Collins; Educational Director C. S. Galbrath; Deck Delegate J. Canard; Engine
Delegate D. Van Natta; Steward Dele
gate A. Rodriguez. No disputed OT.
Secretary reported that the new Log was
brought aboard in Marcus Hook and it
was suggested to crew to read it as some
of the finest reading material is in the
Log. Also advised the membership to
take advantage of the Harry Lundeberg
School of Seamanship. A vote of thanks
to the steward department for a job well
done. Next port, Beaumont.
ERNA ELIZABETH (Hudson Wa
terways), March 26—Chairman, Recer
tified Bosun N. Matthey; Secretary B.
Fletcher; Educational Director J.
Beatty. $6.39 in ship's fund. $131.65
in movie fund. No disputed OT. The
Chairman held a very good discussion
on various Union topics including safety
procedure on board tankers. The stew
ard department will try to have a barbe
cue cookout on the stern if weather
permits.
OGDEN WILLAMETTE (Ogden
Marine), March 5—Chairman, Recer
tified Bosun Ray Broadus; Secretary E.
Kelly; Educational Director J. Neel. No
disputed OT. All communications re
ceived were read and posted. Chairman
held a discussion on the Seafarers Alco
holic Center at Piney Point and how
much good it does for our drinking
brothers. Also noted President's report
in Log. A vole of thanks to the steward
department for a job well done.
LNG AQUARIUS (Energy Trans
portation), March 19—Chairman, Re
certified Bosun B. Nuckols; Secretary F.
Costango; Educational Director D. Orsini; Deck Delegate Charles Loveland;
Engine Delegate Charles Dahlhaus;
Steward Delegate Larry Dockwiller. No
disputed OT. A telex was sent to the
port agent in Yokohama to call on the
ship this trip in Nagoya. A vote of
thanks to D. Orsini, QMED, for his ef
forts to adjust and regulate air condi
tioning flow to balance temperatures in
crew quarters. A vote of thanks to the
steward department for a job well done.
Next port, Nagoya.
MOUNT WASHINGTON (Victory
Carriers), March 12—Chairman, Re
certified Bosun R. D. Schwarz; Secre
tary C. Vesin; Educational Director D.
White; Steward Delegate E. Mathews.
No disputed OT. Chairman held a dis
cussion on firefighting and how pass
ports are necessary for all SIU seamen;
also on President Paul Hall's report in
the Log. Requested all members to give
twenty-four hour notice before getting
off ship. A vote of thanks to the steward
department for a job well done.
OGDEN WABASH (Ogden Marine),
March 19—Chairman, Recertified Bo
sun Floyd Pence; Secretary R. Maldonado; Educational Director A. Ratchovick; Deck Delegate F. Gumm; Engine
Delegate F. Ramos. $19.90 in ship's
fund. No disputed OT. Chairman held
a discussion on Union activities and the
importance of donating to SPAD. It was
requested that the messroom and pantry
be kept clean. A vote of thanks to the
steward department for good food and
good service. Observed one minute of
silence in memory of our departed
brothers.
WESTWARD VENTURE (Interocean Mgt.), March 26—Chairman,
Recertified Bosun T. Marineau; Secre
tary L. Crane; Educational Director J.
Ross; Deck Delegate G. Dukmir; En
gine Delegate M. McKnight; Steward
Delegate H. McAleer. $8 in ship's fund.
No disputed OT. Chairman held a dis
cussion on the importance of donating
to SPAD. A vote of thanks to the stew
ard department for a job well done.
Next port, Tacoma.
OMcial ship's minutes were also re
ceived from the following vessels:
WALTER RICE
SEA-LAND EXCHANGE
MARY
OVERSEAS ARCTIC
DELTA BRASIL
MAYAGUEZ
STUYVESANT
SEA-LAND CONSUMER
SEA-LAND FINANCE
BUSTUN
ARIES
POTOMAC
CAPRICORN
BORINQUEN
DELTA MAR
OVERSEAS ULLA
SEA-LAND ECONOMY
MOUNT EXPLORER
TEX
SEA-LAND GALLOWAY
BAYAMON
GEORGEWALTON
AMERICAN HERITAGE
ALLEGIANCE
OVERSEAS ALICE
TAMPA
^
VIRGO
BANNER
ROSE CITY
SAN JUAN
PITTSBURGH
May 1978 / LOG / 23
�SIU Atlantic, Golf, Lakes
& Inland Waters
United Industrial Woriters
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsay Williams
Cal Tanner
Paul Drozak
APR. 1-29, 1978
*TOTAL REGISTERED
All Groups
Class A Class B Class C
TOTAL SHIPPED
All Groups
Class A Class B Class C
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
2
6
0
2
0
0
0
1
3
3
0
0
3
10
0
0
30
13
129
9
43
25
12
27
115
68
52
21
58
15
137
0
4
728
1
18
7
6
6
1
9
17
6
6
6
9
1
20
0
0
113
2
3
0
0
2
0
0
2
5
3
3
8
1
10
0
0
39
1
3
0
1
0
0
0
0
0
4
2
0
2
1
0
0
14
6
123
19
32
21
10
40
98
47
47
27
39
17
124
0
1
651
3
41
3
8
2
3
12
19
8
6
10
8
2
22
0
1
148
0
6
1
1
0
1
1
6
0
3
4
1
0
7
0
0
31
3
55
9
14
16
4
22
61
35
27
12
21
1
56
0
0
336
2
15
0
6
1
0
4
6
5
3
1
1
2
8
1
0
55
0
1
0
1
0
0
0
1
1
0
1
0
0
0
0
0
5
4
41
6
22
6
3
16
43
13
26
4
18
17
33
0
2
254
4
119
30
24
15
6
15
48
21
19
28
21
17
55
7
0
429
12
138
4
11
6
3
0
18
5
12
19
29
1
61
0
1
320
194
987
428
66
1,969
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
745
395
10
5
30
4
12
62
13
8
72
0
1
17
3
3
3
0
5
9
2
6
3
4
2
16
7
1
82
1
6
0
2
1
0
0
1
4
0
0
3
1
14
0
0
33
71
11
22
7
5
11
54
32
38
12
25
10
75
0
1
377
1
21
2
5
2
2
3
10
4
6
1
5
1
17
3
1
84
0
7
0
1
0
0
1
3
0
4
3
1
1
4
0
0
25
2
56
9
16
9
2
10
52
28
43
5
27
7
36
0
0
302
0
18
1
12
3
0
3
23
18
13
1
4
6
21
7
2
132
STEWARD DEPARTMENT
Port
;
.
7
2
7
24
12
22
5
21
2
0
0
2
7
0
3
0
0
0
7
2
2
0
0
2
2
0
0
27
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
2
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Totals All Departments . . . .
1
39
2
15
10
2
5
40
22
29
2
20
11
25
0
0
223
0
29
2
5
2
1
1
13
8
11
1
3
5
10
31
1
123
1
0
0
1
2
0
0
1
1
4
0
1
2
9
0
0
22
ENTRY DEPARTMENT
Port
24 / LOG / May 1978
3
34
3
9
3
2
1
28
15
11
4
5
10
28
16
1
173
ENGINE DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
3
80
4.
25
17
5
9
73
61
52
11
41
13
67
0
1
462
1
0
15
8
0
2
1,145
4
78
19
20
8
3
5
34
18
19
14
14
14
50
44
1
345
538
4
51
0
2
4
1
0
6
4
3
12
11
3
33
0
0
134
HEADQUARTERS
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510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan .......P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Kn 231-91
Shipping remained good to excel
lent at all deep sea A&G ports last
month as a total 1,481 Seafarers found
jobs aboard SlU-contracted deep sea
vessels. Of these jobs, 987 were taken
by "A** seniority book men, while 428
were filled by ''B** seniority members
and 66 by "C* seniority people. With
the expected acquisition of as many as
2C new vessels between now and the
end of the year, shipping is expected
to remain good to excellent for some
time to come.
�Marvin Z. Moore, 66, joined the
Union in the port of Philadelphia in
1962 and sailed in the engine depart
ment for Wilson Lines in 1961,
Mariner Towing, Curtis Bay Towing,
lOT, McAllister Brothers and the
NBC Line from 1966 to 1971.
Brother Moore was born in Critten
den, Va. and is a resident of Virginia
Beach, Va.
PENSIONERS
Edward E. Douglas, 59, joined the
SIU in 1946 in the port of Galveston
sailing as a fireman-watertender.
Brother Douglas sailed 27 years and
during the Vietnam War. He walked
the picket line in the 1946 maritime
strike. Seafarer Douglas is a World
War II veteran of the U.S. Army. A
native of Texas, he is a resident of
Galveston.
Valentin Acabeo, 62, joined the
SIU in 1940 in the port of New York
and sailed as a bosun. Brother Aca
beo sailed 41 years. He hit the bricks
in the 1961 Greater N.Y. Harbor
beef. Born in Ponce, P.R., he is a
resident of Sierra Bayamon, P.R.
Harold Aspseter, 65, joined the
Union in the port of Chicago in 1959
sailing as an AB for the Gartland
Co. in 1960. Brother Aspseter sailed
40 years. He was born in Terryville,
S.D. and is a resident of Exeland,
Wise.
Evarusto Aldahondo, 65, joined
the SIU in 1941 in the port of Boston
and sailed as a bosun. Brother Alda
hondo sailed 36 years and during the
Korean War. He walked the picket
line in the 1961 N.Y. Harbor beef.
A native of Puerto Rico, he is a resi
dent of Brooklyn, N.Y.
t
William F. "BUI" Doran, 69,
joined the SIU in 1943 in the port of
New Orleans and sailed in the engine
department. Brother Doran was also
a ship delegate. He sailed 32 years
and during the Korean and Vietnam
Wars. Seafarer Doran was a Union
organizer in 1943. He was on the
picket line in the 1948 Southern Bell
Telephone Co. strike, 1961 N.Y.
Harbor strike, 1963 J&H beef, 1965
Chicago Rotobroil strike. Farm
Workers beef, and the San Rafael
printers strike. In 1970, he attended
a HLSS Crew Conference in Piney
Point, Md. Born in Rockland County,
N.Y., he is a resident of San Fran
cisco.
'Krfi
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Algonac
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Date
June 5
June 6
June 7
June 8
June 8
June 9
June 12
June 13
June 14
June 15
June 19
June 23
June 10
June 8
June 17
June 13
June 13
June 14
June 16
June 15
Deep Sea
Lakes, Inland Waters
2:30 p.m
2:30 p.m
2:30 p.m
9:30 a.m
2:00 p.m
2:30 p.m
2:30 p.m
2:30 p.m,
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
10:30 a.m
2:30 p.m
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—
2:30 p.m
—
2:30 p.m
—
Berger Wilhclmsen, 65, joined the
SIU in 1943 in the port of New York
and sailed as a deck engineer. Brother
Wilhelmsen sailed 46 years. He is
also a tool and diemaker. A native of
Skjberg, Norway, he is a naturalized
U.S. citizen. Seafarer Wilhelmsen is
a resident of Molalla, Ore.
Oscar Figueroa, 66, joined the SIU
in 1944 in the port of New York sail
ing as a wiper. Brother Figueroa
sailed 36 years. He was born in
Puerto Rico and is a resident of New
Orleans.
Albert A. Williams, 64, joined the
SIU in 1942 in the port of New York
and sailed as a chief cook. Brother
Williams sailed 36 years. He walked
the picket line in the 1961 N.Y. Har
bor strike and the 1962 Robin Line
beef. Seafarer Williams was born in
South Carolina and is a resident of
the Bronx, N.Y.
Candelario Ramos, 65, joined the
SIU in 1944 in the port of New York
and sailed as an electrician. Brother
Ramos sailed 33 years. He hit the
bricks in the 1943 Rotobroil beef
and the 1962 Robin Line strike.
Born in Puerto Rico, he is a resident
of San Francisco.
Alphoiise J. Trenier, Jr., joined the
SIU in 1942 in the port of Mobile
and sailed as a junior and deck engi
neer and as a pumpman. He sailed
for 33 years. Brother Tremer was
born in Mobile and is a resident
there.
John H. C. Ratliff, 65, joined the
SIU in the port of Galveston in 1951
and sailed as a chief steward. Brother
Ratliff sailed 29 years, A native of
Houston, he is a resident of Rayne,
La.
Leroy C. Swiger, 61, joined the
SIU in the port of New York in 1958
and sailed as a pumpman. Brother
Swiger also served as a ship delegate.
He is a veteran of the U.S. Navy in
World War II. Born in West Virginia,
he is a resident of Clarksburg, W. Va.
Paul E. Tatman, 68, joined the
SIU in the port of New Orleans in
1962 and sailed as a bosun. Brother
Tatman sailed 44 years. He walked
the picket line in the 1934 maritime
strike. Seafarer Tatman was born in
Spokane, Wash, and is a resident of
Kent, Wash.
MEMBERSHIP MEETINGS' SCHEDULE
Port
Constantine Venardis, 69, joined
the SIU in the port of New York in
1963 sailing as an OS. Brother Ven
ardis sailed 23 years and rode the"
Bull and Isthmian Lines. He was on
the picket line in the 1965 District
Council 37 beef. Born in Kymi,
Greece, he is a resident of Kearny,
N.J.
" ^*
Esteban Cruz, 66, joined the SIU
in 1939 in the port of Baltimore and
sailed as a chief steward. Brother
Cruz sailed 46 years. He was on the
I picket line in the 1962 Robin Line
• 7 beef. Seafarer Cruz was born in
Puerto Rico and is a resident of
Bayamon, P.R.
Fort Hoskins Committee
UIW
7:00 p.m.
7:00 p.m.
7:00 p.m.
7:00 p.m.
—
7:00 p.m.
7:00 p.m.
—
—
—
—
—
—
1:00 p.m.
—
—
—
—
—
Recertified Bosun James "Tennessee" Northcutt (far left) ship's chairman of
the ST Fort Hoskins (iOT) is with the Ship's Committee of (I. to r.); Steward
Delegate Harold Walker; Deck Delegate Bob Munroe; Engine Delegate Wayne
Gravey, and Chief Steward Paul Stubblefield, secretary-reporter. The tanker
paid off at the GATX Docks, Carteret, N.J. on Apr. 26.
Deposit in the SIU Blood Bank— It's Your Life
May 1978/LOG/25',
�The Deep Sea Miner II, a converted drill ship, now mining the ocean floor, is about one-fifth the projected size of mining vessels that will be used when this
new industry gets into full swing, (courtesy Deepsea Ventures)
Ocean Mining—A New Industry: But
This is the 21st in a series of articles
which the Log is publishing to explain how
certain organizations, programs, laws and
issues affect the jobs and job security of SlU
members.
Nestled snugly in some of the deepest recesses
of the ocean lies a treasure of immense proportions.
It is a treasure tiiat has been nurtured throughout
the eons by the chemical and organic phenomenons of nature.
Tliis treasure of the deep is millions upon mil
lions of manganese nodules that pave the ocean
floor like an eternal black cobblestone highway.
The nodules are highly valued because of the
extractable minerals locked in their round, dark
potatoe sized bodies.
The nodules have a high content of the four
minerals—nickel, copper, cobalt, and manganese
-considered basic and essential to the economy
and productivity of industrialized nations.
For instance, nickel is used in petroleum refin
ing and in the production of gas turbines, aircraft
frames, marine and automotive bodies, and
ceramics.
Copper is used in the manufacture of electric
motors, power generators, transformers, plumbing,
and automotive brakes, radiators, heaters, and
carburetors.
Cobalt is used for the production of industrial
ized magnets, telephones, gas turbines and radia
tion research and treatment.
Manganese, probably the most important of the
four minerals, is basic to all iron and steel products.
Recent research projects have estimated that
the near infinite supply of nodules contain 15 bil
lion tons of nickel, 8 billion tons of copper, and
5 billion tons of cobalt. These statistics far exceed
the known land-based resources of these minerals.
Research has also shown that the heaviest con
centration of the nodules lie two to three miles
deep in the Pacific Ocean, mostly near undersea
volcanoes.
Despite all the research, though, it is still only
speculation as to how the nodules grow. One
theory is that a nodule starts to grow around some
particle, such as animal remains or pumice. Then,
somewhat like a pearl, it grows slowly through
some sort of chemical and organic activity.
Unlike a pearl, though, which grows in years, it
is estimated that the nodules grow only a few milli
meters per million years.
But one thing is sure. The nodules do grow. And
according to one estimate, they are forming at the
rate of 10 million tons a year. This is an extremely
small figure when compared to estimates which
claim the Pacific Ocean alone contains 1.5 trillion
tons of the nodules.
Besides being the biggest consumer of these
minerals, the U.S. is also the biggest importer of
the essential substances. In fact, the U.S. is almost
totally dependent on foreign imports for these
minerals.
Right now, the U.S. imports 98 percent of its
manganese, 98 percent of its cobalt, 90 percent of
its primary nickel, and 15 percent of its copper.
Considering that the nation's economy depends
on the uninterrupted flow of these minerals, thie
fact that we are so dependent on the outside world
for them is a very disturbing fact.
Consortiums of mainly American companies
have pumped millions into the research of develop
ing an ocean mining and processing capacity. Sev
eral ocean mining vessels and processing plants are
already operating successfully on an experimental
basis.
Their research has shown that the full develop
ment of an American ocean mining industry would
enable the U.S. to become completely self sufficient
in the four essential minerals by the year 2000.
Many Political Obstacles
Development of such an industry also carries a
potential for creating many thousands of jobs for
American workers—especially maritime workers.
It sounds good. But unfortunately a number of
Discovered in 1872
A researcher inspects a scoop of nodules rich in
nickel, copper and cobalt, (courtesy International
Nickel)
26 / LOG / May 1978
Up until 1872, no one even knew that the nod
ules existed. At that time, one of Her Majesty's
ships dredged a few off the ocean floor and brought
them back to England as conversation pieces.
It wasn't until 15 years ago that anyone gave
much serious thought to bringing the nodules to
the surface in large amounts and extracting the
minerals housed inside.
However, the increasing demand for these min
erals in an ever growing industrialized world has
given birth to a potentially massive new industry—
ocean mining.
The United States, the most highly industrial
ized nation of the world and the biggest consumer
of the four minerals, has taken the lead in develop
ing an ocean mining capacity.
Camera and lighting equipment attached to tripod
are lowered into the ocean in the search for nodule
concentrations, (courtesy Kennecott Copper)
�Researchers lower one of several types of nodule collectors off stern of mining vessel. This particular collector is designed to gather the most nodules
raising the least amount of sediment and using the least amount of power, (courtesy Kennecott Copper)
while
Will U.S. Workers Benefif From It?
T.V, cameras are part of the technical equipment
used to search for heavy concentrations of sunken
nodules, (courtesy Deepsea Ventures)
difficult international political and economic ob
stacles stand in the way.
The focal point of the controversy surrounding
the ocean mining issue is centered in the United
Nations Law of the Sea Conference.
This Conference has been going on periodically
since 1973. It has contributed to resolving such
international problems as territorial fishing and
offshore oil rights, ocean pollution, and the prin
ciple of unimpeded passage for world commerce.
But the haggling over ocean mining has been
intense, and very little progress has been made
toward a resolution of this issue.
The real stumbling block in the negotiations is
a strong coalition of some 100 small and under
developed nations.
This solid political block wants a monopolistic
international authority to exert total control over
marketing and production of the nodules. They feel
that without such an authority, the smaller nations
will realize little or no economic benefits from the
undersea ventures of larger countries.
The group also fears that the fragile economies
of the coalition's developing countries might be
destroyed. These countries depend heavily on the
land-based production of the four minerals as one
of their main economic resources.
Need Domestic Legislation
The Law of the Sea Conference is now in session
in Geneva. And ocean mining is the main subject.
Representing the U.S. at the conference is former
Attorney General and Secretary of Commerce
Eliott Richardson.
American labor feels very strongly that any
treaty involving ocean mining that comes out of
the Law of the Sea Conference will spell disaster
for creation of an American deep sea mining
capacity, and the jobs it would create.
SIU President Paul Hall recently gave his view
point on the ocean mining controversy. Speaking
very bluntly. Hall said: "We have no expectations
that any agreement entered into by Eliott Richard
son would bring any benefits to the American
maritime industry, the American worker or our
national economy."
Hall continued; "We can and should begin
developing our own ocean mining procedures
through legislation, and where necessary, bilateral
agreements with other nations."
He concluded: "Following the trends emerging
from recent Law of the Sea Conferences could
only result in the domination of this vast new in
dustrial frontier by the multinational corporate
giants at the expense of the American economy
and the workers who depend on its growth."
It appears unlikely that the Law of the Sea Con
ference will come up with anything concrete or
binding in this session.
In the meantime, the labor movement and major
industrial concerns feel that Congress must pass
strong ocean mining legislation to get full scale
development of our ocean mining capacity under
way.
Prompt passage of such legislation would insure
that an American deep sea mining capability
would be well on its way to fruition by as early as
1983.
Presently, there are bills in both Houses of
Congress concerning ocean mining. In fact, the
Senate Energy Committee is scheduled to mark up
the ocean mining bill this month.
carriers to service these vessels by the turn of the
century.
The SIU feels that a "hire American" amend
ment is an absolute necessity in the bill. It is
needed to insure that ocean mining does not be
come another "runaway" industry, managed by
American companies but operated by foreign
workers.
To make any definite predictions concerning
ocean mining and how it will benefit American
workers would be premature at this time. There
are too many sensitive political issues still to be
resolved in this area.
However, one thing is sure. The labor move
ment is prepared for the fight to reserve Americanoperated ocean mining jobs for Aniei lean workers.,
Hire American Amendment
The SIU, along with the entire labor movement,
is working for the inclusion of an amendment in
this bill requiring that mining ships and ore car
riers be documented under the U.S. flag and
manned by American workers.
A full scale ocean mining operation could in
clude the use of 20 mining vessels and 60 ore
Research vessels use a simple dredge bucket and
line to bring up samples of the nodules, (courtesy
Kennecott Copper)
May 1978 / LOG / 27
�My Three Sons
All the time in the world
isn't
worth
a dime
unless you make it
work for you.
Make your time in the engineroom pay
Take the Diesel Engineer's Course
atHLS
Course begins July 31
Maurilio Zepeda (standing right) AB on the SlU-contracted tanker Ogden
Willamette (Ogden Marine Inc.) believes In keeping his family together, even
while they're at sea. He and his three sons make up a good part of the
Willamette's deck department. The younger Zepeda's are (i.-r.): Lawrence
and Ernest, both of whom sail OS, and eldest son John who is an AB. All of
the boys are MLS grads.
To enroll, see your SIU Representative or contact:
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301) 994-0010
With a Diesel Engineer's License, Time Is Money
iBro'ttmhood in Action
forSIU members with an alcohol problem
Seafarer Lionel "Biff" Shaw will
celebrate one year of sobriety in the
month of May due to the help he re
ceived from the Seafarers Alcoholic
Rehabilitation Center.
Brother Shaw is 43 years old. He first
realized that he was an alcoholic when
he was hospitalized for alcoholic hep
atitis. Brother Shaw said, "I left a ship
becau.se 1 was sick and had to go before
the Coast Guard. Louis Guarino (SIU
rep., N.O. ) went with me and told them
that the Center could help me with my
alcohol problem."
Shaw went to the Center and found
the help he needed to get and stay
sober.
Seafarer Shaw said his life before he
was sober was a nightmare. "I used to
think that I was going crazy. I had ter
rible nightmares and I was always sick.
I probably would not be alive today
without the help I got from the
Center."
Before he came to the Center, Broth
er Shaw said that he didn't want to ad
mit that he was an alcoholic. "I hardly
knew who or what an alcoholic was,"
he said.
Shaw attends AA meetings regularly.
28 / LOG / May 1978
When he is at work on a vessel, he
writes letters to his friends who are also
recovering alcoholics. He commented,
"by staying conscious of my alcoholism,
I am able to stay sober. The Center is
a good way to get sober. I am glad
that I did. I now have a family, my
self-respect, a little money in my pock
et, and my health is much better."
Brother Shaw feels that the program
at the Center is "just great." When he
signs off a ship, he calls the Center just
to let them know that he has been
working and is still sober. "I owe it to
the staff at the Center for all the help
that they gave me," he said.
Shaw would like to tell his fellow
Seafarers, "any guys who even think
that they have a problem with alcohol
should contact the Center or an exresident. We will do anything that we
can to help him."
If you feel that you have a drinking
problem, remember that there is al
ways someone to listen. Just call (301)
994-0010 any time and ask for the
"Center" or contact your SIU repre
sentative.
Alcoholic Rehabilitation Center
I am interested in attending a six-week program at the Aleoholie
Rehabilitation C enter. I understand that all my medical iind counseling
records w ill be kept stridly confidential, and that they will not be kept
anywhere except at The Center.
Name
Book No
Address
(Street or RFD)
(City)
Telephone No
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hoitrs-a-day, (30J) 994-0010
Lionel ^^BilP Shaw
(State)
(Zip)
�Senate Passes Inland User Charges^ L 6L D 26
Continued from Page 4
boat industry might be willing to accept
a higher tax.
By playing the various waterway
managements off against each other,
user charges supporters undermined the
operators' credibility in Congress, and
sought to increase the level of the
charge. Shippers and operators, on the
other hand, having given up so much in
the initial stages of the battle, now found
themselves in a defensive position trying
to contain the tide for increased charges.
Recognizing its weakened position
and its inability to single-handedly cope
with its opponents, the towboat industry
sought the help of SIU. The SIU worked
strongly on behalf of the barge indus
try. But the Union noted that while the
industry acknowledged it could pay a
tax, it also stressed the many harmful
effects that high user charges would
have on regional economies and on the
nation as a whole.
Champion the Cause
Together with its friends in the Sen
ate, the SIU began to study the future
of H.R. 8309. It was felt that without
the forceful leadership of a person to
champion the cause of the towboat in
dustry, the battle to put a lid on user
charges would be lost.
Shortly thereafter the position of the
waterway supporters was strengthened
with the emergence of Sen. Russell Long
as the leader of the pro-waterway forces
in the Senate. Sen. Long, a long-time
opponent of user charges, worked to
undercut the anti-waterway forces by
developing a compromise position.
The SIU strongly supported Sen.
Long recognizing that if it did not, the
Senate would surely pass a stronger tax
bill which would affect the stability of
the towboat industry and that of its
workers, especially SIU Boatmen. It
urged the Senate to adopt his compro
mise proposal, saying:
"The SIUNA has never believed in
the need for user charges, however, the
towing industry supports the provisions
in Sen. Long's amendment as a reason
able approach to this complex and con
troversial issue."
The passage of H.R. 8309 means that
the towboat companies including SIUcontracted companies, will probably
within the next five years be paying a
fuel tax which they worked for and
which they agree is at a level they can
afford.
Notite to Members On Job Call Protedure
When throwing in for work dur
ing a job call at any SIU Hiring
Hail, members must produce the
following:
• membership certificate
• registration card
clinic card
seaman's papers
INLAND
Areclbo Committee
A
With a coffee mug in hand, Recertified Bosun Herminio Pacheco (second
right), ship's chairman of the SS Areclbo (Puerto Rico Marine), is with part of
the Ship's Committee and a crewmember at a payoff on May 9 at Port Eliza
beth, N.J. They are (I. to r.): Deck Delegate Radames Vargas; AB David
Bonefont, and Steward Delegate Joe Righetti.
There's Strength in Numbers
And Our Numbers
are Growing!
Celebrate tbe growing number of Seafarers who are reoovering from alcoholism thanks to the Seafarers AleohoUo Behabilitation Pro|ram. Join the festivities at the Second Anaoal Uvln| Sober
Bennion.
Activities Include:
• Living Sober Banquet at the Harry Lundeberg School
• Cookout at the ABO
• Boat Rides
• Speakers and Educational Programs
AU ftrlends and former residents of the Aloohollo Behabilitation
Center are Invited. Make plans now to attend. Reunion
weekend Is August 88, 86, and 87. For reservations or more
Information, contact:
Seafarers Aloobolio Behabilitation Center
Star Route Box 183-A
Valley Lee, Maryland 80698
A MESSAGE FROM YOUR UNION
NARCOTICS
ARE FOR
KNOTHEADS
WREN you
ARB CAUQNT
YOU
LO$E
YOUR
PAPERS
FOR
LIFE
I
May 1978 / LOG / 29
�Working for Coors With a Lie Detector Strapped to
That affirmed something I really
knew already: that every Coors em
ployee was put through the ringer. The
(At the 1977 International Labor
workers listed questions they'd been
Press Association Convention, AFLasked like: How many bank accounts
CIO Field Representative David SicIc do you have? What kind, what banks,
ier gave a very moving talk about the
and how much money in each? Do you
Coors boycott. A member of Brew
have any other securities such as stocks
ery Workers Local 366 for 15 years, and bonds and how much are they
Sickler discusses what it is like to
worth? How much do you owe on your
home, what are your monthly pay
work for Coors.)
ments, and when does your mortgage
My name is A. David Sickler and I
was employed by the Adolph Coors expire?
Of course, Coors seldom omitted the
Brewery of Golden, Colorado on
purely prurient questions, such stand
March 26, 1963.
ards
designed to make you sweat and
I was then 19 years old and had
squirm, like: Have you ever done any
worked as a laborer on a construction
thing with your wife that could be con
crew outside Denver.
sidered immoral? Have you ever been
When I first learned of the possibility
involved with homosexuals? Is there
of working for Coors I was very happy.
anything that you know of for which
The company had a reputation for pay
you could be blackmailed?
ing high wages.
You had to wonder what would hap
Compared to the heavy and dirty
pen if the machine said you were lying
type of construction work I was doing
to
some unbelievably vague question.
as a laborer, which included carrying
Would you not get the job? Suppose
80 lb. cement forms and shoveling sand
one of your friends, relatives or ac
all day, Coors seemed like a gift from
quaintances was a homosexual. Does
heaven.
that mean that if you answered "no" to
Little did I know what a price this
ever having been "involved" with
"slice of heaven" would cost.
homosexuals that the polygraph would
When I reported to the Coors per
say you had lied?
sonnel office I was instructed to fill out
My first job assignment with Coors
a psychological questionnaire called
was
in the basement area of the pack
the "runner test" consisting of over 200
aging department. This was an area
questions designed to trip you up by
where returnable bottles were uncased,
asking the same questions in several
washed and sent upstairs to be filled
different ways.
with beer, and then labeled, packaged
Then came the biggest shock. I was
and transported to distributors. The
scheduled for a lie detector test. When
area was dirty, dusty and gloomy. We
I reported, the polygraph operator was
worked 12 hours a day, seven days a
a heavy set man dressed in white. He
looked like a guard in a mental institu
week.
tion. The operator instructed me to sit
Shortly after I was employed, a co
in a chair next to the lie detector
worker asked me if I had paid my ini
machine.
tiation fee to the union. I asked, "What
union?" He informed me that we had a
Once in the chair, the operator at
tached straps around my chest, stom
union. Brewery Workers Local 366,
but that it was weak. He went on to say
ach and arms. I felt helpless and won
that the local had gone out on strike
dered why all this was necessary to
make beer.
against Coors in 1957 and had gotten
"busted" pretty bad.
When the polygraph operator began
At the time I didn't pay much atten
the test he dealt with the questions I
tion to the relationship between Coors
had answered on the employment ap
and the local. I was new and didn't
plication. However, it didn't take long
know much about either Coors or the
before the operator began asking ex
local union.
tremely personal questions like: "Are
One fact I was quickly becoming
you having sexual relations with your
aware of was the fear that the men had
girl friend?" "Have you had sex with
more than one person?" "What kind of
sex?" "Are you a Communist?" "Have
you ever committed an undetected
crime?"
"Have you ever done anything in
your past that if known could bring em
barrassment upon this company?"
"Have you ever participated in a
march, riot or demonstration?" "Have
you ever stolen anything from anyone
in your life?" "What?" "What was its
worth?" "What is the total worth of
what you have stolen in your life?"
At this point, I was angry and felt
dirty. It is hard to put into words the
anger I felt at being forced to go
through an interrogation in which every
particle of one's life is slid under a
microscope. There is no doubt in my
mind that the company asked extreme
ly personal questions for their own
prurient and twisted pleasure. Many of
those questions had absolutely nothing
to do with employment or protection of
the Adolph Coors Co.
In September, 1977, long after the
current strike against Coors started, a
number of workers swore out affidavits
listing the questions they were asked
when applying for employment at the
brewery.
By David SIckler
30/LOG/May 1978
going to the supervisor and explain to
of Coors and its supervision. Coors
him the innocence of my co-worker.
management reigned and ruled with an
This
worker said that I should "leave it
iron hand.
alone" or I would be sorry, that super
Another thing I became aware of
vision didn't like being questioned or
was that there were virtually no minori
told that they made a mistake. It was
ties or women working in production. I
remember only three Mexican-Ameri difficult to believe that once the truth
was known there would be reper
cans and one black employee between
cussions.
1963 and 1964.
However, after I went to my super
During the probationary period, we
visor and explained the unfair treat
would be called into the oflBce by a
ment of my co-worker, I was promptly
supervisor and our work discussed.
told by the supervisor to "keep my
Supervision always used these op
mouth shut" and "stay out of it" or I
portunities to emphasize that the "com
pany" should be the most important
would be "sorry".
At this period of time I just kept my
thing in our lives. That without the
company our families would be noth
mouth shut, as did the rest of my co
ing. Therefore, we were expected to al
workers.
ways be at work and on time. My
After six months had passed I be
supervisor was happy to explain that he
came a "permanent employee" and a
was a good example of what the com member of Brewery Workers Local 366.
pany wanted in loyalty. He told me that
when his wife was in labor with their
Many Felt Hostility
last child that he simply dropped her
About this time I attended my first
off in front of the hospital and sped on
union
meeting. I remember being sur
to work. He stated further that he lost
no time from work nor was he ever late prised at the number of men I worked
with who were at the meeting. It turned
because of family problems or respon
out that many of the members felt the
sibilities. He also loved to remind us
same
hostility towards management
that there was always someone else on
that I did. Although it wasn't said, it
the street to take our place.
was
obvious that the membership at the
I remember feeling repulsion for him
union meetings felt helpless about ever
and pity for his family.
being
able to act on those feelings. Al
I was beginning to feel resentment
though there were members who were
towards Coors because of its attitude
willing
to fight Coors again—as they
towards people and its blackmail to
had in the past—it was also obvious
wards workers, always mentioning un
that
most of the membership thought it
employment and low wages in the Den
was
useless
and that Coors was just too
ver area.
powerful.
Approximately two months after I
I began to learn more about the 1957
was hired I was working with a man
strike and its effect on the workers. An
that had been at Coors for about a year.
old-timer explained to me that Bill
An incident occurred that clearly
Coors (son of founder Adolph) made
showed me what Coors management
many
of the strikers apologize for going
was all about.
out on strike. He said that Bill Coors
This man and I were working side by
told them, "I have the club now and in
side when the manager of the depart
tend to use it."
ment approached us and began yelling
While on the job no one discussed
at and cursing my co-worker, threaten
the union much. It was as though it was
ing to fire him and accusing him of
an embarrassing and dangerous sub
something of which I knew him to be
ject.
innocent.
Not too long after probation I was
I was outraged by this unfair assault
sent upstairs to work in the "bullpen,"
on an innocent man. Even if he had
an area where bottles were sent to the
been guilty, no human being deserved
filler machines to be filled with beer,
to be berated in that fashion iiffront of
capped
and sighted for proper fill levels
his peers.
and quality. Above the bullpen area
I told another worker that I was
were cat v/alks and mezzanines where
supervisors would sometimes spend an
entire shift watching you.
These supervisors would time breaks
with a stop watch and just wait for a
worker to make a mistake so that they
could call a worker in and, as they
would put it, "chew ass."
I remember an incident where one
worker was working on "the old labelers." He was a nervous, quiet and con
scientious man. One night a supervisor
stood over him and glared at him with
hands on hips. The longer the super
visor stood there glaring, the more
nervous this poor guy got. Finally this
worker made a mistake and had to shut
off one of the machines. The supervisor
was in seventh heaven, he now had
someone to rip into. He called the
worker into the office and berated him
for over 45 minutes. This supervisor
threatened his job and made the work
er feel terrible.
I later overheard this same super
visor discussing the episode with
another supervisor and they were
laughing at how frightened this worker
was. It was not an isolated case. It went
on in many departments for years.
Management had a total lack of re-
mm-
�m
.WWW*
[Your Body
gard for workers time away from the
brewery. Most of us worked six to
seven days a week, 10 to 13 hours a
[day. A day off or reduction in hours
[was important to us. We would make
[plans to be with our families, but man[agement would think nothing of makling last-minute changes that cancelled
[our plans. Even if they had prior
knowledge of the changes, they would
I still wait until the last minute.
When we complained, management
would smile, show us the contract
clause called "rights of management"
and tell us they had the right to do as
they pleased. They loved to sprinkle
salt into our wounds.
It was a well-known fact that Coors
busted every union that dared strike
them. The Brewery Workers were
throttled after a long strike in 1957,
then in 1962 the Electrical Workers
struck and never obtained a contract.
In 1968 and 1969 the Building Trades
struck Coors, but the 14 craft unions
never obtained a contract. In every case
Coors hired and utilized scabs to break
the union. Coors later went on to bust
the Teamsters locals that had contracts
with their distributors in California.
In 1964 our local became aware of
the farm workers' struggle and many of
us supported their boycott of grapes.
Several of us would encourage co
workers to not purchase grapes.
That same year Coors held a meet
ing which we were paid to attend. Bill
Coors mentioned our activity on behalf
of the farm workers' boycott of grapes
and said that he personally bought all
the grapes that a local Safeway store
had and gave them to his friends.
I remember feeling totally frustrated.
No matter what we did it would always
be offset by Coors' money!
Also in 1964 Coors called a meeting
which we were also paid to attend—
and told us that the pending Civil
Rights bill was bad and that we should
write our congressmen to vote against
it. Bill Coors went on to say that if the
bill became law, he would be forced to
fire 60 of the whites and replace us with
60 blacks.
Four years after I was hired, many
more young men were brought on and
they wanted the right to wear their hair
long, as was then the style.
Coors management refused to relax
their "military code" for hair and the
fight was on. Many employees were dis
ciplined, suspended and fired for re
fusal to get haircuts. Even the older
members supported the right of the
young workers to wear their hair long.
Many of these young members had just
returned from Vietnam and were in no
mood to be hassled because of their
hair. After a long and bitter fight with
Coors, through many grievances and
complaints, the battle was won.
It was a milestone for the local be
cause it was the first real battle that had
been fought by the membership since
the 1957 strike. You could sense the
pride that the entire membership felt
when we finally won something.
As the membership grew over the
years and the members began to file
more grievances and fight back, man
agement changed a little but still in
sisted on complete loyalty, on its terms.
More and more at that time, Coors
management used the lie detector.
When a disagreement came up between
a supervisor and a worker regarding a
disciplinary case, management would
call upon the lie detector. A supervisor
suspecting one or more workers to be
.v.v.v.*.v.
:
guilty of "horse play" would threaten
or call upon the lie detector. The lie de
tector was and is a "God" to Coors. Its
use and results—although not accepted
in courts—were and are law at Coors.
The lie detector was well ingrained
within the contract. Coors insisted
upon its inclusion as part of the arbitra
tion procedure. Under the arbitration
provision Coors could require any wit
ness to take a lie detector test; re
fusal to do so made the testimony of
that witness inadmissable.
The lie detector is also contained
within the contract under the title of
"general provision," which states that
Coors "may require any employee to
submit to a lie detector test for:
(1) suspected sabotage;
(2) willful destruction of the employer's property, willful destruction
or misappropriation of the property
of the employer or other employees;
(3) gross negligence.
Being a shop steward, member or
officer of the Brewery Workers under
this contract was very frustrating.
Ironically, although Coors demanded
complete loyalty from every worker, it
had no loyalty to the workers.
Management had no hesitation in
playing favorites in job assignments,
shifts, disciplinary action, and so forth.
In 10 years of working in the brew
ery and three years as the business rep
resentative-sec.-treas. for the Brewery
Workers, Coors maintained the same
attitude, that of the paternalistic father
who knew better than anyone what was
best for his employees. Once he had
determined what he felt was fair, there
could be no questioning of his decision.
The Adolph Coors Co. believes that
the only proper role of a union is to
assist the company in making a profit.
During negotiations in the 1960s,
when
— the local was extremely
, weak and
helpless, Coors spokesmen would taunt
the union: "If you don't like our proposal, why don't you strike?" Then
they would laugh, knowing full well
there would be no strike.
It was during the 1968 negotiations
that Coors management made a statement that best defines its attitude towards workers. They said; "We buy our
help, like we buy our barley.**
During the 1960s Coors mailed a
publication to its employees called
"News in a Nutshell," a paper filled
with hatred for minorities, unions and
any politician that has anything td do
with them. The publication gave a good
example of Coors attitude and think
ing.
In 1967 the American G.I. Forum,
a Mexican-American organization made
up of veterans, began a boycott of Coors
beer. Their reason was Coors refusal to
hire minorities. Many other MexicanAmerican organizations joined the boy
cott.
Ironically, Coors was to become the
number one beer among MexicanAmericans in California.
Because of the company's success ir
breaking unions and the failure of pre
vious boycotts, Coors management be
came very arrogant. When the subject
of a strike or boycott came up in nego
tiations, the Coors people would al
ways laugh at us, dare us to strike and
stated many times to "go ahead and
boycott," adding that it was free adver
tising and would increase their sales.
Coors has always boasted about spend
ing less money for advertising than any
other brewery.
When the union would protest in
negotiations constitutional
rights
being taken away by regressive contract
language, Coors would always reply
that "you have the constitutional right
not to work for Coors."
The most obvious of constitutional
and privacy violations is the company's
use of the lie detector, and contract
language that denies freedom of speech
off as well as on the job, like the clause
forbidding "making disparaging re
marks about the employer or the em
ployers products, or any words or
deeds which would discourage any per
son from drinking Coors beer." To do
so is cause for "immediate discharge."
We fared better in our negotiations
of 1974 than at any lime in the past.
We were able to obtain straight shifts
for those departments voting 60 per
cent or more in favor of them. Straight
shifts had been a major goal of the local
for over 10 years. We also obtained
a shift differential of 4 percent and 6
percent of a member's hourly wage for
working the swing and graveyard shifts
respectively. We obtained a dental plan
for the first time. Also, we were able to
lock into writing a guarantee of one
double-time paid Sunday per month"
and picked up time-and-one-half for
those required to work weekdays of a
long weekend.
At the same time, though, we were
forced to accept even harsher language
under the discipline and discharge sec
tion.
Coors' policies, practices and our
contracts have always been geared to
full production. Coors has never to my
knowledge had to cut back its produc
tion. But in 1975, when Coors decided
to bust Local 888 of the Teamsters in
Oakland, Ca., they were faced with
another boycott of their now famous
brew.
This time the boycott had an effect.
Coors was forced to lay off employees.
And lay off they did! Over 150 workers
were laid off during the year. Workers
were reduced in classification, trans- •
ferred from department to department
and total ehaos ensued.
Coors violated the contract several
times each lay off, reduction and trans
fer. Women were upset by always being
laid off, transferred or redueed first
because of low seniority. The reason
they had low seniority was because
Continued on Page 32
May 1978 / LOG / 31
�Coors: With a Lie Detector Strapped to Your Body
Continued from Page 31
Coors refused to hire women until
1971. They also refused to build restroom facilities for women for two years
after that.
Many minorities were angered by the
lay offs as well, because of their low
seniority. Regardless of Coors' claims
to be a fair employer, they had only
begun to hire minorities to any degree
in the early '70s, and only after many
charges had been filed against them.
Consequently, blacks, Chicanos and
women had low seniority.
Because of the lay olTs, some sections
of the contract were used for the first
time. Some of this language was to the
local's benefit, and for the first time
Coors felt they didn't have total con
trol over us.
Discrimination by Coors
Much attention has been given to
Coors discriminatory attitude towards
minorities.
I witnessed more discrimination
against women by Coors than any other
group. They were the very last to be
hired, the first fired and discriminated
against daily on the job. Small, frail
women in many cases were required to
do some of the heaviest and dirtiest
work as a way for the company to fire
them for being unable to do the work.
Many were required to swing big
heavy industrial mops for an entire
shift. At first the women wouldn't com
plain. They were on probation for six
months and the union couldn't file a
grievance for them until they became
election that requires 75 percent of the
eligible members of a bargaining unit
permanent employees. Once the situa
to vote in favor of "union shop" before
tion became unbearable for these
a local can legally negotiate the issue at
women they were faced with either cor
the bargaining table.
recting it or quitting. They then began
coming to the union for help.
When this issue was initially dis
cussed
between the company and the
When we protested the treatment of
union, Coors said they would not call
the women to the Coors personnel de
for
an election. Later that fall, during
partment, we were told that, "if women
contract negotiations, Coors demanded
were going to be paid a man's wage, by
that the local union go through the elec
God they were going to do a man's
tion. We were prepared for the double
work." Many were required to move 55
cross.
The preceding July the AFLgallon drums filled with broken glass.
CIO
assigned
me to assist Local 366
Some of these barrels weighed over 200
with the "peace act" election. The key
pounds. There are many men who
to winning was getting the membership
couldn't do that type of work, either,
to the polls.
but that didn't matter to Coors. There
Coors worked very hard to persuade
were many jobs that women could do,
the membership to vote against the
but never got the chance if they
union
shop. Bill Coors held meetings
couldn't do what Coors called "a man's
which he paid the employees to attend.
work."
In
these meetings Coors would explain
By 1975 and 1976 the local had de
that
a union wasn't necessary at Coors.
veloped an education committee, a
He sent letters to the members' homes
blood-bank program, and an entertain
encouraging
them to vote against the
ment committee, and the local became
union.
very active in politics.
The election was held during Christ
In 1976 the Colorado Supreme
mas
week of 1976 and the union won,
Court ruled that the old Colorado La
with 92.4 percent of those in the unit
bor Peace Act of 1943 was valid. The
favoring
a union shop and with 96.8
Communications Workers had sued
percent of the total unit voting.
Mountain Bell Telephone Co., after the
Management was surprised and dis
union had negotiated an agency shop
appointed with the election results.
clause which Mountain Bell refused to
When the local returned to the bar
honor.
gaining table it was obvious that Coors
For unions in the state, the court de
sought
even more control over the
cision threatened every "union shop"
membership
than they had in previous
eontract—including ours, since, under
years. Coors wanted to expand the use
the long-dormant law, a union is re
of
the lie detector, strip seniority rights,
quired to go through a state-conducted
impose forced physical examinations,
eliminate the shift differential and
weaken the discrimination clause.
In essence what Coors wanted was
for the Brewery Workers to sign a con
tract giving away all rights on the job
and giving total and complete control
to Coors.
A vote was held in January, 1977 to
reject the final proposal and strike,
with the time to strike to be called by
the negotiating committee. The results
of the strike vote were 1,152 to strike
and 8 abstentions.
Not one member voted for the con
tract.
The negotiating committee returned
to the bargaining table only to be met
with a "take-it or leave-it" attitude by
Coors.
Then on February 7, 1977 Coors
offered what they called their "last and
final proposal." However, the language
promised and the language proposed at
the table were different.
HEY!
The Federal Mediation & Concilia
tion Service was called in to no avail.
On April 4, 1977, one last futile at
tempt by the Brewery Workers was
made to reach an agreement with
Coors. Coors refused to budge.
Strike CaUed
On April 5, 1977 at 10:00 a.m. a
strike was called and picket lines were
placed around the giant brewery.
Coors went to work immediately to
break the strike. Both Bill Coors and
his brother, Joe, who finances many
right-wing, anti-union groups, went on
television, radio and to the press to an
nounce that the membership had bet
ter return to work or face "permanent
replacement." Because Coors is selfinsured, all medical and hospitalization
coverage was cut off.
Coors sent a battery of letters to the
homes of strikers attacking the AFLCIO and the local union and telling
workers they were being replaced.
In some of these letters Coors de
nounced the officers of Local 366 be
cause they used "labor principles" at
the bargaining table instead of helping
management with the "operational
problems of the brewery."
Twelve days after the strike began
the AFL-CIO endorsed a nation-wide
boycott of Coors beer. Boycott head
quarters were set up in Oakland and
Los Angeles. Boycott teams were sent
into both these areas. At the beginning
of the boycott, Coors publicly scoffed
at President Meany's announcement of
the AFL-CIO sanctioned action.
However, a few months later when
Coors beer sales began to plunge, Coors
stopped laughing and went to work ex
panding his sales territory, taking full
page ads to attack the brewery work
ers, hiring a public relations firm to
publish his TV and radio advertising.
Many groups have had a tremendous
impact in cutting Coors sales, but none
are more important than the striking
members of Brewery Workers Local
366 who have gone into the field to fight
this most important struggle.
The story of Brewery Workers Local
366 has been one of tragedy and hope.
With support and assistance now,
Coors workers can win a victory that
will affirm their human rights and dig
nity. As President Meany has said,
"This is a boycott for human rights." It
is a boycott to show Coors that the Bill
of Rights doesn't stop at the plant gate.
Add 2 More to the Family
Are you going to stay down there on your
hands and knees all your life?
Get up out of the grease spills. Come to HLS. Take the FOWT
course. Earn your rating. Make more money.
FOWT Course starts July 10
To enroll, see your SlU Representative or contact:
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301) 994-0010
32/ LOG / May 1978
Brother Frank Seibel says it was no surprise to him (although he says it ap
parently was to a lot of other people) when twin daughters were born to him
and his wife on Jan. 2. Weighing 5 lbs. 7 oz. and 5 lbs. 10y2 oz. respectively,
are Holly on the left and Heidi on the right. The twins join their two older sisters,'
Leanna (far left) who will be seven on June 20 and Heather who is four
years old. Seafarer Seibel lives with his wife, Denise, and their daughters in
Reynoldsville, W. Va. He joined the SlU in 1966 and sails as an AB.
�Pensioner Joseph
R. Hubert, 70, died
of a brain tumor in
the Resthaven Nurs
ing Home, Bremer
ton, Wash, on Mar.
6. Brother Hubert
joined the SIU in the
port of Seattle in
1957 and sailed as a chief electrician.
He sailed 39 years. Seafarer Hubert was
a veteran of the U.S. Navy. A native of
Savannah, Ga., he was a resident of
Port Orchard, Wash. Cremation took
place in the Bleitz Crematory, Seattle.
Surviving is his widow, Elizabeth.
Pensioner Florian
R. Kaziukewkz, 56,
died of arteriosclero
sis in the San Fran
cisco USPHS Hos
pital on Jan. 25.
Brother Kaziukewicz
joined the SIU in
1946 in the port of
New York and sailed as a chief steward.
He sailed 35 years. And he hit the bricks
in the 1965 District Council 37 beef.
Seafarer Kaziukewicz was a World War
II veteran of the U.S. Army. He also
upgraded at the HLS. A native of Ash
land, Wise., he was a resident of Chi
cago, 111. Cremation took place in the
Evergreen Cemetery Crematory, Oak
land, Calif. Surviving are his mother,
Felecia of Ashland and a sister, Mrs.
Aime Riley of Chicago.
Pensioner Charles
M. Kellogg, 77,
passed away on Jan.
19. Brother Kellogg
joined the SIU in
1938 in the port of
New York and sailed
as a bosun. He sailed
48 years. Seafarer
Kellogg broke his elbow when a World
War II torpedo blasted his ship, the SS
Catahoula (Cuba Distillery). Born in
New York, he was a resident of Aber
deen, Wash. Surviving are a sister,
Mary of Washington, D.C., and a
nephew, Morgan of Stratford, Conn.
Samuel J. Langham, 69, died last
year. Brother Langham joined the SIU
in 1940 in the port of
Baltimore and sailed
as an AB. He sailed
31 years, was a mem
ber of the ISU, and
helped to organize the Grand Island
(La.) oil rigs. Seafarer Langham was
born in Alabama and was a resident of
Robertsdale, Ala. Surviving is a brother,
Ernest of Pt. Clear, Ala.
Pensioner Chris A.
Markris, 54, died of
a heart attack in the
Mobile Infirmary on
Jan. 18. Brother Mar
kris joined the SIU in
^ the port of Mobile in
/
1951 sailing as a
' cook. He was a vet
eran of the U.S. Army in World War II.
Seafarer Markris was born in Mobile
and was a resident there. Burial was in
Magnolia Cemetery, Mobile. Surviving
are his parents, Mr. and Mrs. Aleck
Markris; a brother, Zackarias (Jack); a
sister, Mrs. Daphne Zavros, and a niece,
Adrianne Markris, all of Mobile.
Raymond B. Bryne died on Mar. 13.
Brother Bryne last sailed on the SS
Tamara Guilden (Transport Commer
cial) in 1965. He was a resident of New
Orleans.
Lester E. Miles,
42, died on Dec. 1,
1977. Brother Miles
joined the SIU in the
port of Norfolk in
1962 and sailed as a
fireman - watertender.
He sailed 17 years.
Seafarer Miles was a
veteran of the U.S. Army in which he
was a PFC auto-truck mechanic. Born
in Akron, Ohio, he was a resident of
Bayamon, P.R. Surviving are his wid
ow, Julia, and his parents, Mr. and Mrs.
E. L. Miles of West Richfield, Ohio.
Frank Naklicki,
62, died of a heart atm,
\ tack on the ST Overf 1^
seas Ulla (Maritime
Overseas) while at
sea on Mar. 12.
Brother Naklicki
joined the SIU in
1944 in the port of
New York and sailed as a chief steward.
He sailed 35 years and walked the
picket line in the 1965 District Council
37 strike, A native of Eastford, Conn.,
he was a resident of New York City.
Surviving are his widow, Patricia and
his mother, Lena of Eastford.
Eugene A. Reed,
59, died on Dec. 13,
1977. Brother Reed
joined the SIU in
• 1942 in the port of
New Orleans and
sailed as an AB. He
sailed during World
War II. Seafarer
Reed was also a World War II veteran
of the U.S. Navy. Born in Whittier,
Calif., he was a resident of La Pine,
Ore. Surviving is his widow, Frances.
James R^an, 80,
passed away on July
3, 1977. Brother Re
gan joined the SIU
in the port of Hous
ton in 1960 and
sailed as a firemanwatertender. He
sailed 25 years. And
he was a World War I veteran of the
U.S. Navy. A native of New York City,
he was a resident of New Orleans. Sur
viving is a daughter, Johnnie Ruth of
Port Arthur, Tex.
WUlie Slater, Jr.,
42, died on Mar. 23.
Brother Slater joined
the SIU in the port of
Mobile in 1957 and
sailed as a chief stew
ard. He sailed 28
years. Last year he
was on the Sea-Land
Shoregang in San Francisco. Seafarer
Slater was a veteran of the U.S. Air
Force. A native of Prichard, Ala., he
was a resident of Livermore, Calif.
Surviving are his widow, Lydia; five
sons. Van, John, Larry, Willie and Alphonse, and three daughters, Rosie,
Julie and Gail.
Paul J. Rehberger, 51, died on Feb.
26, 1976. Brother Rehberger joined the
SIU in 1945 in the port of Buffalo, N.Y.
and sailed as an AB and bosun on the
East and West Coasts for 17 years. He
sailed as a first mate from 1970 to 1976.
Laker Rehberger was also a lyricist
songwriter. Bom in Lebanon, III., he
was a resident of Cypress, 111. Surviving
are his widow, Rita; a daughter, Lisa,
and his mother, Mrs. Ralph Rehberger
of Lebanon.
Charles E. Smith,
55, died of lung fail
ure in the New Or
leans USPHS Hos
pital on Feb. 19.
Brother Smith joined
the SIU in the port of
_ New York in 1961
and sailed as a
QMED which he earned at Piney Point
in 1976. He sailed 32 years. Seafarer
Smith was a World War II veteran of
the U.S. Navy. Born in Orange CityBonifay, Fla., he was a resident of
Orange City. Burial was in Oakdale
Cemetery, Deland, Fla. Surviving is his
father, Simon of Orange City.
Douglas L. Smith,
Sr., 48, died of heart
failure in the Balti
more City (Md.) Hospital on Jan. 8.
Brother Smith joined
the SIU in the port of
Baltimore in 1967
and sailed as a chief
electrician and QMED. He graduated
from the SIU-District 2 MEBA School,
Brooklyn, N.Y. as a third assistant en
gineer in 1969. Last year he studied
welding at the HLS. He had been a rail
road conductor and brakeman. And he
was a veteran of the U.S. Army. A na
tive of Dickerson, Md., he was a resi
dent of Baltimore. Interment was in
Westview Cemetery, Elicott City, Md.
Surviving are two sons, Douglas and
Daniel of New Carrollton, Md.
Theodores Spanos,
52, died in February.
Brother Spanos
joined the SIU in the
port of New York in
1970 sailing as afireman-watertender and
pumpman. He sailed
24 years. Seafarer
Spanos attended the School of Marine
Engineering, Brooklyn, N.Y. from 1969
to 1970. From 1944 to 1949, he was in
the Greek Navy. Born in Piraeus,
Greece, he was a resident of New York
City. Surviving are his widow, Ursula; a
son, George, and a daughter, Chrisoula.
Alonzo D. Sistrunk, 70, passed
away last year.
Brother Sistrunk
joined the SIU in
1947 in the port of
Baltimore and sailed
as a chief steward.
He sailed 46 years.
Seafarer Sistrunk was a veteran of the
U.S. Marine Corps in the early 1920s.
Born in Mississippi, he was a resident
of San Francisco. Surviving are his
widow, Margrete of Covington, La.;
two stepsons, William R. and Richard
R. Craven; three stepdaughters, Libba
S., Jennifer R. and Elizabeth Craven; a
brother, O.K. Sistrunk of Jackson,
Miss.; a nephew, Kenneth Sistmnk of
Cleveland, Tenn., and a niece, Donna
Sistrunk.
Pensioner Geoige T. Sturgis, 77, died
of lung failure in the Norfolk USPHS
Hospital on Dec. 18, 1977. Brother
Sturgis joined the Union in the port of
Norfolk in 1960 and sailed as a chief
engineer for McAllister Brothers from
1951 to 1965 and for the Chesapeake
and Ohio Railroad from 1950 to 1951.
A native of Virginia, he was a resident
of Norfolk. He was a veteran of the U.S.
Navy in World War I. Interment was in
Forest Lawn Cemetery, Norfolk. Sur
viving are his widow, Mary, and a son,
Edward.
Raymond Ruppert,
53, died on Feb. 27.
Brother Ruppert
joined the SIU in
1943 in the port of
New York sailing as
an OS and cook. He
walked the picket
line in the 1961
Greater N.Y. Harbor strike and in many
other Union beefs. Seafarer Ruppert
was a World War II veteran of the U.S.
Army. Born in New York, he was a
resident of Brooklyn, N.Y. Surviving
arc three sisters, Mrs. Eleanor Eisner of
Brooklyn, Mrs. Adelaide Mihalchik of
Astoria, Queens, N.Y., and Mrs. Belle
A. Elukowicz of Massapequa Park,
L.I., N.Y.
Pensioner Casimir
Szymanski, 62, died
of lung failure in
Pennsylvania Hospi
tal, Philadelphia on
Feb. 23. Brother Szymanski joined the
SIU in 1947 in the
port of Philadelphia
sailing as a chief cook. He sailed 37
years. Seafarer Szymanski was a veteran
of the U.S. Army. Born in Philadelphia,
he was a resident there. Surviving are
his mother, Eleanor; a brother, Mat
thew of Parkerstown, N.Y., and two
sisters, Mrs. Theodora Dobozinski of
South Plainfield, N.J. and Mrs. Eleanor
Mills of Morrisville, Pa.
Pensioner James R.
^ Williams, 61, died on
•^ Mar. 17. Brother
^
' Williams joined the
SIU in the port of
New Orleans in 1955
and sailed as a fireman-watertender. He
sailed 29 years. Sea
farer Williams was a World War II vet
eran of the U.S. Air Forces. A native of
Laurel, Miss., he was a resident there.
Surviving are his mother, Mary; a sis
ter, Mrs. Alatha M.W. Simmons, and a
nephew, Leroy Simmons, all of Laurel.
F
Pensioner Leonard L. Gorden, 73,
died of lung cancer on Feb. 11. Brother
Gorden joined the SIU in 1944 in the
port of Philadelphia and sailed as a
bosun. He sailed 31 years. Seafarer
Gorden was a veteran of the U.S. Army
in World War II. Born in Norway, he
was a resident of Slidell, La. Interment
was in Forest Lawn Cemetery, Slidell.
Surviving are his widow, Railda; a son,
Leonard, both of Santos, Brazil, and a
godchild, Gina R. Collins of Gretna,
La.
Pensioner Malcolm J. MacDonald,
76, passed away on Mar. 6 in Bacanal,
Isle of Lewis, Scotland. Brother MacDonald retired from the SIU in 1967.
He sailed 42 years. Seafarer MacDonald
was a native of Scotland. Burial was in
Scotland. Surviving are a brother, An
gus of Glasgow, Scotland; two nieces,
Marion MacLeod and Christiana Mac
Donald, both of Stornoway, Scotland
and a cousin, John MacDonald of North
Bragar, Stornoway.
May 1978 / LOG / 33
�The Mississippi River allows the biggest tows and some of the most complicated barge maneuvers on the inland waterways. Making it all look easy here is Na
tional Marine Services' 4,300 hp. National Gafeway with ammonia barges in tow.
Barging on the MississippiThis story is the fourth in a regular fea
ture on SW-contracted towing companies.
The feature is designed to provide SiV
Boatmen with more knowledge of their in
dustry^ and to give all SlU members a closer
look at the job opportunities on the inland
waterways.
Last month an SIU crew took the National
Glory and her tow of two 300-ft., 31.000-ton
barges over the Chain of Rocks, a treacherous
channel in the Mississippi River that hadn't been
navigated in 20 years.
The National Glory's crew is one of the top to
bottom SIU crews that work for National Marine
Service, Inc. of St. Louis, Mo. And they are
among the reasons why the company president,
David Wright, says, "Our greatest source of pride
is in the people of National Marine. They are a
thoroughly competent, resourceful and technically
skilled group of people."
But the National Glory's crew and their SIU
brothers at National Marine are content to be
known by one word—rivermen—a proud breed
of boatmen who closely identify with the vast net
work of Western Rivers that provides their live
lihood.
Like the rivermen they rely on, river companies
are a unique part of the towing indu.stry. And
their unique qualities are .shaped by the River it
self. The Mississippi River system allows the big
gest tows and demands the most complicated
barge maneuvers in the industry. It is also one of
the country's greatest natural resources for com
mercial growth.
Began on Lakes
William Creelman, executive vice president of SIUcontracted National Marine Services and president
of its transport division, is a strong supporter of the
Lundeberg School.
National Marine grew along with the barge in
dustry's advances on the River, but it didn't start
out there. This river company began on the Great
Lakes in 1927 as Lake Tankers Corp. with a
single tanker and offices in New York City.
Then as now, the company's main business was
transporting bulk liquids. Its tanker service ex
panded to the Lakes, the New York State Barge
Canal and the East Coast. But when the oil and
chemical business started to move from the con
centration of customers on the East Coast to the
Gulf, Lake Tankers moved—and changed—along
with it. Barges were added to the fleet in 1935 on
the Mississippi and in 1943 on the Gulf Coast
waterways.
This was the period when the barge industry
reclaimed and surpassed the prominence that the
Mississippi River steamboats had lost to the rail
roads in the 19th century. The introduction of the
diesel-powered towboat in the 1930's enabled the
transport of bulk commodities in quantities that
had never been possible before on the inland
waterways. And by 1939, major work was com
pleted on the extensive system of locks and dams
that tamed the Mississippi for far-reaching naviga
tion.
Lake Tankers expanded with the rebirth of
river commerce and changed its name to fit its
more widespread role in water transportation.
Like the beaver which is the company trademark.
National Marine Service went to work on the
fivers and left its mark there.
17 Towboats
It set up corporate headquarters in St. Louis in
1966 and today provides transport throughout
14,000 miles on the Mississippi system and the
Gulf Intracoastal Waterway. The tankers have
been sold, but National Marine now does the job
of carrying bulk liquids with a fleet of 17 towboats
and 121 barges.
When the SIU organized National Marine in
1960, the company's fleet was less than half that
size. The Union and the company have grown to
gether and now serve more than 130 customers in
the chemical, fertilizer and petroleum industries.
The way they do it illustrates what river towing
is all about. National Marine's boats range from
700 hp. to 4,300 hp. and its barges from 1,200
tons to 3,200 tons. The smaller barges measure
100 feet long by 50 feet wide and the larger are
298 feet by 54 feet. The wide size range gives the
fleet the flexibility that the rivers demand.
National Marine's main run from Corpus
Christi, Tex. to Chicago is a good example. Since
the Gulf Intracoastal Canal has a maximum width
of 125 feet, the first leg of the run is limited to
tows one barge wide. One of the smaller horse
power towboats takes up to five barges on the
Canal to Baton Rouge, La.
Between Baton Rouge and St. Louis, the Mis
sissippi opens up to over 1,000 feet wide at some
points. A larger boat takes over at the beginning
of this stretch with a typical tow of eight 20,000
ton barges, four barges wide.
34 / LOG / May 1978
J
�National Marine spearheaded development of methods for transporting anhydrous ammonia, a fertilizer. Two of its ammonia barges are shown here loadinq at
a fertilizer plant in Louisiana.
National Marine Does the Job
i
i
But the tow has to be broken up to pass through
locks above and below St. Louis before it con
tinues with a smaller boat up the Illinois Waterway
to Chicago.
Must Swap Tows
What all this means is a looping series of runs
in which the boats constantly swap tows and turn
around to meet the next section of the run. It
means complex scheduling coordinated with Na
tional Marine di.spatchers in Houston and New
Orleans. And it means rivermen capable of carry
ing out these changing maneuvers, from the cap
tains to the tankermen who walk the rows of
barges and are directly re.sponsible for their secure
connections.
The Corpus Christi to Chicago run takes about
15 days. But delays at the locks above St. Louis
are a major problem. Almost all of these locks on
the Mississippi are too small for the large tows on
the River today. Double locking, that is, breaking
up the tow and going through the locks in two
sections, takes about one-and-one-half hours.
Moreover maintenance and repairs on the locks
create even bigger back-ups.
When the National Glory went over the Chain"
of Rocks, she avoided a ihree-day wait on the
Chain of Rocks Bypass Canal that leads into
Lock 27, one of the key locks on the River near
St. Louis.
Trying out special ways of doing things on the
rivers is nothing new for National Marine. In
1970 a National Marine boat set a record for mov
ing the largest single shipment of anhydrous am
monia on the inland waterways—eight 20,000
ton barges of this fertilizer.
The company also introduced the first double
skin, all aluminum tank barge for nitrogen fer
tilizers, acids and other chemical cargoes. In the
1940's it designed the first retractable pilot house
used on the New York State Barge Canal. More
recently it designed the first controllable pitch
propellers on a towboat.
Keeping pace with technological advances in
the industry is as much of a challenge for rivermen
as the River itself. And William Creelman, execu
tive vice-president of National Marine, and presi
dent of its transport division, believes that the
Harry Lundeberg School is the way to meet this
challenge.
Company policy is to hire only tankermen who
have trained at the School, he explained. Six
steersmen recently went to work for the company
after getting their towboat operator licenses at the
School. They can expect to move up to pilot with
in six months, Creelman said. Moreover, National
Marine encourages its long term pilots and cap
tains to go to the School for refresher courses.
Capt. Irvin Gros, a former National Marine cap
tain, is now the boat handling instructor for the
HLS Inland Training Program.
National Marine has good reason to plan for the
future. Although it is over half a century old, it
hasn't stopped growing. Fourteen new barges are
on order and long range plans will create even
greater expansion.
Creelman explained that the company hopes to
enter ocean and coastwise barging which is ex
panding rapidly in National Marine's old home,
the East Coast. "We see our absence from the
Lakes and the East Coast as strictly temporary,"
he said. "We'll be back."
'
m
v>i-- ;
fV
......
I 0 • *I idfi •• •
The National Voyager \s one of 17 towboats in National Marine's fleet. All are manned top to bottom by the
SlU. The company has 121 barges that carry a wide range of bulk liquids, including oil, chemicals, and
fertilizer.
May 1978 / LOG / 35
�i
HLS UPGRADING CLASS SCHEDULE 1978
Belotc is complete list of all upgrading courses,
and their starting dates, that are available for
Sill members in 1978. These include courses for
deep sea,.Great Lakes and inland waters.
Sill members should be aware that certain
courses may be added or dropped from the
schedule as the need arises. However, the Log
tvill try to keep you abreast of these changes.
For further information regarding the courses
offered at the Lundeberg School, members
should contact their local SW representative, or
write to the Lundeberg School Vocational Edu
cation Department, Piney Point, Md. 20674.
or call the School at (301) 994-0010
I
LNG
QMED
June 26
July 24
August 21
September 18
October 16
November 13
December 11
Towboat Operator Western
Rivers
August 7
Towboat Operator Inland &
Oceans
August 28
Mate & Master
September 25
Chief Steward (maximum 1
student per class)
June 26
July 24
August 21
September 18
October 16
November 13
December 11
Chief Cook and Cook & Baker
(maximum 2 students for Chief
Cook and 2 students for Cook &
Baker for each class scheduled)
June 12
June 26
July 10
July 24
August 7
August 21
September 4
September 18
October 2
October 16
October 30
November 13
November 27
December 11
December 22
October 2
FOWT
July 10
August 31
October 16
November 23
Pumproom, Maintenance &
Operation
October 9
Maintenance of Shipboard
Refrigeration Systems
June 2
Diesel Engineer
July 31
Welding
June 12
June 26
July 10
July 24
August 7
August 21
September 4
September 18
October 2
October 16
October 30
November 13
November 27
December 11
December 22
he
f.
Assistant Cook
Special Programs to be
Set Up Upon Request
/•V n
Lifeboat and Tankerman
Able Seaman
June 12
July 10
August 17
September 18
November 13
Quartermaster
October 16
36 / LOG / May 1978
June 8
June 22
July 6
July 20
August 3
August 17
August 31
September 14
September 28
October 12
October 26
November 9
November 24
December 7
December 21
�A Few Hundred More Meals^ He'll Be a Chief Steward
Training at the Lundeberg School
means the diflFerence between a promis
ing career and just another job. Sea
farer Chris Hagerty has a career that
began at HLS two years ago and is still
progressing. He is 24-years-old and
works as a chief cook out of the port
of Houston.
In 1976, Brother Hagerty attended
the basic vocational program at the
Lundeberg School. While in this pro
gram he enrolled in the Third Cook
Program. He said, "I learned the basics
of cooking while in the program. It has
improved so much since that time. The
actual work experience helps the stu
dents to learn by doing. And I'm sure
that the program will keep on improv
ing."
After graduating from Class No. 199
at HLS, Seafarer Hagerty's first job was
on the USNS Potomac. "I stayed on
this vessel for seven months," he said.
Brother Hagerty then returned to
HLS for his cook and baker endorse
ment. He said, "the baker program was
really great. I enjoyed myself and
learned a lot. The baker course is one
of the best at HLS in the steward de
partment." With the knowledge he
gained from this program. Brother
Hagerty got his first baker's job. "I had
no problem," said Chris.
After working for a while, he re
turned to HLS for the LNG Course and
was a member of the first crew aboard
the LNG Aquarius. He said, "I liked
the LNG vessel and I learned a lot
while aboard her. I worked under two
very good stewards and the equipment
in the galley was quite modern."
SlU VP Gets Randolph Award
Chris Hagerty
SIU Gulf Area Vice President Lindsey J. Williams (2nd right) receives the New
Orleans A. Philip Randolph Institute Award recently at a testimonial banquet
in his honor. The award was for his contributions to maritime labor, to educa
tion, and to politics. At the presentation were (I. to r.): Lena Craig Stewart,
banquet chairwoman; Louisiana Rep. Johnny Jackson, Jr., and Willie H. Mont
gomery, staff representative of the AFL-CIO. Also at the dinner was Congresswoman Lindy Boggs (D-La). Among the Institute's goals are voter registration
arid political participation in the black community.
KNOW YOUR RIGHTS
Notke to Members On Job Call ProteJure
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions^ Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All-trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various tnrst funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board,
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
Brother Hagerty felt comfortable work
ing on the LNG Aquarius. "Actually I
got more sleep on the LNG vessel than
I did on a tanker because I felt it was
safe. The LNG vessels are not the big
hazard that everyone is saying that they
are," he commented.
Recently, Seafarer Hagerty com
pleted the Chief Cook Program at the
Lundeberg School. "In this program I
learned how to prepare main dishes. I
had actual experience in the HLS gal
leys and commissary," he said.
Improving his education and being a
member of the SIU are two very im
portant things in Seafarer Hagerty's
life. After completing the Chief Cook
Course, he attended the "A" Seniority
Upgrading Class. He has plans of at
tending the Welding Course in May to
have as he said, "a basic knowledge of
welding so that I can do minor repairs."
As soon as he gets the required seatime.
Brother Hagerty wants to return to
HLS for chief steward.
Hagerty regards HLS as a key factor
in his career growth. In the two years
since he completed the basic vocational
program, he has advanced steadily as a
professional Seafarer. "The Lundeberg
School is a great place. It provides a
way to get started in the industry and is
a great way to get ahead."
• clinic card
• seaman's papers
INLAND
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feci any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
iHiiniifliiiniiiiiiiniiiiiiifliiiiiiiiiiii[iiiiiijiiiiiiiiiijiiiiiiiiiiiiiiiiiiiiiiiiiiijiH^
patrolman or other Union official, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given-such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
-SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservatitm
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y.11232.
May 1978/ LOG / 37
�fri
Greg Hamilton
I. f
Seafarer Greg
Hamilton, 22, is a
1972 trainee grad
uate of the Harry
Lundeberg School
(HLS) Finey Point,
Md. He upgraded
to AB there this
year. U pgrader
Hamilton has his
firefighting, lifeboat, and cardio-pulmo
nary resuscitation tickets. Born in Cali
fornia, he is a resident there and ships
out of the port of San Francisco.
DON'T UPGRADE AT HLS,
IT WON'T MAKE ANY
DIFFERENCE.
Robert Ivanauskas
Bruce Swisher
Seafarer Bruce
Swisher, 22, grad
uated from HLS in
1975. In 1976, he
upgraded to fire
man - watertender
there and to QMED
this year. He has all
his tickets for firefighting, lifeboat,
and cardio-pulmonary resuscitation.
Born in Seattle, he is a re.sident there,
and ships out of that port.
Seafarer Robert
Ivanauskas, 24,
graduated from the
HLS in 1973.He up
graded to firemanwatertender there
in 1976 and to
QMED in 1978.
Upgrader Ivanaus
kas has the firefight
ing, lifeboat, and cardio-pulmonary re
suscitation tickets. He was born in
Havre de Grace, Md., lives in Bel Air,
Md., and .ships out of the port of New
York.
Chris Hagerty
Glenn Bumpus
Seafarer Chris
Hagerty, 24, is a
1976 grad of the
HLS. He upgraded
to cook and baker
in 1977 and to chief
cook in 1978. Upgrader Hagerty has
firefighting, life
boat, and cardio
pulmonary resuscitation tickets. A na
tive of Denver, Colo., he resides and
ships out of the port of Houston.
Seafarer Glenn
Bumpus, 23, is a
1973 HLS grad.
This year he up
graded to QMED
there. He has earned
his firefighting and
lifeboat tickets. Up
grader Bumpus was
born in Seagraves,
Tex., resides in Galveston, and .ships
out of the port of Houston.
Dougal Young
Seafarer Dougal
Young, 22, grad
uated from the
Lundeberg School
in 1974. Last year
he upgraded to AB
at the School. He
holds firefighting
and lifeboat tickets.
Upgrader Young is
a native of Sacramento, Calif. He re
sides and ships out of the port of San
Francisco.
John Dierenfeld
Seafarer lohn
Dierenfeld, 22, up
graded to AB at the
HLS this year. He
graduated from the
School in 1975.
Upgrader Dieren
feld has his fire
fighting, lifeboat,
and cardio-pidmonary resuscitation tickets. Born in Iowa,
he lives in the port of New Orleans and
ships out from there.
38/ LOG / May 1978
Kevin Cooper
Seafarer Kevin
Cooper, 26, com
pleted the HLS
Trainee Program in
1969. He's been
sailing as a firemanwatertender since
he finished the up
grading course at
Piney Point in 1972.
Upgrader Cooper has got his lifeboat,
cardio-pulmonary resuscitation, and
firefighting tickets. He was born in New
York City, re.sides in San Diego, Calif,
and ships out of the port of Wilming
ton.
UNTIL YOU OPEN YOUR
WALLET.
It's this simple—an AB earns more than an Ordinary.
Getting your AB ticket is almost as simple. Come to
HLS and take the AB course, it starts on July 10.
To enroll, see your SlU Representative or contact:
Vocational Education Department
Harry Lundeberg School
Piney Point, Maryland 20674
Phone: (301) 994-0010
Ogden Willamette Committee
Bob Laube
Seafarer Bob
Laube, 27, has been
riding with the SlU
since he graduated
from the HLS in
1974. He returned
to the School in
1977 to upgrade to
fireman - watertender. He has the
cardio-pulmonary resuscitation, fire
fighting, and lifeboat tickets. Upgrader
Laube is a native of Long Beach, Calif.,
lives in Newport Beach, Calif., and
ships out of the ports of San Francisco
and Wilmington.
Listening to Chief Steward E. C. Cooper (far left) secretary-reporter of the
ST Ogden Willamette (Ogden Marine) tell a sea story is the Ship's Committee
of (I. to r.): Engine Delegate G. "Fuzzy" Brannan; Deck Delegate S. Parr;
Steward Delegate Juan Gonzales, and Bosun J. R. Broadus, ship's chairman.
The tanker paid off on Apr. 14 at Stapleton Anchorage, S.I.. N.Y.
�t-
»
Donated $100 or More
To SDAD Since Beginning' of 1978
The following SW members and other concerned individuals, 292 in all, have demonstrated an active interest in participating in political
and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more
to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money,
such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through
voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions.
It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no
contribution without fear of reprisal.) Eight who have realized how important it is to let the SIU's voice be heard in the Halls of Congress
have contributed $200, one has contributed $300, one has given $500, and one $600. The Log runs the SPAD Honor Rolls because the Union
feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of our report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.)
NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday
of the previous month.
Adams, W.
Demetrios, J.
Spencer, G.
Raines, R.
Adamson, R.
Dengate, H.
Stalgy, R.
Randazza, L.
Air, R.
Di Domenico, J.
Stearns, B.
Ratcliffe, C.
Diaz, R.
Alcarin, G.
Stravers, L.
Reck, L.
Hurley, M.
Diercks, J.
Algina, J.
Newberry, H.
Olson, F.
Perez, J.
Sucntic, S.
Regan, F.
Allen, E.
Huss, P.
Nihom,W.
DiGiorgio, J.
Paczkowski, S.
Petak, P.
Surrick, R.
Reinosa, J.
Novak, A.
Doak, W.
lovino, L.
Allen, J.
Pagano, J.
Phillips, R.
Swain, C.
Reza, O.
Oldakowski, E.
Dobbins, D.
Ipsen, L.
Amat, K.
Papuchis, S.
Poer, G.
Tanner, C.
Richoux, J.
Olds, T.
Jacobs, R.
Dolan, J.
Ammann, W.
Passapera, F.
Pretare, G.
Taylor, F.
Roades, O.
Olivera,W.
Donnelly, M.
Johnson, R.
Anderson, D.
Paulovich, J.
Prevas, P.
Terpe, K.
Roberts, J.
Jolley, R.
Donovan, P.
Anderson, E.
Pelfrey, M.
Thaxton, A.
Rodriguez, R.
Jones, C.
Antlci, M.
Domes, R.
Thomas, F.
Rondo, C.
Jones, R.
Drozak, F.
Antone, F.
Thomas, J.
Royal, F.
Kastina,
T.
Dryden,
J.
Appleby, D.
Thorbjorsen, S.
Rung, J.
$600 Honor Roll
Kenny, L.
Ducote, C.
Aronica, A.
Tilley,J.
Ryan, T.
Dudley, K.
Kirby,M.
Atkinson, D.
Sacco, M.
Todd, R.
Pomerlane, R.
Dwyer, J.
Kitchens, B.
Aumiller, R.
Sacco,J.
Troy, S.
Kizzire, C.
Dyer, A.
Babkowski, T.
Salazar, H.
Turner, B.
Eschukor, W.
Knoff, J.
$500 Honor Roll
Barnes, D.
M.
Sanchez,
Uusciato, J.
Evans, J.
Bauer, C.
Koflowich, W.
SanFillippo, J.
Vanvoorhees, C.
Antich,
J.
Fagan, W.
Beeching, M.
Kowalski, A.
San Fillippo, J.
Velandra, D.
Faitz, F.
Bellinger, W.
Kramer, M.
Sapp, C.
Vclez, R.
$300 Honor Roll
Fanning, R.
Krittiansen, J.
Berglond, B.
Schabland, J.
Vukmir, G.
Fay,
J.
Lance,
W.
Bjornsson, A.
Walker, T.
Schatz, G.
Chartier, W.
Fergus, S.
Lankford, J.
Blackwell, J.
Scheard, H.
Ward, M.
Fgi'sliee,
R.
Larkin, J.
Schwartz, A.
Bluitt, J.
Webb, J.
Filer, W.
$200 Honor Roll
Lee,K.
Bluitt, T.
Schwarz, R.
Whifmer, A.
Firtb, R.
Bobalek, W.
Leionek, L.
Seagord, E.
Wilhclmsen, B.
Ahmed, F,
Fletcher, B,
Bonser, L.
Lesnansky, A.
Selzer, R.
Williams, L.
Bernstein, A.
Florous, C.
Bourgois, M.
Lewin, A.
Selzer, S.
Wilson, C.
Ellis, P.
Foley, P.
Boyne, D.
Lewis, J.
Shaw, L.
Wolf, P.
Hagerty, C.
Frank, S.
Brady, J.
Libby, H.
Siglcr, M.
Wood, C.
Kcragood, M.
Frazier, J.
Brand, H.
Lindsey, H.
Smith, B.
Wright, A.
Lombardo, J.
Frounfelter, D.
Brown, G.
Lively, H.
Smith, L.
Wright, F.
McCullough, L.
Fuller, E.
Brown, I.
Loleas, P.
Somerville, G.
Wydra, R.
Pow, J.
Brown, I.
Fuller, G.
Long, L.
Soresi, T.
Yarmola, J.
Furukawa, H.
Bryant, N.
Lunsford, J.
Spady, J.
Zai, C.
Gallagher, L.
Buccl, P.
Macmberg, D.
Speller, J.
Zeloy, J.
Gard, C.
Buffinton, O.
Malesskey, G.
Gavin, J.
Butcb, R.
Mandene, S.
George, J.
Campbell, A.
Mann, C.
Gimbert,
R.
Csirr, J.
Mann, J.
Glenn, J.
Carroil, J.
Marchaj, R.
SEAFARERS POLITICAL ACTIVIH DONATION
Cavalcanti, R.
Glenn, J., Jr.
Martin, T.
(SPAD)
Cberup, N.
Glidewell, T.
MatbU, M.
675 FOURTH AVENUE
BROOKLYN, N.Y. 11233
Cinquemano, A. Gobrukouieb, S.
McCarthy, L.
S.S. No..
Coffey, J.
McNeely, J.
Graham, E.
ColierIII,J.
McCartney, G.
Grepo, P.
Contributor's Name,
.Book No..
Comstock, P.
McCorvey, D.
Grima, U.
Address.
Conklln, K.
McElroy, E.
Guillen, A.
Cookmans, R.
McKay, M.
Hager, B.
City
.Zip Code
.State.
McKay, R.
Corder, J.
HaU, P.
I acknowledge and understand that SPAD Is a separate segregated fund established and administered
McKay, R.
Costa, F.
HalI,W.
by my Union to engage In political activities and to make contributions and expenditures for candidates
Costango, J.
Meacbam, H.
Hamblet, A.
seeking political office and solicits and accepts only voluntary contributions, and I have the right to
refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun
Meffert, R.
Hamilton, G.
Costango, G.
tarily determine and I herewith contribute the sum of $
. This contribution constitutes my
Mollard, C.
Craig, J.
Hant, K.
voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A
copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from
Crocco,G.
Harris, W.
Mongelli, F.
the Federal Election Commission. Washington, D.C.
Curtis, T,
Hauf, M.
Moore, J.
Dallas, C.
Morris, W.
Haykes, F.
Signature of Solicitor
Port
Dalman, G.
Morrison, J.
Heacox, E.
Solicitor's No.
$
Davis, J.
Mull, C.
Heniken, E.
Debarrios, M.
Murray, R.
Higgins, J.
DeChamp, A.
Myers, H.
Home, H.
Delea, G.
Houlihan, M.
Nash,W.
Del Moral, A.
Hunter, W,
Nelson, D.
SPAD Honor Roll
1978
May 1978 / LOG / 39
�The educational opportunities at
HLS for Seafarers are now better
than ever. Our school has estab
lished a new cooperative program
with near-by Charles County Com
munity College, Through this pro
gram, every graduate of a course
at HLS earns college credit for that
course.
This means that we can now earn
college credits for the courses we
take at HLS in two different ways.
First of all, we can use the credits
recommended by the American
Council on Education at the school
of our choice (see the December,
1977 Log for more information on
this). And secondly, when we satis
factorily complete a course at
HLS, we receive credits toward
an Associate Degree at Charles
County Community College. Sea
farers who want to could complete
a certain number of courses at HLS
and then attend college for sub
jects like higher-level English and
Math. We could receive an Associ
ate Degree from the college, and
the credits we got at HLS would
count toward that degree just like
the credits we earned right on the
college campus.
So, the SlU's belief in education
is really paying off for all of us.
American Seafarers have long been
among the best trained maritime
workers in the world. Now, through
the efforts of the educators at HLS
who believe in us so much, we are
going to get the recognition we de-
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
X8S^"MAY 1978
learning operated for the benefit of
to grow to meet our needs, we can
serve as professional seafarers.
seafarers—a
place where we can
Our educational programs at HLS look forward to the day when HLS
earn an Associate Degree in the
have grown and developed to meet itself will become a degree-granting
art and the science of Seafaring.
our needs. What we needed was institution—an institution of higher
very technical courses that trained
us—from the beginning jobs right
to the very top—in the skills we
needed to handle automated en
gine rooms and cargo systems,
LNG, radar, celestial navigation,
portion-control galleys, and many,
many other advances in the Ameri
can maritime industries.
The days when we simply tied
knots or read gauges are long gone
—now we're trained, skilled pro
fessionals. This new opportunity
for college credits recognizes our
growth from "Jack Tar" of the old
days to the professional seafarers
we are today.
And, as our union has always be
lieved, tomorrow is also a day. The
progress we have made at our
school creates new goals for us as
well as new opportunities. As we The new college credit program at HLS Is offered in cooperation with
continue to grow as professional Charles County Community College. Seafarers can use the credits they
seafarers, and our school continues earn at HLS to fulfill part of the requirements for an Associate Degree.
HLS Has College Credits for Seafarers
Graduates of the basic vocational courses at HLS earn college credits for
these courses in much the same way as college freshmen earn credits for
their first-year, introductory courses.
Important Facts for You
The advanced, technical nature of seafaring skills today certainly requires
educational programs that equal college-level professional courses. For
this reason, graduates of every upgrading course at HLS earn credits when
thev satisfactorily complete the course.
mm-
• ALL the vocational courses at HLS—basic, advanced and up
grading—carry college credit. SOME of the academic courses
also carry credit.
• if you took a course at HLS a few years ago, you may be eligible
for college credits—your eligibility depends on the date you took
the course.
• Students who are attending HLS now, or who take courses at HLS
in the future, pay no fees or charges—HLS pays all the costs for
registration and credits.
• To get credits for courses taken at HLS in the past, Charles
County Community College charges a small fee which the student
must pay.
Find Out About The New
College Credits Available at HLS
When a seafarer enrolls In a course at HLS, he registers for the Charles
County Community College credits at the same time. The Registrar, Mrs.
Susie Stedman, assists every student in completing the registration.
X.
The Lundeberg School has a complete list of all the courses that
carry credit and the beginning date of credit for each course. The
school also has the forms needed to register and a complete ex
planation of all fees. To get this information—and any other help
you may need—^just contact: Mrs. Susie Stedman, Registrar CCCO
Harry Lundeberg School Piney Point, Maryland 20674
�
Dublin Core
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
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Title
A name given to the resource
May 1978
Description
An account of the resource
HEADLINES
CARTER SIGNS PRIVATE DREDGING LEGISLATION INTO LAW
SIU, AGLIWD APPROVES MERGER WITH MC&S
HOUSE OKAYS MARITIME SUBSIDY ACT 326-81 FOR 1979
SENTATE PASSES INLAND USER CHARGES, L & D 26
GREEN TICKET AB ENDORSEMENT
UNION HELPS CLEAR UP PHS PAYMENT SNAFU
HALL CALLS U.S. FREE TRADE ‘OUTDATED AND UNREALISTIC’
MURPHY, BLACKWELL, DASCHBACH SAYS U.S. MUST BOLSTER MARITIME
GREAT LAKES COLA
NAVY LEAGUE: BEEF UP U.S. MARITIME
MTD CHARTERS NEW PORT COUNCIL IN JACKSONVILLE
DELTA’S CLARK NAMED THE N.O. DOCK BOARD
HOUSE BILL WOULD PROMOTE U.S. INDUSTRY, PROTECTS JOBS OF U.S. MARITIME WORKERS
SENATE MOVES TO PROTECT U.S. MARITIME INTERESTS
SENATE ADOPTS USER CHARGE, DOMENICI BILL IS DEFEATED
COAST GUARD CHIDED FOR LAX SAFETY OVERSIGHT
NEW TOWBOAT JOE BOBZIEN
NEW SIU CONTRACTED TANKER, BROOKS RANGE
NAVAL ARCHITECT GIVES REACTION TO BOOK ABOUT LNG
SIU EFFORTS WIN DEMAND FOR U.S. SHIPS IN OVERSEAS MAIL
POLLUTION CONTROL REGULATIONS PUBLISHED IN FEDERAL REGISTER
LAKERS READY FOR SUMMER SHIPPING
ANOTHER FREEZING WINTER THAWS OUT- AND THE GREAT LAKES FLEET FITS OUT
IOWA BEEF BOYCOTT, 14 MONTH STRIKE ENDS
MINING SHIPS SHOULD BE U.S.-BUILT, MANNED
OCEAN MINING- A NEW INDUSTRY: BUT WILL U.S. WORKERS BENEFIT FROM IT?
SENATE PASSES INLAND USER CHARGES, L & D 26
WORKING FOR COORS WITH A LIE DETECTOR STRAPPED TO YOUR BODY
BARGING ON THE MISSISSIPPI
NATIONAL MARINE DOES THE JOB
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
5/1/1978
Format
The file format, physical medium, or dimensions of the resource
Newsprint
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
Vol. 40, No. 5
1978
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/ad5f9260a61e86450a995b8e639ba40c.PDF
bec881cb5f58ab383bcd416da655756e
PDF Text
Text
.
-.TT
X . 'l
i • A
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
r&'-r APRIL 1978
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f
•4, ' • '
.1
. -i
.1
fSee Page 13
NMU-SIU Statement
rr
"Progress Toward Unity
'
1
\ V
'
^
I V ••
/y Acquired SI Uracted Tug Daring
See P^e 30
• %1
V'
e
y\
See Special Supplement
i 'h
�Murphy: Congress Must Act Fast to Help U.S. Fleet
With a bluntness uncommon to most
politicians, Rep. John Murphy said that
Congress must act with speed and imag
ination to rescue the U.S. merchant ma
rine from "the brink of ruin."
He warned that if Congress remains
complacent on issues involving Ameri
can maritime "the U.S. international
fleet will be either non-existent or na
tionalized."
Murphy, chairman of the U.S. House
Merchant Marine and Fisheries Com
mittee, made these remarks in an ad
dress to last month's Executive Board
meeting of the AFL-CIO Maritime
Trades Department in Miami, Fla.
Murphy said that the .solution to the
maritime industry's problems is simply
more cargo for American-flag vessels.
He quoted some disturbing statistics
which show that Americans paid $3.5
billion to foreign-flag operators in 1976
to carry U.S. imports and exports. The
U.S.-flag fleet, however, carried only
4.8 percent of the nation's foreign com
merce in 1976.
The New York Congressman said
that his goal for the U.S.-flag fleet is
"to bring the merchant marine back to
a point where it can carry 50 percent of
our foreign trade."
Several Measures
Murphy then outlined several of the
measures he is working on to help se
cure more cargoes for U.S. ships.
" Two of the bills Murphy talked about
In other words, the FMC could force
state owned fleets to raise their rates to
minimum levels, enabling U.S. carriers
to compete with them on a more equit
able basis.
Since 1972, when U.S. ports were
opened to state-owned fleets, they have
taken vast amounts of liner cargoes
away from American-flag carriers by
charging below-cost cut rates.
Murphy said that he plans to intro
duce his second bill, the "closed con
ference" legislation, later this year.
Murphy noted that at the present
time all U.S. shipping conferences,
which govern the U.S. trades, are wide
SUP Calls Joint Conference
are the "controlled carrier" bill and
"closed conference" legislation.
Murphy introduced the "controlled
carrier" bill in Congress late last year.
He said that the intent of the bill is the
regulation of rate-cutting practices of
state owned fleets (in particular the
Soviet fleet), operating in the U.S. for
eign trades.
He said the bill would authorize the
Federal Maritime Commission to sus
pend controlled carrier rates on the
basis of "justness and reasonableness."
JTJ
"
ij,J).
Psui Ha!B
An Important Step
Toward the Future
How do you measure the strength of a union?
One way is by its pension, welfare, and general funds. Another, even more
important way, is by the job opportunities it has secured for its membership.
The SIU is strong in both areas. Our funds are financially secure and more
than ample to meet the needs of our members. And our job picture is the
brightest in the industry.
But the wealth of a union is not determined by the size of its treasury or
by the number of jobs held by its members.
I don't mean to discount the obvious importance of money and jobs. No
union could exist without both.
But what I want to stress here is that these are the results of our strength,
not the reasons for it.
The true measure of a union's strength is its constant determination to
plan for the future.
This is the reason for the SIU's proposed merger with the Marine Cooks
and Stewards union, now being voted on by the memberships of both unions.
I believe this merger will bring greater strength for both the SIU and the
MCc^S and I'd like to explain why.
The SIU has lived through a total change in the maritime industry. We've
not only survived this change, we've prospered under it. Instead of buckling
under to the problems of the industry, we've always searched for positive
ways to deal with those problems.
We saw that new ship technology restricted job opportunities. But we also
recognized that it demanded advanced, specialized skills which opened up
new jobs for merchant seamen. And we developed training programs to
meet that demand.
When we learned that being good sailors and good craftsmen wasn't
2 / LOG / April 1978
open. This allows foreign fleets not di
rectly involved in the U.S. trades to
carry U.S. imports and exports as thirdflag carriers.
He said that the "closed conference"
bill would allow only U.S.-flag carriers
and carriers of our trading partners to
participate in certain trades. This would
automatically reserve more cargo for
U.S. ships.
Murphy said that the legislation he
has planned for the coming year "is
complex and controversial." But, he
affirmed that "the American merchant
marine is in a crisis situation that de
mands real and not cosmetic solutions."
The Sailors Union of the Pacif
ic's newly elected President/Sec
retary-Treasurer Paul Dempster
invited all the Seafarers Interna
tional Union of North America
seafaring affiliates, to participate
in a joint conference on Apr. 12 at
the SUP headquarters in San
Francisco.
Speakers at the conference in
cluded, among others: Paul Hall,
president SIUNA; Paul Dempster,
president SUP; Frank Drozak,
executive vice president SIU, At
lantic, Gulf, Lakes and Inland
Waters District; Henry Disley,
president Marine Firemen's
Union; Ed Turner, president/sec
retary-treasurer Marine Cooks
and Stewards Union; Roy Mercer,
president Marine Sea Transport
Union, and Merle Adlum, presi
dent Inland Boatmens Union of
the Pacific.
These representatives, as well
as others in attendance, spoke on
the problems of the industry, with
particular emphasis on matters afkcting the West Coast. A report
on the conference will be carried
in a future edition of the Log.
enough to keep up with changing times, we developed stronger unionizing
efforts and more widespread techniques. We lost ships that were scrapped or
sold and entire companies that folded under the pressure of increased foreign
cprnpetition. But we organized new companies. Not only that, we got in
volved in political action to,protect Aiqei;icqn .^hipping and encourage its
growth.
The SIU is in good shape now, but history has taught us that we can't
afford to be satisfied with what we've achieved so far. We've achieved a great
deal through training, organizing, and political action. These have been
today's efforts to meet tomorrow's challenges.
But what we've learned over the years is that tomorrow's challenges keep
getting tougher.
We knew this back in 1940 when the SIU's Atlantic and Gulf districts got
together in the Union's first merger. We knew it in the 1972 merger with the
Great Lakes District and in the 1976 merger with the Inland Boatmen's
Union.
What we gained in all three instances is what I believe lies ahead in the
proposed merger with the MC&S: Combined and increased strength to meet
tomorrow's challenges.
I see this now more than ever as a union's best safeguard against future
problems and its most effective way to capitalize on future promises.
I stress promises as well as problems because I think both are part of the
challenges facing the maritime industry. A lot has been said about the de
cline of the U.S. merchant marine—all of it true. Numbers tell the whole
.story. After World War II, there were 2,300 U.S.-flag merchant ships. Now
there are about 500.
But at the same time, there are a number of major developments in the
industry that promise total maritime revitalizalion "for this country. These
include offshore oil drilling, ocean mining of a vast reserve of deep sea
minerals, and increased use of liquified natural gas and technologically ad
vanced LNG vessels. The rapidly growing tug and barge industry is also
reaching an enormou^ potential for growth.
U.S. maritime labor will have to pool its resources on a national scale
in order to meet the challenge of these developments. Right now we need a
national maritime policy. We'll have to work closely together to get it and to
make sure that it delivers these promises to American labor and the Amer
ican economy.
If the memberships agree to unite, then the merger of the SIU and the
MC&S will be just one step toward the future. But it is an important step
closer to the time when all maritime unions can use their combined strength
to stem the decline of the U.S. merchant marine and take full advantage of
the industry's dynamic new beginnings.
�Drozak Hits Navy Budget Bid for Non-Combat Ships
The U.S. Navy should stick to their
warships and allow the private merchant
fleet to handle all non-combatant naval
support roles, according to Frank Dro
zak, executive vice president of the SIU.
Drozak was joined in his view by
- spokesmen from the maritime industry.
They made their views known in tes
timony before subcommittee hearings
of the House Armed Services Commit
tee on Apr. 5. The hearings were held
to study the Administration's proposed
budget requests for the Navy for Fiscal
Year 1979.
From the SILTs and the private sec
tor's point of view, there are two sore
spots in the proposed Navy budget for
1979.
First, is a request for $192 million
to build a non-combat cable repair ship.
The Navy says that the vessel is needed
"for retrieval and repair of various
underwater cables and associated
acoustic or electronic, equipment."
Second, is a request for funds to build
several towed array vessels, which are
roughly equivalent to offshore supply
boats. A Navy spokesman said that the
towed array vessels are needed to sup
port some sort of Navy ocean research
project.
The Navy already operates a sizable
fleet of non-combatant oilers as well as
a fleet of 125 harbor tugboats. In the
last 10 years, the Navy has spent $100
million in the construction of new tugs.
of the SlU-manned Erna Elizabeth in
1972 in refueling Navy vessels at sea.
The Erna Elizabeth and her crew re
ceived high praise from top Navy of
ficials for their efforts.
Drozak concluded that "maximum
use of the merchant marine" for noncombat support roles would create
three important benefits for the Navy
and the nation. He said it would:
• "Relieve the Navy of a massive
support vessel shipbuilding requirement
and the Federal funds involved, with
greater funding thus being available for
U.S. combatant vessels."
• "Allow a closer peacetime support
role for the U.S. merchant marine,
meaning we could do a better job,
should a true emergency arise, in back
ing up the Navy."
• "The merchant marine could train
and operate the crews for the ships, re
lieving the Navy of a major manpower
and training requirement."
Brand, Crowley Testify
From the management side, testi
mony at the hearings was given by Herb
Brand, president of the Transportation
Institute (TI) in Washington, D.C., and
Thomas Crowley, president of Crowley
Maritime Corp. in San Francisco. TI is
an educational and research organiza
tion for the maritime industry.
Herb Brand said that America's
tradition has always been "to allow pri
vate industry to do a job whenever it
can, and that Government should only
undertake those projects which private
industry cannot perform."
He said that the merchant fleet has
served the nation well in several wars.
Continued on Page 31
SIU Executive Vice President Frank
Drozak tells House hearings that the
private sector of the U.S. merchant
marine should be allowed to handle
all non-combat support roles for the
Navy.
vate fleet has "the only modern cablelayer (the CS Long Lines) under the
U.S. flag." And he noted that the Long
Lines has done extensive work for the
Navy in laying thousands of miles of
cable.
Drozak added that allowing the pri
vate sector to handle non-combat roles
would free scarce shipbuilding funds
Able and Ready
for the construction of much needed
In opposing the latest Navy request
new warships.
for funds to build non-combat vessels.
Year , after ,year. Navy spokesmen
Vice President Drozak stated that the complain about the lack of funds avail
private merchatit miarine is both able able to build new warships.
and anxious to build and man any sup
Drozak pointed out that both Russia
port vessels needed by the Navy. But
and Great Britain use their merchant
more importantly, said Drozak, the pri-^' ^ fleet's''^ffectively arid extensively as a
vate fleet can perform these services at
military auxiliary to naval operations.
a significant savings to the U.S. Govern He said that when the U.S. private fleet
ment.
has been called oa to support naval
In reference to the proposed cable maneuvers during peacetime, the results
repair ship, he pointed out that the prihave been excellent. He noted the work
: .1-. . ^
Herb Brand, right, president of the Transportation Institute, testifies at House
of Representatives hearings on the Navy's budget for Fiscal Year 1979. Wait
ing his turn to comment is Thomas Crowley, president of the SlU-contracted
Crowley Maritime Corp. of San Francisco. Both men urged maximum use of
the private merchant fleet as a military auxiliary to the Navy.
Voting Begins on Merger of SIU, ACLIWD and MC&S
Voting on the proposed merger of the
SIU, AGLIW District and the Marine
Cooks and Stewards Union began this
month at all SIU and MC&S Union
Halls.
For the merger agreement to become
effective, the respective memberships of
both the SIU and the MC&S must okay
the merger in separate secret referendums.
Voting for SIU members began Apr.
17, 1978 and will continue through
May 16, 1978. SIU members can pick
up their ballots at the service counter in
any SIU Hall. Voting for MC&S mem
bers began Apr. 10 and will continue for
60 days.
Copies of the proposed Merger
Agreement between the two Unions
have been made available to members
at all SIU Halls so that they may inspect
the Agreement before voting.
Results of the election will be an
nounced in June. Tlie Log will carry de
tails concerning the vote in the June
edition of the paper,
Began 1 Year Ago
The wheels of merger were first set in
motion for the SIU and MC&S more
than a year ago.
In February 1977, the Executive
Board of the AGLIW District offered a
proposal of merger separately to each
of the SIUNA's affiliated Pacific District
Unions—the Marine Cooks and Stew
ards, the Sailor's Union of the Pacific,
and the Marine Firemen's Union.
The executive officers of the three
West Coast unions considered the pro
posals separately. The MC&S officers
accepted the proposal, while officers of
the SUP and the MFU tabled the pro
posal.
The merger proposal between the
MC&S and the SIU was then presented
to the SIU membership at all March
1977 monthly membership meetings.
.•4
The proposal was accepted unanimous
ly. This gave the SIU Executive Board
the authority to work out the mechanics
of merger with the MC&S.
The fate of the merger proposal of
the two Unions now rests with the re
spective memberships of both organiza
tions.
If the merger takes place, it will rep
resent a giant step forward in the con
solidation of some of the SIUNA's
seagoing affiliates into one larger,
stronger unfl. Such a move would pro
vide stronger job security and wider job
opportunities for all members of the
SIU family.
a**
INDEX
Legislative News
Postal bill
Page 5
SIU in Washington
Page 9
Navy budget
Page 3
Employment bill
Page 4
Union News
Voting on merger
Page 3
President's Report
Page 2
lOT conference
Pages 10-12
Headquarters Notes
Page 7
Brotherhood in Action ... Page 27
At Sea-Ashore
Page 16
Great Lakes Picture
Page 8
Inland Lines
• - Page 6
SPAD honor roll
Page 39
General News
Bus shipments
Page 5
Exxon accident
Page 4
National unemployment ... Page 5
'Runaways' policy
Page 5
Use of merchant marine ... Page 6
Speech by Murphy
Page 2
Worst oil spill
Page 15
Boycotts
Pages 27, 30
Shipping
LNG Capricorn ....'
Tug Daring
Ships' Digests
Dispatchers' Reports:
Great Lakes
Page 34
Page 30
Page 25
Page 33
Inland Waters
Deep Sea
Page 35
Page 28
Training and Upgrading
'A' seniority upgrading ... Page 38
1,000th GED grad
Page 13
Tankerman training .. .Back page
HLS course dates
Page 37
Membership News
Meekinsclan
Boatman gets license
Former scholarship
winner
Deep sea engineer
New Pensioners
Final Departures
Page 38
Page 4
Page 16
Page 36
Page 29
Page 32
Special Features
Progress Toward
Unity
DOT
Pages 17-24
Page 26
Articles of particular interest tc
members in each area—deep sea,
inland. Lakes—can be found on the
following pages:
' .
'i'
• • k
'k
1
Deep Sea: 5, 6, 16, 25, 28, 36, 38
Inland Waters: 4. 6, 10-12, 35, 38,
Back Page
Great Lakes:8,33
April 1978 / LOG / 3
^ I
�Boatman Jarvis, 25, Got Engineer's License Through HL5
In the days when Walter Jarvis'
father was a tugboat captain, few career
Boatmen were thought of as profes
sionals. His father, the late Walter Jarvis Sr., was one, but he had to prove it
through long years of skill and hard
work in the wheelhouse.
At 25 years of age, SIU Boatman
Jarvis Jr. already has demonstrated his
professional standing. He has eight
years of tugboat work behind him, but
he also has something else that gives
him a firm foothold in his career—an
inland license. It gives him the good
pay and job security that many men in
his father's generation could never
count on even after years on the job.
Jarvis is a licensed engineer with
Allied Towing in Norfolk, Va. He
started there as a deckhand when he
was 17 and eventually switched to the
engine room where he found his real
interest.
"The course helped a lot," he said.
And it paid off for him in more ways
than one. He passed the licensing exam
for assistant engineer on the first try in
September, 1976 and went back to
work for Allied for considerably more
money than he had been making
INLAND
before. He is now the youngest licensed
engineer with Allied. Married and the
father of one child, Jarvis really appre
ciates the extra money.
He is engineer on the 2,600 hp. tug
Tester which makes regular runs haul
ing oil from Yorktown, Va. up to a
Full Employment Bill Passes House
Went to HLS
Jarvis heard about the Diesel Engi
neer Course at the Harry Lundeberg
School from SIU Norfolk Patrolman
David "Scrap Iron" Jones. When he had
the necessary three years seatime in the
engine room, he decided to take the
course and a chance to get his license.
BSI
power plant at Quantico, Va. on the
Potomac River. The Tester is used to
actually test new engine parts for
Allied's fleet. This is part of Jarvis'
responsibility as engineer.
Jarvis enjoyed his stay at the Lunde
berg School and said he is looking for
ward to returning to Piney Point, Md.
to upgrade again—this time to gain the
higher pay and job security of a chief
engineer's license.
Walter Jarvis, Jr. is the youngest li
censed engineer with Allied Towing
of Norfolk, Va. He prepared for the
license exam through the Diesel En
gineer Course at the Harry Lundeberg
School.
By a margin of 257 to 152, the U.S.
House of Representatives passed the
Humphrey-Hawkins Full Employment
Bill earlier this month.
The bill, heavily supported by the
labor movement, is designed to reduce
the national unemployment rate to 4
percent within five years after passage
of the bill.
The bill now goes to the Senate,
where hearings will be conducted by the
Human Resources Committee and the
Banking Committee.
During the House floor fight for the
bill, several damaging amendments that
would have diluted the purpose of the
measure were narrowly defeated.
The most crucial vote was a 215-205
defeat of an amendment that would
have made full employment contingent
on a balanced budget.
If passed and signed into law, the bill
establishes as a national goal "the right
to full opportunities for useful paid em
ployment at fair rates of compensation
for all individuals able, willing and
seeking to work.**
The late Senator Hubert H. Hum
phrey sponsored the bill in the Senate.
One of his last official acts before his
death was a letter he sent to his Senate
colleagues urging them to vote for the
bill.
3 Die^ 12 Injured at Exxon Refinery, Company Fined $1,200
Three men died and 12 others were
injured as the result of a carbon mon
oxide poisoning accident at an Exxon
oil refinery on Jan. 2. Following an
inveslieatioft by ^hc Calitorma Occupa-*
tional Safety and Health Administra
tion, the corporation was fined $1,200.
Two of the injured men, members of
the International Union of Petroleum
Workers, an affiliate of the SIUNA,
also filed suits against Exxon. Those
suits are still pending.
The accident at the Benicia, Calif,
refinery was caused by what OSHA
called "taking chances and cutting
comers." A maintenance crew Had
gone into a coker tank to get it ready
for production but the enclo.sed tank
hadn't been adequately checked to
make sure it was safe to enter.
The pipelines that feed the fourstory coker tanks are fitted with metal
blinds to keep toxic or combustible
substances from entering the tanks. At
Exxon, the blind was removed while
the workers were still in the tank and
carbon mono.xide came into the tank
through the pipes.
The civil investigation by OSHA
concluded, according to a spokesman,
that the oil industry "has become
sloppy in its safety procedures." On
paper, the spokesman said, the industry
has "remarkably good safety and health and rescue crews to enter the tank with
procedures." But there's been a "break out safety harnesses or lifelines.
down" between the on-paper regula
Each violation carries only a maxi
tions and what actually takes place.
mum
fine of $300 which. Earl Church,
Exxon was charged with four "se
rious" safety violations stemming from secretary-treasurer of the lUPW said
was "not enough." "It is the responsi
the accident. The violations were:
bility of Exxon to monitor their own
• Allowing workmen to enter a tank
operations," Church said. "They should
without a safety shield, or blind, in have been heavily fined for the laxity."
place;
• Allowing employees to enter a
OSHA is in the process of conduct
confined space without proper respira ing another investigation to determine
whether there is cause for criminal
tory equipment;
prosecution
in connection with the ac
• Failing to determine that there
was a gas-free atmosphere in the tank, cident. The results of that investigation
will be turned over to the Solano
and
• Allpy/ing both the maintenance County District Attorney's Office.
Empty Steering Engine Room; A Cause of $8.5M Damages
In February 1977 the 25,000-ton
tanker SS Marine Floridian (Marine
Transport Lines) rammed into the Ben
jamin Harrison Bridge on the James
River at Hopewell, Va. One bridge span
collapsed right away dumping two ve
hicles into the water. Eventually both a
second span and a bridge tower fell
onto the ship.
There were no fatalities or serious in
juries, but total damage to the bridge
was estimated at $7 million and to the
tanker atTTS'TlinTitjir-
'
,
The National Transportation Safety
Board recently determined the cause of
the collision and recommended a num
ber of safety measures to prevent simi
lar accidents.
The Floridian (a non-SIU ship) hit
the bridge for a number of reasons, in
cluding both mechanical and human
failures. But the fact that the steering
Brand Calls tor National Cargo Polity
Herbert Brand, president of the
Transportation Institute, labeled as
"disgraceful" the fact that U.S.-flag
ships carry less than 1 percent of the
nation's dry bulk imports.
Brand blamed this inequity on the
failure of the U.S. Government to adopt
a national maritime cargo policy for
U.S. ships.
He said that the present Congress
"does not understand the merchant
marine" and how it relates to national
security requirements.
He said that this lack of understand
ing led to the defeat of the 9.5 percent
oil cargo preference legislation last
year.
Brand affirmed that one of the first
steps to be taken in developing a.na4/ LOG/April 1978
tional cargo policy is to "halt Soviet
penetration in the U.S. trades on both
the East and West Coasts." He said,
"the Russians are rate cutting to the
point where nobody can cope with
them."
The Transportation Institute presi
dent said that reserving 40 percent of
all U.S. cargoes for U.S. flag ships is a
"fair figure" to shoot for in setting up a
national cargo policy.
Brand made his comments last
month at a Water Transportation Con
ference in Washington, D.C.
The Transportation Institute is a
maritime research and educational or
ganization operating out of the nation's
capital.
maneuver prevented the ship from strik
engine room was unmanned, the Board
ing
the bridge.
quick action
"If the steering engine room had been
that might have stopped the collision.
manned
by a licensed and trained en
The SIU has protested the potential
gineer, if the steering failure alarm had
danger of unmanned engine rooms .
functioned and if the vessel had been
The immediate cause of the accident
moving at a more modest speed, the col
was the tanker's 33-year-old electrical
switch whichJeU
ciit off power^ lision could have been avoided," the
to the steering motor in the unmanned "^oard concluded.
While this was the Board's conten
engine room. The switch was mounted
tion, the SIU also feels that had the
vertically and opened due to gravity and
engine
room been manned with un
vibration. Inadequate maintenance and
licensed personnel as well as an engiinspection of the switch were to blame,
..
ngfej^he
accident might have been
the Board said, since this happened only
prevented.
five months after Coast Guard and
The Board made two major safety
American Bureau of Shipping inspec
recommendations
to the Coast Guard: ..
tions.
• To speed a proposal to Congress
But the speed of the vessel was also
authorizing a requirement that ves
a major factor in the collision. The
sels on inland waters as well as the
tanker was under "full ahead" power,
high seas proceed at a safe speed,
down the river after unloading a cargo
and
of molten sulphur at the Allied Chemi
• To study and determine the need
cal Corp. Dock in Hopewell.
for automatic recorders aboard
The steering loss was not immedi
large vessels which would provide
ately discovered because no one was in
precise evidence for marine acci
the steering room. Moreover, the auto
dent
investigations.
matic alarm system failed due to a
The Board found that a "lack of pre
burned-out coil in a relay switch. When
cise
evidence regarding time, speed and
the loss was reported by the captain to
distance
made it impossible to deter
the engine room, the alternate steering
mine the exact combination of events
system could not be activated in time
that contributed to the Floridian colli
to prevent the collision. The right rud
sion." The Board had recommended in
der was applied but the ship did not
stallation of automatic recorders on
respond. The pilot then reversed the en
oceangoing tankers and containerships
gine and dropped anchor, but neither
in two previous marine accident reports.
llf
lili
iti
loi
lit
�i35 I
Bus Shipments Show Need for U,S, Maritime Policy
month the first shipment
shinmf>nf of
nf 500
son
Last month
Federally-funded buses arrived in Hous
ton on a Russian-flag ship. The storm
of protest set off by that event left one
• major question in its wake:
How can the American Government
prevent future actions like this that work
against the American-flag merchant ma
rine?
The immediate answer is simply a
matter of following U.S. Shipping Law.
But this is only part of the major issue
at stake in the bus incident—the need
for a stronger national maritime policy.
The SIU is working toward this impor
tant goal as the overall way to protect
and strengthen the U.S. merchant fleet.
The shipping law involved in the bus
incident is P.L. 664, the Cargo Prefer
ence Act of 1954. It mandates that at
least 50 percent of Government cargo
be carried on U.S.-flag vessels.
The German-built buses constitute
Government cargo since 80 percent of
their cost is being paid with U.S. tax
dollars under a Government grant. The
U.S. Department of Transportation
(DOT), through its Urban Mass Transit
Administration, authorized the purchase
of the buses for use in several American
cities. The remaining 20 percent of the
cost is being paid by the city and state
governments involved.
Two U.S.-flag shipping lines bid for
the carriage of the buses from Germany
to the U.S. But a Soviet line came in
with a much lower bid and was awarded
The first shipment of German-built buses, paid for almost entirely by the U.S.
Government, arrived in Houston on a Russian-flag ship in March.
Photo Credit: Jerry Click, I'he Houston Post C'o.
the contract for the entire shipment,
despite P.L. 664.
Congressman John M. Murphy,
chairman of the House Merchant Ma
rine and Fisheries Committee, said that
the Soviet carrier, Baltic Shipping Co.,
had "grossly underbid" the American
lines. Murphy's Committee has been
conducting hearings on a bill which
would control the rate-making practices
of foreign government-owned lines, in
U.S. trade.
In a letter to Rep. Murphy, SIU
President Paul Hall praised the Com
mittee's probe into the bus situation. He
further urged "that the Committee also
consider the broader import of this in
cident." Hall noted that "in this regard,
the use of foreign-flag vessels for car
riage of cargoes funded by public
monies demonstrates the problems
created by the lack of a coordinated,
maritime policy."
The SIU president went on to say
that "the President, the Congress and
this Committee are committed to the
increased use and further development
of the U.S.-flag merchant marine. This
unfortunate incident points out that this
commitment must take the form of a
national program which includes re
quiring Federal agencies and depart
^
ments to utilize, the U.S.-flag merchant
marine to the fullest extent possible."
DOT says it did not award the con
tract to the Soviet line. The shipping
arrangements were left in the hands of
the overseas forwarder delivering the
vehicles. But Herbert Brand, president
of the Transportation Institute, main
tained that the way the shipment was
handled is "symptomatic of the lack
of a coordinated national maritime pol
icy." He made this statement in his Apr.
7 testimony before the House Merchant
Marine Subcommittee. TI is a Washinglon, D.C.-based research group rep
resenting the U.S. maritime industry.
DOT has indicated that it will now
include within the grant terms sent to
states a proviso that 50 percent of any
buses purchased abroad must be im
ported in U.S.-flag ships. But Brand
pointed out in his testimony that there
is "no adequate uniform reporting sys
tem or program of policy implementa
tion," as a whole, for Government agen
cies to follow in actions that affect
maritime.
Congress and the Administration
must develop a national maritime policy.
Brand concluded. And "it is an essential
first step that Federal agencies and de
partments utilize, to the fullest extent
possible, the U.S.-flag merchant marine.
The shipment of the Federally-funded
buses on Russian vessels clearly illus
trates the need for such a commitment."
-T
4
U.S. Jobless Rate for March Edges Up to 6.2%; Blacks'ls 12.4%
WASHINGTON, D.C.—The na
tion's jobless rate rose last month to
6.2 percent from February's 6.1 per
cent. This was the first rise in unem
ployment since August when the rate
rose from 6.9 to 7 percent, the U.S.
'.abor Department's Bureau! of Statistics'
(BLS) reported early this month.
Joblessness for white workers was
5.3 percent while blacks and other mi
nority workers had an unemployment
ate of 12.4 percent from 11.8 percent,
vlost of the March increase in joblessless was among black women (11.4 perent from 10.1 percent) and black teen
agers (39 percent!).
Cause of the rise was attributed to the
growth of the country's labor force and
slower economic activity, due to the
lack of any "significant" increase in the
U.S. production of goods and services.
In January the jobless rate was 6.3
percent. Last year the jobless rate was
6.6 percent in the fourth .quarter, 6.9 in
the third, 7.1 percent in the second, and
7.4 percent in the first.
The AFL=CIO thinks that the unem
ployment rate is much higher because of
"discouraged workers." These are un
employed persons who have given up
their search for jobs.
8.7% Is Truer
AFL-CIO Research Director Rudy
Oswald says that if the discouraged
workers were added and if a half of the
number of workers employed parttime
for "eeonomic reasons" were added into
the total, a "truer (unemployment) rate
would be 8.7 percent last month with
8.8 million workers out of jobs." Os
wald also said the March results showed
that the Carter Administration must
provide more stimulus to the economy
and aim its job programs at pockets of
unemployment.
BLS Commissioner Julius Shiskin
warned that the jobless rate "isn't going
to go down very rapidly" during the
next several months because of such
problems as finding jobs for the hard
core unemployed. "It gets tougher every
tenth," he told a hearing of the Joint
Economic Committee of Congress.
The Labor Department reported the
jobless rate for adult men was 4.5 per
cent. For adult women it was 5.8 per
cent. For teenagers it was 17.3 percent
from 17.4 percent. And for fulltime
workers it was again 5.3 percent.
TI: U.S. 'Runaways' Policy Hurts Taxpayer, Trade, Defense
The American taxpayer is an unwiting pawn in subsidizing the use of run
way, flag-of-convenience ships that
an drive up the cost of consumer prodcts in the United States. Moreover,
unerican policies are thereby being
sed "to weaken our national defense,
) degrade the U.S. and world environlent, to increase the burden on other
I.S. taxpayers, [and] to aggravate the
eficit in the U.S. balance of trade
"
This view was expressed by Peter J.
uciano, director of policy planning
":d development at the Transportation
istitute, before an assembly of some
)0 members of the world shipping
immunity. They were gathered at a
inference sponsored by SEATRADE
agazine in London on Apr. 4-5 and
lied "Money and Ships" 78.
Luciano was one of several speakers
a panel that dealt with the flag-ofnvenience issue. His opponent in the
bate^ that followed his speech was
lilip J. Lorec, chairman of the Fedition of American Controlled Shipig, an organization of runaway ships
longing to oil companies and other
iltinational corporations.
Also on the panel were Sir Frederic
Iton, president of the International
ipping Federation; Eric Nevin, gen
eral secretary of the Merchant Navy
and Airline Officers' Association; James
McConville, senior lecturer. Transport
and Insurance, City of London Poly
technic; and J.M.S. Smith, general sec
retary of the Liberian Shipowners'
Council.
In stressing an American viewpoint,
Luciano said, "I believe it is time for
the proponents of the flag-of-conveni
ence device to recognize that there is a
limit to what the American people will
tolerate, and it would perhaps serve the
best interests of those very proponents
of flags-of-convenience if they were
themselves to impose some self-restraint
and accept the notion that their sup
port of the larger interests of the United
States will, in the long run, accrue to
the benefit of all."
He pointed out that "we have no con
flict with the interests of legitimate
maritime nations" in participating in
U.S. trade. In fact, he said, "It is critical
to U.S. interests and to those of the free
world as a whole that the fleets of the
United Kingdom, of France, of West
Germany, of Norway, of Denmark, of
Japan, among others, remain strong
and active. The problem lies not in the
participation of nations such as these.
but in the unbridled acquisition of our
trade by flag-of-convenience vessels.
"If we examine the practices of other
leading nations, it becomes very plain
that where the United States has failed,
they have succeeded in reconciling their
national policies. As a result, they have
acquired substantial shares of their for
eign commerce for their own vessels.
The United Kingdom, for example, car
ries 34 percent of its foreign trade in
vessels flying the British flag. France
carries 34 percent of its foreign trade;
West Germany carries 20 percent; Nor
way carries 30 percent; Japan carries
44 percent; the Soviet Union carries 55
percent. Of all the leading nations, only
the United States has permitted its share
of foreign trade to decline to so negli
gible a level as 5 percent."
He suggested "that the United States,
in its own best interest, must impose
constraints on the operations of flag-ofconvenience registries."
Postal Act To Require U.S. Ships
A major reorganization of the
U.S. Postal Service has been ap
proved by the House. The Postal
Service Act (H.R. 7700) was
drafted because of increased gen
eral dissatisfaction with the quality
of the U.S. mail service.
One of the key features of the
Act is the requirement that the
Postal Service use U.S.-flag ships
for the transportation of interna
tional surface mail.
SIU legislative representatives
have been meeting with members
of the House Post Office Commit
tee since the reorganization legis
lation was first introduced last fall
to make certain that a "ship U.S."
provision would be included in the
draft of the legislation.
The House bill states that the
Postal Service is required "to con
tract with available U.S. steam
ships for international mail trans
portation by sea."
The Postal Act is the first major
reorganization of the Postal Serv
ice since Congress established the
quasi-independent private corpo
ration in 1970. The bill is now
pending before the Senate Govern
mental Affairs Committee.
April 1978 / LOG / 5
:
A t"'' ! CI
.U ^ 'I
if; • h
�Great Lakes
St. Louis
Towboat and barge traffic is getting back to normal with the recent settle
ment of the United Mine Workers strike and the end of ice jams on the upper
Mississippi River system. Eight SlU-contracted boats are now laid up, down
from the average daily count of 18 that were idle during the coal strike. They
are expected to be back in service by the end of the month.
Bu' . 'arm weather has changed ice problems into high water problems on
the Riv^r. Towboats have a harder time navigating in the.se conditions. The
Mississippi was high enough to require closing the flood gates in downtown St.
Louis this month.
41
*
*
River cooks are known for their unique and delicious recipes and no one
knows this better than the river cook who contacted the Log for help in com
piling those recipes in a cookbook. Anyone who contributes will be given credit
by name, home, and boat or company in the cookbook. Interesting stories or
adventures on the river are also desired to give the book a "real river flavor."
Send them to:
Waterway Publication
P.O. Box 23915
St. Louis, Mo. 63119.
The towing industry is stirring from its winter hibernation on the Great
Lakes. The first fit-out of the season was called this month by SlU-contracted
Peter Kewit & Sons. Lakes Boatmen are getting the tug Robin in shape to work
on a dyke project in Cleveland, Ohio.
While most tug and dredge work was shut down during the ice-packed
winter, industry expansion plans were not at a standstill during those long
months. SlU-contracted Great Lakes Towing of Cleveland has applied to the
Maritime Administration for a construction loan and mortgage insurance under
Title XI of the Merchant Marine Act. This would help finance a 5,600 hp. twin
screw tug. Estimated cost of the new vessel is $3.4 million.
Another plan that looks good in general for inland job opportunities on the
Lakes is one for a new tug and barge service across Lake Michigan. A Wis
consin shipbuilder has proposed trailer barge service from Milwaukee, Wise,
to Muskegon, Mich. No one has ever designed a barge to move across Lake
Michigan, but these would operate even in the winter with reinforced, heated
sides to move ice. The plan includes an eight-acre barge terminal on the Wis
consin side. The less than six-hour run would provide a great cost-saving alter
native to overland route congestion around Chicago.
New Orleans
SIU Boatmen with Crescent Towing, the biggest shipdocking operation in
this port, have overwhelmingly ratified a new three-year contract, effective
Mar. 1, 1978. It brings substantial wage increases and better benefits, including
the industry-wide Inland Vacation Plan. The terms of the contract are written
in the standard language now being used to provide Boatmen stronger protec
tion for their collective bargaining rights.
Crescent operates 16 tugs, including the newly remodeled and repowered
Elizabeth Smith, which was crewed early this month.
Mobile
This port also reports a new contract and a new boat. SIU Boatmen just
ratified a new three-year contract with Pilot Service. It went into effect on
Apr. 6 and includes wage increases, the industry-wide Inland Vacation Plan,
and standard language. Pilot Service's new boat is the recently built Alabama.
Troy: Use Merchant Marine to Aid, Buildup Navy Seapower
The measure of American seapower
is the strength of the U.S. Navy and the
U.S. merchant marine. Working toge
ther, these two components can build an
even stronger foundation for America's
maritime capabilities.
This was the message delivered by
Steve Troy, SIU West Coast Headquar
ters representative, at the Seapower
Forum held in San Francisco on Mar.
3-4. Troy stressed the importance of this
partnership to the national defense and
the nation's economy in his talk on
"American Maritime Labor as a Nation
al Asset."
The forum was the latest in a series
designed to focus national attention on
America's declining seapower. It was
co-sponsored by the Maritime Adminis
tration, the Navy, the Navy League, the
U.S. Naval Reserve, and the National
Maritime Council.
"We're talking about the security of
our nation," Herb Brand, president of
the Transportation Institute and the
forum's moderator explained, "ft's
down in the list of priorities, in public
attention. We need to educate people, as
in this seminar." Transportation Insti
tute is a Washington, D.C.-based educa
tional and research organization for the
maritime industry.
Troy described the merchant fleet's
role in providing the back-up and sup
port ships that the Navy needs to oper
ate. But he pointed out that the two
services should also back each other in
working for Government support.
"Both the Navy and merchant marine
face similar legislative difficulties on the
Hill—difficulties that arc partly caused
by the fact that we do not help each
other as much as we could. Greater
Navy support for the U.S. merchant
marine would help our industry to con
vince the Congress that the maritime
Uncle Sam Is Waifin'
industry is a national defense asset—
and as such, should be aided and sup
ported in peacetime. In the same man
ner the maritime industry could help
blunt many of the attacks now being
made on the Navy's fiscal year 1979
budget."
Troy maintained that the SIU has
worked closely with the Navy in the past
to assure funding of important defense
projects and looks forward to a contin
ued and strengthened relationship.
He listed the many ways in which
maritime labor has proved itself a na
tional asset by playing a key role in
building up the maritime industry. And
he stressed how the merchant marine
can be even more of a national asset
through an increased role in supporting
Navy operations.
This would mean using more com
mercial ships and tugs to supplant some
of the work now being done by aging
Navy vessels. The SIU has maintained
for many years that commercial fleet
oilers and harbor tugs can service Navy
ships more efficiently and cheaply than
the Navy's own support vessels.
"In the coming months," Troy con
cluded, "we could hope that the Navy
would review this type of joint effort.
We feel the mutual benefits would be
significant and the needs of our national
security would be better served. We are
an asset waiting to be used in the quest
to build up U.S. seapower."
Do Yoe Hovo One of
•PASSPORT
V
UNITED STATES
OF
AMERICA
BICENTENNIAL
The Seafarers Appeals Board ruled
in November that effective Jan. 3,
1978 "a requirement for shipping is
that all seamen must possess a valid
np^to-date passport."
The action comes out of the fact
that many foreign nations are crack
ing down on immigration regulations
requiring that ail people coming into
their countries must have passports.
The SAB, then, took this action to
insure that when there are flyout jobs,
those who throw in for the jobs will
he fully prepared to take them.
This ruling will enable the Union
to continue to meet our manpower
commitments to our contracted com
panies.
Notice to MenAers On M Call Procedure
"Uncle Sam is waiting for this," SIU Boatman Olin Brown (center) said as he
received his Union inland vacation plan benefit check last month in Baltimore.
The benefit will make income tax time a lot easier for Olin and his wife, Willa,
also shown here. Olin is a mate with Steuart Transportation of Piney Point,
Md. At left is Baltimore Port Agent George Costango. The check's amount was
$655.65.
6/LOG/April 1978
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
clinic card
seaman's papers
INLAND
>
�Headquar
by SIU Executive Vice President
Frank Drozak
If you look through the pages of the Log it won't take long to figure out
mat the number of men leaving the industry every month through retirement or
death is a whole lot more than those coming in.
Obviously, all the bosuns, engine department ratings, cooks and ABs who
are no longer active SIU members have to be replaced. And as the industry
grows, we have to be able to grow with it.
The future of the shipping industry is the new, highly automated vessels that
have begun to come out of U.S. shipyards. LNG tankers, ULCCs, VLCCs and
LASH carriers, to name a few, all require special training and knowledge on
the part of their crews.
Many ships that have recently been contracted by the SIU are diesel pow
ered. We're crewing two newly-built diesel bulk carriers and four ships that are
being converted to diesel power.
Familiarity with the various types and operation of diesel engines will be
come more and more important as increasing numbers of ships are converted
to diesel. The Harry Lundeberg School in Piney Point, Md. offers a special
four-week course on diesel engines.
Keeping up with advances in marine technology means learning about how
the newest equipment aboard ship operates. The SIU already has many of
these new ships under contract. We will only be able to continue crewing these
vessels if our members take the time to upgrade to meet the demands of the
industry.
So, the reasons for upgrading are twofold. As older Seafarers, who fill the
top-rated jobs leave the industry, they must be replaced by younger guys who
have upgraded to fill those spots.
And, if we want to continue to bring* the newest ships afloat under SIU-
contract we have to have eiiow
to man those vessels.
Take LNG ships as an example. The LNCK,(ii^
hauling liquified natural gas from Indonesia to Osm.^,
_
LNG ship built in the western hemisphere. The Aquarius, her sL.. _
Aries, and several other LNG tankers being built at General Dynamics l^iup
yard in Quincy, Mass., will carry SIU crews. So will LNG ships being built
by El Paso.
^
®
Crewing an LNG tanker isn't the same as manning a conventional oil car
rier. As one Seafarer who went through the LNG course said, "There are
more safety features on an LNG ship than on any other merchant vessel."
The Lundeberg School offers a special, LNG training course. The course
covers the properties and handling of LNG, automated engine and cargo con
trol rooms, dual fuel systems and firefighting. There are many advantages to
sailing on an LNG ship—including financial advantages—but you can't be
part of an LNG crew without going through the upgrading course.
Upgrading is not only vital for deep sea members, but for SIU Boatmen as
well. There's a growing need for licensed boatmen in the inland towing indus
try. To help meet that need, HLS offers a Towboat Operators Course.
And, as an extra incentive to Boatmen to upgrade, the Transportation Insti
tute offers a scholarship for a 12-week towboat operators course which pro
vides 24 Boatmen with .$125 a week for the run of the course. That's a pretty
good deal when you think that the course, room, board and supplies at the
School are all free.
By dividing their time between the classroom and "hands on" training
aboard the School s tug and towboat. Boatmen will be prepared to take licens
ing exams for 1st and 2nd Class Operators of Uninspected Towing Vessels.
The only way to compensate for the loss of the average 100 old-timers leav
ing the industry every month is through the educational courses at HLS. When
you move up to fill a rated position, you're also leaving your spot open for an
entry-level trainee. So upgrading keeps both individual SIU members and the
Union growing.
And upgrading pays off. It means more money in your pocket*and it could
even be a stepping-stone to a college degree. Nine of the courses offered at
HLS have been approved for college credit towards a degree in marine science.
The SIU has the most comprehensive educational program in the country
for merchant seamen. Make time for upgrading courses because upgrading is
the only way to meet the needs of the industry and to improve the job picture
for yourself at the same time. (See a schedule of upgrading courses on page 37
of this Log.)
li
t
ill
i
•I
Oil Spills Spur IMCO Treaty on Anti-Pollution Rules
When the Liberian-flag tanker ST
The proposal on segregated ballast
Argo Merchant ran aground off Nan tanks was agreed to in place of a U.S.
tucket, Mass., in December, 1976, the motion that would have required all
7.5 million gallons of oil she spilled • i tankers to haVe double boltoiiis. Dep
'created "the biggest oil-spill disaster on uty Transportation Secretary Alan
the American coast in our history."
Butchman said the U.S. considered
The Argo Merchant spill and several segregated tanks an "acceptable substi
other serious accidents involving oil tute" for double bottoms.
tankers in recent years prompted a
The idea of using double bottoms on
meeting by the Intergovernmental tankers to prevent oil spillage has
Maritime Consultative Organization caused controversy even in the U.S.
Opponents of double bottoms in
(IMCO) this past February. The 106
members of IMCO, a U.N.-sponsored clude Rep. John Murphy (D-N.Y.). He
agency of world shipping countries, met did not include double bottom provi
in London to draw up a treaty aimed sions in his House oil pollution control
at preventing pollution-causing acci bill. Like other opponents he says the
risk of explosions from tankers with
dents.
The group agreed on a proposal that double bottoms is very high.
The explosion risk, along with the
would require the fitting of segregated
ballast tanks on all tankers over 20,000 prohibitive costs of installing double
bottoms, caused IMCO to table the
dwt. Separated tanks would keep oil
and water from mixing which is a major proposal.
In addition to the segregated ballast
cause of pollution Vrhen, the ballast is
tank requirement, the IMCO countries
discharged into the ocean.
fied by the Senate.
agreed on adoption of crude-oil clean
The conference also reached agree
ing techniques. These involve using the
crude'to Wash out cargo tanks. The ment on other safety measures for tank
process flushes oil and waste products ers. These include stricter inspection
out of the tanks which are then pumped. and registration requirements, and rec
The IMCO agreement is technically ommendations that second radar sys
a treaty which is not legally binding tems, emergency steering gear, and
until acted upon on a country-by-coun collision-avoidance equipment be car
ried aboard tankers.
try basis by the member nations.
IMCO has also been planning a sec
In the U.S., the Coast Guard will
propose the treaty provisions as new ond conference in June to set crew
regulations for tankers plying U.S. standards and training specifications
waters. There is also a possibility that for tankers.
the new provisions may have to be rati
Drozak Addresses MEBA
MARAD Visitors See Hdqs.
Staff personnel of the U.S. Maritime Administration from Washington, D.C.
listen to SIU officials and staff explain the workings of the headquarters Hiring
Hail recently. The visitors toured all Union facilities.
SIU Executive Vice President Frank Drozak, standing, addresses convention
of the National Marine Engineers Beneficial Association last month in Miami,
Fia. Drozak called for continued cooperation among maritime unions in deal
ing with problems in the industry and on pending maritime legislation. Seated
is Jesse Calhoon, president of the National MEBA.
April 1978 / LOG /
kit
i"
�Lakes
Picture
Algoiiac
With the end of the 111-day coal miners strike and milder temperatures that
are causing the ice on the Lakes to melt, ships are fitting out for the season in
many Great Lakes ports. The coal strike caused several shipowners to delay
fitting out their vessels. But crews have now been recalled and all SIUcontracted ships are expected to start running between Apr. 15 and May 1.
Negotiations between the SIU and the Great Lakes Association of Marine
Operatoi;?, which runs a total of 50 SlU-contracted Great Lakes ships, are
scheduled to take place sometime in April. The major issue of the talks will
be negotiating time-off for Great Lakes seamen.
Administration has come up with a "trigger price" program to make Americanproduced steel competitive with foreign steel.
^
Because of a variety of factors, such as lower production costs and more §
modern production facilities, foreign countries, particularly Japan, can produce §
steel at costs lower than in the U.S. They then export the steel to this country 3
and "dump" it on the market—which means thej- sell it for less than the U.S. 1
product.
.
.
i
The trigger price system determines transportation costs to different U.S. 3
ports (East Coast, West Coast, Gulf, and Great Lakes) based on Japan as a|
starting point. The charges make the Great Lakes the most expensive destina- 5
tion in the country.
. . i
If steel producers find it cheaper to avoid the St. Lawrence system, it will s
create related difficulties for Great Lakes shipping.
§
Trans-oceanic ships that are used to bring steel into the U.S. from foreign|
ports are also used to carry grain out. If the number of steel-carrying vessels|
is significantly cut, grain traffic may have to be diverted.
|
Also, shipdocking tugs may be hard hit if fewer foreign ships enter the|
Lakes. Most American vessels have bow thruster? and can usually dock with-|
out tugs. Foreign ships have provided much of the work for tugs on the Lakes, i
The limit on imported steel, coupled with toll increases on the St. Lawrence|
Seaway, may make the system too costly to use. Add to this the fact that there|
are not yet any charges on inland waterways and that makes the costs even|
more prohibitive.
=
Last year, transport of iron and steel products contributed to making 1977 a|
record cargo year for the Seaway. This year, even optimistic observers pre-|
diet a falling-off from 1977 totals.
=
Legislation & Studies
Cleveland
George Telegades, the SIU port agent out of Cleveland, has returned to the
Hall after a 9-month absence because of ill health.
=
3
mt Out
The following ships have fit out or are scheduled for fit out in the next few
weeks. All dates are tentative.
The Frank R. Denton (Kinsman) will fit out Apr. 16. The Richard V.
3 Lindbury, which Kinsman bought and renamed the Kinsman Independent, is
fitting out between Apr. 25 and May 1.
The Charles E. Wilson (American Steamship) fit out in Muskegon, Mich,
on Apr. 3. The E.M. Ford (Huron Cement) will fit out in Green Bay, Wise,
on Apr. 6.
>
v
The following ships will fit out on Apr. 10 and 1 1: the //. Lee White (Ameri
can Steamship) in Muskegon and iheJ.B. Ford (Huron Cement) in Green Bay.
1 The Detroit Edison and the Sam Laud (both American Steamship) will fit out
in Chicago.
On Apr. 17, American Steamship's two newest vessels, the St. Clair and the
Belle River, are scheduled for fit out in Sturgeon Bay.
i
i
Rep. John M. Murphy (D-N.Y.) has introduced legislation in the House|
of Representatives which would allow more Federal aid for construction of|
Great Lakes bulk carriers.
|
The present requirements under Title XI of the Merchant Marine Act of|
1970 provide construction loans and mortgage guarantees for deep draft ves-|
sels that travel under 14 knots.
§
Rep. Murphy's legislation would exempt Great Lakes bulk freighters from 1
the speed requirement and make them eligible for loans and guarantees. |
•It
*
*
*
I
The Michigan Department of Transportation is conducting a study on the|
possibility of building a canal between Alger County on Lake Superior and|
Delta County on Lake Michigan. A new canal would be able to accommodate|
large bulk carriers and would eliminate the need to remodel the Soo Locks for|
that purpose.
|
IVotlce to Members
|
' ' If you are aboard a vessel that's involved in an oil spill, or any other type 3
of accident, it is your right not to discuss it tin til you've contacted the Union|
and spoken to an attorney.
|
The Coast Guard usually visits a ship involved in a spill immediately after|
the incident. They take statements from the crew and, in some cases, have|
St. Lawrence Seaway
allegedly threatened crewmembers with loss of their seamen's papers if they 5
refuse to cooperate.
§
The St. Lawrence Seaway reopened for the season this month but there are
questions about the kind of season the system will have in 1978.
The Union wants to remind all members that they do not have to make any s
One reason for the questions is that 1978 marks the first time tolls have been
statements to the Coast Guard before they've seen an attorney.
s
increased on the Seaway since it opened in 1959.
If you are aboard a vessel that's involved in an accident, contact the SIU §
And, in answer to lobl^ing^fforts by the U.S. steel industry, the Carter
representative at the closest port. He will advise you on what to do.
fHiiiiiiiiiiiiiiiiiiiimimiiiiiiimiiiiimiiiiiiiHmniiiiiiiiHmfnrinilTniniiiiNiiniiiiiiNiiiiHiiiiiiiiHiiiiHHiiiiiiiiiiiiiiiiiiiiiiitniiiiiiiiiuiHuiiiiiitiiiniiiiiiiiiiiiiiiiiiiiiiimiHmiuiiiiiiiiiiiiiiiiiiiiiiHiiiiinimiiii^
Banner Committee
Here's the Ship's Committee of the SS Banner (lOM) at a payoff on Mar. 31 at
Stapleton Anchorage, 8.1.. N.Y. They are (I. to r.); Engine Delegate Joe
Truo'eau; Deck Delegate Albert W. "Blackie" Saxon; Educational Director
Stanley Zielewski; Bosun Jack Higgins, ship's chairman, and Steward Dele
gate Rico B. Woodard.
8 / LOG / April 1978
Bradford Island Committee
mittoo oMh
OC S 2/
^
'S the Ship's Com
mittee of ffie SS Bradford island (IGM), From the left are: Educational Director Harry Granger; Chief Steward Roque MacAraeg, secretary-reporter; Stew
ard Delegate Derrell Reynolds;'Recertified Bosun John O. Frazier, ship's
chairman, and Engine Delegate J. D. "Whitey" Harmon.
�f :v
*
.
H
1
Congress Approves Subsidy Boost for US Merchant Marine
Both the Senate Commerce Com
Two amendments—^proposed by
mittee and the House Merchant Ma Rep. Paul McCloskey (R-Calif.)—
rine Subcommittee have cleared leg were added to the House Subcommit
islation which sharply increases the tee's bill. The two amendments (1)
Maritime Administration's authority would require that any ship built with
to guarantee loans and mortgages construction subsidy would have to
for construction of new ships and in be "enrolled in a Sealift Readiness
land water equipment.
Program approved by the Secretary
of Defense."; and (2) would reduce
by 5 percent the construction sub
sidy of any vessel which is not built
as a part of a "present or future ves
sel series."
Congressman McCloskey—who
has been a loud critic of the maritime
House Bill Urges
Merchant Marine,
Navy Cooperation
The Chairman of the House Mer
chant Marine & Fisheries Committee
introduced a bill this month that
would set up an advisory board to
promote closer cooperation between
the Navy and the U.S. Merchant
Marine.
The bill, submitted by Congress
man John Murphy (D-N.Y.), would,
in his words, "assure that coordina
tion between the Navy and the Mari
time Administration is encouraged."
The bill comes at a time v/hen lead
ers in the maritime industry—and
some members of Congress—are
urging the Navy to place more reli
ance on private shipping to perform
non-combat work for the military.
(For a related story, see page 5.)
As written, the bill would establish
a five-member board—appointed by
the President—which would include
the Secretary of the Navy, the Assist
ant Secretary of Commerce for Mari
time Affairs, and a representative
from the U.S.-flag liner operators,
U.S.-flag tanker operators, and the
shipbuilding industry.
One of the specific purposes of the
bill is to encourage "maintenance of
an adequate and well-balanced mer
chant fleet which is designed to be
readily and quickly convertible for
national security needs."
Energy
Department
Sets Hearing on
El Paso II Project
The Energy Department is holding
a hearing this month on the El Paso
II Project to import liquefied natural
gas (LNG) from Algeria to a pro
posed new LNG terminal on Mata
gorda Bay, Tex. The hearing will
take place Apr. 17 in Houston.
The purpose of the hearing is to
look into a number of factors which
will determine whether an LNG ter
minal in the Gulf port will be eco
nomically feasible. Among the issues
are the costs and prices of the im
ported gas, U.S. balance of payments,
potential markets for the LNG, and
environmental and safety concerns.
The SIU's Washington legislative
staff has been keeping a close watch
on the Energy Department's actions
in formulating regulations on the im
portation of LNG, and has been
working with Congressional mem
bers to encourage less restrictions on
the impofts of LNG.
Federal Agencies Hearings...
Three hearings dealing with mari
time matters are scheduled later this
month and in May.
OUTER CONTINENTAL
SHELF. The Outer Continental Shelf
Advisory Board—established by the
U.S. Department of Interior—will
hold an open hearing Apr. 28 in New
Orleans. Included on the agenda will
be: presentation by the State of Cali
fornia on their procedures for review
ing OCS development plans; the
status of OCS Land Act Amend
ments, and Department of Interior
action on rules and regulations to im
plement the amendments.
TANK VESSEL OPERATIONS.
The Coast Guard is considering issu
ing regulations governing the opera
tion of tankers in the Puget Sound
area. The Coast Guard will hold
hearings Apr. 20-21 in Washington.
The purpose of the Coast Guard
study is to determine solutions for
protecting against environmental
harm resulting from possible oil spills
due to vessel damage or destruction.
TRANSPORTATION STUDY
GROUP. The National Transporta
tion Policy Study Commission will
meet Apr. 27 in Washington.
industry, and was the leader of the
fight to oppose "cargo preference"—
had submitted ten other restrictive
amendments which were turned
down by the Merchant Marine Sub
committee.
The House subsidy measure will
be taken up by the full Merchant
Marine & Fisheries Committee later
this month. Committee Chairman
John M. Murphy (D-N.Y.) said that
at that time he would present an
amendment to increase the construc
tion loan and mortgage guarantee
propam from the present $7 billion
limit to $10 billion to bring it in line
with the level of the Senate's subsidy
guarantee increase.
On the Agenda in Congress...
A number of hearings are on
schedule in both the House and Sen
ate which will be dealing with issues
that affect the maritime industry. Our
SIU Washington staff will be moni
toring these hearings, and will be
working with Congressmen and their
staffs to promote and protect the in
terests of our membership.
THIRD FLAG RATES. The
House Merchant Marine Subcommit-
Ocean Mining
Bill Awaits
Senate Action
tee is continuing hearings on a bill
which would authorize the Federal
Maritime Commission to regulate the
rates charged by certain state-owned
carriers operating in the U.S. foreign
trades.
CLOSED SHIPPERS COUN
CILS. The Merchant Marine Sub
committee will hold hearings this
month on a bill which would set up
closed conferences and shipping
councils in the U.S. foreign waterborne commerce. This bill would
help to insure fair competition in the
foreign trades for our U.S. liner com
panies.
Vii
NATIONAL OCEAN POLICY.
The Oceanography Subcommittee of
The Ocean Mining Bill is sched the House Merchant Marine & Fish
uled for mark-up by the Senate eries Committee is holding hearings
Energy Committee this month. In this month on legislation which
the House, the Ocean Mining Bill is would establish a national ocean pol
now before the Ways & Means Com icy. In the Senate, the Commerce,
mittee where the problems of rev Science and Transportation Commit
enues and profit sharing are being tee will hold hearings on a similar bill
examined.
which would set forth the goals and
In the Senate, it is expected that objectives of the National Oceanic
an amendment to the Bill will be
and Atmospheric Administration.
adopted that would require that min
ing ships and ore carriers be docu
PETROLEUM RESERVES. The
mented under the U.S. flag. Our SIU Senate Energy and Natural Re
legi.slative staff in Washington has sources Committee is continuing
been in close touch with Senator J. hearings on authorizations for the
Bennett Johnston (D-La.) who has U.S. strategic petroleum reserve pro
indicated that he would offer the gram.
"Hire American" amendment. Cru
INTERNATIONAL TANKER
cial support for this amendment has SAFETY. The Senate Commerce,
also come from Senator Frank Science and liansportation Commit
Church (D-Idaho).
tee is holding hearings on two pro
Other amendments being sup
posed treaties of the International
ported by the.AFL-CIO Maritime
Maritime Consultive Organization
Trades Department—as well as the
SIU—would require that mining, (IMCO) which deal with tanker
processing and ore-carrying vessels safety standards.
FISHING ACTS: 200 MILE
be built in American shipyards, and
LIMIT;
CONSERVATION. The
that the ore be processed in the U.S.
It is estimated that some 20 mining House Merchant Marine & Fisheries
ships and 60 ore carriers will be in Committee is holding oversight hear
volved in the beginning phase of min ings to determine the impact and ef
fectiveness of the 200-mile limit on
ing operations.
Meanwhile, the Law of the Sea fishing on the U.S. fishing industry.
Conference has reconvened to con The present law restricts foreign
sider the worldwide implications of trawlers from working within the 200
ocean mining. There is resistance mile coastal U.S. zone. Meanwhile,
from the U.S. State Department to the Senate Commerce, Science and
Congressional approval of "Hire Transportation Committee is holding
American" and "Build American" hearings on the Fishing Conservation
provisions of the Ocean Mining Bill. and Management Act.
April 1978/LOG / 9
•:
i
-j
�involvement Is the Key' Points Out One
PINEY POINT, MD.—Get in
volved. Communicate^
That's the gist of what Tankerman
Harold Bohlinger of Norfolk's Gellenthin Barge Lines advised his 28 fellow
Boatmen delegates. They were attend
ing the latest in a series of Atlantic
Coast Inland Educational Conferences.
This was the second for Boatmen from
Interstate Ocean Transport (lOT) and
its subsidiaries—Mariner Towing, Har
Capt. Jesse V. Watson of lOT in Phila
delphia, summed up the conference
with "It's no ripoff. I was a skeptic, but
I understand now and I will pass it on.
Seein' is believin'," he said in a
thoughtful mood.
Headquarters staffer Craig Gold, who
works with inland contracts, termed
the conference "a learning experi
ence" for him.
Mate Dave O'Neal of lOT in Norfolk
admitted that before the conference
he had, "no real idea about the
Union. But now it means a lot to me.
I hope everyone feels the same way
I do."
10/LOG/April 1978
bor Towing, Interstate Barge Co., and
Gellenthin Barge. The Conference was
held at the Harry Lundeberg School
from Mar. 12 to 18.
". . . Involvement is the key . . .",
Bohlinger told his fellow Boatmen. He
vowed "... to spread the word... com
municate . . ." and to share the knowl
edge he gained at the Conference.
Opening up the confab, HLS Vice
President and SIU Headquarters Rep
In the Union since 1957, Mate Harold
Daniels of IBC in Norfolk said with a
smile, "I now have a strong feeling for
the Union and I appreciate this con
ference."
"I didn't know how important the
Union was," said AB Ben Belli of lOT
in Philadelphia. Brother Belli, a 1974
HLS grad, said further that he didn't
realize "how tough the oldtimers had
it." He urged his Union brothers to
"Keep strong. Move on."
"Now I know what I'm talking about,"
said lOT Tankerman Mott Zoladek of
Philadelphia. "I know the contract
now. I know what the Union's all
about." He promised, "I will come
back (here) to upgrade."
resentative Mike Sacco said the purpose
of the meeting was to "knock down the
barriers" blocking understanding be
tween the members and the Union offi
cials.
HLS President Hazel Brown fol
lowed by telling the delegates that the
first inland courses were given at the
School in 1973. She urged the Boatmen
to take advantage of the upgrading
courses. Later, Piney Point Port Agent
Mate Ernie Watson of lOT said he
came from a right-to-work state. North
Carolina. "I didn't know much about
the Union," he declared, "until this
week. And I enjoyed the conference,"
he said.
N. Y. SIU Patrolman Teddy Babkowski's inspiring sum-up talk on SPAD
netted nearly $1,000 contributed by
the delegates. "Be active by giving
to SPAD for political activity ... so
Congressmen can pass legislation
helpful to us," he urged the Boatmen.
lOT Tankerman John Jones, Jr. points
out that he got an '^education" at the
conference.
Pat Pillsworth explained how inland
trainees at the School are recruited and
trained.
A highlight of the Conference was
the delegates* visit to nearby Washing
ton, D.C. At lunch they listened to three
Congressional assistants from their
home districts. Earlier in the day they
visited the AFL-CIO Maritime Trades
Department (MTD). There they heard
MTD Field Coordinator John Yarmola
"The last three weeks I got to know
Philadelphia Boatmen better," ex
plained Patrolman Joe Air. "There
were barriers. The bars were up but
they're comin' down."
lOT Cook Lyle D. McDonald II, whose
son is also an SIU member, said about
the conference, "I got a lot out of the
program."
"Fantastic" was the word AB Ray Mc
Donald of MarinerTowing in Philadel
phia used to describe the conference.
"This course opened up a lot of
minds," said the former deep sea
member. "There's a different attitude
of everyone on leaving here." Brother
McDonald says he's applied for the
inland towboat operator's scholar
ship.
�&
Delegate at the Second iOT Conference
point ont how nearly 30 Government
regulatory agencies have a finger in the
maritime pie. Dave Dolgen, MTD direc
tor of legislative and political activities,
then described how the 'legislative proc
ess is changing.^* He said the Congress,
with much of the (Nd Guard out, has
many freshmen Congressmen who have
been in less ^han two terms.
In the afternoon, delegates visited
the U.S. House of Representatives and
saw Rep. Shirley Chisholm (D-N.Y.) de
bate on the floor for the HumphreyHawkins Full Employment Bifi.
On the first afternoon of the Confer
ence, Norfolk Patrolman Dick Aveiy
talked about the history of the American
labor movement and the inland water
Asking how a new Inland Vacation Plan would af
fect him is IOT Capt, Robert F. Hudgins out of the
port of Norfolk.
ways industry and their unions. The
next day, FhUadelphia Port Agent John
Fay went over the makeup of the
SIUNA, AFL-CIO, and the MTD. A
slide presentation was then shown on
the changes in the SIU Constitution
after the merger of the SIU and the IBU
in 1976.
On Wednesday morning, SIU Claims
Mariner Towing Cook John R. Grassia of Philadel
phia asks a question in the HLS Hiring Hall about
job priority.
Director Tom Cranford explained the
Welfare benefits available to Boatmen
and their families. He also went over the
benefit application form.
Inland Coordinator Chuck Mollard
gave the group a rundown on what's
going on under the Capitol dome and
the White House roof. He said that what
Continued on Page 12
'ul
1
Telling the delegates on the last day of the confer
ence how he was "impressed" with their questions
and comments is Log Assistant Editor Ray Bourdius. The Log is the official monthly SIU publication.
i
IOT Cook Paul J. Zilkow of Philadelphia straightens out a seniority point early
in the conference. At the end, he commented of the conference. "I got a new
outlook." On his left is IOT AB Seymour B. Hamilton.
Pointing out a fact is IOT Tankerman Graham Taylor, Sr. who remembers
when they used wood for fuel on the boats. "I've been around awhile," he
said, "since 1935. And I've seen a lot of improvements." About the seven
day conference he said, "I learned more about the Union in a week than in
all those years." In the center is Capt. Robert Mason of IOT. On the right
is Tankerman John Jones, Jr. of IOT.
ROTAH;
Tl Inland Director Richard Saul tells
the Boatmen delegates about the dol
lars and cents matters in their indus
try. Saul said that while the waterways
tug and barge industry is "fast grow
ing" in the Gulf and on the rivers,
competition is "cutthroat." He pre
dicted that last year's 4,240 boats with
46,000 jobs in the industry would jump
in the year 2000 to 54,000 jobs on
5,000 boats.
Mariner Towing Cook Alvin D. Ellis of
Norfolk talked about the knowledge
he gained about SPAD.
J
SHIPPINI
Norfolk Patrolman Dick Avery is seen
here, in the Piney Point Hiring Hall go
ing over Union seniority and the rules
and regulations on registration and
shipping procedures.
m. 'V
Father of a recent inland towboat op
erator scholarship winner, IOT Capt.
Thomas M. Braddy said he was very
impressed with the conference.
41
April 1978 / LOG / 11
r~
�lOT Capt. Robert R. Mason has been
an SlU member 33 years and has
been with the company since 1945.
He said the conference enabled him
to understand the Union's function
and how the SlU "helps us." He
added that the Union now has an im
portant role in politics.
Baltimore Port Agent George Costango told the delegates, "I've sailed
in the Mariner fleet . . . past the Big
Stoney . . . with some of the brothers
in this conference." He's here at the
blackboard showing the number of
days needed for the normal inland
pension.
Joseph E. DiGenova, legislative as
sistant to Sen. Charles McC. Mathias
(R-Md.) says the "SlU can play a
more vital role now in bringing its
legislative needs to the attention of
the Senate." He spoke at a luncheon
for the Boatmen delegates in Wash
ington, D.C. on Mar. 16.
lOT Tankerman Ralph R. Race, Jr. of
Philadelphia spoke about the Log,
saying it was a "very interesting
paper."
Delegates Impressed With HL5 Courses
Continued from Page 11
comes out of Washington "affects the
inland Boatman as much if not even
more than the deep sea Seafarer." This
is because there are "more Federal
agencies and committees" regulating the
maritime industry than any other indusHe then described the Merchant Ma
rine Act of 1970, user charges, the
Coast Guard, dredging, coal slurry pipe
lines and ocean mining. Mike Sacco
noted that under Title XI of the Mer
chant Marine Act, inland companies
built 299 tugs and tows and 1,566
baizes.
On Friday, Mollard explained the
Union's new industry-wide Vacation
Plan and the concept of the industry
wide standardized contract. In answer
to questions, he noted that no one who
is currently receiving a company vaca
The youngest Boatman at the conference is Utility
Jeff Broadway, 19, a 1977 Piney Point grad. Brother
Broadway sails on the Tug Honor (Mariner Towing)
out of the ports of Mobile and Norfolk.
Hdqs. Rep and HLS Vice President,
Mike Sacco tells the delegates that
the "SIU will now be on the USPHS
Hospital's Advisory Board" and that
new "alcoholic detoxification centers
will open in Norfolk and Staten Island,
N.Y."
12 / LOG / April 1978
tion plan would lose out under the new
Vacation Flan concept in fact, he ex
plained how the person would gain.
Also as part of the Conference, SIU
House Counsel and Legal Department
head Carolyn Gentile went over the new
pension reform law, the Employee Re
tirement Income Security Act of 1974.
She explained what a deferred vested
pension means.
In the wrap-up comments, the Boat
Chief Cook Charles "the Menu" Bedell of Mariner
Towing in Philadelphia, who sailed deep sea 26
years as a chief steward, raises his pencil to ask
how his SIU and IBU seatime adds up for his
pension.
men said they were impressed with the
Lundeberg School's entry, deckhandtankerman training and the various up
grading instruction for tug and towboatmen. They also liked the HLS Valley
Lee (Md.) farm. The farm's vegetables.
Black Angus cattle herd, and Big Red
porkers supply much of the food for the
School. The delegates also praised the
Seafarers Alcoholic Rehabilitation Cen
ter which is located close to the School.
Going over his notes at the conference is boat
delegate, Tankerman Harold Loyd Bohlinger of
Gellenthin Barge Lines In Norfolk.
Transportation Institute Director of Policy Planning and Development Peter
Luciano (right) explains to the Boatmen delegates in Washington, D.C. how
Tl monitors the doings of all U.S. Government agencies, bureaus, and com
mittees. At his right is Harbor Towing Tankerman Carl M. Goldys of Baltimore
who said at the end of the conference that he had "learned quite a bit," and
','will now be more active" in Union affairs.
Describing the Inland Vacation Plan
is Inland Coordinator Chuck Mollard.
�1000th Student ComnletesGED
The high school equivalency pro
gram at the Lundeberg School has
been In existence for over six years
and during that time, many sea
farers young and old have been
helped to achieve their high school
diplomas.
Recently the program graduated
Its 1000th GED student, Ralph Vidal.
Like other members of his family,
Ralph has always loved boats and
water and stated that, "It has been
my dream since I was small to work
on the water."
Ralph found out about the GED
program from his father and grand
father, both of whom are seafarers.
"My grandfather Is a retired sea
farer, and he told me If I wanted to
learn I should come to HLS," he
said. Ralph's older brother gradu
ated from the basic vocational pro
gram and Is currently working on
ocean-going vessels. His younger
brother Is 17 and Is very anxious
to come to HLS and work on the
waterways.
Ralph decided to come to the
Lundeberg School "to learn as much
as I could before I went to work. I
knew about the GED program, and
taking the program in addition to
my vocational classes gave me a
challenge."
One aspect of the program that
impressed Ralph was that the teach
ers were concerned and patient.
He said, "The teachers really took
the time to give the facts and didn't
mind helping me out with something
when I didn't understand." Ralph
commented that this was much dif
ferent from his high school classes.
"The teachers always beat around
the bush and they never had time
to repeat anything."
According to Ralph, the academic
and vocational programs at HLS are
for "anyone who wants to make
Success! Ralph Vidal learns that
he is the 1000th student to earn his
high school diploma through the
GED program at HLS.
something of himself." He feels that
learning Is very Important and wants
to advance himself In the Industry.
"I plan to come back to HLS for
upgrading. I want to go as high as
I can."
Ralph Is looking forward to work
ing on ocean-going vessels and
travelling. "On a ship, everyone has
a job and they know just what to
do. I think I will really like this," he
said.
All of Ralph's family Is proud of
his achievement. "My mother cried
when she heard I made It," he said.
Everyone at the Lundeberg
School would like to congratulate
Ralph on being the 1000th graduate
of the GED program.
Attention to individual learning needs contributes to student success.
Here Ralph receives math help from teacher Jean Polak.
11
•5^
Students are motivated to learn because they see the relationship between,
education and their career goals. Ralph is shown at work here on the HLS
tank barge, and he will use both academic and vocational skills on the
Tankerman test.
Dont Forget the Students!
The push for competency testing In the public schools has begun to
show results. Several states have experienced the first round of testing
and proijiems are definitely surfacing.
Competency testing was encouraged by the public, legislators, and
concerned parents. All these people have been critical of
the products our schools are producing. Employers have
been saying that our high school graduates lack skills.
Students said they were being cheated and were Illprepared for a future In the world of work. So some form
of accountability had to be established.
Criticisms were somewhat justified. Scores on 1964
and 1973 editions of the Stanford Achievement Test
Indicated that a student entering the 8th grade today
reads about as well as a typical student In the middle
of the 6th grade ten years ago. Other tests have also Indicated that higher
standards must be set so that students can achieve at desired levels.
Florida was one state that took a lead In requiring ascertain level of
competency prior to high school graduation. The first testing has been
done on a statewide basis and approximately 36% of the 11th graders
failed the math tests and 8% failed the reading and writing tests.
Now comes the problem! What will happen to these students who have
failed to pass the tests? Well, they will be given another chance to retest
after taking remedial courses. Can you Imagine almost 40% of the 11th
graders In remedial courcec just to pass the competency exam?
•r"ii v\iw\
by HAZEL BROWN,
President
Harry Lundeberg School
The Issues that weren't solved prior to the testing were how these re
medial programs would be funded and where the school systems would
find the remedial teachers. Also, how would the individual students be
prepared to accept failure? Will the failing students drop out without try
ing to retest? What kind of Instruction will be provided for them?
Some educators are saying that all the students who have failed the
tests are not incompetent, but rather they are performing incompetently
because there was no good reason not to. Motivation is a very strong
factor In any learning situation. Learning must be pursued by the indi
vidual student. One has to wonder if the test results can be a strong
enough motivation. Our history of other testing programs has not shown
this to be the case. We have to ask ourselves a very serious question.
What will happen to the students who fail the competency tests? If the
only answer is retention, then a large number of our youth can be ex
pected to drop out before they are forced to receive the certificates of
attendance rather than the high school diploma.
Yes, our schools do need to be accountable. They should be providing
adequate learning experiences so that the students can achieve. We want
learning to take place and deserve products from the educational invest
ment.
Let's be very careful that we punish the guilty parties, not the innocent
students who are victims of this serious situation. In our eagerness to
correct one problem, let's not forget the individual human beings who are
so sadly failing these tests.
April 1978 / LOG / 13
�Lored His Union, Shipmates
I would like to thank the SIU, Port Agent C. J. "Buck" Stephens, Delta
Steamship Lines and Captain H. J. Hermes of the 55 Del Rio on behalf of my
late husband, John J. N. McKenna, who passed away on Oct. 16, 1977.
John loved the sea, his union and his fellow seamates.
Thank you one and all for granting his final wish and returning his ashes to
the peaceful waters of the Caribbean on Jan. 5, 1978. On behalf of his sisters,
Pam, Pat, Georgia and Ines, I remain.
Respectfully,
Henrietta McKenna
New Orleans, La.
Helped Member's Wife
^lllillllill|||llllil||lllllil|||iilll||||lllll||||lilllllllllllli||l|lllllllllllllllllllilllllllllllll|||llll|||||lll||||l^
Life With a Seafaring Man
(Enclosed you will find an article in memory of Frank Cormier, my husband.
Many of his friends still don't know that Frank passed away Nov. 11, 1977.1
would appreciate it very much if the Log could print this in an upcoming
edition.)
After 36 years, everybody in the SIU knew Frank Cormier. As a shipmate,
he was friendly, honest and frank. His wide smile and sparkling, dark green
eyes showed his friendship. He was always ready to help.
He was affectionately called "Paco Guayanilla." He was born near the sea
in Guayanilla Beach. Maybe that's why he loved the sea.
As a father, he gave his children too much. He gave them what he never had.
Maybe he spoiled them and expected too much from his children. He wanted
them to continue to live near him after they got married. As it was not possible,
it turned him bitter. I understood and never said a word for or against it because
Frank was like a child sometimes. He was stubborn and had small fits. Like the
time he had an argument with a neighbor, he threw rocks at the fence.
As a husband, he was unique, considerate and helpful. During my 11 years
of sickness, he was patient. But sometimes he scolded me like I was a child
because he wanted me to eat all the fresh fruits he bought home, and I wouldn't.
He was a baseball fan and regretted being born too early that he could not
be a player with so many advantages today.
He 'lOvcd radioes and tape recorders, buying too many. He loved American
music and operas. I never understood operas, but 1 never interfered. He spent
hour after hour listening to music. Once, as a joke he recorded every word I
said to him without me knowing it and then played it back laughing. For him
it was fun.
Frank said he was an athiest. But it wasn't true. He never laughed at religion.
He counted many ministers among his friends. I liked to hear them, so Frank
would invite them to the house.
Frank knew he was going to die.For two weeks, at midnight,a bird came to
our yard to sing. One night Frank went out to see the bird. He said, "the bird
is black. I wonder who is going to die."
From then on, he was constantly telling me what to do if something happened
to him. The moment he felt sick, he said to me, simply, "I feel sick." He closed
his eyes and 20 minutes later he was gone.
He had high cholesterol and that caused a heart attack. He didn't suffer as
it was so sudden.
Frank is gone. He had to leave everything he loved in this world.
He is gone, but his memory will linger with us for a long time. It's not good
bye, Frank, it's so long 'mate' until we meet again.
Sincerely,
Olga Cormier
Ponce, Puerto Rico
I would like to thank the Union for their consideration of me as the wife of
Brother Samuel E. Ratz in their promptness in paying my medical bills while
I was confined in a hospital for surgery. It was gratifying to know that I was
taken care of.
Sincerely,
Mrs. Samuel E. Ratz
Deltona, Fla.
The AB's fob has
changed a lot
over the years. .
So /ear/7 to do it right!
Enroll
in the A B Course
at HLS.
Learn the skills you need aboard modern U.S. ships.
Earn the rating that means job security and good pay for you.
Course is four weeks long. Classes start in June.
To enroll, see your SIU Representative or write to:
Harry Lundeberg School
Vocational Department
Piney Point, Maryland 20674
A MESSAGE FROM YOUR UNION
NARC(mCS
ARE FOR
KNOTHBADS
WREN you
ARB CAU6RT
YOU
LO$E
YOUR
PAPERS
FOR
LIFE
I
14/LOG/April1978
'ill
, i,-.
.. V .
I, . (
I
--
.-i-i
�Flag-of-Convenienee Ship Has Worst Spill in History
!
The unchecked use of "flag-ofconvenience" tankers by American
oil companies has caused another
crime against the environment.
The latest in what has become a
grim history of "flag-of-convenience"
tanker wrecks involves the 233,000
dwt Amoco Cadiz.
The vessel, owned by Amoco and
registered under the Liberian flag,
went aground in heavy seas Mar. 17
off Portsall, France, a small fishing
and summer resort town of 2,000
people.
Despite efforts to minimize pollu
tion, several days later the Amoco
Cadiz broke in two and spilled her
entire load of 68 million gallons of
crude oil into the ocean. It is by far
the worst oil spill in history.
Swept towards the Continent by
high winds and menacing waves, the
oil has already devastated 70 miles of
northern French coastline.
Fishermen in Brest, northern
France, claim that it will be more
than a year before they can return to
the sea to make their living.
The oil has oozed its way to the
Seven Islands bird sanctuary in north
ern France which provides homes for
25,000 penguins, gulls and rare birds.
The effect of the oil on the sanctuary's
wildlife has not yet been determined.
However, an oil spill of lesser propor
tions 11 years ago wiped out 80 per
cent of the bird population.
Almost as bad as the disaster it
self, is the historically proven fact
that little or nothing will be done to
curb the multinational oil companies
from using unsafe, improperly
manned "flag-of-convenience"
tankers.
Amoco's insurance company will
pay some fines. The newspapers and
politicians will yell and scream for a
few weeks and vow action. But for
sure none will be forthcoming.
A good example of this is the
wreck of the Liberian-flag /Irgo Mer
chant in American waters off Nan
tucket Island in December 1976. The
Argo Merchant dumped 7.6 million
gallons of crude into the Atlantic
Ocean, which represented the worst
spill ever in American waters.
Naturally, the politicians were up
in arms about the disaster and swore
up and down that something had to
be done.
However, the first real chance
Congress got after the Argo Mer
chant incident to cut into the use of
"flag-of-convenience" vessels in U.S.
waters was flatly rejected.
This rejection involves the defeat
in October 1977 of President Carter's
oil cargo preference proposal for U.S.
ships. This proposal was realized in a
bill which would have required that
9.5 percent of all U.S. oil imports be
brought to American shores in U.S.manned, U.S. registered ships by
1982. The bill went down to defeat
in the House 257-165. U.S. ships,
then, will continue to carry only 3.5
percent of the nation's oil imports.
The 9.5 percent bill was by no
means an unreasonable one. How
ever, the oil companies—the same
companies that operate "flag-of-con
venience" vessels—lobbied against
the bill and Congress gave in to the
pressure.
Right now, unsafe, poorly manned
"flag-of-convenience" ships carry 50
percent of America's oil imports. The
question you have to ask yofirself is,
how long will it be before another
major oil spill from a "flag-of-convenience" vessel blackens our shore
line? If their infamous track record
remains intact, it won't be too long.
The SIU has been working for a
fair oil cargo preference bill for U.S.
ships for many years.
Our motivation behind this fight
was and remains job opportunities
for American maritime workers on
ships, in shipyards, and in related
industries.
However, the black record of "flagof-convenience" vessels in polluting
the world's seaways has added a new
and serious aspect to the issue.
As we see it, oil cargo preference
can no longer be considered a polit
ical or economic issue to be haggled
over by Congress. Oil cargo prefer-
Official Publication of the Seafarers International Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFLCIO
April, 1978
ONLY THE BEGINNING
ence for U.S. ships is a necessity if
this nation expects to keep our shore
lines intact and our fisheries healthy
and productive.
There are a number of ways to cut
into the use of these vessels in our
waters. However, a bill requiring the
use of U.S. ships to carry a significant
percentage of our oil imports is the
quickest, most effective way to begin
the process.
A second means to cut into the use
of "flags-of-convenience" is the im
plementation of tougher safety stand
ards for all vessels entering U.S.
waters. [The U.S. is currently work
ing on this through the Intergovern
mental Maritime Consultative Or
ganization.]
We are not naive enough to think
that Congress is about to enact cargo
preference without pressure being
brought to bear on it. So the SIU will
continue to fight for this legislation.
It's not too late to take action
against the oil companies and their
"flag-of-convenience" vessels.
However, before anything is done,
the nation's lawmakers must realize
that they are not in Washington to act
as mouthpieces for the oil companies.
They are supposed to be there to pro
tect the best interests of the nation
and its people.
The longer Congress ignores the
problems caused by "flag-of-conve
nience" vessels, the greater the
chance of lasting or permanent harm
being done to the environmental sta
bility of the nation's waters and
shorelines. We sincerely hope that
Congress sees the light, and sees it
soon.
Vol. 40, No. 4
Executive Board
Paul Hall
President
Frank Drozak
Executf 'e Vice President
Earl Shepard
Cal Tanner
Joe DiGlorgio
Vice President
Secretary-Treasurer
Lindsay Williams
Vice President
Vice President
Paul Drozak
Vice President
iLHioiiniESsI
^
'
389
Marietta Homayonpour
Editor-in-Chief
James Gannon
Managing Editor
Ray Bourdius
Marcia Reiss
Assistant Editor
Assistant Editor
Edra Ziesk
Assistant Editor
Frank Cianciotti
Dennis Lundy
Chief Photographer
Associate Photographer
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
paid at Brooi^iyn, N.Y.
The Liberian-flag tanker Amoco Cadiz, owned by an American oil company,
is in two pieces after running aground off the coast of France last month. The
ship dumped 68 million gallons of crude into the ocean, the worst oil spill
in history.
April 1978 / LOG / 15
�1966 SlU Scholarship Winner
Majored in German; Now Hearing Doctorate Degree
When Dcdra Robertson, daughter of
Boatman Robert Robertson, won the
SIU four-year college scholarship in
1966, she felt it was "the best stroke of
luck that ever happened to me."
For Dedra, it wasn't just luck, though.
She had worked towards the scholarship
all the way through high school, and
had been groomed for college by a spe
cial academic program she started in
public school in Port Arthur, Tex.
Dedra used the SIU scholarship
award to attend Louisiana State Uni
versity where she majored in German.
During the summers and in the fall of
1970 she went to Lamar University in
Beaumont, Tex. where she got her
Teaching Certificate in German, French,
and Social Studies.
After graduation, Ms. Robertson
taught high school German and Ameri
can history in the Clear Creek High
School district in Texas from 1970-72.
Then her husband, Gregory Jones,
who's a landscape architect, got a job in
Baton Rouge, La. So Dedra went back
to Louisiana State University and re
ceived a Masters Degree in 1975. She
has completed all her course work for a
Ph.D. in German and French at LSU
and will have that degree as soon as she
finishes her dissertation.
Dedra taught German at LSU for
four years but right now, in spite of her
teaching certification and her interest in
education, she's not teaching.
Ms. Robertson's official title is Train
ing Officer for the Louisiana Depart
ment of Transportation and Develop
ment. She writes programmed,
instructional courses that provide train
ing for employees of the Transportation
Department. She also does technical
translations for the research section of
the department.
Dedra's background in languages—
she's fluent in German and French—is
a real asset in her job. Many underde
veloped countries that are in the process
of building roads and airports want
guidance from the U.S. These countries
send representatives to the U.S. who go
through state training programs. "Some
times," Dedra said, "their English isn't
too good and I'll be able to provide a
language base for them."
Even if she only speaks a few words
of their language, Dedra finds it means
a great deal in making foreign visitors
more comfortable in the U.S.
Though her job isn't teaching, Dedra
pointed out, "it is education from a dif
ferent angle."
When she started college, there were
New York
Offering the lowest auto and personal loan rates in the New York metropolitan
area, the 55-year-old union-oriented Amalgamated Bank of New York, has
dropped its annual auto loan interest rate to 9.40 percent for a three-year loan
and 9.15 percent for a two-year loan. These are the lowest auto loan bank rates
in New York City. On a $5,000 three-year auto loan you would save $243 over
rates charged by other local banks.
"This bank has always considered the needs of the wage earner as of primary
importance . .
declared its head. The lower rate is part of the bank's policy of
helping to meet the financial needs of wage earners, people of modest means.
The bank has four branches in the city with its headquarters at 1 1 Union Sq.
The bank, the only surviving U.S. labor bank of 39 started in the '20s, was
founded by the Amalgamated Clothing and Textile Workers Union. It serves
and counsels unions and provides fiduciary facilities for union pension and wel
fare funds. It has 170,000 accounts, has $740-million in resources, and is 180th
among 14,000 U.S. banks.
Amalgamated introduced in 1973 the city's first free checking accounts. It was
also the first bank here to otter wage earners signature loans. This was in 1923.
VLCCNew York
The Military Sealift Command chartered the 264,073 dwt VLCC New York
(Seatrain) to carry, early this month, approximately 1.9 million barrels of U.S.
Strategic Petroleum Reserve crude from Kharg Is., Iran to the South Riding Points
Transshipment Terminal in the first week iii May in the Bahamas.
Seatrain will also supply shuttle tankers to transship the oil from the Bahamas
to Sun.shine, La. or Nederland, Tex. for storage in underground natural salt domes.
The New York is the third SlU-contracted VLCC the MSC has chartered to
transport the strategic reserve oil. The others are the VLCC Massachusetts (lOM)
and the TT Williamshurf^h (Cove Shipping).
The 35,100 dwt's S'L Zapata Ranger (Zapata Bulk), ST Zapata Rover and the
ST Zapata Courier also carried this strategic oil to Freeport, Tex. recently.
Washington^ D.C.
Here's an example of how one of our members helped his Union brothers by
writing letters to President Jimmy Carter; the Hou.se majority leader, and his
congressman concerning the USPHS hospitals. Their replies to Seafarer Perry
D. Ellis are as follows;
One of the President's aides, Hamilton Jordan answered: ". . . Your crusade
to upgrade public health care is certainly a worthy one and, indeed, one in which
Mr. Carter and his wife both feel very determined to see improved . .
House Majority Leader Jim Wright of Texas replied late last year: "... 1 will
wish to continue to support legislation to help assure that the Public Health Serv
ice Hospitals will mee* the highest standards . . ."
Rep. Bob Gammagc (22nd Dist., Tex.) who represents Brother Ellis, Staf-
16/ LOG / April 1978
and southern Germany impressed her
most.
The Jones' also do a lot of traveling
in the U.S., making regular trips to
Taos, N.M. for skiing and taking canoe
ing and camping vacations during the
summers. "We may have missed one or
two small parks," Dedra said, "but I
think we've been in every National Park
in the U.S."
Another hobby in which Dedra is in
terested is showing dogs. She has an
Afghan hound that she entered in sev
eral dog shows around Texas. She was
doing pretty well but the dog kept hav
ing false pregnancies and that ended its
show career. The Jones' hope to get
another dog and start exhibiting it soon.
Proud of Daughter
Dedra Robertson
other fields Dedra considered, but for
eign languages seemed a wise choice be
cause she was always good at them and
she loved traveling. "With foreign lan
guages I could use my hobby as my
major," Ms. Robertson said.
Dedra still loves traveling. She and
her husband spent the summer of 1971
going all over Europe where Belgium
Boatman Robert Robertson, who
sailed as a tankerman out of Port Arthur
14 years until he retired in May, 1976,
was very proud when his daughter won
the $6,000 scholarship. [The scholar
ship award has since been raised to
$10,000.]
Dedra herself was "really excited,"
about the award because, she said, "my
parents didn't have the money to send
me to school and the scholarship meant
I could go wherever I wanted to."
ford, Tex. and is on the House Interstate and Foreign Commerce Committee
and Subcommittee on Transportation and Commerce wrote on Oct. 18 and Nov.
21, 1977: ". . . Your efforts to improve conditions at these hospitals are com
mendable ... 1 am enclosing a fact sheet on H.R. 8422, Rural Health Clinic
Services, which passed the House yesterday with my support. 1 instigated the
transfer of the PHS Hospital in Galveston to the Space Center Memorial Hos
pital (in Nassau Bay, Tex.).
"... 1 am glad you share my feelings on the need for better service in these
hospitals, and 1 will continue to help in every way 1 can ... 1 am forwarding your
comments on to HEW for their consideration ..."
SS Stonewall Jackson
From May 1-10, the 55 Stonewall Jackson (Waterman) will sail from the Gulf
to Sri Lanka (Ceylon) carrying 4,000 metric tons of bagged wheat flour.
New Orleans
Port Agent C. J. "Buck" Stephens is on the Advisors Committee of the new
International Stella Maris Maritime Center for all seamen. It is set to open this
fall on Chartres and Gov. Nicholls Streets in the French Quarter near the Espla
nade. It will have a restaurant, library, I V, lounge, gym and pool. Executive
director of the center is the new port chaplain, the Rev. Donald F. Grady, S.J.
The Archdiocese and the St. Nicholas Ministry to Seamen are the sponsors.
SIU Vice President Lindsey J. Williams was named to the Steering Committee
for a New Shiplock at the Industrial Canal.
Ship American, Jones Act, foreign-flag ships, U.S. ocean mining policy, cargo
preference and common sense and containers legislative resolutions were sub
mitted by the MTD Maritime Port Council here to Louisiana's AFL-CIO 23rd
.Annual Convention in Baton Rouge, Mar. 13-15. All resolutions were adopted.
Delta Line's Shoregang made a clean sweep safetywise last year with no losttime accidents. Congrats to John Doyle, Ashton Stephens, Abner Abrams, Cyril
Henning, Nicholas Pizzulto, Terrell Nesbitt, Joseph Galiano, John Robinson, John
Nuss, John Benedict, Milton Mouton and George Nuss.
MARAD will spend almost $350,000 to build its third new marine firefighting
school on the Delgado College campus here on Michoud Boulevard. Opening is
set for six to nine months. A fourth school is scheduled for the Great Lakes area.
�Special Log Supplement
PROGRESS TOWARD UNITY: 1978
An Interim Report
bv the
JOINT MERGER COMMITTEE
of the
SEAFARERS INTERNATIONAL UNION
AFL-CIO
and
NATIONAL MARITIME UNION,
AFL-CIO
Sprz-jj-j:
I
J J IJiIi1 O J
_>
J
t i>
^
I
v>j' > n' i'>J n i
Si
7li
ft''
February 21, 1978
This report is being printed in the May 1978 issue of The NMU Pilot and in the
April 1978 issue of The SIU Log to be read and commented upon by the membership of both unions.
'('
1
I!
>
�Special Supplement
PROGRESS TOWARD UNITY: 1978
The maritime industry in the nations of the
free world has been faced in recent years with
serious problems—many of them directly trace
able to the cutthroat competition of runaway
flag fleets—causing some shipping companies to
institute drastic cutbacks of all kinds. Orders
for new vessels have been postponed or re
scinded; shaky managements have backed off
plans for expanding services and, worst of all,
many vessels have been laid up and their crews
thrown out of work.
In the U.S. merchant fleet the shrinkage has
been devastating; American flag vessels now
carry less than five percent of our nation's for
eign waterborne commerce. This trend threat
ens the very existence of the U.S. flag merchant
marine and the belt-tightening the shipping
companies have been forced to undergo in order
to remain compeLitive has severely diminished
the number of jobs available to members of our
maritime unions.
In the search for a solution to the dual prob
lems of vanishing jobs and protecting the eco
nomic interests of their respective member
ships, the two major unlicensed seamen's
unions—the Seafarers International Union and
the National Maritime Union—formally estab
lished in June 1977 a Joint Committee to develop steps which can be taken by both organi
zations to work more closely together in the
maritime industry and to outline steps that
should lead to the eventual merger of the two
organizations.
What follows is an interim report by the Joint
Committee, finalized on Feb. 21, to keep the
membership of the unions and other workers
in the industry abreast of developments and to
invite their comments. The discussions are con
tinuing and further reports will be made as the
talks progress.
The SS United States—the "Big U"—was once the pride of the American flag passenger fleet. She has gone the
way of many U.S. vessels and is now relegated to the reserve fleet.
barely one-quarter of their 1946 numbers. Jobs
aboard U.S. deep sea vessels declined even fur
ther, to about one-fifth of their 1946 level.
In 1946, U.S. ships carried 62 percent of U.S.
foreign commerce. If we were carrying the same
percentage of our foreign trade today, we
should be operating some 5,000 ships with over
175,000 jobs.
But the share of our foreign commerce car
ried by our ships declined sharply after 1946 to
only 4.8 percent in 1976.
An overview is provided by the following data
from U.S. Maritime Administration records on
cargoes, ships and jobs over the 30 year period
ending with 1976.
I, STATE OF THE INDUSTRY
The hard facts of what has happened to most
segments of the American merchant marine are
well known to those who work in the industry.
It is these hard facts that mainly impel the
unity we are seeking to achieve. Therefore, we
present the following review of some of the
most significant developments since the end of
World War II.
U.S. deep sea shipping
In the 30 years between 1946 and 1976, U.S.
waterborne export and import tonnage in
creased nearly six-fold. Yet in that period, the
number of U.S.-flag deep sea ships decreased to
1946
1956
1966
1976
U.S. Oceanborne
Foreign Trade
122
272
404
698
in million tons
U.S. Deep sea
2,332 1,059
965
577
Vessels
U.S. Deep sea
114,610 56,010 47,788 20,885
Total Jobs
(SEE CHART BELOW)
The decline in ships affected every category
of U.S. deep sea vessel. Jobs aboard dry cargo
ships declined from 89,410 at the end of 1946 to
12,319 at the end of 1976. Tanker jobs declined
from 20,150 to 7,553 in the same period.
As for passenger ships, they have disappeared
under the U.S. flag. Of the last two that had re
mained on the West Coast one was recently
laid up and the other will be laid up in the
spring. There were over 5,000 jobs aboard U.S.
passenger and passenger/combination vessels
at the end of 1946; only 860 in this category at
the end of 1976, and there will be almost none
by mid-year.
Even with the protection of the Jones Act,
coastwise and intercoastal vessel operations
also have dwindled. There were 442 vessels in
this tfdde in 1946i compared with 148 in 1976.
Thus the U.S. deep sea merchant fleet has
shrunk from a huge diversified fleet to a small
fleet which is capable now of carrying only a
small fraction of our foieign commerce and
which cannot by any stretch of imagination be
considered capable of making even an initial
response to the demand for shipping capacity
which "would be imposed on the U.S. by any
full-scale defense emergency situation.
Even more severe decline has occurred in the
ranks of U.S. merchant seamen. Because of the
shrinkage of job opportunities and uncertainty
of the industry, the numbers of skilled U.S. sea
men available to man our ships and to form the
basis for expansion in any emergency have di
minished to levels inadequate for our national
security.
The United States still remains the greatest
trading nation on earth and the leader of the
free world, as it was in 1946, but our merchant
marine has since been allowed to fall from num
ber one in the world to a feeble number ten.
U.S. domestic shipping
U.S. shipping also has declined in the domes
tic trades. Much of this trade was lost to rail
roads, trucks and pipelines as a result of
unscrupulous rate-cutting practices which gov
ernment regulatory bodies did little or nothing
to control.
This is the 1946-1976 record of U.S. ships and
jobs on the Great Lakes.
U.S. Great Lakes Fleet
Great Lakes
Vessels
Great Lakes
Jobs
1946
1956
1966
1976
448
454
286
169
16,500 15,000
8,912
3,744
The inland tug and barge fleet is the only
area where the number of vessels has increased.
18/LOG/April1978
_
i
�Special Supplement
But here, too, jobs aboard the boats have de
creased. This is the record:
ALL U.S. WATERBORNE JOBS HAVE DECLINED STEADILY -
U.S. Inland Tug Fleet
1946
Inland Boats
Inland Jobs
1956
19^6
1966
1976
3,900 4,210 4,054 4,240
94,000 58,940 46,621 46,216
Total impact on waterborne maritime jobs
While standards for individual maritime
workers have been greatly improved, job op
portunities have declined drastically in all types
of vessel operation. Major factors contributing
to this situation have been technological devel
opments; changed operational methods; com
petition of foreign flag ships, and unorganized
operations or other modes of transportation,
depending on the area involved.
(SEE CHART AT RIGHT)
The changing management structure
in maritime
There have been drastic changes in corporate
ownership and management in the offshore
maritime industry. Companies which were the
mainstays of the past are gone. Sales of com
panies, mergers and turnovers of management
have been occurring on a scale and at a pace
unprecedented in the industry.
Following is a list of some of the large U.S.
companies which have vanished since 1950:
DWT
COMPANY
SHIPS TONNAGE
Alaska Steamship Co.
Alcoa Steamship Co.
Bernuth Lembke Co.
Bull Lines
Calmar
Cities Service
Eastern Gas & Fuel
Independent Tankship
Isthmian SS
Luckenbach
Marine Inter Corp.
National Bulk Carriers
North American
Shipping & Trading
NY & Cuban Mail Line
Olson, Oliver G.
Ore SS Co.
Paco Tankers
Pan American
Petroleum & Trans.
Pocohontas SS Co.
Seas Shipping Co.
Southern Trading
Sprague SS
States Marine Lines
Sun Oil
United Fruit
United Mail
U.S. Petrol Carrier
Weyerhauser SS Co.
8
16
5
18
9
14
12
6
28
18
5
25
43,000
155,000
67,400
164,000
108,000
234,000
132,000
100,000
337,000
205,200
54,200
452,000
6
5
8
6
8
100,000
45,500
37,200
142,800
220,000
10
7
7
5
7
25
22
12
14
7
6
151,000
48,000
79,900
84,000
71,000
306,000
300,000
66,000
85,600
117,000
65,400
While old standbys of the maritime industry
were disappearing, new names have been ap
pearing in the roster of major operators, most
of them with little or no background in the
maritime industry. Many of the new operators
are part of giant conglomerates in whose oper
ations ships are only a minor factor. Some of the
remaining older companies also have been
sucked up into such conglomerate operations.
Among the new "big names" in shipping, for
example, are the R.J. Reynolds Co., Chromalloy,
Holiday Inn, Lykes-Youngstown, Natomas and
Walter Kidde.
Companies such as these are not always in
terested in the welfare of the merchant mariner.
Their motive is larger and larger profits. In
their search for profits they will often merge
into larger and larger units. A change of owner-
94,000
/9Sff
16,500
Lakes
1966
58,940
HI!
»
e:
46,621 : Inlaiid ;
•ttT
• M 1 Ml-t-t
•
1976
::
114,610
Lakes
46,216
3,744
20,885 IJOeep Sea
TVTAX.
2.2,5,110
TOTAL
129, 950
ship then can have a tremendous effect on the
job security of the mariner.
The U.S. merchant marine is turning into a
giant game of high finance that has no consid
eration for the effects that changes in ownership
or operation have on maritime workers. All
that matters to shipping financial managers is
the profit line.
The depressed state of the industry has con
tributed to the wave of sales, mergers and turn
overs. It also has stimulated efforts of compa
nies to consolidate markets and trade routes in
their battle for survival.
At the present time, of the 14 liner companies
that existed in 1970, one is in the process of sale,
one is bankrupt, two are in financial difficulty,
two are about to merge with other companies
and one other is looking for a buyer.
The same is true in the tanker trades where
cliange among established operators has been
rapid, in a few years, if the trend continues, per
haps fewer than 10 companies will control over
half of U.S. flag tanker operations.
The consolidation of life-and-dealh power
over what is left of the U.S. merchant marine
TOTAL
TOTAL
103.321
70.845
among a handful of operators, some of them
with only a peripheral interest in U.S. flag ship
ping, is a serious further challenge to the unions
in their efforts to protect and advance the inter
ests of U.S. seamen.
There are many ways in which this trend can
threaten the interests of U.S. seamen; the most
serious, of course, being the effect such con
solidation of ownership may have on job secu
rity, pension programs and other benefit pro
grams of all unions.
Growth of runaway flag operations
A major factor in the decline of the U.S. mer
chant marine over the past quarter-century has
been the government policies which tolerate
and, in fact, encourage the use of flags-of-convenience—or as seamen know them, runaway
flags—on ships of U.S. companies.
U.S. oil companies and other giant corpora
tions have swelled their profits by the use of the
runaway flag device on the ships they own or
charter. It permits them to evade U.S. taxes,
U.S. labor standards, safety requirements and
(J
When you look at any U.S. port today you will see many foreign flog ships but few American. Here is a view of
the port of New York just below the Verrozano-Narrows Bridge.
pof» Auihoritr of N»W York and Now Jonoy
April 1978 / LOG / 19
i-
�Special Supplement
other responsibilities which our laws impose on
other U.S. ship operators and on U.S. citizens
generally.
Here is a picture of how a few major ship
operators have made use of the device:
U.S.
Fleet
1952
Exxon
54
38
T exaco
22
Chevron (SOCAL) 13
Gulf
U.S.
Fleet
1975
Flag-ofConvenience
Fleet 1975
16
14
16
11
87
12
29
28
These are just a few of the U.S. companies
which have made increasing use of runaway
flags. The list also includes Alcoa, Barber Oil
Co., Bethlehem Steel, States Marine Lines,
United Fruit and Ward Line, among many
others. These companies owned large numbers
of American ships. Now they have none, but do
have foreign flag fleets.
Also, there are many U.S. ship operators who
maintain both U.S. and foreign flag fleets.
Among them are Maritime Overseas, Ogden
Marine, Marine Transport Lines and Seatrain.
The growth of U.S.-owned runaway flag op
erations, their virtual monopoly of transport of
our oil and bulk ore imports and the ability of
runaway flag operators to influence government
maritime policies are among the most impor
tant and most difficult challenges facing the
maritime workers.
II. IMPACT OF TECHNOLOGICAL
DEVELOPMENTS
Automation and other technological develop
ments in the maritime industry have vastly
increased productivity of all U.S. vessels and
U.S. seamen and boatmen. The increased speed
of today's vessels, greater cargo capacity, faster
turnarounds, automated controls, and low
maintenance equipment all have combined to
give one of today's vessels in m.ost categories
the productive capacity of five to ten of the
vessels which dominated the trade only a few
years ago.
As an example of the increased productivity
of individual seamen in terms of cargo, note
these figures: in 1946, there was one crew mem
ber aboard U.S. flag ships for every 222 tons of
cargo carried; in 1965, it was 288 tons per sea
man; and in 1976, the figure was 666 tons of
cargo for every seaman aboard U.S. flag ships.
(SEE CHART BELOW)
The new highly-automated ships carry crews
smaller than their predecessors, despite their
far greater capacity. Here are some examples
of the trend:
Type of Vessel
Size DWT
Crew
T-2 Tanker (1946)
Modern U.S. VLCC
16,000
265,000
41
28
Victory (1946)
Modern Container Ship
10,000
27,000
44
38
Steam Tug (1946)
Modern Towboat
5,000
45,000
24
11
Lakes Ore Carrier (1946)
Modern Lakes Carrier
10,000
60,000
37
20
Ratio of licensed and unlicensed seamen
While the unlicensed seaman has been fight
ing for survival in the face of the trend toward
smaller crews on fewer ships, he has failed to
note a third danger: that the licensed officer,
aided through management and the Coast
Guard, is gradually taking over many shipboard
duties once done by unlicensed crews.
Unlicensed seamen have borne the load in
crew reductions, while the officers have re
mained strong and have even made some over
all gains. On ships built in the 1940s, approxi
mately 80 percent of the crew were unlicensed.
Recently, the percentage of unlicensed person
nel has fallen to almost 50 percent. If the trend
of tug/barge and sealed engine room vessels
continues, we may soon find more officers than
unlicensed seamen on U.S. vessels. Here are
some examples of the trend:
1946 Vessels
Today's Vessels
Gas
T-2
Tanker
Victory
32
34
21
20
8
8
9
10
11
9
9
6
Licensed
crew
Technological advances, in addition to the re
duction in number of U.S. flagships,
have re
duced jobs in all categories but the loss in
unlicensed ratings has been proportionately
more severe as shown by the following:
Licensed Jobs
Unlicensed Jobs
These figures
1956
12,884
43,126
1966
11,635
36,153
Unlicensed seamen meet the challenge
The'unions have responded positively to the
challenge of changing technology in maritime.
They have not tried to block—simply for the
sake of blocking—changes which realistically
could be made. Instead, the unions concefir^
trated on protecting their members against the
impact of these changes and seeing to it that
the changes are translated into gains for the
individual seaman in pay, overtime rates, pen
sion and welfare, vacations and other benefits.
The unions also have responded positively to
the demands of the new technology. New skills
and technical knowledge are needed aboard
modern ships and unlicensed seamen are mas
tering these requirements in a number of excel
lent schools for whose creation and administra
tion the unions are mainly responsible.
Living conditions aboard ship have been im
proved with air conditioning and separate
quarters. However, much still must be done to
improve working and living conditions on the
new ships. The fast turnaround and new ma
chinery have created a number of problems
which must still be solved.
The problem of establishing stable job op
portunity, while it has been relieved through
union efforts, certainly is not solved. The con
clusion must be drawn that although gains in
income, pension security, vacations and other
individual benefits for the unlicensed seaman
have been substantial, much more must be done
to strengthen job security, improve working
conditions and otherwise compensate the U.S.
unlicensed seaman for his greatly increased
productivity.
Tug/
Super Turb. Barge
LASH Tanker Tanker Unit
Unlicensed
crew
need for unity of programs of the unlicensed
seamen's unions.
1976
6,080
14,805
heavily underline the urgent
III. STRUCTURE OF THE MARITIME
UNIONS
The American merchant mariner faces a num=
her of tough problems that need to be identified
and addressed frankly today. With less than five
percent of U.S. foreign trade under the U.S.
flag, this means that over 90 percent of our
maritime jobs have beerf exported overseas.
And with less than 71,000 total jobs, it is diffi
cult to get the country and the Congress to con
sider the serious problems of the industry. We
cannot command the attention for our prob
lems that other U.S. industries command.
Even so, we as maritime workers can't speak
with a voice of 71,000 strong. We are divided
INCREASED
PRODUCTIVITY OF
U.S. SEAMEN
CARGO
666 TONS
1976
20 / LOG / April 1978
This river tow is just one of many examples of how productivity has greatly increased among
boatmen. This rise in productivity has been a major factor in enabling the industry to compete.
�Special Supplement
wimrnrnmmmwmim
,
_
The well-being of the maritime industry depends largely on the U.S. government. Lows and regulations coming from the White House and the Congress play a big part in deter
mining the future of seamen and boatmen.That is why both the NMU and SlU maintain legislative offices in the nation's capital. Their efforts in gaining favorable maritime rules
and legislation would of course be strengthened through a united voice.
into little factions. The total industry is split'
almost in half—organized workers and un
organized workers. The voice of organized
workers is diluted by the division of licensed
and unlicensed maritime unions.
And to make our voice even smaller, even the
organized unlicensed seamen and inland boat
men are split into nine different national and
international maritime affiliates to the AFL-CTO
as well as 12 other federated and independent
unions. This underscores the need for merger.
Unions Representing Unlicensed
Seamen and Boatinen, ^,
1. AFL-CIO seamen's unions
National Maritime Union
Seafarers International Union of North
America
Inland Boatmen's Union of the Pacific
Marine Cooks and Stewards Union
Marine Firemen's Union
Marine Staff Officers Pacific District
Military Sea Transport Union
Sailors Union of the Pacific
Seafarers International Union, AGLIWD
Staff Officers Association of America
Little can be gained by delving into the back
ground of this splintering of seamen into so
many unions. Almost as many reasons can be
found as there are organizations and most of
these reasons are buried in past history.
It is clear, however, that this multiplicity of
unions does not serve the interests of U.S. sea
men and boatmen. It also is clear that merger
of the two major unlicensed unions will be a
major step toward bringing all unlicensed sea
men and all boatmen—on deep sea. Great Lakes,
rivers and harbors—into one union.
Despite the serious problems of the maritime
industry, the strength of the enemies of the
U.S. merchant marine, and the divisions among
seamen, these, unions are strong and have tre
mendous assets. For example:
• the unions have impressive properties
across the country in the form of national head
quarters and branch offices and other bases of
operation.
• They have five separate training facilities—
among the best equipped and most advanced of
their kind in the world—dedicated to enabling
their members to keep pace with technological
and industrial changes in the industry.
• They have negotiated and, with their con
tract companies, arc responsible for pension,
welfare and vacation programs which provide
impressive benefits for their members and fam
ilies. The combined assets of these plans exceed
half-a-billion dollars.
• They have sophisticated, highly-respected
research and legislative offices in the nation's
capital to work on legislative and policy issues
affecting their members.
• They have a wealth of talent and ability
among their national and port officials and staff,
able to work effectively and responsibly to solve
industrial problems and to provide leadership
in matters affecting the social and economic in
terests of their members at national, state and
local levels.
• They have the respect and support of the
rest of the AFL-CIO—14 million working men
and women—and, indeed, the whole American
labor movement.
• They enjoy the fraternal support of sea
men's organizations throughout the free world.
2. Other National and International Unions
representing vessel personnel
American Federation of Government
Employees, AFL-CIO
International Brotherhood of Teamsters
International Longshoremen's Association,
AFL-CIO
Local 25, Operating Engineers, AFL-CIO
National Association of Government
Employees
National Federation of Federal Employees
Oil, Chemical and Atomic Workers,
AFL-CIO
United Paperworkers Union, AFL-CIO
United Steelworkers, AFL-CIO
United Marine Division—Local 333, ILA,
AFL-CIO
3. Independents
Atlantic Maritime Employees Union
Eastern Sun Marine Employees'
Association
Exxon Seamen's Association
Exxon Stewards' Organization
Getty Tanker Men's Association
Sabine Independent Seamen's Union
Socony Mobil Boatmen's Union
Sun Marine Employees' Association
Tidewater Tanker Men's Association
The SlU and NMU work together, and with other unions, in a number of committees and organizations, such as,
the International Transport Federation, and the AFL-CIO's Ad Hoc Committee on Maritime Industry Problems.
April 1978/ LOG / 21
�Special Supplement
IV. THE BATTLE FOR POSITIVE
U.S. MERCHANT MARINE POLICIES
The battle of the maritime unions to advance
the well-being of their members cannot be sep
arated from the battle for a strong U.S. flag
merchant marine. This battle must be fought
mainly in the agencies of government at all
levels and in Congress. It must be fought also
in the communications media to help the Amer
ican people understand what is at stake.
A major role has been taken by the maritime
unions in making lawmakers and the public
aware of how weak the U.S. is in the maritime
field. The unions have pointed out how that
weakness affects the American economy and
national security and what has to be done about
it. Our objectives are to get administrative and
legislative action to correct the weakness and
assure maintenance of adequate strength under
the U.S. flag in all categories of shipping.
All the logic is on the side we are fighting for.
The U.S. is the greatest industrial and commer
cial nation in the world. Yet our own ships
carry less than five percent of our foreign com
merce. The U.S. must depend increasingly on
overseas sources for fuel and essential raw
materials to keep our industrial plant operat
ing. Yet we have ships under our flag capable
of carrying only the tiniest fraction of our mas
sive requirements. We are the leader of the free
world, with worldwide responsibilities for our
own defense and defense of our allies which, in
any emergency, will impose immediate critical
demand for tremendous ocean shipping capac
ity. Yet we rank tenth among the world's mer
chant marine fleets. (SEE CHART BELOW)
RANKING OF MERCHANT FLEETS
LIBERIA - 2,623'
U.S.S.R. - 2,517'
JAPAN - 2,071'
I
GREECE - 1.916'
PANAMA - 1,645'
I
UNITED KIN6D0M-1,508'
NORWAY - 973'
1
GERMANY (WEST)-633'
8
^
ITALY - 62S'
UNITED STATES-577^
10
—7
22/LOG/April1978
^ NUMBER OF
SHIPS-1976
Many American shipping companies, tike Bethlehem Steel which ran Calmar Line, have transferred their vessels to
foreign registry.
Our arguments are backed by unassailable
Consider these later developments:
lessons of history which apply with even more
• The renewal of appropriations for mari
emphasis to America's present situation than
time subsidy was passed in the House by an
to the past. The damaging effects of merchant
unusually narrow margin, 231 to 166. The whole
marine weakness and the added danger and subsidy system is under attack.
sacrifice which this weakness imposes have
• Tolls are due to increase on the St. Law
been demonstrated even in the relatively minor
rence Seaway shortly; toll increases are also
defense emergencies of recent years.
being considered foT the Panama Canal.
It makes no sense for our country to expect
• A fuel tax is about to be imposed on the
that a merchant marine which must subsist on
inland towing industry, threatening grave dam
a mere five percent of our foreign commerce age to the industry, yet with no government
can rise to fulfill the tremendous requirements agency opposing the tax. There are indications
which will be put on it in a defense emergency. of a concerted effort by land-based transport,
It makes no sense for our country to leave itself
which is less efficient and requires greater gov
vulnerable to economic blackmail and other ernment support, to destroy our domestic
types of economic offensive by rival nations be waterborne transport industry.
cause we do not have the ships to carry more
• The Department of Defense is becoming
than a minute fraction of what we need in basic increasingly outspoken in opposition to meas
fuels and essentia] raw materials.
ures essential to a healthy U.S. flag merchant
It also makes no sense to believe thdt btir n ! marine, this "despite-warnings from many of-.,,
country can maintain an adequate merchant our top military commanders about our mari
marine without substantial government protec time weakness. It should be remembered, of
tion and support. There is no maritime nation
course, that DoD was the original government
in the world which permits its own ships to source of the policies extending the mantle of
carry so small a share of their own foreign com U.S. government protection to U.S.-owned run
merce as does the U.S. The share which ships away flag ships.
of most competing nations carry of their own
• The share of U.S. oil and essential ores car
commerce is in almost every case four to ten ried by U.S. ships is still shrinking—down to
times greater than that of U.S. ships.
three percent for oil and a bare one percent for
Furthermore, such a fast-growing competitor ore imports. This is an extremely dangerous
as the Soviet Union is not bound by any profit- condition.
and-loss considerations in operation of its ships.
• Efforts to create wedges in the Jones Act—
There have been many recent demonstrations which provides basic protection for the U.S.
of the way the Soviets can force competition merchant marine by reserving domestic com
out of important trades routes by selective rate- merce to U.S. flag ships—are increasing. With
cutting and once they achieve a monopoly, can this, there are efforts to exploit on a larger scale
use it for political or strategic gain or to set existing loopholes in the law such as the provi
extortionate rates.
sion that exempts shipping between the U.S.
These facts are clear to anyone with any Virgin Islands and theTnsainland.
knowledge of the maritime situation. The
unions have made many sustained, well-con
ceived efforts to make government officials, law V. PROSPECTS FOR FUTURE
makers and the public aware of the situation
DEVELOPMENT IN THE MARITIME
and get corrective action. Yet, our country re
FIELD
mains indifferent to its maritime vulnerability.
Take, for instance, the oil cargo preference
If we can achieve sound long-range U.S. mer
bill that was defeated in the House last year. chant marine policies, particularly on cargo
The bill would have required a maximum of
quotas, employment opportunities for Ameri
9.5 percent oil imports on U.S. flag ships.
can seamen and boatmen will improve. Beyond
The attack that was generated against this
that, there are possibilities in new offshore oper
modest oil import bill and against the unions
ations which may one day be larger and provide
supporting it was almost beyond belief. The
more employment than ocean transport.
source of these attacks was, without question,
The possibilities include sea farming and
the propaganda mills of the runaway flag opera
mining the ocean floor, development of offshore
tors, that is, the big oil companies.
oil and gas sources, establishment of power gen
The attack has not stopped with the defeat of
erating facilities offshore, new methods for
the oil quota bill. The runaway operators ap
moving energy and for disposing of waste
parently feel threatened and are acting on the
materials.
theory that a continuous attack is the best
Both the NMU and SIU are already working
strategy.
together to insure a foothold in early operations
�Special Supplement
of this type. Their experience, even at this stage,
demonstrates the difficulties which will have to
be overcome to bring the workers in these re
mote multi-faceted operations the benefits of
union representation.
However, development of offshore industry is
certain to expand and the unions must meet the
challenge. The battle may be much like those
which workers had to fight in the earilest days
of maritime unionism in this country and it will
test the mettle of the unions.
tr-3>V
VI. CONCLUSIONS
Both NMU and SIU have fought hard and ef
fectively on behalf of their members in all areas.
They have achieved notable gains against great
odds. They exert influence far beyond what
would be expected considering their relatively
small numbers and resources. They continue to
be strong and will continue to be among the
leaders in organized labor in advancing their
members' interests.
There can be no question that the division of
maritime workers and the rivalry among them
has weakened our efforts in many directions.
This division ,has confused our friends and
With increased activity in offshore drilling and mining,
aided our enemies.
job opportunities for seamen and boatmen.
NMU and SIU have worked together in many
ized segments of our industry and in new devel
crucial battles in recent years. Past unity ar
oping
offshore industries, a merged organization
rangements have provided a clear idea of our
is needed. Merger will also benefit the shoreside
united potential. There can be no question that
members which we now represent and will
the strength and effectiveness of both unions
widen our organizing capabilities in this area.
will be enormously enhanced by merger. In all
Competition
between unions in organizing is
the areas we have surveyed where organized
not
only
wasteful,
it is damaging to the union
American seamen are facing serious challenges,
cause. The same applies in the organization of
their cause will be greatly helped if we can
new ships and companies. We all need our full
achieve a firmly established merger which can
strength in these efforts.
not be broken by friend or foe.
We also must eliminate all uncertainty and
In order to protect the interests of our mem
confpsipq
cppcerrUng. the. seamen's position on
bers and other workers in the maritipie. indus
national merchant marine policy. The NMU and
try in the face of industrial depression, chaotic
SIU
working together in .one organization with
management turnover, drastic technological
the
support
of the labor movement can provide
and operMional change, a-merger-dfi the two
leadership in the fight for positive legislation,
leading unions'of seaMen arrd boatriifin is of
a
long-range maritime program, curbing the
paramount importance. We have seen enough
runaway
flag and protecting the inland water
of how division wastes our energies and under
transport industry against efforts to scuttle it.
mines our effectiveness.
If we are to get the case for the U.S. seaman
Our effectiveness in collective bargaining and
and boatman and the U.S. merchant marine
in administering our contracts will be greatly
squarely
before the public, we must work toenhanced by a single approach.
Eliminating duplication of facilities and sery- "gether and pull together all other elements
ices in the same area will mean that more and
which have a stake in the industry. Since we
better service can be provided at lower cost.
cannot hope to match the resources or the hidIn organizing workers in the still unorganden influence of big oil companies, which are
One of the biggest reasons for job losses among U.S. seamen are runaway flag ships. American companies,
particularly the oil giants, own or charter ships that are under the flags of such countries as Liberia and Panama.
scores of new vessels will be needed. These will mean many
our main source of opposition, we must make
the most of our every effort. As in all our other
battles, a united front plays an important part.
However, the final answer is merger.
*
*
*
*
The work of this Committee has only begun.
In this report we have set forth some of the
compelling reasons for seeking merger. We also
have been analyzing the basic elements involved
in attempting to merge the two organizations—
their organizational and financial
structure,
operating procedures, constitution and by-laws,
collective bargaining agreements, vacation, pen
sion, welfare and other benefit programs, prop
erties, etc.
We are developing various alternative for
mulas by which a merged organization can be
established. It is likely that independent groups
of maritime workers will want to become part
of this merged organization and that is part of
our considerations. Also, we are aware that both
NMU and SIU have membership other than ves
sel personnel, some of it only indirectly related
to maritime. The rights and interests of these
members must be fully protected and served in
the merger process.
The results of all this analysis and considera
tion will be reported to the members from time
to time.
The work of this Committee must move for
ward. The problems which must be resolved
are certainly intricate but no matter how tough
they may be, the job of analyzing them and de
veloping possible solutions should move for
ward with all possible speed. The opinions of
members of the unions are solicited and will be
given due consideration by the Committee. Out
of this, recommendations will be developed for
submission to the union memberships in ac
cordance with their constitutional require
ments.
In the meantime, we wholeheartedly recom
mend that the unions continue to seek out every
opportunity to work together on matters of
mutual concern in all fields.
This statement has been drafted by the
Merger Committee of the National Maritime
Union and the Seafarers International Union
of North America. While it represents the facts,
it also contains the opinions and views of the
Committee. We welcome comment from all sea
farers and boatmen.
Send comments, ideas and suggestions to the
NMU-SIU Merger Committee c/o Frank Pollara,
AFL-CIO, 815 Sixteenth St., N.W., Washington,
D.C. 20006.
Apr. 1978 / LOG / 23
��4* - •
LNG ARIES (Energy Marine Op
erations), February 5—Chairman, Re
certified Bosun Roy Theiss; Secretary
G. Debrafre. Some disputed OT in deck
department. Chairman had a talk with
Captain Spence about outgoing mail
and it is solved. Report to Log: "We
had a very bad storm at Canvey Island
and lost a few wires and mooring line.
We also went aground. But now all is
back on schedule." Next port, Bontang.
BALTIMORE (Sea-Land Service),
February 14—Chairman, Recertified
Bosun Joseph Puglisi; Secretary George
W. Gibbpns; Educational Director W. J.
Dunnigan; Deck Delegate Randall
Hawkin; Steward Delegate Tom Brown.
$15.25 in ship's fund. No disputed OT.
Chairman discussed the importance of
SPAD. Secretary reported that the Cap
tain is collecting for the Merchant Mar
ine library. Also that rough weather was
encountered going to Boston but every
one cooperated as seamen should and
now everything is fine. A vote of thanks
to the steward department for a job well
done. Next port, Boston.
'• -"'/f
ii"
ALEX STEPHENS (Waterman
Steamship), February 27- -Chairman,
Recertified Bosun Carl Francum; Secre
tary R. Liegel; Educational Director C
R. Coumas; Deck Delegate M. Kuite;
Engine Delegate B. Connolly; Steward
Delegate C. Traver. Chairman reports
that everyone needs a passport to regi
ster as of now and whatever group you
register in you stay in that group from
now on. A letter was received from
Headquarters on a resolution made last
trip, was read and posted on the bulletin
board for two weeks. Some disputed OT
in deck department. A request was made
for new books for the ship's library.
Steward reported that the men that came
from Piney Point are doing a good job.
ERNA ELIZABETH (Hudson Wa
terways), February 5—Chairman, Re
certified Bosun N. Matthey; Secretary
B. Fletcher; Educational Director J.
Beatty; Deck Delegate J. Stanton. $115
in movie fund. $16 in ship's fund. Some
disputed OT in deck department. Chair
OVERSEAS NEW YORK (Mari
man urged all crewmembers to read the
time
Overseas), February 16—ChairLog so they will know what is going on
in the Union. Also discussed the import man, Recertified Bosun R. Murry; Sec
ance of SPAD. Secretary reported that retary E. Heniken; Educational Direc
all Seafarers who are on the Panama tor L. Allen; Deck Delegate E. HerCanal run should bring their heavy fish manson. No disputed OT. All communi
ing gear as the fishing is good in Parita cations received were read and posted.
Bay. A vote of thanks to the steward As a safety factor it was suggested that
department for the cook out and barbe a platform be built on the accommoda
tion ladder. Observed one minute of
cue that was held on the stern.
silence in memory of our departed brot
hers. Next port, Galveston.
JACKSONVILLE (Sea-Land Seirv'^ice), Februaly 5—(Uhairman, Recerti
OGDEN WILLIAMETTE (Ogden
fied Bosun Sven Stockmarr; Secretary Marine), February 26-rr-Chairman, Re
H. Alexander; Educational Director Del certified Bosun Ray Broadus; Secretary
Rio. Some disputed OT in engine de E. Kelly; Educational Director J. Neal;
partment. Chairman reported on the re Deck Delegate N. Tatar; Engine Dele
pairs that were done and the others that gate R. Ross; Steward Delegate C.
would be completed when the materials Kreiss. No disputed OT. Chairman ad
are at hand. Reminded crewmembers to vised all crewmembers to go to Piney
turn in safety suggestions and when in Point and get their LNG training as soon
doubt about the Union agreement to see as possible and while they are there to
your delegate or educational director. get their firefighting certificate. The
The crew was thanked for their fine co steward said he had good boys from
operation.
Piney Point to help out and he was glad
they were aboard. A vote of thanks to
CONNECTICUT (Ogden Marine), the steward department.
February 26—Chairman, Recertified
Bosun M. Beeching; Secretary C. Scott;
Educational Director J. McLaughlin.
Official ship's minutes were also
No disputed OT. Chairman requested
a check on the air conditioning due to
MOBILE
the ship going on the Panama run in
ROSE CITY
June, 1978. That all repairs have been
MOUNT WASHINGTON
done except shipyard work. Also ad
DELTA ARGENTINA
vised all crewmembers to take the LNG
MANHATTAN
training. Secretary reported on the
SAMUEL CHASE
radiogram sent in favor of the Labor
MARYLAND
Reform Act and requested all Seafarers
NECHES
to do the same, A vote of thanks to the
DELTA MEXICO
steward department.
COLUMBIA
ROBERT TOOMBS
OGDEN WABASH
COASTAL CALIFORNIA (T.M.
PONCE
McQuilling), February 16—Chairman,
EAGLE TRAVELER
Recertified Bosun Fred A. Olson; Secre
POTOMAC
tary Jimmy Bartlett; Educational Direc
OVERSEAS NATALIE
tor Dave Norris. $38.25 in ship's fund.
OVERSEAS ANCHORAGE
No disputed OT. Chairman noted that
SUGAR ISLANDER
all B-books that have been on the ship
ZAPATA RANGER
six months will have to get off and that
ULTRASEA
the best shipping on the West Coast is
STUYVESANT
out of Wilmington and Seattle. A vote of
SEA-LAND CONSUMER
thanks to the steward department. Ob
PENN
served one minute of silence in memory
BEAVER STATE
of our departed brothers. Next port,
Wilmington.
W*?:
OVERSEAS ARCTIC (Maritime
Overseas), February 15—Chairman
James Omare; Secretary Jack Mar. Edu
cational Director A. P. Mottram; Engine
Delegate Robert Young. $8 in ship's
fund. Some disputed OT in deck and
steward departments. A vote of thanks
to the deck department for cleaning up
the spilled oil on deck. A job well done.
It was sugested that Maritime Overseas
be contacted in regard to lack of trans
portation service from gate to Exxon's
oil dock in port of Baton Rouge. Ob
served one minute of silence in memory
of our departed brothers. Next port.
Long Beach.
LNG AQUARIUS (Energy Marine
Operations), February 7—Chairman,
Recertified Bosun Billy Nuckols; Sec
retary F. Costango; Educational Direc
tor D. Orsini; Deck Delegate Charles
Loveland; Engine Delegate Charles
Dahlhaus; Steward Delegate Larry
Dockwiller. No disputed OT. Secretary
discussed the importance of all crew
members paying off to report to their
respective Union Halls as soon as pos
sible to register. Bring dues up-to-date
and not to forget the importance of
SPAD. Port Agent Frank Boync visited
the vessel in Osaka last trip and dis
cussed the Bontang "Health Problems"
and advised all crewmembers to pro
ceed with caution. A vote of thanks to
the steward department especially for
the pizza pie. The company will supply
more movies and will check the oncom
ing films to make sure they run. Next
port, Nagoya.
ARTHUR MIDDLETON (Water
man Steamship), February 4—Chair
man, Recertified Bosun S. Johannsson;
Secretary R. M. Boyd; Educational
Director Tyler; Deck Delegate James
Harrington; Engine Delegate William
Blankenship; Steward Delegate Henery
Thomas. $40 in ship's fund. No disputed
OT. Chairman explained the need for
SPAD and what Piney Point has to offer
the membership. Advised all crewmem
bers to be careful while going fore and
aft on the catwalks and working with
the gear. Safety is a 24 hour a day job
and it is everyone's job. A vote of
thanks to the steward department for a
job well done. Next port, Calcutta.
TAMARA GUILDEN (Transport
Commercial), February 11—Chair
man. Recertified Bosun Peter Loik; Sec
retary Nicholas Hatgimisios; Education
al Director Robert Henley; Deck Dele
gate Walter Wright; Engine Delegate
Thomas Gialka; Steward Delegate Pat
rick Devine. Chairman gave a vote of
JEFF DAVIS (Waterman Steam
thanks to Joe Air who paid off the ship
ship),
February 5—Chairman, Recerti
and did a good job. Also a vote of
thanks to Joe Walsh for dispatching the fied Bosun George Annis; Secretary R.
men to the ship and doing a good job at Collier; Educational Director J. J.
the Union Hall in the port of Philadel Thompson; Steward Delegate Jerry Mil
phia. A vote of thanks to the steward ler. Some disputed OT in deck and
department for good meals and for pick engine departments. The Log was re
ceived in Jeddah. Chairman discussed
ing up the movies.
the importance of donating to SPAD.
Also
to bring up at the next safety meet
SEA-LAND COMMERCE (Seaing,
why the emergency exits to the
Land Service), February 26—Chair
engine
room arc kept locked. There are
man, Recertified Bosun Lothar Reck;
heavy
oil
leaks in the bilges that should
Secretary J. Jones. $85 in movie fund.
Some disputed OT in engine depart be corrected. A vote of thanks to the
ment. Chairman held a safety meeting steward, deck and engine department
and it was reported that we had a good delegates.
record. Also discussed was the impor
tance of donating to SPAD and for all
INGER (Reynolds Metals), February
crewmembers to check with immigra 12—Chairman, Recertified Bosun John
tion and customs. A vote of thanks to Moore; Secretary J. Reilly; Educational
the steward department.
Director James T. Mann. No disputed
OT. Chairman advised that anyone get
ting off should give notice in time for
replacement. Letters received from
received from the following vessels:
Headquarters to the crew were read and
posted on the bulletin board. All new
DELTA PARAGUAY
members were urged to go to Piney
OVERSEAS ALASKA
Point for upgrading. A vote of thanks to
JOHN B. WATERMAN
the steward department for a job well
PORTLAND
done.
Next port, Longview.
SEA-LAND ECONOMY
SEA-LAND FINANCE
DELTA ARGENTINA
TRANSCOLUMBIA
(Hudson
SEA-LAND PRODUCER
Waterways), February 12—Chairman,
OVERSEAS VIVIAN
Recertified Bosun A. Campbell; Secre
OVERSEAS OHIO
tary S. J. Davis; Educational Director
ANCHORAGE
J. Burkette; Deck Delegate James
SEA-LAND GALLOWAY
Harris; Engine Delegate Alfred McHOUSTON
Ouade; Steward Delegate James Mimaz.
OVERSEAS ALEUTIAN
No disputed OT. Chairman reported:
SEA-LAND TRADE
"At 1730 on February 10, 1978 Cap
DELTA URUGUAY
tain contacted agent on channel 24 vhf
DELTA MAR
—agent stated to anchor in open road
MONTICELLO VICTORY
stead close to buoy 3c. Captain reques
BAYAMON
ted launch service—Agent replied Mo
BALTIMORE
roccan regulations do not permit shore
BANNER
leave from an open roadstead. The
FORT HOSKINS
Moroccan government refuses to give
SEA-LAND MARKET
letter to captain—the Master posted
SEA-LAND VENTURE
notice of same in crew messhall." Next
port, Lisbon.
April 1978 / LOG / 25
•
�>1 Close Look af DOT and Maritime
This is the 20th in a series of articles
which the Log is publishing to explain how
certain organizations, programs and laws
affect the jobs and job security of SlU
members.
The U.S. Department of Transportation was
created more than a decade ago, but the ques
tions that were raised then about its role in mari
time affairs have not been answered yet.
The basic question in 1966 was how much
control DOT should have over maritime trans
portation. The Johnson Administration saw the
new department as a way to consolidate all major
federal transportation agencies. But maritim.e
labor and management saw it as a bureaucratic
maze wherein the special needs of the shipping
industry would be lost. DOT was ultimately given
a limited maritime function.
DOT was not the answer to the merchant ma
rine's problems in 1966. But those problems have
not gone away and both sides in the debate are
now talking again about how to solve them
through Government policy and reorganization.
It's clearly time to take another look at DOT.
What is it? What has it done? And what can it
do for maritime?
When the DOT Act was proposed, the Mari
time Administration (MarAd), the major mari
time agency in Government, was housed within
the Department of Commerce. Johnson wanted
to switch MarAd, along with its crucial power to
subsidize the merchant fleet, over to DOT.
The SIU and other maritime groups responded
with a resounding "no." Although maritime in
terests were generally not satisfied with MarAd's
place in Commerce, they feared that it would not
be able to successfully compete with all other
transportation agencies within DOT.
The fear had a sound basis since five of the
seven agencies set up under DOT are non-mari
time and include some of the shipping industry's
stiffest competition. They are: the Federal Rail
road Administration, Federal Highway Adminis
tration, National Highway Traffic Safety Admin
istration, Federal Aviation Administration, and
the Urban Mass Transit Administration.
Coast Guard Under DOT
MarAd stayed in Commerce, but another im
portant maritime agency, the Coast Guard came
under DOT. The only other maritime agency in
the Department is the St. Lawrence Seaway De
velopment Corporation.
The head of each agency reports directly to
The St. Lawrence Seaway, Development Corp. Is
one of two maritime agencies under DOT. An aerial
view of the Seaway's Eisenhower Lock is shown
here.
i.
The Coast Guard is the major maritime agency within DOT. It has been strongly criticized by the SIU for not
carrying out its responsibility to insure health and safety at sea. The CoasCGuard cutter Sauk is shown
here in icebreaking operations.
without any improvement under DOT's jurisdic
DOTs chief executive, the Secretary of Transpor
tion.
tation. Brock Adams, a former Democratic Con
• Inland Waterways User Charge
gressman from the State of Washington, has held
Secretary
of Transportation Adams has been a
that post since his appointment by President Car
strong supporter of this proposal, which the SIU
ter in January, 1977.
opposes as a harmful burden on the inland
The establishment of DOT was the first major
industry.
step towards Government consolidation and co
• Government Cargo Preference
ordination of U.S. transportation. It was an at
The Cargo Preference Act of 1954 mandates
tempt to make administrative sense out of an entire
that at least 50 percent of Government cargo be
industry that had been split into a counterproduc
carried on U.S.-flag ships. But a recent shipment
tive system of separate agencies.
of German-built buses, paid for by a DOT grant,
But 12 years later, a Senate study found that
were brought to this country in Russian-flag ships.
DOT was up against the same conditions that it
(See story on page 5.)
had been designed to correct. The main problem
DOT claimed that it had nothing to do witli
was the way the Department was set up, according
contracting the Soviet line. But the incident indi
to the study released in December, 1977 by the
cates that strengthening the^U.S. merchant fleet is
Senate Committee on Governmental Affairs.
The DOT Act gave the Department the statu
not now one of the Department's priorities.
All three issues point to the need for a national
tory responsibility to plan and provide for a na
maritime policy and program. This is an essential
tional transportation policy. But the Senate study
maintained that DOT did not have enough author
first step towards coordinating Government action
ity to do the job.
in the best interests of the merchant marine.
DOT has the statutory potential to make this
The study recommended that DOT be given in
goal part of national transportation policy. But
creased maritime responsibilities. These included
MarAd's subsidy powers and the major civil works
maritime policy must be firmly established before
functions of the U.S. Army Corps of Engineers.
any structural reorganization takes place within
The Corps is in charge of maintenance and im
DOT.
provement of the inland waterways.
These changes would obviously have a major
impact on the entire maritime industry. There is
no doubt that some form of change is necessary to
stop the dangerous decline of the U.S. merchant
marine. Since the original debate on DOT's mari
time role, the SIU has continuously called for
Government action toward this end.
The Union has urged a national maritime policy
that would coordinate Government agencies and
correct the same kind of fragmented system that
plagues the entire federal transportation system.
But there are still serious questions whether or not
DOT can achieve that primary goal.
These questions relate to the way DOT has
handled three major maritime concerns:
* The Coast Guard
This agency has the most far-reaching impact
on maritime within DOT.
It has the statutory responsibility to insure the
The much needed improvement of Locks and Dam
health and safety of merchant seamen and boat
26, shown here, has been tied to an inland water
men. The SIU has a long-standing complaint
way user charge in pending legislation. DOT has
against the Coast Guard for its failure to carry out
supported a high user charge, which the SIU main
this crucial responsibihty, which has continued
tains will greatly harm the tug and barge industry.
26 / LOG / April 1978
i
�mm
Quarterly Finance Unit
Make
More
Bread!
SlU Secretary-Treasurer Joseph DiGiorgio(center rear) gives recently elected
Quarterly Financial Committee their instructions this month before they start to
check the Union's books at Headquarters. They are (clockwise I. to r.): Walter
"Red" Gustavson; William "Flattop" Koflowitch; Nick Damante; Committee
Chairman Warren Cassidy; DiGiorgio; Otis Paschal; F. Motus and Tom Maley.
f ^Brotherhood
... for S!U members with an alcohol problem
^^1
-
'
Warren Liesegang works as a Chief
Pumpman and ships from the port of
New York for five months of the year.
During the remaining months of the
year, Brother Liesegang works at the
Seafarers Alcoholic Rehabilitation Centcr as a counselor helping his fellow Seafarers who have the same disease as he
has. "I am an alcoholic," said Seafarer
Liesegang, "and for the past three years
I have felt great without alcohol."
Brother Liesegang commented that
he is a "typical alcoholic. I had a prob
lem with booze beginning in high school
and then college. I got tickets for
drunken driving. This was really harder
on my family than it was on me."
After 31 years of drinking. Brother
Liesegang said he became "sick and
tired of being sick and tired. I was tired
of playing games." He went to a rehabil
itation center and found the help he
needed to stop drinking.
Brother Liesegang said, "There are
many Seafarers who need help with their
alcohol problem. If a guy really has a
desire to stop drinking, the ARC can
help. They have a hell of a program here
at the Center. It is very intensive."
Seafarer Liesegang enjoys being of
help to his brothers at the Center. "Most
of the guys know me and this helps
them. After all, I am a Seafarer and an
alcoholic. When on a vessel I listen to
Get your Cook and Baker Certificate at
HLS
Glass begins in June
Course is 6 weeks long
See your SIU Representative to enroll
A'Don'f Buy' Martin Guitars,
Vega Ban/os Boycott Is Launched
AFL-CIO President George Meany
has approved a national don't buy con
sumer boycott of the products of the
144-year old C. F. Martin & Co. Inc. of
Nazareth, Pa. They are makers of the
world famous Martin guitars and Vega
banjos.
Warren Liesegang
AA meetings on a tape recorder when
I get feeling down," he said. "AA meet
ings are like insulin for the diabetic. It
is medication for our illness." He also
feels that during the months he works
at the ARC, his friends and brothers at
the Center help him to stay sober.
Brother Warren Liesegang feels that
the best benefits of being sober are "feel
ing good and not looking for a drink in
the morning before I shake apart."
He said, "being sober is a new way
of life and I live each day, one at a
time."
I
Alcehoiic Rehabilitation Center
I
j
I
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and counseling
records will be kept strictly coiifidciilial. and that the) will not be kept
"I strongly urge you to advise your
(union) members and other friends of
labor to refuse to purchase those prod
ucts until a sati.sfactory contract is
reached," Meany wrote to all affiliated
unions and central and state labor
bodies.
Workers at the Martin plant, 167
members of the United Cement, Lime
and Gypsum Workers International
Union, Local 552 (UCLGWIU) have
been walking the picket lines since
going on strike on Sept. 14, 1977.
Meany added "I am urging the
(AFL-CIO) Union Label and Service
Trades Department and the labor press
to take all possible action to aid these
strikers by mounting a Don't Buy Mar
tin Guitars and Vega Banjos cam
paign."
Chief contract issues are the com
pany's demand that all past practices
and agreements made in the firm's his
tory be incorporated into the written
agreement and the pension plan for the
workers. Many Martin Co, employes
who opt to retire can expect pensions of
less than $100 a month for 27 or more
years of work with the company.
The employes voted 3 to 1 on Apr.
7, 1977 to have the union represent
them in 14 fruitless contract bargaining
negotiating sessions which began on
May 24, 1977.
Mount Navigator Committee
j anywhere except at The Center.
I
j Name
Book No
I
I
! Address
I
(Street or RFD)
(City)
Telephone No
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
/or call, 24 hou^-a-day, (301) 994-0010
(State)
(Zip)
A crewmember and part of the Ship's Committee of the ST Mount Navigator
(Mount Shipping) are at a payoff on Mar. 17 in the Seatrain Shipyard. Brook
lyn, N.Y. They are (standing I. to r.): Chief Steward Marvin Deloatch, secretaryreporter; Engine Delegate Robert Bell Jr. and Recertified Bosun Ravaughn
Johnson, ship's chairman. Seated (I. to r.) are: Crew Messman Fernando
Ortiz, and Steward Delegate^T. T. Kirby.
April 1978/ LOG / 27
�r;
J'
SIU Adantic, Gulf, Lakes
& Inland Watera
United Industrial Workers
of North America
PRESIDENT
Paul Hail
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
Paul Drozak
MAR. 1-31,1978
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
New York . . ..
Philadelphia .
Baltimore ...
Norfolk
Tampa
Mobile
New Orleans .
Jacksonville . .
San Francisco
Wilmington . .
Seattle
Puerto Rico . .
Houston . . ..
Piney Point . .
Yokohama . . .
Totals
107
6
65
3
12
6
5
5
1
4
14
6
6
4
6
5
12
0
0
89
1
3
1
2
1
0
0
2
4
2
4
1
0
6
0
0
27
2
81
9
22
14
4
29
63
41
29
16
27
14
61
0
0
412
2
37
3
10
2
1
10
19
9
10
2
3
3
16
0
0
129
0
1
1
0
0
0
0
2
0
1
2
1
0
5
0
0
13
2
40
5
0
11
0
4
1
0
3
3
4
1
3
3
2
6
0
0
41
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
Totals All Departments
2
6
2
2
3
0
0
1
3
1
2
0
0
13
0
0
35
3
7
128
18
6
6
43
4
19
6
19
1
34
6
143
16
87
10
5
70
30
4
75 .
7
18
2
122
17
0
0
0
0
801
105
1
5
0
0
1
0
0
4
7
4
3
7
1
8
0
0
41
0
2
1
1
1
0
0
2
0
1
0
0
2
5
0
0
15
4
117
19
30
23
6
40
96
52
53
22
45
16
96
0
0
619
2
36
2
9
2
2
14
27
15
11
11
10
1
18
0
2
162
1
2
1
1
0
1
0
3
0
2
2
0
0
4
0
0
17
2
52
8
14
16
3
26
69
40
31
12
15
8
43
0
0
339
0
12
0
8
1
0
5
6
5
2
2
2
3
13
0
0
59
0
0
0
1
0
0
0
0
1
0
1
0
0
0
0
0
3
3
42
5
18
11
4
18
43
18
37
7
23
22
27
0
0
278
1
102
21
22
13
6
11
41
34
19
24
14
14
44
1
0
367
15
122
5
11
5
4
0
22
5
14
14
22
2
39
0
1
281
2,037
693
342
4
37
9
16
10
2
3
34
6
15
10
14
7
31
0
0
198
0
59
13
29
10
3
13
71
26
30
9
32
12
56
0
0
363
4
•50
6
9
4
2
1
26
4
6
3
8
7
24
0
2
156
STEWARD DEPARTMENT
9
2
13
36
21
15
7
7
0
0
215
1
47
4
31
6
2
8
40
7
13
9
22
10
34
0
0
234
0
0
0
0
5
0
0
1
3
0
8
6
0
10
0
0
33
2
31
3
5
8
0
0
15
8
4
3
8
3
17
0
1
108
ENTRY DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
7
97
8
21
20
4
19
86
26
21
.15
39
12
78
0
3
456
ENGINE DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
iv-obile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
7
21
13
23
0
0
217
2
92
18
21
11
3
10
40
29
21
13
20
17
36
0
2
335
10
54
1
6
7
0
0
6
4
5
6
12
2
25
0
1
139
1,377
594
180
12
38
•
1,053
462
83
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
28 / LOG / April 1978
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Boston
TOTAL SHIPPED
All Groups
Class A Class B Class C
HEADQUARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd, 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N.J.
,
99 Montgomery St. 07302
(201)HE5-94M
MOBILE. Ala.
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex
534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Juncos,
Stop 20 00909
(809) 724-2848
SEATTLE, Wash.
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravols Ave. 63116
(314) 752-6500
TAMPA, Fla, 2610 W. Kennedy Blvd. 3360'3"
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan . ... P.O. Box 429
Yokohama Port P.O.
5-6 NIhon Ohdorl
Naka-Ku 231-91
201-7935
Shipping remained good to excellent
at all deep sea ports last month as a
total of 1,598 Seafarers found jobs on
SlU-contracted deep sea vessels. That's
an increase of 250 Jobs shipped over
the previous month. Of the total Jobs
shipped, 1,053 were filled by
seni
ority book members, while 462 were
taken by "B" book men and 83 by
"C" seniority people. Shipping is ex
pected to remain good to excellent.
�Abraham Aragones, 65, joined
the SIU in 1944 in the port of San
Juan, P.R. and sailed as a firemanwatertender and chief steward from
1961 to 1978. Brother Aragones
sailed 37 years. He graduated from
the Union's Steward Recertification
Program in 1962 in New York. Sea
farer Aragones was born in Penuelas,
P.R. and is a resident of San Juan.
Joseph L. Arch, 63, joined the
SIU in the port of New York in 1954
sailing as deck maintenance. Brother
Arch sailed 27 years. He was born
in French Harbor, Rotan, Spanish
Honduras, and is a resident of Chalmette. La.
Charles L. Avera, 64, joined the
SIU in 1938 in the port of Mobile
sailing as a cook. Brother Avera
sailed 42 years. He is a World War
II veteran of the U.S. Navy. Seafarer
Avera was born in Hattiesburg, Miss,
and is a resident of Mobile.
Jack D. Callaway, 47, joined the
SIU in the port of New Orleans in
1952 sailing as an AB. Brother Calla
way sailed 26 years. He was a U.S.
Army sergeant cook during the Ko
rean War in the 24th Medical Bat
talion's Ambulance Co. Seafarer Cal
laway was born in Birmingham, Ala.
and is a resident of New Orleans.
Alfredo "Freddie" Carmoega, 57,
joined the SIU in 1944 in the port of
San Juan and sailed as a chief cook.
Brother Carmoega sailed 34 years.
He graduated from the Marine Cooks
and Stewards School, Santa Rosa,
Calif, in 1964. Seafarer Carmoega
was on the picket line in the 1961
Greater N.Y. Harbor strike and the
.. 1965 District Council 37 beef. And
he was on the Sea-Land Shoregang
in Port Elizabeth, N.J. from 1966 to
1977. He is also an auto mechanic.
A native of San Juan, he is a resident
of Little Ferry, N.J.
loannis S. (John) Gianniotis, 54,
joined the SIU in the port of Norfolk
in 1951. Brother Gianniotis sailed
under the U.S. flag for 24 years. He
graduated from the Union's Bosuns
Recertification Program in March
1975. And he walked the picket line
in the 1961 N.Y. Harbor strike. Sea
farer Gianniotis was born in Greece
and is a naturalized U.S. citizen. He
is a resident of Astoria, Queens, N.Y.
Edward H. Heacox, 57, joined the
SIU in the port of Seattle in 1957
sailing as an AB. Brother Heacox
sailed 26 years. He graduated from
the N.Y. Deck Officers Training
School in Brooklyn, N.Y, as a second
niate in 1969. Seafarer Heacox was
born in Cleveland, Ohio and is a resi
dent of Stanwood, Wash.
Clanton D. Jernlgan, 68, joined
the SIU in 1944 in the port of Sav
annah, Ga. sailing as a firemanwatertcndcr. Brother Jernigan sailed
34 years. He was born in Georgia
and is a resident of Petersburg, Va.
Robert R. Merritt, 56, joined the
SIU in 1949 in the port of Tampa
sailing as an AB. Brother Merritt
sailed 31 years. He is a World War II
veteran of the U.S. Navy. Seafarer
Merritt was born in Ferndale, Fla.
where he is a resident.
John J. Bcissel, 65, joined the
Union in the port of Philadelphia in
1961 sailing as an oiler for the Curtis
Bay Towing Co. from 1935 to 1978.
Brother Beissel was born in Philadel
phia and is a resident of Upper
Darby, Pa.
msmm
r
Herbert C. Berner, 65, joined the
SIU in 1947 in the port of Philadel
phia sailing deep sea as a pumpman.
Brother Berner joined the Union's in
land fleet in the port of Norfolk in
1966 sailing as a tankman on Bar^e
55 for the Interstate Ocean Transport
Co. from 1964 to 1978. Born in Mt.
Holly, N.J., he is a resident of
Moorestown, N.J.
Henry E. Newberry, 51, joined the
SIU in the port of Seattle in 1959 and
sailed as a chief electrician. Brother
Newberry was born in Mechanicsburg, Va. and is a resident of Fort
Valley, Ga.
Jerry R. Phipps, 53, joined the
SIU in 1943 in the port of New York
and sailed as a bosun. Brother Phipps
sailed 36 years. He was on the Delta
Shoregang in New Orleans from
1971 to 1978. Seafarer Phipps is a
wounded World War II veteran of
the U.S. Marine Corps. Born in
North Carolina, he is a resident of
New Orleans.
William D. Stewart, 60, joined the
SIU in 1945 in the port of New York
and sailed as a fireman-watertender.
Brother Stewart sailed 36 years. He
attended a eonference in Piney Point,
Md. A native of Massaehusetts, he is
a resident of Randolph, Mass.
Robert C. Trippe, 55, joined the
SIU in 1945 in the port of Philadel
phia sailing as a cook. He served as
steward delegate. Brother Trippe was
born in Mobile, Ala. and is a resident
of Slidell, La.
Anthony J. Kumbat, 62, joined the
Union in the port of Philadelphia in
1961 sailing as a deckhand for the
Sti'drfdafl Trdhspbrlation and Towing
Co. from 1955 to 1960 and for the
rndependenf T<iwingCo, in 1963, He
was born in Philadelphia and is a
resident there.
Willis E, Wyati Sr., 62, joined the
Union in the port of Norfolk in 1961
sailing as a captain for the Gulf At
lantic Towing Co. from 1948 to
1961, Allied Towing in 1963, and for
Mariner Towing. Brother Wyatt was
born in Surry County, Va. and is a
resident of Claremont, Va.
pr
Harvey M. Biggs, 62, joined the
Union in the port of Philadelphia in
1961 sailing as a tankerman and
barge captain for the Interstate
Ocean Transport Co. from 1935 to
1978. Brother Biggs was born in
North Carolina and is a resident of
Williamstown, N.J.
Andrew Carcich, 66, joined the
Union in the port of New York in
1960 sailing as a deckhand for the
N.Y. Central and Erie-Lackawanna
Railroads from 1940 to 1978. Broth
er Carcich was born in New York
City and is a resident of Port Char
lotte, Fla.
Fred D. McLewis, 67, joined the
Union in the port of Houston in
1967. He had sailed as a chief en
gineer for State Highway Ferries
from 1962 to 1965 and for the G&H
Towing Co. from 1965 to 1977.
Brother McLewis started sailing in
1930. He is a World War II veteran
of the U.S. Navy. A native of Bowersville, Ga., he is a resident of Lamarque, Tex.
Richard S. Worley, 44, joined the
SIU in the port of Mobile in 1958
and .sailed as a fireman-watertender
and AB. Brother Worley sailed 27
years. He was on the Sea-Land
Shoregang in San Francisco from
1972 to 1973 and the Sea-Land
Shoregang in San Diego from 1975
to 1976 as a crane maintenance elec
trician. Seafarer Worley was born in
Florida and is a resident of Ludowici,
Ga.
fL
MEMBERSHIP MEETINGS' SCHEDULE
Date
Port
New York
May 8
Philadelphia
May 9
Baltimore
May 10
Norfolk
May 11
Jacksonville ........ May 11
Algonac
May 12
Houston
May 15
New Orleans
May 16
Mobile
May 17
San Francisco
May 18
Wilmington
May 22
Seattle
May 26
Piney Point
May 13
San Juan
May 11
Columbus
May 20
Chicago
May 13
Port Arthur
May 16
Buffalo
May 18
St. Louis
May 19
Cleveland
May 17
Deep Sea
Lakes, Inland Waters
2:30 p.m
2:30 p.m
2:30 p.m
9:30 a.m
2:00 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
10:30a.m
2:30 p.m
—
—
2:30 p.m
—
2:30 p.m
—
UIW
7:00 p.m.
7:00 p.m.
7:00 p.m.
7:00 p.m.
—
—
7:00 p.m.
7:00 p.m.
•—
—
—
—
—
1:00 p.m.
—
•—
—
—
—
April 1978 / LOG / 29
.1
�East Coast 5ltipdo€l€ing Boatmen Hold Contract Conference
A three-port delegation of SlU
Boatmen gathered for a week-long
conference at the Lundeberg School
in Piney Point, Md. this month to
work out proposals for upcoming
contract negotiations with East Coast
shipdocking companies.
The delegation, elected by their
fellow Boatmen, represented SIU
members working the shipdocking
tugs in the ports of Philadelphia, Bal
timore and Norfolk.
The contract, which will be a
three-year agreement, will cover SIU
members employed with Curtis Bay
Towing and McAllister Bros, in the
SIU Boatmen in Norfolk elected nine of their fel
low members to represent the port at this month's
contract conference. The entire Norfolk delega
tion clockwise from left around table are: Marvin
Gilden; Marvin Forbes; Dan O'Neal; Randy Cudworth; Charles Stowe; Adrian Willis; Larry White;
Johnny Guess; Norfolk Port Agent Gordon Spen
cer; Norfolk Patrolman David "Scrapiron" Jones,
and Lindsey West.
three ports, as well as with Taylor &
Anderson and Independent Towing
in Philadelphia and Baker-M^hitely
Towing in Baltimore.
Their present contract expires
Sept. 30,1978. The work of the dele
gation gave the Union a good head
Seated with attorney and SIU Legal Department
head Carolyn Gentile (second from left) is the
Philadelphia delegation of (clockwise I. to r.): Ed
ward Balajeski; Lou Flaide; Mark Lightcap; Ray
McMullen; John Wozunk; Philadelphia Port Agent
John Fay; Bill Wallen; Vincent Kelly; Henry Tulewicz, and Vic Lozinak.
Vince Kelly, seated on table, is from Philadelphia
and usually is camera shy. But somehow he man
aged to get his picture taken with the Baltimore
delegation as well as his own. The Baltimore dele
gation from the left is: David Gates; Leon Mach;
Richard Moore; Baltimore Port Agent George
Costango; Manny Alvarez; Preston Bryant; Alex
ander Borawick; Francis Lukowski; Herman
Mooney, and William Bobac.
Roan Lightfoot Jr.,
Paducoh Port Agent,
Goes on Retirement
1^000 miles for a Barge-Load of Beer
The Daring and her SIU crew
were a long way from home when
they made one of the tug's first trips
for SIU-contracted Caribe Tughoat
of San Juan, P.R.
The 3,500 hp, 200-ton Daring
was recently acquired by Caribe to
begin a regular run between San Juan
and Venezuela. But last December,
she pushed her 5,000-ton, 300-foot
long trailer barge more than 1,000
miles up the coast to Baltimore, Md.
There she and her young captain.
F. "Corky" Anivatate (see photo),
got some publicity In the Baltimore
Sun newspaper.
Only 21-years old, SIU Boatman
Anivatate already has a year's ex
perience as a tugboat captain under
his belt. He and his seven-member
SIU crew have guided the Daring
throughout the Caribbean and to
South America, but this was their
first trip as far north as Baltimore.
They made the long voyage to pick
up a cargo of beer.
The AFL-CIO Imposes A U.S. Boycott on the WinnThe AFL-CIO has imposed a nation
wide, don't buy consumer boycott
against the non-union Winn-Dixie
Stores Inc. and its three-wholly owned
subsidiaries, Buddies, Foodway, and
Kwik-Chek in 14 states.
The retail outlets are located in
Louisiana, Texas, Virginia, the Carolinas, Indiana, Florida, Georgia, Ala
bama, Mississippi, Tennessee, Ken
tucky, Oklahoma and New Mexico. A
resolution on the boycott was passed at
the AFL-CIO's Convention held late
last year.
The convention also recommended
that unions withdraw any investments
—such as pension funds—from WinnDixie.
Calling this company—which em
ploys 51,000 persons—"the J. P. Stev
ens of the $165 billion food, beverage
and related service industries," the
AFL-CIO assailed Winn-Dixie as a
"flagrant, vicious, relentless violator of
national labor law and employe rights."
The convention's boycott resolution
added that the company "has caprici
ously abrogated federally guaranteed
rights by illegally firing personnel,
withholding wage increases and threat
ening economic sanctions for union
activity." The company's anti-labor his30/LOG/April 1978
a.::-
. ' V .TIM
tory goes back to the late 1950s.
Winn-Dixie has defied 12 NLRB de
cisions and seven U.S. Court of Ap
peals rulings directing the company to
recognize and bargain with its em
ployes' unions.
The AFL-CIO Maritime Trades De
partment's National Field Coordinator
John Yarmola has alerted all MTD
affiliates and port maritime councils to
start in preparing for the negotia
tions.
The contract conference was also
attended by SIU officials from the
three East Coast ports, as well as by
representatives of the Union's legal
and accounting staffs at Head
quarters.
set up local task forces to take an active
part in the Winn-Dixie boycott.
The SIU fully endorses the boycott
as does the Retail Clerks International
Union, the Amalgamated Meat Cutters
and Butcher Workmen of North Amer
ica, the Bakery and Confectionery
Workers liitcrnational Union, and the
AFL-CIO Food;and Beverage Trades
Department.
Paducah's Port Agent Roan Lightfoot, Jr., 52, has gone into retirement
from the SIU.
Brother Lightfoot joined the Union
in the port of New York in 1955 and
sailed as a bosun. He walked the picket
line in the 1961 Greater N.Y. Harbor
strike. Seafarer Lightfoot was a Head
quarters representative in 1963. In
1972, he was elected a joint patrolman
for the port of Houston.
That year he was sent to Paducah,
Ky. on an organizing drive where he re
mained until his retirement late last
year.
Seafarer Lightfoot was an instructor
at the Andrew Furuseth Training
School, Brooklyn, N.Y. from 1959 to
1963.
Also, he is a veteran of the U.S. Ma
rine Corps in World War II serving in
the South Pacific.
A native of Savannah, Ga., he is a
resident of Paducah with his wife,
Molly, two sons, Roan Ronald and
Steven Jay and a daughter, Gina Gay.
SPAD Is the SlU's political fund and our political arm in
Washington, D.C. The SIU asks for and accepts voluntary
contributions only. The Union uses the money donated to
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress. These are issues that have
a direct impact on the jobs and job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The SIU urges its members to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the EEC
in Washington, D.C.
I' <
Roan Lightfoot
�FROM YOUR UNION
Drozak Hits Navy Budget
Continued from Page 3
It "should be given an opportunity to
demonstrate its willingness and ability
to serve as a naval auxiliary" in peace
time.
Brand said that such a move would
enhance the entire U.S. seapower pic
ture. "Our naval defense posture would
gain in proportion."
Brand urged the House committee to
hold back all Navy funds slated to build
non-combat vessels until it is deter
mined that the private sector cannot
handle, or is not willing to take on the
job.
Thomas Crowley told the committee
hearings that there must be "a careful
and efficient use of scarce (Navy)
building and operating funds to get the
most for the taxpayers' dollars."
He said that the Navy could get bet
ter use out of their funds "if they would
only cooperate with the commercial in
terests that know the service require
ments."
Crowley concluded that the Navy
must take better advantage of the serv
ices available through the private mer
chant marine "for the maximum of de
fense at a minimum cost."
Norfolk Patrolman Marv Hauf Re/ires
Norfolk Patrolman Marvin A.
Hauf, 58, retired from the SIU late
last year on a disability pension.
Brother Hauf joined the Union in
1944 in the port of New York. He
had sailed 16 years deep sea as a chief
steward. Seafarer Hauf also sailed in
in the inland field.
While working as a maintenance
man for the SIU in the port of Balti
more, Hauf was sent to the port of
Norfolk for a few weeks. Twenty
years later, in 1958, he became an
SIU patrolman there.
Bom in Maryland, he is a resident
of Norfolk with his wife, Hilda.
Marvin A. Hauf
There's Strength in Numbers
And Our Numbers
are Growing!
Seafarers participating in the Union's 'A' seniority upgrading program at
tended the House hearing on the Navy budget. Shown in the photo with Piney
Point Port Agent Pat Pillsworth (2nd I.) are: Bruce Swisher; Douglas Young;
Christopher Hagerty; Robert Ivanauskas; Jonathon Dierenfeld; Robert Laube;
Kevin Cooper; Gregory Hamilton, and Glen Bumpus.
I
Editor,
LOG
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Broohlyn, N. Y. 11232
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ADDRF.SS
CITY
STATE.
ZIP.
Celebrate the growing number of Seafarers who are recoverhig from alcoholism thanks to the Seafarers Aiooholio Rehabilita
tion Pro|ram. Join the festivities at the Second Annual Living Sober
Reunion.
Activities include:
• Living Sober Banquet at the Harry Lundeberg School
• Gookout at the ARC
• Boat Rides
• Speakers and Educational Programs
All friends and former residents of the Alcoholic Rehabilitation
Center are invited. Make plans now to attend. Reunion
weekend is August 88, 86, and 87. For reservations or more
information, contact:
Seafarers Alcoholic Rehabilitation Center
Star Route Box 183-A
VaUey Lee, MaryUnd 80698
April 1978 / LOG / 31
�Ronald P. Flemming, 19, was lost off
the Tug Mars (G &
H Towing) in the
port of Houston on
Jan. 16. Brother
Flemming joined the
I Union in the port of
IPiney Point, Md. in
1976 following his graduation from the
Harry Lundcberg School of Seamanship
there. He also sailed deep sea in the
steward department and in the inland
field as a tankerman for American
Barge Lines last year. Boatman Flem
ming was born in Philadelphia and was
a resident of Collingdale, Pa. Surviving
are his parents, Mr. and Mrs. Ronald
and Mary Flemming of Collingdale.
Pensioner Dewey
G. France, 79, passed
away on Mar. 14.
Brother France
joined the Union in
the port of Baltimore
in 1956 sailing as a
fireman - watertender
for the Baltimore
Towing and Lighterage Co. from 1960
to 1964 and for the Atlantic Transpor
tation Co. from 1939 to 1960. He was
born in Virginia and was a resident of
Baltimore. Surviving are his widow,
Lorelta, and a daughter, Mary Lee.
Clifton Guillory,
51, died on Mar. 8.
Brother Guillory
joined the Union in
Port Arthur, Tex. in
1963 sailing as a
deckhand for the Sa
bine Towing Co. from
1952 to 1967 and as
a pilot for the Moran Towing Co. of
Texas from 1967 to 1978. He was a
veteran of the U.S. Army in World War
II. Boatman Guillory was born in
Louisiana and was a resident of Port
Arthur. Surviving are his widow, Opal,
and a sister, Mrs. Una Hollier of Port
Arthur.
Frank D. Wingate,
46, died on Dec. 27,
1977. Brother Wingate joined the Union
in the port of Hous
ton in 1961 sailing as
a deckhand and diesel
mechanic for the Ellis Towing Co. from
1959 to 1977, Gantt Towing Co. in
1966, and for the Shciricld Steel Co.
from 1951 to 1958. He was born in
Lufkin, l ex. and was a resident of Gal
veston. Surviving arc his widow, Mary
Sue; three sons. Franklin, Malcolm, and
Edward; two daughters, Mrs. Wanda
Nelson and Charlotte, and his father,
Clayburn of Highlands, Tex.
Pensioner Wilfred
E. Adamek, Sr., 71,
died of a heart attack
in his Detroit home
on Oct. 25, 1977.
Brother Adamek
joined the Union in
the port of Detroit in
1962 sailing as AB,
motorboat operator, and captain of the
J.W. Wcstcott Co. (Allied Marine)
mailboat on the Detroit River from
1969 to 1977. He also sailed for the
Ashley and Dustin Co. from 1948 to
1975. Laker Adamek sailed 34 years.
He was born in Ithaca, Mich. Burial
was in Woodmere Cemetery, Detroit.
Surviving are his widow, Helen; a son,
Francis, and a daughter, Marlene.
Pensioner Alex
ander Dolsen, 88,
,5died of heart failure
in Livonia, Mich, on
Feb. 1. Brother Dol
sen joined the Union
in the port of Detroit
_^'^^in 1961 sailing as a
Jlr mBH lineman and firemanwatertender for the Great Lakes Tow
ing Co. from 1910 to 1967. He was
born in Canada and was a resident of
Hazel Park, Mich. Interment was in
Grand Lawn Cemetery, Detroit. Sur
viving are two daughters, Mrs. Florence
C. Edenstrom of Hazel Park and Mrs.
Velma Kraffa, and a grandson, Alex
ander G. Kraffa, both of Garden City,
Mich.
Raymond L. Garlow, 60, died on Apr.
1. Brother Garlow
joined the Union in
the port of Toledo,
Ohio in 1960 sailing
as an AB and wheelsrhan
/
Co. He was born in
St. Catherines, Ontario, Canada, was a
naturalized U.S. citizen, and a resident
of River Rouge, Mich. Surviving are his
widow, Helen, and a brother, William
Farmer of Niagara Falls, N.Y.
'A
Pensioner Vernon
L. Johnson, 79, died
of a hemorrhage in
the Schoolcraft Memorial Hospital,
Manistique, Mich, on
Dec. 15, 1977.
Brother Johnson
joined the Union in
the port of Detroit sailing as a conveyorman for the McKee Sons Co. from
1953 to 1964. He was a veteran of the
U.S. Army. Laker Johnson sailed 27
years. Born in Wiscon.sin, he was a resi
dent of Manistique. Burial was in Fairview Cemetery, Manistique. Surviving
are his widow, Ida, and a daughter,
Mrs. Donald (Dawn) St. John of
Manistique.
Pensioner George
A. Brown, 75, passed
away on Mar. 3.
Brother B rown
V joined the SIU in the
port of Jacksonville
in 1955 sailing as an
AB for the Robin
-'
Line. He sailed 26
Willie A. Wilson, 51, died on Mar.
years.
Seafarer
Brown
was a veteran of
20. Brother Wilson joined the Union in
the U.S. Army Quartermaster Corps in
the port of Philadelphia in 1972 sailing
the
Aleutian Islands, Alaska in World
as a cook for the Express Marine Co.
War II. Born in Laredo, Tex., he was a
from 1970 to 1977. He was a veteran
of the U.S. Army. Boatman Wilson was resident of St. George, Ga. Surviving are
born in Pitt County, N.C. and was a -his widow. Pearl, and two sisters, Mrs.
resident of New Bern, N.C. Surviving Margaret Thomas of Dcwittvillc, N.Y.
arc his widow, Jean Lois; a son, Willie, and Mrs. Belle Yo.st of Falls Church,
Va.
Jr., and a daughter, Angela.
32 / LOG / April 1978
Pensioner Cfiffon
Aaron, 57, died of
lung failure in the
University of South
ern Alabama Medical
Center, Mobile on
Feb. 10. Brother
Aaron joined the SIU
in the port of Mobile
in 1960 sailing as a cook. He sailed for
20 years. Seafarer Aaron graduated
from the Andrew Furuseth Training
School, Mobile in 1959. And he was a
World War 11 veteran of the U.S. Army.
A native of Mobile, he was a resident
there. Burial was in Oaklawn Cemetery,
Mobile. Surviving are his widow. Myr
tle; a son, Clifton; two daughters, Marjorie and Cheryl, and his parents, Mr.
and Mrs. Moses Aaron of Mobile.
Pensioner Paul R.
Albano, 74, died of
heart failure in the
Galveston USPHS
Hospital on Feb. 28.
Brother Albano
joined the SIU in
1947 in the port of
New York and sailed
as a fireman-watertender. He sailed 27
years and during World War II and the
Korean War. Born in Italy, he was a
naturalized U.S. citizen and a resident
of Galveston. Interment was in Galves
ton Memorial Park Cemetery. Surviving
arc a stepsister, Mrs. Concette Capobianco of Quincy, Mass.; a stepbrother,
Angelo Di Russo of Middlesex, Mass.,
and a nephew, Ignatius Di Russo of
Sommerville, Mass.
John E. Bertie Jr.,
67, died on Jan. 21.
Brother Bertie joined
the SIU in the port of
New York in 1964
• -^ ^
^1
and z^Biyisaintenan^ *
^ He sailed 34 years.
! Seafarer Bertie was
born in Brooklyn, N.Y. and was a resi
dent of San Francisco. Surviving are a
son, John, and a daughter, Mrs. Carol
S. Cassidy of Brooklyn.
'
Pensioner Peter
Blanco, 73, died of a
hemorrhage in
Tampa (Fla.) Gen
eral Hospital on Jan.
23. Brother Blanco
.^joined the SIU in
^ in 1940 in the port
of San Francisco and
sailed as a bosun. He sailed 39 years.
Born in Tampa, he was a resident there.
Burial was in the Garden of Memories
Cemetery, Tampa. Surviving is a cousin,
Mrs. Carmen Borros of Brooklyn, N.Y.
Pensioner Fred
Gentry, 71, passed
away on Mar. 25.
Brother Gentry
joined the SIU in the
I
port of Tampa in
1951 and sailed as a
/ ' fireman-watertender.
^
He sailed 45 years
and was an engine delegate. In 1947,
while on watch, he was the last crewmember off the tanker ST Salem Mari
time (Cities Service) when she blew up
in Lake Charle.s, La. killing 13. On his
first trip as a wiper on a Luckenbach
ship, he earned .$37.50 a month! But
of the sea, Seafarer Gentry said "... best
life there is." A native of San Franci.seo,
he was a resident of Houston, Tex.
Surviving is a sister, Mr.s. Gladys Morris.sey of San Francisco, Calif.
Recertified Bosun
Richard A. "Chris"
Christenberry, 53,
died of a heart attack
in Doctor's Hospital,
Pinole, Calif, on Feb,
22. Brother Christen
berry joined the SIU
in the port of New
York in 1960. He sailed 36 years and
was a ship's delegate. Seafarer Christen
berry graduated from the Union's Bo
suns Recertification Program in 1973.
He went through the SIU LNG Program
in 1976, attended Piney Point Educa
tional Conferences in 1971-2-3-5, and
the Seniority Upgrading Evaluation
Program in 1965. In 1952, he studied
management. He was a former NMU
Houston patrolman and agent for 12
years. Born in San Francisco, he was a
resident of Fairfield, Calif. Cremation
took place at the Skyview Memorial
Lawn Cemetery, San Francisco. Sur
viving are a daughter, Ardy Ann; his
mother, Mrs. Frances N. Taylor of San
Francisco; his father, Artell; a sister,
Marily Z. Bannowsky of Vallejo, Calif.;
a nephew, Chris, and a niece.
Albert B. Brown,
51, died aboard the
ST Overseas Aleu
tian (Maritime Over
seas) on Feb. 5.
Brother Brown.
joined the SIU in the
port of San Francisco
in 1957 and sailed as
a chief cook. He sailed 34 years. Sea
farer Brown was born in Baltimore and
was a resident of Houston. Surviving
are his widow, Sybil; four sons, Greg
ory, Eric, Albert and Reynard; three
daughters, Sadie, Linda and Doreen,
and a sister, Mrs. C. White of Vallejo,
Calif.
* HI ? NnBianiet F. Hat
field, 40, died on Feb.
8. Brother Hatfield
joined the SIU in the
port of New York in
1963 and sailed as a
chief steward from
1970 to 1972. He
sailed 12 years. Sea
farer Hatfield graduated from the An
drew Furuseth Training School, Brook
lyn, N.Y. He was a veteran of the U.S.
Air Force. Born in Statcn Island, N.Y.,
he was a resident there. Surviving are
his widow; a daughter, Cecelia, and his
mother, Mrs. Marion F. Moss of Staten
Island.
Pensioner Walter O. Hall, 63, died
of lung failure in the South Baltimore
(Md.) General Hospital on Feb. 22.
Brother Hall joined the Union in the
port of Baltimore in 1956 sailing as a
bargeman for the West Maryland Rail
way Co. fiom 1962 to 1965. He was a
World War II veteran of the U.S.
Armed Forces. Boatman Hall was born
in Boomer, W. Va. and was a resident
of Pasadena, Md. Interment was in Glen
Haven Memorial Park Cemetery, Glen
Burnie, Md. Surviving are his widow,
Marjorie; four sons, William, Dennis,
Willis and Edward, and four daughters,
Doris, Carol, Gail and Jean.
Pensioner Frederick A. Sbaney, 54,
died of heart failure in North Arundel
Hospital, Glen Burnie, Md. on Sept. 10,
1977. Brother Shaney joined the Union
in the port of Baltimore in 1954 work
ing as a shop mechanic. He was born
in Baltimore and was a resident of Glen
Burnie. Burial was in Cedar Hill Ceme
tery, Glen Burnie. Surviving arc two
sons, Robert and Ronald.
�IhDilduiR Repirt fip Grnt Uku
/IblKie to MimAers
OH
Pntedure
Wli»i throwing In for woric dur
ing n job call at any SlU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
Job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SlU Shipping
Rules:
Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of flie
Board, undue hardship vrill result
or extenuating circumstances war
rant such waiver.^^,. '
Also, all entry rated members
must show their last six months
discharges.
Further, the Srofarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department"
•JF. lij. •••
;! •
MAR. 1-31,1978
TOTAL REGISTERED
All Groups
Class A Class B Class C
TOTAL SHIPPED
All Groups
Class A Class 8 Class C
^'REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Alpena
Buffalo
Cleveland
Duluth
Frankfort
Cfiicago
Algonac
Totals
0
0
0
0
0
0
. 57
57
Alpena
Buffalo
Cleveland
Duluth
Frankfort
Chicago
Algonac
Totals
0
0
0
0
0
0
34
34
Alpena . .
Buffalo
Cleveland
Duluth . .
Frankfort
Chicago
Algonac
Totals
0
0
0
0
0
0
10
10
0
0
0
0
0
0
5
5
0
0
0
0
0
0
4
4
0
0
0
0
0
0
15
15
0
0
0
0
0
0
2
2
0
0
0
0
0
0
59
59
0
0
0
0
0
0
6
6
0
0
0
0
0
0
6
6
0
0
0
0
0
0
5
5
ENGINE DEPARTMENT
0
0
0
0
0
0
0
0
0
0
0
0
46
14
46
14
0
0
0
0
0
0
1
1
0
0
0
0
0
0
35
35
0
0
0
0
0
0
8
8
0
0
0
0
0
0
6
6
0
0
0
0
0
0
2
2
STEWARD DEPARTMENT
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
29
5
0
29
5
0
0
0
0
0
0
0
9
9
0
0
0
0
0
0
3
3
0
0
0
0
0
0
2
2
0
0
0
0
0
0
77
77
0
0
0
0
0
0
54
54
0
0
0
0
0
0
42
42
180
71
56
0
0
0
0
0
0
9
9
0
0
0
0
0
0
1
1
0
0
0
0
0
0
38
38
ENTRY DEPARTMENT
Alpena
Buffalo
Cleveland
Duluth
Frankfort
Chicago
Algonac
Totals
Totals All Departments
0
0
0
0
0
0
53
53
0
0
0
0
0
0
48
48
0
0
0
0
0
0
32
32
154
63
43
113
34
3
"Total Registered" means the number of men who actually registered for shipping at the port last month.
'"'Registered on the Beach" means the total number of men registered at the port at the end of last month.
nirvMrf f
mom YOUR RIGHTS
I
r
r» J •»I}
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity arc protected e.xclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is;
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20fh Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
KNOW YOUR RIGHTS
patrolman or other Union ofiicial, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publi.shing any article serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, I960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen arid
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y. 11232.
April 1978 / LOG / 33
�NMC Ads Promote U.S. Merchant Fleet
In the event that any SIU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
The following is a list of recoptmended attorneys throughout the
United States:
NEW YORK, N.Y.—Schulman.
Abarbanci & Schlcsingcr
350 Fifth Avenue
New York. N.Y. 10001
Tele. #(212)279-9200
BALTIMORE, MD.—Kaplan,
Heyman, Greenberg, Engclman
& Belgracl
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301) 539-6967
HOUSTON, TEX.—Combs,
Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713)659-4455
TAMPA, FLA.—Hamilton,
Douglas and Bennett, P.A.
2620 W. Kennedy Blvd.
Tampa, Fla. 33609
Tel. #(813) 879-9482
SAN FRANCISCO, CALIF.—
John Paul Jennings, Henning
and Walsh
100 Bush St., Suite 1403
San Francisco, Calif. 94104
Tel. #(415) 981-4400
ST. LOUIS, MO.—Gruenberg
& Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314)231-7440
NEW ORLEANS, LA.—Dodd,
Barker, Boudreaux, Lamy
6 Gardner
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
Below is one of the many ads that the National Maritime Council is running in the national news media. To encour
age support for a strong U.S. merchant marine, the NMC is running these ads in some of the major news publications,
such as, Time and Newsweek. The Council wants to encourage American business to ship on U.8.-flag ships. So the ads
are also running in business oriented publications like the Wall St. Journal.
The National Maritime Council is composed of government, company and union representatives who are interested
in promoting a viable U.S. merchant marine.
It isn't (rften that Labor,
Management and the Government
can agree.
They do in the National Mari
time Council. As a matter of
fact, the Council is a unique
instance of U.S. flag steam
ship companies, shipbuilders,
labor unions and government
working together. It is unique
in that, since its formation in
1971, it has fostered among
other things a remarkable
spirit of cooperation among
all elements in maintaining
labor stability and reliable
service in the U.S. flag cargo
fleet.
Today the U.S. flag ship
ping industry is efficient,
highly trained and technologi
cally advanced, with freight
rates comparable to most for
eign shipping.
Notice we didn't say
strong? While our merchant
marine has been building
amity within the industry,- ,
streamlining our operation
and upgrading itself as a
transportation system, our
size and importance in the
world market have eroded to
a dangerous
degree.
Today our post-World
War II fleet of over 4800 U.S.
flag merchant ships has
diminished to 577. (Compare
that to Russia's 2400 and
Japan's 2000, for example.)
Today U.S. flag ships carry
less than 6% of U.S. foreign
trade. (Thanks to the support
of their nations, Russian ships
carry 50% of USSR foreign
trade; Japan, 39% of theirs;
Greece, 45% of theirs.) Our
share must be increased and
our merchant marine
strengthened if we are to con
tinue building our
intermodal
transportation system, if we
are to count on our merchant
fleet in times of emergency, if
we are to depend on its eco
nomic contribution in terms
of balance of payments,
increased employment and
dollar-return to the American
economy.
Tell your Congressmen
how you feel about a stronger
American merchant marine. If
you export or import, specify
that your cargo goes on
American flag ships. If you'd
like to know more, send for
our booklet on U.S. Flag
Shipping. \M"ite National Mar
itime Council, Box 7345,
Washington, D.C. 20044.
National
Maritime
Council
Management, labor and government
working together for a strong, stable
U.S. flag shipping industry.>;a.,
nr.p
LOS ANGELES, CALIF.—Bodle,
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, Calif. 90036
Tele. #(213) 937-6250
MOBILE, ALA.—Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904
DETROIT, MICH.—Victor G.
Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220
FALL RIVER, MASS.—PatriCK
H. Harrington
56 N. Main Street, Bennett Bldg.
Fall River, Mass. 02720
Tele. #(617) 676-8206
SEATTLE, WASH.—Vance,
Davics, Roberts, Reid & Anderson
100 West Harrison Plaza
.Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.—Katz &
Friedman
7 South Dearborn Street
Chicago, 111. 60603
Tele. #(312)263-6330
34/LOG/April1978
DCm'TGIVE UPTHE SHIPS
Seafarers Will Crew LHC Capricorn
SIU members will soon be man
ning another liquified natural gas
carrier. She is the 936-foot LNG
Capricorn, an identical sistership
to the SIU manned LNG Aquarius
and the LNG Aries.
The Aquarius and Aries, re
spectively, were the first and sec
ond LNG vessels ever built in the
United States.
Like her two sisterships, the
LNG Capricorn was built at the
General Dynamics Shipyard in
Quincy, Mass. for Energy Corp.
She will run from Indonesia to
Japan with a capacity of 125,000
cubic meters of LNG. The liquid
cargo is carried in the vessel's five
refrigerated' circular tanks at a
temperature of 265 degrees below
zero fahrenheit.
Any Seafarer who seeks a job
on any LNG under contract to the
SIU, must first participate in the
Lundeberg School's LNG upgrad
ing program.
By the end of this year, the SIU
may have as many as 10 LNG
ships under contract, providing an
important source of employment
for SIU members for years to
come.
The SIU urges its members to
get the needed LNG training as
soon as possible as an added
aspect to job security. For more
information on the LNG pro
grams held regularly at the Lunde
berg School, contact your local
Union hall or see page 37 of this
Log.
\
�ife"
Dispatchers Report for Inland Waters
MAR. 1-31, 1978
*TOTAL REGISTERED
TOTAL SHIPPED
All Groups
Class A Class B Class C
All Groups
Class A Class B Class C
Port
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
1
0
0
0
0
e
0
15
6
4
0
1
0
2
0
0
0
0
0
0
1
5
12
50
0
0
0
0
o
6
5
4
6
H
0
1
0
0
0
0
0
4
7
17
10
13
11
0
7
39
6
0
64
107
80
2
0
3
0
0
0
4
17
50
1
166
Port
'
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
3
1
0
8
9
11
3
7
1
18
1
0
0
2
7
0
0
0
0
0
9
4
0
13
3
0
0
0
2
9
15
0
2
0
0
0
2
5
16
74
0
3
39
10
0
27
50
76
3
68
0
1
0
3
15
0
0
0
0
0
5
3
8
20
1
0
0
0
21
14
77
3
0
15
0
5
0
96
20
154
55
255
0
0
0
0
0
1
0
0
0
0
0
0
0
4
1
1
0
0
0
7
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
1
1
1
0
0
0
0
4
0
0
0
1
0
2
0
^
0
0
0
0
0
0
2
2
3
0
0
0
0
0
0
0
0
^
0
0
0
0
0
0
1
0
2
0
0
0
0
0
0
0
0
i
0
0
0
0
4
0
4
1
7
0
ENGINE DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
0
0
0
0
0
1
0
0
1
0
0
0
1
2
0
0
0
0
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
1
1
0
0
0
0
0
4
Port
•X
All Groups
Class A Class B Class C
OECK DEPARTMENT
Boston
New York
Philadelphia
••A
**REGISTERED ON BEACH
0
0
0
0
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
STEWARD DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
.
Tampa ...;v^.:-.
'if/1:;.... ^^^
Mobile
New Orleans
................4.... ^
Jacksonville
. . . .. ,
San FranciscyJ'.-.^'I'.H'VVS":*;'. fc"
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah ....
Totals
0
0
0
1
0
3
0
I
0
0
0
0
0
0
2
2
1
0
i
11
0
0
0
0
O
0
0
1
0
0
0
0
0
0
0
0
1
0
o
2
0
0
0
0
0
1
0
0
1
0
0
0
3
0
2
1
4
0
lo
22
0
0
0
0
0
'-"2
0
XVQ
0
0
0
0
0
0
0
0
0
i
4
0
0
0
0
0
0
0
®
0
0
0
0
0
0
0
0
0
0
o
0
0
0
0
0
0
1
0
0
0
0
0
1
0
1
0
0
0
5
8
0
11
2
6
19
36
Totals All Departments
123
82
192
56
76
77
172
*'Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
61
295
S. J. Alpedo
Your sister, Leanona G. Luongo,
asks that you contact her at 1900 35th
St. North, St. Petersburg, Fla. 33713.
William Brack
Your wife, Marie, asks that you get
in touch with her at 1860 Sunset Strip,
Sunrise, Ft, Lauderdale, Fla. 33313 or
call (305) 735-2072. She says it is very
urgent.
Carlos Canales and
Robert Meadow-Croft
Archie Bell would like you to call
him collect at (714) 264-1025.
Fred Hattaway
Mrs. Margaret Hattaway asks that
you contact her at 3013 Pickell Dr.,
Mobile, Ala.
George Mike Krieg
Ms. Judy Vincent asks that you con
tact her at 14521 54th Drive N.E.,
Marysville, Wash. 98270 or call (206)
659-5346.
Lairo Randazza
Your mother asks that you call her
at (617) 283-4084.
Jim Sivley
John F. Williams would like you to
write him at 4707 McKinney, Houston,
Tex. 77023 or call (713) 923-1758.
Cove Holding W-2s
SlU-contractcd Cove Shipping Inc. is
holding 1977 W-2s for the following
Seafarers because the Post Othcc is un
able to forward them to current mailing
addresses. Anyone listed below should
get in touch with Guy Siciliano, chief
accountant, Cove Shipping, Inc., Wall
Street Plaza, New York, N.Y. 10005,
telephone (212) 422-3355.
Social Security Number
Name
Basa, R. E.
050-26-7069
298-30-0221
Davis, L,
384-14-9575
Johnson, E. D.
028-34-4560
Kelley, Jr. J. D.
Kofou, J. W.
281-42-8459
LcClair, L. W.
335-32-9845
556-28-9884
Meredith, R.
317-20-0797
Moran, F. J.
099-48-6254
Pomair, C. W.
549-84-7160
Shaibi, K.
465-72-3922
E
Wicker, Jr. R.
050-44-2478
Williams, R.
Jeff Davis Committee
Rose City Committee
Recertified Bosun George Annis ( left) ship's chairman of the SS Jeff Davis
(Waterman) is with part of the Ship's Committee recently at a payoff at the
MOTBY Dock in Bayonne, N.J. They are (I. to r.): Chief Steward Ralph Collier,
secretary-reporter; Steward Delegate Jerry Z. Miller, and Deck Delegate
Leonard Karalunas.
Wilmington Port Agent Luige lovino (2nd right) poses with part of the Ship's
Committee of the ST Rose City (Westchester Marine). They are, from the left;
Steward Delegate R. Devine; Recertified Bosun Billy Scott, ship's chairman,
and Chief Steward D. Frounfelter, secretary-reporter. The tanker paid off on
Mar. 13.
April 1978/ LOG / 35
�r
Hard Work Will Get Broussard His 2nd Ass#. Eng, License
Despite being named after a guy who
spun quite a few miracles while leading
his people to the Promised Land, noth
ing miraculous has ever happened to
Moses Broussard.
Just the opposite. Anything Moses
Broussard has gotten or achieved in
life, he has had to work for. And right
now, he's working very hard to achieve
his license as a 2nd Assistant Engineer.
Broussard, a seaman since 1950, has
been spending upwards of 50 hours a
week in classroom study at the MEBA
District 2 School of Marine Engineering
and Navigation in Brooklyn in prepara
tion for his Coast Guard exam.
The 51-year old seafarer, an ex-SIU
member now sailing with MEBA Dis
trict 2, spends countless hours more
studying on his own.
Broussard, who has had his 3rd as
sistant's license since 1967, is typical of
a lot of guys trying to upgrade their sea
faring skills. He doesn't possess a great
deal of formal education. It has been
more than 30 years since he closed the
book on high school. And as a result,
getting back into the routine of attend
ing class and studying, even if it is only
for a few months, is very difficult.
Ron Spencer, head of MEBA's
School of Engineering, said that Brous
sard "is a very conscientious student."
But, he said Broussard is having some
problems with reading comprehension.
Moses Broussard
The Odds
Are in Your Favor!
Spencer added, though, that problems
with reading comprehension are prev
alent throughout the maritime industry,
and for that matter, throughout the en
tire country.
He explained that the Coast Guard
licensing exam is multiple choice, which
he describes as the "least desirable" type
of exam. He said that a seaman may
really know his business and might
make a fine engineer. But because he
has trouble with reading comprehen
sion, he may not be able to pass the
Coast Guard exam.
Spencer suid, however, that reading
problems can be overcome. He said that
the SIU, through the Lundeberg School,
and MEBA, with its educational pro
grams, are providing the means to suc
ceed. He said, "the only thing one of
our members really needs to move up
in this industry is desire.
"If a guy wants something bad
enough, and is willing to work for it,
he's going to achieve it. I've seen it hap
pen over and over again."
Spencer said, "around the School, we
like to think that we perform a few
miracles every day."
Well, that may be so. But if Moses
Broussard goes back to his home in Las
Vegas toting a 2nd Assistant Engineer's
license under his arm, it won't be a
miracle.
It will be the results of a guy with
desire, who was not afraid to take on a
new challenge.
After all, Moses Broussard needs to
save all the miracles he can for Nevada's
infamous one armed bandits.
I SAB Rules on 'C|
I Classified Men |
In November the Seafarers Appeals
Board ruled that effective Jan. 3, 1978,
"C classification seamen may only reg
ister and sail as entry ratings in only one
department."
The Board took the action to insure
that the Union will be able to maintain
sufficent manpower for each shipboard
department. The ruling will also enable
these seamen to get sufficient seatime
in one department for the purpose of
upgrading to a higher rating in that
department.
Alex Stephens Committee
Paying off on Mar. 29 at Pier 6. Brooklyn, N.Y. is the Ship's Committee of the
SS Alex Stephens (Waterman). From left are: Engine Delegate 8. W. Lewis;
Chief Steward R. J. Liegel, secretary-reporter; Recertified Bosun Carl Francum, ship's chairman; Deck Delegate Mike Kuithe, and Steward Delegate
C. W. Tarver. .
Overseas Aleutian Committee
Want to be a high school
Graduate?
Want to earn your high school
Diploma?
Then come to the Harry Lundeberg School
Sign up for the GED Program.
95% of the GED students at HLS have earned their diplomas.
We'll help you earn your diploma, too—just like we've helped
more than 1000 other GED graduates so far.
At HLS you can bet on success!
To enroll in the high school equivalency program at HLS,
see your SlU Representative. Or write to:
HARRY LUNDEBERG SCHOOL
Academic Education Department
Piney Point, Maryland 20674
36 / LOG / ApriI1978
N.Y. Patrolman George Ripoll (seated right) listens on Mar 31 at a payoff to
Steward Delegate Charles Locke (standing right). The rest of the Ship's Com
mittee of the ST Overseas Aleutian
(Maritime Overseas) are (I to r) •
Recertified Bosun Dave La France, ship's chairrran; Engine Deleaate
Ben Balerio; Deck Delegate N. De Lo Santos, and crewmember OS Vinnv
Ribaudo. The tanker swallowed the anchor at Stapleton Anchorage SI NY
�HLS UPGRADING CLASS SCHEDULE 1978
Belotc is complete list of all upgrading courses,
and their starting dates, that are available for
SIV members in 1978. These include courses for
deep sea.Great Lakes and inland waters.
SIV members should be aware that certain
courses may be added or dropped from the
schedule as the need arises. However, the Log
will try to keep you abreast of these changes.
For further information regarding the courses
offered at the Lundeberg School, members
^
should contact their local SlU representative, or
write to the Lundeberg School Vocational Edu
cation Department, Piney Point, Md. 20674.
or call the School at (301) 994-0010
Towboat Operator Scholarship
Program
iviay 29
Towboat Operator Western
Rivers
August 7
Towboat Operator Inland &
Oceans
August 28
Mate & Master
September 25
Pilot
May 15
QMED
FOWT
May 11
July 10
August 31
October 16
November 23
Pumproom, Maintenance &
Operation
October 9
Maintenance of Shipboard
Refrigeration Systems
June 2
Chief Steward (maximum I
student per class)
May 1
May 29
June 26
July 24
August 21
September 18
October 16
November 13
December 11
Chief Cook and Cook & Baker
(maximum 2 students for Chief
Cook and 2 students for Cook &
May 1
May 13
May 29
he
• .':-r r-Vi^
Diesel Engineer
July 31
Welding
May 1
May 13
May 29
June 12
June 26
July 10
July 24
August 7
August 21
September 4
September 18
October 2
October 16
October 30
November 13
November 27
December 11
December 22
Able Seaman
May 1
June 12
July 10
August 17
September 18
November 13
Quartermaster
October 16
April 1978 / LOG / 37
�Richard Bundrkk
Seafarer Richard
Bundrick graduated
from the February
AB class at the
Harry Lundeberg
School. He was in
the trainee program
at HLS in 1975.
m
y V Brother Brundrick,
•
who was born in
Germany, has his firefighting, lifeboat,
and cardio-pulmonary tickets. He re
sides in Fayetteville, Ark. and .ships out
of Gulf ports.
Ken Pevny
Seafarer Ken
Pevny has been .sail
ing with the SIU
since graduating
from the Harry
Lundeberg School's
trainee program in
1975. He returned
^
to the School last
^
February for his A B
endorsement, also earning his firefight
ing, lifeboat, and cardio-pulmonary
tickets. Brother Pevny was born in
Butte, Mont, and now lives and ships
out of the port of Seattle.
Ben Adams
Terry Cowans
Seafarer Terry
Cowans, a trainee
at the Harry Lundeberg School in
1974, upgraded to
AB at the School in
January, 1978. He
has his fire fighting
ticket. Born in Mo.
bile, Brother Cowans now lives in Trichard, Ala., and
ships out of the port of New Orleans.
Seafarer Ben
A dams completed
the trainee program
at the Harry Lun
deberg School in
19 76. He's been
.sailing as an FOWT
.since he took the
upgrading course at
r
the School in 1977.
Brother Adams also has the firefighting,
lifeboat, and cardio-pulmonary tickets.
Born in Savannah, Ga., he now resides
in Ellabell, Ga. and ships out of the
port of Jacksonville.
Mike Drummond
Seafarer Mike
Drummond com
pleted the trainee
course at the Harry
Lundeberg School
in 1973. He re
turned to the School
in 1977, upgrading
to FOWT and earn
ing his firefighting,
lifeboat, and cardio-pulmonary tickets
at that time. Brother Drummond was
born in Detroit and ships out of Hous
ton, where he now re.sides.
Glenn Bamman
Seafarer Glenn
Bamman has been
.sailing with the SIU
since graduating
from the entry
trainee program at
the Harry Lunde
berg School in
1974. He returned
to the School in
1977 to upgrade to assi.stant cook and
also earned firefighting, lifeboat, and
cardio-pulmonary tickets. Brother
Bamman was born in Ft. Meade, Md.
and makes his home in Kings Park,
L.L, N.Y. He ships out of the port of
New York.
Deposit in the SIU
Blood Bank—
It's Your Life
From Coolidge to Carter, ttte Meetcins Clan Sails On
Around the historic James River and
the expansive waters of Norfolk harbor,
the name of Meek ins has been a wellknown handle since the days of Calvin
Coolidge. The way things look now,
the name Meekins will continue to be
well-known around Norfolk's tug cir
1^^ VO :•» • » :•»
cles long after Jimmy Carter hangs up
his political spikes.
The tradition of this family making
its living in and around Norfolk harbor
started in 1920 with William F. Meekins. He was hardly 15 years old at the
time. For 50 years after, until his rer-- ^
;.fc.
^ ^ --••IIJ
Upgrading pays off
when its time to pay off.
These courses begin at HLS in June
Abls Seaman—June 12
Lifeboat—June 8, June 22, July 6
LNG—June 26
Tankerman—June 8, June 22, July 6
Welding—June 12, June 26
Chief Steward—June 26
tirement on a Union pension in 1970,
he made his living working on tugboats.
The better part of his career he spent
working with SlU-contracted McAllis
ter Bros, out of Norfolk.
Now 72 years of age and in good
health, the elder Meekins makes his
home in^Columbia, N.C.
Next in line in this family of SIU
Boatmen' are William's two sons, Lora,
52, and"Jam^s Monroe M'ec4CTns,!>S0.
Lora has been working in Norfolk
harbor since 1947 after serving for six
years in the U.S. Coast Guard Amphibi
ous Division, including service in World
War II.
Of his more than 30 years working
on tugs, 26 of them have been with
McAllister. His years with the company
make him the top man on McAllister's
seniority list.
In addition, Lora, who sails captain,
is a charter member of the former SIUaffiliated Inland Boatmen's Union. And
he helped the Union organize Norfolk's
tugmen for the SIU.
James Meekins, better known as
Monroe Meekins, is a 34-year veteran
of Norfolk harbor. Most of that time
has been spent with SlU-contracted
INLAND
cw
Curtis Bay Towing. Like his brother,
Monroe sails as a captain.
The latest Meekins to make his pres
ence known in Norfolk harbor is Mon
roe's 21-year old son, William, who
bears his grimddaddy's name.
William; tbotigh, has had it easier in
learning his trade than his father, uncle,
and grandfather. He is a graduate of
the Lundeberg School Deckhand/
Tankerman Entry Training Program.
Also, he achieved his AB's endorse
ment through the Lundeberg School.
There is nothing stopping him from
going back to the School again to get
a license in the wheelhouse.
Presently, the younger Meekins is
sailing AB for McAllister.
Among the four of them, the Meekins
clan has accumulated nearly 125 years
of tugboat experience in Norfolk har
bor. If all the Meekins and their off
spring stay in the tugboat business,
who knows who'll be in the White
House by the time they all retire. Maybe
Jimmy Carter, III.
(only 1 Student per class)
Chief Cook—June 12, June 26
(only 2 students per class)
Cook and Baker—June 12, June 26
(only 2 students per olass)
Maintenance
of Shipboard
Refrigeration Systems—June 2
To enroll see your SIU Representative
More Money
38 / LOG / April 1978
A Better Job
More Job Security
J...
The Meekins brothers, Lora, left, and James Monroe, have worked in Norfolk
Harbor for over 30 years.
�Donated $100 or More
To SPAD Since Beginnings of 1978
members and other concerned individuals, 224 in all, have demonstrated an active interest in participating in political
and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more
to tie eafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money,
such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through
voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions.
It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no
contribution without fear of reprisal.) Six who have realized how important it is to let the SIU's voice be heard in the Halls of Congress
have contributed $200, one has contributed $300, one has given $500, and one $600. The Log runs the SPAD Honor Rolls because the Union
feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of our report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.)
NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday
of the previous month.
Adams, W.
Adamson, R.
Air,R.
Algina, J.
AUen,J.
Amat, K.
Ammann, W.
Anderson, D.
Anderson, E.
Antici, M.
Appleby, D.
Aronica, A.
Atkinson, D.
Aumiller, R.
Bauer, C.
Beeching, M.
Beiglond, B.
Bjomsson, A.
Blackwell, J.
Blultt, J.
Bluitt,T.
Bonser, L.
Boyne, D.
Brady, J.
Br^d, IL ,
Brown, G.
Brown, I.
Brown, I.
Bryant, N.
Bucci, P.
Bufiinton, O.
Campbell, A.
Carr, J.
Cavaicanti, R.
Cherup, N.
Cinquemano, A.
Coffey, J.
ColierIII,J.
Comstock, P.
Conklln, K.
Cookmans, R.
Corder, J.
Costa, F.
Costango, J.
Costango, G.
Craig, J.
Curtis, T.
Dallas, C.
Dalman, G.
Davis, J.
Debarrios, M.
DeChamp, A.
Del Moral, A.
Di Domenico, J.
Diaz, R.
DiGiorgio, J.
Doak, W.
Dobbins, D.
Dolan,J.
Donovan, P.
Drozak, F.
Ducote, C.
Dudley, K.
Dwyer, J.
Dyer, A.
Eschukor, W.
Evans, J.
F«Hz,F.,..,,,,
Fanning, R.
Fay, J.
Fergus, S.
Filer, W.
Firth, R.
Fletcher, B.
Florous, C.
Frank, S.
Frazier, J.
Frounfelter, D.
Gallagher, L.
Gard, C.
Gavin, J.
George, J.
Gimbert, R.
Glenn, J.
Gobrukouich, S.
Graham, E.
$600 Honor Roll
Pomerlane, R.
$500 Honor Roll
Antich, J.
$300 Honor Roll
Chartier, W.
$200 Honor Roll
Ahmed, F.
Bernstein, A.
Ellis, P.
Hagerty, C.
McCullough, L.
Pow, J.
Grepo, P.
Guillen, A.
Hager, B.
Hall, P.
HaU, W.
Hamblet, A.
Harris, W.
Hauf,M.
Heniken, E.
Higgins, J.
Home, H.
Houlihan, M.
Hurley, M.
lovino, L.
Ipsen, L.
Jacobs, R.
Johnson, R.
Jolley, R.
Jones, C.
Kastina, T.
Kenny, L.
Klrby,M.
Kitchens, B.
Koflowich, W.
Krittiansen, J.
Lankford, J.
Lee, K.
I^elonek, L,
Lesnansky, A.
Lewin, A.
Libby, H.
Lindsey, H.
Loleas, P.
Lombardo, J.
Long, L.
Lunsford, J.
Macmberg, D.
Malesskey, G.
Mann, C.
Marchaj, R.
McCarthy, L.
McNccly, J.
McCartney, G.
McCorvey, D.
McEIroy, E.
McKay, M.
McKay, R.
McKay, R.
Meacham, H.
Meffert, R.
Mollard, C.
Mongelli, F.
Moore, J.
Morris, W.
Morrison, J.
MuU, C.
Murray, R.
Myers, H.
Nash,W.
Nelson, D.
Nihom, W.
Novak, A.
Olivera, W.
Olson, F.
Paczkowski, S.
SPAD Honor Roll
••
,-<•10^-,: r
SEAFARERS POLITICAL ACTIVITY DONATION
(SPADI
675 FOURTH AVENUE
BROOKLYN, N.Y. 11232
Date.
S.S. No. ,
Contributor's Name.
.Book No.
Address
City __
.State.
.Zip Code
I acknowledge and understand that SPAD is a separate segregated fund established and administered
by my Union to engage in political activities and to make contributions and expenditures for candidates
seeking political office and solicits and accepts only voluntary contributions, and I have the right to
refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun
tarily determine and I herewith contribute the sum of
. This contribution constitutes my
voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A
copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from
the Federal Election Commission, Washington, D.C.
Signature of Solicitor
Soliciiur's No.
Pagano, J.
Papuchis, S.
Passapera, F.
Pclfrey, M.
Perez, J.
Petak, P.
Pretare, G.
Prevas, P.
Raines, R.
Randazza, L.
Ratcliffe, C.
Reck, L.
Regan, F.
Reinosa, J.
Reza, O.
Richoux, J.
Roades, O.
Roberts, J.
Rodriguez, R.
Rondo, C.
Royal, F.
Rung, J.
Sacco, M.
Sacco, J.
Salazar, H.
Sanchez, M.
Sapp, C.
Schabland, J.
Scheard, H.
Schwartz, A.
Seagord, E.
Selzer, R.
Selzer, S.
Shaw, L.
Sigler,M.
Smith, B.
Smith, L.
Somerville, G.
Soresi, T.
Spencer, G.
Stalgy, R.
Stearns, B.
Stravers, L.
Suentic, S.
1978
Surrick, R.
Swain, C.
Tanner, C.
Taylor, F.
Thaxton, A.
Thomas, F.
Thomas, J.
Thorbjorsen, S.
m
rV*..
Port
$
Tilley,J.
Todd, R.
Troy, S.
Turner, B.
Vanvoorhees, C.
Velandra, D.
Velez, R.
Walker, T.
Ward,M.
Webb, J.
Whitmer, A.
Williams, L.
Wilson, C.
Wolf, P.
Yarmola, J.
Zcloy, J.
Transindiana CommiH-ee
•••
'iAs ir^\
N.Y. Patrolman Teddy Babkowski (seated) makes out a dues receipt on Mar.
28 for Chief Steward Walter Fitch (2nd right), secretary-reporter of the ST
Transindiana (Seatrain). The rest of the Ship's Committee are (I. to r.): Re
certified Bosun Julio Delgado, ship's chairman; Engine Delegate John Lincoln,
and Deck Delegate E. Vargas. The payoff took place in Weehawken, N.J.
April 1978 / LOG / 39
�The Tankerman Endorsement
Your Ticket To
For Boatmen, a sure way to move
ahead fast is having an endorse
ment as tankerman. This is a very
responsible job, and the Coast
Guard examination for it can be
very hard. With expert help, though,
boatmen can learn the skills and in
formation they need to pass the
exam and to get good jobs as tankermen.
This kind of help is available at
the Harry Lundeberg School. First of
all, the instructors help each student
to learn the facts and figures he'll
need to do well on the Coast Guard
test. But most important, they also
teach each student the practical
skills they'll need to handle the
tankerman job safely and efficiently.
A big part of the course is on-thejob training. Tankermen who grad
uate from HLS learn by doing, so
they know how to work safely, how
to meet environmental regulations
and how to handle fuels and oils
expertly before they go to work as
LOG
fWflcMl Pcibllcjiion 'if ilu- So.»fdrcrs luicffMtiotiHl Ufbon • Alldr>iit. Culf, I jkes jfuJ Inljnil Wju-r*, Dislriii • Al L (,"l()
tankermen. They handle emergen
cies, practice needed skills and learn
to avoid mistakes by working
aboard the HLS tank barge. When
these graduates report to their jobs,
they are ready and able to take care
of both the routine duties and the
unexpected events.
The tankerman course is helping
SIU Boatmen protect the environ
ment, too. Environmental rules and
safe work practices are taught all
through the course. Companies
which employ tankermen know how
important this kind of training is.
Allied Towing Corporation is a good
Security
APRIL 1978
example of this. "The Lundeberg
School trains the men better than
we can," says Jim Harrell, Allied's
vice president in charge of person
nel. "It would take us six to eight
months to give tankermen the kind
of safety training they get in a few
weeks at the school."
Because of their excellent training,
boatmen who graduate from the
tankerman course at HLS find it very
easy to get a job and to earn good
wages. In addition, their tankerman
ticket means job security because so
much of the cargo on the waterways
is fuel and oil. Trained, responsible
Daniel O'Rourke and Stephen Homka work in the barge's pumproom to line
up the cargo transfer system.
tankermen are needed in the indus
try. They earn top dollar for their
skills. They are very valuable em
ployees of the company they work
for.
Because the towing industry needs
so many skilled tankermen, HLS
offers the tankerman course every
two weeks. So it is possible for boat
men to attend the course at their
convenience. The course takes four
teen days to complete, and the Coast
Guard gives the exam right on the
HLS campus. This means that you
can come to the school, learn every
thing you need to know to be a
skilled and safe worker in just two
weeks, and leave with your endorse
ment in your hand—in two weeks
you're ready for a better job and a
bigger paycheck. And most im
portant, you have the skills and the
know-how to advance your career in
an industry that's growing fast and
that needs you and your skills.
Allied's vice president Harrell
summed up the advantages of com
ing to HLS for a tankerman ticket
when he said, "It gives the Boatmen
a real career and good money, and
it brings Allied nothing but good
results, too."
Arthur Mallory
operates the valves
during OJT in
unloading procedures.
V
-f
HLS trainees maneuver the cargo hose to secure it to the dock manifold. For
these students, the tankerman course is a big step ahead in their career—
when ihey pass the tankerman test, they qualify for the endorsement as soon
as they complete the work time required by the Coast Guard.
Upgrader William Babbit logs in engine data aboard the HLS tank barge.
Rudel Ramage takes ullage in the forward tank of the HLS
tank barge Harry.
�
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
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Title
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April 1978
Description
An account of the resource
HEADLINES
MURPHY: CONGRESS MUST ACT FAST TO HELP U.S. FLEET
SUP CALLS JOINT CONFERENCE
DROZAK HITS NAVY BUDGET BID FOR NON-COMBAT SHIPS
VOTING BEGINS ON MERGER OF SIU, AGLIWD AND MC&S
3 DIE, 12 INJURED AT EXXON REFINERY, COMPANY FINED $1200
EMPTY STEERING ENGINE ROOM: A CAUSE OF $8.5 M DAMAGES
BRAND CALLS FOR NATIONAL CARGO POLICY
BUS SHIPMENTS SHOW NEED FOR U.S. MARITIME POLICY
TI: ‘RUNAWAYS’ POLICY HURTS TAXPAYER, TRADE, DEFENSE
POSTAL ACT TO REQUIRE U.S. SHIPS
TROY: USE MERCHANT MARINE TO AID, BUILDIP NAVY SEAPOWER
OIL SPILLS SPUR IMCO TREATY ON ANTI-POLLUTION RULES
CONGRESS APPROVES SUBSIDY BOOST FOR US MERCHANT MARINE
HOUSE BILL URGES MERCHANT MARINE, NAVY COOPERATION
ENERGY DEPARTMENT SETS HEARING ON EL PASO II PROJECT
ON THE AGENDA IN CONGRESS
OCEAN MINING BILL AWAITS SENATE ACTION
FEDERAL AGENCIES HEARINGS…
‘INVOLVEMENT IS THE KEY’ POINTS OUT ONE DELEGATE AT THE SECOND IOT CONFERENCE
DELEGATES IMPRESSED WITH HLS COURSES
FLAG-OF-CONVENIENCE SHIP HAS WORST SPILL IN HISTORY
PROGRESS TOWARD UNITY: 1978
A CLOSE LOOK AT DOT AND MARITIME
A ‘DON’T BUY’ MARTIN GUITARS VEGA BANJOS BOYCOTT IS LAUNCHED
YOUR TICKET TO JOB SECURITY
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
4/1/1978
Format
The file format, physical medium, or dimensions of the resource
Newsprint
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
Vol. 40, No. 4
1978
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/cb57e08e7676c49abf4097f232d07623.PDF
d9f41c2dd3e089a3ff0a3e7eec6f432b
PDF Text
Text
SlU V.P. Paul Drozak Dead at 50
See Page 3
I.
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
NO!"3^° MARCH 1978
Seafarers Man New Tanker Overseas Washington
. in
KOOOth
Inland Vacation Check Given
See Page 10
SlU Patrolman David Jones, left, turned over the 1000th check issued j
under the SlU industry-wide Inland Vacation Plan to Boatman Harvey
Gallop and his wife, Callie, at the Norfolk Hall this month. Gallop is an
engineer with Steuart Transportation of Piney Point, Md.
New Boat Petrel Gets SlU Crew
See Page 26
MTD Executive Board Holds Mid-Winter Meeting
See Pages 19-22
�Congress Offering Remedy to Illegal Rebate Plague
A situation that has plagued Amer
ica's foreign liner cargo industry and
hurt job opportunities for American
seamen in recent years may soon be
cleared up by Congress.
The "plague" is illegal rebating by
both U.S. and foreign-flag liner com
panies to shippers and freight for
warders.
Under present law, a shipping com
pany cannot charge rates lower than
their published rates on file with the
Federal Maritime Commission (FMC).
However, to attract business in a very
competitive field, many liner companies
have been charging their published rates
and then giving some of the money
back to their customers under the table.
It is illegal to both give and receive such
rebates.
The FMC, which has authority in
this area, began a widespread investi
gation of the rebate malpractice in
1976.
Since then, one major U.S.-flag com
pany has been fined $4 million for il
legal rebating between 1972 and 1976.
Just this month, the FMC fined three
shippers for accepting rebates.
The FMC is now conducting 27 rebale investigations—18 against foreign
liner companies and nine against U.S.
lines.
The foreign lines have so far refused
to cooperate with FMC investigations.
The net result of their refusal is that
U.S. lines, which must cooperate with
subpoenas and other legal actions, find
themselves at a competitive disadvan
tage.
In the middle of all this is the Ameri
can seaman, who also stands to lose
job opportunities if a solution is not
worked out soon.
The solution may be a bill, spon
sored by Rep. John Murphy (D-N.Y.),
chairman of the House Merchant Ma
rine and Fisheries Committee.
The bill has already cleared House
committee and has been reported fa
vorably to the full House for a vote.
The bill is not a high priority item on
the House calendar. So it could be more
than a month before the vote is taken.
The Senate has held hearings on the
bill also. But it has not yet been voted
out of committee.
The measure contains three impor
tant provisions aimed at clearing up the
rebate problem.
• It gives the FMC the authority to
suspend tariffs on foreign lines that re
fuse to cooperate in rebate investiga
tions. This, in effect, would ban the^e
lines from participation in America's
liner trades.
• It reduces illegal rebating from a
criminal to a civil violation, retroactive
to 1972. Presently, the Justice Depart
ment can prosecute violators — who
have already paid fines to the govern
ment— for conspiracy to defraud. In
such cases, company officials could
draw jail sentences.
It is hoped that the immunity clause
to criminal prosecution will encourage
violators to come forward voluntarily
with information on the rebating issue.
• The bill quintuples fines for vio
lators of the anti-rebate law. The in
creased fine, though, would only be
applied to those who violate the law
after passage of the bill.
The bill does not address the problem
of overcapacity, which the companies
claim is the cause of illegal rebating.
Overcapacity means simply that there
are more ships available than needed to
carry the available liner cargoes.
However, Rep. Murphy said that leg
Paul Hal!
1000 Dreams Realized Via CED
The SIU membership has done a great deal to improve our industry. The
way we accomplished this was simple—but it wasn't easy. We built the
Harry Lundeberg School.
Because of our achievements at the Lundeberg School, the American
maritime industry is known to have workers who understand and can safely
handle LNG; workers who can expertly navigate the inland waterways or
the Great Lakes; workers who can operate and troubleshoot automated
engine rooms and cargo systems. Through HLS, we are solving our prob
lems as maritime workers. We have improved our communication as SIU
members; we have increased our understanding of the economic problems
in our industry; we have built job security for ourselves; we have upgraded
to better jobs and better wages.
Our School gives us every kind of educational opportunity. As a result,
we have made ourselves among the best trained, most skilled seafarers in the
world. Any industry is only as good as its workers. So by improving ourselves,
we improve our industry.
But our School makes it possible for us to achieve even more. Seafarers
are not just workers. We are people, too. And each' of us has hopes and
dreams and goals that are ours alone.
Through the Lundeberg School, SIU members are reaching their goals.
A very special program at the School makes this possible—the High School
Equivalency (GED) Program.
Of course, the skills our members learn as they study for a high school
diploma are important on the job. Mathematics is important to a member
islation would be introduced to deal
with the overcapacity problem individ
ually. This legislation could include
provisions setting up "closed shipping
conferences," or a pooling arrangement
to divy up the liner cargoes evenly
among conference members.
In reference to his anti-rebate bill,
Rep. Murphy said it was "landmark
legislation since it attempts for the first
time ... to establish a national shipping
regulatory policy that will eliminate
malpractices and provide for fair com
petition by all carriers."
Unemployment Rate Falls to
6.1%, the Lowest in 3 Years
WASHINGTON, D.C.—Last month
the country's jobless rate fell to 6.1 per
cent from January's 6.3 percent. This
is the lowest unemployment rate since
the 5.9 percent level of October 1974.
It is nearly a full percentage point below
the 7 percent average for last year.
The February decline in unemploy
ment benefited jnost of the nation's
workers except teenagers. Their rate
rose last month from 16 percent to 17.4
percent, the U.S. Labor Department's
Bureau of Labor Statistics reported. At
the same time, black teenagers had a
jobless rate of 38 percent compared to
14.8 percent for white teenagers!
In 1977, the official unemployment
rate went down a substantial 1.5 per
cent. Last month's drop was the fourth
monthly decline in a row. It is under
the 6.2 percent jobless figure set by the
Carter Administration by the final quar
ter of 1978.
February's dip came about from a
slight decrease of 14,000 in the labor
force to 99,093,000 persons working
last month, down from January's
99,107,000 working. Total unemploy
ment in February was 6,090,000 —
136,000 fewer than the month before
—against 6,226,000 in January. Also
in February, total employment was
93,003,000, up from 92,8&1,000 in
January.
The impact of the coal strike was the
layoff of 20,000 workers in the trans
portation field, particularly affecting the
inland waterways and Lakes industries.
The jobless rate for blacks and adult
women showed the largest declines.
Black's joblessnessness went down
almost a full percentage point to 11.8
percent in February. The women's rate
went from 6.1 percent to 5.7 percent.
For adult men, the lowest of any group,
the rate dipped from 4.7 percent to 4.5
percent. The jobless rate for 'Vietnam
veterans 20 to 24 years of age was 12.5
percent. For non-veterans, it was 9.7
percent in the same age groups.
U.S. Department of Labor Secretary
Ray Marshall warned that "while the
(unemployment) report is encouraging,
we still have some serious problems."
He said, "we still have high rates of
unemployment in rural areas, central
cities and among minorities and Viet
nam era veterans."
Average duration of joblessness last
month was down to 12.5 weeks from
13.1 weeks the previous month. Those
out of work 27 weeks or more fell
153,000 to 671,000 over the month.
Continued on PagQ 26
who wants to upgrade. English skills help a brother's reading comprehension
when he useV a manual or studies for a Coast Guard test. A high school
diploma is a real asset to a maritime worker. But we all know it's not required
as part of a Seafarer's job. So why bother to get one?
Because you want to be a high school graduate. That's the best reason. And
that's the reason the GED Program was started. To help SIU members get
the education they want. To help them do something that is important to
them as people.
Many members have been in the seafaring profession since they were very
young. Some oldtimers started out in the industry as kids working as the
ship's "boy." We didn't get the chance to go to school because there were
families to support and'bills to jjay. We had to earn a living. But that didn't
mean we didn't want to go to school. It meant we couldn't go.
Well, now we can. We can go to the Lundeberg School and start working
towards the goal of a high school diploma.
We can be pretty sure we'll succeed, too.
In the eight years that HLS has offered the GED Program, we've learned
a lot about helping our brothers to get ahead. The educators at our School
. work with our people as individuals. At HLS, each of us is special. This is a
different kind of education. This is why our program works.
Over 95 percent of the GED students at HLS pass their exams and earn
a diploma. For those students who can't complete the whole course of study
at once, there's a program called "partial testing" so these members can
study for and pass one or two exams at a time.
Over 1,000 members are now high school graduates because they came to
HLS and took the GED Program. The youngest graduate was 16; the oldest
was 76. Seafarers from the oceans. Lakes, and waterways have gotten their
diplomas through the School. Union officials, entry ratings and licensed per
sonnel have all graduated thanks to HLS. Several graduates of the program
have gone on to win Seafarers college scholarships so they can advance their
education even further.
Every one of these Seafarers has two things in common—they are the
rank-and-file SIU and they achieved a dream and a goal that was important
to them as people and as Seafarers.
The SIU is proud of these members who have worked hard and made their
dreams come true.
As president of the SIU, I am proud that our Union has done so much to
help every Seafarer become a better worker and a happier person.
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic. Gulf Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y.
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No. 3, March 1978.
2 / LOG / March 1978
�A Tough, Dedicated Fighter
SlU y.P. Paul Drozak is Dead at 50
Paul Drozak, a self-made man
who rose from the Depression era
poverty of a small Alabama town
to the vice presidency of the SIU,
is dead of lung cancer at the age
of 50.
Drozak first entered Methodist
Hospital in Houston on Christmas
Day. He died there at 5:30 in the
morning, Thursday, March 9.
With his death, the SIU has lost
one of its most capable leaders.
And SIU members have lost one of
the toughest, most dedicated fight
ers for American seamen in the
history of the maritime labor
movement.
SIU President Paul Hall said of
him: "It's impossible to calculate
what Paul Drozak has meant to
the growth and well-being of this
organization. All of us in the SIU
and throughout the labor move
ment who knew him well and
worked with him closely realize
that we have lost a good friend
who could be trusted and who we
could depend on completely."
At his death, Paul Drozak held
many posts and responsibilities.
He was SIU Vice President in
Charge of the Lakes and Inland
Waters, a post he had held since
1972. He was Gulf Coast Area
Director of the SlU-affiliated
United Industrial Workers Union.
He served as Port Commis
sioner in Houston, the second larg
est port in the nation, since 1974.
He was Executive Vice Presi
dent of the Harris County Central
Labor Council. He was SecretaryTreasurer of the West Gulf Port
Council of the AFL-CIO Mari
time Trades Department. And he
was Vice President of the AFLCIO Texas State Labor Federa
tion.
30 Years of Dedication
Paul Drozak's career as a mer
chant seaman and Union official
spanned more than 30 years of
hard work and dedication.
He, along with his identical
twin brother, Frank, who is Exe
cutive Vice President of the SIU,
was born in Coy, Ala., Wilcox
Legislative News
SIU i.n Washington
Illegal rebating issue
Page 9
Page 2
Union News
Paul Drozak dies
Page 3
President's Report
Page 2
lOT conference
Pages 13-15
Headquarters Notes
Page 7
Brotherhood in Action ... Page 28
At Sea-Ashore
Page 18
Inland Lines
Page 6
Great Lakes Picture
Page 8
Inland vacation milestone.Page 10
Generai News
U.S.-Canada trade
.Page 7
Weisberger retires
Page 7
Hits tunaboat switch .....Page 10
National unemployment ... Page 2
AFL-CIO council meets ...Page 5
Liner policy
Page 5
Paul Drozak, second from right, talks with tijiree SIU members after a monthly
membership meeting in Houston, Tex. Photo was taken in Aug. 1975.
County, on Dec. 24, 1927.
The two, inseparable through
youth, were raised by their grand
mother, Mary Jordan, in this
small, poverty stricken farming
community.
Like so many other young
Americans of their time, Paul and
Frank Drozak were victims of the
Depression. They dropped out of
school in the seventh grade to
work on a farm.
Along with their grandmother,
they mcved to Mobile in the early
1940's where they found work in
the Alabama Shipyard.
While employed there, they met
a Captain of a damaged Liberty
ship who encouraged them to go
to sea.
They took his advice, got their
Coast Guard papers and shipped
out through the War Shipping Ad
ministration. Their first ship at the
age of 16 was the SS Margaret
Lehand, which they caught in Mo
bile in 1944. They joined the SIU
the following year.
After the death of their grand
mother, the two continued to ship
together and live together ashore
unil 1951. At that time, Paul
went to work for the SIU as an or
ganizer in the port of Seattle. He
made a few trips after thai as
bosun, But Paul Drozak had found
INDEX
World training standards . Page 25
Offshore presidents'
committee
Page 26
Shipping
LNG Aries rescue
Page 27
Overseas Washington
Page 6
Petrel
Page 26
Cove Communicator ..... Page 4
Ships' Digests
Page 23
Dispatchers' Reports:
Great Lakes
Page 32
Inland Waters
Page 28
Deep Sea
Page 30
Training and Upgrading
'A' seniority upgrading ...Page 38
HLS course dates
Page 39
Diesel course
Page 11
Tl scholarship program .. Page 29
a job he loved—working to better
the lives of his fellow SIU mem
bers.
In 1954, Paul entered the U.S.
Army serving for two years. He
returned to work for the Union in
1956 as patrolman in the port of
New York.
In 1961, he became agent in the
port of Houston, a job he held for
11 years. Then in 1972, he was
elected SIU Vice President in
Charge of the Lakes and Inland
Waters. He held this post until his
death.
Spearheaded Inland Organizing
During his 17 years of working
out of Houston, Paul Drozak
spearheaded the SIU's organizing
efforts in the towing industry.
Drozak nurtured the old SlU-affiliated Inland Boatmen's Union
from its infancy in 1961 to a posi
tion years later where it became
the largest trade union represent
ing American boatmen in the
United States.
Drozak served as National Di
rector of the Inland Boatmen's
Union from 1972 until late 1976
when IBU members and SIU A&G
members voted a merger of the
two organizations.
Extremely shaken by the death
of his brother, Frank Drozak said:
Membershi^^ News
Former scholarship
winner
New pensioners
Final Departures
".. .Page 18
Page 31
Page 34
Speciai Features
Helicoper rescues .... Back page
Fiscal budget
Page 12
Treasure
Pages 36-37
Know Your Company .... Page 33
MTD executive board. Pages 19-22
Articles of particular interest to
members in each area—deep sea,
inland. Lakes—Can be found on the
following pages:
Deep Sea: 4, 18, 23, 25, 27, 30, 38
Iniand Waters: 6,10,11,13-15,27,
28, 29, 33
Great Lakes: 7,8,32
"I feel that I've lost more than a
brother. I've lost part of myself."
He continued, "when we were
kids, times were tough, and it was
a matter of going out there and
work or starve. But we always
stuck together through it all, be
cause we knew that we could al
ways rely on each other."
Recalling the personal make-up
of his brother, Frank Drozak said:
"Paul was the kind of person that
never questioned his job. If I told
him to meet me in New Orleans,
he would never ask why. He would
just say, 'where and what time.' He
knew he had a job to do and he
simply went out and got it done."
Frank Drozak continued: "Paul
was a self-educated man. He was
a devoted hu.sband and father. He
always made every effort to be
home on the weekends when the
job allowed.
"He loved football and base
ball, and he always looked forward
to going to the Kentucky Derby
each year. He didn't get much
chance to do it in recent years, but
Paul loved to grab a fishing pole,
sit out by some creek bank and
try his luck."
Looking back at his brother's
career, Frank said, "this Union put
shoes on our feet. It gave us a
chance to make our livings. Paul
was thankful for that, and that's
why he dedicated his life to this
organization. I'm going to miss
him an awful lot."
Services for Paul Drozak were
held at the Forest Park Funeral
Home in Houston on Saturday
March 11. He was buried that day
at Forest Park Cemetery.
The chapel was crowded with
friends from Magnolia, Tex.,
where he made his home; with
friends from the SIU, and with
friends from the labor movement
throughout Texas and the nation.
In addition to his brother,
Frank, Paul Drozak is survived by
his wife, Jean, and three daugh
ters, Debby, 23, Donna, 18, and
Denise, 10. Also surviving are a
brother, David, and a sister, Mary
Walhaven.
The family asks that anyone
wishing to make contributions in
his memory make them to Meth
odist Hospital in the name of Paul
Drozak. The address of the hospi
tal is 6516 Bertner, Houston, Tex.
77030. Please note that the money
is for cancer research.
iH
Texas AFL-CIO
DeditafesConvenfion
to Paul Drozak
SIU Vice President Paul Drozak,
who died of cancer Mar. 9, 7975, was
held in the highest esteem by his Union
Brothers throughout the labor move
ment, and especially in the State of
Texas.
Shortly after his death, the Texas
Continued on Page 26
March 1978/ LOG / 3
•-i ?,
ill
�The Cove Communicator came into New Haven on Feb. 28 carrying a load of crude oil from the Gulf.
Cove Communicator Comes to New Haven
The tanker Cove Communicator (Cove Tankers) made a visit to the Connecticut port city of New Haven on Feb. 28. The SlU-contiacted vessel was there
to discharge crude oil which she carried up from the Gulf, and to pay off the crew. New York Patrolman Ted Babkowski was on hand to be at the payoff
and settle beefs. The seafaring crew had few complaints and all were pleased with the meals prepared by Steward/Cook Crisanto Modellas and his very
competent galley gang. Recertified Bosun Ballard Browning said the ship would be returning to ports in Texas to pick up another load of crude. The Cove
Communicator has been on a regular coastwise run for the entire winter.
Eddie Jordan (I), fireman-watertender, makes sure everything is running smoothly in the engine department. G. Hernandez (center), an AB, checks the oil
level on the tanker. In photo at right, putting the finishing touches on the crew's dinner, is Steward/Cook Crisanto Modellas.
SlU Patrolman Ted Babkowski (seated far left) talks with the crew of the Cove
Communicator. Standing from the left are: Jim Edmonds, AB; Jim Wilson,
AB/deck delegate; B. Browning, recertified bosun/ship's chairman, and
L. Gracia, cook and baker/steward delegate. Seated (from the left) are:
Babkowski; Crisanto Modellas, chief steward/secretary-reporter, and J.
Hipolito, oiler.
4 / LOG / March 1978
Taking a look at the latest issue of the Log are, (I. to r.): Edward Collins, AB;
L. Dueitt, AB, and Ed Jordan, FOWT.
�Program for 2-Million Jobs
AFL-CIO Asks Carter for $29.5B to Boost Economy
The AFL-CIO Executive Council
called on the Carter Administration to
implement a $29.55 billion economic
stimulus program. The program, among
other things, would create two million
new jobs for unemployed Americans.
In statements made at their annual
mid-winter meeting (Feb. 20-27) in
Bal Harbour, Fla., the Executive Coun
cil said that reducing unemployment
was the "key to fighting inflation." This
is because joblessness is one of the
"chief causejs of inflation," the Council
said.
Labor's economic program calls for
$13.5 billion in direct job creating
funds; $10.9 billion in personal tax re
ductions, and a $5.4 billion cut in So
cial Security taxes.
The Executive Council said that the
tax reduction program would indirectly
create one million jobs through in
creased sales and services.
In addition, the Council said that the
$13.5 billion in direct job creating
funds should be used to produce one
million new jobs in the following areas:
• $3 billion for the creation of
120,000 jobs in the public works sector.
The money should go to help older
cities with high unemployment, finance
major construction such as water sys
tems, bridges, and highways.
• $4 billion to provide 400,000 jobs
in the public .service area.
• $1 billion for youth job training
programs that will provide 200,000
jobs for unemployed young people.
• $2 billion to create 80,000 jobs
through increased mass transit funding
vided to all workers who directly or in
directly lose their jobs due to competi
tion from foreign imports.
Labor Law Reform
The AFL-CIO Executive Council, in session last month, called on the Carter
Administration to come up with a $29.55 billion economic recovery package
which would, in part, create two million new jobs for American workers.
and railroad rehabilitation.
• $2 billion to provide 80,000 jobs
for new housing projects.
• $1.25 billion for guaranteed loans
to help enterprises locate, remain or ex
pand in cities with high unemployment.
This would create an estimated 70,000
new jobs.
Trade Crisis
In line with the nation's unemploy
ment problems, the AFL-CIO Execu
tive Council said that America's inter
national trade policy is causing heavy
losses in the job market for U.S.
workers.
The Council pointed out that in
1977, the U.S. suffered a trade deficit
of $27 billion—the largest in U.S. his
tory. They projected a similar deficit
for 1978.
AFL-CIO President George Meany
told a news conference that America's
present trade policy "is slowly but
surely converting the U.S. into a service
industry country, and there is a possi
bility that we will lose our position be
fore long as a major manufacturing na
tion, not only to foreign competition
but to competition from American cor
porations who produce overseas."
The Council affirmed that Congress
must take strong steps to protect Amer
ican jobs against unfair trade policies,
such as product dumping and tax loop
holes that encourage such practices.
In particular, the Council stated that
compensation benefits must be pro
The Executive Council also an
nounced an all-out final drive for pas
sage of the Labor Law reform bill in
the Senate.
The bill is designed to speed up the
judicial process of the National Labor
Relations Act. It faces strong opposi
tion in the Senate from big business in
terests.
The Labor reform bill contains four
crucial features, including:
• An end to unnecessary delays in
resolving unfair labor practice cases.
• More adequate compensation to
workers harmed by illegal employer ac
tions.
• Assurance of a timely election
when petition for union representation.
• Denial of Federal contracts to
firms that repeatedly and willfully vio
late employee rights.
The Council said that the AFL-CIO
was prepared to match the bill's oppon
ents "postcard for postcard, letter for
letter, telephone call for telephone call,
visit for visit" to insure passage of the
bill in the Senate. The vote on the bill is
due late this month.
In other actions during the weeklong
meeting, the AFL-CIO Executive
Board adopted statements calling for
action on national health insurance;
welfare reform; lower interest rates for
housing mortgages, and an expanded
program for aid to the handicapped.
Hall Says Liner Policy 'Strangles' Shipping
U.S. liner shipping policy "strangles"
American shipping.
SIU President Paul Hall made this
charge and called for major changes at
a national transportation forum in New
York City on Mar. 14.
The purpose of the forum, held by
Northwestern University, was to
"search for a rational liner shipping
policy" for this country. Hall was a
featured speaker at the two day event,
along with business, academic, and
Government leaders in the maritime
field.
"A rational shipping policy is plainly
something this country sorely lacks,"
Hall maintained. If it were rational , he
said, it would strengthen the American
economy and our national defense. But
just the opposite is true.
Our shipping policy doesn't make any
sense. Hall explained. It has allowed
the U.S.—"the largest trading nation
in the world"—to carry only five per
cent of its foreign trade on its own ships.
This has caused a serious decline in
the U.S. merchant fleet, which in turn,
has reduced American job opportuni
ties and national defense capabilities.
"It is now time for the U.S. to recog
nize that even at five percent, we have
not yet reached the bottom," Hall
warned.
Current U.S. shipping policy does not
support measures that would stop this
dangerous trend. The maritime industry
has not been able to get an oil cargo
preference law, for example, which
would guarantee a larger percentage of
our trade for U.S. tankers. Many critics
of the recent oil bill which was defeated
in Congress last year, said that it went
against America's free trade policy.
But free trade is an "outmoded" pol-
iM
major U.S. industries. And he main
tained that the wage differential be
tween U.S. and foreign operations is
not large enough to account for the low
level of business going to U.S. shipping
companies.
"These are not the reasons why the
Merchant Marine Act has failed to live
up to expectations," he concluded. The
reasons have to do with the gap between
U.S. policy and U.S. practices. The
1970 Act made a strong merchant ma
rine a matter of national policy. But
Hall listed a number of Government
practices that stand in the way of that
important goal:
SIU President Paul Hall presented his view of what's wrong with U S, liner
shipping policy at a national transportation forum in New York City on Mar. 14.
icy. Hall pointed out, which only the
U.S. seems to find it necessary to follow.
"We have gcntcely labored under a
nineteenth-century code of free rnarket
concepts while the competition, which
does have a rational liner shipping pol
icy, has played a different ball game.
We have worn tuxedoes to a barroom
brawl.
"If left unchecked, a handful of other
countries, led by the Soviet Union, will
come to monopolize our trade in a man
ner that should frighten even the most
dedicated of free-market advocates."
Hall further demonstrated how some
of the same critics who cried "free
trade" when the U.S. was considering
the cargo preference bill, practice some
thing quite different than what they
preach.
"Saudi Arabia plans to build up a
fleet of oil tankers under its own flag
and protected by cargo preference. It
is an interesting footnote that one of
Saudi Arabia's announced partners is
none other than Texaco. Tcxaco's and
other oil majors' spokesmen include the
American Pctroleun: ? is^iojic and the
so-called Federation of American Con
trolled Shipping, both of which vehe
mently attacked the U.S. version of a
cargo preference bill last year."
Hall also dismissed "those critics of
the U.S. maritime industry who would
like to have you believe that ineffi
ciency, high wages and labor instability
are the reasons why the U.S. fleet carries
such a small share of our foreign trade,"
He cited the Merchant Marine Act of
1970, which was passed to significantly
expand the U.S. merchant fleet, as a
joint achievement of maritime labor
and management. The fact that "there
has not been a seagoing dispute of any
consequence in the U.S. since 1969" is
another example of labor and manage
ment cooperation.
Hall also pointed out that wages for
maritime labor are low when compared
with wages for similar work in most
• Maritime policy in the U.S. is not
coordinated. Regulatory agencies,
such as the Federal Maritime
Commission, the Department of
Justice, and the Interstate Com
merce Commission, set rules and
procedures that have often proved
counterproductive.
• Setting strict standards, such as en
vironmental regulations, on U.S.
ship operators, but not on foreignflag operators, in effect, cripples
the ability of U.S. operators to
compete.
• U.S. regulatory agencies have re
nounced the way other nations op
erate as anti-competitive. But they
have not provided a workable sub
stitute that U.S. operators can
follow.
"Until we change those laws and
practices that strangle U.S. shipping,"
Hall concluded, "we will never achieve
a rational liner shipping policy for the
U.S. And this country will remain
weakened in a key segment of its econ
omy and will remain unprepared to
guarantee its own national survival,"
March 1978 / LOG / 5
:4l
�Hall Named Head of Labor
Policy Group on Trade
St. Louis
A new 10,500 hp. towboat, ihcDick Conerlev.wds crewed by SIU Boatmen
in this port on Mar. 15. She will push barges, from 30 to 50 at a time, from
Cairo, 111. to New Orleans, La. She was built at the St. Louis Shipyard, and is
owned and operated by SlU-contracted Ozark Marine. She is also the largest
boat the SIU has under contract on the rivers.
Jacksonvillp,, Flu.
SlU-contracted Caribe Tugboat will now carry refrigerated van« in its roll-on
barge operation between this port, Miami, Lake Charles, La. and San Juan,
P. R. The qompany has ordered 120 of these vans and about 40 are now in
service, carrying mostly frozen foods. Refrigerated cargo is a first for Caribe.
The company has also expanded its liquid and dry bulk cargo service.
Twenty-five 7,000 gallon, 40 foot stainless steel tank trailers have been added
to carry petroleum products in the roll-on operation. They are the largest in
the trade. In addition, 250 40 foot dry vans are also on order.
Houston
A new three year contract with Western Towing has been ratified by the
SIU membership in this port. The new agreement establishes an industry-wide
vacation plan. It also provides wage increases and many beneficial work rule
changes.
All Forts
Continued industrial growth in 1978 is expected to increase tonnage carried
on the nation's inland waterways by four percent above the 1977 level, the
U.S. Department of Commerce predicts. The figure will be about 267 billion
ton miles. Business firms reported 388 new plants or expansions along the
waterways in 1976. These resulted in the investment of $6 billion and created
an estimated 46,000 jobs.
Fuel cost is now one of the larger expenses of the barge industry. It has
more than tripled since 1973 and now equals about 27 percent of total operat
ing cost.
SIU President Paul Hall is the new
chairman of the Labor Policy Advisory
Committee on Trade Negotiations.
This is one of three committees that are
actively involved in advising the federal
government on its trade policies and
programs.
Hall was nominated by AFL-CIO
President George Meany to succeed
former United Steelworkers of America
President I. W. Abel to the position
following Abel's retirement.
The Labor Poliey Advisory Com
mittee, as well as the advisory eommittees for agriculture and manufacturing
industries, was established under the
Trade Act of 1974. They are designed
to provide the federal government with
information and technical advice on
trade issues.
Some 35 unions participate in the
committee's activities. They do this
through six subcommittees established
to bring expertise on particular trade
problems.
In addition to being chairman of the
Labor Policy Advisory Committee,
Hall is chairman of the Sector Commit
tee on .Services.
Met in January
The Labor Policy Committee met in
January and heard reports by Robert
Strauss, the President's Special Repre
sentative for Trade Negotiations. He
talked about the current round of
worldwide trade negotiations being
conducted in Geneva, Switzerland.
The Labor Policy Advisory Commit
tee has generally been critical of efforts
to reduce tariffs and other protections
Paul Hall
established to insure the viability of
U.S. industries. The loss of existing
trade protections would expose Ameri
can industries to a rising flood of im
ported products that would take over
U.S. markets.
Of the three policy advisory commit
tees, only the Labor Committee elects
its own chairman.
The Agricultural Policy Advisory
Committee is co-chaired by Strauss and
Secretary of Agriculture Robert Bergland. The Manufacturing Industries
Policy Advisory Committee is cochaired by Strauss and Secretary of
Commerce Juanita Kreps.
Hall has also accepted an invitation
by Strauss to continue serving as a
member of the Advisory Committee on
Multilateral Trade Negotiations.
This committee is the top U.S. ad
visory committee on trade.
Thomas Jefferson Committee
Y swore I would never come
home again till I was a
pilot and cauM come
home in glory.
Mark Twain, "Life on the Mississippi"
43: •
Yes, you can pass the Coast Guard
exam for First Class Pilot! At
HLS we'll give you all the help
you need to earn your pilot's
license. When you leave HLS,
you'll go home to a better job and
higher pay.
Course starts May 15
Come to HLS • Take the Pilot's Course
We'll help you go home in glory!
6 / LOG / March 1978
The Thomas Jefferson (Waterman) paid off recently at Pier 7 in Brooklyn. N.Y.
Shown hore is part of the Ship's Committee. From the left are: Electrician Lyie
Clevenger, educational director; Johnny H, Green, steward delegate; Chief
Steward Bill Kaiset, secretary-reporter, and Horace Gaskill, deck delegate.
Overseas Washington
The SS Overseas Washing
ton, a newly buOt, SlU-contracted supertanker, has joined
her three sister ships and will
soon be plying the Alaska oil
trade.
The Washington, like the SS
Overseas Chicago, the Over
seas Ohio and the Overseas
New York before her, is an
89,700 dwt vessel built by Mari-
time Overseas Corp.
The four ships, built at the
National Steel Shipyards in San
Diego, Calif., were all engi
neered to travel the Alaska ofl
route. The first one launched,
the Overseas Chicago, was
ready in June of 1977.
All four ships are 894 feet
long, have a beam of 106 feet,
and a 49-foot draft.
�Headquar
by SIU Executive Vice President
Frank Drozak
The SIU has just wrapped up another productive and informative educa
tional conference for SIU Boatmen. (See pages 13-15 of this Log.)
Since these conferences began a year ago they have brought together SIU
Boatmen from all areas of the nation. There were conferences for Boatmen
who work the Western Rivers and Great Lakes. There were educational ses
sions for Boatmen involved in shipdocking and coastwise towing on the Gulf
and East Coasts.
Initially, the purpose of these forums was to bring members and officials
together to talk about goals and plans for the future concerning new contracts,
new educational programs, and a wide range of other issues.
However, as the conferences progressed, it became apparent that a poten
tially dangerous problem existed. There was a lack of understanding between
members and officials in a number of areas.
For instance, it became apparent that many members did not fully under
stand the benefits available to them through the Seafarers Welfare Plan and
through the Lundeberg School. They did not completely understand how the
new pension law affected their benefits under the Seafarers Pension Plan. And
they were not fully aware of the extent of the SIU's activities in such crucial
areas as organizing and the political arena.
At the same time, it became apparent that SIU officials were not completely
aware of some of the special problems, needs and desires of the membership
concerning contracts, benefits, and working conditions.
No blame can be attached here because I believe that both Union officials
and Union members are making an honest effort to understand and commu
nicate with one another.
However, as these conferences have been pointing out, we must all par
ticipate more fully in the all important job of communication.
I believe that the educational conferences the SIU has been conducting have
gone a long way in breaking down any barriers of communication that may
have existed. But the Union cannot continue to hold an unending number of
conferences month after month.
So what we all have to do is to take better advantage of the tools of com
munication that are already available to us.
One of the most effective tools of communication the Union has to offer its
members is our newspaper. The Log carries stories and information on virtually
every issue concerning the good and welfare of SIU members.
When you receive the Log on your ship or boat, it should be circulated
among the membership. Then, during your weekly Union meetings aboard
your vessel, the Log should be used as an educational tool—as a focal point
for discussion on important issues that affect us all.
Secondly, SIU members must make a more concerted effort to attend
monthly Union meetings at the local Union hall. The monthly meeting is the
perfect place to bring up any problems that may exist. By not attending these
meetings, and by not communicating your thoughts, small problems can get
blown out of proportion. You won't solve anything by keeping problems to
yourself.
SIU members should also make greater use of the telephone. If you have a
problem or question concerning anything to do with the Union, call your local
representative and let him know the situation. Again, problems don't solve
themselves. And your local representative can do nothing to help unless he
knows what the problem is.
On the other hand. Union officials, themselves, must make a greater effort
to get out in the field and meet with the membership on a one to one basis. The
more contact between officials and members the better; and the less chance of
any communication barriers being thrown up unnecessarily.
One more thing. SIU members who have participated in Union educational
conferences and forums should not hoard their knowledge. Make an effort to
communicate what you have learned to your fellow members who have not
had the opportunity to participate in such programs. Such interaction among
members themselves fulfills another important aspect of communication
throughout our Union.
Overall, I believe that very few communication problems exist in the SIU
today. But, communication is an ongoing job. And we should never take any
thing for granted when it comes to issues important to the Union and our liveli
hoods.
We have a good Union with a good solid job structure. We can all help to
keep it that way simply by talking to each other.
Drozak: Need U.S.-Canada Bilateral Shipping Pact
Foreign-flag ships dominating deep
sea transport is not a new problem for
the SIU. But when these vessels threaten
to start cutting into the U.S.-Canadian
trade on the Great Lakes—then it's
time to look for new solutions.
That was the thrust of a statement
SIU Executive Vice President Frank
Drozak made at the Great Lakes-Sea
way New Venture Workshop held in
Cleveland, Ohio on Mar. 7.
Drozak said, "the Seafarers Inter
national Union suggests that a vehicle
designed to improve the status of our
foreign trade fleet in the Great Lakes
and which also minimizes the threat of
third-flag shipping to both Canada's and
the United States' fleets lies in a bi
lateral shipping agreement between the
U.S. and Canada."
This would mean guaranteeing that
cargo moving between the U.S. and
Canada be carried on American and
Canadian-flag vessels only.
Figures from a Maritime Adminis
tration report show that only seven per
cent of U.S.-Canadian cargo is carried
on American vessels.
Drozak pointed out that ''the United
States stands out as the only major
maritime nation which lacks an overall
maritime policy designed to bolster its
merchant shipping capabilities."
Just as it is impossible, Drozak said,
for U.S.-flag ships to compete with
foreign vessels that are subsidized by
their country of origin, it is "under
standably impossible for our ships in
the U.S.-Canada trades to compete
against a Canadian fleet which is
strongly aided and supported as a mat
ter of national policy by the Canadian
government."
Drozak noted that a "sharing ar
rangement" between the U.S. and
Canada on the Great Lakes would have
several advantages:
• it would screen possible third-flag
vessels from Great Lakes trade;
• it would provide stable work and
job protection for U.S. and Canadian
seamen whose jobs are now threatened
by foreign shipping;
• it would allow for expansion by
both American and Canadian fleets by
guaranteeing them both cargoes;
• the financial costs to both countries
would be minimized. This is because
aid that would have been provided to
the Lakes fleets could be directed to
deep sea foreign trades where it would
do more good. Though Canada's fleet
on the Lakes is currently very strong.
Us deep sea fleet isn't. Some of the
money Canada now spends on its Lakes
fleet could be diverted to deep sea.
Bilateral trading agreements between
countries with common borders are
nothing new. They arc a common prac
tice in Europe, South America, and
Asia. Such agreements enable two
countries to work together for a com
mon goal.
A bilateral arrangement could aid
both the U.S. and Canada by stressing
cooperation between the two countries
instead of competition.
"We believe," Drozak said, "that the
U.S. fleet as well as the Canadian fleet
should not be forced to compete against
each other but should work together
to counteract the competition of thirdflag shipping which seeks to dominate
both our trades."
SUP s Morris Weisberger Goes Into Retirement
The SIUNA-affiliated Sailors Union
of the Pacific bid a reluctant goodbye to
its secretary-treasurer for the past 21
years. Morris Weisberger, who headed
the 93-year-old union since the death
of Harry Lundeberg in 1957, retired
in February. Weisberger retired be
cause of ill health.
Paul Dempster was voted president/
secretary-treasurer for the 1978-1979
term; Jack Ryan was named vice pres
ident.
Weisberger has been a part of sea
faring for more than 50 years. He re
ceived his AB ticket in 1928 and was
one of the survivors of the SS Morro
Castle, a U.S. passenger ship that
burned off Asbury Park, N.J. on Sept.
8, 1934. He took on his first position
as a SUP official in 1936 when he was
named patrolman for the San Fran
cisco/Honolulu area.
In 1939 Weisberger was made the
SUP's New York port agent. He worked
the East Coast until the death of Harry
Lundeberg in 1957 when he was unani
mously elected to fill the union's top
post. He moved his wife, Ann, his son
and daughter, to union headquarters
in California.
Addressing the SUP membership af
ter the election, Weisberger said: "This
is a grave responsibility to which you
have elected me. I do not consider this
so much an honor as it is a solemn
responsibility and a duty of the highest
character."
During his 21 years as the SUP's
highest elected official, Weisberger also
served in a number of other posts. This
included: executive vice president of the
SI UNA; a vice president of the Cali
fornia Labor Federation; a member of
the AFL-CIO General Board and So
cial Security Committee; president since
its inception of the San Francisco Mari
time Trades Department Port Council,
as well as the MTD's Western Area
Executive Board member, and presi
dent of the Board of Pilot Commission
ers for San Francisco, San Pablo, and
Suisun Bays.
Weisberger also served as a trustee
of the Seafarer's Medical Center in San
Morris Weisberger
Francisco and was a labor delegate to
various international conferences on
Safety of Life at Sea.
Paul Dempster, who ran for and won
the president/secretary-trcasurer posi
tion (the office was rctitlcd two years
ago) after Weisberger decided to retire,
has been around the union for quite
awhile. He was the union's tanker busi
ness agent out of Point Richmond,
Calif, for 15 years. Before that he sailed
in the deck department on tankers and
freighters.
The SUP's newspaper. The West
Coast Sailor, in its story about Weisbergcr's retirement, spoke of the role
Weisberger had played in the union.
"Morris Weisberger made a significant
contribution to the development of the
Sailors Union of the Pacific," the paper
said, "and while he has consented to
stand by to assist and counsel the in
coming administration, he will be sorely
missed in the difficult days ahead."
March 1978 / LOG / 7
�The
Lakes
Picture
Algonac
The five vessels of the Huron Cement Fleet fitted out at the end of February.
Two of the fleet are in Green Bay, Wise., and one each is berthed in Superior,
Wise., Cleveland, Ohio, and Detroit, Mich.
The Medusa Challenger (Cement Transit Co.) fitted out on Mar. 6 in
Milwaukee.
Environment
Original reports following the crash of the Soviet nuclear-powered satellite
Co.smos 954 in January in Northwest Canada indicated that there was no en
vironmental danger in Canada or the Great Lakes area. However, a professor
of radiological physics at the University of Pittsburgh does not agree.
In a Feb. 19 article in the Boston Globe, Ernest Sternglass disputed state
ments from both the U.S. and Soviet governments that said the reactor posed
no danger to the air and water of Canada and the Great Lakes.
"In fact," Dr. Sternglass said, "as the uranium and fission products did
vaporize into the atmosphere, they were transformed ... to the most hazardous
chemical form for the production of lung cancer."
Dr. Sternglass said the amount of radioactivity released into the air, water,
food and milk supplies of the world equals "the detonation of about 10 modern
atomic weapons."
It is easy, though, for the possible health hazards to be minimized by both
governments because "lung cancers, congenital defects and rises in other
chiouic diseases many years later cannot be readily traced to a given nuclear
incident."
All the Lakes
The Great Lakes region has weathered not only a bad winter, but the effects
of back-to-back strikes by ore and coal miners which have seriously affected
shipping in the area.
Snow and ice caused problems for several SlU-contracted ships during
February. The Roger M. Kyes and the Adam E. Cornelius, both American
Steamship Co. vessels, got stuck in the ice around Ashtabula, Ohio and had to
wait for Coast Guard icebreakers to free them. The H. Lee White (Am. Steam
ship) got into trouble a half mile off Bums Harbor and it was two days before a .
path could be broken through the ice to the harbor.
The Great Lakes may also run into trouble when all the ice begins melting.
The Great Lakes basin, an area covering 300,000 square miles, had aboveaverage rainfall during the first nine months of 1977.
Now, instead of a too-low water level, the Lakes may face the reverse prob
lem this spring with waters expected to rise about a foot with the thaw.
Though settlement of the ore miner's strike caused the extension of the
normal shipping season, the ongoing coal miners strike has already disrupted
Great Lakes shipping.
Orders to fit out four SIU coal carriers had been given by Boland and Ameri
can Steamship Companies but they were cancelled until further notice—which
means, until the coal strike ends. SIU Rep Jack Allen said, "it's a touch-and-go
situation" as far as Lakes shipping is concerned.
Duiiitii
The Harry L. Allen (Kinsman Lines), which was totaled in a grain elevator
fire on the Duluth waterfront last month is being replaced in the Kinsman fleet.
The company purchased the bulk freighter Richard V. Lindabury from U.S.
Steel and renamed it the Kinsman Independent. The Allen's entire SIU crew
will now man the Independent.
Smooth Sailing
The St. Lawrence Seaway Authority is in the process of planning a test pro
gram designed to increase the capacity of the Welland Canal. The tests involve
two shunters, self-propelled floatuig platforms which attach to the bow and
stern of a ship and guide it through canal locks. The shunters, each powered
by 3,650 BHP diesel engines, are now being built. They are expected to reduce
lockage time for large vessels by at least 20 percent.
Great Lakes Survival Suits
The waters of the Great Lakes can
be pretty cold. Seamen forced to
abandon their vessels didn't, imtil
recently, stand a very good chance
of surviving the cold wearing only
regulation life jackets for protection.
The tools of your trade
Leam to moke them work
lor you
... Apply now
lor the Tronsportatl
Institute Towbout
Operator Scholcurship
• Special three-month curriculum offered only at the Harry
Lundeberg School
• Room, Board and Books Free
• Tuition free
• Weekly stipend of $125
• Time spent in on-the-job training is Coast Guard ap
proved as the equivalent of required wheelhouse time
• Day-for-day work time credit for HLS Entry Graduates
Scholarships will be
awarded in May.
To apply, see your SIU Representative.
But last fall. Great Lakes shipping'
companies began carrying foam sur
vival suits on all Lakes vessels. The
suits are 3/16 of an inch of neoprene
foam and can be put on in less than
a minute. They keep the wearer
buoyant and warm for 18-24 hours,
even in water temperatures as low as
35 degrees.
Though Great Lakes ship owners
are not yet required to carry survival
suits as standard equipment, both
the SIU and MEBA are working on
making it mandatory. Both unions
have drafted proposals requiring all
Great Lakes ships to carry these suits
in upcoming contracts.
MEBA, which is now manning
Lakes vessels on an extension of their
old contract, made carrying the suitsra provision of the extension.
There's One Problem
The only problem with the sur
vival suits is that they keep disap
pearing from the ships. SIU reps on
the Lakes can't figure out why. The
suits, with their attached hoods,
boots, and gloves aren't exactly the
picture of fashion. In fact, they've
been dubbed "Ugly Suit."
They also can't be used for scuba
diving, duck hunting, or other sports
requiring foul weather gear.
So far, most of the missing suits
have been recovered and returned to
their vessels.
Great Lakes ships are carrying
these suits for the protection of the
crews. Should a situation ever occur
where the crew needed survival gear
and came up short on the suits, who'd
be the man who'd volunteer to jump
into Lake Michigan without one?
8 / LOG / March 1978
.
�Itl in iJJnsJiington
Seafarers International Union of North America, AFL-CIO
MARCH 1978
Legislative, Administrative and Regulatory Happenings
U.S. Seeks to End
Rate-Cutting
By Soviet Fleet
There's a bill in Congress—HR
9988—which is aimed at controling rate-cutting practices by foreign
state-owned and state-operated ship
ping lines. The bill is an effort to
preserve "legitimate competition"
among all ocean carriers engaged in
the United States liner trades.
Several state-owned and state-op
erated carriers—notably the Soviet
merchant fleet — have increasingly
penetrated the U.S. trades through
predatory rate-cutting practices.
Recently, the House Merchant
Marine and Fisheries Committee be
gan hearings on the bill. The
Transportation Institute, Washington-based maritime research and ed
ucation organization, has strongly
endorsed the measure. In a statement
to the House Committee, TI Presi
dent Herbert Brand cited the im
mense growth of the Soviet merchant
fleet, its penetration into the U.S.
trades and its history of rate-cutting
as ample reasons for enacting U.S.
rate regulations.
Under the proposed legislation,
state-owned carriers operating in the
U.S. liner trades would have to file
their rates with the Federal Maritime
Commission 30 days before their ef=
fective date. If the FMC finds the
rates to be unjust or unreasonable,
they can suspend the rates and pre
scribe minimum rates to be charged
which would be "fair and reasonable'.'
Bill Is Offered
To Allow State
Withholding Tax
A bill to permit the voluntary with
holding of State income taxes from
seamen's wages has been introduced
in Congress, and was referred to the
Senate Committee on Commerce,
Science and Transportation.
The legislation would enable a
seaman who is employed in the coast
wise trade between ports in the same
state to enter into an agreement with
his employer to have the employer
withhold State income taxes.
Under existing law, state taxes
cannot be withheld even if the sea
man wants such an agreement.
The bill was introduced by Senator
Spark Matsunaga (D-Hawaii) in re
sponse to seamen who move barges
between Hawaiian ports. If enacted,
the bill would also affect seamen op
erating coastwise within any other
state in the U.S.
On the Agenda
in Congress...
Hearings
BUY AMERICAN. In the House,
the Subcommittee on Legislation and
National Security of the House Gov
ernment Operations Committee be
gan hearings this month on the ad
ministration of the Buy American
Act. Later this month, the Senate
Committee on Governmental Affairs
will also conduct hearings on the Act.
NOTE: Our Washington legisla
tive staff will monitor these hearings
closely. As we have been reporting,
two important bills—the Outer Con
tinental Shelf Bill and the Deep Sea
bed Mining Bill—contain provisions
requiring that equipment be built in
America, and that American workers
be hired to man the vessels and
equipment to be used in both indus
tries. Working with the legislative
and political staff of the AFL-CIO,
our efforts will be toward protecting
the jobs and "ob security of American
workers.
COAL SLURRY PIPELINES.
The Senate Energy and Natural Re
sources Committee has begun hear
ings on the relationship between
Nine more SIU "A" Seniority Upgraders came to the nation's capital re
energy production and supply. In
cently for a first-hand look at their Union's political and legislative activities.
cluded in the hearings will be yet
During their day-long visit, the Upgraders visited the AFL-CIO Maritime
another examination of the "cpal
Trades Department, Transportation Institute, and the Congress.
slurry
pipeline" system. In addition
During lunch at the National Democratic Club, they met and talked with
to being costly and environmentally
Congressman Fred Rooney (D-Pa.), a member of the House Merchant
unsound, such pipelines would cut
Marine and Fisheries Committee, and Congre.ssman William Clay (D-Mo.),
deeply
into the coal barge transpor
a member of the House Education and Labor Committee.
tation industry. We have successfully
At the Maritime Trades Department, the group met with Dave Dolgen,
opposed the pipeline system for a
SIU Director of Legislative and Political Activities; John Yarmola, MTD
number of years, and we will con
National Field Coordinator; Jean Ingrao, MTD Administrator, and Betty
tinue to oppose any moves in Con
Rocker, SIU Legislative Representative. At the Transportation Institute,
gress or the Department of Energy to
they met with Tl President Herb Brand, Legislative Analyst Jim Patti, and
resurrect the slurry pipeline proposal.
other staff members.
LIQUEFIED NATURAL GAS
The Upgraders attending the educational program were Kenneth Couture,
(LNG). The Energy Subcommittee
Miguel Alicea, Timothy Burns, Jose Perez, Kirk Piper, Jessie Hall, James
of
the House Interstate and Foreign
Jones, Norm.an MacBean and George Mazzola. Seen in the photo with them
Relations Committee commenced
are Betty Rocker, Piney Point Port Agent Pat Pillsworth, .^nd SIU Repre
hearings Mar. 21 on the Natural Gas
sentative Darry Sanders.
Pipeline Safety Act. This will involve
transshipment of Liquefied Natural
SPAD is the SIU's political fund and our political arm in
Gas (LNG). Because we are now
Washington, D.C. The SHJ asks for and accepts voluntary
becoming heavily involved in the
contributions only. The Union uses the money donated to
ocean
transport of LNG, the SIU's
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
Washington staff is monitoring all
SPAD enables the SIU to work effectively on the vital
Congressional and Federal Agency
maritime issues in the Congress. These are issues that have
actions relating to LNG production
a direct impact on the jobs and job security of all SIU mem
and transportation.
bers, deep-sea, inland, and Lakes.
COAST GUARD. Two hearings
The SIU urges its members to continue their fine record
are being held. The Coast Guard sub
of support for SPAD. A member can contribute to the
committee
of the House Merchant
SPAD fund as he or she sees fit, or make no contribution at
Marine and Fisheries Committee is
all without fear of reprisal.
meeting on a number of issues in
A copy of the SPAD report is filed with the Federal Elec
cluding the Coast Guard's authority
tion Commission. It is available for purchase from the EEC
to intercept and inspect vessels on the
in Washington, D.C.
high seas which are carrying hazard
ous cargo. In the other hearing, the
House Merchant Marine and Fish
eries Committee will finalize its rec
ommendation on the Coast Guard
budget for next year.
Seniority Upgraders in Washington
For Briefing on Political Action
/ •:
�Inland Vacation Plan Hits Milestone^l,000th Check
Harvey Gallop, an engineer with
Steuart Transportation, this month re
ceived the 1000th check issued under
the SIU industry-wide Inland Vacation
Plan.
Gallop's check is a significant benefit
for himself and a milestone for all SIU
Boatmen. It means that the Union has
come a long way in a short time toward
bringing bigger and better benefits to
inland members.
Before the first Inland Vacation Plan
was negotiated in August, 1976, most
Boatmen got the short end of the stick
when it came to vacation benefits.
Many, like those from some companies
on the Rivers and the Gulf, got no
benefits at all. Those who did receive
some form of company benefit, usually
had to take a lot of drawbacks along
with it.
For example, they had to work at
least a year to be eligible for the benefit
and could only collect once a year after
that. If they left the company, they lost
the benefit and had to start from scratch
accumulating eligibility at another com
pany. Moreover, the company benefits
were generally small and took years of
work to build up to anything.
In only a year and a half since the
first SIU Inland Vacation Plan began,
all that has changed. One thousand
checks have been issued to Boatmen
like Gallop, each time bringing more
benefits and advantages than they had
before.
Gallop's check is a good example. It
paid him $552 for 90 days of work.
This is more than Gallop received from
Steuart for each full year during the
three years that he worked at the com
pany before the Plan went into effect
there. And he can collect it now for
every 90 days that he-continues to work.
This is where the money comes from.
The Plan is a trust fund built up through
company contributions. The companies
pay a certain amount into it for each
day that each Boatman works. The
amount is determined by the Boatman's
rating and increases each year that the
Plan is in effect under the contract.
In other words, the more you work,
the more vacation benefits you get. And
you can get the money after every 90
days of employment instead of waiting
a full year.
That's not all. Boatmen like Gallop,
who were eligible for a company bene
fit before the Plan started, get even
more money.
This was done to make sure that no
one lost any benefits he had before the
Plan went into effect. The company
benefit stays the same, but the trust
fund benefit grows in each year of the
Plan.
Gallop keeps the company benefit
only as long as he stays with Steuart.
But if he goes to work for a new SIUcontracted company that has the Vaca
tion Plan, he is still assured of its bene
fits. That's why it's called an industry
wide plan. And the growing number
of SlU-contracted inland companies
that have it means that Boatmen have
greater benefit protection throughout
the industry.
In short, the industry-wide Inland
Vacation Plan means more opportuni
ties to get more money, more often. The
Boatmen who have received the 1000
checks so far know what that means. In
time, all inland members will, too, since
the Union's goal is to negotiate the
Plan under all new contracts.
To Boatman Gallop and his family,
it means the ability to have the things
that they can all enjoy. The first two
vacation checks he collected helped to
pay for the new car that he bought for
his wife, Callie, as a Christmas present.
This check will go towards a new out
board motor boat which the couple is
looking forward to using for fishing this
summer, along with their favorite fish
ing companion, Linda, Mrs. Gallop's
seven-year-old niece. They all live in
an ideal spot for it, on Roanoke, Is. off
the coast of North Carolina.
"I really like the Vacation Plan,"
Gallop said as he received the check
in the Norfolk Union Hall this month.
His family couldn't agree more.
OK of U.S. Tuna Boats Switch to Foreign Flogs Hit
Over strong objections by the SIU,
the U.S. Commerce Department will
continue to approve applications by
U.S. tuna boat owners to transfer their
vessels to foreign registry.
Applications for these transfers in
creased last year. This occurred after
the U.S. tuna fleet was laid up for three
months in early 1977 due to the por
poise mortality question.
Since then, the West Coast tuna fleet
has been fishing under strictly enforced
conservation rules and regulations.
These rules place a quota on the num
ber of porpoise that may be taken in
cidental to tuna fishing. An observer
from the National Marine Fisheries
Service accompanies each tuna boat to
see that the boat does not exceed its
quota.
SIU President Paul Hall wrote a
letter to Commerce Secretary Juanita
Kreps on the issue. He charged that the
increase in transfer requests to foreign
registry "are a reflection of the rela
tively strict enforcement of U.S. con
servation regulations on the operation
of the U.S. fleet compared to the lax
and often nonexistent rules abroad."
Hall also charged that the U.S. en
forcement of tuna conservation regula
tions "has not been even-handed." He
said, "the emphasis has been on en
forcing the rules on U.S. tuna boat op
erators, while the catch on foreign
boats, which the U.S. imports, has not
been brought under equally effective
Federal regulatory control."
Transfers Could Grow
Hall warned that "unless equal rules
apply to foreign and U.S. tuna boat op
erators, the incentive for transfers will
grow."
Hall also warned that the long-term
consequence of allowing foreign trans
fers "will be the shift of U.S. tuna
canneries to Mexico or other South
American countries." He said that such
a shift "would be catastrophic for the
U.S. cannery industry and its thousands
of American cannery workers."
He added that granting such trans
fers "removes the future incentive to
build replacement vessels in the U.S.
and it destroys employment opportuni
ties in the U.S. fishing and shipbuilding
industries."
3llllllllllllllllllllllllllllllllllllllllllllllllllllllllllllUIIIUIIIilllllllilillllllllllllllllllllllllllllllllllllllllllltllltlllllllllllllllllllllllllllllllllll|£
Mobil VP Writes Hall
|
The following letter was received by SIU President Paul Hall from Herbert
^Schmertz, vice president of Mobil Oil Corporation.
President Hall called on the Com
merce Department to adopt a threepoint plan to insure the health and
well-being of a strong U.S. tuna and
cannery industry. The plan urges:
• That all further U.S. tuna vessel
transfer applications pending before the
Commerce Department be suspended
until final action is taken on regulations
governing tuna imports.
• That any transfers considered by
the Department in the future include as
a consideration the need to maintain
a U.S. tuna fleet sufficient to catch at
least 50 percent of our tuna needs. This
is the minimum portion of this vital
protein market that should be handled
by U.S. vessels and crews.
• That the adverse impact on the
U.S. tuna canneries be considered when
cannery owned boats serving domestic
canneries ask to be transferred. The
SIU believes there is a direct connection
between the maintenance of a U.S. tuna
fleet and a continued U.S.-based can
nery industry.
In response to President Hall's letter.
Commerce Secretary Kreps said that
her Department "considers the trans
fer of tuna boat registry a matter of
great importance."
However, she said that not enough
"reliable economic data" existed to
support the SIU's position that the
transfer situation would cause adverse
economic effects on employment for
U.S. fishermen and cannery workers.
Mrs. Kreps also disagreed with the
SIU's charge that the transfer applica
tions were due to uneven enforcement
of conservation regulations.
She said that American operators
were also worried about "the increased
desire of many Central and South
American countries to reserve tuna in
their 200-mile fishing zones to their
dome.stic fleets."
Not Alter Approach
Mrs. Kreps maintained that her De
partment has as a goal "the protection
of U.S. jobs" in the U.S. fish and can
nery industry.
However, she concluded that the
Commerce Department would not
"alter our regulatory approach at this
time."
Despite Mrs. Kreps explanation, it
seems naive on the Commerce Depart
ment's part to think that the transfer
of U.S. tuna vessels to foreign registry
will not have an economic impact on
the U.S. tuna industry.
The SIU maintains that the Com
merce Department should take stronger
steps to insure the continuance of a
viable U.S. tuna industry.
Baltimore Committee
January 10, 1978
Mr. Paul Hall
Seafarers International Union
275 20th Avenue
Brooklyn, N.Y. 11215
Dear Paul:
I just finished reading the November article in "Log" in which you make reference
to Bill Tavoulareas, President of Mobil.
I was surprised and a little disappointed that you would single Mobil out in such
an adverse way since we alone have been the only oil company to support the
concept of legislation which would create an American flag tanker fleet. Our sup
port for this concept stems directly from our belief that the national security of
the United States requires and demands a U.S. flag tanker capability and, in this
vein, I think that our principles and yours are identical.
Sincerely yours,
Herbert Schmertz
HS/abw
10 / LOG / March 1978
Here's the SS Baltimore (Sea-Land) Ship's Committee and a crewmember of
(seated 1. to r.): Recertified Bosun Joe Puglisi, ship's chairman; Deck Dele
gate Ed Caravona; Engine Delegate Fred Neil, and (standing I. to r.): Steward
Delegate James Dodd, and AB Don Averill. Recently the vessel paid off in
Port Elizabeth, N.J.
�Engineering Course at H&S
More Training, More Skills, More Job Security
One of tho main goals of our un
ion is making sure that every Sea
farer, Boatman and Laker has job
security. To build job security for
its students, the Harry Lundeberg
School offers courses to teach the
skills that are needed in industry.
HLS keeps in touch with the
needs of the towing industry by
having regular meetings of the Towboat Advisory Board. The Board is
a group of people from the SlU,
the Coast Guard and towing com
panies which have contracts with
the SlU. This group tells the staff
at HLS which skills are important
for workers in the towing industry.
With this information, HLS can
make sure that every course
teaches the students exactly what
they need to know.
The Diesel Engineering Course is
an example of how the Advisory
Board helps HLS improve its
courses. At a recent meeting. Board
members told the HLS staff that
they were very pleased because
almost every Boatman who took the
Engineering course passed the
Coast Guard exam. The course was
very good, they said, and the only
way it could be made better was by
even more on-the-job training.
So the school bought more diese
equipment and put more time for
OJT work in the course.
The first group of members have
just completed the revised course.
As part of their training, they
worked on two GM 6-71 Series en
gines and one Cummings Model
220. They also used two other en
gines like the ones on towing ves
sels except that they are smaller.
During their course, the mem
bers took the engines apart and
put them back together again. They
practiced engine tune ups and
fixed broken parts. All of the stu
dents had training and practice with
instruments, gauges, air compres
sors, pressure switches, purifiers,
batteries, water treatment tests and
valve repairs.
Every student worked in the Ma
chine Shop to complete individual
piping projects. Each one also
stood an engine room watch aboard
the HLS push boat Susan Collins.
Now that these SlU members
have completed the course, they
have important skills that the tow
ing industry needs. Cooperation
between the SlU and management
helped to make the engineering
course and all other courses, too,
better than ever. So every student
who graduates from the Lundeberg
School has more job security. HLS
and the SlU are helping every
seafarer to learn the skills he needs
to get a good job and to keep it.
V
a. W. Morrison is shown in the HLS Machine Shop as he oils down the
cylinder walls on one of the Lundeberg School's diesel engines.
James Redditt (center) and Ted Willms (right) learn the step-by-step proce
dure for starting a diesel engine.
As part of their OJT, all the diesel engineering students practice com
pressing the rings on cylinders. Here, Bili Eglinton, the instructor, demon
strates this skill for James Redditt (left)and Ted Willms (right).
Steve Williams practices cleaning a gasket during a practical training
session.
For qualified Seafarers, the Diesel Engineering course is eight
weeks in iength and prepares students for the Coast Guard
iicensing exam. Any interested Seafarer may attend the first
four weeks in order to gain a basic understanding of diesel
engines. Next Diesel Engineering course starts in July.
March 1978 / LOG /II
•i'C]
�7t A /•
The SlU-contracted supertanker TT Williamsburgh was built with Construction
Differential subsidies. These types of subsidies are part of the President's
annual fiscal budget for the maritime industry! The subsidies were made
possible by the Merchant Marine Act of 1970.
U.S. inland operators can get loans to build new boats and barges under the
Mortgage Guarantee program established by the Merchant Marine Act of 1970.
The President's fiscal budget sets the guarantee ceiling each year.
We All Have a Slake in Carter's '79 Budget
This is the 19th in a series of articles
which the Log is publishing to explain how
certain organizations, programs and laws
affect the jobs and job security of SIU
members.
The airlines, the trucking industry, the rail
roads, maritime, and a lot of other U.S. industries
get it. Because without it, they'd find it very dif
ficult to exist on a competitive basis.
What they all get is government money in one
form or another. The amount they get is deter
mined by the President's annual Fiscal Budget.
President Carter recently unveiled his budget
requests for Fiscal Year 1979. Unlike the calendar
year, the Fiscal Year runs from Oct. 1, 1979 to
Sept. 30, 1980.
Congress, of course, must give its okay to all
the President's budget' requests. Theire is often a
great deal of bickering and opposition to certain
budget items. However, there is usually not too
much controversy over the maritime budget. Even
Congressmen and Senators who consistently op
pose legislation beneficial to the maritime industry,
do not oppose the President's annual budget re
quests for maritime.
Compared to other years. President Carter's
1979 maritime budget is a good one. Yet com
pared to the amounts of money other major mari
time nations reserve for their fleets, America's
budget is a modest one.
Overall, the SIU considers President Carter's
fiscal requests for 1979 adequate for the maritime
industry's needs across the board.
For the privately owned domestic fleet, the
budget calls for funds for construction and oper
ational differential subsidies; maritime research
and development, and training. It also includes a
request for funds for the maintenance of the
USPHS system.
Carter's maritime budget also calls for funds
for Naval shipbuilding, the Army Corps of Engi
neers, the U.S. Coast Guard, the Food for Peace
Program, and the continued buildup of the
Strategic Petroleum Reserve.
Keeping Up The Domestic Fleet
Funds for the private sector of the U.S. fleet are
distributed through the U.S. Maritime Adminis
tration, which is part of the Commerce Depart- •
ment.
A breakdown of President Carter's 1979 budget
requests for the private sector is as follows:
• Construction Differential Subsidy (CDS) —
President Carter has requested $157 million for
the construction of six merchant vessels in 1979.
This includes money for two LNG ships for El
Paso Gas, two containerships for American Pres
ident Lines and two RO/RO's for Waterman
Steamship.
12 / LOG / March 1978
An additional $122 million which will not be
used in Fiscal 1978, will be carried over to next
year's budget for the construction of three LNG's
for Pacific Lighting and two LASH ships for
Waterman.
The CDS program does not cover the total cost
of construction of these vessels. CDS funds simply
make up the difference in cost between building
the vessel in an American yard as opposed to a
lower cost foreign yard.
In line with the construction program, legisla
tion will soon be introduced to raise the Mortgage
Guarantee Ceiling from $7 billion to $10 billion.
The Mortgage Guarantee program has been par
ticularly important for inland operators.
With the government backing them up, towing
companies can get easy loans from commercial
banks to build new tugs,, towboats, and barges.
• Operational Differential Subsidy (CDS) —
The President's Fiscal Budget calls for $268.8
million in CDS funding. The ODS program en
ables certain American-flag operators to remain
competitive with cut-rate foreign-flag lines on
critical trade routes.
It is estimated that an additional $89.2 million
will be carried over from the 1978 budget into
next year's program.
• Research and Development—The President
has requested $17.5 million for research in ad
vanced ship development, advanced ship opera
tions, and advanced maritime technology.
• Operations and Training—$57.3 million is
requested for the operation of the U.S. Merchant
Marine Academy in Kings Point, N.Y. and vari
ous state maritime schools. It is expected that
legislation will be introduced in 1979 that will
attach a service requirement on U.S.-flag ships for
graduates of these institutions. No such require
ment presently exists for these students.
• USPHS System—^The budget for the USPHS
system is handled by the Department of Health,
Education and Welfare. For 1979, President Car
ter has requested $157 million for the maintenance
and operation of the eight remaining USPHS hos
pitals and 26 clinics. The SIU estimates that these
funds will not only provide for the medical care
of merchant seamen, Coast Guard personnel and
other recipients. They will also enable the hospi
tals to upgrade and expand their services to those
eligible for USPHS care.
In addition to primary recipients, such as sea
men, the USPHS hospitals also provide special
medical services to thousands of community resi
dents.
Naval Shipbuilding
The President's budget for new Navy ships in
1979 is fairly cut and dry. He has requested funds
for the construction of 10 vessels, including:
• $322.6 million for one destroyer tender.
• $1.5 billion for eight guided missile frigates
designed for convoy and escort duties.
• $192.1 million for one cable repair ship.
The SIU has already registered opposition to the
construction of this vessel. The Union feels that
the CS Long Lines, which is unemployed a good
part of the year, can easily perform the job of the
proposed new cable ship at a great saving to the
government.
Army Corps of Engineers
The President has requested a total of $1,274
billion in his budget for the Army Corps of Engi-r
neers. The Corps uses these funds to perform the
job of river and harbor dredging, flood control,
and protection of the shoreline. These funds do
not include money for special construction proj
ects such as replacement of Locks and Dam 26
on the Mississippi.
In addition. President Carter has asked for
$37.6 million for construction of a shallow draft
hopper dredge. The Corps will utilize the dredge
for work on the lower Mississippi and various
sites on the West Coast.
In other budgetary areas, the President has
earmarked $944.5 million for the U.S. Coast
Guard. These funds are used primarily for search
and rescue operations, aids to navigation and
marine safety.
Food for Peace
Carter has also requested $1.1 billion to be used
fof the shipment of an estimated 6.7 million tons
of food to underdeveloped nations of the world.
This program, known as Food for Peace, is im
portant to American seamen since the maritime
law requires that 50 percent of thc.sc cargoes be
carried in American-flag ships.
Lastly, President Carter has requested $4.3
billion for continuation of the buildup of the
Strategic Petroleum Reserve. The goal of this
program is to complete a buildup of 1 billion bar
rels of oil in reserve in case of national emergency
or another Arab oil boycott. It will take until 1985
to complete the program. Again, American ships,
by law, must carry 50 percent of these cargoes to
the various reserve sites in the U.S.
Either directly or indirectly, the President's
annual budget requests afltect the jobs of thousands
of U.S. maritime workers.
Deep sea sailors, inland boatmen, shipyard
workers and thousands of workers in maritime
support and supply industries have an important
stake in these budgetary affairs.
The SIU closely studies the budget each year
to insure that no one area of the maritime industry
is unduly neglected. It's all a part of protecting
the best interests of SIU members and maritime
people in general.
�James Brown, an AB with Harbor
Towing, talked about how much he
had learned about the Union during
the Conference.
Conference delegates visited the Maritime Trades Dept. in Washington, D.C.
which was formed for workers in different maritime unions who had similar
goals. Seated, front row are Joe Air. SlU rep (I.) and J. C, Hudgins, a captain
with Mariner Towing.
^i
Chuck Mollard, SlU inland coordi
nator, explained the Union's industry
wide vacation plan concept. Under
the concept, "Union members could
work for any SlU-contracted company
and build vacation time," Mollard
said.
Conference Delegate John McDermott, a deckhand with Mariner Tow
ing, was one of the recipients of the
Towboat Operator scholarship. McDermott plans to attend an upcoming
session of the 12-week course.
HLS Vice President and SlU Head
quarters Rep. Mike Sacco spoke
about the history of the Union and the
inland industry.
Sr':
Piney Port Port Agent Pat Pillsworth
talked about the basic entry level
course at the Lundeberg School say
ing, "it's a good course. The guys
really work hard at it."
Making his wrap-up comments at the
end of the six-day educational Con
ference is Robert Batson, an AB with
IBC.
1st lOT Confab Hi-Lites Union's Progress
Another in the series of Atiantic
Coast Inland £daeational Conferences
was held at the Harry Lundebei^ School
at Piney Point, Md. from Feb. 27
through Mar. 4. This was the first
Conference for Boatmen from Interstate
Oil Transport and its subsidiaries.
The impact of the Conference was
summed up at the final session by dele
Bob Vahey, a researcher at the Trans
portation Institute, came to Piney
Point to talk to the delegates about
the economics of the inland indus
try. He pointed out that, though there
are 44,000 workers in the inland
industry, only 32 percent are organ
ized.
gate John Lindwall, an Interstate tankerman, who said: "Last week I didn't
really know anything about this Union.
But now I think we have the best or
ganization in the country."
Many of the 29 delegates also felt
that way. Most came away from the
Conference with the feeling that their
Union was working hard for them and
that they should be informed, active
members of their organization.
Mike Sacco, HLS vice president and
SIU headquarters representative, set
the tone of the Conference when he
spoke of the need for "comunication
and better understanding" in the Union.
Sacco led the delegates and port reps
from the Atlantic Coast in a series of
The trip to Washington, D.C., included lunch with several Congressmen and
Congressional aides. Delegate Genaro Decola, (I), a cook with lOT, had a
chance to talk with Greg McGowan who's an aide to Congressman Robert
Nix (D-Phila.).
discussions on the workings of the SIU.
Delegates toured the HLS facilities
which were new to many of them. They
also heard presentations from HLS
President Hazel Brown and other staff
members on the academic and voca
tional opportunities the School offers.
The Conference began with backContinued on Page 14
Captain William Boyd Horner, who
works for lOT, spoke about the big
difference the Union had made in his
wages. "When I first started sailing I
earned about $35 a month," Horner
said. "Now I earn a whole lot more
than that."
March 1978 / LOG / 13
Wi
�J. C. Hudgins, a captain with Mariner
Towing said, "i really appreciate the
chance I had to come down here to
Piney Point and learn about the
Union."
"There's strength in numbers," John
Fay, Philadelphia port agent told the
delegates as he pointed out how the
Union has grown over the years. Fay
said the inland shipping industry was
the fastest growing part of the SlU.
Jacksonville Port Agent Leo Bonser
talked about organizing non-union
workers. "Each one of you," Bonser
told delegates, "is an organizer for
this Union."
John Yarmola, national field coordi
nator of the Maritime Trades Dept.,
told delegates that the MTD serviced
the interests of both maritime workers
and labor in general.
Better Communication and Understanding
Continued from Page 13
ground information on the history of the
inland industry and of the labor move
ment in general. This was followed by
detailed presentations of Union welfare
and pension benefits.
Pat Pillsworth, the Piney Point port
agent, told the delegates about the
Lundeberg School's success with trainee
and upgrading programs. Pillsworth
said that education is the first basic step
toward developing the full potential of
Union members. He added, "the most
effective union is one with an informed
membership."
George Costango, Baltimore port
agent, explained the four different pen
sion plans of the SIU.
"If you want to improve the benefits,
you have to increase the contribution,"
Co.stango said. "You have to make a
decision on how you want to spend the
money at contract time."
As important as the inland contract
and benefits were to the delegates, the
two days that were devoted to politics
and law made it clear that the Union
has a role to play in the world around
it
Chuck Mollard, SIU inland co
ordinator, talked about the function of
various governmental agencies and de
partments and what such legislation as
the Jones Act and the user charge on
inland waterways means to the SIU
membership.
Congressman Joe Addabbo (D-N.Y.),
reminded Conference delegates that
political participation goes hand-inhand with the interests of the Union.
It's up to each individual. Rep. Ad
dabbo said, "to make sure your Con
gressman is listening to you and
doing what's good for you."
Betty Rocker, a legislative rep at tfie Maritime Trades Department, addressed
the delegates during lunch at Washington's Hyatt-Regency Hotel.
I I II II
When Conference delegates paid a
visit to the Piney Point Hiring Hall,
Gordon Spencer, Norfolk port agent,
explained the Union shipping rules
to them. "Those rules," Spencer said,
"were written to protect the men in
this Union."
14 / LOG / March 1978
I
Politics was also the subject of the
day when the delegates paid a visit to
Washington. The group toured the
AFL-CIO Maritime Trades Depart
ment, an organization representing
nearly 8 million workers in 43 inter
national unions. The MTD, headed by
SIU President Paul Hall, fights in
Washington for the interests of mari
time workers.
Richard Saul of the Transportation
Institute (Tl) explained the workings
At the end of the Conference Edmund
Ruberto, a tankerman with lOT, was
ready to go back to his port and
spread the word about the SIU.
"These people went out of their way
to teach me something," Ruberto
said, "so I can go back and talk to
other people about the Union."
1
At the shipping hall delegates heard an explanation of the difference between
company seniority and Union seniority. Delegates are (front row, l.-r.): Jack
Parsley, utility, Mariner Towing:'Craig Conklin, tankerman. Mariner Towing,
and John George, an AB with Mariner.
Terry Kukowski. a tankerman with
Gellenthin Barge, said the six days
spent at Piney Point made him realize
what the Union was all about.
�Captain Leslie Collier of Mariner Tow
ing thanked the Union for all the sup
port they'd given him over the years.
Capt. Collier's son was a 1977 SlU
scholarship winner.
SlU Rep. Jack Caffey discussed the
Union's constitution which was re
vised in 1976, following the merger
of the Inland Boatmen's Union and
the SlU.
Attorney Carolyn Gentile, head of the
Union's legal department, explained
the Employee Retirement Income Se
curity Act of 1974 and how it affects
the pensions of SlU members.
Making wrap-up comments at the
close of the Conference is Jack Ullyot, an lOT tankerman.
Keynote Boatmen's Conference
of that organization which represents
the interests of inland and deep sea
companies. He spoke of the importance
of having a "fixed presence in Washing
ton to monitor on a day-to-day basis
the different governmental agencies."
The delegates had lunch in \^shington with several Congressmen and Con
gressional aides from New York, Penn
sylvania and Virginia. Rep. Joseph P.
Addabbo (D-N.Y.) reminded everyone
that getting involved in issues that af
Delegate John Lindwall, a tankerman
with lOT, pledged a monthly donation
to SPAD, the Union's voluntary polit
ical fund.
fect maritime means a lot. "If you want
legislation that's not only important for
you, hut for our nation, you have to
live and work with us," the Congress
man said.
Friday was a full day that began at
the Piney Point Hiring Hall with an
explanation of shipping rules by Gordon
Spencer, Norfolk port agent and John
Fay, Philadelphia port agent.
The Union's industry-wide inland va
cation plan was the subject of a lot of
discussion. The delegates were inter
ested in including the vacation plan in
their contract when their agreements
are renegotiated. The plan would sub-
stantially increase members' vacation
benefits.
When the Conference ended the dele
gates were full of praise for HLS and
for the Union and the work it is doing.
"The SIU to me was like an inter
esting puzzle," said John Blank, a cap
tain with Mariner Towing. "Some of
the pieces were missing; some of them
weren't clear. You put it together for
me.99
The first day of the Conference included a tour of the Lundeberg School's
facilities. Stopping off at the machine shop, delegates listened as Bob Kalmus,
director of vocational education (second from right) talked about upgrading
courses.
ft-,jgyj
Don Anderson, the port agent out of
Port Arthur, told delegates that the
success of the organization depended on how much each membPr
was willing to do for the Union.
INLAND
Tom Cranford, head of the SlU's
Claims Department, told the dele
gates to go to their SlU reps with any
questions they had concerning their
welfare benefits. "Make sure your
SlU rep does whatever he has to do
to get you the benefits you're entitled
to, Cranford said.
Baltimore's Port Agent George Costango spoke of the importance of
contributing to the Seafarers Political
Action Donation (SPAD). "It's through
SPAD," Costango said, "that we as
members donate our money to people
who are going to help the interests of
Seafarers and Boatmen when they
get into office."
-ii!; -f
Asking a question about ID cards and
the U.S. Public Health Service is Cap
tain John Blank of Mariner Towing.
Edra Ziesk, assistant editor on the
Log staff, talked about the importance
of the Log as a tool of communication
for Union members. The Log is the
official monthly publication of the
SIU.
March 1978/ LOG / 15
�i.
iniiuuiHiiiiiiiHiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiii^
LETTERS
TO THE EDITOR
ill||lllllll||lllllll||lllllll|||lllllllllllillllllllllllllllllllllllllllllllillillllllllllll|||lllllll|iilllllll^^^^
Deaf Woman Cains Courage
Writing of the Sea
I'm a deaf woman. There isn't anything spectacular about that. Nor is the
fact that my first anniversay is coming up. I'll have been a non-hearing person
for one year on March 23, 1978. It's not spectacular because there are many,
many deaf or hearing impaired people. No, we are not the "silent minority,"
we are a "silent majority."
I'm also a volunteer at the Houston International Seamen's Center at the
Port of Houston. I work one night a week in the store. My step-father is a
seaman, but my real interest was aroused by Jack London. 1 read his Sea Wolf
then moved on to such classics as Moby Dick and Mutiny on the Bounty.
Even before this, I knew I wanted to be a writer, but these tales made me
want to write about the sea in particular. Tliat's why I volunteered at the Center
in August 1976.
I soon after became interested in the modern seaman, the stereotype of the
past and of the present. Even modern writers turn to the days of sail as though
shipping died with them. I wanted to learn about and write about the life of a
modern seaman. Then I lost my hearing and without conversation things began
to drift out of my reach. Now I seldom go to the dances, and the one night a
week I work, I just bang away at the cash register rarely talking to other volun
teers much less the men on the other side of the counter.
God made me a listener then took away my hearing. He also made me a
writer.. It makes me sad not being able to listen anymore. I hardly look to the
left or right as I walk in or out the front door of the Center. Catching an eye
is to risk being spoken to.
And so I now give to you the only thing I feel capable of giving, the written
word. I want to talk about loneliness. I read a book, Supership, that gave me
some insight which I coupled with what I picked up at the Center.
The loneliness I want to talk about, though, is a little different. I want to talk
about the loneliness of giving away a radio of once high personal value that
had overnight become a worthless possession. The loneliness of selling a stereo
of sentimental value because it was a gift from a loved one for $25 because it
wasn't so valuable to others. The ache felt when a loved one's mouth moves
but the familiar voice no longer comes out. And the music . . . it's gone, just
gone.
But in Supership I became more aware of an invsible wall in the seaman's
life. The wall that keeps the man separate from his home. But that wall can be
penetrated unlike the wall separating me from remembered voices. It's as
simple as one word, communication. Even my own wall is diminishing in size
as I forget voices and learn to lipread and to read and talk in signs. It's all
communication, whether it's conversation, reading a book someone else wrote
or even writing a book oneself.
But even more than communication, one must have self-respect as well as
respect for others for the individuals they are. I, for one, am as insignificant a
speck on this earth as anyone. Neil Armstrong looking towards earth from
the moon couldn't see me anymore than he could see anyone else.
For tho.sc of you who believe in God, take one brief moment to stop and
reach within yourself instead of out. People say God is with each individual at
all times. I've never heard another being ever mentioned that is also always
there. That individual's self. I guess you could say it's team work seeing as how
oneself and God are the only two a person can always count on being there.
For those who don't believe in God, there is still something there. Believe in
your own ability as a human being. Like it says in the Rolling Stones song Ruby
Tuesday, ". . . lose your dreams and you will lose your mind . . ." Look for
ward to your future as there is no going back. If one dream is shattered be
ready with another. It sounds so brave in print, but there is just no reason to
go and jump off a ship while it's at sea. Easy for me to say, right? Okay, I hadn't
intended to but I'll give you the clencher if it'll help you find strength within
yourself. Have you ever met a woman who couldn't cry? Well, you're meeting
one now. My facial nerves went the way of my hearing and balance nerves. I
am physically unable to shed tears, and I have what would pass for half a smile.
At the end of next summer I'm going away to college. I hope to write pro
fessionally. I just felt that I wanted to share what I'm forever holding inside.
That is the love of life. This is the only way I know to share with you this
'something' God gave me an over abundance of. Good luck.
Sincerely,
Roxanne Van Pelt
Houston, Tex.
16 / LOG / March 1978
-wm .V*
Helped Get His Disability
I want to say thanks a million for all the help the Union has given me in the
last few years.
I was injured aboard the SS Talluia in 1974. When we tied up in Houston,
Tex., I went to the USPHS hospital in Galveston. I was admitted with a back
injury. After being in and out of the hospital several times, I finally got back
surgery at a hospital in Dallas.
The SIU has been very concerned about me and has showed much interest
in my condition. The Union helped me get my disability from Social Security.
Also Paul Hall wrote me several letters of encouragement, which helped.
In addition, the people at the SIU Welfare Plan office in New York have
been kind and courteous in paying medical bills.
Again, may God bless and keep all in the Union healthy and happy.
Fraternally,
Harvey Fairhiirn
Grand Saline, Tex.
Should Replace Lost S.S. Cards
Just want to pass on a note of advice to fellow members who may have lost
their Social Security cards over the years. I lost mine 30 years ago and never
thought to have it replaced.
The problem I ran into is this. I went to the Coast Guard a few months back
to get my discharges from 32 years of sailing. Even though my Social Security
number was on every discharge, the Coast Guard made me go to the Social
Security Administration to get a duplicate. It took me nine fits and six weeks
to get a replacement.
So if you have lost your card, replace it now so that if and when you really
need it you won't have to go through a bunch of hassels.
Fraternally,
Daniel Backrak
Reno, Nevada
Like to Hear From Old Buddies
I'm a retired Lakes member. Each time I receive the Log, I see more and
more of the old friends I sailed with in the Pensioners or Final Departures
columns. It seems the number of people I sailed with in the Union is getting
smaller and smaller.
I just read the story about Mike Pesenak (page 30 Dec. 1977 issue) and
have seen the things he has made in his hobby. I sailed with Mike a long time
ago. I hope he still remembers me.
Like Mike, I have my own hobby to keep me busy. In fact, a number of my
friends still carry my leather billfolds, change purses and social security plates
I made for them while sailing on the old Hennepin, Chicago Trader and John
T. Hutchinson.
The first boat I ever sailed on was the E.G. Collins in the summer of 1925.
There was no Union back then, and I could write a book about some of the
stories from the old days. I had a few hair raising experiences, too.
Now that I am on retirement, I think about my old buddies a lot, and I
would sure like to hear from them.
As far as the financial end goes, it's a little tough making it on a fixed income
these days with the prices of everything, especially doctor bills, going up all
the time. However, I manage to supplement my income a bit with my leather
craft sideline. I sell a few pairs of shoes now and then. And I guess some of
my old friends still wear leather items they bought from me over the years.
I just want to say hello to all my friends who still remain in the Union. And
I want to thank the Union for all the help I received while sailing.
Fraternally,
Glen Whitehead
Toledo, Ohio
LOG
March, 1978
Official Publication of the Seafarers International Union of
North America, Atlantic, Gulf. Lakes and Inland Waters District.
AFL-CIO
Executive Board
Vol. 40, No. 3
Paul Hall
President
Frank Drozak
Joe DIGiorglo
Executive Vice President
Secretary-T reasurer
Earl Shepard
Lindsey Williams
Paul Drozak
Vice President
Vice President
Vice President
_ Cal Tanner
Vice President
iLUHl'Bly
I
D
389
Marietta Homayonpour
Editor-in-Chief
James Gannon
Managing Editor
Ray Bourdius
Marcia Reiss
Edra Ziesk
Assistant Editor
Assistant Editor
Assistant Editor
Frank Cianciotti
Dennis Lundy
Chief Photographer
Associate Photographer
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Union. Atlantic, Gulf. Lakes and Inland Waters
District, AFL-CiO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y.
�Man-American Clause in OCS Bill a Must
A House-Senate Conference Com
mittee will soon begin haggling over
the final form of a crucial and com
plicated maritime bill.
The bill in question is the Outer
Continental Shelf Lands Act. It is
aimed at controlling the offshore de
velopment of oil and gas reserves
found on the U.S. outer continental
shelf.
The bill passed in the Senate last
July. The House of Representatives
passed it overwhelmingly last month.
The problem is that the two ver
sions of the bill differ substantially in
a few critical areas. The job of the
House-Senate Conference, then, will
be to come up with a compromise
measure that will make everyone in
Congress happy.
The SIU is very concerned, how
ever, tliat in their effort to make each
other happy, the Conference Com
mittee will leave American workers
holding the dirty end of the stick.
Essentially, the SIU is concerned
about one very important clause in
the bill that may be in danger of
being chopped out.
It is the so-called "man-American"
provision in the House version of the
bill. This section maintains that
American workers must be employed
in the manning of all equipment in
volved in oil and gas exploration on
the U.S. outer continental shelf. This
equipment includes both the oil rigs,
themselves, as well as supply and
support vessels. In addition, this
clause demands that the rigs would
have to meet U.S. environmental and
safety standards.
The "man-American" clause
would create thousands of jobs in the
operation and maintenance of the
drilling rigs. In addition, it would
create some 3,000 to 5,000 jobs for
American seamen and tugmen In
supply and support roles.
The Senate version of the bill,
however, does not include any
thing resembling a "man-American"
clause. As far as the Senate bill is
concerned, America's entire offshore
oil and gas industry could conceiv
ably be run by foreign workers.
A rational person would think
that it should be fairly easy to get the
Conference Committee to agree on
the "man-American" provision. Es
pecially now during a high period of
unemployment.
But Congress has not acted ration
ally on many job issues during the
recent unemployment crisis. In fact.
Congressional actions or inactions in
the last few years have led to the ex
portation of countless thousands of
American jobs in the textile, steel,
manufacturing, rubber, maritime
and other U.S. industries.
Congress has never been shy about
pushing the best interests of Ameri
can workers into the background.
And, there's no guarantee that the
House-Senate Conference will pro
tect the interests of American work
ers in the final version of the OCS
bill.
Another point that must be men
tioned here is that the oil companies
would like to see the "man-Ameri
can" clause removed from the bill.
Recent history in Congress seems to
indicate that whatever the oil com
panies want, the oil companies get.
It should be pointed out, too, that
the oil lobby succeeded in defeating
a measure in the House version of the
bill that would have required that all
offshore equipment be built in the
U.S. The measure, heavily supported
by the labor movement, went down
in a narrow 208 to 201 vote. It was
a very tough loss to American ship
yards and shipyard workers.
HARPOON, USE THE HARPOON!
It is the SIU's position that the
OCS bill has been stripped down in
respect to American jobs far enough.
American consumers will sooner
or later pick up the tab for the oil in
dustry's massive program for devel
oping the nation's offshore oil and
gas reserves. Therefore, we feel that
American workers should benefit
from the jobs this expanding industry
will create. Congress has already
done the nation a disservice by kill
ing the "build-American" clause in
the OCS bill.
We would consider it an act of
criminal negligence should Congress
remove the "man-American" provi
sion—the last job creating feature of
the OCS bill.
One last point. The Congress is
elected by the people to protect the
best interests of this nation. To us,
that means working to provide a job
for every American willing and able
to work.
Congress must stop folding in the
face of pressure from the oil lobby
and other big business groups espe
cially when it comes to jobs for
Americans.
Congress has already caved in on
the "build-American" issue. Similar
action on the "man-American" pro
vision would be a complete disgrace.
The SIU Is working to Insure that all equipment Involved In work on the U.S. outer continental shelf be manned by Americans.
March 1978 / LOG / 17
�Won Awards in 1967
511/ Scholarship Vlinner Is Now Teaching Biology
When Bronwyn Adams, daughter of
Boatman Edgar Adams, Jr., won the
SIU four-year college scholarship in
1967, she became the pride of her home
town.
Patterson, La., with a population of
about 2,000, didn't have many high
school graduates winning $6,000 schol
arships. "When they introduced me at
graduation and announced I'd been
awarded a $6,000 scholarship," Ms.
Adams said, "mouths dropped. It was
the largest award that had ever come
into this area."
[The SIU scholarship has since been
raised to $10,000.]
Ms. Adams used the scholarship to
attend the University of Southwestern
Louisiana from 1967-70 and finished
her B.A. at Nichols State University in
Louisiana.
She decided in college to go into
teaching and majored in education with
an emphasis on biology. The career
choice was a good one. "I'm pretty
pleased with what I decided to do," she
said. "It's turned out real well."
Teaches Biology
What Bronwyn Adams is doing—
and has been doing for the past seven
years—is teaching biology at Patterson
Bronwyn Adams
High School. Before the high school job
she taught for IVi years on the junior
high level.
Teaching ninth through 12th grad
ers has lots of rewards for Ms. Adams.
tion called the Beta Club, a scholastic
leadership group for high school stu
dents that holds annual competitions.
"This is an exceptional group of kids,"
Bronwyn said of the club's members.
"They really keep me on the go."
Acting as her school's representative
to the St. Mary's Teachers Association,
the local arm of a statewide teachers
organization, is another activity that
keeps Adams busy. The association
makes recommendations to the school
board and acts as a "sounding board"
for teachers.
Woridng on Masters
Enjoys Gardening
Education is a big part of Ms. Ad
ams life. In addition to teaching she's
going to school herself—working on a
Masters degree in Administration and
Supervision at Nichols State University.
She's also a sponsor of an organiza-
When she has the time—which isn't
often—Bronwyn Adams enjoys gar
dening, at least on a small scale. She has
a flower bed around the patio of her
apartment that she keeps well stocked.
Brother Edgar Adams, Jr., Bronwyn's father, spent 10 years on the
Mississippi River as an engineer. He
and her mother were "very pleased"
when she won the SIU scholarship.
Bronwyn Adams herself was "pretty
surprised and very happy," about the
award. "It allowed me to do what I
wanted to do without putting financial
pressure on my parents," she said. "It
was a great opportunity."
Notite to Members On M Call ProteAao
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
New York
Following the defeat of the Oil Cargo Preference Bill in Congress last year,
CBS anchorman Walter Cronkite had this to say about the U.S. merchant marine:
"Ten years ago there were about 66,000 merchant marine jobs in this country;
today, the number has shrunk to about a third of that. Many more jobs related
to the industry have been lost and still more may disappear if the present trend
continues ... a shrunken merchant marine poses not only economic problems,
but problems of legitimate concern for any Administration. ..."
VLCC Massachusetts
The Military Sealift Command has chartered the 264,073 dwt Massachusetts
(lOM) for March, April and May to lift almost 1.6 million barrels of Strategic
Petroleum Reserve crude oil from Kharg Is., Iran to South Riding Point Terminal,
the Bahamas.
From there Seatrain shuttle.tankers will transship the crude to Sunshine, La., or
Nederland, Tex. for storage in underground natural salt domes.
This is the first time that the MSC has chartered a supertanker for the movement
of the Strategic Petroleum Reserve crude from the Persian Gulf.
SS Newark
In a seven-part newspaper column series, Seattle Times maritime editor Glen
Carter told of sailing on the containership SS Newark (Sea-Land) to Alaska. He
left on Feb. 14 dispatching his reports of shipboard life as he went along for 16
days and 12,960 miles.
Carter wrote as he left the port of Seattle that the former 523-foot converted
troopship was comfortable. At her launching in 1945, she was named for Marine
Corps Gen. H. B. Freeman, he said. And he learned that the ship's speed was
upped from 14 to 17 knots three years ago so she could cut through the 50-60
miles of ice in Cook Inlet outside of Anchorage, Alaska. Of the 39-man crew, he
discovered that only seven were under 50.
Seattle Seafarers recall that in the mid'50s the Gen. Freeman rescued the crew
of the 55 Washington Mail.
Bosun Wally Mason of the Newark showed the newspaperman the stern's gear
locker converted from a five-cell brig. Remaining are hand-cranked battle phones.
Navy pea-green paint, vestiges of gun positions, and steel blackout covers for the
portholes.
Making Carter feel at home was Chief Steward Ken Hayes who supplied him
with extra blankets. On deck. Seafarer Walt Rogers was also a help.
Two hundred miles off Cape Flattery in the Gulf of Alaska, Carter realized that
tables and the movie projector were permanently fixed into position. As he saw
30-foot waves, he was told tfiat the freighter had once rolled 55 degrees! Even his
typewriter carriage was sliding back and forth as the ship pitched like a rocking
horse.
18 / LOG / March 1978
She likes the challenge of teaching and
the fact that it's not a routine job. She
also likes being involved with kids,
especially on the high school level
where, she said, "the maturity level
changes every year. There's a big dif
ference between ninth and 12th
graders."
One of the things Bronwyn Adams
likes best is seeing the results of her
teaching. "When a kid comes back and
says, 'Hey, I'm doing O.K. in college
chemistry,' you know you were success
ful."
clinic card
seaman's papers
INLAND
In the officers messroom, Messman George Arnold poured water from a pitcher
onto the cloth place mat before he placed a plate of pancakes down for the
journalist. "Keeps dishes from skidding," he explained. It didn't skid an inch as
the ship rolled 35 degrees.
Coming into the harbor of Anchorage, Carter said the Newark bucked 45-knot
winds and below zero temperatures. The helicopter from shore carrying the vessel
pilot alighted on the 30-foot square landing pad on the containership's stern.
Carter found out that last December the Newark had joined a fruitless search for
ship pilot Jack Hopkins and chopper pilot Gary Terry lost in Cook Inlet when
their plane crashed. Later someone found the frozen body of the ship pilot in a
liferaft.
Sixteen hours later in the port of Kodiak, Chief Cook Bill Theodore said he
never sets foot ashore until he returns to Seattle. "I used to make runs up here in a
Navy supply ship and saw enough of the beach. Nothing much has changed."
Most of his shipmates prefer to stay on board, too.
he RESOURCE Needs You
eeds
e CONSI
eeds
eeds You
eeds You
Modern vessels need Seafarers who understand reefer sys
tems. So sign up for the Maintenance of Shipboard Refriger
ation Systems Course at HLS. You'll learn needed skills so
you can increase your earnings aboard ship.
It's great to be needed! And it pays!
Course starts June 2
�MTD Board Asks
Is American Worker Facing Extinction?
Miami, Fla.—The embattled American worker
is facing a new and more serious threat to his wellbeing than ever before.
That threat is extinction. Extinction in the sense
that so many traditional American jobs—produc
tive jobs—in textiles, manufacturing, electronics,
clothing, shoes, shipbuilding, and other industries
are rapidly being lost to unchecked foreign com
petition.
This situation poses an even more serious threat
to the American labor movement, since so many
of the jeopardized jobs are in heavily unionized
industries.
The labor movement is acutely aware of the
situation. And addressing this problem was the
major thrust of last month's mid-winter Executive
Board meeting of the AFL-CIO Maritime Trades
Department.
The MTD is the largest industrial department of
the AFL-CIO. It represents 43 national and inter
national unions with a combined membership of
nearly eight million American workers. The MTD
is headed up by SIU President Paul Hall.
In a series of reports and resolutions, the MTD
Executive Board first outlined how a lack of gov
ernment action and control over imports of foreign
goods and services is eroding the fabric of the
American job structure.
The MTD also outlined the steps that must be
taken by Congress and the Carter Administration
to preserve the traditional posture of the American
workforce.
MTD President Paul Hall warned, however,
that "labor can expect little help from the outside
to achieve our goals. We in the labor movement
must do the leg work and apply the pressure where
it has to be apphed to get the job done."
Manufacturing Hit Hard
In its reports, the Executive Board said that
some of the hardest hit areas due to foreign com
petition are the clothing and textile industries and
other manufacturing industries such as electronics,
shoes, and steel.
The MTD noted that cheap foreign imports
caused plant closings with the accompanying loss
of 51,000 U.S. jobs in 1977 alone.
The Board also pointed out that Zenith, the
last all-American TV manufacturer, closed its
American plants and transferred operations to
Taiwan last year.
In addition, the MTD said that a surge in im
ported fabricated steel from Japan was causing
widespread layoffs in the U.S. steel industry.
The Executive Board said that the major cause
of these job losses is unchecked product dumping
on the U.S. market. U.S. businesses import huge
amounts of products made by low paid foreign
workers in Hong Kong, Korea, Taiwan, the
People's Republic of China and undf^rdeveloped
nations. These workers labor under systems with
no minimum wage or safety standards, the MTD
maintained.
To make a bad situation worse, U.S.-made
products are effectively barred from many foreign
nations through high tariffs and other restrictive
trade practices.
The MTD said that to halt the loss of jobs in
American manufacturing industries, the following
steps must be taken:
• The U.S. should close its domestic markets
to the products of countries that discriminate
against U.S. products sold overseas.
• Funds should be provided to retrain workers
who have lost their jobs from foreign competition.
And modernization funds should be provided to
private American industries hard hit by trade so
that they can become more competitive.
• International treaties must be negotiated
which result in improved labor conditions in coun-
Paul Hall, president of the AFL-CIO Maritime Trades Department, chairs MTD Executive Board meeting
last month. The MTD Board outlined programs that Congress and the Administration should adopt to
curb the loss of American jobs due to an overabundance of imported foreign goods and services. Seated
alongside Hall is Mrs. Jean Ingrao, administrator of the MTD.
tries that now seek to attract American industries
at the expense of their own workers.
• Congress must end those provisions in the
tax law which provide incentives for U.S. corpora
tions to move their operations to underdeveloped
nations abroad at the expense of American jobs.
Shipbuilding on Decline
The MTD Executive Board maintained that
another area that will soon feel the job crunch is
American shipbuilding.
The Board said that in the past 18 months "only
a handful of new shipbuilding orders have been
placed with American shipyards."
Taking this factor into consideration, a loss of
45,000 shipyard jobs (out of a current level of
176,000 workers) is expected by 1980.
Shipyard unemployment will also reflect itself
in other support industries. The MTD noted that
"50 percent of the cost of a U.S. built ship consists
of materials supplied from all areas of the nation,
produced by workers in all areas of the nation."
The Executive Board blamed the projected loss
on "the failure of the Federal Government to de
velop and implement a national maritime policy."
A policy such as this should reserve a wide range
of cargoes for U.S. ships that are now dominated
by foreign carriers.
The MTD stated that the following steps to
preserve America's shipbuilding industry should
be taken:
• Any deep seabed mining legislation passed
by Congress must require the use of American
built and registered mining vessels and ore car
riers. This could result in the construction of 20
mining vessels and 60 ore carriers.
• The Jones Act must be amended to require
that all cargoes carried between the U.S. mainland
and the U.S. Virgin Islands be carried on Ameri
can-flag ships. This would create the need for 25
additional American-flag vessels.
• The Federal Government must actively pur
sue the development of bilateral shipping arrange
ments with U.S. trading partners assuring a certain
percentage of the cargoes for U.S.-flag ships. In
creased cargoes would provide a further boost to
the U.S. shipbuilding industry.
Aircraft Industry Losses
Job losses in the U.S. aircraft manufacturing
industry are being felt for the first time due to
foreign competition, according to the MTD.
The Executive Board said that U.S. companies
are being lured to relocate overseas in countries
with state-controlled aircraft industries, such as
France. These countries then establish trade bar
riers to keep U.S. aircraft products out.
Another threat to U.S. aircraft jobs is the ex
portation of U.S. technology to Europe and Japan
for the construction of advanced military planes.
The Executive Board said that two steps should
be taken to curb the loss of these jobs now "while
the U.S. aircraft industry is still relatively healthy."
The MTD said that:
• Controls must be placed on all technology
transfers and co-production agreements that un
dermine the U.S. aerospace industry.
• The U.S. Government must seek legislation
that would offset the trade advantages presently
being provided to foreign aircraft manufacturers.
These advantages enable them to both penetrate
U.S. markets or keep U.S. built aircraft out of
their markets.
The MTD's position on these issues is not the
position of an alarmist. The threat of unfair for
eign competition has already caused the loss of
countless thousands of American jobs.
Unchecked, American businesses and multi
national corporations will continue to move any
where overseas that will increase their profits.
They have little or no regard for the American
workers who lose their jobs because of such moves.
The MTD and the labor movement as a whole
has pledged to work to halt this dangerous process.
But as stated by MTD President Hall, "it will be a
rough road and we have to go it alone."
More information on Following Pages
March 1978 / LOG / 19
�1^
ii^'
SIU Executive Vice President Frank Drozak talks
of need to curb foreign imports to preserve Amer
ican jobs at last month's MTD Executive Board
meeting.
Mrs. Jean Ingrao, administrator of the MTD, gives
rundown of the Department's activities to Execu
tive Board members.
Participating at Board meeting were Fred Kroll, left, president of the Brotherhood of Railway and Airline Clerks, ana Joseph
Hellman, secretary-treasurer of the Graphics Arts International Union.
Anthony Scotto, president of Local 1814 .of the
Longshoremen's Union and president of the New
York Port Council gives report of his Council's
activities over the previous year.
Rep. Leo Zeferetti (D-N.Y.) was guest speaker at
the MTD Executive Board meeting. He talked
about need to retain "man-American" amend
ment in the Outer Continental Shelf Lands Act.
This bill awaits action by a House-Senate Con
ference Committee.
MTD Board: Stem Tide of Foreign Imports to Preserve U.S. Jobs
Jesse Calhoon, president of the National Marine
Engineers Beneficial Association, is one of the
MTD's Executive Board members.
Julius Isaacson, president of the International
Union of Dolls, Toys, Playthings, Novelties and
Allied Products, tells Board how foreign imports
has hurt job opportunities for his members.
Steve Leslie, general vice president of the inter
national Union of Operating Engineers, reports on
his union's activities to MTD Executive Board.
Dave Dolgen, legislative director of the MTD,
gives report of the Department's legislative ac
tivities in recent months and the Depart^ment's
legislative goals for the coming year to Executive
Board meeting.
Foreign imports has had an extremely detrimental effect on
jobs for American pottery workers as noted by Lester Null,
president of the International Brotherhood of Pottery and
Allied Workers.
Tom Donahue, assistant to AFL-CIO President George
Meany, talks about labor movement's fight to enact Labor
Law Reform.
Joseph Tonelli, president of the United Paperworkers Inter
national Union, emphasizes need for Congressional action
to stem tide of foreign imports.
Executive Board member Leon Schachter, vice president of
the Amalgamated Meat Cutters and Butcher Workmen of
North America.
MTD Supports Northern Tier Pipeline
The Executive Board of the AFL-CIO Mari
time Trades Department threw its unanimous
support behind the proposed all-American
Northern Tier Pipeline.
The line would run from Washington State
to Minnesota through Idaho, North Dakota and
Montana.
The pipeline is necessary to relieve a surplus
of Alaskan oil on the U.S. West Coast. The line
would carry the surplus crude to the oil short
Northern Tier States.
The MTD also expressed their opposition to
an alternate route for the pipeline taking it
mainly through Canada, which would be built
by Canadian workers.
The MTD said that the all-American North20 / LOG / March 1978
MTD Executive Board member Page Groton of the
International Brotherhood of Boilermakers, Iron
Shipbuilders, Blacksmiths, Forgers and Helpers.
Imported toreign workers have cut into job oppor
tunities for U.S. bricklayers as noted by Thomas Richard Daschback, chairman of the Federal
Murphy, president of the International Union of Maritime Commission, was guest speaker at the
Bricklayers and Allied Craftsmen.
Executive Board meeting.
Board Sees Need for Sea-Level Canal
ern Tier line would create significant job op
portunities in the construction of the line as
well as in maintaining the line after it is com
pleted.
The board also pointed out that the Northem Tier line would "generate $23 million in
taxes during construction and $16 million per
year (after completion), all to be realized by
the U.S. and the Northern Tier States."
In addition, the MTD said that the all-Ameri
can line would insure that U.S.-dag tankers
would continue to be used to carry Alaskan oil
under provisions of the Jones Act. The alternate
Canadian route would enable foreign vessels to
enter the trade.
Talking about the special problems in his industry
is Dominic Carnevale of the United Association
of Journeymen and Apprentices of the Plumbing
and Pipefitting Industry of the U.S. and Canada.
From the left are MTD Executive Board members: Robert Cooney, vice president of the Iron Workers; Wayman Stewart,
president of the Florida West Coast MTD Port Council, and Steve Leslie, vice-president of the International Union of
Operating Engineers.
The MTD Executive Board called on Con
gress to conduct a study reviewing the possi
bility of constructing a new sea-level canal
across Panama to accommodate technological
advances in the world shipping industry.
The Board said that there are 1,300 merchant
ships plying the world's seaways too large to use
the present Panama Canal. An additional 1,700
vessels can only use the canal if they are not
fully laden. The sea level canal would have no
locks.
The Board said "there is evidence that the
present Canal will be increasingly incapable of
accommodating the larger ships that will be
built in the future."
In addition, the MTD Board said that "U.S.flag superships, hauling oil or minerals from
Alaska, cannot now pass through the Canal."
The MTD recommended support of the
Senator Mike Gravel (D-Alaska)-Senator War
ren Magnuson (D-Wash.) proposal. This calls
for a review of the Canal Study Commission
(1970) and a review of the potential environ
mental effects of a sea level canal.
The Executive Board said, "national security
considerations, along with modem technologi
cal ship requirements, demand that our nation
fully examine all options available to it con
cerning a isea-level canal."
March 1978 / LOG / 21
�MTD Urges Quick Action to Get LNC Projects Under Way
A hang-up in pricing is preventing the U.S.
from obtaining an important new source of clean
energy. Without this energy source there may be
industrial plant closings in the U.S. and resultant
layoffs of American workers.
The controversy surrounds the importation of
liquid natural gas. These imports are needed since
domestic gas supplies are rapidly being depleted.
Also, gas made from coal will not be developed in
large enough quantities until the late 1980's.
Several Government agencies want LNG im
ports to be priced on an incremental basis. This
means imported LNG would be priced separately
from other U.S. energy supplies, instead of aver
aging out the cost of imported LNG into all the
fuels bought by public utilities.
The MTD Executive Board said that forcing
industry to pay the high incremental cost of im
ported LNG "penalizes industrial users forced to
use imported gas because of the unavailability of
domestic gas supplies."
The MTD also said that incremental pricing
would kill proposed plans for $1 billion worth of
construction of LNG terminals and U.S.-flag LNG
ships. That is because this pricing system would
make the projects economically unfeasable.
The Board said that without these projects, "in
dustries which are dependent upon natural gas to
Shown from the left are MTD Executive Board members Aivin Heaps, president
of the Retail, Wholesale and Department Store Union, and Roger Desjardins,
secretary treasurer of the St. Lawrence and Tributaries Port Council of Quebec.
44 MTD Affiliates
1. American Guild of Variety Artists
2. The Journeymen Barbers, Hairdressers and
Cosmetologists' International Union of
America
3. International Brotherhood of Boilermakers,
Iron Ship Builders, Blacksmiths, Forgers and
Helpers
4. Boot and Shoe Workers' Union
5. International Union of Bricklayers and Allied
Craftsmen
6. United Brotherhood of Carpenters and Join
ers of America
7. United Cement, Lime and Gypsum Workers
International Union
8. Communications Workers of America
9. Distillery, Rectify ing, Wine and Allied Work
ers' International Union of America
10. International Union of Dolls, Toys, Play
things, Novelties and Allied Products of the
United States and Canada, AFL-CIO
11. International Brotherhood of Electrical
Workers
12. International Union of Elevator Constructors
13. International Union of Operating Engineers
14. International Association of Fire Fighters
15. International Brotherhood of Firemen and
Oilers
16. Glass Bottle Blowers' Association of the
United States and Canada
17. American Federation of Grain Millers
18. Graphic Arts International Union
19. Hotel and Restaurant Employees' and Bar
tenders' International Union
22 / LOG / March 1978
make their products, such as ceramics, glassblowing, chemicals, textiles and fertilizers, will face
curtailments resulting in a loss of jobs for workers
in these industries."
In addition, thousands of construction and
shipyard jobs for U.S. workers would be sacrificed
if the proposed LNG projects are not carried out.
The MTD Executive Board urged the Depart
ment of Energy to abandon any plans for an in
cremental pricing system for imported LNG. The
Board also called on the Energy Department to
approve plans for the construction of shoreside
LNG terminals. The Board said that "thousands
of American jobs depend on it."
Participating at recent Executive Board meeting was Richard Livingston, left,
secretary-treasurer of the United Brotherhood of Carpenters and Joiners of
America, and Bernard Puchalski, president of the Greater Chicago and Vicinity
Port Council of the MTD.
20. International Association of Bridge, Struc
tural and Ornamental Iron Workers
21. Laborers' International Union of North
America
22. AFL-CIO Laundry and Dry Cleaning Inter
national Union
23. International Leather Goods, Plastics and
Novelty Workers Union
24. International Association of Machinists and
Aerospace Workers
25. Industrial Union of Marine and Shipbuilding
Workers of America
26. National Marine Engineers' Beneficial Asso
ciation
27. Amalgamated Meat Cutters and Butcher
Workmen of North America
28. Office and Professional Employees Interna
tional Union
29. Oil, Chemical and Atomic Workers Interna
tional Union
30. International Brotherhood of Painters and
Allied Trades
31. United Paperworkers International Union
32. Operative Plasterers' and Cement Masons'
International Association of the United States
and Canada
33. United Association of Journeymen and Ap
prentices of the Plumbing and Pipe Fitting
Industry of the United States and Canada
34. International Brotherhood of Pottery and Al
lied Workers
35. Brotherhood of Railway, Airline and Steam
ship Clerks, Freight Handlers, Express and
Station Employees
36. Retail Clerks International Association
37. Retail, Wholesale and Department Store
Union
38. United Rubber, Cork, Linoleum and Plastic
Workers of America
39. Seafarers International Union of North Amer
ica
40. Sheet Metal Workers International Associa
tion
41. American Federation of State, County and
Municipal Employees
42. United Telegraph Workers
43. United Textile Workers of America
44. International Chemical Workers Union
�ELIZABETHPORT (Sea-Land Ser
vice), January 29—Chairman, Recer
tified Bosun J. Gorman; Secretary R.
De Boissiere; Educational Director W.
Brack; Engine Delegate J. A. Dobloug;
Steward Delegate F. Motus. Some dis
puted OT in deck department. A vote
of thanks was extended to all delegates
and the steward department for a job
well done. Report to the Log: "Vote of
thanks to Capt. Kuhn, officers and
mates for a smooth trip." A farewell to
the 55 E/Zzflbet/ipor/—Sea-Land voy
age #157; to be changed with a new
stem and named the Sea-Land Leader,
Diesel Engine—Kobe, Japan—Feb. 8,
1978." Next port Kobe, Japan.
COASTAL CALIFORNIA (T. M.
McOuilling), January 25—Chairman,
Recertified Bosun Fred A. Olson; Sec
retary Jimmie Bartlett; Educational
Director Bobby J. Edwards; Steward
Delegate George M. Bronson. $38.25
in ship's fund. No disputed OT. The
ship's chairman informed the crew that
after January 3, 1978 no member will
be able to register without a passport.
This was published for all to read in
the last issue of the Log. Observed one
minute of silence in memory of our de
parted brothers. Next port, MossLanding.
DEL RIO (Delta Steamship), Januaiy 8—Chairman, Recertified Bosun
John Hazel; Secretary Lanier; Educa
tional Director Villagran; Deck Dele
gate Michael Curry; Engine Delegate
Keith Swille; Steward Delegate Mau
rice Formonte. Some disputed OT in
deck deparment. Report to Log: "A
burial was held and Brother John McKenna's ashes were scattered as per
his request on Jan. 5, 1978, 55 miles
west of Martinique in the Caribbean."
Observed one minute of silence in
memory of our departed brothers.
Next port, Recife.
WALTER RICE (Reynolds Metal),
January 2 — Chairman, Recertified
Bosun W. Jefferson; Secretary W. Benish; Educational Director F. Homer;
Steward Delegate Ferdinand Bernard.
$174.44 in ship's fund. Some disputed
OT in deck and engine department.
The following features from the Log
were posted: the need for passports
when registering, public health pro
cedures, and Piney Point upgrading
dates. The crew would like some up
dated literature on retirement and wel
fare benefits. Next port, Longview.
JACKSONVILLE (Sea-Land Ser
vice), January 8--Chairman, Recerti
fied Bosun S. Stockmarr; Secretary H.
Alexander; Educational Director Ellis.
No disputed OT. Chairman reported
that there will be information about
raises in an upcoming issue of the
Log. Educational Director is going to
try and get some books from the Sea
men's Center. Requested that everyone
bring books and magazines back to the
library when you are finished with
them. Chairman thanked the steward
department for wonderful meals and
the electrician for fixing cluster lights
on the gangway.
MOUNT WASHINGTON (Victory
Carriers), January 16—Chairman, Re
certified Bosim R. D. Schwarz; Secre
tary F. Fraone; Educational Director
Don D. White; Steward Delegate C.
Miles. No disputed OT. Chairman held
a discussion on Frank Drozak's report
on conventions; on C classified men,
and 2% raise. Suggested that all mem
bers read the Log and ask questions
at the next meeting. Observed one
minute of silence in memory of our de
parted brothers.
OGDEN WILLAMETTE (Ogden
Marine), January 1—Chairman, Re
certified Bosun Ray Broadus; Secre
tary E. Kelly; Educational Director
J. L. Neel; Deck Delegate M. Delacerda; Engine Delegate R. Couch;
Steward Delegate C. Kreiss. No dis
puted OT. Chairman suggested that all
crewmembers should read Frank Dro
zak's column in the Log. Also dis
cussed the importance of donating to
SPAD. Steward told about a brother
that went to the Alcoholic Center at
Piney Point and was cured.
MASSACHUSETTS (Interocean
Mgt.), January 1—Chairman, Recerti
fied Bosun H. O. Leake; Secretary A.
Hassan; Educational Director James
Chianese. Some disputed OT in deck
and steward department. Chairman re
ported that the Logs were received
and passed out to the crewmembers.
Held a discussion on the articles in the
Log and the importance of donating to
SPAD.. He also advised all members
that the School at Piney Point is avail
able for all to upgrade themselves. Ob
served one minute of silence in mem
ory of our departed brothers. Next
port, San Sebastian.
TAMARA GUILDEN (Transport
Commercial), January 8—Chairman,
Recertified Bosun Peter Loik; Secre
tary N. Hatgimisios; Educational Di
rector Robert Henley; Deck Delegate
Edward Dresz; Engine Delegate Wil
liam Slay ton; Steward Delegate Pat
rick Devine. Some disputed OT in
engine department. Received a wire
from Paul Hall in New York about the
2% increase in wages, O.T. and vaca
tion. A vote of thanks to the steward
department for the wonderful Christ
mas dinner and also for showing the
movies. The gifts the steward got for
the men from the Seamans Church In
stitute were also appreciated. Steward
gave a vote of thanks to the crew for
helping to keep the messhall and pan
try clean. Next port, Philadelphia.
MONTPELIER VICTORY (Victory
Carriers), January 29—Chairman, Re
certified Bosun Alfonso Armada; Sec
retary J. W. Givens; Deck Delegate
Steven Damaue; Engine Delegate Al
bert Singleton; Steward Delegate B.
Kazameski. No disputed OT. $4.92 in
ship's fund. Suggested that non-skid
pads be put on gangway to avoid acci
dents. A vote of thanks to the steward
department.
SEA-LAND FINANCE (Sea-Land
Service), January 8—Chairman, Re
certified Bosun J. Pulliam; Deck Dele
gate J. Long; Engine Delegate J. Fair;
Steward Delegate M. Knuckles. Power
Pac forward is still a problem. To get
jitney service in ports where they don't
have it. Put platforms on docks for
lowering gangway in Seattle, Long
Beach, Kobe, and Hong Kong. This is
a safety factor. Report to Log: "Ship
will soon be going in shipyard. Would
it be possible to put more outlets at
#2 hatch and remove the power pac?
Mooring winches would be helpful
forward and aft."
MARYLAND (Interocean Mgt.),
January 8 — Chairman, Recertified
Bosun A. Schwartz; Secretary D. R.
Fletcher. $15.50 in ship's fund. No dis
puted OT. A letter was drafted and
sent to Headquarters concerning mail
delivery and transportation for those
who need medical attention. Report to
Log: "While anchored here in the Gulf
the crew is getting some good fishing
done and everything is running
smooth."
DELTA MAR (Delta Steamship),
January 15 — Chairman, Recertified
Bosun William M. Parker; Secretary
Mike Dunn; Educational Director
Eddy Synam. Some disputed OT in
deck department. Chairman gave a
vote of thanks to the steward depart
ment for a great Christmas and New
Year's dinner. A wreath of flowers was
sent to a Brother member's sister. Re
minded the crew of Joe Fiesel's death
by falling from the stack into the Mis
sissippi River. No word has been re
ceived as yet as to whether or not they
found the body. A discussion was held
on getting some kind of books or mag
azines on board. Next port. New
Orleans.
Official ship's minutes were also received from the following vessels:
SEA-LAND COMMERCE
OVERSEAS ALASKA
FLOR
OVERSEAS ARCTIC
ANCHORAGE
SEA-LAND TRADE
OVERSEAS NEW YORK
POTOMAC
OGDEN WABASH
PORTLAND
MONTICELLO VfCTORY
MARY
INGER
GUAYAMA
DELTA SUD
•xi
t;.
ALLEGIANCE
SUGAR ISLANDER
YELLOWSTONE
OAKLAND
RAPHAEL SEMMES
ACHILLES
BALTIMORE
MOUNT VERNON VICTORY
BANNER
THOMAS NELSON
WESTWARD VENTURE
ZAPATA RANGER
SEA-LAND RESOURCE
PORT
COLUMBIA
JOHN B. WATERMAN
BOSTON
SEA-LAND GALLOWAY
OVERSEAS NEW YORK
SEA-LAND EXCHANGE
AQUILA
BRADFORD ISLAND
OGDEN CHAMPION
DELTA URUGUAY
JOHN PENN
JOSEPH HEWES
CONNECTICUT
SEA-LAND PRODUCER
SEA-LAND VENTURE
JEFF DAVIS
OVERSEAS ALICE
ZAPATA ROVER
ALEUTIAN DEVELOPER
COVE TRADER (Cove Shipping),
January 22 — Chairman, Recertified
Bosun R. A. Sipsey; Secretary M. Deloatch; Educational Director A. P.
Clark; Deck Delegate Mark S. Patter
son; Engine Delegate Mark Given;
Steward Delegate Rene Hidalgo. No
disputed OT. The crew gave the stew
ard department a vote of thanks for a
job well done and for very good food
and service. Next port, Texas City.
SEA-LAND ECONOMY (Sea-Land
Service), January 15—Chairman, Re
certified Bosun A. McGinnis; Secre
tary L. Nicholas; Educational Director
L. A. Acosta; Deck Delegate B. Jarratt; Engine Delegate R. Cleouis;
Steward Delegate S. Morris. $124 in
movie fund. No disputed OT. Chair
man reminded everyone of the oppor
tunity to train for LNG ships at Piney
Point. Also the importance of donating
to SPAD. Chairman called for safety
suggestions and the repair list. At all
times there will be two men working
on reefer boxes and two when plugging
in or unplugging. This motion was
submitted as a safety measure, as it has
been brought to the attention of the
safety meetings before. Report to the
Log: "We are still having the problem
with mail service of which we asked
the Vice President to look into." Next
port. Port Everglades.
BORINQUEN (Puerto Rico Marine
Mgt.), January 8—Chairman, Recerti
fied Bosun D. Mendoza; Secretary H.
Galicki; Educational Director J. B.
Callaghan; Deck Delegate O. V. Ortiz;
Engine Delegate H. J. Toro, Jr.; Stew
ard Delegate P. Warhola. $7 in ship's
fund. Some disputed OT in steward
department. Chairman would like to
thank all the brothers who donated to
departed brother Frank Sarmento's
daughter's fund. Next port, San Juan.
FORT HOSKINS (Interocean Mgt.),
January 20 — Chairman, Recertified
Bosun W. Baker; Secretary F. Nigro;
Educational Director C. Landa; Stew
ard Delegate James J. O'Hara. $10.18
in ship's fund. No disputed OT. The
new bosun came on in Lake Charles
and started working on the repair list
and is finally doing some much needed
repairs. Bosun also informed the mem
bership to read the Log and to be in
formed as to what the Union is doing
for its members. Also discussed the
importance of donating to SPAD. A
vote of thanks to the steward depart
ment. Next port, Philadelphia.
SEA-LAND MARKET (Sea-Land
Service), January 5—Chairman, Re
certified Bosun D. Rood; Secretary R.
Hutchins; Deck Delegate Frank
Fromm; Engine Delegate E. Liwag;
Steward Delegate F. Bradley. No dis
puted OT. A vote of thanks was
offered to the steward department for a
beautiful meal for the holiday and a
vote of thanks to all department dele
gates for making this a smooth voy
age. Observed one minute of silence in
memory of our departed brothers.
Next port, Portsmouth.
March 1978 / LOG / 23
�Houston Monthly Membership Meeting
•
SlU Rep. H. Salazar, standing left, assists members at the counter in the Houston Union Hall before February membership meeting. The center photo was taken at
the monthly membership meeting. It shows: Gene Taylor (seated left), SlU rep.; Port Arthur Port Agent Don Anderson (center), reading the minutes, and Houston
Port Agent Joe Sacco. The right-hand photo shows pensioner Vasser Szymanski (I.), who recently received an Early Normal Pension supplement check, talking
things over with Gene Taylor after the meeting.
MEMBERSHIP MEETINGS'
SCHEDULE
Date
Port
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Algonac
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
SlU members attending the Houston A&G membership meeting on Feb. 14,
1978 listen as Don Anderson, Port Arthur port agent, reads the reports.
r
Seventy-one cents of every dollar spent in shipping on American-flag vessels
remains in this country, making a very substantial contribution to the national
balance of payments and to the nation's economy.
Use U.S.-flag ships. It's good for the American maritime industry, the Ameri
can shipper, and America.
UFW Ends Nationwide Boycotts
The eight year, nationwide boycott
of table grapes, lettuce, and Gallo
wines is over. The boycott was officially
ended last month by the executive board
of the United Farm Workers Union,
AFL-CIO. The UFW plans to focus
their energies now on negotiating new
contracts and servicing those in hand.
In 1975 California passed the Agri
cultural Labor R.elations Act guaran
teeing farmworkers secret ballot, union
representation elections.
Since then the UFW has negotiated
about 100 contracts covering 30,000
farm workers. The union says the
"Don't Buy" actions were crucial to the
24 / LOG / March 1978
bill's passage.
Though the ALRA is not a smoothrunning piece of legislation—delays
between representation elections and
contract signings average 16 months—
passage of the law was an advance in
the farm workers organizing struggle.
The history of the boycotts goes back
to the early 1970's. The grape and
Gallo boycotts were launched in 1973
when California growers opted for con
tracts with Teamsters rather than, the
farmworkers. The lettuce boycott, be
gun in 1970, grew out of a court injunc
tion barring a strike by farmworkers
against Salinas lettuce growers.
I
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I
I
I
I
I
I
I
I
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I
I
I
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I
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I
L
Apr. 3
Apr. 4
Apr. 5
Apr. 6
Apr. 6
Apr. 7
Apr. 10
Apr. 11
Apr. 12
Apr. 13
Apr. 17
Apr. 21
Apr. 8
Apr. 6
Apr. 15
Apr. 11
Apr. 11
Apr. 12
Apr. 14
Apr. 13
Deep Sea
Lakes, Inland Waters
2:30 p.m.
2:30p.m
2:30 p.m
9:30 a.m
2:00 p.m
2:30 p.m
2:30p.m.
2:30 p.rii
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
10:30 a.m
2:30 p.m
—
—
2:30 p.m
—
2:30 p.m
—
UIW
7:00 p.m.
••••• 7:00 p.m.
7:00 p.m.
7:00 p.m.
—
—
7:00p.m. • r.':
7:00 p.m.
—
—
— .— '
—
- —
1:00 p.m.
—
—
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I
Do You Hove One of These?
I
I
I
The Seafarers Appeals Board ruled I
in November that effective Jan. 3, I
1978 "a requirement for shipping is I
that all seamen must possess a valid I
PASSPORT
up-to-date passport."
I
The action comes out of the fact I
that many foreign nations are crack I
ing down on immigration regulations
I
requiring that all people coming into
their countries must have passports. I
The SAB, then, took this action to I
insure that when there are flyout jobs, I
those who throw in for the jobs will I
UNITED STAtES^
be fully prepared to take them.
I
OF
'
This
ruling
will
enable
the
Union
I
AMERICA
to continue to meet our manpower I
commitments to our contracted com I
panies.
I
I
BICENTENNIAL 1778-1976
•
�Worldwide Training Standards for Seamen to Be Set
Worldwide training standards for mitted to the June conference were
merchant seamen will be set at an in finalized, was held in London last fall.
ternational conference to be held in It was attended by representatives from
London this June.
21 IMCO member nations and nine in
The SIU has played an active part in dependent agencies that have maritime
compiling the proposed standards for interests.
SIU Had Role
this important conference. They are de
signed to improve maritime safety and
The SIU had a direct role in this
will eventually become part of U.S. law
final session and in past STW meetings.
and international treaty.
It has this role through United States'
The conference will be held by the membership in IMCO and through as
Intergovernmental Consultative Organ sociation with one of the agencies, the
ization (IMCO), which is part of the International Transport Workers Fed
United Nations. The purpose of the eration. Earl Shepherd, SIU vice-pres
conference is to establish standards of ident, and Robert Kalmus, director of
training and watchkeeping for merchant vocational education at the Harry
seamen. Once accepted, they will be Lundeberg School, were at the London
come a binding treaty on the nations meeting. They helped prepare some of
that belong to IMCO.
the documents that will be submitted to
The groundwork for the conference the conference.
has been laid in a number of meetings
The proposed standards of training
over the years held by IMCO's Sub and watchkeeping cover qualifications
committee on Standards of Training for the officers and crews of most com
and Watchkeeping (STW). The latest mercial vessels, except those that oper
meeting, where all documents to be sub ate totally on inland waterways.
The watchstanding training qualifica
tions apply to personnel standing an
engine room or navigational watch. Like
all of the proposed standards, they stress
safety and preparation for emergencies.
For example, watchstanders must have
training in firefighting, first aid, and
safety. These are presently included in
the Lundeberg School courses for
watchstanding ratings.
Throughout the years of preparation
for the upcoming conference, the U.S.
has consistently worked for standards
that are at least as high as those cur
rently required of American merchant
seamen. For example, the proposed in
ternational standards for engine room
ratings will be close to U.S. standards
for the FOWT endorsement.
The SIU's involvement has also been
geared toward improving the training
and skills of all merchant seamen and
the Union will continue to pursue this
goal at the conference in June.
Transport Safety Unit Urges
Global Hazardous Materials List
The National Transportation Safety
Board has come up with a way to cut
through the many layers of regulations
that govern the transportation of haz
ardous materials in international trade.
The regulations are designed to in
sure the safe carriage of these mate
rials. But because they are set by many
different countries and international
organizations, the regulations are often
confusing to the shippers and carriers
who must comply with them. Most im
portant, the confusion is dangerous be
cause it can lead to violations of the
safety regulations, NTSB stated.
The problem concerns the various
names, reference numbers, and codes
used to identify the different hazardous
materials. These are increasingly im
portant because of computerization.
The U.S. Department of Transporta
tion (DOT), which regulates the car
riage of hazardous materials for all
modes of transportation including U.S.flag ships, uses one set of identification
codes. International organizations,
such as the Intergovernmental Mari
time Consultative Organization
(IMCO), which regulates ocean trans
portation, has another.
ment agency that investigates accidents
and promotes safety in all modes of
transportation under U.S. jurisdiction.
It makes recommendations to other
Government agencies, such as DOT
and the Coast Guard, which are di
rectly responsible for insuring safe
transportation.
Membership in organizations like the International Transport Workers Federa
tion gives the SIU a voice in setting worldwide maritime safety standards. The
ITF has been an active participant in planning the international conference on
those standards which will be held this June. Shown at an ITF meeting in
Dublin, Ire. are (I. to r.): SIU Vice-President Earl Shepherd; Bert Lanpher of
the SlUNA-affiliated Staff Officers Association; Ed Turner, president of the
SlUNA-affiliated Marine Cooks and Stewards Union, and John Fay, SIU port
agent in Philadelphia.
Upgrading pays off
when it's time to pay off.
These courses starting at HLS in May:
Able Seaman—May 1
Lifeboat—May 11, May 25
LNG—May 1, May 29
Pilot—May 15
Possible "catastrophic results"
m
a
1
•Mi
NTSB pointed out that "this ... in
creases the likelihood of misinterpreta
tion and violations by shippers and
carriers. These violations, even unin
tentional, could have catastrophic re
sults."
To insure the safer shipment of haz
ardous materials under U.S. jurisdic
tion, the NTSB recommended last
month that DOT publish a complete
hazardous materials list that crossreferences its code numbers with those
of international regulations.
The list would be arranged for con
venient use and would provide valuable
safety benefits, such as fewer incor
rectly described shipments. It would
also aid in checking shipments for com
pliance when they are turned over to
carriers. Once established, the list could
serve other purposes. NTSB suggested
that it could tie in with the official in
formation systems used for worker
safety, environmental protection and
customs.
NTSB is an independent Govern
QMED—May 29
Tankerman—May 11, May 25
Chief Steward—May 1, May 29
(only 1 student per class)
Chief Cook—May 1, May 13, May 29
(only 2 students per class)
Cook/Baker—May 1, May 13, May 29
(only 2 students per class)
Maintenance of Shipboard Refrigeration Systems
—June 2
To enroll see your SIU representative
More Money • A Better Job • More Job Security
March 1978 / LOG / 25
�51
Offshore Group Discusses East Coast Organizing
The recent ruling by the U.S. Su
preme Court giving a green light to off
shore oil drilling on the Atlantic Coast
prompted a meeting by the General
Presidents Offshore Committee. The
GPOC is a group of nine international
unions, including the SIUNA, working
to get American union crews on off
shore oil rigs.
The meeting was held early in March
in Providence, R.I. to discuss the mem
ber unions' organizing efforts on the
East Coast. SIUNA Vice President
Frank Drozak represented the Sea
farers.
The Court's ruling makes it likely
that as many as 10 drilling rigs could
commence work off the coast of New
Jersey in the next few months.
The East Coast coordinator of the
GPOC is currently holding meetings
with Atlantic Coast companies involved
in offshore construction work. Three
different contracts covering the build
ing, running, and maintenance of the
The Petrel's 'A Fine Boat'
"She's a fine-running workboat,"
the top-to-bottom SIU crew of the
Petrel agreed about the latest addi
tion to Allied Towing's fleet in Nor
folk, Va.
The Petrel, a new 1,800 hp. tug
boat, recently came out of the
Modem Marine Power Shipyard in
Houma, La. She is presently hauling
petroleum between Norfolk and Bal
timore on the Chesapeake Bay, but
will eventually work up and down the
coast.
She's named not for her petroleum
cargo, but after a sea-going bird, like
most of Allied's 20-boat inland and
ocean-going fleet. Petrels are small,
but strong birds that can skim close
to the surface of the ocean for long
periods of time without landing. The
tng Petrel promises to be an aptly
named addition to Allied's rapidly
growing ocean-going division.
rigs have been drawn up by the Com
mittee and are available for the com
panies to sign. The contracts include
an offshore agreement, an onshore fab
rication agreement, and a maintenance
agreement.
Though there have been indications
by the industry that it hopes to bring
workers from other parts of the country
to construct and man the East Coast
rigs, the GPOC is working to counter
that. The Committee wants to make
sure the offshore industry on the East
Coast will provide jobs for East Coast
workers.
An earlier meeting by the Commit
tee, held in Miami, Fla. on Feb. 15,
focused more on the West Coast indus
try. The meeting yielded a signed agree
ment between the GPOC and Alaska
Contractors, Inc. This company was
awarded a contract to construct an oil
platform off the West Coast. The agree
ment Alaska Contractors signed with
the GPOC makes sure the platform will
be manned by union workers.
The Committee also signed a measure
which said that all maintenance work
on oil platforms will be done by mem
bers of the nine affiliated unions. This
agreement, which still needs to be
signed by contractors, provides jobs
during the life of the rig which can be
20 years or longer.
Maintenance crews on oil rigs are
basically the same as shore gangs on
docked vessels, except a maintenance
crew has to be on the Ag seven days
a week, 24 hours a day.
The Committee also reiterated their
intention of working to convince the
Senate to accept the House version of
the pending bill on the Outer Continen
tal Shelf. The House bill contains a
man-American clause which the Senate
bill does not have.
The GPOC was formed a year-anda-half ago for the purpose of working
to unionize and protect the jobs of
American workers on offshore plat
forms on both Coasts and in Alaska.
The nine international member
unions of the GPOC are; Seafarers
International Union of North America;
International Brotherhood of Electrical
Workers; United Brotherhood of Car
penters and Joiners of America; Inter
national Union of Operating Engineers;
International Brotherhood of Painters
and Allied Trades; United Association
of Journey men and Apprentices of the
Plumbing and Pipe Fitting Industry of
the U.S. and Canada; International As
sociation of Bridge,' Structural and Or
namental Iron Workers; International
Brotherhood of Boilermakers, Iron
Shipbuilders, Blacksmiths, Forgers and
Helpers, and the International Associ
ation of Heat and Frost Insulators and
A.sbestos Workers.
Unemployment
Rate
Falls
Continued from Page 2
The crew on the new tug Petrel are (I. to r.): Doyle Nixon, chief engineer;
Clarence Hollowell, mate; Henry Griggs, cook; Ray Tolan, deckhand, and
Earl Nixon, captain.
I
Texos Convenfion to Paul Drozak
Continued from Page 3
AFL-CIO held their Convention. And
out of love and respect for Paul Drozak,
they dedicated their Convention to his
memory.
Following is the tribute paid to Paul
Drozak dunng the opening .session of
the Texas Convention:
In Memoriam
PAUL DROZAK
Texas working people assembled this
thirteenth day of March, 1978, to make
vital decisions concerning our future.
But they unite this time with heavy
hearts. They have lost one of their great
friends and brothers—Paul Drozak.
WHEREAS Paul Drozak dedicated
each day of his life to promoting the
welfare of mankind and in so doing be
came one of Texas Labor's great hu
manitarians; and
WHEREAS Paul Drozak lived for a
cause that needs assistance, for the
future in the distance, and the good he
could do; and
WHEREAS Paul Drozak also believed
that the crest and crowning of all good,
life's final star, is brotherhood; and
WHEREAS Paul Drozak was known
by thousands for his kindness and al
ways wanted to "pass it on;" and
26 / LOG / March 1978
while their rate skidded to 11.2 percent
from 13.2 percent.
However, AFL-CIO president George
Meany declared that "in some geo
graphical areas and among some
groups, particularly blacks and teen
agers, the level of unemployment is still
disastrous. That's why programs tar
geted to meet these problems are es
sential."
He added thai the February decline
and the steady drop in unemployment
across the U.S. in the past year demon
strates the effectiveness of economic
stimulus programs.
The decline, Meany said, was a direct
result of increases in public works pro
grams started last spring.
"However, these programs are now
winding down," he noted. "Therefore,
additional economic stimulus programs
(like the Humphrey-Hawkins Full Em
ployment Bill) must be enacted to con
tinue the direct attack on unemploy
ment."
|
WHEREAS Paul Drozak is remem
bered by the passage "Have you had a
kindness shown? Pass it on; 'twas not
given for thee alone, pass it on; let it
travel down the years, let it wipe an
other's tears, 'til in heaven the deed
appears—pass it on;" and
WHEREAS Paul Drozak made untold
contributions to the Texas Labor move
ment as a vice president of the Texas
AFL-CIO and in a driving, productive
role of leadership in the Seafarers In
ternational Union; and
WHEREAS Paul Drozak was widely
known in his community, county and
state through his tireless efforts of de
votion to the progress of the Port of
Houston Commission, the West Gulf
Ports Council of the Maritime Trades
Council and the Inland Boatmen's
Union; and
WHEREAS Paul Drozak's warmth and
goodness made him a great family man
and an outstanding labor leader whose
attributes are indelibly printed in the
minds and hearts of union members all
across this great state;
THEREFORE BE IT RESOLVED that
this body of delegates in session for the
1978 Texas AFL-CIO COPE Conven
tion proudly and respectfully dedicate
this convention in memoriam to Paul
Drozak.
and
The Transportation institute's Towboat Operator Schol
arship Program provides you with everything you need
to earn your license—a special tuition-free program at
HLS, room, board and books free, and a weekly stipend
to help cover your expenses while you're away from
home.
APPLY
TODAY
SEE YOUR SIU
REPRESENTATIVE
�New Rule Also Gives Vh Service Days for 12 Hours Worked
CG CutsWorking Time for Towboat Operator License
A recent Coast Guard ruling has
made it possible to cut by a third the
amount of working time necessary for a
Boatman to get a towboat operator's
license. The Coast Guard's reduced ser
vice requirements appl5' to all inland
classifications for those Boatmen who
have been both entry trainees at the
SIU's HarryTLundeberg School in Piney
Point, Md., and have completed the up
grading courses in their classification.
The minimum service requirement
for towboat operators is 18 months. If
a Boatman has gone through the HLS
inland trainee program and then re
turns to Piney Point under the newlyinaugurated three-month towboat op
erator scholarship, he will have earned
six months towards that requirement.
Another plus for towboat operators,
according to HLS Vocational Director
Bob Kalmus, is the ruling granting towboat operators 1 Vz days of service for
every 12-hour day they work. Let's
take the example of an upgrader who's
gotten a six month service credit for
the HLS courses he's gone through. He
needs another 12 months' time to qual
ify for his operators license. He can cut
that to eight months if he works a nor
mal 12 hour day.
Need Two Parts
The Coast Guard service require
ment rulings, which are a real boon
for upgraders, do have one catch. A
Boatman must have been an HLS in
land trainee to qualify for the service
credit. Also, he must successfully com
plete the upgrader course to have the
credit applied.
course. TOTAL: Four month service
course.
Mate or Master of Uninspected Ves
sel—2'4 months for upgrading course
plus three months for trainee course—
TOTAL: Five and a quarter months
service credit.
Assistant or Chief Engineer—XVz
months for upgrading course plus three
months for trainee course. TOTAL:
Four and one half months service credit.
First Class Pilot—1% months for
upgrading course plus three months for
trainee course-—TOTAL: Four and
three quarter months service credit.
Towboat Operator—1 Vi months for
upgrading course (OR THREE
MONTHS FOR SCHOLARSHIP UP
GRADING COURSE) plus three
months for trainee course—TOTAL:
Four and a half or six months service
credit.
INLAND
In other words, any inland entry
trainee is eligible for a three-month ser
vice credit. He will receive this three
month credit—and a three month credit
for the Upgrading Towboat Operator
Course, only when he completes that
course. The Boatman will then have a
six month service credit.
Service credits also apply to other in
land ratings with the same stipulations
—no credit for upgrading courses with
out first having gone through the trainee
program.
Trainees are eligible for service
credit according to the following:
AB—one month credit for upgrading
course plus three months for trainee
iiiiiiiiiiiimiiuiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiinuiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiNiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii
LNG
21 in Lifeboat at
Sea Off Sunk Ship
On her maiden voyage to pick up
her first gas cargo for Osaka, Japan,
the SlU-contracted LNG Aries
(Energy Transportation) plucked 21
Recertified Bosun Roy Theiss of the
LNG Aries at Bontang.
crew survivors from a lifeboat on the
high seas. The men had abandoned
their leaking Panamanian ship which
later sank.
It all began on-Feb. 6 as the Aries
was transiting the Makassar Strait
between the Indonesian islands of
Borneo and Celebes enroute to take
on cargo in the port of Bontang.
Then shortly after noon, the LNG
Aries radio emergency alarm was
activated by an SOS signal. Her radio
officer immediately established con
tact with the vessel in distress, iden
tified as the SS King Dragon L She
was bound for Hong Kong with a
cargo of logs from Bandjarmasin,
Borneo.
When the LNG Aries' sparks asked
the stricken ship's captain if help
was needed he replied "Yes." He said
the King Dragon wa.s leaking badly
and in immediate danger of sinking.
The LNG Aries radio operator tried
to keep in contact with the sinking
ship, but right away the communi
cations link was lost. Later it was
learned that the crew had abandoned
ship.
However, at 3:15 p.m. the LNG
Aries sighted the King Dragon about
seven miles away. She was listing
very badly to port and down by the
stern. Fifteen minutes later the Aries
crew saw the sinking ship roll over
to port and sink by the stern, her
. rt.'.J.'-
I*-.-.;
bow rising out of the water before
plunging under.
Just about then a lifeboat was
sighted. So the Aries maneuvered
alongside the lifeboat taking 21 sur
vivors aboard. Checking to see if no
crewmembers were missing from the
Panamanian vessel, the LNG Aries
resumed course to Bontang.
•
•
•'
T
-S'Ji
Here's the surviving crew of the ill-fated SS King Dragon I in their lifeboat
headed for the safety of the LNG Aries.
A MESSAGE FROM YOUR UNION
/VARCOT/CS
HAVB AfO
PLACE
/N
A
P/eOP£'^f/ONAL
$£AMAN'S
CARBEP
... AND voa
LOSJS vaup
PAPB/^ ^
POR
/
March 1978 / LOG / 27
�Mary Committee
f jBrotherhood m Actk>r»
?l
'
'
.. for SIU members with an alcohol problem
This month, Seafarer Lee Buchan
will celebrate two years of sobriety.
Brother Buchan's friends call him
"Buck", and he now works as the cook
at the Searfarers Alcoholic Rehabilita
tion Center.
Seafarer Buchan joined the SIU in
1973 and worked in the steward de
partment on the Great Lakes. "There
was always liquor in my life. I traveled
around the world but never saw any of
the sights, just the bars."
He found out about the rehab pro
gram at the Center through the Log.
"When I first came to the Center for
help, I felt like an abandoned child," he
said, "that was two years ago." Now
Brother Buchan helps his brothers who
have alcoholism.
He spoke of his role at the ARC,
"It's hard for those guys to grasp where
we are coming from. They have to be
lieve that we are trying to help them."
Brother Buchan said, "We have con
tracted the disease of alcoholism and
we have to accept the fact that we are
alcoholics. Not just say so, but realize
that it is true. This takes courage."
After receiving help at the ARC,
Brother Buchan has started a new life
for himself and his family. Because of
his own experiences with alcoholism
Norfolk Opens
Detox Facilities
Another U.S. Public Health
Service hospital is now working
together with the Seafarers Alco
holic Rehabilitation Center in
Piney Point, Md. to help alcoholic
Boatmen and Seafarers.
The Norfolk USPHS hospital
opened a detoxification facility in
January where alcoholics can go
before starting the six week re
covery program at the ARC. The
ARC program offers complete
counseling services, but does not
provide any medical treatment for
alcoholics. Detoxification is often
a necessary step before counseling
can begin. Previously, the only
available facility in the Eastern
half of the country was the Balti
more USPHS hospital.
ARC Director Bill Hibbert had
met with representatives of the
Norfolk Hospital to advise them of
the need for a detox facility there.
One already operates out of the
San Francisco USPHS hospital
and another is being set up at the
Staten Island USPHS hospital.
Eventually all eight public health
hospitals in the country should
provide this service, thanks to
ARC efforts.
The ARC program is one of the
benefits available under the Sea
farers Welfare Plan.
Alcoholism i
disease.
It can be treated
28 / LOG / March 1978
and recovery, he really understands the
feelings of his brothers at the ARC. He
said that "it is necessary for us as al
coholics, to change our life style. We
need to stay away from the gin mills
and learn some kind of craft that will
keep our minds and our hands busy
when we aren't working.
"We have all gotten here the same
way and alcohol has taken us there. We
have a disease. We have to be honest
with ourselves and help ourselves,"
Buchan stated.
Through his own courage and with
the help of the ARC, Brother Buchan
has improved his life. He said, "I now
have a steady job helping my brothers.
I have plans of buying a farm. Before I
couldn't take care of anything and I
always had a hangover from drinking.
I now live comfortably without the ef
fects of alcohol."
On Mar. 2 the SS Mary (Asbury Steamship) paid off at Pier 12, Brooklyn N.Y.
The Ship's Committee posed for this photo. They are: (sitting I. to r.): Deck
Delegate E. Luzier; Steward Delegate Tom Baker, and Recertified Bosun
Lonnie Cole ship's chairman. Standing is Deck Engineer Tom Conway, educa
tional director.
Dispatchers Report for
*TOTAL REGISTERED
All Groups
Class A Class B Class C
FEB. 1-28. 1978
0
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis
Piney Point
Paducah
Totals
; i. . .
0
0
0
2
4
2
2
0
0
0
1
3
5
0
5
0
6
0
0
0
3
0
1
1
2
1
0
0
0
0
10
3
0
16
0
4
41
0
0
0
1
0
2
1
6
9
0
0
0
5
8
12
0
• 7
0
38
89
Port
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
0
0
0
0
0
1
11
1
2
0
0
0
0
4
2
0
1
0
3
25
0
0
0
3
0
0
1
1
1
0
0
0
0
12
3
0
10
0
3
34
0
0
0
. 1
0
0
0
5
8
0
0
0
0
11
3
0
0
0
18
46
0
0
0
1
0
1
7
3
2
0
0
0
1
3
11
39
9
0
11
88
0
0
0
1
0
1
3
2
0
0
0
0
0
2
1
3
19
0
2
34
0
0
0
1
0
2
1
8
1
0
0
0
16
3
37
2
12
0
61
144
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
0
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
2
4
0
0
0
0
0
0
0
2
0
0
0
0
2
0
2
0
3
0
11
20
93
39
165
ENGINE DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Alqonac
St. Louis
Piney Point
Paducah
Totals
0
0
0
0
0
0
1
0
0
0
0
0
0
1
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
1
1
0
0
0
1
0
1
0
0
0
0
4
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Port Arthur
Algonac
St. Louis .
Piney Point
Paducah
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
-
J Inland Waters
V„.
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
1
0
0
0
0
0
0
3
STEWARD DEPARTMENT
.
-
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
1
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
0
0
0
0
0
0
2
0
0
0
0
0
1
2
0
2
0
6
13
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
1
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
2
4
Totals All Departments
35
43
106
29
34
53
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of las! month.
%
�"This is just too good a chance to pass up
The towing Industry needs li
censed Boatmen to work in the
wheelhouse. A qualified Towboat
Operator can count on job security
and excellent pay.
To help talented Boatmen earn
this license, the Transportation In
stitute established a scholarship
fund. The fund provides room,
"It's good to be involved with
the towing industry, it's a
growing industry, and I'm go
ing to grow along with it."
John Norris, National Marine
board, books, tuition and a weekly
allowance during a three month
course at the Lundeberg School.
The first Boatmen to receive Tl
scholarships are now going to
school at HLS. The 23 men come
from all over the United States.
They represent 15 companies. The
oldest student is 55. The youngest
is 20. Some have been to HLS be
fore and some have not.
All of these Boatmen have two
things in common—they are getting
ahead and moving up in their in
dustry, and they are outstanding
workers who will have very valuable
skills when they complete their spe
cial course.
All of the scholarship winners
are ambitious men—several of them
said they had hoped to be able to
upgrade at HLS someday. But the
scholarship program made this
hope a reality. As Don Braddy of
lOT said, "The money is a God
send!" Monte Cross from Caribe
added, "The money really helps!"
Alex Sweeney of Hannah Inland
Waterways summed up the group's
feelings when he said, "This pro
gram gives us guys a chance to get
our licenses that we wouldn't have
had otherwise."
Each of the Boatmen had high
praise for the course HLS has pre
pared for them. Luis Garcia of
Caribe said, "It's the best! It's the
greatest! And this school is a fine
school!" John Norris from National
Marine added, "The teachers are
real good. They stay with you—help
you learn.". "The Captains of the
HLS pushboat, Erwin Gros and
Jack Miller, are just dynamite!"
concluded Paul Pont of lOT.
it's a beautiful program.
James Price, Hunt Oil
the road, chart navigation, use of
instruments, aids to navigation and
emergency signals.
When these scholarship winners
leave HLS, they will have new skills
to help them get ahead. They will
return to a growing industry with
plenty of jobs for people who have
these skills.
The scholarjship program has
opened up many new opportunities
##
for these boatmen. As Darrel Lowney of Dixie Carriers put it, "I'm
moving up, I'm going to better my
self—earn more money." Or, in the
words of John Brown from Cres
cent, "I'm gonna get my license and
move up the ladder."
"I came from the ghettos, and
now I have advanced. I'm go
ing to keep going up, have a
comfortable life and help my
family."
Luis Garcia, Caribe
"The way this program is pre
sented, it's quicker and easier
to learn. I don't see how it can
be improved."
Richard Kulakowski, lOT
During their stay at HLS, the
Boatmen are spending many hours
each day in class and also aboard
the pushboat Susan Collins. During
this time they are learning and prac
ticing boat handling skills, rules of
James S. James (left) and Fred Shiferdek (right) iisten as instructor Chuck
Dwyer explains a principle of chart navigation.
Instructor Paul Allman (center) explains the principies of LORAN ooeration to John Brown (left) and Monte Cross.
r.f MARINES
Following an OJT session, Paul Pont enters his hours aboard the Svson
Collins in the boat's log.
! fOR IHf '•»
1%
Frank Jewell clarifies a point about cloud formations during classroom
instruction covering weather conditions.
Don Braddy (right) operates the radar aboard the Susan Collins under the
direction of Captain Irwin Gros.
March 1978 / LOG / 29
�SIU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Woriters
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
Paul Drozak
Dispatchers Report for Deep Sea
FEB. 1-28, 1978
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
10
15
0
445
3
14
1
4
3
1
2
16
7
2
3
5
2
9
0
0
72
0
7
1
0
1
0
0
1
6
2
1
6
1
11
0
0
37
1
53
5
11
10
10
18
67
27
15
11
42
17
56
0
6
349
2
32
5
8
7
5
6
25
7
7
8
7
6
24
3
1
153
0
2
2
0
1
3
0
1
5
1
2
0
1
11
0
0
29
9
118
11
53
24
16
40
140
58
71
34
79
8
113
0
3
777
4
22
2
3
4
1
6
16
10
7
3
4
2
12
0
0
96
1
9
0
0
0
2
0
3
5
2
2
10
1
11
0
0
46
ENGINE DEPARTMENT
15
10
:
3
22
3
2
3
3
3
17
6
7
8
9
0
9
1
0
96
0
3
0
1
0
2
0
0
0
2
0
0
0
0
0
0
8
16
5
17
4
26
n
0
192
1
7
1
5
1
0
2
1
4
0
0
1
0
2
0
0
25
0
0
0
1
0
0
0
0
1
0
1
0
0
0
0
0
3
Totals All Departments
2
108
22
31
21
6
30
102
50
55
19
53
17
85
0
1
602
5
39
0
6
7
3
7
23
10
7
10
16
0
12
0
0
145
1
2
0
1
0
1
0
2
0
1
0
0
1
1
0
0
10
1
34
2
9
11
7
14
44
16
15
2
24
6
36
0
1
222
1
17
0
4
2
1
2
22
11
4
3
4
1
14
8
0
94
0
0
0
0
0
1
1
0
4
0
2
2
1
8
0
0
19
2
48
6
16
17
4
22
62
29
36
10
24
10
37
0
0
323
2
11
1
9
1
0
3
5
3
3
2
1
1
9
0
0
51
0
0
0
1
0
0
0
0
1
0
2
1
0
0
0
0
5
1
31
4
22
10
4
14
37
15
29
5
19
15
22
0
0
228
5
98
18
19
14
4
10
42
23
15
22
12
11
42
2
0
337
12
105
8
12
8
3
1
27
4
12
17
27
2
39
0
0
277
629
338
ENTRY DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
0
1
0
0
0
3
0
0
0
2
0
0
0
1
0
0
7
3
24
3
1
4
5
7
16
8
6
2
2
3
14
3
0 .
101
STEWARD DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
1
46
5
4
5
7
19
59
17
16
9
29
7
48
0
1
273
21
12
21
2
17
4
18
0
1
149
1
68
9
10
12
6
5
35
19
8
15
8
9
47
13
0
265
3
42
6
5
2
5
0
8
4
10
9
13
2
34
0
0
143
458
191
1,123
844
348
55
1,930
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
30/ LOG / March 1978
HEADQUARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-9375
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N.J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) D£ 6-3818
PINEY POINT, Md.
St. Maiy's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mis.sion St; J)4103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Juncos,
Stop 20 00909
(809) 724-2848
SEATTLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGION, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan .
P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
Shipping at deep sea ^G ports
remained good last month as 1,248
Seafarers found jobs on SlU-contracted deep sea vessels. Shipping has
been good to excellent for more than
a year now and is expected to stay
that way. Of the total jobs shipped
last month, only 844 were taken by
"A'* seniority book members, whUe
nearly one third of the jobs were filled
by "B" and "C* seniority people.
�Herbert E. Adams, 57, joined the
SIU in the port of Tampa in 1962.;
He had sailed as a fireman-watertender for 28 years. Brother Adams
is a World War II veteran of the
U.S. Army. He was born in Faison,
N.C. and is a resident there.
/. Jf-*
George R. Black, 58, joined the
SIU in 1948 in Ihe port of New
York and sailed as a wiper and AB.
Brother Black sailed 32 years. He
was on the picket line in the 1962
Robin Line beef. Seafarer Black is
a World War II veteran of the U.S.
Armed Services. Bom in Burma, he
is a U.S. citizen. And he is a resi
dent of Pioche, Nev.
Bernard A. "Barney" Sanford,
65, joined the SIU in the port of
Wilmington in 1955 and sailed as a
chief electrician. Brother Sanford
sailed 32 years. He received a 1960
Union Personal Safety Award for
sailing aboard an accident-free ship,
the SS Fairport. Seafarer Sanford
was born in Michigan and is a resi
dent of San Francisco.
Herbert F. Lonczynski, 65, joined
the SIU in the port of New York in
1951 and sailed as a bosun. Brother
Lonczynski sailed 46 years. He was
a Union organizer during the 1951
Cities Service drive. Seafarer Lon
czynski attended the Piney Point
Crew Conference No. 12 in 1970.
Born in Berlin, Germany, he is a
naturalized U.S. citizen. He is a resi
dent of Mobile.
Archie E. Delaney, 61, joined the
SIU in the port of New York in
1955 and sailed as a chief electri
cian. Brother Delaney sailed 30
years. He is a veteran of the U.S.
Marine Corps. A native of Ala
bama, he is a resident of Mobile.
fmioms
Harold E. Robinson, 68, joined
the SIU in the port of New York in
1953 and sailed as a BR utility.
Brother Robinson is a World War
II veteran of the U.S. Navy. He was
born in Holyoke, Mass. and is a
resident there.
Van Whitney, 56, joined the SIU
in 1944 in the port of New York
and sailed as a chief electtician and
deck engineer. Brother Whitney
sailed 37 years and during the Viet
nam War. He was ship delegate and
walked the picket line as a picket
captain in the 1958 Houston strike
and the 1961 Greater N.Y. Harbor
beef and 1962 Robin Line strike.
Born in Georgetown, British
Guiana, S.A., he is a naturalized
U.S. citizen. Seafarer Whitney is a
resident of Sunnyvale, Calif.
Samuel Johnson, Jr., 62, joined
the SIU in the port of Mobile in
1955 and sailed as a cook. Brother
Johnson graduated from the An
drew Furuseth Training School, Mo
bile in 1958. He is a World War II
veteran of the U.S. Navy. Born in
Mobile, he is a resident there.
Paul O. Arceneaux, 61, joined
the Union in the port of New Or
leans in 1957 and sailed as a tankerman for Dixie Carriers from 1955
to 1977. Brother Arceneaux is a
World War II veteran of the U.S.
Air Forces. Born in Welsh, La., he
is a resident of Slidell, l^a.
Recertified Bosun Jean Latapie,
^ 57, joined the SIU in 1947 in the
port of New Orleans. Brother Lata
pie, graduated from the Union's
Bosuns Recertification Program in
July 1973. He is a veteran of the
U.S. Army in World War II. Sea
farer Latapie was born in Point Lahache, La. and is a resident of New
Orleans.
Luther D. Harris, 61, joined the
Union in the port of Mobile in 1956
sailing as a cook for the Ideal Ce
ment Co.'s Gulf Marine Division
from 1956 to 1972 and as a relief
engineer for the Mobile Towing Co.
from 1972 to 1978. Brother Harris
is a World War II veteran of the
U.S. Army. A native of Sylvarena,
Miss., he is a resident of Eight Mile,
Ala.
James E. Buchanan, 67, joined
i the Union in 1962 in the port of
' Norfolk and worked as a deckhand
for the Capital Transportation Co.
from 1956 to 1962 and as a cap
tain for the Interstate Oil Co. from
1962 to 1975. Brother Buchanan
was born in Virginia and is a resi
dent of Mathews, Va.
Austin W. Carter, 62, joined the
SIU in 1942 in the port of Norfolk
and sailed as an AB. Brother Carter
sailed 32 years. He was born in Ala
bama and is a resident of Mango,
Fla.
Arthur Lewin, 60, joined the
Union in the port of New York in
1960 and sailed as a deckhand and
bridgeman for the Pennsylvania
Railroad's Pier H, Jersey City, N.J.
from 1939 to 1978. Brother Lewin
is a World War II veteran of the
U.S. Navy. He was born in Brook
lyn, N.Y. and is a resident there.
Seafarer Wins at Coin Shows
If you
want to
move up
Here's
a way
to do it
The Transportation Vnstltute's Towboat Operator Schol
arship Program can be your ticket to the Wheelhouse.
Here's what the program offers:
• Special three-month curriculum offered only at the
Harry Lundeberg School
• Room, Board and Books Free
• Tuition free
• Weekly stipend of $125
• Time spent in on-the-job training is Coast Guard ap
proved as the equivalent of Wheelhouse time
• Day-for-day work time credit for HLS Entry Graduates
Coin dealer F. M. Rose has cause for the wide smile. He's hefting the Lewis M.
Reagan Trophy he won for the "best in show stopper exhibit" for his display
"When Coins Got Around" at the 5th Miami Beach International Mid-Winter
Coin Convention, Jan. 12-15. His exhibit featured trade dollar coins (one a
1576 United Netherlands lion daalder) used along the sea routes of Africa, the
Red Sea, the Persian Gulf, India, the Pacific islands, and mainland China. On
Jan. 4, Seafarer Rose came off the SS Guayama (P.R. Marine) in St. Peters
burg, Fla. to also win first prize in foreign coins at the Florida United Numis
matists Show the next day.
The Transportation Institute
Scholarships will be awarded In May.
See your SIU Representative
for application materials.
March 1978 / LOG / 31
�Dimtcteps Rcpirt for GPHI liAes
Netiu to Meaiben
Ou S^'mg PtoteAtto
When throwing In for work dur
ing a joh call at any SlU Hiring
Hall, memhers must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SlU Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to aU seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may onitly register and
sail as entry ratings in only one
department"
FEB. 1-28 1978
*,
Alpena
Buffalo
Cleveland
Duluth
Frankfort
Chicago
Algonac
Totals
'
TOTAL REGISTERED
All Groups
Class A Class B Class C
0
0
0
0
0
0
18
18
0
0
0
0
0
0
2
2
0
0
0
0
0
0
2
2
All Groups
Class A Class B Class C
DECK DEPARTMENT
2
3
0
0
0
0
0
1
2
1
0
1
4
3
8
9
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
0
0
0
0
1
0
0
1
0
1
0
0
0
1
38
40
0
0
0
0
0
0
3
3
0
0
0
0
0
0
2
2
0
0
0
0
0
0
0
0
0
0
1
0
1
0
30
32
0
0
0
0
0
0
6
6
1
0
0
0
0
0
2
3
STEWARD DEPARTMENT
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
1
0
1
2
0
0
0
0
0
0
9
9
0
0
0
0
0
0
2
2
0
0
0
0
0
0
0
0
1
1
0
0
0
1
57
60
2
0
0
0
0
0
32
34
1
0
0
1
0
0
18
20
141
45
25
ENGINE DEPARTMENT
Alpena
Buffalo
Cleveland
Duluth
Frankfort
Chicago
Algonac
Totals
0
0
0
0
0
0
17
17
0
0
0
0
0
0
2
2
0
0
0
0
0
0
0
0
Alpena
Buffalo
Cleveland
Duluth
Frankfort
Chicago
Algonac
Totals
o
0
o
0
o
0
7
7
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
1
0
3
6
0
0
0
0
2
0
0
2
ENTRY DEPARTMENT
Buffalo
Cleveland
Duluth
Frankfort
Chicago
Algonac
Totals
0
0
Q
0
Q
0
30
30
0
0
0
0
0
0
24
24
0
0
0
0
0
0
10
10
Totals All Departments
72
28
12
14
12
3
*"Total Registered" means the number of men who actually registered for shipping at the port last month
^•"Registered on the Beach" means the total number of men registered at the port at the end of last month.
KNOW YOUR RIGHTS
KNOW YOUR RIGHTS
TRUST FUNDS. All trust funds of the SlU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20fh Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SlU contracts are avail
able in all SlU halls. These contracts specify the wages
and conditions under which you work and live aboard"
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
FINANCIAL REPORTS. The conslilulion of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
32/ LOG / March 1978
TOTAL SHIPPED
patrolman or other Union official, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any oflicial capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with'the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
llnancial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or Infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4th Avenue, Brooklyn,
N.Y. 11232.
�\
Know Your Company
\Allied TowingCorp.—From2 to 21Tugboats
This story is the third in a regular feature
on SW-contracted towing companies. The
feature is designed to provide SlU Boatmen
with more knowledge of their industry, and
to give all SlU members a closer look at the
job opportunities on the inland waterways.
Allied Towing Corp. of Norfolk, Va. started
21 years ago with two wooden tugboats. With a
tug, towboat, and barge fleet that now numbers
twice the amount of years it's been in business,
this SlU-contracted company has a lot to show for
itself.
It also has a lot to show for the towing industry.
Twenty-one boats and 21 barges do not make
Allied one of the biggest companies in the field.
But its growth demonstrates what a towing com
pany can do with improved technology and skilled
manpower.
It can move almost anything anywhere. And
what that means is more business for the company
and more jobs for SIU Boatmen,
Allied was once limited to hauling cement mate
rials and whatever other small jobs it could pick
up in the Norfolk Harbor. It now makes regular
runs up and down the Atlantic Coast, to the Gulf
and the Caribbean, and on inland waterways.
It now handles all kinds of cargo—liquid and
dry bulk and just recently, LASH barges.
Allied takes crude oil to power plants and re
fineries and brings petroleum products back to
distribution points, mostly between Norfolk and
Baltimore. This includes regular deliveries of jet
and diesel fuel to many Government operations
on the Atlantic Coast.
Also Carry Fertilizer
Allied's barges also carry liquid and dry fer
tilizer and specialized chemicals. Acids used to
manufacture plastic eyeglass frames, for example,
are picked up at a plant in Baton Rouge, La. and
discharged at the Foster Grant factory in Norfolk.
Both the pick-up and discharge points in this run
are divisions of the Allied Chemical Company.
But in spite of the similar name, Allied Towing is
a totally separate operation. It does not manu
facture any of the products it carries.
Allied has also taken steel to Central and South
America. It is now planning a coast-to-coast de
livery of dry fertilizer to San Francisco where
lumber will be picked up for the return trip to
Norfolk.
"We'll go anywhere the customer wants to go,"
Joe Smith, Allied's vice president in charge of
operations said. Allied's fleet is now about equally
divided between its coastwise, inland, and ocean-
"We really back the Harry Lundeberg School," Jim Harrell, Allied's vice president in charge of personnel
said. Allied requires all tankermen to train at the School and encourages all Boatmen to upgrade there. Two
boats in Allied's growing fleet are shown at right: the coastwise tug Lark and the inland towboat
Egret.
going runs. But the company's future direction is
definitely oceangoing, Jim Harrell, Allied's per
sonnel director explained.
That means bigger boats and bigger barges.
The boats now range from 600 hp. towboats to
3,200 hp. tugs. But the Sea Hawk, a new ocean
going tug due out of the shipyard in mid-April,
will surpass that. She will have 4,200 hp., enough
to make the upcoming trip from Norfolk to San
Francisco and back in 45-60 days.
Allied built up its fleet in the past mostly by
repowering and remodeling old boats, such as the
Lark, the Egret, and the Firebird. But the com
pany has recently placed several new shipyard
orders, such as the Petrel, which came out in Oc
tober, and the Falcon, which is still under con
struction.
The bird names of Allied's fleet go back to the
original two wooden tugboats that the company
started with, the first Falcon and the Raven. These
are no longer in operation, but Allied has pre
served part of its history by continuing to name
all of its boats in this way. The Petrel, for example,
carries the name of a sea-going bird that flies so
The crew of the tug Lark are (I. to r.): Engineer Ronald Taylor; Capt. Elwood
"Yogi" White; Mate Robert "Porky" Morse, and Chief Cook Harold Sattlethight.
close to the surface of the water that it seems to
walk on the waves. The only exception is the tug
Tester, which is actually used to test new kinds of
engine parts.
Allied also has an ongoing shipyard order for a
new barge every year. Like its boats, the newest
barges are generally the biggest and are now up to
100,000 barrels capacity. They can accommodate
several different types of cargoes at once within
separate tanks. This gives Allied greater flexibility
in contracting new jobs.
Strong HLS Backer
But it also requires trained tankermen to safely
handle the hazardous materials that make up a
large part of Allied's business. For this reason.
Allied hires only tankermen who have graduated
from the Harry Lundeberg School in Piney Point,
Md. Personnel Director Harrell, a former SIU tug
boat captain for Allied, explained that this policy
has greatly reduced the company's accident rate.
"The Lundeberg School trains the men better
than we can," Harrell said. "It would take us six
to eight months to give tankermen the kind of
safety training they get in a few weeks at the
School."
Allied is top to bottom SIU and many Boatmen
there have also attended the School to prepare for
the licenses they now hold in the wheelhouse and
engine departments.
"Allied really backs the School," Harrell said.
"Because of it we're now getting a steady supply of
more professional seamen. It gives the Boatmen a
real career and good money and it brings Allied
nothing but good results, too."
The crew of the Firebird, which will soon be pushing LASH barges, are (I. to r.):
AB Vernie Cossett; Capt. Lawrence Lyons; Engineer Larry DeStefano, and OS
Danny Watson, who graduated from the Lundeberg School in April, 1977.
March 1978 / LOG / 33
�Raymond E. Brian,
41, died on Dec. 16,
1977. Brother Brian
joined the SIU in the
port of San Fran
cisco in 1968 and
sailed as a firemanwatertender and a
third assistant engi
neer for District 2, MEBA in 1970. He
sailed 15 years and was a graduate of
the Andrew Furuseth Training School,
Brooklyn, N.Y. In 1970 Seafarer Brian
also
attended the HLS.
He
was a veteran of the U.S. Navy. A na
tive of Rochester, N.Y-., he was a resi
dent of San Francisco. Surviving are his
widow, Maudie; a son, Paul, and a
daughter, April.
Joseph F. Fiesel,
53, was lost over
board off the SS Del
ta Mar (Delta Line)
on Dec. 8, 1977.
Brother Fiesel joined
the SIU in 1947 in
1 the port of Galveston
* and sailed as a bos
un. He was also a bookkeeper. Born
in Lima, Peru, he was a naturalized
U.S. citizen and a resident of Sao Paulo,
Brazil. Surviving are his widow, Olga;
three sons, John, Joseph, and Marino;
a brother, William of Berkeley, Calif.;
two daughters, Yvonne and Frezia, and
a sister, Angelina of Baltimore,
Sabato Carbone,
Jr., 40, died of a
head injury in the
Puerto Rico Mem
orial Hospital, Santurce, P.R. on Nov.
12, 1977. Brother
Carbone joined the
SIU in the port of
San Juan in 1969 sailing as an OS. He
attended the HLS in Piney Point, Md.
in 1975. Seafarer Carbone was also a
turbine, boiler operator. A native of
Ponce, P.R., he was a resident there.
Burial was in Puerto Rico. Surviving
are two sons, Sabato and Francisco; a
daughter, Janet of Rio Piedras, P.R.,
and his parents, Mr. and Mrs. Sabato
and Fermina Carbonell, Sr. of Ponce.
Curtis G. Decker,
48, died of a hem
orrhage in Riverview
(N.J.) Hospital on
Jan. 21. Brother
Decker joined the
SIU in the port of
Boston in 1954 and
sailed as a bosun.
He sailed 18 years. And he was on both
the Puerto Rico Marine and Sea-Land
shoregangs, Port Elizabeth, N.J. Sea
farer Decker upgraded to quartermas
ter at the HLS in 1974. He was a
veteran of the U.S. Army. Born in
Cresskill, N.J., he was a resident of Red
Bank, N.J. Surviving are his widow,
Anne, and his mother, Nora of Cresskill.
Jesse Beaiiion, Jr. drowned off the
ST Overseas Juneau (Maritime Over
seas) on Jan. 5 off Pennington, Nigeria.
Brother Beamon joined the SIU in the
port of Seattle in 1976 sailing as a
wiper. He was a resident of Seattle.
34/ LOG / March 1978
Pensioner James
W. De Mouy, 64,
died of emphysema
f , on Feb. 16. Brother
^ De Mouy joined the
SIU in 1938 in the
port of Mobile and
sailed as a chief elec
trician, QMED, and
second assistant engineer. He sailed 41
years. A native of Mobile, he was a
resident there. Surviving are his widow.
Aline, and a son, James of Mobile.
Ralph W. DuffeU,
72, died of a lung
embolism in Wuesthoff Memorial Hos
pital, Rockledge,
Fla. on Jan. 10.
Brother Duffel 1 join
ed the SIU in the
port of New York in
1958 and sailed as a chief electrician.
He sailed since 1940 and on the Is
thmian Line. Seafarer Duffell gradu
ated from the Andrew Furuseth Train
ing School, Brooklyn, N.Y. in 1958.
And he was on the picket line in the
1965 District Council 37 beef and the
1962 Robin Line strike. Born in Lynch
burg, Va., he was a resident of Mel
bourne, Fla. Cremation took place in
the Platinum Coast Consolidated Cre
matory, Brevard County, Fla. Surviv
ing are his widow, Edith, and a daugh
ter, Mrs. Audrey Rangel of Melbourne.
Pensioner Charles
' H. Ellzey, 87, died of
a heart attack in the
. New Orleans USPIIS
Hospital on Dec. 24,
1977. Brother Ellzey
" joined the SIU in
1943 in the port of
New Orleans and
sailed as a chief steward. He sailed 21
years. Seafarer Ellzey also sailed as a
cook for the U.S. Army Transportation
Corps in World War TI. A native of
Georgetown, La., he was a resident of
New Orleans. Interment was in Lake
Lawn Park Cemetery, New Orleans.
Surviving are his widow, Mary, and a
son, Charles of Metairie, La.
Pensioner Samuel
G. White, 65, passed
away on Feb. 9.
Brother White joined
the SIU in 1945 in
the port of New York
and sailed as a chief
cook. He sailed 33
years and was on the
picket line in the 1961 N.Y. Harbor
beef. Seafarer White received a 1960
Union Personal Safety Award for being
aboard an accident-free .ship, the SS
Steel Architect. Born in South Caro
lina, he was a resident of New York
City. Surviving are three nieces. Alma
Taylor, Adele Taylor, and Mrs. Betty
Boiling, all of New York City.
Roy F. Pierce, 57,
died of natural causes
in the Staten Island
(N.Y.) USPHS Hos
pital on Jan. 21.
Brother Pierce
joined the SIU in
1945 in the port of
HHk
mti New York and sailed
as a chief electrician and QMED. He
sailed 36 years. Seafarer Pierce up
graded at the HLS in Piney Point in
1974. Born in Canada, he was a resiTdent of New York City. Cremation
took place in the Garden State Crema
tory, North Bergen, N.J. Surviving are
his mother, Alice of Brantford, On
tario, Canada.
Pensioner Luther
C. Mason, 69, died
^ of lung cancer in the
; New Orleans USPHS
Hospital on Dec. 8,
1977. Brother Ma
son joined the SIU in
^
1949 in the port of
%I
New Orleans sailing
as a fireman-watertender and junior en
gineer. He sailed 26 years. Seafarer
Mason was a. World War II veteran of
the U.S. Air Force Transport Com
mand. Born in Mississippi, he was a
resident of New Orleans. Burial was in
Menden Hall Cemetery, Simpson
County, Miss. Surviving is his widow,
Janie.
Pensioner John M.
Tujague, Jr., 72, died
of cancer in Howard
Memorial Hospital,
Biloxi, Miss, on Jan.
16. Brother Tujague
joined the SIU in the
port of New Orleans
in 1958 and sailed as
an AB for the Delta Line. He sailed 21
years and was a deck delegate. A native
of Biloxi, he was a resident there.
Burial was in the Biloxi Cemetery. Sur
viving are his widow, Virginia, and a
son, John of Decatur, Ga.
Pensioner David
; A. Wright, 57, died
m
^
^ heart attack in
the New Orleans
USPHS Hospital on
Jan. 21. Brother
Wright joined the
SIU in 1944 in the
port of Mobile sail
ing as a fireman-watertender. He sailed
29 years. A native of Heflin, Ala., he
was a resident of New Orleans. Inter
ment was in St. Vincent de Paul Ceme
tery, New Orleans. Surviving are his
widow, Julia, and a sister. Flora of At
lanta, Ga.
Pensioner Enrique
R. Rosado, 57, died
of heart failure on
Jan. 5. Brother Ro
sado joined the SIU
in 1947 in the port of
New York and sailed
as a chief steward,
I: •
He sailed 36 years.
Seafarer Rosado walked the picket line
in the 1961 Greater N.Y. Harbor strike.
Born in Puerto Rico, he was a resident
of Dorado, P.R. Surviving are his wid
ow, Aida; a daughter, Madeline of
Dorado, and his mother, Anastacia of
New-York City and Puerto Rico.
Jessie Nobles, Jr.,
24, died in an acci
dent on Feb. 8.
Brother Nobles join
ed the SIU following
his graduation from
the HLS, Piney
Point, Md. in 1971.
He sailed as a wiper.
A native of New Orleans, he was a resi
dent there. Surviving are a son. Earl;
his parents, Mr. and Mrs. Jessie and
Mildead Nobles, Sr. of New Orleans,
and two sisters, Mrs. Alice Howare of
New Orleans and Regnette.
Pensioner James W. McCranie, 64,
died in Tampa General Hospital on
Jan. 22. Brother McCranie joined the
SIU in 1938 in the port of Tampa sail
ing as a cook and FH steward. He
sailed 29 years. Born in Georgia, he
was a resident of Tampa. Burial was in
Myrtle Hill Cemetery, Tampa. Surviv
ing are his widow, Janell, and two
sons, Robin and John of Tampa.
Pensioner Frederico P. Magallanes,
• 73, died of heart fail
ure in the Aklan Provincial Hospital,
Philippine Islands on
:Dec. 2 1, 1 977.
[Brother Magallanes
_
joined the SIU in the
port of New York in 1958 sailing in the
steward department for 25 years. He
was born in the Philippines and was a
resident of Kalibo, Aklan, P.I. Burial
was in Kalibo Memorial Park Ceme
tery. Surviving are a son, Ronald, and a
sister, Mrs. Luciano P. M. Gonzales of
Kalibo.
Ernest S. Walker,
Jr., 56, died on Feb.
13. Brother Walker
joined the SIU in the
port of New York in
1967 and sailed as a
chief cook. He sailed
[36 years. Seafarer
I Walker was a World
War II veteran of the U.S. Navy. A na
tive of Columbus, Ohio, he was a resi
dent of Philadelphia. Surviving are his
widow, Evelyn, and his mother-in-law,
Mrs. Bessie Ashe.
Pensioner Harold
J. McDonnell, 69,
died on Feb. 13.
Brother McDonnell
joined the Union in
the port of Duluth in
1946 and sailed as a
fireman-watertender.
He was born in Atkin, Minn, and was a resident of Duluth.
Seafarer McDonnell was also an auto
service manager. Surviving is his wid
ow, Aileen.
Felix Miller, 59,
died in February
1978. Brother Miller
joined the Union in
the port of Houston
in 1972 sailing as a
deckhand for the
Slade and Southern
Towing Co., Fort
Arthur from 1968 to 1975. He was
born in Arnandville, La. and was a resi
dent of Bridge City, Tex. Surviving are
a son, John, and a brother, Joseph of
Bridge City.
Pensioner Jacob J.
Sheber, 65, died of
heart failure in War
Memorial Hospital,
Sault Ste. Marie,
Mich, on Jan. 9.
Brother Sheber joined
the Union in the port
of Detroit in 1961
sailing as a cook for the Wawatam
Steamship Co. He sailed 39 years. Born
in St. Ignace, Mich., he was a resident
of Sault Ste. Mane. Burial was in Lake
side Cemetery, St. Ignace. Surviving
arc his widow, Isabel; a son, Jacob, and
three daughters. Bertha, Isabel, and
Aimee.
I SAB Rules on 'C |
I Classified Men |
In November the Seafarers Appeals
Board ruled that effective Jan. 3, 1978,
classification seamen may only reg
ister and sail as entry ratings in only one
department."
The Board took the action to insure
that the Union will he able to maintain
sufficent manpower for each shipboard
department. The ruling will also enable
these seamen to get sufficient seatime
in one department for the purpose of
upgrading to a higher rating in that
depai^ment.
�<•
Study Finds Individual Tax Rate Higher Than Oil Multinationals
If someone told you that you had
paid a higher percentage of your in
come in taxes in 1976 than a huge,
multinational corporation like Mobil
or Exxon, would you think they were
crazy?
Maybe. But, according to the sixth
annual corporate tax study conducted
by Rep. Charles A. Vanik (D-Ohio),
"the average effective U.S. tax rate on
worldwide income of corporations was
approximately 13.04 percent."
"In order to qualify for a tax rate
this low," the Congressman went on,
Personals
Bill Blumen
Your wife, Frances, asks that you
contact her at 1618 Elmtur St., Balti
more, Md. 21226. Tel. (301) 3542294.
"an average family of four could only
have earned $20,500." However, the
corporations that were studied earned
a lot more than $20,500. They earned
a total of more than $38.7 billion.
Though the U.S. corporate tax rate
is supposed to be 48 percent, few com
panies even come close to that figure.
17 Didn't Pay
In 1976, 17 companies didn't pay
any taxes at all. Forty-one others paid
10 percent of their income, or less, to
the U.S. Treasury. Among the corpora
tions getting away with minimal tax
payments are several oil multinationals.
These include Exxon, Gulf, Texaco,
Mobil, Standard Oil (Ohio), Occi
dental Petroleum, and Marathon Oil.
Oil and gas companies, despite huge
profits, "continue to be able to reduce
their Federal income taxes drastically,"
the study said.
Corporations have several ways of
legally avoiding paying U.S. income
taxes. Many of these corporate tax pro
visions originated in the hope that a
reduced tax burden would prod cor
porations to create new jobs. But Rep.
Vanik said the provisions, ". . . often
outgrow their intentions and turn into
plain subsidies from the Federal Gov
ernment."
One example is a corporate tax pro
vision called a "foreign tax credit"
which allows corporations with opera
tions abroad to deduct the amount of
taxes paid to a foreign government from
their U.S. tax receipts. Most foreign
countries charge U.S.-based multina
tionals less than they'd have to pay at
home. The result, then, is that more
and more companies move their opera
tions overseas. The U.S. loses out on
tax revenues and American workers
lose their jobs.
More in Foreign Taxes
In 1976, the companies included in
Rep. Vanik's study paid about $17.9
billion in foreign taxes and only $13.9
billion to the U.S. Government.
But the taxes individuals pay have
increased. "Individuals contributed
more than three times as much to Fed
eral budget receipts as American cor
porations did in 1976."
Congressman Vanik, a member of
the House Ways and Means Commit
tee which oversees Federal tax legisla
tion, acknowledged that it is very dif
ficult, "if not impossible", to rescind
corporate tax breaks once they become
part of the tax code.
But he stressed the importance of
working for tax reforms that would
alter the present system, ". . . to assure
justice, cniciciicy and simplicity for all
taxpayers."
In the meantime, it looks like Amer
ican workers will have to continue to
foot the bill for the gas and oil giants
—the same companies that deprive
American ships of cargo and American
crews of employment.
George Filomio
Mr. and Mrs. Michael Magaldi ask
that you contact them as soon as pos
sible at 657 E. 219th St., Bronx, N. Y.
10467.
Russell Doyle Haynes
Your grandfather, Milton, asks that
you call him collect at (713) 828-3376
or write him at P. O. Box 147, New
Baden, Tex. 77870 as soon as possible.
He says it's important.
All Shawn Khan
Wilson Ramos would like you to
contact lilni at I.B.M. Corp., 153 E.
53rd St., New York, N. Y. 10022.
Charles MacDonald and
Emett Thompson
William Doran asks that you contact
him at 360 Hyde St., San Francisco,
Calif. 94109.
John B. Lundhorg
Please call the Editor of the Log col
lect at (212) 499-6600, Ext. 242.
Eftimios Papas
I. J. Gorgas asks that you contact
him at P. O. Box 937, Mandeville, La.
70448.
Sverre Paulsen
Linda Mack asks that you contact
her at 301 Fort Lane, Portsmouth,
23704.
Sheffield Nurkett
Your son, Hulbert, wants you to get
in touch with him at 325 Mechanic St.,
Orange, N. J. 07050. Tel. (201) 6760487. He says it's very important.
William H. West
Please call the Seafarers Welfare
Plan, Claims Dept. as soon as possible,
concerning your benefit. Tel. (212)
499-6600, Ext. 308.
... Accept the challenge!
The new-American LNG tankers ... they're the
best. That's why they're manned by the SIU.
We're the best — the best trained seafarers in the
world. Accept the challenge of being the best.
Train now to serve aboard the finest safest shipsbuilt. A new LNG course begins every month at
the Harry Lundeberg School. Sign up today!
Write or Gall;
Harry Lundeberg School
Vocational Education Department
Piney Point, Maryland 20674
Phone: (301) 994-0010
Rafael Alphonso Sepulveda
Your daughter, Rosemary, asks that
you contact her at 30 Wykoff Ave.,
Brooklyn, N. Y. 11237. Tel. (212)
381-2286.
You're one of the best... Accept the challenge!
March 1978/ LOG / 35
�mntunmiuiiiiiiiuuiiiiiiiiiiiiiiiiiii
iiiiuiiiuuiiiiiiiuuiuiiiiiiiiiniuiiiiJiiiuiiiii^
Sunken Treasure Lies 240-Feet Below on
them. They can use salvage techniques and sci
entific devices unknown to searchers in the past.
So when diving for sunken ships, especially those
which sank in very dangerous areas, treasure
seekers will now have a greater possibility of
success.
In Dangerous Waters
Instead of traveling across continents to search
for the fortunes of the world, you can just dive
240 feet below the ocean.
It used to be that hunting for sunken treasures
was considered a potluck adventure or an out
landish hobby. But it can be much more than that.
You can become wealthy if you accurately calcu
late just where these sunken treasures are located.
It is definitely not an easy venture though. It
requires a lot of courage, not to mention some
money. Maybe this explains why so many gems,
art pieces, and other valuables are still lying some
where beneath the ocean.
Nobody knows exactly how many ships have
been capsized by storms, scuttled, or wrecked on
reefs or rocks. But it has been estimated that ap
proximately 50,000 ships have met this fate. And
although over $400 million worth of sunken treas
ures have already been found, there are still mil
lions more that have yet to be recovered.
Why is so much left? Partly because people are
afraid. And rightly so, since dangers await theiri
in these waters. However, thanks to twentieth
century technology, treasure-seekers now have
more of an advantage than those preceding
That's important when you are in search of the
Duq de Florencia, the General Grant, and the
Andrea Doria because these ships all lie in dan
gerous waters.
The Duq de Florencia, a ship of the Spanish
Armada, is said to have sunk in Tobermory Bay,
off the Argyllshire coast of Scotland, with a cargo
worth around $55,000,000. This is one of the
most sought after ships. Yet because she is so em
bedded in the bottom of the sea, very little of her
cargo has been brought to the surface.
Then there is the General Grant, an American
clipper which sunk while on a trip from Australia
to London in May, 1866. The 1,103-ton vessel
was storm-lashed and driven into a cave in the
Auckland Islands, nearly 300 miles from New
Zealand. She was carrying a cargo of $1,800,000
in gold bullion.
Although many have searched for the General
Grant in the past 100 years, none have been suc
cessful in their attempts to recover the ship's trea
sures. Some have even been killed trying.
Even more adventurous is the Andrea Doria.
She now lies in the Atlantic Ocean since sinking
21 years ago. The Doria, and the riches cached in
her shattered hull, are an irresistible attraction for
some of the world's most venturesome undersea
explorers.
Bettmann Archives
The shipwreck of two frigates on the Island of
Manicola.
The treasures consist of a priceless museum of
modern art; a $205,000 silver plaque on a bulk
head in the main salon that is eight feet long, four
feet wide and almost four inches thick; a total of
$250,000 dollars in American and Italian cur
rency left by the passengers; another $866,000 in
the ship's safe and safe deposit boxes; 12,000
cases of Italian vermouth, and five tons of provolone cheese!
Another interesting item aboard is a Chrysler
$100,000 'ideal' car, a dream vehicle which was
hand-made in Italy to the most futuristic speci
fications of the time.
If you are willing to risk diving 240 feet below
the surface at the ship's site, which is located 200
miles northeast of New York, then you can be
Many times it is a storm at sea that causes a shipwreck and the loss of many valuables
36 / LOG / March 1978
Bettmann Archives
�iiiuiimiiuiiiiiiiiiiiiiiiiiii
the Ocean Floor; $400-Afi//ion Found
luxury liner Andrea Dor/a started to list badly just a few minutes before she sunk. She had collided with the Swedish line's Stockholm
off Nantucket, Mass. with many valuable items aboard.
rewarded with all of these treasures. However,
this difficult and dangerous project has already
killed one hunter and seriously injured many
others. Despite this, there are some daredevils that
are willing to go down in quest of the treasures of
the Andrea Doria.
Successful Divers
I
%
Positively speaking, some divers have been suc
cessful in locating and recovering treasures from
the many sunken ships. Namely, in 1971 London's
Rex Cowan, 46, found the 700-ton, 150-foot long
Dutch East India Co.'s Hollandia. She sank in
1749. He has already recovered more than 15,000
coins and artifacts from the ship. These have been
sold for more than $150,000.
And then there was a Florida group called Real
8 that discovered a Spanish fleet shipwrecked in
1715 with an $8 million cargo of gold and silver
aboard.
However, sometimes the treasure-seekers face
legal dilemmas over the real ownership of the re
covered property. Paul Zinka thought he had the
pot of gold when he and a dozen associates dis
covered bullion from a sunken Spanish galleon off
the south Texas coast in 1967.
Indeed, the bullion and artifacts were valued at
nearly $300,000. But finding the sunken treasures
proved the easiest part of the task. After the sal
vage opeialiuns were completed, the Texas gov
ernment claimed ownership of the property. A
state court ordered the group to turn over to the
sfStc all the artifacts. Ever since then the group
has been fighting the case.
Another similar case happened when Tom Gurr
recovered an estimated $50,000 to $100,000 in
sunken treasures from the Spanish galleon, San
Jose. He had to relinquish it to the Florida au
thorities. Gurr found the artifacts, pottery and
jewelry in a 15-foot deep canal near the Florida
Keys, about 75 miles south of Miami. However,
according to Florida authorities, divers must ob
tain a lease noting that the state will get at least
25 percent of any treasures found. Then the diver
can keep the rest. Whether this is fair or not is
being challenged by Gurr.
There are a lot of technicalities that might dis
courage a treasure seeker. But the lure of the
treasure hunt is not just the money that can be
made. It is the fascination of the search, the
dreams, the adventure, and the romance.
^ Bettmann .\rchives
The American clipper, General Grant, sank on May 14, 1866 in the Auckland islands with a huge cargo or tui ,800,000 in gold bullion.
March 1978 / LOG / 37
�>
I'
Miguel Alicea
Seafarer Miguel
Alicea, 27, gradu
ated from the Harry
Lundeberg School
Trainee Program in
July, 1975. He re
turned to the School
I for his FOWT enI dorsement in Octo
ber, 1977. He has
also completed HLS courses in firefight
ing, lifeboat, and cardio-pulmonary re
suscitation. Brother Alicea was born in
Puerto Rico and now lives in Yonkers,
N. Y. and ships out of the port of New
York.
Houston Committee
Norman MacBean
James Jones
Seafarer James
Jones, 24, gradu
ated from the HLS
Trainee Program in
1973. He received
his A B ticket at the
School in 1976. He
also has his fire\ fighting, lifeboat,
and cardio-pulmonary-resuscitation tickets. He was born in
New York and lives and ships out of
that port.
Kirk Piper
Seafarer Kirk
Piper, 23, gradu
ated the HLS
Trainee Program in
June, 1976. He got
his AB ticket at the
School in Septem
ber, 1977. He also
^ J has his firefighting,
lifeboat, and cardio-pulmonary-resuscitation tickets. He
was born in Seattle and lives there. He
ships out of that port and New York.
Kenneth Couture
Seafarer Kenneth
Couture, 22, gradu
ated from the
Limdeberg School
Trainee Program in
1974. He received
\hisFOWT endorse\ment there in Feb
ruary, 1978. He
I also has his firefighting, lifeboat, and cardio-pulmonary-resuscitation tickets. He was born
in Seattle and lives and ships out of that
port.
Jesse Hall
Seafarer Jesse
Hall, 24, graduated
from the HLS
Trainee Program in
November, 1974.
He received his
FOWT endorse
ment at the School
in 1976. He has his
firefighting, life
boat, and cardio-pulmonary-resuscitation tickets. He was born in Bethesda,
Md., lives in Ohiopyle, Pa., and ships
out of New York.
Seafarer Norman
MacBean, 24, grad
uated from the
Lundeberg School
Trainee Program in
April, 1974. He got
his AB ticket at the
School in July,
1977. He also has
\ his firefighting, life
boat, and cardio-pulmonary-resuscitation tickets. He was born in Pittsburgh,
lives in Portland, Ore., and ships out of
all ports.
George Mazzola
Seafarer George
Mazzola, 24, grad
uated from the HLS
Trainee Program in
1972. He returned
to the School for
his FOWT endorse
ment in February,
1974. He has his
firefighting, life
boat, and cardio-pulmonary-resuscitation tickets. He was born in Washing
ton, D.C. and resides there. He ships
out of Baltimore.
Jose Perez
Seafarer Jose
Perez, 38, started
sailing with the SlU
as a wiper in 1969.
He went to the
Lundeberg School
and received his
FOWT endorse
ment there in Octo
ber, 1977. He also
has his firefighting, lifeboat,and cardiopulmonary-resuscitation tickets. He
was born in Puerto Rico and lives and
ships out of New York.
N.Y. Patrolman Ted Babkowski (seated right) goes over Union business with
a crewmember (seated left) of the SS Houston (Sea-Land) at a payoff on Feb,
24 in Port Elizabeth, N. J. Standing (I. to r.) are the Ship's Committee of:
Steward Delegate W. R. Smith; Chief Steward John Nash, secretary-reporter;
Recertified Bosun Anthony Caldeira, ship's chairman, and Engine Delegate
Howard J. Kling.
HURRY!
The TI Scholarships for Towboat
Operator will be awarded in May.
Apply Now
See Your SIU Representative
for details and applications.
Sea-Land Calloway Committee
„s. . .»•
Timothy Bums
Seafarer T imothy
Burns, 24, gradu
ated the Lundeberg
School T rainee Pro
gram in November,
1973. He got his
AB endorsement at
the School in De
cember, 1977. He
also has his fire
fighting, lifeboat, an4. cardio-pulmonary-resuscitation tickets. He was born
in Seattle and resides there. He ships
out of all ports.
Recertified Bosun George Burke, ship's chairman (far right), leads the Ship's
Committee of the containership SSSea-LandGalloway of(l.to r.):Steward Dele
gate J. Gleaton holding a copy of the Log; Engine Delegate John D. Linton, and
Chief Steward A. Seda, secretary-reporter. The ship paid off in Port Elizabeth,
N.J. recently.
38 / LOG / March 1978
�HLS UPGRADING CIA^SS SCHEDULE 1978
Below is complete list of att upgrading courses,
and their starting dates, that are available for
SIV members in 1978. These include courses for
deep sea,Great Lakes and inland waters.
SIV members should be aware that certain
LNG
courses may be added or dropped from the
schedule as the need arises. However, the Log
will try to keep you abreast of these changes.
For further information regarding the courses
offered at the Lundeberg School, members
FOWT
May 29
October 2
May 11
July 10
August 31
October 16
November 23
Pumproom, Maintenance &
Operation
October 9
Marine Electrical Maintenance
April 10
Maintenance of Shipboard
Refrigeration Systems
June 2
i^s$el Engineer
July 31
Welding
March 20
Aprils
April 17
May 1
May 13
May 29
June 12
June 26
July 10
July 24
August?
August 21
September 4
September 18
October 2
October 16
October 30
November 13
November 27
December 11
December 22
Able Seaman
Mayl
June 12
July 10
August 17
September 18
November 13
Quartermaster
April 3
October 16
or call the School at (301) 994-0010
1
Aprils
Mayl
May 29
June 26
Jidy 24
August 21
September 18
October 16
November 13
December 11
QMED
should contact their local SIV repre^entative, or
write to the Lundeberg School Vocational Edu
cation Department, Piney Point, Md. 20674.
Towboat Operator Scholarship
Program
j^y 29
I'owboat Operator Western
Rivers
August 7
Towboat Operator Inland &
Oceans
August 28
Mate & Master
September 25
POot
May 15
Chief Steward (maximum 1
student per class)
April 3
May 1
May 29
June 26
July 24
August 21
September 18
October 16
November 13
December 11
Chief Cook and Cook & Baker
(maximum 2 students for Chief
Cook and 2 students for Cook &
Baker for each class scheduled)
April 3
April 17
May 1
May 13
May 29
June 12
June 26
July 10
July 24
August 7
August 21
September 4
September 18
October 2
October 16
October 30
November 13
November 27
December 11
December 22
:J7
f.
Assistant Cook
^n
Lifeboat and Tankerman
Special Programs to be
Set Up Upon Request
Aprill3
April 27
May 11
May 25
June 8
June 22
July 6
July 20
August 3
August 17
August 31
September 14
September 28
October 12
October 26
November 9
November 24
December 7
December 21
March 1978 / LOG / 39
�0
t)tficijl Publicdiiiiii Iif ihc Srdfjrcri Inlmidliondl Union • Alldnlit, Gulf, Ldkcsdncl Inldnd Wdtcrs Diilrici • AFL CIO
JJgV" 1 MARCH 1978
Flagstaffs and other obstructing objects that can be removed should be removed from fantail of vessel in interest of safety during a helicopter rescue.
Helicopter Rescues Can Be Hazardous Business
Helicopter rescue at sea of sick or
injured sailors is a fairly common oc
currence on deep sea vessels and sea
going tug-barge units.
It also happens to be one of the
trickiest and potentially hazardous
maneuvers that can take place aboard
underway vessels.
Even on perfectly calm days, a heli
copter rescue operation poses numer
ous dangers to all involved. This in
cludes the injured seaman, the assisting
crewmembers, and the crew of the heli
copter itself.
High winds, choppy seas, rain and
darkness earry their own special dang
ers to the people involved.
Presently, the Coast Guard has two
types of helicopters in its airborne res
cue fleet. However, the only significant
difference between the two is their flight
range. The Coast Guard's single turbine
amphibious craft has a 150-mile range,
while their double turbine helicopter
has a 300-mile range.
The Coast Guard maintains that the
key to a successful at-sea rescue is plan
ning and coordination. The difference
between life and death ean very well
depend on everyone concerned know
ing the proper procedures.
According to the Coast Guard, the
crew's first responsibility in preparing
for a helicopter rescue is to clear an
open area on deck. On most merchant
vessels, the safest place to conduct an
airlift is from the fantail.
The Coast Guard suggests the fol
lowing safety hints in preparing the fantail for the maneuver:
• If an awning covers the fantail, it
should be removed and tied down
securely along with any other items that
may be blown about orT3lown over
board by the craft's rotor downwash.
• Booms extending aft should be
raised as vertically as possible along
side the king posts.
• Aft flagstaffs should be taken
down and antenna wires or cables ex
tending to the stem removed if pos
Above photo shows actual rescue of SIU member taken sick aboard the SS
sible.
.Baltimore
late last year. Photo was taken by Seafarer Manuel Holguin.
Coast Guard helicopters need a min
During flight, a helicopter builds up
the hoist causing serious injury to the
imum clearance of 50 feet in all direc
a
static
electricity
charge
which
is
trans
man's
fingers.
tions from the craft. If the rotor blades
Also, the patient's medical record
hit any obstruction, it could mean mitted to the hoist. Crewmembers
should
not
touch
the
hoist
until
it
has
and
important papers should be placed
loss of life to anyone in the area.
first touched the deck. Anyone touching
in an envelope and transferred along
Carries Static Shock
it before this is in danger of receiving
with him in the stretcher.
Deck personnel should be extremely a powerful shock.
Night Rescwes
careful in handling the metal hoist or
Another situation that must be han
stretcher lowered from the aircraft.
dled with extreme care is when the sick
The Coast Guard explains that if an
or injured seaman cannot be carried on
airlift must take place at night, certain
deck without the use of the helicopter's
lighting precautions should be taken.
stretcher.
To help the pilot locate the ship, the
In cases like this, crewmembers
vessel's search lights should be directed
should not move the stretcher without
straight up. As the craft approaches,
first unhooking the hoist cable. The
the lights should not be shined onto the
Coast Guard warns that if the cable
helicopter. This could temporarily
must be removed, crewmembers should
blind or disorient the pilot.
not hook the cable to any part of the
Instead, the search lights should be
ship. In most cases, the pilot will re
turned off. If the ship has boom lights,
trieve the cable and then pull away
they should be trained on the deck area
from the ship until the patient is
where the lift will be made. Any ob
brought topside in the stretcher.
structing objects in the area should also
In preparing the patient for the lift,
be well lit for added safety.
crewmembers should strap the injured
Each at-sea airlift is different. And
man in the stretcher face up with a life
each lift presents its own special dang
jacket on if his condition permits. In
ers. Time is a crucial factor. Knowing
addition, the patient should be in
what to expect, how to prepare, and
structed not to grip the side of the bas
simply what to do when the helicopter
Helicopters build up a static electric charge during flight, so seamen should
ket. It could very easily bang the side
arrives can save a lot of time. And,
not touch metal rescue basket until basket has first touched the deck.
of the vessel or the helicopter during
maybe someone's life.
m
4i>s
�
Dublin Core
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
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Title
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March 1978
Description
An account of the resource
HEADLINES
CONGRESS OFFERING REMEDY TO ILLEGAL REBATE PLAGUE
UNEXMPLOYMENT RATE FALLS TO 6.1%, THE LOWEST IN 3 YEARS
SIU V.P. PAUL DROZAK IS DEAD AT 50
COVE COMMUNICATOR COMES TO NEW HAVEN
AFL-CIO ASKS CARTER FOR $29.5B TO BOOST ECONOMY
HALL SAYS LINER POLICY ‘STRANGLES’ SHIPPING
HALL NAMED HEAD OF LABOR POLICY GROUP ON TRADE
DROZAK: NEED U.S.-CANADA BILATERAL SHIPPING PACT
SUP’S MORRIS WEISBERGER GOES INTO RETIREMENT
U.S. SEEKS TO END RATE-CUTTING BY SOVIET FLEET
ON THE AGENDA IN CONGRESS
BILL IS OFFERED TO ALLOW STATE WITHHOLDING TAX
INLAND VACATION PLAN HITS MILESTONE-1,000TH CHECK
OK OF U.S. TUNA BOATS TO SWITCH TO FOREIGN FLAGS HIT
MORE TRAINING, MORE SKILLS, MORE JOB SECURITY
WE ALL HAVE A STAKE IN CARTER’S ’79 BUDGET
1ST IOT CONFAB HI-LITES UNION’S PROGRESS
BETTER COMMUNICATION AND UNDERSTANDING
KEYNOTE BOATMEN’S CONFERENCE
DEAF WOMAN GAINS COURAGE WRITING OF THE SEA
MAN-AMERICAN CLAUSE IN OCS BILL A MUST
IS AMERICAN WORKER FACING EXTINCTION?
MTD URGES QUICK ACTION TO GET LNG PROJECTS UNDER WAY
WORLDWIDE TRAINING STANDARDS FOR SEAMEN TO BE SET
TRANSPORT SAFETY UNIT URGES GLOBAL HAZARDOUS MATERIALS LIST
OFFSHORE GROUP DISCUSSES EAST COAST ORGANIZING
TEXAS CONVENTION TO PAUL DROZAK
CG CUTS WORKING TIME FOR TOWBOAT OPERATOR LICENSE
LNG ARIES PLUCLS 21 IN LIFEBOAT AT SEA OFF SUNK SHIP
ALLIED TOWING CORP.-FROM 2 TO 21 TUGBOATS
STUDY FINDS INDIVIDUAL TAX RATE HIGHER THAN OIL MULTINATIONALS
SUNKEN TREASURE LIES 240 FEET BELOW ON THE OCEAN FLOOR; $400-MILLION FOUND
HELLICOPTER RESCUES CAN BE HAZARDOUS BUSINESS
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
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3/1/1978
Format
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Newsprint
Type
The nature or genre of the resource
Text
Identifier
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Vol. 40, No. 3
1978
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/3f36bf6f688fd74dd23efac8fa9bc6e0.PDF
96445670d51660951f774bf4e99caca5
PDF Text
Text
Great Lakes Inland Conference Held
See Pages 19-22
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Seafarers Man Newly Acquired
Ship—Point Susan
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Dredge Sawyer Gets SlU Crew
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�Favors Up fo 6^ o Gallon Fuel Tax on Boats
SlU Backs House Bill to Rebuild Locks and Dam 26
The SIU has thrown its support be
hind H.R. 8309. This is the House of
Representatives bill that provides for
reconstruction of Locks and Dam 26
and institutes a fuel tax on commercial
water transportation. That tax would
be no more than 6 cents per gallon.
Locks and Dam 26 is located at Al
ton, 111., a key point on the Mississippi
River system. This obsolete facility has
been causing costly barge jams and
delays for years.
The SIU is still opposed to the con
cept of a user charge of any kind on the
inland waterways. But it is backing H.R.
8309 under the threat of a much higher
user charge system proposed in the
Senate.
The higher charge proposal, made by
Sen. Pete Domcnici (R-N.M.), requires
user charges that would return construc
tion and operation costs of waterways
improvement projects to the Govern
ment. These would be set to equal 50
per cent of the Federal construction
costs and 100 per cent of the operation
costs. They could go as high as 42 cents
a gallon and would have a disastrous
effect on the barge industry.
The Domenici proposal would re
quire $400 million a year in user fees
for the industry, according to the Na
tional Committee on Locks and Dam
26. This tax burden would also be
carried by farmers and ultimately con
sumers. The SIU is a member of the
National Committee, along with water
ways operators, farm groups and other
interests involved in the barge industry,
which all strongly oppose the Domenici
proposal.
=3e=
=3F
INLAND
Farmers are directly involved since
two-thirds of the tonnage carried on the
waterways is farm or farm-related.
Farm groups maintain that the higher
Senate proposal could "cripple the en
When Harry Lundeberg came
onto the scene in 1934, America's
maritime labor movement was in
chaos and on the verge of extinction.
From then until his death 23 years
later at the age of 56, Lundeberg led
U.S. seamen through a gauntlet of
long, bitter strikes from virtual eco
nomic obscurity to a place of promi
nence in the American trade union
movement.
Although Jan. 28, 1978 marked
the 21st anniversary of his death, the
legacy he left lives on. This is be
cause the work Lundeberg did to
better the lot of American seamen
served as a springboard for con
tinued progress both for sailors and
for the maritime labor movement.
Lundeberg, the founder of the
SIUNA in 1938, came to the U.S.
from Norway in 1919. He joined the
Sailors Union of the Pacific that year
and settled in Seattle.
He became Seattle agent for the
SUP in 1934. He led the charge in
the bloody West Coast strike of '34,
which marked the reemergence of
=96=
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Lnl
0 0,
Working Together tor a Future
Short of total extinction, the worst thing that can happen to a labor organi
zation is stagnation.
It's a dangerously easy rut to fall into. You can become content with what
you have and simply stop working to make it better. Or you can become so
confident that the world around you will never change, you stop planning
for the future.
There is no doubt in my mind that if this kind of thinking had existed in
the SIU 30, 20 or even 10 years ago, our Union would possess no base of
strength today. Nor would we have much to look forward to in the future
other than slow and painful disintegration.
But this is by no means the case in the SIU. We have a strong Union today
and a strong job structure. Our problem is maintaining this strength not only
for present day Seafarers but for the next generation of Seafarers and the
generation after that.
To say the least, maintaining this strength will not be an easy job. Right
now, our industry is in the midst of a major technological revolution.
We are faced with the serious problem of automation cutting down crew
sizes.
We are faced with the problem of crewing radically different ships like
the LNG carriers—ships that require new and expanded job skills for proper
manning.
On top of this, we are faced with the ongoing political problem of ensur
ing that Congress docs not legislate the American merchant marine off the
high seas.
=9e=
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=3^
Harry Lundebei^
maritime labor as a force with which
to Be reckoned.
Lundeberg succeeded Andrew
Furuseth as vSUP secretary treasurer,
the highest office in the Union, in
1936. He held that office until his
death in 1957.
After bitter political and jurisdic
tional disputes with the NMU and
96=
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the old International Seamen's
Union, Lundeberg formed the
SIUNA in 1938 after winning a
charter from the AFL. He served as
SIUNA president from then until his
death.
Lundeberg truly had the heart of
a sailor. During the first Eisenhower
administration, Lundeberg turned
down the U.S. Secretary of Labor's
job to remain in the seamen's move
ment.
In 1947, Lundeberg worked his
way across the Atlantic and back as
an AB on a SUP ship so that he
could visit his homeland for the first
time in 30 years. Lundeberg had
been voted funds by the SUP mem
bership to pay for the trip, but he
turned it down.
It seems only fitting that the SIU's
School in Piney Point, one of the
largest and best maritime training
facilities in the country, be named
after Harry Lundeberg. He was
surely one of the most important
figures in the history of the Ameri
can maritime labor movement.
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9F
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We must also work to ensure that Congress does not exclude the U.S.
merchant 'marine from new trends in international maritime activities, such
as offshore drilling and ocean mining.
Essentially, the key to success in maintaining our strength is the same kind
of joint cooperative effort between leadership and membership that has
always ex.isted in our Union.
An exdmple of how this kind of cooperative effort has paid off for us can
be seen with respect to the advent of LNG ships in the U.S. merchant fleet.
In the early 70's, it became apparent to us that it was just a matter of time
before LNG ships would be a part of the U.S. fleet.
The SIU, through the Lundeberg School, developed a comprehensive
LNG training program fo help Seafarers prepare for the inevitable.
However, it was up to SIU members to take advantage of this program.
And they did.
The U.S. fleet now has two LNG ships in its ranks. As a result of the
SIU's cooperative effort on this issue, SIU members are manning both of
them. Right now, two ships might not seem like such a big deal. But, 10 years
from now, LNG ships could very well play a crucial part in providing jobs
for American seamen.
Whether this happens or not, the fact remains that the SIU is preparing
to take full advantage of any expansion within the U.S liag LNG fleet
tomorrow or 10 years from now.
The LNG ship, though, is only one aspect of the U.S. maritime industry's
future. Another area that could be a very big job producer for American
seamen in the future is ocean mining. But again, it will take a cooperative
effort of leadership and membership to make this a reality.
Presently, the SIU is working in Congress on a long distance ocean mining
bill that will ensure that ships used in any sea mining ventures by U.S. com
panies be American-manned vessels.
The whole subject of ocean mining is very unclear at the present time.
No one is really sure how big an industry it can or will become. The point
is, though, that it could mean a lot to the U.S. merchant marine. And the
SIU is working on it right now to make sure that if ocean mining does
develop, SIU members will get a fair share of the jobs it creates.
It is my belief that the only way to prepare for the future is simply never
to beeome satisfied with what we presently have^ Because if that ever hap
pens, this organization will stop moving forward and begin to decline. Let's
continue to work together t^ever conies.
9F
Change of address cards on Form 3579 should be sent to Seafarers International Union
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y.. Vol. 40, No. '2^^^ma^ li^®^
2 / LOG / February 1978
TI is a Washington, D.C.-based educa
tional and research group for the mari
time industry. It is also supporting H.R.
8309.
A number of amendments and com
promise positions on user charges have
been submitted in the Senate. Lack of
agreement has postponed the vote on
H.R. 8309 and it will most likely not
come up until March.
21s/ Anniversary of Lundeberg's Death
UU
Paul Hall
tire inland waterways system."
In short, the Domenici proposal
threatens to destroy the low-cost,
energy-efficient advantages of water
transportation. Moreover, it does so in
a discriminatory manner. The Transpor
tation Institute (TI) has pointed out that
the proposal would levy charges only on
certain parts of the waterways—those
in direct competition with the railroads.
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AFL-CIO, 675 Fourth Ave., Brooklyn. N.Y.
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m
Senate Vofe Due in Mid-March
AFL-CIO Pushes Labor Law Reform Bill
The labor movement has launched an
all out final drive to win passage of the
President Carter-backed Labor Law
Reform Bill in the U.S. Senate.
The House of Representatives passed
its version of the bill late last year. The
vote in the Senate on the bill is due by
mid-March.
The Senate Human Resources Com
mittee recommended passage of the bill
by the full Senate earlier this year. The
committee vote was 13 to 2 in favor of
the bill.
The long-needed reform bill is de
signed to speed up the judicial processes
of the National Labor Relations Board.
It would also give the NLRB increased
authority to crack down on violators
of the labor law.
Some of the key features of the bill
include:
• Expansion of the National Labor
Relations Board from five to seven
members to better handle the board's
heavy caseload.
• Holding of union certification elec
tions no more than 30 days after pledge
cards, showing majority support in the
shop for unionizing, are filed with the
NLRB.
• Awarding employees fired for
union activities during an organizing
drive 1V2 times back pay for time lost
between discharge and reinstatement.
The House version of the bill provides
for double time back pay in such cases.
• Denial of Government contracts
for a period of two years to companies
that continually violate the labor law.
Big Business interests and right wing
groups have mounted their own massive
lobbying effort to block passage of the
bill. It is feared that the right wing's
allies in the Senate will attempt a fili
buster to kill the bill. If this happens
it would take a two thirds vote of the
Senate to end the filibuster. (A fili
buster is a delaying tactic accomplished
through long speeches.) However, it is
unlikely that the bill's supporters in the
Senate could muster such a two thirds
vote.
To combat the opposition, the AFLCIO has succeeded in putting together
a coalition of professional, civil rights
and women's groups, as well as en
vironmental concerns, in favor of the
bUl.
The AFL-CIO has sponsored regular
strategy meetings to solidify this coali
tion and to map out a course of legisla
tive action. A number of these meetings
were chaired by SlU President Paul
Hall, who serves as chairman of the
AFL-CIO Executive CounciPs Special
Committee on Legislation.
To say the least, the Labor Law Re
form Bill has been a long time coming.
Statistics complied by the NLRB show
an alarming increase of violations of
the labor law over the years.
For instance, in 1947 the NLRB
heard 115 cases involving unfair labor
practices. However in 1976, the board
heard 1,033 such cases.
In 1960, a total of 15,800 complaints
were filed with the NLRB against em
ployers for violations of their employ
ees' rights. But in 1976, the number of
these complaints rose to 34,302.
Secretary of Labor Ray Marshall,
speaking for the Carter Administration,
said that the increased violations of the
law arise from the fact that "some em
ployers have found it cheaper to dis
obey the law than to obey it."
Marshall added that opponents of
the bill essentially want "to deny any
thing that would appear to improve
collective bargaining and improve the
right of workers to organize and bar
gain collectively."
Sen. Harrison Williams (D-N.J.), cosponsor of the bill in the Senate, said
that the bill will only be won "if trade
unionists and their allies in the nation's
communities make an all out push in
the next month."
Williams also said that supporters of
the bill in each state "must give their
senators the feeling that this is it, that
this is top priority."
From the individual union member's
point of view, the "all-out push" re
ferred to by Sen. Williams involves
writing his or her senators demanding
they vote in favor of the bill.
The SIU urges its members and their
families to join in the fight for this bill.
Write your senators. Tell them that they
will lose your vote unless they vote in
favor of the bill.
i
Outer Continental Shelf Lands Act Passes in U. S. House
WASHINGTON, D.C. —A heated
floor battle that carried both good and
bad news for American workers pre
ceded passage in the House of the Outer
Continental Shelf Lands Act. The final
Feb. 2nd vote in the House of Repre
sentatives was 291 for and 91 against.
The CCS bill is aimed at controlling
the offshore production and develop
ment of oil and natural gas resources
on the U.S. outer continental shelf.
The House floor fight started out with
the narrow defeat of a labor backed
amendment to the bill involving jobs
for U.S. shipyard workers.
The amendment was introduced by
Rep. John Murphy (D-N.Y.). It would
INDEX
Legislative News
SIU in Washington
Locks and Dam 26
OCS bill
Dredging bill
Page 9
Page 2
Pages
Page 18
Union News
President's Report
Page 2
1st Pension
Supplements
Back Page
Headquarters Notes
Page 7
Brotherhood in Action
Page 4
Great Lakes
conference
Pages 19-22
At Sea-Ashore
Page 17
Inland Lines
Page 6
Great Lakes Picture
Page 8
Atlantic inland
conference
Pages 13-15
New benefit form ....Pages 28-29
Great Lakes-wage rates.. .Page8
Crescent, Radcliff
conference
Page 26
General News
Report of Elias disaster . .Page 12
National unemployment ..Page5
Labor law reform
Page 3
Humphrey dies
Page 5
Porpoise kills down
Page 5
Coors boycott
Page 37
Bartlett-Collins boycott .. .Page 6
lUE
Page 32
have required that all rigs and other
equipment used in the offshore drilling
be built in American shipyards. The
measure was defeated 208 to 201.
Later in the day, however, an attempt
to scuttle a crucial section of the bill
involving thousands of jobs for Amer
ican seamen and roustabouts was
soundly defeated 280 to 118.
Rep. Charles Whalen (R-Ohio) led
the assault against the man-American
provisions of the bill.
Basically, then, the final House-passed
version of the OCS bill, as it affects
American workers, reads as follows:
• American workers must be em
ployed in the manning of all equipment
Shipping
Dredge Sawyer
Page 4
Point Susan
Page 24
Around New Orleans
harbor
Pages 38-39
Mackinac ferries
Pages 30-31
Harry Allen
Page 4
Ships' Digests
Page 23
Dispatchers' Reports:
Great Lakes
Page 5
Inland Waters
Page 12
Deep sea
Page 25
Training and Upgrading
'A' seniority upgrading .. Page 37
HLS course dates
Page 36
Tl scholarship
Page 11
GED graduates
Page 12
Membership News
Upgraded to inland
engineer
Page 10
Former scholarship
winner
Page 16
New pensioners
Page 33
Final Departures .... Pages 34-35
Articles of particular interest to
members in each area—deep sea,
inland. Lakes—can be found on the
following pages:
Deep Sea: 10, 17, 23, 24, 25, 32,
37, Back Page
Inland Waters: 2, 6, 10, 11, 12,
13-15, 18, 19-22
Great Lakes: 4,5,8,30-31
involved in oil and gas exploration on
the U.S. outer continental shelf. This
includes rigs and supply vessels.
• The rigs need not be built in Amer
ican yards. Yet all rigs involved in the
drilling must carry American registry.
Also, they must meet U.S. construction,
environmental, and safety standards.
Despite the narrow loss of the "BuildAmerican" amendment, the Housepassed version of the bill must be con
sidered a victory for maritime labor.
The House bill ensures that thousands
of Americans will reap the employment
benefits of the rapidly expanding off
shore oil drilling industry.
It also carries the potential of creating
some 3,000 to 5,000 new jobs for Amer
ican seamen in the support and supply
of drilling operations.
The fight for the bill, however, is far
from over. The Senate passed its own
version of the Outer Continental Shelf
Lands Act on July 15, 1977.
The Senate version of the bill con
tains no section requiring the use of U.S.
workers in manning and supplying the
rigs.
As a result, the differences in the bills
must be worked out by a House-Senate
Conference Committee. As this issue of
the Log goes to press, the conferees have
not been selected. It may take several
months before all details are finally
worked out on the bill and it is signed
into law by President Carter.
The SIU will be working to see that
the final version of the bill will include
protection for American workers in the
employment opportunities created by
the offshore drilling industry.
R.F.'Mickey'Wilburn, 55,
Retired Houston Agent, Dies
Retired Houston Port Agent
Robert F. "Mickey" Wilburn, 55,
died of cancer in St. Luke's Hospi
tal, Houston on Feb. 14.
Brother Wilburn joined the SIU
in 1944 in the port of New Orleans
sailing as an AB for nearly five
years. He worked as an organizer
for the Union during the 1950s
and 1960s. From 1969 to 1975,
he was elected a joint patrolman
for the port of Houston. In 1976,
he became Houston port agent, a
post he held until his retirement
last year.
'>$1
Born in Missouri, he was a resi
dent of Houston. He was an avid
deer hunter.
Seafarer Wilburn willed his re
mains to Baylor University, Hous
ton for medical research.
His family requests that friends,
who wish to do so, make contribu-
tions in his name to the American
Cancer SocietySurviving are his widow. Pearl;
a daughter, Cheryl, and a nephew.
February 1978 / LOG / 3
' t
�W/nfer Bound Laker Destroyed in Vfaterfronf Fire
Another in a rash of fires that have
ripped through grain elevators in recent
months claimed the Capitol 4 Elevator
on the Duluth waterfront. The fire,
which occurred on the morning of Sat
urday, Jan. 21, also destroyed the SIUcontracted bulk carrier Harry L. Allen.
The Allen was laid up for the season
at the grain elevator's dock and was
extensively damaged by debris that fell
from the elevator and caused the ship's
superstructure to ignite. Firefighters
were unable to get close enough to the
ship to contain its blaze because of the
intense heat emanating from the ele
vator and because of fears that the fire
might cause the ship, another nearby
grain elevator or loaded rail cars to
explode.
Oliicials feared the danger of the
Kinsman-owned Allen'?, exploding was
great because of the ship's closeness to
the fire and its supply of bunker fuel.
A spokesman said the damage to
the ship approached $2 million. The
entire port side of the vessel, the for
ward quarters and the lifeboats aft were
destroyed. The company spokesman
said the Allen will probably be scrap
ped. But when asked by the Log whe
ther the ship will be replaced in the
fleet, the spokesman replied, "we're in
the throes of determining what we want
to do. We have not reached any decision yet.
Firefighters arrived at the site of
Grain Elevator 4 at 3:30 p.m. after employees at the nearby Capitol 6 elevator
saw smoke coming from the building.
The fire
went unnoticed, perhaps
smoldering for as long as six hours, ac
cording to Fire Chief Leonard Whalen,
because no one was working in the ele
vator on that day.
Just as it appeared that the blaze was
under control, a grain dust explosion
tore through the elevator, toppling the
building's tower and forcing a hasty
evacuation by firefighters.
By 7:30 p.m. the elevator was de
stroyed and firemen were able to board
the Allen and put out the fire on board.
Capitol Elevator No. 4 of Interna
tional Multifoods Corp. was a woodframe building constructed in 1888.
There has been .a high incidence of
grain elevator fir^ in recent years. Four
grain elevators burnt in a 10-day period
last December. A total of 137 elevators
have been destroyed by fire in the last
18 years. These statistics, coupled with
the building's structural inadequacy,
made it a prime target for fire.
Flames gut-the tower of a Duluth waterfront grain elevator. The fire caused
extensive damage to the Kinsman-owned Harry L. Allen, berthed at the ele
vator's dock for the winter.
Eight months ago Capitol No. 5 ele
vator, also a frame structure, was razed
by the company because it posed a
safety threat. There is presently only
one wooden grain elevator remaining
in the Duluth/Superior area.
M Brotherhood m Action
... for SlU members with Alcohol problem
Seafarer Greg Hamilton, who is 21
years old, made the mistake of believ
ing a common myth about alcoholism
—that it was a disease which afflicts
only "old" people. "I thought an alco
holic was someone on skid row or the
guy who couldn't move out of his bunk
because he didn't have his drink. Now
1 know that an alcoholic is someone for
whom booze causes a problem in his
life."
Seafarer Hamilton believes that he
started drinking when he was about 13
years old. About five years ago, he at
tended the basic vocational program at
HLS as a member of Class #112.
"HLS is the best thing that could have
happened to me. I needed a place to
go, and if I hadn't come to the School,
1 probably would have been a thief or
something. But being a Seafarer helped
give me a new approach to life."
Last fall. Brother Hamilton came to
HLS and enrolled in the high school
equivalency program. "After three
weeks, I just quit. My drinking would
not let me study or remember any
thing."
Hamilton then enrolled in the AB
course at the School. But he went on a
drunk one night and became destruc
tive. The next morning, he couldn't re
member exactly what had happened
the night before. He wanted to call the
ARC immediately but it was several
days before he found the courage to
make the phone call and ask for help.
In describing the program at the Sea
farers Alcoholic Rehabilitation Center,
which is sponsored by the Seafarers
Welfare Plan, Brother Hamilton said,
"It works. The counselors really know
what they are talking about."
"Our Union is very brotherly," he
added. "They will help you in any way
possible so that you can become a bet
ter person—from high school diploma
to AB to recovering from alcoholism,
and many other ways, too."
In finding freedom from alcohol.
Seafarer Hamilton found a new life for
him.self. "I used to feel about an inch
tall when people called me a drunk. I
was even afraid to face people the
morning after 1 had been on a drunk
because they would know what I had
done the night before, and I didn't."
Today things are different for Ham
ilton. He is enrolled in the AB course
SeafarerGreg Hamilton is shown studying for his AB endorsement at HLS.
again and will soon take his examina
tion for that endorsement. He also has
plans to attend the General Educa
tional Development program at HLS
later this year. After completing the
recovery program at the ARC, Brother
Hamilton is able to build upon the new
approach to life he found when he
graduated from HLS five years ago and
first became a Seafarer.
If you feel that you have a drinking
problem, remember that you are never
too old—or too young—to ask for
help. Just call (301) 994-0010 any
time and ask for "The Center." Or
contact your SlU representative.
Sea-Land Market Coitnmitfee
Dredge Sawyer Joins SlU Fleet
SW-contracted Radcliff Ma
terials recently acquired an
other dredge^ the Sawyer, which
brings 27 new jobs for the Union
membership.
The new addition is 330 feet
long by 50 feet wide. She is the
second largest dredge in Rad
cliff's fleet, which includes about
27 dredges, and support boats.
Radcliff is based in Mobile, Ala.
and also operates out of New Or-
leans, Houma, La., and Morgan
City, La.
The Sawyer is now dredging
shells from the Atchafalaya
Bay, off Morgan City. She loads
two barges at once and works 24
hours a day with relief crews.
The shells are sold for cement
and other construction ma
terials.
The 27 S/U jobs on the Sawyer
include all unlicensed positions
and engineers.
Recertitied Bosun Don Rood (fronl contor) ship's chairman of the SS Sea-Land
Market, gets ready to load on stores on the ccntainership recently. At his
immediate back (I. to r.) are come, of the Snip's Committee and a crewmember:
Engine Delegate E. Livvag; Quarterm-asier Nick Hrysagis, and Slevyard Dele
gate John Alberti. The vessel paid off in Pore Eiiz&beth, N.J.
4 / LOG / February 1978
\
"'If.-.--
�I'
Porpoise Kills Down 75^© Due to U.S. Tunamen Efforts
American tuna boat crews made
great strides in 1977 in reducing the
number of porpoise kills incidental to
tuna fishing off the U.S. West Coast. A
high percentage of these tuna fisherment belong to the SIUNA-affiliated
Fishermen's Union of America, Pacific
and Caribbean.
According to statistics compiled by
the National Marine Fisheries Service,
the number of porpoise killed during
tuna fishing was down 75 percent per
ton of tuna captured in 1977 as com
pared to 1976.
Further statistics showed that tuna
fishermen were successful in releasing
better than 99 percent of all porpoise
encircled by tuna nets.
Senator Alan Cranston (D-Calif.)
said that these statistics were "a tre
mendous tribute to the determination
of the captains and their crews to show
their skills and good faith" in reducing
porpoise kills.
The U.S. tuna fleet was laid up for
several months in late 1976 and early
1977 over the porpoise mortality con
troversy.
Environmentalists wanted a zero
mortality rate. But the tuna industry
claimed a zero rate was impossible to
achieve if American tuna boats were to
remain competitive with foreign boats.
Widespread Layoffs
The lengthy fleet layup also caused
widespread layoffs of cannery workers
in Southern California and Puerto
Rico. Many of these workers belong to
the SIUNA-affiliated United Cannery
and Industrial Workers of the Pacific,
Los Angeles and Vicinity District.
The fleet went back to sea .only after
Congress worked out a compromise be
tween the tuna industry and the en
vironmentalists.
The compromise was a quota on the
number of porpoise that could be taken
incidental to tuna fishing.
During Congressional hearings on
the controversy, SIU Executive Vice
President Frank Drozak called for
quick action to keep the U.S. tuna in
dustry, and the 30,000 jobs it provides,
from being exported to Mexico and
South America.
U.S. Unemployment Rate Dips to 6.3%; Still Very High for Blacks
WASHINGTON, D.C. — The U.S.
jobless rate declined to 6.3 percent last
month from December's 6.4 percent.
This is the lowest "unemployment rate
since October 1974 when it was 5.9
percent. According to the Govern
ment's Bureau of Labor Statistics,
6,226,000 workers in the country were
without jobs last month.
The dip in the jobless rate last month
marked the fourth straight monthly de
cline. In November it was 6.7 percent,
6.8 percent in both October and Sep
tember and 7 percent in August.
However, high johlessness among
black workers continues to persist with
their unemployment rate remaining un
changed in January at 12.7 percent.
Their jobless rate was the same in Januuary 1977. Teenage blacks have a 38.7
percent jobless rate!
The AFL-CIO said that, while the
unemployment results were "hopeful,"
the persistence of high joblessness
among blacks required the Federal
Government to direct its employment
programs more precisely to impover
ished inner city areas.
Unemployment among whke work
ers remained unchanged over the
month at 5.5 percent. Those benefiting
most from the January jobs improve
ment were women. Their unemploy
ment rate fell to 6.1 percent from De
cember's 6.6 percent. U.S. Commis
sioner of Labor Statistics Julius Shiskin said that the improved results for
women might reflect the expansion of
the financial and service sectors of the
economy. Both have a substantial num
ber of women workers.
were employed construction workers
who lost two hours in their work week.
Workers in the transportation, public
utility and other non farm industries
Hubert Humphrey, a Labor Man
He was an American Senator in
every sense of the word. Yet it was
always obvious that Hubert H.
Humphrey felt more at home in a
union hall or in a factory simply
talking to the people than in the
marble and mahogany surroundings
of the U.S. Senate Chamber.
Now, looking back on his politi
cal career, which spanned more than
three decades of fighting for workers
rights, civil rights, and human rights,
Senator Humphrey's death from
cancer on Jan. 13, 1978 can only be
described as a monumental loss to
American workers and the U.S.
trade union movement.
Senator Humphrey knew he was
going to die. Yet he met the toughest
crisis of his life—inoperable cancer
—the same way he met so many
The unemployment rate for teen
agers rose to 16 percent from 15.6
percent the month before. Joblessness
among adult men was up to 4.7 percent
from December's 4.6 percent. Unem
ployment for fulltime workers was
down to 5.8 percent.
Non farm payroll employment in
creased by 255,000 to 83.7 million
workers in January. The biggest overthe-month gains were in manufactur
ing, wholesale and retail trade, and
services.
Hard hit by the bad January weather
BiSMlclhirs Riiiiirt lip Grcitlike:
JAN. 1-31. 1978
Jk. ^
JL-^ W
•TOTAL REGISTERED
All Groups
Class A Class B Class C
TOTAL SHIPPED
All Groups
Class A Class B Class C
••REGISTERED ON BEACH
Ail Groups
Class A Class B Class C
DECK DEPARTMENT
Alpena
Buffalo
Cleveland
Duluth
Frankfort
Chicago
Algonac
Totals
0
0
0
0
0
0
27
27
0
0
0
0
0
0
2
2
0
0
0
0
0
0
5
5
1
0
1
0
0
0
1
3
4
1
3
0
0
0
4
12
0
0
0
0
0
0
5
5
1
2
0
6
1
18
32
60
0
1
0
1
0
3
3
8
0
0
0
1
0
0
0
1
0
0
0
0
0
1
0
1
1
0
2
0
1
7
32
43
0
0
1
0
0
1
6
8
1
1
0
1
0
1
2
6
0
0
0
0
0
0
0
0
0
1
0
0
2
2
6
11
1
0
0
0
0
0
4
5
0
0
0
0
0
0
0
0
1
1
2
2
0
9
41
56
7
3
6
3
3
3
30
55
2
9
0
3
1
6
14
35
170
76
42
ENGINE DEPARTMENT
Alperia
Buffalo
Cleveland
Duluth
Frankfort
Chicago
Aleonac
Totals
0
0
25
0
0
0
0
0
0
4
4
0
0
0
0
0
0
2
2
1
0
1
0
0
3
2
7
lost on the average about a half an hour
in their work week. Not counted were
the effects of the blizzard which swept
the Middle West at the end of January.
1
0
0
0
0
0
0
1
political crises in his enviable career
—with courage.
His first public appearance after
learning he had terminal cancer was
not at a news conference with bright
lights and network cameras. It was
at a union convention in his home
state of Minnesota. He didn't talk
about himself and his battle to live.
He talked about unemployment and
the need to provide a job for every
American willing and able to work.
The last time Senator Humphrey
spoke to a Union gathering was in
early December at the AFL-CIO
Convention in Los Angeles. He was
too ill to make the trip, so he spoke
to the Convention by phono.
In a memorable and moving ad
dress, he said, "the labor movement
has been the conscience of American
-politics and the source of social pro
gress in this country, and I've tried
to be with you every step of the way.
You all mean so much to me, espe
cially this year."
There were very few dry eyes
among the 1,500 people who
jammed the Convention Hail and
who greeted Humphrey's words with
a long, loud, warm standing ovation.
Probably the best tribute to
Hubert Humphrey, though; came
from his close friend and fellow
Minnesotan, Vice President Walter
Mondale.
During funeral services for the
66-year-old Senator, Mondale said:
"He taught us all how to hope and
how to love, how to win and how to
lose. He taught us how to live, and
finally, he taught us how to die."
STEWARD DEPARTMENT
Alpena
Buffalo
Cleveland
Duluth
Frankfort
Chicago
Algonac
Totals
0
0
0
0
0
2
2
0
0
0
0
0
0
3
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
2
3
ENTRY DEPARTMENT
Alpena
Buffalo
Cleveland
Duluth
Frankfort
Chicago
Algonac
Totals
0
0
0
0
28
0
0
0
0
0
0
22
22
0
0
0
0
0
0
6
6
10
16
6
S2
31
13
Totals All Departments . ..
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"{Registered on the Beach" means the total number of men registered at the port at the end of last month.
Hubert H. Humphrey
February 1978 / LOG / 5
1,
f- 4
yi
�Don't Buy Barfteff-Collins Glassware, Says AFL-CIO
The AFL-CIO Hxecutive Council
has sanctioned a nationwide consumer
"don'tbuy boycotf'againstthe table and
crystal glassware products made by the
Bartlett-Collins Glass Co. of Sapulpa,
Okla., near Tulsa.
The glassware is sold in department
stores, supermarkets, discount stores,
and drugstores. Some of it is sold to
certain breweries and Playboy Clubs.
Members of Local 716, American
Flint Glass Workers Union (AFGWU)
of Sapulpa have been on strike since
contract negotiations with the manu
facturing firm broke down on Sept. 15,
1974.
The union won an NLRB certifica
tion election for collective bargaining
representation at Bartlett-Collins by an
85 percent majority. A strike followed
after ei • negotiating sessions when the
firm's negotiators failed to offer any
wage or benefit improvements.
On the picketline, Charles Wiley,
who has been an employee of the com
pany for 34 years, was arrested and
jailed by police for allegedly preventing
a scab from crossing the line. Later he,
with two others, was fired by the com
pany for union activity. But today he
remains on the picketline, though he
may lose his pension. The Union filed
unfair labor practices charges with the
NLRB against Bartlett-Collins for fail
ing to honestly negotiate a contract and
coercive interference with the em
ploye's right to organize a union.
On July 2, 1976, the local NLRB
upheld a charge that the company had
not bargained in good faith. The next
June the NLRB in Washington, D.C.
ruled that Bartlett-Collins had to re
instate the strikers (except Charles
Wiley) on request. The last contract
negotiating session was held on July 29,
1976.
As of November 1977, the 25 to 35
strikers have been walking the picket-
Gulf of Mexieo-l'aribbean Sea
SlU-contracted Caribe Tugboat started a new service on Feb. 15 linking
San Juan, P.R. to Lake Charles, La. The 9,000 hp. tug Explorer and the
roll-on barge Islo Grande are making the run, which takes about six days one
way. The barge is 400 feet long by 100 feet wide and carries 90 trailers.
Caribe already operates roll-on tug and barge service between San Juan,
Jacksonville. Miami, Venezuela, the Dominican Republic, the Virgin Islands
and the Leeward and Windward Islands. The Lake Charles service is another
step forward in the company's rapidly growing Caribbean operation. But it
has even bigger plans for the near future.
Caribe has two triple-deck, roll-on barges on order, which will be the
largest in the world. These superbarges are 580 feet long by 105 feet wide
and can carry 380 trailers. They are expected to enter the Jacksonville-San
Juan service in June.
Caribe is also planning to build two triple-deck loading platforms, one in
each port in this service. These will allow all three decks of the new barges
to be loaded or unloaded at once.
The triple-deckers will take the place of some of the double-deck barges
that now run between Jacksonville and San Juan. Once this happens, the
double-deckers may be used to expand the Lake Charles service, a Caribe
spokesman said.
Mississippi River System
line seven days a week. They refuse to
return to work at the plant until the
company makes a valid wage and bene
fit proposal and reinstates Charles
Wiley with his pension. He's 55.
Bartlett-Collins is now operating its
plant with inexperienced scabs 40 hours
a week with production losses of 40 to
60 percent. Most of the loss comes from
imperfect and smashed machine-made
glassware. Of course, the scabs have
been getting wage increases.
Union chief George M. Parker says
"Bartlett-Collins Glass Co. is the only
remaining unorganized major producer
of automatic machine glassware in the
nation."
The company, which started in 1913,
pays its machine operators from $2.60
to $3.25 an hour. The workers now get
two weeks vacation after five years on
the job. They have a pension plan. It
has branches in Costa Rica, Venezuela,
Haiti, and Canada.
The Bartlett-Collins workers have no
overtime or shift differential pay, se
niority rights, grievance procedure,
gloves, or protective clothing. They
also don't have any paid holidays.
^iniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiaiiimiiiuiiuiimiiiii^
I SAB Rules on 'C |
I Classified Men |
In November the Seafarers Appeals
Board ruled that effective Jan. 3, 1978,
"C classification seamen may only reg
ister and sail as entry ratings in only one
department."
The Board took the action to insure
that the Llnion will he able to maintain
sufficent manpower for each shipboard
department. The ruling will also enable
these seamen to get sufficient seatime
in one department for the purpose of
upgrading to a higher rating in that
department.
frigid temperatures and severe ice jams have caused a number of mishaps on
the rivers. And to top it all off, the ice build-up has increased the already
serious problem of bottlenecks and delays at old lock and dam facilities.
The coal miners strike and the weather also seem to be working hand in
hand to create problems. Since coal transportation is the major traffic on the
rivers, laid-up boats mean less traffic moving and breaking up ice.
I '^e biggest ice jams have been on the Ohio River. A towboat, the Clare
Beatty, (non-SlU) and .several barges were stuck in the ice-packed channel
of the Markland Dam, just below Cincinnati on Jan. 27. Three SIU towboats,
the Charles Lehman, the Wally Roller and the James Nevin, all American
Barge Lines, tried to break up the ice and reach the vessels.
But the jam was one-half mile long, St. Louis SIU Port Agent Mike Worley
reported, and the effort was unsuccessful. The Beatty and two of the barges
finally sank. No one was on board at the time.
The next day at Jeffersonville, Ind., only a short distance downriver from
the Markland Dam, 42 tied-up ABL barges were hit by a huge ice flow and
broke loose. This happened during the christening of a new ABL towboat, the
Joe Bobzien. The barges were eventually all rounded up. The Bobzien has
not yet entered service because of weather problems.
Nine more ABL barges broke loose on Feb. 4 at Cairo, III. where the Ohio
meets the Mississippi. They were rounded up by SIU Boatmen.
Locks and Dam 26, at Alton, 111., where the Mississippi, the Illinois and
the Missouri Rivers converge, is operating again with both locks. The smaller
of its two locks broke down in early January and caused major delays. But
"it's still very difficult going" according to a spokesman from the Army Corps
of Engineers.
Moreover, the bottleneck hasn't disappeared. It has spread downstream
18 miles to Granite City, 111., where Locks and-Dam 27 is located. The larger
of two locks in this facility has been shut down for maintenance. Twenty
towboats were backed up there this month.
Great Lakes
Laid-up, jammed up and bottled-up.
That describes the current problems tug and bargemen are facing on the
upper Mississippi River system.
T "nited Coal Miners strike, ongoing since Dec. 5, has laid-up from 15
io 18 STU-contracted towboats on a daily count in this area. Blizzard winds.
Tug and dredgemen don't have even a fighting chance against the tough
winter weather conditions in this area and most shipping shuts down for the
season. The only year-round SlU-contracted towing company is Hannah
Inland Waterways which uses tugs equipped with ice-breakers.
But inland members from this area have been stopping by the new Union
Hall in Algonac, Mich, recently and are raving about its outstanding facilities.
Fourteen SIU Boatmen and Dredgemen had a chance to see what their
brothers have been talking about when they attended the first educational
conference for Great Lakes inland members at the Hall from Feb. 6-8. (See
full story and photos on pages 19 to 22.)
"This has to be the finest union hall in the country," SIU Boatman John
DuFour said when he visited the new Algonac Hall recently. DuFour works
for Great Lakes Towing in Detroit.
Rod Jeziorowski (1), a deckhand/tankerman with SlU-contracted Hannah
Inland Waterways, came to the Algonac Hall last month to receive some
Welfare information from SIU Dispatcher Tom Bluitt.
6 / LOG / February 1978
I
�Long Beach Committee
rI
r
I
I
I
I
I
I
I
I
I
I
I
I
I
by
SIU
Executive
Vice
President
I
I
I
I
Frank Drozak
I
I
I
I
I
I
I When you need medical care in a foreign port, how do you make sure you I
I
I get it?
American
seamen
have
the
right
to
fair
and
proper
treatment
if
they
become
I
I
ill or injured on a foreign voyage. But to protect your rights, you have to know
I your rights. This means following the procedures that have been established I
I
I for your benefit.
I The first step, if you have to leave your ship to receive medical treatment in I
I a foreign port, is to notify the ship's medical officer and request a Master's I
If you are not fully paid off when you leave, you also have the right I
I Certificate.
to receive a reasonable money advance to cover necessary e^yjenses.
I These are your rights as Seafarers according to Maritime Law and collec I
I
I tive bargaining agreements.
I Equally important, you should notify the ship's chairman. The Union has I
I received complaints recently from Brothers who have had problems getting I
proper medical treatment in foreign ports. In order to prevent these problems,
I we
are now requesting all ship's chairmen to wire Union Headquarters anytime I
I a crewnieniber is paid off in a foreign port due to illness or injury.
I
I Last month, we notified all ship's chairmen of this procedure. But I'd like I
I to point it out again here .so that all Brothers will realize why it is important. I
Some Seafarers have recently been denied their requests for a Master's I
I Certificate.
Others have been paid off in foreign ports without a pay voucher.
I They have arrived in the States, without funds, hundreds of miles from their I
_
I port of engagement. To complicate these problems, they have arrived after •
I normal business hours and on weekends or holidays, preventing contact with I
company involved.
|
I theAfter
the Union receives notice from the ship's chairman, we will be able |
to
I contact the company to request that proper medical attention be provided to I the Seafarer involved, in accordance with his full rights. This includes specify-'
I ing that he be sent back to the States as soon as his medical condition permits 1
I Letters have already been sent to all of our contracted companies, advising §
them to conform to these procedures. But we also need your cooperation in
|
I these
matters to insure that your rights as American seamen are carried out. g
I
I
Heatlq uarters
Notes
N.Y. Patrolman Teddy Babkowski (seated center) and SlU Representative
George Ripoll (seated back to camera) check the books of part of the Ship's
Committee of the SS Long Beach (Sea-Land). They are (seated I. to r.): Chief
Cook John Tilley, steward delegate, and Engine Delegate Walter Jorgensen.
Standing (I. to r.) are: Bosun Frank White, ship's chairman; AB David Manzanet, deck delegate, and Crew Messman Udjang Nurdjaja. The ship paid off
recently in Port Elizabeth, N. J.
Tlger(Shark) in Their Tanker
Capt. Gus Kukunas "of the good old ST Erna Elizabeth" (Hudson Waterways)
sent in this photo recently of (rear I. to r.): Chief Steward Bobby Fletcher
holding on to fin of 8 foot, 9 inch marlin swordfish; Chief Pumpman Jim Beatty,
and Recertified Bosun Neil "Biackie" Matthey hanging on to a 11 V2 foot tiger
shark they hooked in Parita Bay, Panama while they were waiting for a cargo
of Alaskan crude. Also helping in the catch was (front) AB Joe Stanton.
Christmas Goodies A'-Comin'
On Christmas Day on the VLCC Maryland (lOM) Baker Richard "Jimmie"
Sherman (left) displays a huge holiday cake he's just baked for the crew. In
the center is Chief Steward Roy Fletcher. Messman Jim Pilski gets ready to
serve the hors d'oeuvres. The yule dinner was served 40 miles off Galveston
where the tanker was anchored in the offshore lightering area. (Photo by crewmember. Seafarer Vincent Cortellacci).
I
I I would also like to call your attention to recent events in the inland field I that are covered in this issue of the Log. These are the latest educational con- •
I
I ferences held for SIU Boatmen.
I Two were held during the past month. One was for Great Lakes tug and I
at the new SIU Hall in Algonac, Mich, (pages 19-22). The other I
I dredgemen
was for Atlantic Coast shipdocking Boatmen and was held at the Harry
I
I Lundeberg School in Piney Point, Md. (pages 13-15).
I If you've been reading the Log, you know that conferences like these have I
I been going on for a full year now. They began with Boatmen from the Gulf and I
have now covered inland members from all geographic areas where SIU- I
I contracted
companies operate: on the Mississippi River system, the Atlantic I
I Coast, and the Great Lakes.
I While the educational agenda has been similar, each of these conferences is I
a worth reading about because each provides some new information about SIU I
1 Boatmen in different parts of the country. Working conditions and industry I
differ from region to region. Each conference offers insight into how I
1 economics
the membership works within these differences to achieve common Union
1 goals—stronger contracts, better benefits and increased job opportunities. The I
1 Great Lakes conference should be especiaUy interesting because it is the first I
I
1 one held in this area.
Since the merger of the Inland Boatmen's Union and the SIU in September, I
1 1976, we have been searching for better ways to meet the needs of the inland
1 membership. These conferences have proved to be an effective way to find out I
1 what those needs are throughout the country. And they have proved to be a I
1 very good way for the officials and the membership to work together to achieve I
goals.
8
a these
We've been doing it by communicating—by talking to each other at these 1
a conferences and breaking down the barriers of misinformation or misunder
standing that have stood in our way. 1 had the privilege of serving as chairman 1
of the Great Lakes conference. Along with the 14 Lakes delegates who at 1
tended, I learned a great deal aoout that segment of the industry that I'd like 1
to pass on to my brothers.
1
I'd like to share my experience with you because I think it will help you|
understand what we're up against and what we're trying to achieve for SIU _
boatmen. And the best way I can do that is through the Log. I urge you to read •
the articles on the Great Lakes and Atlantic Coast conferences and find out I
what's happening in these important parts of our industry.
|
Feb.uary 1978/ LOG/7
1.
u
�The
Lakes
Picture
ALGOXAC
Algonac Port Agent Jack Bluitt said, "it looks like a real early fit-out this
year." As soon as the weather breaks ships will begin fitting up to handle the
demand for ore that is a result of the late settlement of the ore miners strike.
Figures from the U.S. Post Office in Detroit that provides mail .service to
all up- and down-bound vessels indicates there were 177 more vessel pas
sages in 1977 than in 1976. The Detroit Post Office tallies all ships that pass
by its central location. It said there were a total of 2,941 American vessel
passages upbound Detroit, 1,615 Canadian upbound and 822 deep sea upbound passages for a total of 5,378. The downbound passages included
2,907 American vessels, 1,570 Canadian and 822 downbound deep sea'ships
for a total of 5,299. Though the 1977 totals exceeded those for 1976, this
does not mean more ships ran last year than the year before. In fact, fewer
vessels were running last year but there were several newer ships which were
able to make runs more frequently than the older vessels.
BUFFALO
Buffalo's shipping industry comes mostly from the city's flour mills. Along
the waterfront are four major mills and there are two smaller mills in the city.
The 12 million tons of flour milled in Buffalo last year made the city the
largest milling center in the country, a distinction it's held for 47 years in
a row.
When Buffalo first became prominent as a flour-milling center it was be
cause the most efficient way of producing and shipping flour was to move the
wheat via laker as far east as possible, mill it, then take it to market by train
or truck. Buffalo was that easternmost point.
Now, however, more and more wheat is coming from Kansas and other
western areas that have no access to Great Lakes shipping.
Cargill, Inc., a grain concern, recently announced plans to construct a
$2.5 million bulk flour terminal in Barksdale, Md. which would receive the
flour from the company's three Kansas-based mills. Fears have been voiced
that Cargill's move could set a precedent and that other companies will
abandon their Buffalo mills and open facilities in the west.
If these fears materialize, it will necessarily mean a severe cutback for
Great Lakes grain carriers which include the entire SIU-contraded Kinsman
fleet and some American Steamship Co. vessels.
With a never-say-die attitude, however, the state of New York has desig
nated funds to the Niagara Frontier Transportation Authority for studies on
a Buffalo-based, waterfront transshipment center. The facility, which will
cost a projected $32 million to build, will handle low-sulphur western coal
and other bulk materials.
ENVIIULY^IFIYT
When the Soviet, nuclear powered naval reconnaissance satellite Cosmos
954 reentered the earth's atmosphere in late January and broke up over
northwest Canada, the U.S. and Canadian governments sent out "sniffer"
planes to assess the risk of radioactive contamination. In the weeks follow
ing the incident, conflicting reports surfaced on the danger posed by the
uranium 235 that the reactor was carrying. Air samples over a wide area in
cluding western and central Canada and the Great Lakes area on both sides
of the border were tested. But any problems resulting from the crash remain
to be seen.
LAY-ITP SCIIEDVLE
Following is the lay-up rosier for all SlU-contracted Great Lakes vessels.
Chicago, III.
Detroit Edison and Sam Laud (both Am. Steam
ship Co.)
Cleveland, Oh.
Consumers Power (Am. Steamship) and Paul H.
Townsend (Huron Cement Co.)
Detroit, Mich.
Buffalo (Am. Steamship), ST Crapo (Huron Ce
ment), Columbia and Ste. Claire (both Bob Lo
Co.)
Duluth, Minn.
Harry Allen (Kinsman Lines)
Erie, Pa.
Niagra, Lakewood, J.F. Schoelkopf, St. John, Loc
Bay (all Erie Sand Steamship Co.)
Green Bay, Wise.
J.B. Ford, E.M. Ford (Huron Cement Co.)
Lorain, Oh.
Richard J. Reiss (Am. Steamship)
Milwaukee, Wise.
Medusa Chailenger (Cement Transit Co.)
Monroe, Mich.
John T. Hutchinson (Am. Steamship)
Muskegon, Mich.
H. Lee White (Am. Steamship)
Sandusky, Oh.
John R. Emery (Erie Steamship)
Sturgeon Bay, Wise.
Belle River, St. Clair (Am. Steamship)
St. Ignace, Mich.
Arnold Fleet (Seven vessels)
Superior, Wise.
Frank Denton (Kinsman) and J.A.W. Iglehart
(Huron)
Toledo, Oh.
George Steinbrenner, Paul L. Tietjen, Merle
McCurdy, Alastair Guthrie, George D. Goble,
Henry Steinbrenner, C.L. Austin, Kinsman
Enterprise (Kinsman Lines), Nicolet, Joseph S.
Young, John A. Kling, Adam E. Cornelius,
John J. Boland, Roger M. Kyes (Am. Steam
ship) and William R. Roesch and Paul Thayer
(Pringle Transit Co.)
Utica, NY
Day Peckinpaugh (Erie)
When the LOG went to press, the Sharon, McKee Sons, and Charles E.
Wilson, all American Steamship, were on their way to lay-up. The Ann Arbor
carferries, the Chief Wawatam (Mackinac Transportation Co.) and the Straits
Transit Inc. fleet are still operating. Total lay-up of SIU ships on the Great
Lakes is 49 vessels.
FRAYKFORT
Mackinac Transportation Co.'s car ferry, the Chief Wawatam, had a close
call in December. One of the Wawatam's moorifig cables broke during a gale
at St. Ignace, thrusting the vessel into the pilings of an old dock. The
Wawatam, which received no damage, waited patiently until the Coast Guard
came and righted her several hours later.
sMimrn SAILING
A bill in the U.S. House of Representatives and one in the Senate include
proposals to authorize funds for a Great Lakes icebreaker. The most power
ful icebreaker currently in use on the Lakes is 35 years old.
Mark Austad, the former U.S. ambassador to Finland, and the Great Lakes
Carriers Association are trying to get the government to agree to purchase a
Finnish icebreaker.
Austad thinks the Finns build better icebreakers than the U.S. He claims
that his interest is to keep the Lakes free of ice in the best way possible, not
to help Finland. Pointing to figures from the U.S. Corps of Engineers, Austad
said, "60,000 jobs are lost every day the lakes are frozen. That comes out to
$2 million a day in lost wages."
New Great Lakes Wage Rates— Effective January I, 1978
Under the Collective Bargaining Agreement, Article 4, Section 3; Article 5,
Section 3; Article 7, Section 3, the following wage rates are effective as of
January I, I97H:
HOURLY
TIME AND
RATE
STRAIGHT ONE-HALF
1.5
TIME
Wheelsman
Bosun
Able Seaman
Watchman
A .B.—Deckwatch
O.S.—Deckwatch
Deckhand
Gatenian
Conveyor Engineer
Conveyurman
Q.M.E.D.
Assistant Conveyorman
Pumpman
Scraperman
8 / LOG / February 1978
6.685
6.665
6.63
6.575
6.21
5.76
5.61
6.58
7.15
6.805
6.91
6.62
6.58
6.58
10.03
10.00
9.945
9.86
9.315
8.64
8.415
9.87
10.725
10.21
10.365
9.93
9.87
9.87
DOUBLE
TIME
2.0
DOUBLE
TIME &
ONE-HALF
2.5
13.37
13.33
13.26
13.15
12.42
11.52
11.22
13.16
14.30
13.61
13.82
13.24
13.16
13.16
16.71
16.66
16.575
16.44
15.525
14.40
14.025
16.45
17.875
17.01
17.275
16.55
16.45
16.45
HOURLY
RATE
TIME AND
STRAIGHT ONE^HALF
TIME
1.5
Oiler
Fireman-Watertender
Fireman-Handyman
Fireman
Wiper
Steward (Standard
Lake Freighter)
Second Cook
Passenger Porter
Night Porter
Second Cook
(Reduced Galley)
Porter (Reduced Galley)
Porter
DOUBLE
TIME
2.0
DOUBLE
TIME &
ONE HALF
2.5
6.685
6.61
6.61
6.575
5.61
10.03
9.915
9.915
9.86
8.415
13.37
13.22
13.22
13.15
11.22
16.71
16.525
16.525
16.44
14.025
8.21
6.425
5.71
5.71
12.315
9.64
8.565
8.565
16.46
12.85
11.42
11.42
20.525
16.06
14.275
14.275
6.535
5.71
5.61
9.80
8.565
8.415
13.07
11.42
11.22
16.34
14.275
14.025 X.
NOTE: On February J, 1978 a new "COLA" adjustment of seven cents (7t)
tion to the above rates.
�Witt
Seafarers International Union of North America, AFL-CIO
FEBRUARY 1978
Legislative, Administrative and Regulatory Happenings
Congress
Postpones
Senate Debate
On Rivers
User Charge
OCS Bill Passes;
'Hire American'
Wins House
Approval
The Senate has again postponed
debate on legislation imposing a user
charge on commercial operators on
the nation's inland waterways.
Last
*/
year, the House passed a bill which
would put a 4 cents a gallon fuel
charge on the users of most of the in
land waterways system. That tax
would rise to 6 cents a gallon inn
1981.
The House-passed bill also autho
rizes construction of a new lock at
Alton, 111. on the Mi.ssissippi River.
The Lock & Dam system at Alton
has created a serious bottleneck on
the upper rivers because of its de^
terioration.
In the Senate, a move is on to im
pose a much higher tax. This would
create very serious problems for SIUcontracted inland waterways opera
tors because it would force them to
raise their rates to make them less
competitive with the railroads.
The powerful railroad lobby has
found a champion in Senator Pete
Domenici, a Republican from land
locked New Mexico. Sen. Domenici's
latest proposal is for a 15 cents a gal
lon tax on all of the inland system—
and that could go higher.
Atlantic Coast Harbor Boatmen
. Examine SIU Washington Activities
The SIU continues to oppose any
charge or tax on the rivers system.
However, since the industry backed
the House bill because it feared that
Locks & Dam #26 would not be re
paired without such a charge, our
efforts arc now aimed at keeping the
charge within the limits set by the
House.
Still another group of SIU Boatmen from Baltimore, Norfolk and Phila
delphia came to Washington this month for a first-hand look at the legislative
and political activities of their Union in the nation's capital.
During their visit, the group talked with the SIU's legislative and political
staff at the AFL-CIO Maritime Trades Department, and the research and
education staff at the Transportation Institute.
Later, they had lunch at the National Democratic Club where they met and
talked with Senator Charles Mathias (R-Md.), Congresswoman Barbara
Mikulski (D-Md.), Rep. Paul S. Trible (R-Va.), Rep. William Whitchurst
(R-Va.), Rep. Raymond Lederer (D-Pa.), and Rep. Michael "Ozzie"
Meyers (D-Pa.).
The Washington visits are part of the SIU's continuing efforts to keep the
membership informed about the many problems facing the maritime industry,
and to acquaint the membership with the Union's programs for encouraging
the development of the industry.
The House early this month
passed a bill that would require that
all exploration and drilling rigs on
the U.S. outer continental shelf—in
cluding their crew and supply boats
—be manned by American workers.
The vote on final passage was 29191.
However, an SlU-backed amend
ment which would have required that
all equipment used on the outercontinental shelf be built in the U.S. was
narrowly defeated, 208-201.
The Senate passed its version of
Outer Continental Shelf legislation
last July. The Senate bill does not
contain any "Hire American" or
"Build American" provisions.
The House and Senate bills will
now go to a joint conference where
the differences between the two ver
sions of the bill will be ironed out.
The SIU will continue its efforts—
with the support of the AFL-CIO
Maritime Trades Department—to
make certain that the final draft of
the bill includes provisions that will
guarantee jobs and job security for
American workers.
! t
4'' ^
, I-
In Committee.
On the Agenda in Congress...
OCEAN MINING. Three bills relat
ing to Ocean Mining have been re
ported by the House International
Relations Committee, the House
Merchant Marine and Fisheries
Committee, and the House Interior
and Insular Affairs Committee.
The SIU's legislative and political
staff in Washington have been on top
of these bills from the very beginning
to make certain that the jobs that
SPAD is the SIU's political fund and our political arm in
Washington, B.C. The SIU asks for and accepts voluntary
contributions only. The Union uses the money donated to
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress. These are issues that have
a direct impact on the jobs and job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The SIU urges its members to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the EEC
in Washington, D.C.
will be created by this new industry
will be reserved for American
workers.
As reported by the Merchant Ma
rine Committee, and the Interior
Committee, the bills require that
mining, processing and ore carrying
vessels must be under the U.S. llag
with American workers aboard, and
that the minerals mined from the
deep seabed must be processed in the
U.S.
The bill coming out of the Inter
national Relations Committee is
watered down in this area, but would
require the "maximum employment"
of U.S. workers.
Hearings
DEFENSE BUDGET. The Senate
Armed Services Committee has
begun its annual series of hearings on
the Defense Budget. The SIU's legis
lative staff is attending these hearings
to monitor the position of both the
Congress and the Defense Depart
ment with respect to the U.S. mer
chant marine.
LNG. The Energy Subcommittee
of the House Interstate and Foreign
Commerce Committee is now hold
ing hearings on the importation of
liquified natural gas.
COAL SLURRY PIPELINE. Legisla
tion on granting rights to transport
pulverized coal through pipelines
has been bouncing around Congress
for some time now. Once again,
hearings are being held by the House
Interior and Insular Affairs Commit
tee. We're opposed to this because
pipeline transportation of coal would
seriously affect the business of SIUcontracted barge operators, and
would undercut the job opportunities
of Inland Boatmen.
MARAD BUDGET AUTIIORIZArioNs. The Subcommittee on Mer
chant Marine of the House Merchant
Marine and Fi.sheries Committee is
now holding hearings on the 1979
Budget for the U.S. Maritime Ad
ministration.
COAST GUARD BUDGET. The
Coast Guard Subcommittee of the
House Merchant Marine and Fisher
ies Committee is holding hearings on
the 1979 budget.
OCEANS AND ATMOSPHERE. The
Oceanography Subcommittee of
the House Merchant Marine and
Fisheries Committee is continuing
budget authorization hearings for
the National Advisory Committee on
Oceans and Atmosphere (NACOA).
February 1978 / LOG / 9
.n*i
1
�Young Engineer Made Full Use of HLS Courses
"You asked for it, you got it!"
Chief Engineer Larry White, 27, dis
covered, that when it comes to upgrad
ing courses at the Harry Lundeberg
School, this is more than just a catchy
slogan.
Soon after Brother White started out
as an SlU Boatman, he found out that
he would have to get a license to get the
kind of job he wanted. But this was 10
years ago when the Lundeberg School
just opened in Piney Point, Md. The
special courses he needed to prepare
for the licensing exam were not yet
available.
A native of Norfolk, Va., White got
his first job away from home in 1968
as a deckhand with Steuart Transport
of Piney Point, Md. But he had a na
tural inclination to "fiddle around with
motors," he said. By 1970 he was help
ing out in the engine room of Steuart's
towboats. He got a lot of help and en
couragement at the time from Engineer
Willard White (no relation), he added.
Fowt First
Steuart Transport is located very
close to the Lundeberg School and
White's desire to gain more engine
skills led him there often in his spare
time. His first step up was the FOWT
endorsement. But that was the highest
engine rating he could prepare for at
the School at the time.
INLAND
Chief Engineer Larry White prepared
for his licensing exam at the Harry
Lundeberg School and returned there
recently for an Atlantic Coast Inland
Boatmen's Educational Conference.
He is shown here giving his wrap-up
comments at the Conference.
Along with Boatmen like White, SIU
officials were aware of the growing
need for courses leading to inland
licenses. White asked for one almost
every time he visited the school. Before
too long, the Union was able to give
him the chance he needed to move up.
"One day. Bob Kalmus (HLS Voca
tional Director) told me, 'Hey, we've
got that diesel course you've been ask
ing for.' I said, 'Okay, enroll me.' "
Only a year-and-a-half later. White
had completed the courses for Assistant
and Chief Engineer of Uninspected
Towing Vessels and passed the exams
for both licenses.
The Chiefs license wa.s While's
ticket to higher pay and just the kind
of job he was looking for. At Steuart
he was sometimes away from home
pushing barges for as long as a month
at a time. This was hard on his wife,
Jackie, and his three small daughters.
He wanted harbor work closer to home
and through the SIU Hiring Hall, he
found it at Curtis Bay Towing in Nor
folk where he now works as Chief Enginecr on shipdocking tugs. "I never
would have gotten the job without the
license," he stressed. At 27, he is the
younge.st chief engineer in the company.
White had a chance to visit the Lun
deberg School recently at the first At
lantic Coast Educational Conference
held there for shipdocking SIU Boatmen
2 Boatmen Get High School Diplomas at HLSS
Two more SIU members, one 43 and
the other 27, have achieved their high
school equivalency diplomas through
the Lundeberg School. They are Boat
men Alexander Borawick and Carl
Barrett.
Brother Borawick is from Baltimore,
Md. and works for Curtis Bay Towing.
He has been an SIU member for 22
years. Seafarer Borawick, 43, dropped
out of school in the eighth grade. "In
school there were a lot of kids and the
teachers rushed you through the
grades." Brother Borawick was very
impressed by the teachers and the pro
gram at HLS. "The teachers were pa
tient and understanding. They helped
me with a problem until I understood
He lives in Houston, Tex. and has
been a member of the Union for nine
it."
years. Brother Barrett, 27, quit school
This is not Seafarer Borawick's first
visit to the Lundeberg School. He got at the beginning of his senior year. He
feels that "the GED program is good.
his firefighting ticket and recently com
The
teachers are patient and give each
pleted the course for his Lifeboat en
dorsement. Brother Borawick has plans student individual attention." After be
ing out of school for a while Carl said
to get his AB endorsement at HLS also.
that, "the course wasn't as hard as I
When asked if being away from
had anticipated."
school for so many years affected him
This is Brother Barrett's first visit
in the GED course. Brother Borawick
to the Lundeberg School and he en
commented, "I have read a lot aboard
our boat and it was a joy to study at the courages his fellow Seafarers to take
Lundeberg School because I really advantage of the opportunity at HLS
wanted that high school diploma." Sea for a high school diploma. "1 know I
would never have gotten it on my own,"
farer Borawick added that he did not
he said.
think he would have the chance to get
So far, 980 Seafarers have earned
his diploma, but the Lundeberg School
high
school diplomas through the GED
made it possible.
program at HLS. If you are interested
Seafarer Carl Barrett was curious
about the Lundeberg School and the in attending the Lundeberg School to
high school equivalency program. study for your high school equivalency
Brother Barrett learned about the GED , diploma, contact your SIU representa
tive or write to the following address:
program by reading the Log.
Harry Lundeberg'®chool
Academic Education Department
Piney Point, Maryland 20674
I
from Nov. 27 to Dec. 3, 1977. He said
he was very impressed with the new
Vocational Building and special engine
room training facilities that have been
added since he attended the School.
And he plans to take full advantage
of these new additions. He wants to up
grade again so that he can work on
vessels of higher horsepower. He is also
very interested in the School's LNG
courses, "for my own enlightenment
and in order to prepare for the future,"
he said. White is looking forward to the
tug and barge industry developing its
potential to transport LNG.
"I don't want to be caught off guard
in the. future," he explained. "I'm still
young and I'm still planning to move up
with the times."
Tow Licenses
Expire in'78
Towboat operators who received
their licenses in 1973 should be
aware that ^:he licenses must be re
newed in 1978.
Since this affects a large number
of operators, the Coast Guard asks
that all involved avoid the prob
lems of a last minute rush. Li
censes can be renewed within 90
days of expiration.
The license may be renewed at
any Coast Guard Marine inspec
tion/Safety Office which conducts
licensing transactions. Applicants
for renewal should present a letter
or other evidence of service under
their license within the last three
years.
They should also be prepared
to complete an "open book" exer
cise on Rules of the Road, which
apply to their licensed area, and
an "open book" exercise on the
Pollution Prevention Regulations.
Newark's Minutes:Tragic
Alexander Borawick
Notice on
The nineteenth part of the Log
series showing how various organiza
tions and laws affect the job security
of SIU members will not be run this
month due to production difficulties.
However, the .se'^es will be continued
in the March issue of the Log.
Carl Barrett
Kokhanok Bay, Homer, Kenai,
Mt. Redoubt, and Palmer Moun
tain View are only a few places of
interest you pass as the pilot takes
you through Cook Inlet into
Anchorage, Alaska.
In the ship's minutes of Dec.
18, 1977, Chairman W. Mason
aboard the SS Newark (Sea-Land
Service) had been piloted through
Cook Inlet and his ship was on
her way again out of Anchorage.
The pilot is transferred from
ship to ship by chopper pilot.
After assisting the SS Newark, the
pilot was to meet the SS Great
Land.
However, it was learned that an
accident had occurred and the
10 / LOG / February 1978
EES
SO
pilot and chopper pilot had gone
down in Cook Inlet.
All crewmembers and officers
immediately offered help and
searched the surrounding area for
any sign of them.
However, it was to no avail and
it was soon learned that they had
succumbed to exposure and there
was no hope.
The officers and crew offered
their condolences and observed
one minute of silence in their
memory.
�n Scholarship Program for Boatmen Is Launched
Twenty four SIU Inland Boatmen
have won scholarships at the Harry
Lundeberg School to train for a Towboat Operator's license in an inno
vative program sponsored by the
Transportation Institute.
The scholarship program provides
$125 weekly to each of the success
ful scholarship applicants, along
with free room and board and all
necessary supplies for the 12-week
period of training at the Lundeberg
School. The program was initiated
by the Transportation Institute in
order to insure an available source
of skilled Boatmen aboard vessels of
the Institute's member towing com
panies.
Transportation Institute is a
Washington based research and in
dustry promotional organization
consisting of 160 companies engaged
in inland waters, harbor, and deep
sea transportation.
Herb Brand, president of the
Transportation Institute, stated that
the scholarship program "was
adopted by the Board of Trustees
in view of the critical need of mem
ber companies for skilled mates and
pilots, It is the Institute's view that
the companies' employees are the
Towboat Scholarship Winners
Name
Company
Port
George Mowbray
John Norris
David Marotto
Luis E. Negron
Garcia
George A. Johnson
Emmett Proudfoot
James James
Robert Lukowski
Monte Cross
G & H Towing
National Marine
National Marine
Caribe Towboat
Corp.
Inland Togs
Caribe Towing
Red Circle
Curtis Bay
Moran Towing of
Texas
Crescent Towing
Inter Ocean Trans
portation (lOT)
lOT
Hannah Inland
Waterways Corp.
Sabine Towing
Allied Towing
Hunt Oil
Dixie Carriers
Dixie Carriers
Caribe Towing
lOT
lOT
American Commercial
Barge Line
Caribe
Houston, Tex.
Piney Point, Md.
New York, N.Y.
San Juan, P.R.
John Brown
Robert F. Hodgins
Don Braddy
Alexander Sweeney
Frank Jewell
Michael Hladky
James Price
Darrell Looney
Donald Hyde
Glenn McDonough
Richard Kulakowski
Paul G. Pont
John Lane
Frederick Shiferdek
10 HLS Entry Grads
Ten of the 24 winners of the
Transportation Institute Towboat
Operator Scholarship are gradu
ates of the Harry Lundeberg
School Inland Entry Training
Program. This figure is a tribute
to the job the Lundeberg School
St. Louis, Mo.
Mobile, Ala.
Tampa, Fla.
Baltimore, Md.
Port Arthur, Tex.
best potential source for obtaining
additional skilled manpower.".
Brand added that in addition to
the advantage to the boat companies,
the scholarship program provides
greater incentives for SIU Boatmen
to upgrade their skills and improve
their earning power.
Classroom, Practical Training
The 12-week training period will
include classroom and hands-on
training, which will take place
aboard the School's single-screw tug,
the CL-2, and its twin-screw towboat, the Susan Collins. HLS is lo
cated in Piney Point, Md.
Each of the scholarship winners
will be given intensive instruction
and training. This will include ma
neuvering with single and multibarge lows, fircfighting, rules-of-theroad, navigation, and first aid.
The final period of the course will
concentrate on preparing the Boat
men for the Coast Guard examina
I
tion for towboat operator.
Upon completion of the course
and passing the Coast Guard exam,
the newly licensed operators will
work aboard vessels operated by
Transportation Institute member
companies for a minimum of two
years.
The SIU Boatmen who won the
first scholarship were selected by a
three-man Scholarship Selection
Committee. It consisted of Trans
portation Institute President Herb
Brand; Capt.jRichard W. Stone, di
rector of ;haritimc affairs, and
Richard Saul, director of inland
waterways research.
The Institute advises that appli
cants who were not selected for the
first round of scholarship awards are
eligible for further consideration.
Eligible Boatmen are urged to apply
for the next towboat operator's
scholarship which will start on May
29. Further information may be ob
tained from SIU port officials or
from the Harry Lundeberg School.
New Orleans, La.
Norfolk, Va.
it
Philadelphia, Pa.
Detroit, Mich.
Port Arthur, Tex.
Norfolk, Va.
Norfolk, Va.
Mobile, Ala.
New Orleans, La.
Jacksonville, Fla.
Philadelphia, Pa.
Philadelphia, Pa.
Jeffersonville, Ind.
Jacksonville, Fla.
is doing in preparing young men
for careers in maritime.
Hazel Brown, president of the
School, said she was pleased to
see 10 HLS grads among the
scholarship winners. She said,
"these Boatmen, as graduates, are
an example for all of their fellow
Boatmen. At HLS, they received
Thomas Nelson Committee
P
The Towboat Operator Scholarship Selection Committee was made up of
three people from the Transportation Institute. On hand as an advisor to the
Committee was Bob Kalmus, left, director of vocational education at the
Lundeberg School. The Selection Committee included, from Kalmus' left:
Herb Brand, president of the Transportation Institute; Rich Saul, director of
Inland waters research, and Capt. Richard Stone, director of maritime affairs.
scholastic abilities and basic skill
training which helped them to
succeed in the scholarship compe
tition."
Ms. Brown also said, "their
presence in this program—and
really the scholarship program it
self—confirms the faith of the SIU
and its contracted companies in
the value of education. While
these students are here, everyone
at the School will be working to
help them improve their careers.
We're delighted with this oppor
tunity, because our goal at HLS
has always been to help every SIU
Boatman advance on the career
ladder as far as he wishes."
Editor,
Change of Address Or New Subscriber
I.OG
675 Fourth Ave.,
Brooklyn, N. Y. 11232
1 would like to receive the LOG—please put my name on your mailing
list.
(Print In/armallon.}
NAME
ADDRESS
CITY
STATE
ZIP.
SIU members please give:
Standing is SIU Patrolman Teddy Babkowski at a payoff recently aboard the
SS Thomas Nelson (Waterman) at the Military Ocean Terminal in Bayonne,
N. J. With him is most of the Ship's Committee of (seated I. to r.): Chief Steward
S. Rothschild, secretary-reporter; Recertified Bosun Donald L. Chestnut,
ship's chairman; AB W. E. Thomson, deck delegate, and Steward Delegate
Bob Garrett.
Bk #
Soc. Sec. #
/
/.
TO AVOID DUPLICATION: If you are an old subscriber and have a change
of address, please give your former address below or send mailing label from last
issue received.
ADDRESS
CITY
STATE
ZS».
February 1978/ LOG / 11
|
�Poorly Maintained Creek Tanker Caused Explosion
On April 7, 1974, the master of the
Greek registered tanker M/V Elias re
ported a fire aboard the vessel to the
Coast Guard and requested emergency
aid. Forty-four minutes after the first
call the vessel, which was 100 miles
out at sea, again contacted the Coast
Guard, saying the fire was under con
trol. The ship continued to the port of
Philadelphia to discharge its cargo of
crude oil.
Two days later, as the Elias was
moored at the Atlantic Richfield Com
pany Oil Terminal, the vessel ex
ploded, burned and sank. Nine crew
members and four visitors died or
were missing; 13 others were hospital
ized with injuries. The Elias was com
pletely destroyed and damage occurred
to a Liberian ship, the Steiniger, and
to the ARCO terminal.
The Coast Guard investigation of
the casualty was hampered by several
factors. The "variety of dialects, tech
nical language and the necessity Of tak
ing the witnesses testimony through an
interpreter," were, according to the re
port, major reasons for delay. In ad
dition, the report had to be revised in
1977 to include the findings of salvage
operations and the testimony of eye
witnesses to the explosion.
Though the Coast Guard de
termined that "the ignition sowrce and
location of the initial explosion aboard
the M/V Elias cannot be determined,"
several factors strongly contributed to
the accident.
Heavy corrosion and holes in the
cofferdam were found which, the re
port stated, "amounted to an inherent
safety defect in the vessel and indi
cated that the vessel was not well
maintained." The Coast Guard de
termined that the responsibility for
the hazardous condition of the tanker
rested with the ship's owner and coun
try of registry.
A recommendation that "an in
crease in the scope and frequency of
examination of all tank vessels trans
ferring hazardous materials in the
U.S. ports," be undertaken was re
jected by the Coast Guard. The Coast
Guard said they already conduct ade
quate investigations of U.S. tankers
and that international treaties place
the onus for regular inspection of
foreign flag vessels on their country of
origin.
Knowledge of how a dangerous
cargo, such as crude oil, reacts is es
sential to the safety of the crew and
the vessel on an oil tanker. Lack of
knowledge, in the case of the Elias,
may have been another contributing
factor to the explosion.
The CG report determined that the
"most probable cause" of the fire and
subsequent explosion was the ignition
of vapors under pressure in the ves
sel's No. 3 starboard cargo tank. This
tank was nearly full while the vessel
was in transit and heating of the oil
in this tank would have caused it to
expand even further, increasing the
risk of explosion.
It is vital for crewmembers aboard
a tanker to know that the vapors
above crude oil in a cargo tank will
ignite at a lower temperature than the
cargo itself, and that these vapors are
extremely volatile under pressure.
The Coast Guard's recommenda
tions also included the following:
fied to minimize the chance of
accident;
• that all tank vessels of significiant
size (over 20,000 DWT) be fitted with
an inerting system in the cargo tanks
and that independent tests be con
ducted to indentify the hazards as
sociated with petroleum cargo and
vapor aboard ship.
The Coast Guard determined that
these recommendations required no
action on their part as, in most cases,
the existing procedures were judged
adequate.
Point Julie
Mate Has High
Praise for
Shipmates
• that procedures for reporting fires
on all inspected vessels scheduled to
arrive at U.S. ports be implemented;
In a letter to Recertified Bosun Wil
liam
E. Reeves and the deck depart
• that tankers transporting unre
fined or spiked petroleum cargoes be ment of the SS Point Julie (Birch Ship
required to be designed and operated ping) recently, the vessel's Chief Mate
to safeguard most effectively against Robert MacAlvanah had high praise
for his shipmates:
explosions;
"As the voyage comes to an end,
• that the wording of regulations
covering visitors on tankers be clari- please convey to the entire unlicensed
deck department my personal and sin
cere gratitude for your excellent work
and devotion to duty. I have a warm,
good
feeling each time I think of you,
••REGISTERED ON BEACH
TOTAL SHIPPED
•TOTAL REGISTERED
JAN. 1-31, 1978
All Groups
All Groups
All Groups
one of the best (and finest) crews I've
Class A Class B Class C
Class A Class B Class C
Class A Class B Class C
sailed with in almost 50 years at sea."
Mentioned were OSs D. Buckley and
DECK DEPARTMENT
Port
N.
Garriott and ABs S. Bermudrez, R.
0
0
0
0
0
0
0
Boston
0
0
Dailey,
S. Fabritsis, D. Pittman, S.
0
0
0
0
New York
0
0
0
?
0
0
0
0
0
0
0
Philadelphia
0
0
0
0
Pottharst and S. Santos.
1
1
5
0
2
1
Baltimore
1
2
2
Mate MacAlvanah went on to say, in
0
0
0
0
0
0
Norfolk
0
0
0
part,
that "While your work and efforts
0
0
0
2
Tampa
0
1
0
2
1
0
0
1
3
2
Mobile
0
4
3
4
cover a multitude of items, the follow
9
3
2
New Orleans
3
1
1
12
2
5
ing
are outstanding:
0
1
0
Jacksonville
2
2
1
3
0
2
0
0
San Francisco
0
0
0
"You stripped, cleaned, painted
0
0
0
0
0
0
0
0
Wilmington
0
0
0
0
0
(with
International orange) and re
0
0
0
0
Seattle
0
0
0,
0
0
stored
the
four life-boats inside and out
0
5
0
17
0
0
Puerto Rico
0
0
22
3
0
0
0
1
1
Houston
to meet U.S.C.G. annual inspection.
3
1
0
33
9
2
19
2
Port Arthur
7
13
2
48
You painted the stack in less than half
0
0
3
2
1
36
Algonac
3
36
3
a
day.
5
8
15
5
4
5
St. Louis
20
8
7
0
0
0
0
0
0
Piney Point
0
0
0
"You showed exemplary good con
0
40
8
1
27
Paducah
9
0
61
1
duct
the eight days we were alongside
25
20
63
111
25
64
Totals
78
35
162
the dock discharging. Not one per
ENGINE DEPARTMENT
Port
former. Nor was there an incident in
volving our gang, ashore or aboard.
0
0
0
0
0
0
0
0
0
Boston
0
0
0
0
0
0
0
0
0
New York
Your finest hour was when we expe
0
0
0
0
0
0
0
0
Philadelphia
0
rienced a full gale alongside the dock
0
0
0
0
0
0
0
0
0
Baltimore
0
0
0
with our ship in the most exposed,
0
0
0
0
0
Norfolk
0
0
0
0
0
0
0
0
Tampa
0
0
vulnerable
berth of the entire port. Our
0
0
0
0
0
0
0
0
Mobile
0
ship
was
breaking
our heavy moorings, *
0
0
0
0
0
0
New Orleans
0
0
0
0
0
0
0
0
0
1
1
Jacksonville
0
the cargo hose and the gangway were
0
0
0
0
0
0
0
San Francisco
0
0
carried
away. Other ships were break
0
0
0
n
0
0
0
0
Wilmington
0
ing away from their moorings and dock
0
0
0
0
0
0
0
0
Seattle , •
0
,0
0
0
0 >
0
0
0
0
0
Puerto Rico
dragging anchors. All hell was brcal 0
0
0
0
0
0
1
0
Houston
1
ing loose. You could hear and see other
0
0
0
0
0
0
0
1
Port Arthur
1
ships plowing into each other. We saw
0"
0
0
0
0
0
0
1
Algonac
1
0
0
0
0
0
0
0
0
St. Louis
0
two American ships get great damage
0
0
0
0
0
0
0
0
0
Piney Point
by pounding up on the breakwater,
0
0
0
0
0
0
0
0
0
Paducah
0
0
0
0
3
0
1
3
1
right in front of our eyes, 50 yards
Totals
away. It was a wild time for all hands.
STEWARD DEPARTMENT
Port
Your seamanship, your willingness to
0
0
0
0
0
0
0
0
0
Boston
do
your duty, your quick turnout when
0
0
0
0
0
0
0
0
0
New York
all hands were called and your intelli
0
0
0
0
0
0
0
0
0
Philadelphia
0
1
0
1
0
0
0
0
0
Baltimore
gent handling of orders was outstand
0
0
0
0
0
0
0
0
0
Norfolk
ing and in the finest tradition of the sea.
0
0
0
0
0
0
0
0
Tampa
0
n
"On the trip home we had very bad
0
0
1
0
0
0
0
0
Mob'ie .....................
0
0
0
0
0
0
0
0
0
New Orleans
weather with only a few good days.
0
0
0
0
0
0
0
0
0
Jacksonville
During the heavy rolling and storm,
0
0
0
0
0
0
0
0
0
San Francisco
0
0
0
0
you did a marvelous butterworthing
0
0
0
0
0
Wilmington
0
0
0
0
0
0
0
0
0
Seattle
and mucking effort despite the usual
2
0
0
0
0
0
0
0
2
Puerto Rico
problems of insufficient personnel,
0
0
0
0
0
Houston
0
0
0
0
0
2
1
0
1
Port Arthur
2
0
1
0
steam, pressure, hot water, etc. The
0
0
0
0
0
0
0
0
0
Algonac
mucking was most difficult, heavy with
3
1
2
0
1
St. Louis
0
1
0
3
rust.
Special mention should be made
0
0
0
0
0
0
Piney Point
0
0
0
8
0
0
5
0
Paducah
2
0
2
6
about the chief pumpman, E. Blan13
5
3
5
0
4
3
Totals
'
11
4
chard, who cooperated all the time.
Also those other crewmembers who
67
Totals All Departments
85
39
176
30
23
69
28
122
helped us with the tank cleaning.
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
"I would be most happy to sail with
anyone or all of you again."
Shipping Report for Inland Waters
12 / LOG / February 1978
�3rd Shipdocking Confab Looks to Future
Art Miller, relief mate in port of Phiiladelphia, suggests that the Union negotiate
an Early Normal Pension Benefit in con
tract negotiations later this year.
It was the third and last in a series of
week-long educational conferences at
the Lundeberg School for SIU tugmen
who handle the shipdocking business in
the ports of Philadelphia, Baltimore,
and Norfolk.
The youngest delegate was a 21-year
old deckhand from Baltimore. The old
est a 66-year old chief engineer from
Norfolk, in beteween were 26 of their
fellow Boatmen of varying ages, back
grounds, and work experience.
Yet all 28 men had one thing very
much in common—concern for the fu
ture.
They were concerned about the poli
tical and economic problems facing the
maritime industry. They were con-
-
Mike Sacco, HLS vice president and SIU
Headquarters representative, says that
educational conferences are an attempt
to break down any communication bar
riers that may exist between officials and
membership.
cemed about their wages, working con
ditions, and welfare benefits.
In brief, they wanted to know where
they stood as Atlantic Coast harbor
tugmen today. They wanted to know
what the future prospects were con
cerning their jobs and job security.
And they wanted to know what the
SIU was planning to ensure a bright
future for them and their dependents.
This six-day Educational Confer
ence (Jan. 30 to Feb. 4) was designed
to answer all these questions, as well
as to give these members an overview
of the inland industry. This included
its history, its present situation, and
where it is heading in the future.
Mike Sacco, SIU headquarters rep-
L
The Lundeberg School was not new to
Ed Hultz, mate for Curtis Bay in Phila
delphia. Hultz got his pilot's license
through the School in 1973.
#
Delegate Peter Schaefer suggests the
SIU should negotiate a jointly adminis
tered labor-management vacation plan
in upcoming contract talks. Schaefer
sails captain for Independent Towing in
Philadelphia.
m-
•
1^^ i- -V
'^
, V-:.
..f --1
Al Smith, relief man in Philadelphia, said
he was glad for the opportunity to get
together with Union officials and discuss
the problems facing the Union.
jSUj-vFrr-r#'
U'Ifj t| t
iii i:li
i
;
f
.1 i
J ? ^ u M1
•I
< t-i
1
•»
•A '/Mf '-:M
Margaret Nalen, director of academic
education at the School, tells delegates
about the School's GED high school
equivalency program.
i
resentalive and vice-president of the
Lundeberg School, set the tempo of the
Conference in the opening session.
Sacco said, "the SIU is an effective
organization because we have a united,
well-informed membership. But to re
main effective, we must be sure that no Delegate Marvin Gllden represented SIU
communication barriers exist between
tankermen from the port of Norfolk. Gll
the SIU leadership and SIU members." den works for-McAllister Bros.
He continued, "this Educational
Conference, and others like it, is an
first two days were spent going over
attempt to break down any communi
the benefits already available to SIU
cation barriers that may exist today, as
members.
well as to prevent others from popping
HLS President Hazel Brown and
up in the future."
Charlie Nalen of the HLS vocational
To present these delegates with the
staff gave a rundown of all the up
total spectrum of the inland industry
grading programs available to Boatmen.
and the SIU's involvement in It, the
Many of the delegates had never been
to the School before and were very im
pressed with what they saw.
Tom Cranford, head of the SIU
claims department in New York, gave
a presentation on the benefits presently
provided by the Welfare Plan. During
this discussion, the delegates expressed
a desire to increase these benefits durContinued on Page 14
- ii",]
:}
Ir:?. •
Norfolk Port Agent Gordon Spencer ex
plains the roleSPAD plays in the SlU's
political activities.
Robert "Jake" Jacobs, engineer for.Curtis Bay in Norfolk, says that the member
ship must stick together and support the
Union "if we are to continue to move
ahead."
Delegate John Bethel, relief deckhand
from Philadelphia, graduated the HLS
Entry Training Program in 1973.
February 1978 / LOG / 13
�Pat Pillsworth, port agent in PIney Point,
urges delegates to take advantage of
upgrading opportunities available to
Boatmen at thie Lundeberg School.
Continued from Page 13
ing contract negotiations later this year.
Baltimore Port Agent George Costango then gave a rundown of the SIU
Pension Plan and how the plan was
affected by the Employee Retirement
Income Security Act. During this dis
cussion, the delegates expressed a great
deal of interest in establishing an Early
Normal Pension in their new contracts.
This would provide a pension at age
55 after 20 years of employment time.
The majority of the time during the
Conference, however, was spent dis
cussing prospects for the future.
Chuck MoUard, SIU inland coordi-
Norfolk Republican Congressmen William Whltehurst (center, striped suit and tie)
and Paul Trimble (third from right) get together with Norfolk delegation during trip
to Washington. The Norfolk delegation, from the left are; Robert "Jake" Jacobs;
James "Monroe" Meeklns; Marvin "Tiny" Forbes; Marvin Gllden; Norfolk Patrolman
"Scrap Iron" Jones; Sam Esely; George Papuchls; A. R. Daniels; VInce Kuhl; Dan
O'Neal; L H. Meeklns, and Norfolk Port Agent Gordon Spencer.
nator, talked about the possibility of
establishing a Union administered va
cation plan in the upcoming contract.
Such a plan would provide benefits far
above those already being paid to
these Boatmen by their company vaca
tion plans. The SIU recently negotiated
a Union-administered vacation plan,
the first ever in the inland industry,
with most of the Union's contracted
companies in the Gulf area.
Mollard also gave a presentation of
the SIU's involvement in political is
sues affecting inland Boatmen. During
this discussion, the delegates were most
interested in the SIU's fight to ensure
Norfolk Boatmen Dan O'Neal (I.) and Marvin Forbes shown during Conference
O'Neal sails mate and Forbes sails engineer for McAllister Bros.
Greg Lukowski, deckhand for Baker
Whitely in Baltimore, tells the delegates,
"we already have a good contract. Let's
work together to make it better."
Philadelphia Port Agent John Fay an
swers delegate's question concerning
SIU shipping rules.
14 / LOG / February 1978
1
(
m
Boatman John Evans says that additional
educational conferences should be held
In years to come In the Interest of total
communication. Evans sails captain for
Curtis Bay In Baltimore.
Chuck Mollard, SIU Inland coordinator,
outlines the SIU's widespread political
activities on behalf of SIU Boatmen.
Attorney Carolyn Gentile, head of the
SIU's Legal Department In New York,
talks about the Employee Retirement In
come Security Act and how It affects the
SIU Pension Plan.
that American workers alone will man
and service all oil rigs involved in
drilling on the U.S. Outer Continental
Shelf.
It was explained that this drilling
could provide as many as 3,000 new
jobs for American tugmen.
A look at the SIU's political involve
ment also included a trip to Washing
ton, D.C. In the nation's Capital, the
delegates visited the AFL-CIO Mari
time Trades Department, which is
headed by SIU President Paul Hall.
The MTD is tlie center of maritime
labor's political efforts to strengthen
the U.S. merchant marine.
Baltimore Boatman Ron Roman ernphasizes the need to stick together and work
together to get better contracts and work
ing conditions. Roman sails mate for
Curtis Bay.
Baltimore Port Agent George Costango
talks about the possibility of establishing
an Early Normal Pension benefit In the
next contract negotiations with East
Coast shipdocking companies.
�%
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Dairy Sanders, SlU patrolman out of Mo
bile, told the delegates he was glad for
the opportunity to learn about some of
the problems facing Atlantic Coast Boat
men.
The Baltimore delegation met up with Democratic Baltimore Congresswoman
Barbara Mikulski during their trip to Washington. The delegates with the Congresswoman are, from the left: Greg Lukowski; Manny Alvarez; Steve August; Baltimore
Port Agent George Costango; Robby Machlinski; Herman Mooney; Dave Zents; John
Evans; Ron Roman, and Bill Loesch.
Stanley Zebrowski, an oiler with Taylor
and Anderson out of Philadelphia, calls
for increased communication on con
tract issues among members of the
three ports.
The trip also included a visit to the
Transportetion Institute, which is sup
ported by SlU-contracted deep sea and
inland companies. The Institute does
research and educational work for the
industry.
The last two days of the Conference
were spent discussing the needs and
desires of the delegates for their up
coming contracts. In general, the dele
gates want higher wages and welfare
benefits, as well as adoption of an
Early Normal Pension benefit and the
new vacation plan concept.
Many of the delegates also want the
language in their contracts firmed up
so that the agreements for the three
ports are more easily understood and
add increased protection to their jobs
and job security.
Overall, the delegates were grateful
for the opportunity to get together and
discuss their problems. In fact, in their
closing comments, many of the dele
gates expressed interest in having ad
ditional .educational .conferences .in
years to come.
Something else was very evident in
the delegate.s* closing comments. These
men recognize that they do not live in
a completely secure world; fliat die
industry and the SIU is faced with
many problems. But as so many of
them said, by sticking together and
working together we can build a better
future.
Probably, the person who summed
though, we have come a long way and
I realize we still have a ways to go.
But, believe me, only through union
ism, by working together, are we going
to stay together and continue to move
forward."
••Wi:
If
-
up the feelings and attitudes of these
Boatmen best was Robert "Jake"
Jacobs, who at 66 was the oldest
among the delegates.
He said, "I was around before there
were any unions for us. Since then,
I
A
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During the delegates' trip to Washington, Herb Brand (head of table right), president
of the Transportation Institute, outlines the Institute's role in working for legislation
beneticial to the towing indusry.TI is supported by SlU-contracted deep sea and
inland companies.
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HLS President Hazel Brown explains to Conference delegates the kinds of up
grading programs available to SIU Boatmen at the Lundeberg. School. Many of the
delegates had never been to the School before this Conference.
Tom Cranford, head of the SlU's Claims
Department in New York, explains the
benefits available to Boatmen through
the Seafarers Welfare Plan.
Dave Zents of Baltimore told the dele
gates he gained "a wealth of knowl
edge" about the Union during the Con
ference. Zents works as mechanics
helper in the Curtis Bay repair shop.
February 1978 / LOG / 15
SB
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Jim Gannon, managing editor of the
Log, tells delegates that reading the Log
is the best way to keep informed on the
issues that affect the jobs of SIU mem
bers. The Log is the official publication of
the SIU.
I.
�SlU Scholarship Winner Follows Family Tradition
James Smith, son of Seafarer Stan
ford Smith, carried on a family tradition
when he won the SIU four-year college
scholarship in 1971. Both Jim's older
brother and sister were SIU scholarship
recipients. His brother has a Ph.D. in
chemical engineering, his sister has a
Masters in library science and works
in Houston.
Jim said his father, a baker on a
Sea-Land ship, was "always interested
in having his kids get an education."
Jim caught the education bug. After at
tending Louisiana State University for
Arecibo Committee
James Smith
Recerlifie-J Bosun Herminio Pacheco (standing far I.), shin's chairman of the
SS Arecibo (Puerto Rico Marine Mgt.) is at a payoff recently in Port E'izabeth,
N.J. with the Ship's Coii.mitlee and crewmembers, who arc drocscd to go
ashore. They arc (standing I. to r.); AB Richa.^d Cotnstack. deck delegate;
Engine Delegate Rubin Martinez; AB Ed Sliniuk; Steward Delegate Pedro
Marunez, aiid Chief Steward Felix Flasto, secretary-reporter. Seated iS Cook
and Baker George Mi Ciiang
Oakland Committee
four years as an English major, Jim
went on to do graduate work at LSU
in the same field. His long-range plans
include getting a Ph.D. in English,
teaching college, and writing articles for
journals.
Smith enjoys early fiction, especially
18th and 19th century writers such as
Trollopc, Fielding, Hardy and Dickens.
Teaching Assistant
The jobs Jim has held during his
schooling included senior clerk and as
sistant manager of a bookstore from
1974-76. Now he works as a Teaching
Assistant at LSU, teaching courses in
Freshman Composition and doing re
medial English work with students.
Hobbies also have a literary bent.
Jim spends some of his free time writing
both prose and poetry and hopes to
have some of his short stories published.
"What I like most," Jim said, "is to
read and hunt around for old books in
bookstores." A bibliophile, Jim is "very
conscious of building a library for my
self, including books for my work and
my pleasure."
Jim and his wife Katherine also like
movies, music and getting together with
friends.
When asked if he's ever wanted to
follow in his father's footsteps and go
to sea, Jim answered that he's been
"tempted a few times," and that he'd
like to travel eventually. But so far, he
hasn't joined his father on his New
Orleans to Baltimore and the Philip
pines runs.
The elder Smith lives in New Orleans
and is planning to retire soon.
Jim said the Union scholarship
"helped out our family. The three of
us," he said referring to himself and
his brother and sister, "really had a
good chance." Though Jim would have
tried to go to college even if he hadn't
won the scholarship, the award "made
it a lot easier. It took a lot of the pres
sure off."
Do You Have One of
PASSPORT
N.Y. Patrolman Teddy Babkowski (seated) answers the questions of AB Albert
Ahil, deck delegate, of the Sv9 Ockland (Sea-Land) at a payoff recently at Port
Elizabeth, N.J. Looking en are a crewmc-mbor and the rest of the Ship's
Committee of (I. to r.); Chief Steward Joe Pitolle, secretary-ieporter; Steward
Delegate Dick Gralicki; Chic! Cook G. Grajale. and Recertifjed Bosun James
Corder, ship's chairman
UNITED STATES
OF
AMERICA
BICENTENNIAL ITTe-lW
The Seafarers Appeals Board ruled
in November that effective Jan. 3,
1978 "a requirement for shipping is
that all seamen must possess a valid
up-to-date passport.*'
The action comes out of the fact
that many foreign nations are crack
ing down on immigration regulations
requiring that all people coming into
their countries must have passports.
The SAB, then, took this action to
insure that when there are flyout jobs,
those who throw in for the Jobs will
be fully prepared to take them.
This ruling will enable the Union
to continue to meet our manpower
commitments to our contracted com
panies.
A MESSAGE FROM YOUR UNION
AfARcar/cs
HAVB AfO
PLACE
//V
A
P/cOF£0W/iAL
SEAMAN'S
CAREER.
... AND VOU
LOS£ VOi/R
PAPERf
POR
/
16 / LOG / February 1978
�Parita Bay-/ Panama
27 Degrees, 48 Minutes, 82 Degrees, 46 Minutes
JAWS came to lunch here late last month for OMU Thomas A. Brown pictured
with a 15-foot round nose bull shark he and the crew of the ST Overseas Valdez
(MaritimeOverseas) caught.
Waiting to take on Alaskan oil from the British tanker Resolution, Brown
said". . . when I saw a hammerhead shark about 5-foot long I baited up a big line
and put it out. He wouldn't take the bait. Lunchtime came so I went to eat before
going on watch at noon. After eating 1 checked the line. The first thing 1 noticed
was that the line was pulled tight and back up under the stern. I got a hold and
pulled on the line. It didn't give any ... I pulled a little harder, it gave a little and
jerked back hard. I looked over the side to see a lot of shark on the line.;..
"I ran to the messhall" where AB Tommy Seager and several others left their
lunch "to go shark fishing. Later "more and more men got involved . . . OS John
Chestnut and others got a(big) line around its head and using the winch pulled it
up far enough to see that the shark was too big to go through the chock. So it was
decided ... to come over the handrail....
"After relieving OMU Penton at 12:45 I saw they had put, another line around
his tail, too. AB Frank Reynolds and Recertified Bosun Leonard Olbrantz along
with several others were pulling the shark in tail first but they had to stop because
it looked like the handrails would break.. ..
This position is where the late pensioner. Chief Steward Adrien Fecteau, 71,
who died on Dec. 9,"crossed the bar and (his ashes) were laid to rest on Dec 17"
by Gapt. Dominic Lupinetti and First Mate Larry Weaver. A resident of Tampa,
Brother Fecteau's last wish was that "the latitude and longitude be published in
the Log."
Washington, D.C.
In doing research recently, it was discovered that Gen. Ulysses S. Grant,
when he became President, was a strong advocate of a powerful U.S. merchant
marine.
In his first message to Congress, Grant included this observation:
"A nation of the vast and ever-increasing internal resources of the United
States, extending as it does from one to the other oceans of the world, with
an industrious, intelligent and energetic population, must one day possess its
full share of the commerce of these two great oceans, no matter what the cost."
At that time, the United States was paying out more than $30 million a
year to have her exports and imports hauled in foreign ships.
1
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USNS Susquehanna
According to SlU Chief Steward Dave Velandra, "Cove Shipping, operators
of the Susquehanna, are justly proud of her seasoned crew of 25 good men. To
quote Capt. Daniel Haff, 'We don't always go with the most and the latest, but
we get the job done well any way.'
"Troubles have plagued the pumps, the engines and the electronics," says
Brother Velandra, during their six-month stay in the Orient from .lapan to the
Persian Gulf and from Guam to Diego Garcia. "We have a fine groui) of men
here. 1 don't have to wet nurse anybody at sea or in port," reports Capt. HafT.
One of tlie Susquehanna's recent assignments was a replenishment at sea in
an all-night operation with the USNS Navasota in the Indian Ocean. Not one
man in the Susquehanna's crew was experienced in this ticklish maneuver, but
the job was completed without a hitch, said the ehiel stewaid.
In retrospect, Capt. Haff stated; "1 think our tour here, where we've lived
and worked closely together, has not only been of benefit to the Navy's Sealift
Command and the company, but it reflects favorably on the men as well. The
team spirit here and the mutual respect for each other is something each man will
remember long after he completes his tour of duty on the USNS' Susquehanna.
While off duty, AB Jim Thomas on this ship is studying navigation so he can
sit for his third mate's license in the near future. AB John Aversa studies Morse
Code and theory with Radio Olliccr P. L. Schmidt in hopes of some day getting
a license too. Most of the crew have short wave radio or a tape recorder. They
loan, exchange, buy and sell recorded tapes for their own concerts when radio
music is hard to find.
77 Stuyvesant
Capt. Franklin P. Liberty wrote to the widow of SIU Bosun Arthur V. Trotter,
51, who died on Sept. 2 "... we committed (him) to his final resting place in
the Pacific Ocean . .."
MEMBERSHIP MEETINGS'
SCHEDULE
"When I got off watch at 16:00, I found out that some of the crew had used
their 15:00 coffee break to lower the shark back into the water to pull if up for
ward and lift it up (onto the ship) with the boom. . . . After the teeth collectors
got finished the shark was returned to the water
"
New York, N.Y.
Bosun Frank Salvatore, Jr., a 30-ycar SlU vet here, recently was awarded his
"One Gallon" pin by the Union's medical director. Dr. Joseph Logue for ha ng
donated that much blood to the SlU Blood Bank.
The sixth biggest tanker in the U.S. fleet, the 225,000 dwt SlU-manned TT
Wnihmsb'irQh (Westchester Marine) is now on her third of four voyages carrying
North Sea oil for the MSG from Hound Point, Scotland to the U.S. Strategic
Petroleum Reserve on the Gulf Coast.
, ,• .
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On Jan 8 in Scotland she took on 1.6 million barrels of crude which on Jan^ 23
was transshipped at Freeport, the Bahamas for storage delivery in F^reeport, Tex^
On her first MSG trip, the Williamsburgh offloaded 227,000 barrels on Dec. 19
onto the SlU-contracted ST Mount Navigator (Mount Shipping) for dehvery in
?^xas on Dec 28. Also earlier this year, she transferred 750,000 barrels to the
SlU-contracted ST Overseas Ulla and the Overseas Vivian (both Maritime OverTL^°SIlLbon^^^^^^
Zapata Courier and the ST Zapata Rover (Zapata
Tankers) al^carried for the'MSG Mexican crude to Texas for the Strategic
''^Nea^rll^8^^m[nfon barrels have been bought for delivery to the reserve. By
1980, 500 million barrels will be stored there.
Date
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
UIW
2:30 p.m
2:30 p.m
2'30 p.m
9:30 a.m
. .. . 2 00 p.m
.. . 2:30 p.m
. 2 30 p.m
Mar.
Mar.
Mar.
Mar.
Mar.
... 7:00 p.m.
... 7:00 p.m.
_
E
d
o
o
7F
77 Williamsburgh
Deep Sea
Lakes, Inland Wafers
7-30 n.m
7110 n.m
Mobile
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo ..7
St. Louis
Cleveland
Mar. 20
Mar. 24
Mar. 11
Mar. 9
Mar. 18
Mar. 14
Mar. 14
Mar. 15
Mar. 17
Mar. 16
• • • • <
_
... 2:30 p.m
2:30 p.m
2:30 p.m
• • •
_
1:00 p.m.
—
—
2:30 p.m.
—
2:30 p.m.
February 1978 / LOG / 17
I. .
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*1
�Senate Bill OK Would Boom Dredging
Last August, SIU members crewed
a multi-million dollar, privatelyowned dredge, the Manhattan Is
land. The brand-new vessel, U.S.built and U.S.-registered, was a first
in the American maritime industry.
She was also a first in the pages of
the Log. We carry articles every
month about new ship and tug or
towboat construction. But up until
now, we haven't had much to report
about new dredges.
Why not? Because up until now,
new dredge construction has been a
dead issue—not in our books, but in
terms of what happened to the pri
vate dredge industry over the years.
Competition with the large dredge
fleet maintained by the Army Corps
of Engineers slowed down the private
BRING IT INTO PORT
fHE CHARLES W MORGAN
HISTORIC PRESERVATION
Letters
to the
Editor
The Sea Was His Life'
It was very thoughtful of the Log to send me extra copies of the December
issue which contained an article on my late husband, Art Lomas, and his burial
at sea. I have sent some of the copies to our friends back in New York.
I would also like to thank the crew of the SS Baltimore for performing the
service. Art wanted to be buried at sea because the sea was his life.
I just want to say thanks for me, my daughter, her husband and my three
grandchildren.
Sincerely,
Cadierine Lomas
Pittsburgh, Pa.
Pensioner Takes to Leathereraft
I am a disabled pensioner from the Great Lakes Tug and Dredge district. I
sailed deep sea with the SIU in my younger days. I look forward to receiving
each copy of the Log.
During the 10 years that I have been disabled, I have taken to leathercraft
to help idle away the time. I've gotten pretty good at it.
Just wanted to give my best to the Union and all my Union Brothers retired
or still sailing. Also, thanks for continuing to send me the Log. I enjoy reading
the broad range of maritime news and related information contained in it.
Fraternally,
Thomas Dinwiddie
Carlyle, HI.
sector's growth and finally brought
it to a standstill. The SIU has been
urging Government action to stimu
late new growth in the industry for
some time now. We have been
pleased to see the encouraging steps
that have been taken recently in this
direction.
But now the Government is only
one step away from action that could
create a boom in private dredge con
struction.
That step is passage of H.R. 7744,
a bill that would give private indus
try a chance to bid on a greater por
tion of the dredging work now per
formed almost exclusively by the
Corps. The House of Representatives
recently passed the bill by a wide
margin. The Senate is considering it
now and we urge that body to ap
prove this important piece of legis
lation.
Why is it important? Take a look
at the Manhattan Island, for ex
ample.
She's a hopper dredge, a large and
efficient kind of vessel that has a re
ceptacle or hopper to hold the dredge
material. Other dredges must load
the material onto separate barges
which are then towed by additional
vessels. She's also a self-propelled,
.split hull hopper dredge, the largest
ever built. Her hydraulie ram system
allows the hopper to actually split
open for ocean dumping.
The Manhattan Island is not only
the newest and most technologically
advanced dredge of her kind. She is
also the only hopper dredge now op
erated by private industry in this
country.
Until now, only the Corps -of En
gineers has operated these expensive
vessels. This is not surprising. The
Corps has performed most of the
major dredging work on the nation's
waterways and private industry has
not had enough business to justify
the large financial
investment in
hopper dredges.
North American Trailing Co.
built the Manhattan Island at a cost
of about $13 million. The company
is building a second hopper dredge
February, 1978
in an American shipyard for delivery
next year. Three more hopper
dredges will be built by other Ameri
can companies this year at a total
cost of $100 million.
That's a lot of money. NATCO
and other companies are now willing
to spend it because the Corps is faced
with budget cutbacks and has al
ready started to turn over some Fed
eral dredging projects to private in
dustry.
H.R. 7744 will spark even greater
investments in private dredge con
struction because it will guarantee
that the Corps continue to let out
bids to private firms. This is money
that will go into shipbuilding and re
lated industries. It is money that will
mushroom into widespread eco
nomic benefits—benefits that would
be lost if the bill is not enacted.
In short, H.R. 7744 makes finan
cial sense for the American economy.
As SIU President Paul Hall stated
in a recent letter to the Senate Sub
committee on Water Resources:
"The Corps dredge fleet duplicates
many of the private sector's re
sources and is a wasteful expenditure
of tax dollars."
Herbert Brand, president of the
Transportation Institute, added in
his testimony before the Senate Sub
committee hearing last month on
H.R. 7744 that the bill is cortsistent
with Government's current desire to
reduce the Federal budget.
The Institute is an educational
and research organization that rep
resents American maritime opera
tors. Brand said that "our member
dredging companies are confident
that they can successfully compete
with the existing Federal fleet by per
forming the required work, as stipu
lated in H.R. 7744, at reasonable
prices and in a timely manner. Such
competition is after all, a basic tenet
of private enterprise and we support
and encourage it."
The SIU is also confident that
maritime labor can do the job that
H.R. 7744 requires. We urge the
Senate to pass this bill and give us
the chance to prove it.
LOG
Official Publication of the Seafarers International Union of
North America, Ailarilic, Gulf. Lakes and Inland Waters District,
AFL-CIO
Executive Board
Paul Hall
President
Frank Drozak
Joe DiGiorgio
Executive Vice President
Secretary-T reasurer
Vice President
Earl Shepard
Lindsey Williams
Paul Drozak
Vice President
Vice President
Vice President
Cal Tanner
LtlDII MlSSl
Marietta Homayonpour
389
Editor-in-Chief
James Gannon
Managing Editor
Ray Bourdius
Assistant Editor
Marcia Reiss
Edra Ziesk
Assistant Editor
Assistant Editor
Frank Cianciotti
Dennis Lundy
Chief Photographer
Associate Photographer
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y.
18 / LOG / February 1978
Vol. 40, No. 2
�B
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First Lakes Inland Conference Held
•, ;,
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The Conference was held at the new Lakes Union Hall in Algonac, Mich. It took place in the second floor meeting room, which projects over the St. Clair River.
\
The chairman of the Conference was SlU Executive
Vice-President Frank Drozak.
Ed Fike, delegate from Cleveland, served as chair
man of the Conference delegates during their con
tract suggestion procedure. The Great Lakes tug
and dredge contracts expire on Mar. 31.
The frozen St. Clair River provided the Conference members with a beautiful winter view from the Hall, as
they, made plans for the active shipping season ahead. The lighthouse is located just below the Conference
room balcony.
February 1978 / LOG / 19
�•wn.'
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"The Conference proved that we made the right move
by going SlU," Henry Hanratty, delegate from Buffalo,
N.Y. said about the merger of the IBU and the SlU.
An interior shot of the spacious first floor in the Great Lakes Hall.
Mike Sacco, vice-president of the Lundeberg School
and Headquarters representative, outlined the SlU
pension benefits that Lakes tug and dredgemen have
now. He also explained additional benefits that are
Byron Kelley directs SlU inland operations on the
Great Lakes. He presented the history of the inland
industry at the Conference and urged the delegates
to work with the Union for more job opportunities on
the Lakes.
"We have to do much more than just pay dues," said
Paul Stepan, delegate from Duluth, Minn. "We have to
take part in the Union's efforts to protect our job
security."
IS? ;•?'
"Don't forget what you've seen and learned here,"
Dave LeBarron, SlU inland rep for the Lakes, told the
delegates. "You can spread the word to many more
Boatmen on the Lakes."
HLS President Hazel Brown explained how the Lundeberg School prepares Boatmen to move up in their
careers.
"We need more jobs on the Lakes," Mike O'Donnell,
delegate from Cleveland said. "And I'm ready to do
whatever is necessary to make that happen."
Attorney'Caroline Gentile, head of the SlU legal de
partment, gave a thorough explanation of SlU pension
benefits, including how the Plan works and how legal
regulations govern it.
Richard Saul directs inland affairs for the Transportaiion Institute in Washington, D.C. He gave a run-down
of pending bills in Congress that affect the inland
industry and SlU Boatmen.
Jack Bluitt, SlU port agent for the Great Lakes, explained that SPAD, the Union's voluntary political
contribution fund, is used to protect job security of
SlU members. It supports the election campaigns of
pro-maritime candidates.
Lakes Tug and Dredgemen Take Stock of Present and Set Future Job Goals
m
"We all have to Understand the prob
lem," SIU Executive Vice-President
Frank Drozak said when he opened the
first SIU Inland Educational Confer
ence for Great Lakes Boatmen on
Feb. 6.
The problem for Lakes Boatmen is
relatively simple. Declining job oppor
tunities.
Ten years ago, Drozak explained,
there were about 600 Great Lakes
Boatmen and Dredgemen in the Inland
Boatmen's Union, then an affiliate of
the SIU. Today there are half that num
ber.
Since the merger of the IBU and the
SIU in September, 1976, the Union has
taken a close look at the needs of the
entire inland membership. As in the
Great Lakes area. Boatmen in other
regions face problems—simple to de
fine, perhaps, but not so simple to solve.
An ongoing series of inland confer
ences has been held for almost a year
concerning the Gulf, the Rivers, the
East Coast, and now the Lakes. In each
case, the first step has been to tackle
individual problems by placing them in
the larger context of the major issues
facing the SIU membership.
This may sound vague at first. But
after three days of discussing problems,
the 14 delegates who attended the Great
Lakes Conference had a much clearer
idea of what it takes to protect their
job security. It takes Union activity on
many fronts and that's what the dele
gates had a chance to see—^from pen
sions to political action.
The delegates came to the Confer
ence, held at the new Union Hall in
Algonac, Mich., from seven Great
Lakes ports. They met theie together
with SIU officials, staff members, and
industry representatives who came
from Union Headquarters, the Harry
Lundeberg School in Piney Point, Md.,
and from maritime groups in Wash
ington, D.C.
The meeting room in the Hall, glass
enclosed and projecting over the St.
Clair River, was an appropriate setting
for this gathering. It is as up-to-date
and forward looking as the future plans
that were discussed at the Conference.
"Years ago," Drozak said, "all we
thought we had to do was fight the com
panies. But we've learned that protect
ing our job security takes a lot more
than that today." It takes political ac
tion, education, organizing and many
other widespread efforts to keep on top
of the maritime industry.
The officials and various representa
tives who made presentations at the
Conference explained all of the ways
that the SIU works to meet that chal
lenge. They uemonsirated how prob
lems in individual ports are closely tied
to the Union's activities to improve job
opportunities nationwide.
Byron Kelley, SIU inland representa
tive for the Great Lakes, explained in
his talk on the history of the inland
industry, that competition with the
Army Corps of Engineers has been a
major factor in the loss of jobs for
Great Lakes dredgemen. But this is not
just a problem on the Lakes—and it's
not just labor's problem.
Two representatives from the Trans
portation Institute related the problem
to industry and to political action. TI
is a Washington, D.C.-based research
and educational organization for mari
time industry companies.
James Patti, a TI attorney, and
Richard Saul, TI inland director, ex
plained that the problem is dealt with
in an important piece of legislation now
before the Senate. The bill, H.R. 7744,
gives private industry a chance to bid
on a greater portion of the dredging
work now performed almost entirely
by the Corps of Engineers. TI and the
SIU are strongly supporting this bill
which would improve SIU job oppor
tunities on the Lakes and throughout
the country.
Education is another major Union
effort to insure bigger and better job
opportunities for the membership.
Hazel Brown, president of the Lunde
berg School, gave a slide presentation
and talk on the wide range of courses
available at the School. She stressed
those leading to inland licenses and ex
plained how they can tie in with organ
izing efforts on the Great Lakes.
1
The Union has recently organized
two new companies on the Lakes, top
to bottom SIU, and the officials at the
Conference maintained that this will
continue in the future. The tug and
dredge industry has the potential to
expand on the Lakes and a Union like
the SIU that can promise stable work
ing relations and a steady supply of
skilled manpower is a definite attrac
tion, Drozak said.
But the discussions at the Conference
were not just about the future. "Before
you can move ahead, you have to un
derstand what you have," HLS VicePresident and Headquarters RepreContinued on Page 22
20 / LOG / February 1978
February 1978 / LOG / 21
�Lakes Confere^
Tom Cranford, head oi the Seafarers
Clairrrs department, explained and
answered questions on all current
Welfare Plan benefits.
'" 4V''U; i?'
1
their contract suggestions, eompd^
the end of the Conference, they agreed
Continued from Page 21
'o indude higher pension benefits and
the industry-wide vacation plan.
"I thinkVve had frank and hong^
rector came from Union Headquarters answers to all of our questions, M
to fully explain all current SlU welfare
the delegate
Ws
tenefiL And attorney Caroline Gen Fike,
tract suggestion procedure, said m h
tile head of the SIU legal department,
made a complete presentation of all
•''=t°mStccowen.„n.oexp^ up the general statements of the other
delegates when he said that the Co^
additional benefits such as an ear^y
ference showed him a lot o
^
lirement pension plan, and "n industry
about the Union that he never knew.
wide inland vacation plan. He also ex
"Now 1 have a much better understan plained the standard contract concept. inT of' the direction the merger is
%ese have been developed by SIU olh
cials working together wilh Boatmen ^^St'diiSdon is forward and by
woJking together at the Conm
'The"e"dUenssions were especially everyone agreed that they had taken
hel^nl to the Lakes delegates p e the first important step.
their contracts expire on Mar31^
Dave Dolgen explained ho\w the SUJ
roUrmenfbrh—
SeTXblShsM
that promote maritime labor.
ScXL •
De^gate^Dick Gh^pe?(hranTchicago Delegate
from the Union Hall. The location of
here.
Marcia Reiss. assistant editor of the kog.^^^^^^^^
ira, ?h\ Union_publicafion is par, of thmr
foSfonaT 'rigmas'siU members to be kept
informed and to voice their needs.
22 / LOG / February 1978
Joe Sigler.
^ ^
dS'deloribed how Tl keeps a close watch on proposed
with the Transpoda^^
-m hatiu^a,,
�OGDEN WILLAMETTE (Ogden
Marine), December 18—Chairman, Re
certified Bosun Ray Broadus; Secretary
E. Kelly; Educational Director C. D.
Holmes; Deck Delegate M. Delacerda;
Engine Delegate R. Couch; Steward
Delegate C. Kreiss. No disputed OT.
Chairman advised all crewmembers to
go to Piney Point and get their LNG
training as soon as possible. Also to get
their firefighting certificate and to up
grade themselves. Also discussed the
importance of donating to SPAD. A
vote of thanks to the steward depart
ment for a job well done.
ST. LOUIS (Sea-Land Service), De
cember 17—Chairman U. E. Nolan;
Secretary C. Gibson; Educational Di
rector J. Karonis. $10 in ship's fund.
Some disputed OT in deck department.
Chairman reported that in order to get
passes in the first port in the Gulf, all
members must turn in seamans papers.
Also discussed the importance of donat
ing to SPAD. A vote of thanks was ex
tended to the steward department for a
beautiful and tasty Thanksgiving dinner
and all around good food and service.
Looking forward to Christmas dinner.
Next port, Piraeus.
MOUNT WASHINGTON (Victory
Carriers), December 25—Chairman,
Recertified Bosun R. D. Schwarz; Sec
retary F. F. Fraone; Educational Direc
tor J. B. Huszar; Deck Delegate W. E.
Hampson; Steward Delegate Charles
Miles; Engine Delegate T. D. Owen.
No disputed OT. Chairman held a dis
cussion on the upgrading at Piney Point
and on the LNG carriers. Also dis
cussed the importance of donating to
SPAD. A vote of thanks to the steward
department for the fine meal we had
today, Christmas day, and for the gopd
job they are doing.
NEWARK (Sea-Land), December 18
-Chairman W. Mason; Secretary Ken
Hayes; Educational Director R. Cole
man; Engine Delegate W. West; Stew
ard Delegate Edward J. Kilford, Jr. Sec
retary reported that the Log arrived and
the crew was asked to read everything
and get to know more about the Union
and what is going on in Washington.
Report to the Log: "The officers and
crew were saddened to hear that the
pilot and the chopper pilot went down
in Cook Inlet on their way to the Great
Land. The SS Newark assisted in the
search as we were outbound from An
chorage. We learned they are now lost
from exposure. R.I.P." Next port,
Seattle.
SEA-LAND FINANCE (Sea-Land
Service), December 11—Chairman,
Recertified Bosun J. Pulliam; Secretary
Fletcher; Deck Delegate J. Long; En
gine Delegate J. Fair. No disputed OT.
Chairman reported that the November
Log had been received and passed out
for all to read. Also discussed the im
portance of donating to SPAD. The
Power Pac is still a problem here. It is
noisy and the fumes from it cause dis
comfort to the men forward. Report to
the Log: "Mooring winches for these
ships would make it more economical
and safer for the men docking and undocking." Next port, Hong Kong.
SUGAR ISLANDER (Pacific Gulf
Marine), December 23—Chairman,
Recertified Bosun Ray E. Todd; Sec
retary J. G. Lakwyk; Educational Di
rector R. L. Stegall, Jr. $9 in ship's
fund. No disputed OT. Chairman noted
that a letter was sent to Headquarters
concerning Armed Forces Radio chan
nel. Educational Director to write to
Headquarters for some clarifications. A
vote of thanks to the steward depart
ment for a job well done.
CARTER BRAXTON (Waterman
Steamship), December 18—Chairman,
Recertified Bosun C. E. Thompson;
Secretary J. Carter; Engine Delegate
Martin A. Fox. No disputed OT. Chair
man read and explained the Union's
Washington activities to the member
ship and posted them on the bulletin
board. Also explained the importance
of fire and boat drills and keeping a
clean ship. A vote of thanks to the stew
ard department for a job well done.
DELTA BRASIL (Delta Steamship),
December 18—Chairman, Recertified
Bosun Charles Faircloth; Secretary B.
Guarino; Educational Director Hugh
Wells, Jr.; Steward Delegate Herbert
O'Brien. $95 in ship's fund. Some dis
puted OT in deck department. Chair
man gave a talk on the importance of
taking advantage of the upgrading
school at Piney Point. A vote of thanks
to the steward department for a job well
done. Observed one minute of silence
in memory of our departed brothers.
Next port, Houston.
OGDEN WABASH (Ogden Marine),
December 30—Chairman, Recertified
Bosun R. Darville; Secretary R. Maidonado; Educational Director A. Ratkovich. $18.90 in ship's fund. No dis
puted OT. Received a radiogram from
Paul Hall relating to the cost of living
allowance which was posted on the bul
letin board. A vote of thanks was given
to the steward and his department for a
fine Christmas dinner; a job well done.
ZAPATA RANGER (Zapata Bulk
Transport), December 17—Chairman,
Recertified Bosun A. G. Alexander;
Secretary A. Areliano; Engine Delegate
M. J. Brennan; Steward Delegate C.
Hickox. Some dispiited OT in deck de
partment. $17 in ship's fund. A vote of
thanks to the steward department for
a job well done. You don't get frog legs
and lobster tails on many ships. Ob
served one minute of silence in memory
of our departed brothers.
Alcoholism is
disease.
V- •
i
It can be ire tted
COASTAL CALIFORNIA (T. M.
McQuilling), December 13—Chairman,
Recertified Bosun Fred Olson; Secre
tary Jimmie Bartlett; Educational Di
rector Bobby Edwards. $10.65 in ship's
fund. No disputed OT. Chairman in
formed the crew that weekly meetings
would be held; talked about the im
portance of SPAD, and that plenty of
jobs were available on the board at this
time. A vote of thanks to the steward
department for a job well done. Ob
served one minute of silence in memory
of our departed brothers. Next port.
Port Hueneme.
CANTIGNY (Interocean Mgt.), De
cember 25—Chairman, Recertified Bo
sun E. Granger; Secretary C. Loper,
Jr., Educational Director Long. No dis
puted OT. A vote of thanks to the stew
ard department for a job well done, and
for serving two wonderful holiday
meals. Report to the Log: "The crew
of the SS Cantigny was amiss of not tell
ing you about the Thanksgiving dinner
we had. We hope to make it up by tellyou of the wonderful Christmas dinner;
it was stupendous. The best steward de
partment I have been with in 37 years."
Report submitted by John Kelly—^Book
No. K-239. Next port, Tampa, Fla.
TRANSINDIANA (Hudson Water
ways), December 12—Chairman, Re
certified Bosun J. Delgado; Secretary
W. J. Fitch; Educational Director O.
Bermeo. Some disputed OT in deck de
partment. Secretary discussed the im
portance of donating to SPAD. A vote
of thanks to Tony for the movies and a
vote of thanks to the steward for put
ting in speakers in the messroom at his
expense. He also piped in the music
from his room. Observed one minute of
silence in memory of our departed
brothers.
MARYLAND (Interocean Mgt.),
December 4—Chairman, Recertified
Bosun Albert Schwartz; Secretary i. R.
Fletcher; Deck Delegate Vincent Costellaci; Engine Delegate Raleigh Minx;
Steward Delegate Richard Sherman.
$25.50 in ship's fund. No disputed OT
Report to Log: "While anchored olf
Galveston crew is enjoying some good
deep sea fishing. The steward and cook
prepare fresh caught fish every week.
Have $25.50 in ship's fund to buy sup
plies for Christmas party. Everything
going smooth, no beefs."
WALTER RICE (Reynolds Metal),
December 10—Chairman, Recertified
Bosun W. Jefferson; Secretary W. Bcnish; Educational Director F. Homer;
Engine Delegate Tony A. Barani; Stew
ard Delegate Ferdinand Bernard. $171
in ship's fund. Some disputed OT in
deck department. Chairman referred to
the Log and the information contained
therein on the Harry Lundeberg School
upgrading dates for classes. Same was
posted on the bulletin board. Also
posted was the Seafarers Educational
Series Pamphlets. Next port, Longview.
DELTA SUD (Delta Steamship), De
cember 11—Chairman, Recertified Bo
sun R. Lambert; Secretary E. Vieira;
Educational Director J. C. Dial. $56 in
ship's fund. No disputed OT. Chairman
requested all crewmembers to leave the
lifejackets hanging on the door knob so
the deckhands can get to them during
the annual inspection. The Union pa
trolman will be asked to see that a
phone number be posted and available
to all crewmembers so that they may
call and inquire as to the whereabouts
and the sailing time of the vessel. A vote
of thanks to the steward department for
a fine Thanksgiving dinner and also to
the 2nd Asst. Engineer for working on
and fixing the crew movie projector.
The patrolman will be asked to check
and see if bus service can be obtained
for the crew. Observed one minute of
silence in memory of our departed
brothers.
NATCHES (Cove Shipping), Decem
ber 7—Chairman, Recertified Bosun
D. C. Gilmore; Secretary Ray Casa
nova; Educational Director Haywood
Greens; Engine Delegate Harry A. Dengate. $13.50 in ship's fund. No disputed
OT. Report to Log: "I want to say
Brother Frank Drozak that you are do
ing a wonderful job in our great Union,
so are the rest of our wonderful SIU
officials. Keep up the good work. May
God Bless You Paul Hall and our whole
SIU—wishing you a very Merry Christ
mas and a Happy New Year." Sub
mitted by Brother Ray H. Casanova—
Book No. C-580. Observed one minute
of silence in memory of our departed
brothers.
Official ship's minutes were also re
ceived from the following vessels:
DELTA MEXICO
SEA-LAND CONSUMER
BEAVER STATE
WALTER RICE
SEA-LAND TRADE
ACHILLES
ROBERT TOOMBS
MONTICELLO VICTORY
HUMACAO
JOHNPENN
PONCE
MERRIMAC
BAYAMON
SEA-LAND GALLOWAY
OGDEN CHALLENGER
OVERSEAS ALEUTIAN
OVERSEAS ARCTIC
TRANSCOLUMBIA
DELTA ARGENTINA
ARECIBO
VIRGO
SEATTLE
BORINQUEN
JOHN TYLER
CHARLESTON
WILLIAMSBURGH
OVERSEAS NAI ALIK
MAUMEE
SEA-LAND EXCHANGE
DEL RIO
ERNA ELIZABETH
OVERSEAS TRAVELER
SEA-LAND ECONOMY
COLUMBIA
ARTHUR MIDDLETON
BOSTON
HOUSTON
SAN JUAN
COVE COMMUNICATOR
ZAPATA ROVER
ALLEGIANCE
STUYVESANT
WESTWARD VENTURE
OVERSEAS VIVIAN
CANTIGNY
February 1978 / LOG / 23
�• '.yyyy yyyyy//y/y,,yy/,yyyy/yyy/yyy/yy//yy/y//yy///y/y/yy/yyyyyyyyyy/y/yyy/ yyyyyyyy/yyy/yy//yyyyy/yy///////M^
SlU Crews Newly Acquired Point Susan in Tampa
The SIU acquired a new deep sea vessel last month. The ship is the bulk freighter Point Susan, owned by Point Ventures Corp. of New York. The Point
Susan, which has a 24,345 dead weight tonnage, crewed in Tampa, Fla. She was in New Orleans on Feb. 10 loading a cargo of grain and was headed for
Alexandria, Egypt in mid-month on her first SlU-contracted voyage. Measuring 635 feet in length, with a 75-foot beam and a 33.5-foot draft, the Point
Susan is a tramp vessel that will have no regular run but will be available for charter.
••• ~ i
' iMy
y
h
Four of the newly crewed Point Susan's new timers are (l.-r.): David Hender
son, OS; Chrys Brown, AB; Keith O'Bryan, AB, and Dan Penrose, OS.
On hand in New Orleans, where the Point Susan loaded her first cargo of
grain as an SIU freighter were (l.-r.): Ray Pope, AB; Rudy Cancella, AB;
Robert Michael, AB, and Bill Robinson, bosun.
The 24-man SIU crew included the "galley gang" with from (l.-r.): Don
Damsey, asst. cook; Revels Poovey, steward-cook, and Ralph Berlin, cookbaker.
The tramp vessel will be fired by (l.-r.): Curtis Lang, FWT, and Mark Freeman,
oiler.
'mmyy/y/y//
^yyymmmmy//^y/y/y/y///y/yy/y////////////yy/ymm/7Mmmy/////////y/^^^^^^
You May Be Able to Get Unemployment Benefits While at HL5
Attending an upgrading course at the
Harry Lundeberg School in Piney Point,
Md. is a sure way to improve job pros
pects and salaries in the future. But
spending anywhere from two weeks to
two months at School may prove finan
cially difficult for some.
If certain government unemployment
rules are met, however, upgraders can
collect unemployment insurance. In this
way, they can attend the courses they
want to and receive financial aid from
the government while doing so.
To collect unemployment insurance
while at Piney Point, any Seafarer
must have worked a certain amount of
time during the preceding year. This
varies according to the State he is filing
against. In addition, the law requires
that a person cannot have been fired by
a previous employer "for cause."
Those upgraders who are receiving
substantial scholarship money or finan
cial assistance which lasts during their
stay at the HLS, arc not eligible for un
employment insurance.
Eligibility for unemployment is based
on a number of variable factors. Some
of these factors include the state the
upgrader is filing against and whether
his is a "combined claim" against two
or more, states. But all upgraders file
from the state of Maryland, since that's
where HLS is.
Meet with Representative
The Vocational Office at the Lunde
berg School makes it as easy as possible
for upgraders to file for unemployment.
Upon arriving at the School, each Sea
farer is asked whether he wants to file.
Those who do will then meet with a
representative from the Unemployment
Insurance office in Leonardtown, Md.
The representative visits the School
once a week. This representative will
discuss each upgrader's claim individ
IF you DON'T ITFMIZC-NEW TAX TABLES
MAKE IT EASIER TO FIGURE YOUR TAX.
REMEMBER: A JOINT RETURN IS NOT COMPLETE
UNTIL BOTH OF YOU SI6NI
Deposit in the SIU Blood Bank—
24 / LOG / February 1978
ually and complete the necessary forms.
All Seafarers must present their reg
istration cards to the unemployment in
surance representative or office at which
they apply. The registration card—a
Seafarer's ticket to work—can also be
his ticket to collect unemployment when
studying for self-advancement.
THE IRS MAY BE ABLE It COMPUTE VOW TAX AFTER
YOU COMPLETE ONLY A FEN LINES OF YOUR RETURN
CNECR YOUR •ax INSTRUCTIONS.
�SIU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGlorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
Paul Drozak
Dispatchers Report for Deep Sea
JAN. 1-31, 1978
•TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
2
15
2
1
2
2
1
13
5
5
2
2
1
12
0
0
65
0
7
0
0
3
2
0
4
3
1
5
5
0
10
0
0
40
Port
V,
-
3
78
17
18
20
20
20
70
19
32
12
20
9
70
0
2
410
0
4
0
2
4
2
0
1
0
3
2
6
0
11
0
0
35
10
163
12
64
28
17
54
182
82
88
45
121
18
172
0
4
1,060
3
21
4
4
7
1
5
24
9
5
5
4
2
16
1
0
111
1
5
0
2
4
3
0
6
6
0
4
7
0
13
0
0
51
1
1
0
1
0
0
0
0
0
2
0
1
0
4
0
0
10
3
165
24
35
22
7
40
152
63
82
28
58
20
126
0
0
825
4
52
5
9
10
5
9
24
16
12
11
19
3
19
0
0
198
3
5
0
1
1
0
1
3
2
1
0
1
2
5
0
0
25
1
73
14
24
20
8
26
103
41
50
11
41
15
60
0
1
488
2
16
2
11
2
0
3
11
2
6
4
4
3
13
0
0
79
4
39
13
11
9
5
9
27
8
8
6
11
1
22
8
1
182
ENGINE DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk .
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
2
23
1
3
3
3
4
6
6
3
3
9
1
10
0
0
77
1
1
0
1
0
0
0
1
0
1
0
0
1
1
0
0
7
3
61
11
14
11
15
13
48
8
36
7
15
2
58
0
4
306
4
38
7
6
9
8
5
11
9
5
1
6
4
20
2
1
136
STEWARD DEPARTMENT
J Port
Boston
: New York
• Philadelphia
? Baltimore
Norfolk...
Tampa
i Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto RiCO
Houston
Piney Point
Yokohama
Totals
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
; 1 Boston
New York
!
Philadelphia
f
Baltimore
Norfolk
1 Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
1
Piney Point
k
Yokohama
^
Totals
*
TOTAL SHIPPED
All Groups
Class A Class B Class C
7
4
....
....
13
5
21
0
0
172
3
3
0
3
0
0
0
4
2
1
1
1
1
7
5
0
31
0
1
0
0
0
0
0
0
1
0
2
1
0
0
0
0
5
2
53
3
11
14
10
11
33
16
20
4
11
4
32
0
0
224
1
22
5
6
5
0
14
19
9
7
4
8
5
7
24
1
137
0
0
0
3
2
1
0
4
1
3
3
7
1
8
0
0
33
1
1
0
0
0
0
0
0
3
0
4
1
0
0
0
0
10
ENTRY DEPARTMENT
Port
0
55
3
31
13
3
25
63
19
48
11
37
28
43
0
1
380
10
132
27
34
18
9
15
79
36
36
21
21
20
57
3
2
520
13
203
2
23
11
2
3
40
14
19
19
33
3
48
0
0
433
168
940
455
78
2,753
1,096
468
the
number
of
men
who
actually
registered
for
shipping
at
the
port
last
month.
•"Total Registered" means
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
908
519
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
I Houston
Piney Point
Yokohama
Totals
Totals All Departments . . . .
1
144
0
74
15
13
9
7
4
42
13
15
12
13
8
40
29
1
295
4
34
1
5
3
2
1
15
3
6
9
13
0
20
0
0
116
HEADQUARTKRS
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290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N.J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, l.a.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT AR I HUR, l ex
534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Juncos,
Stop 20 00909
(809) 724-2848
SEA ITLE, Wash
.2505 1 Ave. 98121
(206) MA 3-4334
ST, LOUIS, Mo. , 4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W- Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio .... ,935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan
P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
Shipping remained good to excellent
at most deep sea A&G ports last
month as nearly 1,500 Seafarers found
jobs on SlU-contracted deep sea ves
sels. Good shipping is reflected in the
fact that only 940 of the jobs shipped
last month were taken by 'A' seniority
hook men, while more than one third
of the jobs were taken by 'B' and 'C
seniority men.
February 1978 / LOG / 25
�Radcliff, Crescent Members Set Contract Goals
In a week-long session at the Lundeberg School In Piney Point, Md., SIU
rank-and-file delegates from Radcliff
Materials, Inc. and Crescent Towing
and Salvage Co. met to determine their
goals for upcoming contract negotia
tions.
Radcliff is a tug and dredge and
repair yard operation based in MQhile,
Ala. Crescent Towing is a shipdocking
outfit that services New Orleans Harbor
as well as docking areas at oil and grain
terminals north of the City on the Mis
sissippi River.
Delegates representing RadclifTiityard
operation included SIIJ members Al
bert Stampley, H. L. Thornton, and
Gerald Fethke. The dredge and boat
operation was represented by Boatmen
Charles Knight, Larry Minchew, J. T.
Rocker, and Terry Dowdy.
Member delegates representing Cres
cent Towing's workers included Gerald
Keller, Earl Price, James Todd, and
Russell Cognevich.
To prepare the contract proposals,
the delegations split into two work
shops so they could consider the prob-
Inland Coordinator and Conference Chairman Chuck Mollard, second
from right, makes some opening comments to rank-and-file delegates. Along
with Mollard at the head table, from the left are: Mike Sacco, SIU headquarters
representative and vice-president of the Lundeberg School; Hazel Brown, MLS
president; Gerry Brown, port agent in Mobile, and Jimmy Martin, SIU rep in
New Orleans.
lems affecting their individual company
unit
On the last day of the contract con
ference, the rank-and-file committee
members from each company unani
mously adopted contract proposals to
he negotiated by the SIU Contract De
partment. The Conference ran from
Jan. 23-28, 1978.
In addition to contract meetings, the
delegates participated in a number of
educational forums dealing with activi
ties of the SIU concerning the tog and
dredge industry.
SIU officials gave presentatioiis on
maritime and labor history, as well as
on the structnre of the SIU and the
AFL-CIO. Presentations were also
given on the SIU Welfare and Pension
Plans and on economic factors affecting
the tug and dredge industry.
One day of the Conference was spent
going over the SIU's activities concern
ing the tug and dredge industry in the
political arena. This included a bus trip
to Washington, JD.C. where, among
other places, the delegates visited the
AFL-CIO Maritime Trades Depart
ment and the Transportation Institute.
The MTD, which is headed by SIU
President Paul Hall, is the headquarters
of maritime labor's political action
force. The Transportation Institute is a
maritime research and educational or
ganization supported by American-flag
deep sea and inland companies.
The presentations and the Washing
ton trip gave the delegates an opportu
nity to take an indepth look at their
industry and their Union.
Rank-and-file delegates to the Conference included, from the left: Charles Knight (Radcliff), Jimmy Todd (Crescent); H. L. Thorton and J. T. Rocker from Radcliff.
W W
j
Conference delegates from the left are: Gerald Fethke (Radcliff); Terry Dowdy (Radcliff); Russell Cognevich (Crescent), and Albert Stampley (Radcliff),
Jimmy Rosser, SIU patrolman from New Orleans, left, participated in Conference along with rank-and-file delegates, from the left: Earl Price (Crescent)- Larrv
Minchew (Radcliff), and Gerald Keller (Crescent).
26 / LOG / February 1978
�Legal Aid
In the event that any SIU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
NEW YORK, N.Y.—Schulnian,
Abarbanel & Schlcsinger
350 Fifth Avenue
New York. N.Y. 10001
Tele. #(212)279-9200
BALTIMORE, MD.—Kaplan,
Heyman, Greenberg, Engelman
& Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301)539-6967,
HOUSTON, TEX.—Combs,
Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713)659-4455
TAMPA, FLA.—Hamilton,
Douglas and Bennett, P.A.
2620 W. Kennedy Blvd.
Tampa, Fla. 33609
Tel. #(813) 879-9482
SAN FRANCISCO, CALIF.—
John Paul Jennings, Henning
and Walsh
100 Bush St., Suite 1403
San Francisco, Calif. 94104
Tel. #(415) 981-4400
ST. LOUIS, MO.—Gruenberg
& Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314)231=7440
NMC Ads Promote U.S. Merchant Fleet
Below is one of the many ads that the National Maritime Council is rtmning in the national news media. To encour
age support for a strong U.S. merchant marine, the NMC is running these ads in some of the major news publications,
sttch as. Time and Newsweek. The Council wants to encourage American business to ship on U.S.-flag ships. So the ads
are also runntng in business oriented publications like the Wall St. Journal.
The Nattonal Maritime Council is composed of government, company and union representatives who are interested
in promoting a viable U.S. merchant marine.
One if by land,
ten if Iw sea.
It is ironic that the United
States—a seagoing
nation—should be Num
ber One as a land power
and leader in world trade,
yet rank tenth in the size
of its merchant marine.
Our cargo ships number
577, pathetically behind
Russia's 2400 and Japan's
2000, just to mention
two. And, in shipbuilding,
we've slipped to eighth.
This for a nation
whose merchant fleet of
over 4800 ships, 30 years
ago, helped us win World
War 11!
This erosion
is more
than ironic; obviously it
represents a threat to our
international trade posi
tion as well as our
national welfare. Not so
obvious: think of 577
American "representa
tives" pulling into ports
around the world...com
pared to four times as
many Russian ships. And
think of how necessary it
is to have a strong mer
chant marine supporting
our armed forces in case
of emergency...a mer
chant marine that in war
time has
transpiorted over 90% of
the needed military sup
plies and equipment.
Think, too, of the eco
nomic contribution a
stronger merchant marine
makes in balance of pay
ments, jobs and taxes.
Think about it. Then
share your thinking with
your Congressmen. If
you'd like more informa
tion, send for our booklet
on U.S. Flag Shipping.
Write National Maritime
Council, Box 7345, Wash
ington, D.C. 20044.
National
Maritime Council
N\anagement, labor and government
working together for a strong, stable
U.S. flag shipping industry.
NEW ORLEANS, LA.—Dodd,
Barker, Boudreaux, Lamy
6 Gardner
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
LOS ANGELES, CALIF.—Bodle,
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, Calif. 90036
Tele. #(213)937-6250
MOBILE, ALA.—Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904
OETROIT, MICH.—Victor G.
Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220
FALL RIVER, MASS.—PatrkK
H. Harrington
56 N. Main Street, Bennett Bldg.
Fall River, Mass. 02720
Tele. #(617) 676-8206
SEATTLE, WASH.—Vance,
Davies, Roberts, Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHIC AGO, ILL.—Katz &
Friedman
7 South Dearborn Street
Chicago, 111. 60603
Tele. #(312)263-6330
DON'T GIVE OP THE SHIPS
In Emergency Notify USPHS by Telegram
Any Seafeirer or Boatman who
is taken to a hospital other than
a USPHS facility for emergency
treatment, must notify the nearest
USPHS hospital of his situation
within 48 hours, and it is suggested
that the notification be made by
telegram.
In the past, many of our mem
bers have made it a practice to
notify USPHS by phone. Unfortu
nately, when it comes time to pay
the bill, there have been cases
when USPHS has refused to pick
up the tab claiming they have no
record of the telephone call. How
ever, by using telegrams you will
have permanent proof that you ac-
tuaUy notified USPHS within the
prescribed period and at the same
time you will eliminate any confu
sion dealing with phone calls.
If you have no recourse, though,
but to use the phone, you should
make it a point to get the name,
title and department of the person
who handled your call.
February 1978 / LOG / 27
�The Seafarers Plans Benefit Application Is
/ he Seafarers Plans benefit apfiliration has been revised in an effort to make it simpler to fill out. It will also help gather necessary information for
upgrading programs. (The application, reduced in size, appears on these two pages.) It may seem unnece.'isary to remind you to fillin your name and Social
Security number carefully, but this is still a mafor cause of delay for claims. Make sure you attach copies of all the documents needed to process your claim.
If you are unsure if you have the right ones, check with your port agent. The new Contact Phone or Address on the form is an example of the Union's effort
to make it easier to reach applicants in case of need. The long fist of 1,443 Seafarers and Boatmen in the January Log who did not receive their Welfare Plan
description booklet shows why a second address is important. The new ratings boxes, when checked, will give information on your career upgrading. This
PLEASE PRINT
VACATION BENEFIT
• SEAFARERS BENEFIT APPLICATION * Hr
I II I. IN I N I IKL I HONI I'AM-.
I'll I Clll.t KMAKK IN llOX M)l< HKNKI I I WAM FI)
I II,I. IN 111 Nl I I I SI.C IION ON I'At.L MS I HI) IN BOX
Al lACII Al.l. DOCDMKNIS NM-DMl
IIAVI UNION KFI'UI'SI NI AI IVF ( III OK I (JRM. SICN H, AND FORWARD TO:
SI Al AMI RS PLANS.
iJnln III miiilK Iiliiiii
/
PtitX tA ««|i|>lir;tiriori
(/PIK)
HOSPITAL & MLOK AL
I'aoa •/
SICKNESS & ACCIDENT
DEATH
faw a
Pavaa
jiri
-SOC SEC NO
VnttaComtmrt
Rating
Employtd from
To
VMMI/Company
Rating
Employad from
To
Vattal/Company
Rating
Employad from
To
Vauat/Company
Rating
.•
Employad from
I'l MMANI Nl
Aunm ;;;•
.HOME PHONEX.
I UH MAIL
Vataal/Company
CONtACr PHONE _ .
I
or
HOOK
PORT ISSOFD
Dale you litit worked
lor SlU /Inland Company.
Place 111
_Bulh
1
Wt,«. o VOO.
—, ^Group
Ciliriint Oflpl f
fnldtfM)
To
Rating
Employad from
To
Vaual/Company
Rating
Employad from
To
Vat»l/Company
Rating
Employed from
To
AOUriEGS
J('hitr:l( hftrn il yoiii iifUlrirtt hai (.haftqnti.
OAII OI IimiH
(IMt. flPft.
PENSION
fav *
Mail, n.il inlijifl.)
HOOK NOMIII M
Kl«m^
Pava 3
l'a«i 1
OPTK AL
1
NAMI
MATERNITV
fvf 1
HLMAHII.ITATION
11
1 1 1
Soc. Sec. No.
20lli Slrrcl. Brooklyn. N.Y. 11215
/
(rliiyl
VACATION
27S
ELIGIBILITV-At least 90 days accumulated seatime/inland before making application. All dates of dis
charge, pay vouchers or check stubs must be less than one ypar old. Attach a photostatic copy of alt dis
charges. pay vouchers or check stubs.
"
QO NOT WRITE IN GREY AREA
i
PLEASE PRINT
-Ralinfl.
Chuck iill iKiKd-, thai a|i|ilv
loll OiH-ioioi
U
logifiBio
•
OMED
CZ3
AB Blue
•
HL5S Uparading •
I'llol
Cn
WBIIIIOII
C3
Asi'i Crrrjk
Cn
AB Gretrn
CD
LNG/LPG
•
Vattal/Company
Rating
MiiUi
a
EOWI
•
Cook/Baker
O
QM
C3
Lile txrai
CD
Employed from
To
Caiilain
CT
PurniJinan
CI
Ch Cook
•
Bor n
•
Eire Irgtilirrg
CD
raiikainian
CO
Ch. Elacl.
CD
Steward
CD
HLSS Entry
CD
Paitport
CD
Vattal/Company
Wloii olhiir ralingr flo you haver
Employed from
Wliai oiher hceniin do you have?
Adjuttmena
1
Rating
To
N. Y. State res.
Yes or No
Tax exeinptinnt claimerl
-r
Mariial Statin
Q] Sintjle
Mairierl
Q] Divorced
LIST SPOUSE AND DEPENOENrs NAMES
Wirlowed
RELATIONSHIP
TO MEMBER
.v-a
/
•
.
•' .-
(y««r)
1—I
3._
J.
WDAS
_
t
(d4y)
DAS
-.r
DATE OF BIRTH
(mo.)
(IMI, lliil. mlaaia)
•
Marital Sfanix
•
• -T'
A
..'.K.' '• T5'"' -
m
L
4.
•if.
•chieck here 11 there have been any changes.
t
Name of bcncficiaiy_
.Relationship
Address of beneficiary.
-UNRELATED BENEFICIARIES ARE NOT
ENTTTLED TO M/VXIMUM DEATH
-BENEMT.
f
r
'
1
I I Check here if your beneficiary has changed.
I revoke all previous beneficiary nominations and make the foreguing nomination with respect to all benefits
provided now or at any time in the future under the Seafarers' Welfare Plan, still reserving to myself the
privilege of other and further changes.
'•
'-..iv. :•
,r£"'x^
Port.
Date.
(month, day, yoar)
-DATE SIGNED.
MEMBER'S SIGNATURE.
WITNESS'SIGNATURE-.
Member's
Signature X.
. Verified by;.
lunlon r«HMntaUv«|
(othtr than tMnvflclary)
.ZIP CODE.
WITNESS'ADDRESS
(itraat. city, Itatal
•BASIC SEATIME/INLAND REQUIREMENT:
List one (I) day's seatime/boattime in the last six (6) months:
.-Date offVessel
Date on
List ninety <90) days' seatime/boattime in the last calendar year prior to the date the claim arose or date of
death:
VrwlDate on
Date off
Working Dues Authorization
Seafarers Vacation Plan
I hereby authorize you to deduct from the vacation benefit due by this claim a stim equal to the amount
outstanding of my regular working dues for days worked in accordance with Ait, V, Sec. 1(b) of the SlUNAAGLIWD Constitution.
I further authorize and direct you to pay the amount so deducted to the Seafarers International Union of
North America-AGLIWD.
Member's
Signature X.
.Verified by;.
If You're Not a Millionaire^ the Welfare Plan Is Important to You
Unless a person is a millionaire or
thereabouts, he or she could not afford
extensive medical care Tri this country
without the security of a strong welfare
plan or medical insurance program.
It's safe to say there are no million
aire's in the SlU. And its also safe to
say that the SIU's Welfare Plan is one
of the most important benefits available
to SIU members and their dependents.
Stafford McCormick of Houston,
Tex, is one SIU member who realizes
the importance of a strong welfare plan
to a working man.
Brother McCormick's wife, Florence,
has had two lengthy hospital stays in
28 / LOG / February 1978
the last few years. The hospital bills
totalled nearly $10,000 and the SIU
Welfare Plan picked up the whole tab.
McCormick, who has been a member
of the SIU for more than 30 years, said,
"I'm really thankful that I had the Plan
when I really needed it."
He added, "medical costs are so high
today, no member could afford to pay
these kind of bills without going broke.
Believe me, if I had to pay my wife's
medical costs out of my own pocket, it
would have bankrupted me."
Brother McCormick, who has almost
20 years seatime on SIU deep sea and
inland vessels, also said, "I think a lot
of members take the Welfare Plan for
granted. I remember the days when we
had nothing at all. But I guess it takes
a situation where a member really needs
the Plan before he realizes that he has
something good that will protect him."
McCormick said he has been sticking
close to home while his wife recu
perates. He said he would soon be look
ing to ship with an SIU tug company
which would enable him to stay in the
port of Houston or nearby.
Notice to Members On Job Call Procedure
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
clinic card
seaman's papers
INLAND
�Made Simpler to Speed Handling of Claims
will help the Union plan its upgrading courses so that the right type of training will be scheduled at the time you need it. The benefit sections list the eligibility
requirements, and the documents needed to make a claim. The Hospital,Maternity and Surgical Benefits and the Optical Benefits must be signed by the doctors
as well as the person applying, and this has been made clear. The Pension section has been expanded to cover the Pension Plan's increased benefits. The form
tries to cover all the cases and their basic requirements, but all Seafarers and Boatmen should write the Claims Department at Headquarters if they have any
questions, before they swallow the anchor and come ashore. The form has been made clearer and easier to work with, and it is hoped this will speed the handling
of your claims.
HOSPITAL. MATERNITY & SURGICAL BENEFITS
ELIGIBILITY—Basic seatime/inland requirement. Claim must be filed not later than (a) 180 days after sur^
or discharge from hospital, or (b) J6S days after birth. Enrollment card, marriage certificate, and children's bir
certificate with names of both parents must be on file with Plan. For foster and step children,submit notarized
copy of member's latest income tax return showing dependents.
Relationship
toMemlier
Patient's name
OPTICAL
ELIGIBILITY—Basic seatime/inland requirement. Enrollment card must be on file in Plan office along with Mar
riage Cerlinc.ite and Birth Certificates. Claim must be filed within 180 days from the date the glasses wea' received.
Glasses are available to the member and dependents once in every two year period at an optician of your choice.
TO BE COMPLETED BY OPTICIAN
Optician's
.Address
Name of optician
(iMt, tint, middia)
lltrmtl
Address.
Birth date
(_
Is this a work connected
injury?
YES
(llfMl)
(city, stala, zip)
Individual for whom prescribed.
(city, stite, zip)
NO
Attach a copy of Doctor/Surgeon/Hospital Bills. Indicate if paid. Have Docton/Hospital fill in part below. Indicate
if Bills are paid.
I hereby authorize hospitals and doctors listed below to release information concerning my treatment to the
Seafarers Welfare Plan, in order to process my claim for benefits.
PATIENT-S/GUARDIAN/S SIGNATURE
Was this Emergency treatment?
PLEASE ATTACH YOUR BILL TO THIS FORM AND INDICATE IF PAID
Relationship to
Member
No
Description of Lenses.
Total cost of glasses, including examination S.
SIGNATURE OF OPTICIAN
Type of Lenses: Regular
Clear
Optician's
-Soc. Sec. No..
•
Tinted
Sunglasses.
Verified by:
(union reprOMntativo)
Date
DEATH
ELIGIBILi rV-Basic seatime/inland requirement. Beneficiary form must be on file with the Plan office. Send a
certified copy of the death certificate with the application. Enclose an itemized funeral bill indicating if paid
with name and address of payer where applicable. (Claim must be filed within 365 days from the date of death.)
Name of hosp
Address of hosp. _
(ttrppt. city, atatp. ilpl
Date hospiulizad .
Name of deaceased
Dates Doctor visited
Soc. Sec. No
Name of applicant
.Relationship to deceased.
Funeral Rill paid'
Address of applicant
State complete diagnosis:.
Yes
No
Aoe of Aoolicant
Fed. ID No. or
.Soc. Sec. No. _
Signature: ATTENDING PHYSICIAN.
(City, fttata, rip)
SIGNATURE OF APPLICANT
.and particulars.
If surgery was performed, give dates
Date of death
Verified by:
(union r.pr.Mnl.llv.)
PENSION
ELIGIBILITY RF.QIJIRF.MF.NTS CHHCK CARKFULLY IN PFNSION BOOKLET FOR EXACT TERMS.
If not in hospital, where performed
Fed. ID No. or
- Soc. Sac. No. -
Signature: ATTENDING SURGEON.
ATTACH SURGEON'S BILL AND
INDICATE IF PAID.
Total
90 days m
Birth certificate
desired:
Service
Required
calendar year
t>efore application
or other proof of
age required
Q NORMAL
5,475 days
no
Check Pension
Verified by:.
(union raprotpntitlva)
SICKNESS & ACCIDENT BENEFIT
ELIGIBILITY- Basic seatime/inland requirement. Claim must be filed within 60 days (a) after discharge from
hospital, or (b) from first day of outpatient disability. File USPHS medical abstract for outpatient benefits. Out
patients who have not been hospitalized must be not fit for duty for eight days before they can receive benefits,
which are retroactive to the fifth day. You can not receive S&A benefits if you are entitled to M&C from your
employer, or to State disability benefits, or State unemployment benefits.
Was illness or injury reported in Log Book?
Were you hospitalized?
,.s<
Date In.
Other lequiremenls
10 years of
no
vesting service
65-Deep sea
All Coast Guard discharges.
62-lnland
NFFD forms, and M&C forms,
or Company service letter.
7,300 days
yes
'55
(No disability)
All Coast Guard discharges
covering sea time only.
(Where applicablel
Address.
Q SPECIAL
7,300 days
EARLY
(No disability)
NORMAL
(Where applicable)
Describe nature of Illness
If accldenul, attach doctor's letter on how the Illness occurred..
Is this a recurring Illness or Injury?
Q DEFERRED
VESTED
NORMAL
Hospital
Date out
All Coast Guard discharges,
NEED forms, and M&C forms,
or Company service letter.
• EARLY
. Did you get Master's Certificate?.
65-Deep sea
62-lnland
no
55
1) Withdrew completely from the
industry before reaching age 55.
2) All Coast Guard forms
coverirsg seatime only.
If yes, explain
.Is It due to misconduct on your part?.
Deceased was active memtier. and eligible for one of the pensions above, not including disability pension.
If you collected In-hospltal beneflu for this Illness or Injury, wftat was the last day you were paid?
Have you applied for unemployment benefits?
Spouses name
Have you applied for State dlsalxlty payments?.
Have you taken up your Injury with any one else?
• SURVIVOR'S
If yes, with whom
Member's first date of emolnvment bv sianatnrv cnmnanv
What did they do?
1) Must be permantly not fit for
I hereby certify' that to the best of my knowledge the above sutements are true, and do also hereby authorize ny
anending physician(s) (Hospital or Clinic) to furnish and disclose all facts concerning my condition to the Sea
farers Welfare Plan.
.Verified by:.
Signature of Applicant.
duty-USPHS record
• DISABILITY
4,380 Days
yes
no
2) Must have Social Security
Disability Award or RRB B-6
Nam* nf Divirnr
certificate if under 65
Doctor's Addret
NFFD forms, and M&C forms,
3) All Coast Guard discharges,
(union roproMntatlvo)
ALCOHOLIC REHABtLITATiON PROGRAM LOAN REQUEST
(itrMt. city
rip)
or Company service letter.
ELIGIBILITY—One day's seatime/inland in the last six months and ninety days' scacime in the last calendar year
prior to the date of application. Check the boxes provided to show the reason for the loan.
ATTACH A RECENT PHOTOGRAPH (PASSPORT SIZE) TO PENSION APPLICATION
Q Tranipoftation
MARRIED PENSIONERS MUST SUBMIT COPY OF MARRIAGE CERTIFICATE, AND SPOUSE'S BIRTH
CERTIFICATE
O Support
• Personal Items
IZI Clothing
• Prescriptions
Q Miscellaneous (explain)_
VERIFIED BY:
"
DATE
PORT
(union loOfOMfilztlvv)
ON DEMAND I PROMISE TO PAY TO THE ORDER OF THE SEAFARERS' WELFARE PLAN $ .
PLUS e% INTEREST, PAYABLE AT 275-2(hh STREET, BROOKLYN, N.Y. 11215.
I authorize die Plans administration to deduct from the vacation benefit due me a sum equal to amount
outstanding of my Alcoholic Rehabilitation Program loan plus its accrued interest.
ELIGIBILITY FOR AND PAYMENT OF BENEFITS ARE CONTROLLED SOLELY BY THE RULES AND
REGULATIONS OF THE SEAFARERS WELFARE PLAN, THE SEAFARERS PENSION PLAN, AND THE
SEAFARERS VACATION PLAN, AND BY THE APPLICABLE DECLARATIONS OF TRUST.
Comments by Union representative
VALUE RECEIVED t
SIgnatur* of Aoollcant
Verified By:.
Signature of Union representative.
Union RvprHontatlva
PSfO 3
Pig* 4
REV. \n%
I*®
No Charge For 'Type #' Form
All Seafarers and Boatmen pre
paring to go on pension, please be
advised that there is no longer any
fee required for the "Type I" forms
supplied hy the Social Security Ad
ministration.
Seventy-one cents of everv dollar spent in shipping on American-flag vessels
remains in this country, making a
substantial contribution to the national
balance of payments and to the nation's economs.
Use U.S.-flag ships. It's good for the American maritime industry , the Ameri
can shipper, and America.
These forms are detailed state
ments of earnings, which must he
obtained from Social Security and
submitted to the Seafarers Pension
Plan before pension benefits are
given.
The charge for "Type I" forms
was removed almost two years ago.
But many of the old applications
for the forms are still in circulation
and specify a schedule of fees at
the top of the page. If you receive
one of these old applications, dis
regard the charges when you send
in the application for your Type
I forms.
If you have already sent in
money, it should he returned to
you by Social Security. Contact
your local Port Agent if you have
any problems.
February 1978 I LOG / 29
�•
As the SlU-contracted Mackinac Islander pulled into the dock on Mackinac
Island, white clapboard homes and one of the Island's old churches greeted
ferry passengers.
.•^
- ^. . 3 •
'jsis:.a-
The bare trees and shrubs on Mackinac Island make it hard to imagine a
springtime hillside covered with lilacs. But the flowers were brought and
planted by French settlers in the 17th century. The grassy area fronts Fort
Mackinac, a British stronghold during the Revolutionary War.
This shoreline stretch of boardwalk runs along the clear, blue/green waters of the Straits of MalWnacT In the distance can be seen "the five mile span of t^
Mackinac Bridge. "Big Mac," which opened in 1957, connects Michigan's upper and lower peninsulas.
Closed For Season
Bicycles are a primary form of transportation around the nine miles of
Mackinac Island. Bike racks line the deskside around the ferry slip.
-A' '
' ' ' "
Linda Horn, one of the Island's 500 or so permanent residents, has spent 16
winters there so far. Mrs. Horn said her great-great-grandparents were
"Earlies" and that they owned three-quarters of Mackinac Island at one time.
30 / LOG / February 1978
Mackinac Island in Michigan's Up
per Pcnninsiila, is a scenic, thriving
summer community. But it becomes a
ghost town in the off-season. The water
front hotels board up their windows, the
ice-cream parlors, gift shops, and other
tourist-oriented stores display "Closed
for the Season" signs.
The eeriness is enhanced by the dust
swirling, down the main street and the
Haunted Theatre's rusted, rickety
chandelier creaking in the wind above
the theatre's bolted doors.
Mackinac Island handles a summer
crowd of as many as 500,000 people.
But it reduces its population to as few
as 500 during the winter, according to
two year-round residents. Many of
those who reside there year-roljnd col
lect unemployment during the winter
months when the grocery and drug
stores, the Mustang Bar and the post
office are the only things open. Many
of the Island's permanent residents also
share the fact that they are descended
from the Island's early Canadian or
English settlers who date as far back
as 1600.
During the winter months, the only
way to reach the mainland is via snow
mobile. But from Apr. 1 to Dec. 23,
SlU-contracted ferries make the IV2
mile run between St. Ignace and the
Island. And between May 14 and Oct.
16, ferries make the 6 mile round-trip
from Mackinaw City to the Island.
The Arnold Transit Co. owns and
operates the seven boat ferry fleet that
runs from St. Ignace. During the sum
mer season it runs 600-capacity boats,
but operates smaller, 400-capacity ves
sels in the offrpeak months.
Straits Transit Inc. is the owner/op
erator of the four SlU-ferries that make
the Mackinaw City/Mackinac Island
run. That company is also owned by
Arnold which has 58 percent of Straits
Transit stock.
Straits Transit fleet includes the
Christina Mae, built in 1954 and the
Island Princess which has only been
running five years.
Arnold's vessels were all built be
tween 1955 and 1962. The Emerald
Isle is the senior member of that fleet;
the Chippewa is the youngest.
A Beautiful Trip
The 40-minute ferry ride across the
Straits of Mackinac is a beautiful trip.
The ferries have indoor and outdoor
benches and a large cargo area on deck
that is filled with folding chairs during
Ray Wilkins, working as purser on the
Mackinac Islander, is usually found
on another Arnold Transit Co.-owned
ferry, the Chippewa, where he acts
as either the boat's captain or an
engineer.
�Since no cars or buses are allowed on the Island, horses are popular and
necessary substitutes. Most of the Island's equine population is pastured on
the mainland for the winter.
The Mackinac Islander waits at the Island dock to receive cargo for her return
trip to St. Ignace. This ferry has been in operation since 1958.
Glimpsed from the ferry enroute to Mackinac Island is the Grand Hotel which claims to be the "world's largest summer hotel." The Grand first opened in 1887.
In the summertime, its 880-foot long porch is decorated with flowers.
Due To Freezin'
the summer to carry the overflow of
passengers. The cargo area is also used
for conveying alternate forms of trans
portation to the Island where cars,
trucks, and buses are not allowed. One
SIU ferryboat captain, LeRoy Allers,
has been ferrying passengers for 55
years. He said, "It's nothing for ferries
to carry 25-50 bicycles per trip in the
summer."
Horses are another popular form of
transportation on Mackinac Island. No
fewer than 250 of them spend the sum
mer at the Carriage Tours' Corral and
Stable and others are owned by Island
residents. The ferries can carry 32-35
horses at a time.'
A Log reporter and photographer in
Capt. LeRoy Allers has been an SIU
member since 1949. Normally the
captain of the ferry Algomah, Capt.
Allers was filling in for another ferry
boat captain, his son Paul.
mid-November took a trip on the Mack
inac Islander, sharing the ferry with 10
Island residents, three horses and the
ferry's SIU crew. Captain Allers, an
SIU member since 1949, was at the
wheel. The captain had taken over this
run for his son, also a ferry boat cap
tain, who had joined the ranks of deer
hunters during Michigan's annual hunt
ing season. Capt. Allers is usually be
hind the wheel of the Algomah.
Also on board were Raymond Wilkins, the purser on this trip. But he also
doubles as a captain and an engineer
during the summer months. Another
member of the crew was Engineer Rich
ard Carl Graham who's been with
Arnold Lines for 26 years. The fivemember crew also included two deck
hands.
Lar-ge horses pull wagonloads of freight that is transported from mainland to
The crossing takes one past several
landmarks. The Mackinac Island crib island via ferry.
light warns freighters away from shal
low waters that are only four feet deep
in spots. And the colonnaded facade of
the Grand Hotel, which dates from the
1800s and claims to have the longest
porch of any hotel, nests on the shore.
In daylight, the ferry crossing seems
straightforward enough. But when it's
foggy and dark out, the ferry captains
rely on the compass and time signals
taped to the window in the wheeihouse
to make the crossing. For example,
from Dock #2 on St. Ignace to the
Lake, the chart says it's 117 degrees
and 24 minutes.
The Mackinac Islander loaded up
for her return to the mainland with
three horses heading for winter pasture
and some hunters with their quarry.
There were also several Islanders
aboard who were taking advantage of
the ferry service before the Straits
freeze and Mackinac Island settles in
Engineer Richard Carl Graham joined the SIU In 1957 and has been with
until the spring thaw.
Arnold Transit for 26 years.
I
February 1978 / LOG / 31
.
�Hotite to Mmbers
(h Shippiug Pnteilure
When throwing In for work dur
ing a job call at any SlU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when' assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Further, the Seafarers Appeals
Board has ruled that "C classifica
tion seamen may only register and
sail as entry ratings in only one
department."
KNOW YOUR RIGHTS
SHIPPING RIGHTS. Your shipping rights and senior
ity arc protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
32 / LOG / February 1978
UNION MADE
Electronics has become one of the great
growth industries of the 20th Century and the
International Union of Electrical, Radio and
Machine Workers, AFL-CIO, CLC, was in on
the ground floor.
lUE was founded in 1949 and immediately
drew to it many workers in the electronics in
dustry who were impressed by its democratic
ideals.
Today, lUE has 250,000 members (40% of
them women) in the fields of electrical and
electronics manufacturing and other industries.
Its members are employed by General Electric,
Westinghouse, General Motors, RCA, SperryRand and many smaller companies.
lUE products reflect the technological his
tory of America in the 20th century. The prod
ucts include all kinds of home appliances, from
fans to freezers, television sets, wires and
cables, electronic components, semi-conduc
tors, power equipment, office machines, lamps,
batteries, computers, auto parts, aircraft en
gines and missiles, elevators, radar and atomic
reactors. In fact, lUE produced products are
almost too numerous to list, ranging from
optical lenses and frames to golf club shafts.
A strong advocate of the principle of multiunion coordinated bargaining, lUE also has
been active in the struggle against job-stealing
imports, against race and sex discrimination
and for strict enforcement of health and safety
regulations.
lUE pioneered in 1966 with the establish
ment of an On-the-Job-Training Program sup
ported by funds from the U.S. Labor Depart
ment. This program has resulted in over 7,000
lUE members receiving better job opportuni
ties over the last 10 years. The union is cur
rently participating in a New Initiatives in
Apprenticeship program to promote the en
rollment of 700 new apprentices in lUE shops,
particularly in developing fields such as com
puter repair and solar heating technology.
lUE is concerned with the effect foreign im
ports is having on worker's jobs and American
technology. When you buy your new TV set
or any other electrical product, check the label
carefully to be sure the item has been made
in America with American labor.
a UNION LABEL feature
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Ciulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
rm
lUE: 20th CENTURY
PRODUCTS
KNOW YOUR RIGHTS
t
VS
iiiiiiiiitiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii^^
patrolman or other Union official, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.
SEAFARERS POLITK.'AL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects qnd purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatiiien and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your economic, poli
tical and social interests, and American trade union
concepts.
If at any lime a member feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address is 675 - 4iii Avenue, Brooklyn,
N.Y. 11232.
�Leo R. Dziesinski, 67, joined the
Union in the port of Alpena, Mich,
in 1965 sailing as an AB for the
Huron Cement Co. from 1964 to
1977. Brother Dziesinski was born
in Alpena and is a resident there. He
is also a refrigeration service tech
nician.
Robert E. Bowditch, 64, joined
the Union in the port of Lorain, Ohio
in 1961 sailing as an oiler and AB
for the L. A. Wells Co., and Merritt,
Chapman and Scott from 1946 to
1952, and for the Great Lakes Tow
ing Co. from 1952 to 1976. Brother
Bowditch was born in Lorain and is
a resident of Amherst, Ohio.
Haywood J. Triche, 59, joined the
Union in Port Arthur in 1964 and
sailed as a captain and pilot on the
Tug Edgar Brown Jr. for the Slade
and Southern Towing Co. from 1948
to 1977. He also sailed as a deck
hand for the Hawkins Towing Co.
from 1946 to 1948. Brother Triche
was bom in Louisiana and is a resi
dent of Gibson, La.
Roy E. Stern, 65, joined the SIU
in 1948 in the port of New York and
sailed as a bosun. Brother Stern is a
veteran of the U.S. Army's Ordi
nance Corps in World War II. He is
a machinist and toolmaker. Born in
Michigan, he is a resident of New
ark, N.J.
Edward Cole, 62, joined the SIU
in 1943 in the port of New Orleans
and sailed as a bosun. Brother Cole
sailed 40 years. He was born in Barbourville, Ky. and is a resident of St.
Petersburg, F1a.
Paul D. Morris, 58, joined the
Union in the port of Detroit in 1960
sailing as a fireman-watertender on
the Lakes for 23 years. Brother Mor
ris upgraded at Piney Point in 1974.
He is also a radio, TV technician.
Born in Hagerstown, Md., he is a
resident of Toledo, Ohio.
Recertified Bosun Albert J. Doty,
65, joined the SIU in 1941 in the
port of Savannah. Brother Doty grad
uated from the Bosun's Recertification Program in September 1975. He
also attended a Piney Point Educa
tional Conference. Born in Illinois,
he is a resident of Marrero, La.
German Aban, 74, joined the SIU
in the port of Norfolk in 1957 and
sailed as a chief cook. Brother Aban
sailed 55 years and with the Bull Line
in 1961. He is a veteran of the U.S.
Navy before and during World War
11. A native of San Juan's (P.R.) La
Union, he is a resident of Chesa
peake, Va.
Joseph E. Brooke, 60, joined the
SIU in 1942 in the port of Philadel
phia and sailed as deck engineer.
Brother Brooke sailed 36 years. He
was born in Philadelphia and is a
resident there.
Ivan C. Buckley, 63, joined the
SIU in the port of New York in 1952
and sailed as a chief steward. Brother
Buckley sailed 30 years and walked
the picket line in both the 1961
Greater N.Y. Harbor strike and the
1962 Robin Line beef. He upgraded
at Piney Point in 1973. Born in Ja
maica, B.W.I., he is a resident of
Brooklyn, N.Y.
Jacob R. "Jake" Gnagey, Jr., 53,
joined the SIU in the port of Balti
more in 1955 sailing as a cook.
Brother Gnagey sailed 33 years. He
is a World War 11 veteran of the
U.S. Marine Corps. Seafarer Gnagey
was born in Cumberland, Md., and
is a resident of Baltimore.
Joseph Shefuleski, 63, joined the
SIU in 1947 in the port of Philadel
phia sailing as an OS. Brother Shefu
leski sailed with the Bull Line in
1956. He was on the picket line in
the 1961 N.Y. Harbor strike and the
1964 AGLIW District beef. Seafarer
Shefuleski is a WW II veteran of the
U.S. Army. He is a former coalminer. A native of Shenandoah, Pa.,
he is a resident there.
Pensioner Gives $100 to 5PAD
Jens C. Madsen, 65, joined the
SIU in 1946 in the port of New York
sailing as a fireman-watertender.
Brother Madsen sailed 40 years. He
was born in Denmark and is a resi
dent of Hoboken, N.J.
Francisco R. Napoli, 54, joined
the SIU in 1947 in the port of New
York and sailed as a chief steward.
Brother Napoli worked on the SeaLand shoregang in Port Elizabeth,
N.J. from 1971 to 1977. He is a
wounded World War II veteran of
the U.S. Army's airborne forces. A
native of New York, he is a resident
of Middletown, N.Y.
John W. Polaski, 57, joined the
SIU in 1943 in the port of New Or
leans sailing as a fireman-water
tender. Brother Polaski sailed 34
years. He was also an engine dele
gate. Born in Troy, N,Y„ he is a resi
dent of Brooklyn, N.Y.
John P. Schilling, Jr., 66, joined
the SIU in the port of New York in
1952 and sailed as a deek engineer.
Brother Schilling was also an engine
delegate. He was born in Mobile and
is a resident of Beaumont, Tex.
Frederick Whipp, 65, joined the
SIU in the port of Baltimore in 1964
sailing as a fireman-watertender.
Brother Whipp sailed 25 years and
attended a Union Crew Conference
in Piney Point in 1970. He is also a
lathe operator. A native of Balti
more, he is a resident of Pasadena,
Md.
Arthur W. Wroton, 65, joined the
SIU in 1944 in the port of Norfolk
and sailed as a deck engineer.
Brother Wroton sailed 40 years. He
is a veteran of the U.S. Army in
World War II. A native of Virginia,
he is a resident of Norfolk.
Rafael W. De Arce, 65, joined the
SIU in the port of San Francisco in
1961 sailing as a cook. Brother De
Arce sailed 32 years. He is a 1950
graduate of the U.S. Maritime Serv
ice. Seafarer De Arce is also a
machinist. Born in Mayaguez, P.R.,
he is a resident of Hayward, Calif.
Recertified Bosun John B. Swiderski, 62, joined the SIU in 1948 in the
'port of New York. Brother Swiderski
graduated in the 15th Bosun's Recertification Program class in August
1974. He is a World War II veteran
of the U.S. Army. A native of Penn
sylvania, he is a resident of Brooklyn,
N.Y.
Pensioner Francisco S. Costa, 78 (right) holds his five SPAD receipts worth
$100 while Headquarters Representative Johnny Dwyer offers his congratula
tions. Brother Costa, who lives in Brooklyn, N.Y., retired last year. He joined
the SIU in the port of New York in 19.55 and sailed 42 years, last in the steward
department. A native of Spain, he is a naturalized U.S. citizen. Brother Costa
is also an accountant.
Yasser Szymanski, 61, joined the
SIU in 1946 in the port of Galveston
and sailed as a chief steward. Brother
Szymanski also rode with the Isth
mian Line. He is a veteran of the
U.S. Army before and during World
War II. Seafarer Szymanski was born
in Massachusetts and is a resident of
Springtown, Tex.
February 1978 / LOG / 33
�Lyies D. Brunson,
57, died on Jan. 28.
Brother Brunson
joined the SIU in the
port of New Orleans
in 1960 and sailed as
deck maintenance.
He sailed 26 years.
Seafarer Brunson was
a veteran of the U.S. Navy in World
War II. Born in Bayville, La., he was a
resident of Abyville, La. Surviving are
his parents, Mr. and Mrs. Henry L. and
Katherine Brunson of Ralville, La., and
a sister, Mrs. James (Kathleen) Bozeman of Abyville.
Peter A. Chaffin,
44, died in St. Mary's
Hospital, Duluth on
Jan. 28. Brother
Chaffin joined the
Union in the port of
Duluth in 1971 sail
ing as an oiler for
the Kinsman Marine
Steamship Co. and the American
Steamship Co. He was born in Clear
Lake, Minn, and was a resident there.
Surviving is his mother, Sarah of Clear
Lake.
Pensioner Fran
cisco Cornier, 66,
died of a heart attack
at home in Ponce,
P.R. on Nov. 11,
1977. Brother Cor
nier joined the SIU in
1942 in the port of
Mobile and sailed as
a bosun. He sailed 4.^ years. Seafarer
Cornier was born in Gayanilla, P.R.
Surviving are two .sons, Santiago and
Francisco, and three daughters, Lourdes. Carmen and Nara.
Edward T. Devercaux, 54, died in
the San Francisco
USPHS Hospital on
Nov. 16, 1977. Bro
ther Devereau.x
joined the SIU in
the port of Boston in
1967 and sailed as a
OMU. He sailed 14
years and was also a ship delegate. Sea
farer Devereaux was a wounded vet
eran of the U.S. Navy in World War II.
He was born in Sommerville, Mass. and
was a resident of Richmond, Calif. Sur
viving are his widow, Elenore; a son,
Randolph, and two daughters, Deborah
and Mrs. Maureen Colbert.
Earlic A. Broadiis, Jr., 33, died on
Dec. 23, 1977. Brother Broadus joined
the Union in Port Arthur in 1973 sail
ing as a deckhand and tankerman for
Dixie Carriers in 1974, for the Moran
Towing Co. of Texas, the Marine Fuel
ing Service Co., Port Arthur in 1977,
and for the National Marine Service
Co. from 1973 to 1977. He was a vet
eran of the U.S. Army. Boatman
Broadus was born in Mobile and was a
resident of Port Neches, Tex. Surviving
are his widow. Ruby; a son, David, and
a brother. Earl.
34 / LOG / February 1978
Pensioner Nathan
Dixon, 80, passed
away in Long Island
College Hospital,
Brooklyn, N.Y. on
Dec. 23, 1977. Bro
ther Dixon joined the
SIU in 1938 in the
port of New York
and sailed as an assistant steward. He
sailed 55 years. Seafarer Dixon was
born in New Orleans and was a resident
of Brooklyn, N.Y. Burial was in Ever
green Cemetery, Brooklyn. Surviving
are two sons, Paul and Richard, and a
niece, Mrs. Olive Moore of Brooklyn.
Pensioner Jo.seph
Garello, 71, died of
arterioscleriosis in
the Charles Convalescent H9me,
Brighton, Mass. on
Jan. 11. Brother Ga
rello joined the SIU
in 1946 in the port of
New York and sailed as a chief steward.
He sailed for 39 years and was on the
picket line in the 1965 Chicago beef.
Seafarer Garello was a veteran of the
U.S. Navy. Born in Italy, he was a resi
dent of Brighton. Interment was in St.
Michael's Cemetery, Jamaica Plains,
Mass. Surviving are two brothers, Al
bert of Dorchester, Mass. and John;
a sister, Mrs. Mary Pergamo, and a
nephew, John Pergamo, both of Burl
ington, Mass.
4
Pensioner John B.
"Put" Carrison, 66,
died of heart failure
in the Kissimmce
(Fla.) Medical Cen
ter on Oct. 15, 1977.
Brother Garrison
joined the SIU in
1947 in the port of
New York and sailed as a bosun. He
sailed for 27 years. Seafarer Garrison
was born in Pennsylvania and was a
resident of Kissimmec. Burial was in
the Osceola (Fla.) Memory Gardens
Cemetery. Surviving is his widow,
Patricia.
John L. Glover,
46, died of diabetes
in the Houston VA
Hospital on Dec. 6,
1977. Brother Glover
joined the SIU in the
port of Houston in
f \
I 1962 and sailed as a
cook. He sailed 18
years. Seafarer Glover was a veteran of
the U.S. Army in World War II. A
native of Oklahoma, he was a resident
of Houston. Interment was in Forest
Park Lawndale Cemetery, Houston.
Surviving are jiis widow, Neva; his par
ents, Mr. and Mrs. Henry G. Glover,
and a sister, Mrs. Louise Vichery of
Houston.
Pensioner Thomas
C. Hickey, 74, died
t
of a tumor in the Riverhead (L.I., N.Y.)
Central Hospital on
Dec. 22, 1977. Bro
ther Hickey joined
the SIU in 1942 in
the port of New Or
leans and sailed as a bosun and in the
steward department. He also sailed on
the Bull Line during the Korean War.
Seafarer Hickey walked the picket line
in the 1961 Greater N.Y. Harbor strike.
He was a veteran of the U.S. Navy.
Born in Hampton, N.J., he was a resi
dent of Riverhead. Burial was in St.
John's Roman Catholic Cemetery, Riv
erhead. Survivimi is his widow. Ermosa.
Walter 4*Wally'*
Kohuf, 49, died at
home in Baltimore on
Jan. 10. Brother Kohut joined the SIU in
1946 in the port of
Philadelphia sailing
as an AB. Seafarer
Kohut also sailed
during the Korean War. He was a vet
eran of the U.S. Army. He was. born
in Pittsburgh. Burial was in Meadowridge Cemetery, Howard County, Md.
Surviving are his widow, Bobbie; two
sons, Philip and Scott, and his parents,
Mr. and Mrs. John Kohut of Phila
delphia.
g
»
4
\
I
k
Richard R. Leikas,
67, died on Jan. 4.
Brother Leikas joined
the SIU in 1942 in
the port of New York
sailing as an AB. He
sailed 44 years. Sea
farer Leikas was a
veteran of the U.S.
Army during the Korean War. A native
of Ohio, he was a resident of Prescott,
Ariz. Surviving is a brother, Matthew of
Prescott.
Pen.sioner Steven
Lenert, 65, died of
cancer on Dec. 14,
1977. Brother Lenert
joined the SIU in
1948 in the port of
New York sailing as
an AB. He sailed 37
years and on the Bull
Line. Seafarer Lenert was born in
Poland and was a resident of Santurce,
P.R. He was a naturalized U.S. citizen.
Burial was in Puerto Rico.
Bernard B. Mace,
Sr., 67, died of arter
ioscleriosis on Jan.
14. Brother Mace
joined the SIU in
1947 in the port of
New York and sailed
as a chief steward. He
sailed 35 years and
on the Bull Line. Seafarer Mace was
on the picket line in the 1961 N.Y.
Harbor strike and the 1962 SRP beef.
He was also a bookkeeper. Born in
Lee, Mass., he was a fesident of Staten
Island, N.Y. Interment was in Moxaixan Cemetery, Staten Island. Surviv
ing are four sons, Bernard of Staten
Island, John, Thomas and Alberto;
three daughters, Robin of the Bronx,
N.Y., Mrs. Patricia D. Jamieson of
Brooklyn, N.Y. and Bernadcttc of
Westbury, L.I., N.Y.; a sister Lynn of
Brooklyn, and a cousin, Frank Lawlor,
also of Brooklyn.
Pensioner Oscar
H. Manifold, 75,
passed away on Jan.
27. Brother Manifold
joined the SIU in
1947 in the port of
New Orleans and
sailed as a chief elec
trician. He was a
World War I veteran of the U.S. Army.
Seafarer Manifold was born in Coving
ton, Ky. and was a resident of New Or
leans. Surviving are his widow, Olive,
and a son, Patrick.
Harmony E. Rigby died on Feb. 3.
Brother Rigby joined the Union in the
port of Houston in 1977 working for
the G & H Towing Co., Radcliff Ma
terials, and the Crown Cork Co. He was
a resident of Houston.
Richard I. Price,
80, passed away on
Dec. 25, 1977. Bro
ther Price joined the
SIU in the port of San
Francisco in 1956
and sailed as a chief
electrician. He sailed
31 years. He also
sailed on the Bull Line. Seafarer Price
was a veteran of the U.S. Army Signal
Corps Air Force in World War I. A
native of Kansas, he was a resident of
Compton, Calif. Surviving is a daughter,
Mrs. Raymond (Phylis) Sandford of
Compton.
Pensioner Candido
V. Reyes, 70, died of
heart failure at home
in San Francisco on
Dec. 24, 1977. Bro
ther Reyes joined the
SIU in the port of
New York in 1955
and sailed as a chief
cook. He sailed 56 years. Seafarer
Reyes was a graduate of the Andrew
Furuscth Training School, Brooklyn,
N.Y. in 1959. He was also a veteran
of the U.S. Coast Guard. Born in the
Philippine Islands, he was a naturalized
U.S. citizen. Burial was in Olivet Mem
orial Park Cemetery, San Francisco.
Surviving are his widow, Rosario; three
sons, Raymund, Richard and Ronald of
Brooklyn, and a daughter, Cynthia.
Pensioner Antonio
J. Sanchez, 65, died
of natural causes in
the Staten Island
(N.Y.) USPHS Hos
pital on Dec. 16,
1977. Brother San
chez joined the SIU
in 1939 in the port of
Philadelphia and sailed as a chief stew
ard. He sailed 32 years and was on the
picket line in the 1961 N.Y. Harbor
strike and the 1962 Robin Line beef.
A native of Puerto Rico, he was a resi
dent of Brooklyn,. N.Y. Burial was in
Cypress Hills Cemetery, Brooklyn. Sur
viving is a daughter. Carmen of
Brooklyn.
d::M
Wilmer J. Newsome, 55, died on
Jan. 21. Brother
Newsome joined the
SIU in the port of
New York in 1958
sailing as an OS and
in the steward depart
/
ment for 20 years.
He was a 1958 graduate of the Andrew
Furuseth Training School, Mobile.
Born in Alabama, he was a resident of
Fort Walton Beach, Fla. Surviving are
his mother. Vera of Pensacola, and a
sister, Mrs. Sarah McLean of Fort
Walton Beach.
Jack K. Adams, 32, was found
drowned in the Mississippi River off the
New Orleans Canal St. ferry landing on
June 22, 1977. Brother Adams joined
the Union in the port of Houston in
1977 sailing as a deckhand on the Tugs
Moss Bluff and Rusty Barrilleaux (In
land Tugs Canal Division) from 1968
to 1977. Inland Boatman Adams was
a veteran of the U.S. Army. He was
born in McComb, Miss, and was a resi
dent of Summit, Miss. Burial was in
Hollywood Cemetery, McComb. Sur
viving are his mother, Mrs. Virginia
Travis of McComb; his father. Jack,
and grandfather, Ruben, both of Huff,
Va., and three brothers-, Alton Travis,
Eugene Travis, and Milton Travis, all
of Pike County, Miss.
•>
•.m
• «ij
m
�T
Francisco "Frank'*
Sarmento, 60, died
aboard the SS Borinquen (P.R. Marine
Mgt.) off San Juan
on Dec. 20, 1977.
Brother Sarmento
I ^
joined the SIU in
I
1943 in the port of
New York sailing as an AB. He sailed
40 years and on the Isthmian Line. Sea
farer Sarmento was on the picket line
in the 1961 N.Y. Harbor beef. Born in
Bahia, Brazil, he was a resident of
Brooklyn, N.Y. He was a naturalized
U.S. citizen. Surviving are his widow,
Dorothy and a daughter, Euthimia of
Brooklyn.
Pensioner Julius
W. Scheidel, 61, died
of lung failure in the
New Orleans USPHS
Hospital on Jan. 2.
Brother Scheidel
joined the SIU in
1946 in the port of
New York and sailed
as a bosun. He sailed 29 years and was
on the Delta Line Shoregang in New
Orleans from 1974 to 1976. Seafarer
Scheidel was a World War II veteran
of the U.S. Army Quartermaster Corps.
Born in New Orleans, he was a resident
of Metairie, La. Burial was in St. Roch
Cemetery, New Orleans. Surviving are
his widow, Estelle, and a brother,
Arnold of New Orleans.
Thurman T. Young
II, 24, died at home
in Philadelphia on
Dec. 15, 1977. Bro
ther Young joined the
SIU in the port of
Baltimore in 1969
vi and sailed as an AB.
He had graduated
from the HLS in Piney Point that year.
He returned to the HLS in 1974 to get
an 'A' Seniority book. Seafarer Young
was born in Philadelphia. Interment
was in Fernwood Cemetery Delaware
County, Pa. Surviving are his widow,
Betty; a son, Thurman III; his parents,
Mr. and Mrs. Thurman and Divige
Young of Philadelphia, and a brother
William.
Nicholas A. Zaccariello, 53, died on
Jan. 18. Brother Zaccariello joined the
SIU in the port of
New York in 197'
and sailed as an AB.
He attended the
HLS in 1976 a:i«i was
on the Sea-Land Shoregang, Port Eliza
beth, N.J. in 1971. Seafarer Zaccariello
was a World War II veteran of the
U.S. Navy. Bom in Brooklyn, N.Y., he
was a resident of Hoboken, N.J. Sur
viving are a brother, Peter Salazano,
and a sister, Raffalina, both of
Brooklyn.
Pensioner Herman
C. Dinger, 66, died
of liver failure in the
West Shore Hospital,
Mainstee, Mich, on
Jan. 9. Brother
Dinger joined the
Union in the port of
Elberta, Mich, in
1954 sailing as an AB for the Ann
Arbor Railroad Car Ferries from 1966
to 1973. He sailed 23 years. Brother
Dinger was also a locksmith. Bora in
Mainstee County, Mich., he was.a resi
dent of Kalvea, Mich. Burial was in the
Cleon Township Cemetery, Copemish,
Mich. Surviving is his widow, Florence.
Reeves S. Compton, 51, died at home
1
in Portsmouth, Va.
on Dec. 20, 1977.
Brother Compton
joined the Union in
the port of Norfolk in
1969 sailing as a
deckhand for the Al
lied Towing Co. and for McAllister
Brothers from 1971 to 1977. He also
sailed deep sea as an oiler. Boatman
Compton was a veteran of the U.S.
Navy in World War II. He was a native
of Pittsvignia County, Va. Burial was
in the Olive Branch Cemetery, Ports
mouth. Surviving are a son, Dennis of
Portsmouth; a daughter, Debrie of Nor
folk; his parents, Mr. and Mrs. Walter
L. Compton, Sr., and a brother, Larry,
also of Portsmouth.
Francis J. Con
nolly, 65, died on
Jan. 29, 1976. Bro
ther Connolly joined
the Union in the port
of Houston in 1959
sailing in the deck de
partment. He sailed
for the Gulf Canal
Lines from 1959 to 1976 and as an AB
for the G & H Towing Co., Galveston
in 1959. Boatman Connolly was a mem
ber of the Seamen National Union of
Ireland from 1936 to 1946. He was
born in Bangor, Ireland and was a resi
dent of Mobile. And he was also a navi
gator and yacht rigger and finisher. Sur
viving are four sons, Brian, Rory, Sean,
and Kevin and a daughter, Margaret.
Pensioner Ben R.
Piner, Sr., 59, died of
lung cancer at home
in Beaufort, N.C. on
Aug. 5, 1977. Bro
ther Piner joined the
Union in the port of
Norfolk in 1961 sail
ing as a captain for
the Allied Towing Co. from 1970 to
1977, the Carteret Towing Co., Morehead City, N.C., from 1957 to 1962
and the R. K. Davis Transportation Co.
from 1955 to 1957. He was a World
War II veteran of the U.S. Coast
Guard. Boatman Piner was born in
Morehead City. Interment was in the
Ocean View Cemetery, Beaufort. Sur
viving are his widow, Julia; two sons,
Ben and Eris; two daughters, Barbara
and Beverley, and his parents, Mr. and
Mrs. Thomas B. Piner.
Pensioner Robert
W. Simpson, 61, died
on Jan. 28. Brother
Simpson joined the
Union in the port of
New York in 1960
sailing as a floatman
and mate for the
Penn Central Rail
road's Pier H, Jersey City, N.J. from
1939 to 1971. He was a veteran of the
U.S. Navy in World War II. Born in
New York City, he was a resident of
Pascagoula, Miss. Surviving are four
sons, John, Robert, Joseph and Mich
ael, and a sister, Mrs. Robert Swangler
of Bristol, Pa.
Joseph J. Smith,
68, died on Jan. 8.
Brother Smith joined
the Union in the port
of New York in 1960
and sailed as a first
deckhand, mate, deck
cadet, and steamboatman for the Penn
Central Railroad from 1929 to 1978.
He also sailed with the American South
Africa Line from 1927 to 1929. Boat
man Smith was born in Brooklyn, N.Y.
and was a resident there. Surviving are
his widow, Anna; two sons, Joseph and
James, and a daughter, Carol Ann.
Jules C. Foin, 54, died on Nov. 21,
1977. Brother Foin joined the Union in
the port of Cleveland in 1973 and sailed
as an AB. He was also a member of the
SUP in 1951. Born in Pennsylvania, he
was a resident of Washington, D.C.
Surviving are two sisters, Mrs. M. D.
Hesselberl of Washington, D.C., and
Nancy of Danville, Calif.
Kenneth E. Sayers, 25, died on Jan.
4. Brother Sayers joined the Union in
the port of Duluth in 1977 sailing as an
OS for the Kinsman Marine Steamship
Co. He was a veteran of the U.S. Army.
A native of St. Clair, Mich., he was a
resident there. Surviving is his father.
Earl of St. Clair.
Joseph Delgado, 54, died on Jan. 31.
Brother Delgado joined the SIU in the
port of New Orleans in 1955 sailing as
a wiper. He was born in Louisiana and
was a resident of New Orleans. Sur
viving are his mother, Mrs. E. Delgado,
and a brother, Anastacio, both of New
Orleans.
SNV
fig
Pensioner Morris
"Jack" Tromha, 68,
W
died of a heart attack
on his way to Ala
mance County Hos
pital, Burlington,
N.C. on Jan. 6. He
joined the Union
in the port of Detroit
in 1960 sailing as an AB. He sailed 44
years. Brother Tromba was born in
Brooklyn, N.Y. and was a resident of
Statesville, N.C. Interment was in the
Taylorsville (N.C.) Cemetery. Surviv
ing are two sons. Dr. Charles B.
Tromba of Yadkinville, N.C., and Ed
ward, and three daughters, Judith of
Statesville, Mrs. Toni Cagle, and Joy.
George R. Carlton, Jr., 57, died in
New Hanover Memorial Hospital, Wil
mington, N.C. of a heart attack on Jan.
4. Brother Carlton joined the Union in
the port of Norfolk in 1962 and sailed
as a tug captain for the Allied Towing
Co. from 1963 to 1977, the Carolina
Towing Co. in 1969, and for the Lynch
Brothers Towing Co. from 1961 to
1964. He also worked as a mate for the
Florida Towing Co. in Jacksonville
from 1953 to 1962. Born in Wilming
ton, N.C., he was a resident of Castle
Hayne, N.C. Burial was in the Greenlawn Memorial Park Cemetery, Wil
mington. Surviving are his widow. Vera
of Wilmington; a son, George; two
daughters. Vera and Cynthia, and his
parents, Mr. and Mrs. George R. Carl
ton, Sr.
Edward F. Wischoever, 71, passed
away on Sept. 29, 1977. Brother Wisch
oever joined the Union in the port of
Cleveland in 1959 sailing as a firemanwatertender for the J.T. Hutchin Co.
from 1961 to 1973. He was born in
Chicago and was a resident of Miami,
Fla. Surviving are his widow, Lolly, and
a daughter. Donna.
'Aussie's' Last Voyage
Edward F. Riggs,
48, died of lung can
cer in the Norfolk
USPHS Hospital on
Jan. 24, 1974. Bro
ther Riggs joined the
Union in the port of
Norfolk in 1968 and
t sailed as an AB for
the Curtis Bay Towing Co. from 1967
to 1977. He also sailed with McAllister
Brothers. Boatman Riggs sailed deep
sea from 1955 to 1967. He was born in
Norfolk and was a resident there. Burial
was in Forest Lawn Cemetery, Norfolk.
Surviving are his widow, Frances; a son,
Jesse, and his parents, Mr. and Mrs.
Joseph Riggs of Norfolk.
William G. Munn, 62, died on Feb.
2. Brother Munn joined the Union in
the port of Norfolk in 1970 sailing as
an AB and cook for the Allied Towing
Co. He was bora in Charlotte, N.C. and
was a resident of Chesapeake, Va. Sur
viving are his widow, Frances; a son,
Michael, and a daughter, Patricia.
Capt. W. E. Franklin (center left) of the SS Sea-Land Resource says solemn
burial prayer for the late Chief Steward Sydney P. "Aussie" Shrlmpton on
Dec. 18. In the background, two crewmembers prepare to commit the flagdraped departed's ashes to the deep. Taking part in the services were most
of the off-watch crew. Brother Shrlmpton had retired on an SIU pension two
years ago after sailing 53 years. He was 71 when he died of a heart attack
on Aug. 6.
February 1978 / LOG / 35
Ai
�r
HLS UPGRADING CLASS SCHEDULE 1978
Below IS complete list of all upgrading eour»es,
and their starting dates, that are available for
SIV members in 1978. These include courses for
eep s^f Great Lakes, and inland waters.
SW members should be aware that certain
courses may be added or dropped from the
schedule as the need arises. However, the Log
will try to keep you abreast of these changes,
For further information regarding the courses
offered at the Lundcberg School, members
March 6
April 3
May 1
May 29
June 26
July 24
August 21
September 18
October 16
November 13
December 11
should contact their local SIV representative, or
write to the Lundeberg School Vocational Edu
cation Department, Piney Point, Md. 20674.
or call the School at (301) 994-0010
Towboat Operator Scholarship
Program
May 29
Towboat Operator Western
Rivers, Inland & Oceans
August 14
Mate & Master
September 25
Pilot
May 15
Chief Steward (maximum 1
student per class)
March 6
April 3
May 1
May 29
June 26
July 24
August 21
September 18
October 16
November 13
December 11
May 29
October 2
March 30
May 11
July 10
August 31
October 16
November 23
Pumproom, Maintenance &
Operation
October 9
he
Marine Electrical Maintenance
Chief Cook and Cook & Baker
(maximum 2 students for Chief
Cook and 2 students for Cook &
Baker for each class scheduled)
Maintenance of Shipboard
Refrigeration Systems
Automation
March 6
Diesel Engineer
July 31
Welding
March 6
March 20
April 3
April 17
May 1
May 13
May 29
June 12
June 26
July 10
July 24
August 7
August 21
September 4
September 18
October 2
October 16
October 30
November 13
November 27
December 11
December 22
Able Seaman
March 20
May 1
June 12
July 10
August 17
September 18
November 13
Quartermaster
April 3
October 16
March 6
March 20
April 3
April 17
]\toy 1
May 13
May 29
June 12
June 26
July 10
July 24
August 7
August 21
September 4
September 18
October 2
October 16
October 30
November 13
November 27
December 11
December 22
f.
Assistant Cook
Lifeboat and Tankerman
Special Programs to be
Set Up Upon Request
March 2
March 16
March 30
April 13
April 27
May 11
May 25
June 8
June 22
July 6
July 20
August 3
August 17
August 31
September 14
September 28
October 12
October 26
November 9
November 24
December 7
December 21
�ffCI
Ted LukawskI
Louis Zizzo
Don Shadrick
Seafarer Ted Lukawski, 21, gradu
ated from the Harry
Lundeberg School
in 1975. He re
turned to the School
in 1977 to upgrade
to AB. Brother Lukawski also earned
his firefighting, lifeboot, and cardio-pulmonary resu.scitation cards. Born in Staten Island, N.Y.,
he's a resident there and ships out of
the port of New York.
Seafarer Louis
Zizzo, 27, began
sailing with the SIU
in 1972. The next
year he graduated
from the Harry
Lundeberg School
of Seamanship
Trainee Program,
Piney Point, Md.
Last year he upgraded to AB there. Re
cently he picked up his firefighting, life
boat, and cardio-pulmonary resuscita
tion tickets. Brother Zizzo was born in
San Diego, Calif, where he lives in the
Mission Hills section. He ships out of
the port of San Francisco.
Seafarer Don
Shadrick, 24, has
been shipping with
the SIL since he
graduated from the
Piney Point Entry
Program in 1974.
He sails in the deck
department. Broth
er Shadrick re
turned to the HLS in 1977 for his AB
endorsement. Then he also got his fire
fighting. lifeboat, and cardio-pulmonary
resuscitation cards. He was born in Valdosta, Ga. Now he resides in Cocoa
Beach, Fla. For shipping out, Jackson
ville is his port.
Lawrence Gayle, III
Jeffrey Murray
Seafarer Jeffrey
Murray, 21, joined
the SIU following
his graduation from
the Lundeberg
School in 1974.
Since then he went
back to Piney Point
in 1976 to get his
fireman-watertender endorsement and firefighting,
lifeboat, and cardio-pulmonary resusci
tation tickets. Brother Murray was born
in the port of Seattle in which he resides
and from where he ships out.
Richard S. Gayle
1
Seafarer Richard
S. Gayle, 22, like
his brother, Larry,
is a 1975 graduate
of the Harry Lunde
berg Trainee Pro
gram. He returned
to Piney Point in
1976 to receive his
AS endorsement.
He also earned his lifeboat, firefighting,
and cardio-pulrnpnary resuscitation
tickets. Brother Gayle is a native of
Connecticut and resides in Annapolis,
Md. He ships out of the port of Balti
more.
Richard Schwender
Seafarer Richard
Schwender, 25,
graduated from the
Harry Lundeberg
' Trainee Program in
1974. In July 1977,
he upgraded to
FOWT in Piney
Point. He has his
firefighting, lifeboat,
and cardio-pulmonary resuscitation
tickets. A native of Seattle, he resides in
nearby Olympia, Wash, and ships out
from the port of Seattle.
Ned C. Pedersen
Seafarer Ned C.
Pedersen, 22, first
began sailing with
the Union when he
finished the HLS
Trainee Program in
1976. Brother Ped
ersen in 1977
earned his FOWT
rating with his fire
fighting, lifeboat, and cardio-pulmonary
resuscitation tickets. He was born in
Brooklyn, N.Y. where he lives. New
York is also his shipping out port.
Seafarer Law
rence "Larry"
Gayle, 111, 21, first
sailed with the SIU
in the engine room
j after his graduation
from Piney Point in
August 1975. He
earned his fireman^
watertender en
dorsement in September 1977. Brother
Gayle also holds firefighting, lifeboat,
and cardio-pulmonary resicscitation
tickets. Born in Maracaibo, Venezuela,
he is a resident of Annapolis, Md. and
ships out of the port of Seattle.
Golden Monarch SPAD-Civer
George Castle
Seafarer George
Castle, 24, began
sailing in the engine
department in 1975,
the year of his grad
uation from the
Lundeberg School.
\ Last year he earned
his fireman-watertender^endorsement
there. Brother Castle is a native of Spo
kane, Wash. He lives in Seattle and
ships out of the port of New Orleans.
Showing off his SPAD receipt is Utility Messman Ismael Rivera, steward dele
gate of the ST Golden Monarch (Westchester Marine).
Coors Beer Boycott Causes Soles Dip
Partly because of the effects of the
10-month nationwide.consumers boy
cott imposed by the AFL-CIO on the
Adolph Coors Beer Co. of Golden,
Colo., the brewery reported early this
month that its national sales and protits were sliding downward.
U.S. sales were down 19 percent in
July with the fifth leading brewery in
the country losing first place in beer
sales in the state of California. Sep
tember production at the brewery was
off by 30 percent. Coors shares on the
stock market have dropped from $31
a share to $14 a share.
Despite the apparent success of the
don't buy, drink boycott, consumer
apathy keeps the company in business.
Coors claims that although 39 percent
of its customers are union members
only 18 percent of those union broth
ers have quit drinking their beer.
The more than 1,472 members of
Brewery Workers Local 366 at the
plant have been on strike since Apr.
5, 1977 when the company and the
union disagreed on contract terms in
a new wage agreement. Fifteen other
affiliated unions in 13 Western states
where Coors beer is sold also joined
in the walkout. In retaliation, Coors
has hired scabs to "permanently" re
place strikers. The AFL-CIO boycott
followed on Apr. 19, 1977.
Why did the strike start in the first
place at this time? There hasn't been
a strike at Coors in 20 years. It can all
be traced back to the company's 44year history of trying to bust the union
by whittling away union contract pro
visions.
Mainly at issue are a pre-employ
ment lie detector test requirement, the
open shop, five-day week, seniority for
best shifts and differential pay. Coors
subjects its employees anytime to phy
sical exams by company doctors and
search and seizure of employes' per
sons, cars and lockers by company
cops.
, The company began using the lie
detector in the early '60s. At first it
was used just on brewery workers. But
today both management and all other
Coors employes have to take it before
being hired.
Typical of the coercive, personal
questions asked on the lie detector test
of new employes are- politics, re
ligion, sexual habits, alcohol or mari
juana user, abortion, financial condi
tion and if they were ever dissidents
or protestors.
Among the many reasons for im
mediate discharge at the plant are con
duct which violates the common de
cency or morality of the community,
lying to superiors on work duties and
making disparaging remarks about the
employer or any words or deeds which
would discourage anyone from drink
ing Coors beer!
The last major strike in 1957 lasted
117 days. It began when the company
tied its wage offer to a demand that
the union scrap its crossing-the-pickefline clause in the contract.
When Local 366 refused, Coors
posted notices announcing that the
union business agent couldn't visit the
plant without special permission, and
that union dues would no longer be
deducted by the company. Also union
bulletin boards would be abolished
and grievances would no longer be
considered.
At the strike's end, Coors agreed to
take back all striking employes, ex
cept five union members who had been
fired and 120 members who had been
replaced.
They got three-months severance
pay if they quit. Ten other strikers
were laid off for a few weeks. Others
came back after six months. One of
them was told he'd have to apologize
to his supervisor for offensive lan
guage if he wanted his job back.
Up to now, the union has lost its
dues checkoff and the right of its busi
ness agent to visit the plant without
special company permission.
So, Seafarers, PLEASE don't buy
or drink COORS BEER.
February 1978 / LOG / 37
IKS
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'
Shipping is big business in New Orleans and some of the newer offices have come right down
to the banks of the Mississippi where they overlook the activity that keeps them going. The inter
national Trade Mart, the tall building in the center, provides a handsome backdrop for the
Brian Smith, a shipdocking tug in the SlU-contracted fleet of Crescent Towing.
Gary Fortner, standing left, just joined the crew of the Dixie Vandal after his
graduation in December from the Harry Lundeberg School Entry Program.
Next to him is Carson J. Abshire, pilot. Seated are (I. to r.): James Bourque,
captain, and Billy Sanders and Jerry Mooneyhan, both tankermen/deckhands.
Paulsen Wire Rope also has a hand in New Orleans port
activity. Shiploading lifts and slings are fashioned in this
shop, which has been organized by the United Industrial
Workers, an affiliate union of the SlU. UIW splicer Raymond
Penns is shown here putting a cargo runner through the
hydraulic press.
The SlU-contracted 'Dixie Vandal (Dixie Carriers) was in New Orleans, getting
ready to push an oil barge up the Mississippi to Baton Rouge, La.
It's High River on the Mississippi—New
It was high river time on the Missis
sippi when the Log visited the port of
New Orleans in January. Strong river
currents gave shipdocking companies,
like SlU-contracted Crescent Towing,
cause to send out extra tugs on the job.
Normally one of the most active ports
in the country. New Orleans was even
busier than usual last month, on land
as well as on the water.
While tugs worked hard to keep their
38 / LOG / February 1978
ships under control on the Mississippi,
the Dallas Cowboys pulled in the reins
of the Denver Broncos in the Superdome. Planes, buses, and cars dis
charged thousands of football fans who
piled up in the city's hotels for the an
nual Superbowl. Meanwhile, ships like
the SlU-contracted Delta Paraguay
arrived on the riverfront and unloaded
more typical cargo.
The Paraguay came in from a four
month run to West Africa and brought
back some of the goods that create the
mixed flavor of New Orleans cooking—
rice, grits, and coffee. We visited with
some of the crew and found out that
they weren't interested in talking about
Creole cooking, football, or the current
price of coffee.
They had more exciting tales to tell,
stories of pirate raids on Norwegian
ships off of Lagos, Nigeria. These raids
had occurred while the Paraguay was
in that area. Fortunately, the Seafarers
on the Paraguay had no first-hand ex
perience of this kind to report. Bosun
Raymond "Blackie" Ferrera conveyed
the crew's "vote of thanks" to the ship's
radio operator for getting their mes
sages through to heme during the voy
age.
The Paraguay's cargo swung over
our heads on wire slings and runners as
�11^ I
New Orleans chefs aren't the only ones known for their cooking. The crew of
the Paraguay vouched for the talents of their steward department, shown here.
They are (I. to r.): Chief Cook James Abrams; Saloon Messman Warren Hymel;
Third Cook Bruce Eckhaus, and Pantryman Carlos Rodriguez.
The Robert N. Stout (Orgulf Transport) was an exception to the busy pace of
the port last month. She normally pushes coal barges between New Orleans
and Paducah, Ky., but was laid up due to the coal miners strike.
3
S;ea'"ship Lines) was
unloading_coffee from West Africa when the Log paid a visit. She
sailed to South America the next day.
The SlU-contracted Dixie Raider (Dixie Carriers) normally pushes chemical barges from
New Orleans to Houston, But she was in the Avondale Shipyard last month getting a
partial new bottom and a remodeled galley.
The Ship's Committee and some crew members on the Delta Paraguay posed
for a group shot. They are (I. to r.); Clarence Lofton, AB; Robert Marion, chief
steward; Eugene Washington, steward delegate; Raymond "Blackie" Ferrera,
recertified bosun and chairman, and Jack Lofton, deck delegate.
SlU Representative Don Tillman, right, visited the Dixie Raider during her stay
in the shipyard. He talked with Chris Horrigan, seated left, a December
graduate of the Lundeberg School Entry Program, and Capt. Sidney Bonvillain.
Orleans Harbor Has its Ups and Downs
we left the ship. Soon afterward, we had
a chance to see the union shop where
these stevedoring tools are made.
Paulsen Wire Rope is not far from
the riverfront since it plays a direct part
in the activity there. The shop has been
organized by the United Industrial
Workers, an affiliate union of the SIU.
The UIW workers there showed us how
they cut, splice, and weave the wire rope
into strong lifting devices. The rope it
self comes from the UIW mill that Paul
sen operates in Pennsylvania.
But port activity wasn't all upbeat
during our New Orleans trip. The effect
of the coal miners strike up North was
also evident on the Mississippi in the
midst of its busy season.
We visited the Robert N. Stout, a
6,500 hp., modern pushboat that
seemed even more spacious than she is
because all but two of her 10-man crew
had been laid off due to the strike. Part
of the SlU-contracted fleet of Orgulf
Transport, she normally pushes 30
barges filled with coal between Paducah,
Ky. and New Orleans. But the barges
too were standing half empty and idle
beside her. They had been there since
December, when the United Mine
Workers strike began.
We found more SIU Boatmen and a
bit more activity on two SlU-contracted
Dixie Carriers towboats. The Dixie
Vandal was waiting to take an oil barge
up river to Baton Rouge, La. And the
Dixie Raider was laid up in Avondale
Shipyard for repairs.
The waiting boats were a quiet con
trast to their fighting names. They
seemed to be a reminder that working
on the water is like the Mississippi itself.
It's a mixture of high river and low river,
of being extra busy and just biding your
time.
February 1978 / LOG / 39
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- V..V
LOG
OftiCMi Puhliijlion of the Scafjrcrs Intcrnjllotijl Union • Atljnlic, Gulf, LJI^CS ind Inland Wjicrs Oislrul • Af L-CIO
Sg/° FEBRUARY 1978
VA
Paul A. Switch, right, who earned his 'A' book in 1951, gets a $4,560 pension
supplement check from John Dwyer, New York SlU representative. Switch
sailed in the engine department.
•-•
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. •;' ->"••. y'f!
Alfred R. Fry, left, joined the SlU in 1944, sailing as a FOWT. Here he receives
a $4,740 supplement check from SlU Vice President Cal Tanner at the Union's
Tampa Hall.
Benefit Totaled $56,880
72 Get 7sf far/^ Pens/on Supplement
Last March, the Trustees of the Seafarers Pen
sion Plan added a new pension benefit for eligible
Seafarers. The feature, called the Early Normal
Pension Supplement, applies to those who qualify
for the Early Normal Pension Benefit and two
increments.
The Pension Plan Trustees consist of Union and
management representatives.
Alfred R. Fry and John P. Zimmer each re
ceived a $4,740 check and will be collecting $395
monthly.
And Kristian Korneliu.sen, Miguel Salcedo,
Charles G. Swain, Paul A. Switch and Joseph E.
Brooke received $4,560 each which is 12 times
their monthly pension payment of $380.
The Early Normal Pension Supplement is a
one-time lump-sum bonus which is available to
seamen who meet the proper qualifications.
First of all, the applicant must be qualified to
receive the Early Normal Pension Benefit. This
means he must be a deep sea or Lakes seaman, at
least 55-year.s-old, and have a minimum of 7,300
days of service. He must also have worked at least
90 days in the calendar year preceding the date of
his application.
If a Seafarer meets these requirements, he may
apply only for the Early Normal Pension Benefit
of $350 per month. If, however, the Seafarer con
tinues working, he will be able to add an extra
$15 per month to his pension for every additional
365 days he works.
In order to receive the lump-sum pension sup
plement, a Seafarer must work at least 730 days
beyond the time that he is eligible for an Early
Norma] Pension.
Seafarers can receive a maximum pension from
the Seafarers Pension Plan of $455 per month.
So, if a Seafarer works two years (or 730 days)
after the time he meets the requirements for the
Early Normal Pension Benefit, he will up his
monthly pension benefit to $380 per month and
his Early Normal Pension Supplement will equal
$4,560. If the seaman works seven years (or 2,555
days) beyond his eligibility time, he can collect
New York SlU Representative Jack Caffey, left, pre
sents a pension supplement check to Roy E. Stern
of Newark, N. J. Stern will collect a monthly pen
sion of $410 for working an extra four years after
becoming eligible for the Early Normal Pension
Plan.
Vasser Szymanski, right, displays his supplement
check of $4,920. At left is Houston Port Agent Joe
Sacco. Szymanski joined the Union in 1946 and
sailed as chief cook and baker.
In January of this year, the first group of
pensioners became eligible for the Early Normal
Pension Supplement. Twelve checks, Jotalling
$56,880, were presented to these retired seamen.
The Seafarers who received checks included:
Morris Berlowitz, Charles P. I^reaux, Dominic
Fuschillo, Roy E. Stern and Vasser Szymanski
who each earned pensions of $410 per month and
received supplements of $4,920 each.
_ J
$455 as his monthly pension and his Early Normal
Pension Supplement will equal $5,460.
Since $455 is the maximum allowable pension,
any time the Seafarer works in addition to the
2,555 days of extra service will not earn his extra
pension payments.
Equals 12 Months
The Early Normal Pension Supplement is
awarded in addition to the monthly benefits earned.
It is a one time, lump sum payment equal to 12
times the Seafarer's monthly pension benefit. It
will be paid during the month of January in the
calendar year following the date the Seafarer be
gins receiving the Early Normal Pension Benefit.
These supplements are only paid once; only
actual seatime is counted towards them and an
applicant must have at least 90 days of seatime
after Jan. 1, 1977 to be eligible.
In addition, the Early Normal Pension Benefit
Supplement will not be paid to anyone other than'
the eligible Seafarer. If an eligible Seafarer should
die prior to applying for the Early Normal Pension
Benefit, the lump-sum Early Normal Pension Sup
plement will not be paid.
Pensioner Charles G. Swain, right, picked up his
Early Normal Pension Supplement check or $4,500
at the Jacksonville Hall from SlU Port Agent Leo
Bonser. Brother Swain, who sailed as an AB, joined
the SlU in the port of Philadelphia in 1944.
�
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
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Paul Hall Maritime Library Microfilm 1939-1993
Publisher
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Seafarers International Union of North America
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Title
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February 1978
Description
An account of the resource
HEADLINES
SIU BACKS HOUSE BILL TO REBUILD LOCKS AND DAM 26
21ST ANNIVERSARY OF LUNDEBERG’S DEATH
AFL-CIO PUSHES LABOR LAW REFORM BILL
OUTER CONTINENTAL SHELF LANDS ACT PASSES IN THE U.S. HOUSE
R.F. ‘MICKEY’ WILBURN, 55, RETIRED HOUSTON AGENT, DIES
WINTER BOUND LAKER DESTROYED IN WATERFRONT FIRE
DREDGE SAWYER JOINS SIU FLEET
PORPOISE KILLS DOWN 75% DUE TO U.S. TUNAMENT EFFORTS
U.S. UNEMPLOYMENT RATE DIPS TO 6.3%; STILL VERY HIGH FOR BLACKS
HUBERT HUMPHREY, A LABOR MAN
DON’T BUY BARTLETT-COLLINS GLASSWARE, SAYS AFL-CIO
CONGRESS POSTPONES SENTATE DEBATE ON RIVERS USER CHARGE
ATLANTIC COAST BOATMEN EXAMINE SIU WASHINGTON ACTIVITIES
OCS BILL PASSES; ‘HIRE AMERICAN’ WINS HOUSE APPROVAL
ON THE AGENDA IN CONGRESS
TI SCHOLARSHIP PROGRAM FOR BOATMEN IS LAUNCHED
POORLY MAINTAINED GREEK TANKER CAUSED EXPLOSION
POINT JULIE MATE HAS HIGH PRAISE FOR SHIPMATES
3RD SHIPDOCKING CONFAB LOOKS TO FUTURE
SIU SCHOLARSHIP WINNER FOLLOWS FAMILY TRADITION
SENATE BILL OK WOULD BOOM DREDGING
FIRST LAKES INLAND CONFERENCE HELD
RADCLIFF, CRESCENT MEMBERS SET CONTRACT GOALS
CLOSED FOR SEASON DUE TO FREEZIN’
COORS BEER BOYCOTT CAUSES SALES DIP
IT’S HIGH RIVER ON THE MISSISSIPPI- NEW ORLEANS HARBOR HAS ITS UPS AND DOWNS
12 GET FIRST EARLY PENSION SUPPLEMENT
Creator
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Seafarers Log
Source
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Paul Hall Maritime Library Microfilm 1939-1993
Publisher
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Seafarers International Union of North America
Date
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2/1/1978
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Newsprint
Type
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Vol. 40, No. 2
1978
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/eed71196f185e62218f73802a74883fb.PDF
247318054febb9f5c766ded09ba14fd0
PDF Text
Text
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Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
VOL.40
NO. 1
JANUARY 1978
Boatmen Man Dixie Avenger
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Great Lakes Hall
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A Look at the Men on the
Huron Cement Fleet
L-itk'
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Lundeberg Upgrading Tax information Seafarers Welfare Plan
Annual Report
Cuide
Courses for 1978
See Special Supplement
See Pages 27-31
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�4 Towing Company Contracts Ratified by Boatmen
SIU Boatmen recently ratified new
contracts with four towing companies
in the Gulf. Now in effect, the contracts
have secured significant wage increases
and widespread fringe benefits for the
membership.
The companies arc Red Circle Transport and Orgulf Transport, both based
in New Orleans; Slade, Inc. of Orange,
Tex., and Mobile Towing of Mobile,
Ala.
Although the contracts are separate
agreements for each company, they
have a number of benefits in common.
Most importantly, they established a
standard agreement for all Boatmen in
the same kind of towing operation.
They also created an industry-wide in
land vacation plan.
The standard agreement means, first
of all, that the contract is written in
standard language for similar SlU-contracted companies. For example, the
Orgulf contract contains a Main Agree
ment that can be used by all SIU
operators engaged in moving bulk com
modities on the Mississippi River sys
tem.
Individual differences between com
panies are pirovided for, in other parts
New Boat Dixie Ayenger
The new tug Dixie Avenger
recently joined the SlU-contracted
fleet of Dixie Carriers, bringing
with it the latest in seagoing tug
technology.
The 4,000 hp. Avenger is
equipped for both hawser and ar
ticulated, or joined, tug and barge
towing. She handles an 18,000
ton, 440-ft. X 80-ft. hopper barge
which is notched at the stem. Hydiaulic ramps hold the tug's bow
in the notch and allow the tug and
barge to operate almost as a single
unit.
An elevated pilot house, fixed
at 46 feet above water level, gives
the pilot a clear view of the barge
ahead. The hydraulic system en
ables the tug to release the barge
quickly and switch to hawser tow
ing when necessary. Her dual
drum towing winch has 2,000 feet
of cable.
Dixie Carriers is based in Hous^^
ton, Tex. but also has offices in
New Orleans, La. The Avenger^in service since October, has been
pushing coal from there to Crystal
River, l^a. She carries a crew of '
eight SIU Boatmen.
The Avenger was built at the
Burton Shipyard in Port Arthur,
Te*. She measures 139-feet lopg,^
34 feet wide and 17 feet deep. Her*
other features include the latest in
navigational equipment and pol
lution and sewage control.
INLAND
of the contract, called the appendices.
Moreover, the SIU bulk commodity
river contracts will all expire at the
same time.
The Red Circle contract established
a standard agreement for all SIU off
shore towing operators. The Slade con
tracts, one each for licensed and
unlicensed personnel, did the same for
Unit Tow operations. The Mobile Tow
ing contract established a standard
shipdocking agreement.
Standard language and a common ex
piration date for the contracts give SIU
Boatmen greater protection for their
contractural rights and increased collec
tive bargaining strength.
The industry-wide vacation plan is
another major gain for Boatmen in the
new contracts. Under the Plan, the four
companies now contribute to a vacation
trust fund. And the Boatmen can re
ceive their vacation pay after every 90
days of employment. Moreover, the
members at Mobile Towing Co. receive
this benefit together with the company
benefit they were eligible for before the
Plan went into effect.
Major improvements in the Seafarers
Welfare Plan were also negotiated in
the new contracts. These include cover
age for the full cost of hospital extras
and increased benefits for intensive,
care, maternity, surgery, doctor calls
and death. A new benefit was also added
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Paul Hall
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which allows up to $5,000 for acci
dental loss of hands, feet, or eyes.
The new contracts also provide many
beneficial work rule changes for Boat
men in each company.
The contracts were ratified by a wide
margin by the members employed in
each company.
Tow Litenses
Expire in'78
Towboat operators who received
their licenses in 1973 should be
aware that the licenses must be re
newed in 1978.
Since this affects a large number
of operatons, the Coast Guard asks
that all involved avoid the prob
lems of a last minute rush. LK
censes can be renewed within 9Q
days off expiration.
The license may be renewed at
any Coast Guard Marine Inspec
tion/Safety Office which conducts
licensing transactions. Applicants
for renewal should present a letter
or other evidence off service under
their license within the last threei
years.
They should also be prep
to complete an ^open book" exer
cise on Rules off the Road, whichi
apply to their licensed area, ani
an "open book" exercise on the
Pollution Prevention Regulation^
^ ^ ^
This issue of the Log carries a special supplement, which outlines in detail
all the upgrading programs available to SIU members this year.
If you look at this supplement closely, though, you will .see that a young
man just coming into the industry can upgrade to the top of his cho.sen de
partment in a few years.
For instance, take a young man who graduates from the deep sea entry
program at the Lundeberg School. Say he decides to .ship in the engine
department.
After only three months seatime as wiper, he cmi return to the School for
endorsement. Then after only six months seatime as FOWT, he
can return to the School for his QMED rating.
In another area, Jake a young man who graduates the inland entry pro
gram at the School and ships deckhand. After 18 months seatime on deck,
he can return to the School for his Able-seaman endorsement or for a 2nd
•CtoSff*VoWt)09fOperator's licen.se. With as little as three years seatime on
deck, a young boatman can achieve a First Class Towboat Operator's,
license or the equivalent.
These are ju.st a couple of examples of the real career opportunities avail
able to our members. What I'm getting at is this. A young man who enters
the SIU
Sgqivpf 18 or 19 can, by the time he is 22 or 23 or younger, have
reached one of the top ratings in his area of shipping.
In other words, with some hard work and initiative, by his very early
twenties, an SIU member can be making the kind of money and can have
achieved the kind of job security that it takes people in other industries years
and years to re^lizq. ^
*ursuing a full-time career as a merchant seaman has never been an easy
road to follow. The sea has a great many advantages over shorcside work,
of course. But as in most jobs, for all the advantages there are also a number
of disadvantages.
For instance, working on ships or tugs frees a person from the routine of
a 9 to 5 job. But then again, spending weeks or months at a time at sea and
away from home can create strains on personal and family rclationsliips.
Considering the kind of unemployment that exists throughout our nation,
Young people go to sea for a variety of reasons. However, some later find
job security should be a prime concern for all American workers whether
out that they can't cope with the pressures of the job and being away from
they are 25 or 55.
home and friends. These people usually stick with it for a short time and
My advice to our young members is this. Get your seatime in quickly
then drop out after finding a permanent shoreside job.
and upgrade your-skills as .soon as possible after meeting the necc.ssary re
However, for those young SIU members who try it and find they like the
quirements. No one is going to force you to upgrade. But if you intend to
seagoing life, the opportunity for career advancement has never been
make the sea your lifetime career, it's better to get the necessary training
greater than it is today.
while you are young. And the younger the better.
These opportunities are by no means limited to any one area of the ship- .
That way, you'll be pretty much able to call your own shots at an age
ping industry. In fact, there are significant advancement opportunities for
when most people are wondering if they're even going to have a job next
all SIU members in every area represented by the SIU, whether it be deep
month or next year. "*
sea, Lakes or inland water.
There is no question that a wide-range of career opportunities exist and
These opportunities, of course, are not handed out to you on a silver
are available to SIU members. An SIU member can go as far in this industry
platter. You have to put in the required seatime. Then you have to take the
as he wants. I encourage our members to take advantage of the.se opportuni
initiative to upgrade your skills at the Lundebereg School in Piney Point.
ties. You'll only be hurting yourself if you don't.
1
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave Rrn«i,iwn M V
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No. 1, January 1978.
''
2 / LOG / January 1978
�Meef of SlU Headquarters
Human Resources Group Finishing Proposed Study
In September 1976, SIU President
Paul Hall addressed a Ship Operation
and Automation Symposium and of
fered the attendees a challenge. This
challenge was to give consideration to
the men who operate the vessels when
future ships are designed and modern
systems are planned.
The maritime unions have recog
nized the problems created by techno
logical advancements and automation
within the maritime industry. The prob
lems this new technology has caused the
seamen have been great. The problems
have been in the psychological, socio
logical and physiological aspects of go
ing to sea.
The Harry Lundeberg School has
been actively working with representa
tives of other maritime unions to write
a proposal for a Human Resources
Study to be funded by the Maritime Ad
ministration. The study would try to
identify the problems and possible an
swers to these problems now being
faced by our membership.
The Advisory Group of union/re
lated maritime school representatives
met at SIU Headquarters on Jan. 17,
1978 to put the finishing touches on the
proposed study. This group will con
tinue to work together throughout the
study to keep the researchers on a path
that will most benefit the seafarer.
In the first phase of the study, the
group will look at all existing research
data and studies which have been done
in the U.S., as well as foreign countries.
From a review of this literature, the
problems which have already been stud
ied will be made available so that any
benefits may be shared with everyone.
It is well known that the Scandinavians
and other countries have been con
cerned about the seamen's welfare and
have conducted many studies to exam
ine the lifestyle and work routines at
sea and ashore. It is possible that by
examining these studies we may learn
from their mistakes, as well as their
successes.
After looking at the research which
has already been done, the Advisory
Group will then plan methods for ex
amining our problems in the areas of
safety, workloads, job satisfaction and
living conditions.
In order to gain information, it is
planned that an at-sea study will in
clude interviews, collection of data, and
the identification of potential hazards
and problems. The people who will col
lect the information are familiar with
our industry and in most cases, have
experience going to sea.
Our Union has been actively involved
in research projects and has participated
with other studies. The Union did a
study in 1971 and 1972 with the Psy
chology Department of the University
of Maryland. From the results of this
study we were better able to plan our
recruiting program for the entry-ratings.
develop upgrading courses to improve
our membership, and help establish the
Alcohol Rehabilitation Program. These"
benefits were all made available because
we were able to look at our problems
openly and then seek meaningful solutions.
The Advisory Group of union/relatcd maritime school representatives
have worked together on other projects
utilizing government funds. The National Maritime Union, Marine Engineers Beneficial Association, Staff Officer's Association, American Radio
Officer's Association, Masters, Mates
and Pilots and the SIU have worked
together to improve firefighting training through the development of a stand-
rv
ard manual, firefighting films, and improved MARAD firefighting facilities,
Another project was the development
of abstracts of maritime education and
training publications. This project made
materials available for training which
before were used only by one school,
Such sharing and cooperation benefits
everyone, and the Union feels sure this
effort will be even more successful.
The study is planned to examine ways
of improving the quality of life at sea.
Paul Hall has given his wholehearted
support to the study fully recognizing
that the social impact of new technology
on seamen has been tremendous. Man
has been very active in adjusting to
automation. Hopefully, the results of
this study will offer some suggestions
of ways that automation can also adjust
to the man.
-J
Representatives from maritime unions gathered at SIU Headquarters for a meeting this month on a Human Resources
study. In photo at left are. from the left: Wilder Smith, Marine Firemen, Oilers and Watertenders; William Armstrong, Sailors
Union of the Pacific; Herb Strickhartz, American Radio Officers Association; Anthony Scotto, International Longshore
men's Association; Captain William Rich, Masters, Mates and Pilols, and Bert Lanpher, Staff Officers Association. In
photo at right, from the left are: Max Condiote, Staff Officers Association; Hazel Brown, president of the Harry Lundeberg
School; Chuck Mollard, SIU inland coordinator; Ron Spencer, District 2 Marine Engineers Beneficial Association, and
Gene Specter and Frank Bolland of the National Maritime Union.
Sea-Land Launches New West Coast-Mideast Run; Cuts Others
Sea-Land launched a new, weekly
container run late last month from the
West Coast to the Mideast with the
sailing of the 33-knot S-L 7 Sea-Land
Commerce from the port of Seattle,
Early this month, however, the company said it would halt containership
service between the East and West
2nd Towboat Scholarship Starfs May 29
SIU Boatmen are reminded that the
second class of the Towboat Operator
Scholarship program will begin May
29, 1978. The class is limited to 24.
Applications have been mailed to all
Boatmen who have the required seatime on deck for a Coast Guard towboat operator's license.
If you have not filed this application,
do so as soon as possible to help assure
you a seat in the May class. The first
INDEX
Legislative News .
Page 9
SIU In Washington
Union News
President's Report
Page 2
4 inland contracts
Page 2
Headquarters Notes
Page 7
Brotherhood in Action ....Page 7
Atlantic Conference . .Pages 17-19
Names without
' addresses
Pages 40-43
SPAD honor roll .....Pages 46-47
Benefits paid
Back page
At Sea-Ashore
Page 21
Inland Lines
Page 6
class, to begin Feb. 20, 1978, will be
selected from among those who have
already applied. The scholarship
amounts to $125 per week while the
Boatman participates in the 12-week
course.
For more information, or if you feel
you should have received an applica
tion but didn't, contact your local
Union representative or the Lundeberg
School in Piney Point, Md.
Lakes Picture
Page 8
New Algonac Hall ... Pages 14-15
Christmas visit
Page 20
General News
Human resources meeting .Page 3
National unemployment ... Page 5
Safe use of benzene
Page 8
Shipping
Dixie Avenger
Page 2
LNG Aries .........Pages 10-11
Huron cement fleet
Page 38
Ships' Digests
Pag© 34
Dispatchers' Reports:
Great Lakes
Pag© 43
Inland Waters
Page 45
Coasts. On Jan. 28, Sea-Land cut the
East Coast-Florida-Texas run.
Not affected by the cuts are the four
containerships running from the Gulf to
Puerto Rico and the Alaska-West Coast
run.
Competition from railroads and a re
sulting insufficient rate of earnings on
the routes are reportedly the main rea
son for Sea-Land's decision to suspend
the runs.
A company spokesman explained
that Sea-Land had been cutting back on
these runs for some time and that they
formed "a minimal part of our opera
tion". He added that the firm felt it
could concentrate the assets of these
operations more efficiently on interna
tional shipping.
Six containerships from the cut intercoastal runs are now on the Europe to
Mideast shuttle service. They replaced
a number of T-3 containerships on that
run when they were withdrawn for over
haul. In June, they will be back in
service on the Mid-East shuttle.
The new West Coast-Mideast run via
the Far East will take about 35 days and
connect with the ports of Damman,
Saudi Arabia, Dubai, United Arab Emi
rates and Bandar Abbas, Iran.
'1-
vt]
I.I
Deep Sea
Page 39
Detroit tugs
.Page 4
Sea-Land routes
Page 3
Overhaul containerships .. .Page 5
Training and Upgrading
'A' seniority upgrading .. .Page 45
HLS courses and
dates
Special Supplement
Upgrading course
graduates
Page 35
Membership News
Upgraded to inland mate... Page 6
Former scholarship
winner
Page 21
New pensioners
Page 33
Final Departures ... .Pages 36-37
Special Features
Rate wars
tax info
Inland company
Page 32
Pages 27-31
Page 16
Articles of particular interest to
members in each area—deep sea,
inland. Lakes—can be found on the
following pages:
Deep Sea^ 3, 5, 10-11, 21. 32, 34,
39, 45
Inland Waters: 2, 4, 6,16,17-19,45
Great Lakes: 8, 14-15, 38, 43
January 1978 / LOG / 3
�mmr: P
The tug Kentucky (.Great Lakes Towing) guides the Canadian ore carrier S/r James Dunn down the Detroit
River to Dearborn, Mich.
Capt. Waily Waldrop on the tug Kentucky nego
tiates the Dunn through one of the six bridges on
the Detroit River. Capt. Waldrop guides the ship
slowly because, he says, "you have to watch that
you don't catch the superstructure up above."
A Day in the Life of Two SlU Tugs
Last July, the SlU-contracted tug
Maryland (Great Lakes Towing) sped
to a hrst-place finish in the International
Tugboat Race on the Detroit River. The
tug's captain, Wally Waldrop, brought
the 96-foot boat to victory.
Last November, Capt. Waldrop was
again steering a tug down the Detroit
River. But this time he and the SIU
crew of three were manning the tug
Kentucky as she towed the Canadian
ore-carrier Sir James Dunn to Dear
born, Mich.
The Kentucky^ alohg with the tug
Missouri, moved down what Capt.
Waldrop called "the most travelled sea
way in the world." This is easy to beliefi^. The banks of the Detroit River
are lined with factories and processing
plants for a wide variety of minerals and
chemicals.
The Kentucky moved past moun
tains of coal, red hematite ore and iron
pellets. Piles of brownish limestone, a
common sight in limestone-rich Mich
igan, and tons of industrial salt which
is used to clear snow and ice from roads.
Deckhand Larry Bernard is proud of his 25 years
on tugs. He's also proud of his daughter Mary, a
winner who's studying to
be a pharmacist.
FT-
formed part of the landscape.
The boat continued on its slow jour
ney, waiting for the River's six bridges
to raise and keeping the large ship in
tow. The crews of the Kentucky and
the Missouri know the Detroit River
well. They kept the Dunn from hitting
shallow spots in the river and squeezed
the .ship through narrow turns.
The two tugs guided the ship past an
Artesian well near the U.S. Gypsum Co.
plant. The natural sulfur springs keep
bubbling up in spite of efforts to con
tain them.
..
^
The ore carrier Dunn was towed by the Xu^'kentubky and Missouri. Here, the Missouri's crew are (I to r);
Capt. Luther Hamet and deckhands John Dufour and John Marx.
Larry Bernard, deckhand on the Kentucky, catches the Sir James Dunn's lines for the down-river trip .
4/LOG/January 1978
Passing an oil refinery. Deckhand
Larry Bernard pointed out several yel
low buoys. These buoys, Bernard ex
plained, are pollution markers which
send out signals if the pollution level of
the river gets too high.
The two tugs with the Dunn in tow
neared Dearborn almost an hour after
leaving Detroit. When the ship was
safely docked in Dearborn, Capt. Wal
drop and the Dunn's skipper exchanged
the traditional salute and the tug Ken
tucky headed back to Detroit.
. . . and he and deckhand Max Tobin secure the
Dunn's lines aboard the Kentucky.
�vfL
Unemployment Rate Drops to 6.4% in December From 6.9%
WASHINGTON, D.C The coun
try's jobless rate dropped to 6.4 percent
(lowest since October 1974) last month
from November's 6.9 percent. This
latest figure is 1.4 percentage points
down from the December 1976 figure
and 2.5 percent down from May 1975.
The unexpected drop in the jobless rate,
topped the Administration's 1979 tar
get of a 6.6 percent unemployment rate.
The government said that Decem
ber's surprising 6.4 percent jobless rate
was caused largely by the lack of new
workers looking for jobs, such as gradu
ating students in June, and the above
average increase in the number of-per
sons finding jobs for the Christmas rush.
The number of people who got jobs
last month was 410,000. November's
job increase registered a spectacular
955,000 gain. The year's 4.1-million
new workers who found jobs was the
highest yearly record in 30 years.
However, blacks and other minorities
failed to make any gains in the job mar
ket.
Those with jobs in the U.S. in De
cember added up to 92.6 million work
ers. Tho.se without jobs last month
declined by 480,000 to 6.3 million job
less.
Unfortunately, 1977's average
monthly jobless rate comes out at about
7 percent. In 1976, the rate was 7.7 per
cent. It was 8.5 percent in 1975.
To get down to a 6 percent jobless
rate, the economy would have to gener
ate 4 million more jobs this year.
Unemployment seems to rise at the
beginning of a year and drop at the end.
Last month the jobless rate for adult
men fell from 4.9 percent to 4.7 percent.
For women, the rate dropped to 6.7
percent from 7.1 percent.
The teenage rate dipped to 15.4 per
cent from 17.1 percent. The unemploy
ment rate for blacks fell from 13.8
percent to 12.5 percent. The rate for
whites went from 6 to 5.6 percent.
Many of the new jobs created last
year were in the nation's transportation
industry.
Most of those out of work last month
had nothing to do for 14.1 weeks, up
from November's 13.8 weeks and down
1.5 weeks on the year's average.
ISea-tonef '^"Overhaul^
SlU-contracted Sea-Land Service has
announced that it will completely over
haul four of its older containerships
from steam to diesel engines. The com
pany will also completely redecorate the
crew's quarters.
The four ves.sels are the Elizabethport, San Juan, San Francisco and
Los Angeles. When completed, each
crew member will have a private room
!ri
"j
and hath with air-conditioning.
The vessels will go into a yard in
Japan one by one beginning in Febru
ary. All work on the ships should be
completed by the middle of this year.
The ships, to he renamed after their
overhaul, will participate in either a Far
Fast shuttle run or the Persian Gulf to
Northern Europe run.
g/iiiimnimiiiiNiiiiiitiiiiiiiiiiiiiniimiiiiiiiiiiiiiiiHiiiiiitiiiiiuiimiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiitiiniiiiiiiiiiiiiiiiniiiuiituiiiiiiiiiiiiiiiiiiiiMiinniiiiiiiiiiiiiiiniiiiiii^
Ship's Minutes From John Penn Praises New Messman
In the ship's minutes of Nov. 27
from Bosun Edward Morris, Jr.
aboard the SS John Penn (Water
man) it was noted by the Secretary
P.L. Hunt that replacements had
been received aboard the ship.
The secretary took the time and
effort to report that an excellent
messman. Brother John Zarrioli
from the Lundeberg School in
Piney Point, had been one of the
replacements. He commented that
this ship or any ship could use
more men like him.
SlU's Williams Honored At
New Orleans Dinner
Lindsey J. Williams, SlU Gulf area
vice president, was honored with a
testimonial dinner by the Greater New
Orleans A. Philip Randolph Institute
on Jan. 13.
Williams was cited by the Institute
for his many contributions over the
years to labor, education and political
efforts. He is president of the Greater
New Orleans AFL-CIO Central Labor
Council body and Committee on Polit
ical Action. The Council represents
over 100 unions in the New Orleans
area.
He is also president of the MTD
Maritime Port Council of Greater New
Orleans and Vicinity.
Williams' active career also includes
an appointpient in I960 to the New
Orleans Public Belt Railroad Commis
sion. He was the first labor official ap
pointed to that post. In 1968, he
received the annual Community Ser
vice Award of the Greater New Orleans
AFL-CIO for outstanding citizenship.
The dinner, held at the Fairmont
Hotel in New Orleans, was attended by
many political and community leaders
from the area who cited Williams'
achievements in their opening remarks
at the event. These included Congresswoman Lindy Boggs (D-La.), Ernest
"Dutch" Morial, mayor-elect of New
Orleans, and Louis Charbonnct, IIF
He further commented that a
lot of good men have come aboard
from the School.
A vote of thanks was extended
to the officials who participate in
seeing that replacements come
aboard as soon as they are needed.
Every month in the Log the
courses that are available to those
who qualify to upgrade themselves
are listed. Take advantage of the
opportunity to upgrade yourself
and Johnny Jackson, Jr., both repre
sentatives to the Louisiana Legislature.
Recently elected Congressman Robert
L. Livingston (R-La) was also among
the 500 plus at the dinner.
Two Log Awards Are Accepted
or 3 inland Cos.
p, ;iSHJ Boatmen employed by
Sortiiern Towing, American
l^lkirge Lines and Inland Tii^
River Division, please note
i vacation benefits are in dlwt as ol
c. ,31, . 1977.; Tbi^ -^dafe:« ,a^
l^rdingtp'theeonti^
Accepting two awards for the Log from then president of the International
Labor Press Association Al Herling (far left) is Marietta Homayonpour, editor,
and James Gannon, managing editor. The Log received first place award for
best editorial and second place in general excellency in its category. The
awards were given at the end of the ILPA's convention in Los Angeles, Calif,
in December. The awards covered publications printed during 1976. A second
place award for general excellence was also given to the S/U Inland Boatman,
the monthly publication of the Inland Boatmen's Union which has since
merged with the SlU A&G District. When the Unions nrierged, the SlU Inland
Boatman was merged with the Log. -
and to better your chances for
higher pay and steadier jobs.
The new and more modern
ships are becoming more prevalent
and more trained men arc needed.
The more qualified you are the
more positions you can apply for.
The Log would like at this time
to wish Brother John Zarrioli con
tinued success and smooth sailing.
Armed Forces
Radio to Ships
Is Endangered
A squabble over funding is endanger
ing the continuation of shortwave
broadcasts over the American Forces
Radio and Television Network. These
broadcasts go out to American service
men on land and sea throughout the
world. They are picked up by U.S. mer
chant ships as well.
The broadcasts carry daily news and
sports bulletins as well as live sporting
events, such as. the World Series and the
Super Bowl.
The possibility of discontinuing the
service was brought to the attention of
Union Headquarters by Ray Todd,
ship's chairman of the Sugar Islander.
In a letter to SlU Executive Vice
President Frank Drozak, Todd asked
the Union's intervention in the matter.
He said that the broadcasts are "the
only link that we have with home."
In turn. Vice President Drozak wrote
Kirk Logic, chief of the Armed Services
Network, explaining "these broadcasts
have been a source of enjoyment for
American merchant seamen as well as
members of the Armed Forces since be
fore World War II."
Drozak added that the SIU "strongly
urges the Defense Department to recon
sider any proposal to terminate a serv
ice so important to the thou.sands of
Americans at sea and in remote parts
of the world."
According to Logic, the broadcasts
will continue while the controversy over
funding goes on. He told the Log that
he used Drozak's letter during hearings
before. the House Merchant Marine
Committee to demonstrate to Congress
the widespread interest in the broad
casts.
Logic added that he is confident that
funds will be appropriated by Congress
so that the broadcasts can continue in
definitely.
1
January 1978 / LOG / 5
I
�i..., ?s.
Jacksonville
Two new tugs for Caribe Tugboat in this port have brought 16 new jobs
for SIU Boatmen. The Ensign and the Pilot, both 9,000 hp. deep sea tugs, were
crewed here last month. They will run from Jacksonville to San Juan, P.R.
Houston—Port Arthur
Jackson Marine of Brownsville, Tex. signed its first contract with the SIU
last month. The company has nine tugs which tend offshore derrick barges and
rigs. Four will be manned by SIU Boatmen out of Port Arthur, three out of
Houston and two out of New Orleans.
I
New Orleans
I
I The captain and crew of the towboat Dixie Progress carried off a difficult
I rescue recently in the Gulf of Mexico. Part of the SlU-contracted fleet of Dixie
of Harvey, La., the Progress was towing a 400 ft. X 80 ft. barge in
I Carriers
rough waters on Oct. 23 when her captain, Walter Williams, answered a May
I day call from the tug Bo-True 24.
I A fire had swept the tug's engine room and her crew had been forced to
I abandon the vessel. With the barge in tow, the Progress picked up the crew and
I returned them safely to an offshore rig.
Williams and his crew received strong praise for "a job done above
I andCapt.
beyond the call of duty" from the owner of the Bo-Truc 24, Cheramie
I Brothers, Inc. The firm's vice-president addressed the following commendation
I to Dixie.
I "Captain Williams would be an asset to any company as a boat skipper.
I His initiative, his knowledge of the sea and his ability to maneuver his vessel
and tow for a successful rescue displayed strong leadership ability as well as
I his capability to handle men and vessel in an emergency."
I
I
St. Louis
I
More and more coal barges are standing empty and the towboats that nor
I mally
push them in great numbers in this area are laying up as the United Mine
I Workers strike goes on. The number of SlU-contraeted boats laid up reached
I 15 this month. The strike against the Bituminous Coal Operators Assoeiation
I began on Dec. 5.
I Although the coal miners strike had reduced barge traffic on the Mississippi
River system, severe ice blockage at Locks and Dam 26 in Alton, 111. has
I caused
even greater delays than usual at this outmoded navigation faeility.
I Fifty-two boats were bottlenecked waiting for the heavy ice floes to be flushed
I under the dam gates. One of the,locks brake.va th.^ prQae.s.s gtad caused
I even greater delays.
I The situation was made worse by a bigger than usual ice build-up along the
river banks. Boats could get no closer than 20 feet from shore and boatmen
I were
stranded during their long wait. Ice delays are typical during winter at
I Locks and Dam 26, but heavy freeze blockage does not usually occur this early
I in the season.
I.
Mobile
While replacement of Locks and Dam 26 still awaits government approval,
another important waterways improvement project may be finished ahead of
schedule. Work on the Tennessee-Tombigbee Waterway, which will join these
two rivers and greatly benefit the port of Mobile, could be completed in 1984
rather than the expected date of 1986. The American Waterways Operators
Weeklj Letter reports that "unprecedented progress was made on the project
during 1977."
Alabama Governor George Wallace predicted that $200 million could be
saved in construction costs and transportation benefits if the Tennessee-Tom
bigbee is finished in 1984. However, the earlier completion schedule depends
on full federal funding during the next several years.
The crew of the Dixie Progress was recently commended for an outstanding
rescue job. Shown here in the towboat's galley, they are (1 to r): Tankerman
Harold Whightsell, Chief Engineer David Smith, Tankerman Mark Smith,
Tankerman Don Hyde, 2nd Mate Morgan Hansen, Asst. Engineer Kenny Lewis
and Capt. Walter Williams.
Young Boatman Goes From Deckhand to Mate in 4 Years
Wayne Huebschman has three good
reasons why the Harry Lundeberg
School is a good place to become an
an SIU Boatman:
• His Entry Certificate,
• His AB ticket, and
His 2nd Class Towboat Operator's
License.
Brother Huebschman got all three at
the Lundeberg School and together they
gave him the best reasons of all to praise
the School. It paved the way for a
higher paying job and a secure job
future as a licensed Boatman.
Going to the School gave Huebsch
man his first job and then made it pos
sible for him to advance rapidly. Only
22 years old, he is now a mate with
Steuart Transport of Piney Point, Md.
"I think the School is one of the best
things that ever happened to me,"
Huebschman said. "It got me on the
road to a career. It helped me climb
the ladder. I started on the bottom and
I want to keep going up."
INLAND
Step by step, the training Huebsch
man received at the School prepared
him to be a professional in his field. He
started out in the Entry Program for
inland boatmen in 1973. Right after
graduation, he got a job as a deckhand
with Steuart.
In 1975, he returned to the School
for his AB ticket. A year later, he took
the towboat operator's course and then
passed his 2nd class operator's exam.
The next day he went to work as a mate
with Steuart.
"I'm making much more money as
a mate. I have a wife and a little girl
and it's good to have this security."
"There's no sense in not upgrading
if you have the seatime," Huebschman
added. "There are a lot of jobs in the
wheelhouse. Anyone with a license has
a ticket to advancement."
Editor,
Change of Address Or New Subscriber
LOG
675 Fourth Ave.,
Brooklyn, N. Y. 11232
I would like to receive the LOG—please put my name on your mailing
list.
{Print Information.)
NAME
ADDRESS
CITY
STATE
ZIP
SIU members please give:
Wayne Huebschman, a mate with Steuart Transportation of Piney Point, Md.,
receives not only higher pay but higher vacation benefits as a licensed boat
man. He is shown (right) receiving a vacation check, provided by the industry
wide Inland Vacation Plan, from Baltimore SIU rep Ben Wilson last month.
6/LOG/January 1978
Soc. Sec. #
Bk #
TO AVOID DUPLICATION: If you are an old subscriber and have a change
of address, please give your former address below or send mailing.label from hist
issue receiv^.
ADDRESS
CITY
1
STATE.
ZIP.
I
�n
Headquarters
;^otes
y,
by SIU Executive Vice President
Frank Drozak
This issue of the
carries a special, four page supplement on upgrad- |
ing that deserves careful reading by every SIU member.
I
Upgrading is by no means a new topic in these pages. Since its formation, I
the Union has encouraged brothers to advance in their careers and the Log '
has always voiced that encouragement.
j
But with the opening of the Harry Lundeberg School in 1967, we were I
able to do more than just that.
1
The School gave us something substantial to offer the membership along j
with encouragement. It provided a unique, yet realistic opportunity for |
seamen to gain professional training.
Taking time off from the job to go to School too often puts a financial
burden on the worker that keeps him or her from getting essential career
skills. But the free instruction and room and board at the Lundeberg
School lifted that burden.
More than that, the specially designed vocational courses gave members
the chance to gain new skills that they could apply toward immediate
advancement and higher pay. Additional reading and math instruction
has also been available for several years to members who need extra help
getting through the upgrading classes.
The upgrading supplement is a complete picture of what the School
has to offer in 1978. A decade in operation, the School now gives every
SIU member a real opportunity to move up in his or her career. It began
with one class leading to the lifeboatman's endorsement for Seafarers. Now
it provides a full range of courses for all ratings in all areas, including deep
sea. Great Lakes, and inland.
Whether you want an AB ticket, an inland license, or special training
for a job on one of the new LNG carriers, the Lundeberg School is the
place to go. It has grown to be the largest and most complete training
facility in the country for seamen and boatmen, yet one that keeps the
needs of the individual always in mind. It has kept pace with the maritime
industry so that you can protect your job security and take advantage of
new developments for advancement.
The Lundeberg School is a place that SIU members should be proud of,
but it's also a place that all brothers should use. Read the schedule of
courses in this issue and put it to work for yourself now. You have a full
year ahead of you. Make it the year that you move ahead in your career.
Big Bill Crew Run Weather Gauntlet
The crew of the deep sea tug Big
Bill ran a gauntlet of high winds and
heavy seas earlier this month that en
dangered the lives of 12 men.
John Tocicki, captain of the SIUcontracted Big Bill (Interstate Oil),
said the tug was cnroute to Texas when
a gale hit off the coast of Wilmington,
N.C. Nine men were on the Big Bill,
and three were on her tow, the Auntie
Mame, a huge asphalt barge.
Tocicki said that because of the
severe weather conditions the tug could
not keep the Auntie Mame in tow. A
mayday was sent to the Coast Guard,
which dispatched a helicopter to airlift
the three stranded Boatmen off the
barge.
When the weather cleared somewhat,
the three crewmen were returned un
harmed to the Big Bill. The crew
started the painstaking job of getting
the unyielding Auntie Mame back in
toiv
Tocicki said "the crew worked like
hell for four days to retrieve this barge
Personals
Lewis Hertzog
Deda would like you to call her as
soon as possible at (412) 488-8107.
Rufino G. Garay
Your sister, Mercedes, asks (hat you
call her as soon as possible at 212-9920904.
under difficult conditions. They deserve
a commendation for their efforls."
The Big Bill's captain added, "we
were in a tough situation, and if it
wasn't for the professional work of this
crew we might have lost someone."
31 Years Later
Seafarer Dennis Convey (r.), who went through the ARC program a year ago,
is now taking the QMED course at HLS. He's shown here with Instructor John
Mason.
5 Brotherhood m
...for SIU members with Alcohol problem
Seafarer Dennis Convey of Seattle,
Wash, is currently enrolled in the
QMED course at the Harry Lundeberg
School. He described his first reaction
to the School as one of resentment. "I
saw all those guys over there getting the
knowledge to take my job and 1 was
resentful."
Brother Convey had never before
upgraded at HLS because, "I don't have
time to come to the School. The only
thing I had time for was drinking."
One year ago, Seafarer Convey
came to the Seafarers Alcoholic Re
habilitation Center. Seattle Port Agent
Harvey Mesford recommended the re
covery program to him.
Through the ARC, Seafarer Convey
found sobriety and a new approach to
life. "At the Center, I learned how to
cope with my problems without alcohol.
I learned for example how to be pa
tient with my brothers on a ship instead
of yelling and then going for a drink."
Since he began his recovery, Brother
Convey has shipped out many times. He
said that he has kept in touch with his
Alcoholic Rehabilitation Center
I
i
I am interested in attending a six-week program at the
AIco- j
holic Rehabilitation Center. I understand that this will be kept strictly |
confidential, and that no records or information about me will be kept j
j anywhere except at The Center.
j
I
I
At the end of World War II, 31 years
ago last March, SIU Brother Larry
Lynch was brought home as a soldier
to Seattle from Calcutta, India on a
troopship named the General H. F.
Hodges. Today Brother Lynch is on
the same ship. It was renamed the SS
James fOgden Marine) and Seafarer
Lynch is serving as messman. (Photo
ana Information were supplied by
Third Engineer L. G. Gonzalez, a
former SIU member.)
Y,
* !
1
I
I
j
I
friends in the SIU and he commented
that, "In Seattle there are recovering
alcoholics who are there to help Sea
farers when they return from the Cen
ter. They helped me to get back into
the community."
Seafarer Convey added, "Our Union
is doing its best to help our members.
I say to my fellow brothers and alco
holics, 'Don't be embarrassed to ask for
help with your problem. There is al
ways someone there to give you a help
ing hand.' "
Brother Convey said that he hoped
his story would help some of his friends
"who know the truth about me. Some
of them will be surprised to read this
about me."
Every Seafarer and Boatman who
feels he has a problem with alcohol can
find the same help that Brother Convey
did at the ARC in Valley Lee, Md. It's
never too late to start a new way of life
through sobriety.
For help with a drinking problem,
call the ARC anytime at 301-994-0010
and ask for "The Center," or contact
your SIU representative.
_
Name
I
Book No
j
I
I
I
i
! Address
(Street or RED)
(City)
(State)
•
(Zip)
!
Telephone No
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-ciay, (30' ) 004-0010
January 1978 / LOG / 7
i
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^iiiiiiiiiiiiniiuiiiuiiiiiiiiiiiiifiiiiiiiiiminiuiiiiiiniiiiiiimiiriiiiiiimiHniiiiiiii
The
Lakes
Picture
I
Duluth
Iron ore has started moving again in Minnesota since the United Steelworker's ore miners at the Hibbing Taconite Co. voted to end their strike. The
miners at the Minnesota company belong to one of the four union locals that
voted to ratify the contract proposal and return to work. The rest of the miners
are still out. Ore carriers will keep running as long as the weather permits.
The Harry L. Allen (Kinsman) has laid up in Duluth instead of in Buffalo
as originally planned, to avoid hazardous weather conditions.
The 24-man SIU crew of American Steamship Co.'s M/V H. Lee White
enjoyed a Thanksgiving Feast that literally went from soup to nuts. On the
menu were roast turkey, lobster tails, cornish game hens and baked ham
served with broccoli and potatoes. Dessert included cake, two kinds of pie
and ice cream. It doesn't sound like anyone went hungry on that trip.
Algonae
I The new union hall in Algonae, Mich, is now open. Port Agents Jack Bluitt
I (formerly in Detroit), Jack Allen (from Duluth) and John Mc Clinton (of
I Alpena) are all working out of the new hall. All local halls in the Great Lakes
I area, with the exception of Detroit, remain open.
i The Algonae hall is located at 520 St. Clair River Drive, Algonae, Mich.
I 48001. The telephone number is 313-794-4988. Greyhound has a bus route
i between Detroit and Algonae which leaves Detroit at 10 a.m. and 3:25 p.m.
1 It leaves Algonae for the return trip at 1 p.m. and 6:30 p.m. daily. AllSeai farcrs are invited to stop in and visit the Algonae hall.
1 A new contract has been ratified with the Bob Lo Steamship Co. which
s operates two passenger vessels, the S.S. Columbia, and the 5.5. Ste. Claire.
The ships, which employ 51 unlicensed crewmen, take passengers from Detroit
to an amusement park on Bob Lo Island between Memorial and Labor Days.
The contract was ratified by mail with 40 of the 51 affected SIU members
voting. The vote was 35 in favor of ratification and five against.
The new contracts give the men a $1.10 per hour raise over the three years
of the contract. The raise is retroactive to Aug. 1, 1977. Also agreed upon
were cost of living adjustments. Welfare, pension and vacation benefit adjust
ments for the men will be decided later in negotiations with the major group
of Great Lakes-area ship owners, the Great Lakes Association of Marine
operators.
Vessels still running on the Lakes are now in winter operations. Since con
ditions are more hazardous during the extended season, SIU crews are paid
more. The crewmembers receive a bonus of 10 percent of their wages.
Cleveland
The Cleveland-Cuyahoga Port Authority and Republic Steel Corp. have
plans for joint development of a new $20 million ore transfer terminal on
Lake Erie. The facility has a 1980 projected completion date. It will be able
to accommodate 60 to 100,000 dwt vessels.
The Consumers Power (Boland & Cornelius) is laying up in Cleveland and
the American Steamship Co. Richard J. Reiss put into Lorain for the winter.
The Wayne County Circuit Court recently awarded $800,000 to a former
SIU member, Richard Reetz sued Kinsman Marine Transit Co. for an accident
he had while sailing as a deckhand aboard the Merle M. McCurdy in 1974.
The accident, in which Reetz broke both his legs, occurred on his first trip.
Reetz charged Kinsman with negligence.
I
1
St. Lawrence Seawa j
The St. Lawrence Seaway marked 1977 a record year on two counts. The
St. Lawrence Seaway Development Corp. estimated 62.5 million tons of cargo
passed through the system, more cargo than recorded for any other year.
Another record was set by the Dec. 26 closing of the system, the latest closing
date ever. The Seaway was scheduled to close on Dec. 15. But 54 ocean
going vessels and 14 lakers were still on the water on that date. Though all
ships finally made it through, officials feared for a time that several vessels
would have to winter on the Seaway. Ships have not been ice-bound all winter
on the Seaway since 1964.
The ships first encountered difficulty when extremely low temperatures
created steaming on the water and interfered with visibility. The replacement
of buoys with winter markers and the narrowing of the N.Y.-Ontario ice-boom
channel from 2,000 to 800 feet also caused traffic to slow. By Dec. 20, how
ever, temperatures had warmed somewhat and the vessels remaining in the
system were able to begin moving again.
Clean Waters
Three important reports making recommendations on improving water
quality on the Great Lakes were issued at the end of 1977. The reports came
from the Great Lakes Water Quality Board, the Great Lakes Research Ad
visory Board and the Upper Lakes Reference Group. They are all sub-units
of the U.S.-Canadian International Joint Commission. The studies want in
creased research on chemicals and potential carcinogens that are dumped into
the Lakes. Another important plan is to establish the dangers of substances
as quickly as possible so that these substances don't have time to accumulate
in the Lakes. Though it only takes three years for mother nature to cleanse
the water in Lake Erie, the "flushing" time necessary for the other Lakes is
considerably longer. It takes eight years for Lake Ontario, 23 years for Lake
Huron, 100 years for Lake Michigan and 190 years for Lake Superior.
Another report on pollution levels in the Great Lakes came from the En
vironmental Protection Agency. The EPA found that, though water quality
in the Lakes' open waters was "generally good," serious pollution problems
exist in or near major cities and industrial areas. Fish that have been poisoned
with various cancer-causing agents, such as PCB's, mercury and DDT, were
found in all the Lakes. Hopefully, ways will be found to clean up the Great
Lakes.
\
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S.
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Benzene Is a Killer: Be Careful Working Near It
A few j^ais ago, the captain, first
and second mates aboard the former
U.S.-flag tanker W. T. Steele died in
one of the vessel's cargo'tanks. Their
killer was a heavy concentration of
deadly benzene vapors. The fumes had
accumulated in the lower recesses of
the tank during cargo transfer. This is
characteristic of benzene.
The tragic loss of these men once
again pointed to the danger of working
around benzene. However, until re
cently it was generally felt that benzenevapors were only dangerous if inhaled
in heavy concentrations. But research
within the last year has shown that in
haling benzene fumes — even in low
concentrations—over a period of time
can cause leukemia, cancer of the white
blood cells.
Benzene itself is a light yellow or
colorless liquid. It is commonly used as
a solvent and as a motor fuel. It is also
a very common commodity carried in
tankers and barges. This, of course,
poses special dangers to maritime
workers.
Benzene vapors have a strong yet
pleasant odor. However, these fumes
can only be detected by humans when
it is in a heavy vapor concentration. In
other words, people working around
benezene may be breathing it into their
liings without knowing it.
8 / LOG / January 1978
H
H
I
H-C
"C-H
H-C
C-H
H-C
,C-H
H-C
.C-H
I
H
Although breathing benzene in low
concentrations poses no immediate dan
gers to the health, the long term effects
do hold the threat of cancer.
In heavy vapor concentrations, ben
zene acts like a narcotic on the central
nervous system. Symptoms to heavy
exposure include feeling high, which
will be followed by severe emotional
depression. Breathing heavy benzene
fumes will eventually result in death
from asphyxiation.
Researchers have found, though,
that low concentrations of benzene
fumes attack the blood system. At the
very least, inhaling benzene chronically
will cause anemia. At worst, it can cause
the ultimate blood disease, leukemia.
Available records, however, show
that the incidents of leukemia caused
by benzene vapors are very low. Only 8
workers in 100,000 that suffer day-to
day contact with benzene have con
tracted leukemia. But the fact remains
that benzene is an extremely dangerous
substance. And SIU members who work
around it should <take jextreme care in
its handling.
The Occupational Safety and Health
Administration (OSHA) is working on
new regulations concerning benzene ex
posure for shoreside workers.
However, OSHA does not have juris
diction over seagoing people. That re
mains the domain of the U.S. Coast
Guard.
As OSHA, though, the Coast Guard
is working on new regulaiiuns for the
handling of benzene cargoes. And ac
cording to the Coast Guard publica
tion, Proceedings of the Marine Safety
Council, new Coast Guard regulations
will pretty much mirror those enacted
by OSHA. However, the new regula
tions will not be out for some time while
more research is conducted.
In the meantime, the Coast Guard
recommends the following precautions
for maritime workers that must handle
benzene:
• Warning signs should be posted to
include the words "Benzene—Cancer
Hazard."
• People engaged in transfer opera
tions should wear fresh air or self-con
tained breathing apparatus unless moni
toring shows that exposure levels will
not be exceeded, or unless closed gaug
ing and vapor return lines are used.
• Workers should wear protective
clothing where skin or eye contact with
benzene is likely.
• Workers should wear pressure-de
mand, self-contained breathing appar
atus when entering any tank carrying
or previously containing benzene.
Here's a last note of advice. If you
are working around benzene or any
other noxious liquids—^Be Careful!
Motice to Meaibm
OH M Call Procedure
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
•
•
•
•
membership certificate
registration card
clinic card
seaman's papers
INLAND
�Itl in
Seafarers Internationa) Union of Nortli America, AFL-CIO
JANUARY 1978
Legislative, Administrative and Regulatory Happenings
Jones Act Bills
For Virgin
Islands Now
In Congress
Ohe of the priority items on the
SIU's legislative agenda as Congress
reconvenes this month is the loop
hole in the Jones Act which has al
lowed foreign flag vessels to transport
refined petroleum products from the
Virgin Islands to the U.S. This same
loophole has also permitted the trans
port of Alaska oil to the Virgin Is
lands on foreign bottoms.
Four separate bills aimed at clos
ing this loophole were introduced in
the last session of Congress. But no
action was taken on any of them. The
SIU will make a concerted effort
early in this session to have Congress
schedule hearings on the bills so that
we can get a vote in both the House
and Senate before recess.
Until recently, Amerada Hess,
which owns one of the largest refin
eries in the world, has been shipping
Alaska crude on a Liberian tanker to
its Virgin Island refinery. The refined
crude oil is being reshipped, again on
foreign tankers, to East Coast storage
areas.
SIU Urges
Support For
House Bill
on Locks &
Dam :^26
The SIU, in a letter to all members
of the U.S. Senate, this month urged
the Senate to support a measure
which was passed in the House last
year to rebuild Locks & Dam #26 on
the Mississippi River at Alton, III.
The House bill authorized $432
million to the replacement project,
and approved a four cents per gallon
fuel tax on waterways operators to
help defray construction costs. The
fuel tax will rise to six cents a gallon
in 1981. The House passed the bill
by a vote of 331-70.
The SIU has historically opposed
any form of user charges or tax on
the inland waterways system. How
ever, since both Houses of Congress
have indicated that they now favor
some form of waterways charge, the
SIU is urging adoption of the House
bill. It is a more- realistic and equit
able approach than one proposed
earlier last year in the Senate.
Atlantic Coast Harbor Boatmen
Examine SIU Washington Activities
Harbor Boatmen from Baltimore, Norfolk and Philadelphia, attending
the second Atlantic Coast Inland Education Conference at Piney Point, Md.
this month, came to Washington for a day-long briefing on the legislative and
political activities of the SIU.
Representatives of the SIU, the AFL-CIO Maritime Trades Department
and Transportation Institute explained the various programs each are in
volved in on behalf of Inland Boatmen and the industry.
During lunch at the National Democratic Club, the group met and talked
with Congressional leaders from the Baltimore, Norfolk and Philadelphia
areas, including Congressman Michael "Ozzie" Meyers (D-Pa.), and staff
members from the offices of Senator Paul Sarbanes (R-Md.), Rep. Paul
Trible (R-Va.), Rep. Clarence Long (D-Md.), and Rep. Mario Biaggi
(D-NY). After lunch, the group toured the U.S. Capitol where this picture
was taken.
On the Agenda in Congress... |
REBATING & CARGO POOL
ING—On Dec. 15, Sen. Russell
Long (D-La.) introduced legislation
which would give American shipping
operators the freedom to negotiate
agreements which would limit ton
nage on particular trade routes. This
would eliminate the unfair advantage
of foreign operators who are under
no restrictions with regard to rebating
or other common trade practices.
OCEAN MINING—In the
House, hearings are planned to take
testimony on the Deep Seabed Hard
Minerals Act, Hearings are scheduled
Jan. 23. In the Senate, hearings on a
similar bill are expected later this
month or in early February.
MARITIME EDUCATION—We
are expecting hearings later this
month or in February in the House
on "Maritime Education Policy."
B
SIU Seniority Upgraders Meet
Washington Legislative Staff
Nine SIU "A" Seniority Upgraders came to Washington this month to
meet with the Union's legislative and political staff, and to visit the AFL-CIO
Maritime Trades Department and Transportation Institute. Later, the group
had lunch at the National Democratic Club where they met with staff and
legislative aides of Congressmen Joseph Addabbo (D-NY), Fred Rooney
(D-Pa.) and Robert Giaimo (D-Conn.).
Participating in the Washington educational visit were Richard Gale, Ned
Pedersen, Richard Schwender, Louis Zizzo, Theodore Lukawski, Vernon
Castle, Don Shadrick, Jeffrey Murray and Lawrence Gale. With them on the
tour were Pat Pillsworth, Piney Point port agent, and SIU Trainee Officials
Jim McGee and Jim Rosser.
SPAD is the SIU's political fund and our political arm in
Washington, D.C. The SIU asks for and accepts voluntary
contributions only. The Union uses the money donated to
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress. These are issues that have
a direct impact on the jobs and Job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The SIU urges its members to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the EEC
in Washington, D.C.
January 1978 / LOG / 9
h
^•1
ij
�SlU Takes LNC Aries, 2nd U.5.-Flag Gas
hW immltertf are now tdHfArd fbe
hNd ArUfH, the tuMutnA AmeiieitniMfiltf Amerkan-crewed l/NC tanker in
the G^S, merchant fleet The vessel is
on her maiden voyage to Indtmetia, She
is ffperated by Summit Marine Operations, a svbsidiary of Energy Tramsportation.
The 936-foot Aries is the »uter Khip
of the LSG Aquarius also crewed by
Seafarers. She made her first run last
summer. Several other f^NG tankers,
wifli the same specificafiow as the
Aries and the Aquarius, are now being built at the General Dynamics SSiip.
yard in Quincy, Mass., where the first
two ships were built
Like the Aquarius, the Aries win
carry liquified natural gas between In
donesia and Osaka, Japan. The ship is
equipped with five domed cargo tanks
made of eight-inch thick aluminum. The
storage units, which are 120 feet in
diameter and weigh 800 tons, are cov
ered with thick steel to protect the
liquified gas.
Safety is important on any vessel, but
especially so on one carrying a cargo
A vM>w o( ilio IN(j Aiifiii ciirfjf) Innkfi. Tho fivo fanks are designed to hold
ciihif. Kiolerf) o( iKjiiiliod fifjliirtil gas at a fomporaliire of 265 degrees
l)n|()w /aio I Wojgtiifig 0(J() ifja;; eacfi. Hie tanks were constructed separately
fioin the Mi',I III Hie vessel and stiipped by barge to the shipyard.
^ 0O0OGO OGC
Finishing a meal in the tanker's shiny new messroom are (l-r) Ron Johnson,
ordinary seaman, and Tom Cangro, AB.
_
... J...
Em./ /S:
QMED Ramon Camacho stands at the automated console which is one of the features of the Aries and her planned
sisterships.
'-i > I •
A.-.*-*'"''
Chief Steward Guy De Baere serves up a roast as (l-r) Steward Utility J. Delaney, Cook & Baker Robert Adam and John J. Goodnough, purchasing man
ager of Energy Transportation, the company that operates the Aries, look on.
10 / LOG / January 1978
A view from the stern of the LNG Aries in Boston Harbor.
k
�Carrier, on Maiden Voyage to Indonesia
notasIS potentially
potentially dangerons as ilauified
liquified nat
ural gas. The i4ri*cs has a double bot
tom hull and a collision avoidance sys
tem. Automatic sprinklers throughout
the ship and eight dry chemical firefi^tii^ stations on deck are among
other safety features.
The Aries can carry 125,000 cubic
feet of LNG which is kept at 265 de
grees below zero fahrenheit. The vessel
also contains a gassification plant which
removes oxygen from the storage tanks
after the cargo is unloaded.
However, the most effective safety
feature of the LNG Aries and all LNG
tankers planned for the future is the
knowledge and ability of the crews. The
Aries* crew spent two months learning
how the modem, automated vessel
works and how Ae cargo must be
handled.
All seafarers, both licensed and un
licensed, are required to undergo spe
cial training before taking a job on an
LNG ship. Courses at the SIU's Harry
Lundeberg School in Piney Point, Md.
are offered to all qualified SIU members
who wish to be prepared to man these
new vessels.
The huge, 936-foot Aries is prepared for her maiden voyage.
Bosun Roy Theiss operates the Aries' winch controls.
The Aries' name plaque points out that the ship was built at the General Dy
namics Corp. Shipyard in Quincy, Mass. where her sistership Aquar/us was
also built.
Delta to Take Over 13 Prudential Ships for South America Run
Delta Steamship Lines purchased the
first of 13 vessels from Prudential Lines
early this mofith. Contracts to buy the
remaining ships were signed in Decem
ber and are expected to be finalized by
June.
sels run to South America from the U.S.
East Coast and the other six from the
U.S. West Coast.
The vessels running from the East
Coast include:
• Six C-4 freighters: the Santa
Lucia, Santa Clara, Santa Barbara,
Santa Elena, Santa Cruz and Santa
Isabel.
• One LASH vessel, the Turkiye,
which Delta purchased this month. She
will be leased back to Prudential for
operation until the sale of the six other
East Coast ships is finalized. This is
The total purchase will more than
double Delta's SlU-contracted fleet to
24 ships and will greatly increase the
number of jobs for Seafarers.
The 13 ships and their trade routes
represent Prudential's entire South
American operation. Seven of the ves
expected to take place in April, but no
later than June 15. After that time.
Delta will operate all seven ships.
The vessels that will run from the
West Coast are:
• Two C-4 freighters: The Pruden
tial Seajet and the Prudential Oceanjet.
• Four combination cargo passenger
"M" ships: the Santa Mariana, Santa
Maria, Santa Mercedes and Santa Magdalena. These ships carry about 90 pas
sengers each. They will be the only
ocean-going passenger service operated
by an SlU-contracted company.
The contract to purchase all six of
these West Coast ships is expected to
be finanlized by June 16. After that
time, Delta will lease them out for
operation.
All 13 vessels receive Federal oper
ating subsidies, which the Maritime
Subsidy Board recently approved for
renewal. However, Sea-Land Services
has asked the Board for some clarifica
tion on these renewed subsidies in view
of the sale and they have not yet gone
into effect.
A MESSAGE FROM YOUR UNION
you Aee CAU^UT WITH
YOUR
BB
5EAMAN'$ PAPERS IA//LL
... Yi/vD YoutL ee BEACH BO
FOR LIFE a
THERE %
NO PLACE
FOR
DRUGS
IN
A
PROFESSIONAL
SEAMANiS
LIFE
I
January 1978/ LOG / 11
�Year in Revlev/
MTD Calls for Cargo Policy for U.S. Fleet j
Feb, 17, 18—The mid-winter meeting
of the AFL-CiO's Maritime Trades De
partment focused on the need to develop
a national cargo policy that would en
sure shipment of a substantial portion of
First,
U.S. cargoes on American-flag ships.
The MTD Executive Board meeting was
chaired by MTD President Paul Hall. The
MTD said that development of a national
cargo policy was "the foremost priority
for the maritime industry." The f^TD is
J made up of 43 AFL-CIO international
• unions, representing nearly eight million
; American workers.
Boatman Confab Proposes Contract
atives together to encourage a dialogue
Standardization
on contractual and other matters.
March 11-19—Twenty one SlU Boat
men from seven towing companies at
tended the first in a series of contract
and educational conferences at the
Harry Lundeberg School.
The conferences were intended to
bring the Boatmen and union represent
The March conference resulted in
contract recommendations from the
Boatmen which set the pattern in later
contract negotiations. Major contract
recommendations included standardized
language in all inland contracts and the
development of an industry-wide vaca
tion pian for SlU Boatmen.
Seafarers Pension Pian Adds New Benefit
SlU
Boatman
Wins Scholarship
May 1977-—The 1977 SlU four-year
;ollege scholarships were awarded to
?ix people this year instead of the usual
awards to one Seafarer and four de
pendents of SlU members.
Another first was the presentation of
one of the $10,000 four year grants to an
SlU Boatman. Stephen Peter Magenta,
20, a relief captain aboard a tank barge
for Interstate and Ocean Transport Co.
planned to use his scholarship to study
a maritime-related curriculum at the Uni
versity of Rhode island,
The other $10,000 award recipients
were Seafarer Ashton Woodhouse and
the dependents of; Boatman Leslie War
ren Collier III, Boatman Woodrow
Foshee, Seafarer Arthur Harrington and
Seafarer Csvaldo Rios.
April 1977—The trustees of the Sea
farers Pension Plan added a new dimen
sion to the plan for those who qualify for
Early Normal Pension Benefits. The extra
benefit is called the Early Normal Pen
sion Supplement.
This supplement is available only to
Deep Sea and Lakes SlU members who
accumulate an additional two years seatime after reaching the age of 55 and
having at least 7,300 days (20 years seatime) of service.
The benefit amounts to one full year of
pension benefits to be paid in a lump
sum in the January following the mem
ber's retirement.
LOG
j Log Story Triggers CG Quiz on Safety
May 1977 — An article in the March
1977 issue of the LOG about dangerous
boarding ladders on Great Lakes ships
spurred an inquiry into Coast Guard
safety practices by Rep. Philip E. Ruppee
(R-Mich.).
Ruppee, a member of the House Com
mittee on Merchant Marine and Fish
eries, included the ladder safety issue
in his questioning of alleged laxity on the
part of the Coast Guard in safety matters.
The Congressman pursued these safety
issues during oversight hearings before
the Coast Guard and Navigation Sub
committee.
Drozak Biasts USCG
Faiiures on Safety
Age of Aquarius Dawns for U.S. Merchant Marine
June 1S77--The first liquified natural
gas carrier ever built in the U.S. was
completed and crewed by SlU members.
The 936-foot Aquarius was the first of a
number of LNG ships to be built at Gen
eral Dynamics Shipyard in Ouincy, Mass.
.After a test run to England, the
Aquarius began her maiden voyage be
tween Indonesia and Csaka, Japan. The
Aquarius' crew had to undergo extensive
training to acquaint them with the special
equipment and safety features of the
new vessel and her dangerous cargo.
The HLS at Piney Point regularly holds
LNG classes.
July 1977—SlU Executive Vice Presi
dent Frank Drozak attacked the Coast
Guard for overlooking or allowing haz
ardous safety conditions to exist aboard
many U.S.-flag vessels. Drozak testified
before a Congressional Subcommittee
holding hearings on marine safety.
Calling the hearings by the House
Coast Guard Subcommittee "long over
due," Drozak provided documented ex
amples of deaths and accidents that the
Coast Guard could have prevented. The
testimony, Drozak said, proved that "the
Coast Guard cannot be trusted to en
force Congressionally-mandated na
tional policy."
12/ LOG/January 1978
�Alaska Oil F^peline Opens
House Committee Passes Waterways Tax
'twill-'-' ^
JSK*' '-•
/ir-4
. . - ' .• —
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•••'?•' •'V,
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CiJ-/' i'
^ July 29, 1977 —The long-awaited
Alaska oil pipeline opened in Valdez.
The opening of the pipeline meant work
for approximately 25 SlU-crewed tankers, which will bring the oil to the continental U.S.
Carter OKs Canada—Not Alaska— Gas Pipeline
September 1977 — In a setback for
American workers, President Carter gave
the nod to a trans-Canadian pipeline
route to carry natural gas from Alaska
to the U.S. The SlU had strongly sup
ported an all-American route that would
have transported the gas via an Alaska
pipeline to Valdez and from there by
LNG tanker to the lower 48 states.
The all-American route, which was
proposed by the El Paso Alaska Gas Co.,
would have provided thousands of jobs
for U.S. workers. The Canadian pipeline
is scheduled for completion in 1981. The
project will be built tjy three companies
—two Canadian and one American.
August 1977—The House Ways and
Means Committee attached the rebuild
ing of Locks & Dam 26 to a tax on tug
and towboat fuel. Earlier in the same
month, the Senate voted to couple the
vital repairs on Locks & Dam 26 with
imposition of user charges on inland
waterways. The SlU is opposed to both
the waterway tax and the fuel levy as
being harmful to the industry. Final ac
tion on the bill will come in 1978.
1st Annual Living Sober Reunion Hears of Recoveries
September 1977—The Seafarers Al
coholic Rehabilitation Center, located in
Valley Lee, Md., held its First Annual
Living Sober Reunion. Seafarers who
had gone through the ARC program met,
along with their friends and families, to
share their experiences of recovery.
Bill Hibbert, ARC director, said the
goal of the center was two-fold, with
treatment and recovery both important
ends. "Just staying dry is not enough,"
Hibbert said. "It's the starting point for
building a good life that's alcohol-free."
•••••••••••••••••••••••••a
»•••••••<
•*. *
House Defeats Oil Cargo Preference Bill
October 1977—The oil cargo pref
erence bill; which would have required
9.5 percent of U.S. imports be carried
on American ships by 1982, was de
feated in the House of Representatives
by a vote of 257-165.
Despite the bill's defeat, SlU Presi
dent Paul Hall said, "the fight for a fair
oil cargo preference bill is far rom over.
We intend to keep fighting until we ulti
mately achieve this goal.*-'
The cargo preference legislation had
the support of many labor and civic
groups, including the SlU and the entire
.AFL-CIO. But the multinational oil com
panies spent large amounts of money to
ensure the bill's defeat.
Cargo preference was endorsed by
President Carter in July 1977, but the
bill's opponents accused the President of
paying off the maritime industry for the
support he received in his election cam
paign.
Charges of political payoffs were
hurled at many of the cargo preference
bill's supporters. Such charges con
tributed to the bill's defeat.
12-Week Towboat Operator Scholarship
October 1977 — The Transportation
institute, a Washington, D.C.-based mari
time research organization, announced a
new scholarship program for Boatmen.
The Institute offered Boatmen, who
qualify for the program, $125 a week for
a free, 12-week Towboat Operator
course at the Lundeberg School.
Each class is limited to 24 Boatmen.
The courses are being offered to (HI a
'recognized industry need for more welltrained towboat operators.
MTD Urges: Break Big Oil's Transportation Monopoly
November 1977 — The American
Council on Education, a group of edu
cators who decide whether college
credits should be given for courses, rec
ommended college accredidation for
nine upgrading courses at the Harry
Lundeberg School. If a Seafarer who has
gone through any of the accredited
courses enrolls in a college or technical
school, he may transfer the credits he
earned at HLS to his new school.
The courses that have been accredited
are: FOWT—six credits; Lifeboat/Able
Seaman—nine credits; Quartermaster—
six credits; Towboat Operator/Western
Rivers—five credits; Marine Electrical
Maintenance—eight credits; OMED—18
credits; Towboat Operator/Inland—eight
credits; Maintenance of Shipboard Re
frigeration—10 credits; Diesel Engineer
—eight credits.'
December 5-6, 1977—At the conven
tion of the AFL-CIO Maritime Tradeis
Department, MTD President Paul Hall
called on Congress to break big oil's
monopoly on tanker and pipeline trans
portation of oil and gas products.
Along the same lines, the MTD wants
Congress to force the oil companies to
get rid of their interests in U.S. coal
and uranium fields. These two fuels are
considered alternative energy sources to
oil and the MTD doesn't want to see the
energy field monopolized by the oil
cartel.
The convention's message was that
the oil companies have too much power
as it is and should not be allowed to
force competition out of the energy
arena. Also, the multinationals' hold on
transportation of fuel keeps Americanflag ships idle. The oil giants use unsafe,
but less expensive "flag-of-convenience" ships.
The MTD also demanded protection
of U S. industries against increasing for
eign imports and vowed to continue the
fight to close the Virgin Islands loophole
in the Jones Act.
January 1978 / LOG / 13
�New Algonac Hall on St. Clair River To Be
The clean, sun-filled SlU Hall in Algonac, Mich., is a nice place to conduct Union business or to sit and visit over a
cup of coffee, as these Seafarers discovered.
f^ireman Mohammed S. Nassir helps himself to a
cup of coffee from the urn on the new hall's coffee
bar.
Algonac, Mich., site of the SiU's
newest Union hall, is not a crowded
city, known for its shopping center
or restaurants. Algonac is a peace
ful place. Its population barely hits
3,000. But the quiet and the beauty
of the countryside are part of its
charm.
Algonac is a well-located spot for
shipping, too. Sitting on the shores
of the St. Clair River west of Ontario,
Algonac is bounded by Lake Huron
to the north and Lake St. Clair,
which feeds into Lake Erie to the
south. Ninety percent of SlU-contracted Great Lakes ships pass the
site of the new hall.
All Great Lakes-area shipping will
now take place through the Algonac
Hall which is located at 520 St. Clair
River Drive. The phone number is
313-794-4988. The Detroit Hall is
officially closed. But the offices in
Dispatcher Tom Bluitt checks with a shipping company to confirm a ship's arrival time for (I. to r.) Nels
Johnson, deck watch; Mohammed S. Nassir, fireman; Yehia Ali Saeed, deck watch, and Eljahmi Messaid,
night cook.
Algonac Port Agent Jack Bluitt gets it all together after the move from the old
Detroit Hall.
SlU Rep. Byron Kelley, another transplanted Detroiter. sits in front of the col
lection of deer trophies he shot during Michigan's annual hunting seasons.
14 / LOG / January 1978
•
I
�Center of Great Lakes Shipping
Cleveland, Frankfort, Buffalo, Duluth, Chicago and Alpena will re
main open for the time being.
Many of the Great Lakes port
agents have new office space in
Algonac. These include Jack Bluitt
and Byron Kelley (formerly of De
troit), Jack Allen (Duluth), John
McClinton (Alpena) and Joe Sigler
of Chicago.
In addition'to the . airy, glassenclosed Algonac Hall, itself, the
new Great Lakes headquarters
houses two launches in a boathouse
built right under the hall. Since
ships don't dock at Algonac, the
boats are used to service vessels as
they pass up and down the welltraveled waterway.
All Seafarers have a year-round
invitation to visit the new facility at
Algonac — whether they pass
through on business or come up to
see the sights.
The new hail in Algonac, Mich, officially opened on Jan. 3. This hall is built right on the St. Clair River, which can be
glimpsed through the wood pilings that front the building. The large room on the hall's second level holds a kitchen
and conference area and is built atop the hall's boathouse.
H
\1
Yehia All Saeed, left, deck watch on Kinsman's George D. Gable, and Eljahmi
Messaid, night cook on the Adam E. Cornelius (American Steamship Co.) sit
in the new hall as the river flows behind them.
Ordinary Seaman Nels Johnson waits to ship out
on the SlU-contracted Sharon. Johnson, who lives
in Mainistee, Mich., ships as a deck watch.
The two new servicing launches are kept in the hall's boathouse which is right
below the large conference room on the second level.
SlU Executive Vice President Frank Drozak inaugurates the Algonac Hall with a brief conference. With
Drozak are,clockwise from him; Jack Bluitt, Algonac port agent; Area reps. Jack Allen, John McClinton,
Abe Rotenberg, Dave Rebert, Joe Sigler, Byron Kelley and Dave LeBaron and Dispatcher Tom Bluitt.
January 1978/ LOG / 15
�James Smith, the third-generation president of
Crescent's family-run operation, poses in the pilot
house of the tug that bears his name.
Know Your Company
;• -f:
These three tugs show the changes that take place in Crescent's rebuilding program. The recently acquired HorneJI,
right, is a before picture of an old railroad tug. The Kevin Smith, center, has been repowered and remodeled but still
has the old, high pilot house. The James E. Smith, left, with its lowered pilot house, is a completely re-built and
up-to-date shipdocking tug.
Crescent Towing's Success Is No Accident
This story is the second in a regu
lar feature on SIU-contracted tow
ing companies. A different com
pany will be featured each month.
Crescent Towing and Salvage got into
the tug business by accident. But it's no
accident that this SlU-contracted com
pany has come to be the biggest and
fastest growing shipdocking operation
in New Orleans.
It all started during World War II.
William S. Smith, the founder of the
company, was running a stevedoring
firm that his father, Terence Smith had
started in New Orleans in 1885. In 1942
T. Smith & Son was operating a number
of derrick barges to load and unload
heavy cargo in the port. But the War
had created a shortage of available com
mercial tugs necessary to move the
barges. So William Smith chartered a
fevv to move the barges himself.
The steamship lines that were T.
Smith & Son's customers were also hav
ing trouble finding tugs to move their
ships. They turned to William Smith to
do the job and he formed the towing
company that has been doing it ever
since.
Crescent Towing, named for the cres
cent shaped bend that the Mississippi
River takes around New Orleans and
the company's docks on Patterson St.,
was organized by the SIU in 1948. That
was a few years after William Smith
bought his first two tugs from the Navy
after the War. T. Smith & Son has re
mained a separate stevedoring opera
tion, under contract to the International
Longshoremen's Association.
Crescent has come a long way since
those first two tugs. And it is still a
family-run business. William's son,
James, became president of the firm
four years ago. Like the two generations
of Smiths before him, he has a knack
for improving existing ways of doing
things.
Crescent's fleet will soon be up to 16
tugs. Most of that growth has taken
place under James Smith's innovative
rebuilding program. T. Smith & Son
16 / LOG / January 1978
Four Crescent tugs were needed to move the SlU-contracted John Tyier
(Waterman). The lald-up ship was moved to another dock on the Mississippi
for repairs.
:A>fr
But upgrading equipment isn't the
only reason why Crescent is moving
ahead in the shipdocking business.
Smith also strongly believes in advanced
training for boatmen, the kind that he
said he was "most impressed" with at
the Harry Lundeberg School in PineyPoint, Md.
introduced unique derrick barges dur
ing Terence and William's time and
under James' direction. Crescent has
developed a highly efficient way of ex
panding its fleet.
Two-thirds of the fleet are old rail
road tugs, purchased and rebuilt over
the past five years. The original boats
had high pilot houses which the pilots
needed to see over the railroad car
floats they handled. These are a bulky
disadvantage for shipdocking purposes
and have been cut down.
The old tugs were also used as day
boats and had locker rooms rather than
crew quarters. Crescent was once only
a harbor operation, but now needs
feoats equipped for longer trips. Its
fleet now sails farther up and down the
Mississippi to service the ships that load
at the many grain elevators and oil ter
minals that have been built above and
below T4ew Orleans.
Part of the rebuilding program, there
fore, has been to pull out the locker
rooms and put in modern sleeping
quarters. Along with new galleys and
increased horsepower, these features
have made the old tugs as up-to-date
and attractive as any newly built
vessels.
Crescent recently sold one of its re
built tugs and got four more old railroad
tugs in the trade-in. Work has already
begun on the Harrishurg, and two of the
others, the Marion and the Hornell,
will begin their Cinderella transforma
tion soon afterward. The entire process
takes about four months. All of the
above water work is done at Crescent's
docks.
There are even bigger plans in store
for the fourth tug, the San Luis, pres
ently 1,500 hp. Now just on the draw
ing board, she has the potential to be
"the biggest and the most powerful boat
on the Mississippi," Smith said. When
completed, all four of the rebuilt tugs
will bear the Smith name that the rest
of the fleet carries.
"There is a critical shortage of
trained engineers in the industry,"
Smith said, "and the School has been
manna from heaven for me." After the
Craig Smith was rebuilt and repowered,
Smith donated her original engine to the
School for use by inland training
classes. But his support didn't stop
there. He also encouraged two Boat
men from the company to attend the
HLS Engineer's course in January, in
spite of the fact that this is the time he
-could least afford to do without them
on the job.
Before the Tyler was moved, SIU
deckhands Gerald Domain. (I.) and
Keith Rubio on the tug Shannon Smith
helped to get the barge tied to the
ship's stern out of the way.
"This is high river time," he ex
plained. "The current on the Mississippi
increases and ships that could be moved
with one tug now need two or three
boats. High river to shipdocking com
panies here is like Christmas to Macy's."
With this kind of thinking behind it,
Crescent Towing will continue to have
the manpower and equipment it needs
to be a number one company.
�/
In his closing comments Brother Van
Thrash, engineer with Curtis Bay in
Norfolk, tells the delegates that the
Conference has "straightened this old
boy out" on a number of issues.
The delegation from Philadelphia is shown here with Congressman Michael
"Ozzie" Myers (D-Pa.), fifth from left. All the Boatmen met the Congressman
during their visit to Washington, D.C. They also met representatives from the
offices of Congressmen and Senators in the Norfolk, Baltimore and New York
areas. At the end of the Conference, the Philadelphia delegation took up a
collection for SPAD.
Boatman John Wozunk who sails re
lief mate with all four shipdocking
companies in Philadelphia, makes a
comment on one of his contract sug
gestions. Earlier in the Conference,
Brother Wozunk noted, "I and a lot of
others here came to HLS to upgrade.
I would not have been able to upgrade
on my own. It's meant $30,000 over
the last four years. Also, I don't have
to freeze my butt off on deck."
2cl Atlantic inland Education Confab Held
"As long as we're intelligent enough
to sit down and talk, we'll go far." This
statement was made hy SIU Headquar
ters Representative and Lundeherg
School Vice President Mike Sacco at
the most recent Educational Confer
ence.
That's exactly what the delegates did
Brother Anthony Gentile, who works
as a captain for Curtis Bay in Balti
more, asks a question during the pen
sion discussion concerning the vest
ing rights of young people who enter
the industry.
Robert Dunn, an engineer with Mc
Allister Brothers in Norfolk, was
elected chairman of his delegation for
the contract suggestions. Here he
gives his closing comments in which
he sa'd it was good to meet the
brothers from Philadelphia and Balti
more.
do at the Second Atlantic Coast Inland
Educational Conference. The Confer
ence was held at the Harry Lundeherg
School in Piney Point, Md. from Jan. 9
to Jan. 14. Like the first Atlantic Coast
Conference held late last year, the dele
gates sat down, talked, and asked plenty
of questions. They talked not only with
SIU Boatman Ray "Jake" Gimbert,
who is a tankerman with McAllister in
Norfolk, asks a question during the
discussion on the USPHS hospitals.
He wanted to know whether the
Lundeberg School is recognized as
a maritime training facility by the
USPHS. He was told it was.
Victor Lozinak, an oiler with McAllister
in Philadelphia, says in his closing
comments "everybody answered my
questions. There was no beating
around the bush."
Union officials and staff, but also with
each other.
By the end of the Conference many
delegates felt like Brother Joseph Zorbach from Baltimore. In his closing
comments he said, "A lot of guys know
a lot more now."
The Conference was attended by 27
SIU Representative Jim Rosser praises
the delegates during his closing com
ments. Brother Rosser had served as
reading clerk during the contract sug
gestion period.
Elected chairman of the Philadelphia
delegation was Vince Kelly, a captain
with Curtis Bay. In his closing com
ments he praised the fact that "we
know the men of Baltimore and Nor
folk a little better now." Earlier in the
Conference, Brother Kelly noted that
he encourages "young people to up
grade for better job opportunities."
dclcgufes, nine each from shipdocking
companies in Baltimore, Norfolk, and
Philadelphia. The companies repre
sented included McAllister, Baker
Whiteley, and Curtis Bay. Delegates
who attended the Conference included
relief men who serve with these three
Continued on Page 18
HLS Vice President Mike Sacco, who
is also an SIU Headquarters Repre
sentative, chaired the Conference. In
the segment on union history, tie
noted, "ours is a violent history. Peo
ple who struggled alone didn't sur
vive."
Joe Zorbach, an engineer with Baker
Whiteley in Baltimore, was elected
chairman of his delegation. In his
closing comments he pointed out that
he had learned a great deal at the
Conference.
January 1978 / LOG / 17
�Dorothea Constas came down from the SlU's legal
department at Headquarters to answer any ques
tions on the pension law of 1974. Here she explains
to the delegates what the Employee Retirement In
come Security Act is all about.
Part of the Conference agenda included a tour of
the Lundeberg School farm which is in Valley Lee,
Md., near Piney Point. Here the director of the farm,
Joe St. Clair, holds one of the newborn pigs. In the
center of the photo is Brother George Davis, a relief
cook for the shipdocking companies in Philadel
phia. On the right is Robert Pomerlane, SlU repre
sentative in Baltimore.
Joseph Zook, maintenance man for Curtis Bay in
Baltimore, asks a question on benefits during the
discussion of the SlU Welfare Plan.
27 Shipdocking Delegates From Ports of
Continued from Page 17
companies as well as Taylor and An
derson.
The First Atlantic Coast Inland Ed
ucational Conference, held from Nov.
28 to Dec. 3, was also for shipdocking
Boatmen in Baltimore, Norfolk, and
Philadelphia. A third such Conference
will be held the week of Jan. 30th.
Four other educational conferences
for Atlantic Coast Boatmen are sched
uled through the end of May. These
will include SIU Boatmen involved in
towing along the Atlantic Coast. At the
SIU Port Agent in Norfolk Gordon
Spencer makes a point about eligibil-..
ity during discussion on pension
benefits.
SIU Philadelphia Port Agent John Fay
holds up the educational series pam
phlet on the structure of the SlUNA.
Brother Fay explained how the Atlan
tic and Gulf District gets strength
from belonging to the International.
18/ LOG/January 1978
beginning of last year, five conferences
were held for Gulf and Rivers Boatmen.
These conferences are but one positive
result from the merger of the Inland
Boatmen's Union and the SIU A&G
district in late 1976.
During the week of Apr. 3rd there
will also be a contract conference for
delegates from the SIU shipdocking
companies in Baltimore, Norfolk, and
Philadelphia. The contracts at these
companies all expire on Oct. 31, 1978.
At this Second Atlantic Coast Con
ference, the delegates were given a run
George Costango, SIU port agent in
Baltimore, tells the delegates about
the SIU Constitution noting that it "is
a living document."
Brother Ray Jankowiak, who works as
a captain for Baker Whiteley in Balti
more, gets up to discuss one of his
suggestions concerning vacations.
down of many things that affect them as
boatmen and SIU members.
They first received a tour of the
School. (Like the postman, neither rain,
nor sleet,nor snow, would deter them.)
Academic and vocational courses were
later explained.
Important parts of the SIU Constitu
tion were detailed. Especially empha
sized was the way in which the Con
stitution was amended in 1976 to
protect the interests of the Boatmen.
A detailed explanation of the bene
fits available under the SIU Welfare
Plan and Pension Plan was given to the
delegates.
The need for political involvement
was an important segment of the Con
ference. A number of SIU officials
spoke on the subject and films were
shown concerning politics and legisla
tion. There was also a full day's visit to
Washington, D.C. which included a
tour of the House of Representatives
and the Senate.
The next day, discussion was held
concerning the inland vacation concept
and the standard contract concept.
At the first Atlantic Coast Conference,
the delegates recommended that
someone from industry address the
next Conference. At this second Con
ference Richard Saul of Transporta
tion Institute talks about the eco
nomics of the inland industry. Tl is
a Washington, D.C.-based research
and educational organization for the
maritime industry.
Explaining the SIU Welfare Plan is
Tom Cranford, head of the Claims De
partment in Brooklyn, N.Y. He went
over all the benefits available under
the Plan and also explained how to
fiil out a benefit application.
SIU Piney Point Port Agent Pat Pilsworth explained the HLS entry trainee
program to the delegates.
The new administrator of the AFL-CIO
Maritime Trades Department, Jean
Ingrao, explains how MTD works. The
delegates visited the Department dur
ing their visit to Washington, D.C.
�s,
,s-'
During the tour of the Lundeberg School, Library Director Gladys Siegel (r.)
gives a rundown ofthe library's facilities to the Boatmen. From left are: Beverly
O'Neal and Tom Patterson, both mates with Curtis Bay in Norfolk; Bob Pomerlane, SlU representative in Baltimore; Leon Mach, Jr., a deckhand with Curtis
Bay in Baltimore, and Francis Thomas, a captain with Curtis Bay in Norfolk.
Herb Brand (head of table), president of Transportation Institute, gives a
description of his organization to the delegates during their Washington, D.C.
visit. Brand explained that through Tl, the maritime Industry has "established
a presence in Washington. People know we'll fight."
Baltimore, Norfolk, Philadelphia Attend
Noted was the fact that under the stan
dard contract concept each company
still has its own agreement.
In all the discussions the SIU officials
emphasized that the membership had
the final say on what goes into the new
contracts.
The Conference ended with each
delegate having a chance to make as
many suggestions as he wanted concern
ing the upcoming contracts. The dele
gations from each port first broke into
groups and elected a chairman. Then
each delegation met separately and
each man had a chance to write up his
suggestions. These were then read to
Bill Hibbert, head of the Seafarers Alcoholic Rehabilitation Center which is
located near the HLS, explains to the Boatmen how the Center works. The
delegates toured the Center and were shown a film on alcoholism.
Charles Nalen from the HLS Vocational Education
Department, explains the upgrading programs
available for Boatmen at the School.
the entire group, both delegates and
officials. Everyone was given a chance
to discuss the suggestions.
The final order of bu.siness was wrapup comments by all the officials, staff
and delegates.
At the end, the general feeling was
one of camaraderie. SIU officials and
delegates alike said they were speaking
from "the heart" when they made their
final remarks. They stressed that the
Conference had been an "enlightening
experience."
As the men left and shook hands,
union brotherhood and solidarity were
very evident.
In his discussion on politics and the law, SIU Inland Coordinator Chuck
Mollard (I.) showed a chart of the many governmental agencies that can
affect the livelihoods of Boatmen. In noting how important political involve
ment is, he pointed to the past when "what we gained on the picketline we
lost in Congress." On the left is SIU Representative from New York, Jack
Caffey, who discussed the importance of SPAD.
President of the Lundeberg School Hazel Brown
welcomed the delegates to the School. Here she
holds up a supplement from the Log which explains
that some of the School's courses can receive col
lege credit.
Explaining that the Log is one of the best tools for
communication is Marietta Homayonpour, editor of
the publication. The Log is located at SIU Head
quarters.
January 1978/ LOG / 19
�Hospitaiized Members Not Forgotten at Christmas
The SIU wants its members to know that the union is behind them in stormy as well as in fair weather. Every year during the Christmas hoUdays, SIU representatives
pay visi s o a rers who have to spend Christmas in the hospital. Whether they are laid-up due to sickness or accident, the hospitalized union members all receive
cas gi s, cigars m cigarettes and the best wishes of the whole union for a Merry Christmas and a happy, healthy New Year. The photos on this page were taken two
days before Christmas at the USPHS hospital on Staten Island, N.V.
Around the Christmas Tree, SIU rep. John Dwyer and some recent SIU "A"
Seniority upgraders wish recovering Seafarers a happy holiday at the USPHS
hospital in Staten Island. Standing from left are: Juan Burgos, recertified
bosun, and Angel Maldonado, who ships in the steward department. Seated
is Francisco Charnaco, recertified bosun, who displays a Christmas card from
the SIU. Standing, rear left to right: Paul Klippel, upgrader; John Dwyer,
SlU-rep., and J. Gaveiek, upgrader.
' O <
'
John Dwyer (right) consults with Staten Island USPHS Director Dr. Florence
Kavaler and Assoc. Director Albert Stapler during the Christmas season visit.
s"
John Dwyer, SIU representative, wishes AB Adrian Donnely (left) a Merry
Christmas and a Happy New Year.
John Dwyer, SIU rep, wishes Seafarer Henry Bursey a speedy recovery.
A MESSAGE FROM YOUR UNION
20/LOG/January 1978
�Ex^Scholarship Winner Prearhes the Word of Cod
»
.
A tm
m
.w.
..
"Go Ye Into All the World. .. They
That Go Down to the Sea in Ships."
(Psalms 107: 23-30).
This quotation decorates the station
ery used by ex-Seafarer Rev. Bernard
Maret. Rev. Maret won an SIU college
scholarship in 1966 and now is a Bap
tist Minister. He does his preaching to
merchant seamen because, he says, "I
have a burden on my heart for seamen.
I know them personally, how they think
and how they live."
Rev. Maret first went to sea in 1957,
sailing on a non-union ship which he
helped to organize. The unionization
effort earned him his 'A' book. Maret
sailed with the SIU on and off until
1966, when he won the SIU four-year
college scholarship.
The scholarship money was used to
study secondary education and art, first
at Brevard Community College in Flo
rida and later at John Brown University
in Arkansas.
Following his graduation, Maret
moved to Chicago and worked as a
Sea-Land Market
Recertified Bosun Walter Nash, (I.) ship's chairman of containership SeaLand Market leads the Ship's Committee of (I. to r.) Deck Delegate J. Bonefont, Chief Steward Luis Varga and Engine Delegate E. Wiwag at a payoff on
Dec. 14 in Port Elizabeth, N.J.
ST Overseas Aleutian
Chief Pumpman Bob Timms of the ST Overseas Aleutian (Maritime Over
seas) sent us the ship's Thanksgiving Day menu from his home port, Houston.
"... I think it's one of the best or the very best I've ever seen on a ship.
Everything was just great. The cooks outdid themselves . . . every brother
should know what a great bunch we have in the steward department."
North Korea
commercial artist for various religious
organizations. "I enjoyed it," he said.
"But I guess I didn't have the push it
takes in commercial art."
In 1971, Maret began a two-year
course at Tennessee Temple Seminary
where he received a degree in Religious
Education and an Evangelical Teacher
Training Diploma. But his pull toward
the ministry had begun ten years earlier
when Maret was standing watch on a
ship. He witnessed the collision of two
ships in which five crewmen and five
passengers were killed. "I saw my
friends come face-to-face with death. I
saw a need for religious counseling."
So Maret set out to fill that need. He
began going aboard ships to minister to
the men, usually in the ship's mess.
More recently he's been traveling
around and preaching from what he
calls the "Lighthouse Seamen's
Chapel." It's a tractor-trailer rig which
Maret said "looks more like a chapel,"
than a ship's mess does.
The moving van-sized chapel is
paneled and carpeted and has a pulpit
shaped like the bow of a ship. The
truck's outside is painted with a mural
and the words "Lighthouse Seamen's
Chapel," which Rev. Maret designed
and painted.
Though the church is what Rev.
Maret calls "my main work," art has
always been a part of his life. He did
oil paintings of seascapes and religious
topics while at sea and won the Sea
farers Safety Poster Contest in 1960.
When he applied for the SIU scholar
ship, Maret was, at first, unsure of his
chances. But then he thought, "I had as
good a chance as the next fellow." When
he received the letter notifying him that
he was a scholarship winner, Maret said,
"I was overjoyed. It was really an an
swer to my desire to go to school."
Rev. Bernard Maret
Rev. Maret's plans for the future in
clude moving with his wife Norma to
New Orleans and ministering to the men
in Gulf ports.
He receives a good response from the
men who attend his services perhaps
because he is an ex-Seafarer himself and
he understands seafarers. But there arc
differences between Maret and the men
he ministers to. A seafarer once asked
Maret if he remembered the language
seafarers use. "No," Maret replied. "I'm
trying to forget the language."
To help cut down the number of shipping accidents, the U.S. Department
of Transportation began a new, computerized, around-the-clock Marine Safety
Information System (MSIS). It gives 55 Coast Guard port captains up-to-date
records on both foreign and American tankers and freighters entering U.S.
waters.
President Carter established the system after last winter's rash of foreigntanker accidents here. He ordered the Coast Guard to board and examine all
foreign tankers coming into U.S. ports. He also ordered an information system
be .set up to keep track of safety-pollution histories of all vessels.
MARAD has warned all U.S.-flag ship operators that North Korea has
extended her seacoast boundaries to 200 miles. The new restricted economic
and military areas were imposed by the North Koreans on Aug. 1. The zone
will extend into the Sea of Japan and be north of the Demilitarized Zone. A
military zone was set out at 50 nautical miles. Since 1975 "sporadic and
hostile" acts have occurred off the North Korean coast.
Sea-Land now has a direct containership run from the Gulf to San Juan. The
weekly run of four containerships calls at the ports of Houston and New
Orleans.
Washington^ D.C.
IT Stuyvesant
Deadline for the 43rd National Maritime Essay Contest, sponsored by the
U.S. Propeller Club, will be on Mar. 1.
The purpose of the contest is to acquaint American high school and college
entrants with the necessity of a strong merchant marine and maritime industry.
Essay theme for high schoolers is "The American Merchant Marine—Its
Vital Role in the World of Commerce." Collegians, for the second year, can
select maritime themes provided by the club.
High school winners (20 last year) will get free ocean cruises on U.S.-flag
ships.
College students can win cash prizes up to $500.
The winners will be announced on National Maritime Day, May 22.
Write to The Propeller Club of the U.S., 1730 M St., Washington, D.C. N.W.
20036 or to one of the 91 local clubs for more information.
It was reported late this month that the 225,000-dwt TT Stuyvesant (West
chester Mariile) had broken down with electrical turbine problems in the
Gulf of Alaska. According to the reports, tugs were standing by to aid the
supertanker if the need arose. She was said to be proceeding at a very reduced
speed.
San Juan
Sugar Islander
Anywhere from Jan. 2 to Jan. 17, the Sugar Islander will carry more than
25,500 tons of bulk wheat, corn, soyas or sorghums to Haifa, Israel from an
undetermined U.S. port.'
Other SIU ships running to Israel this month are the ST Potomac and the
ST Tex.
January 1978 / LOG / 21
�Dept. of Energy Must Price LNC Properly
Everyone seems to agree that
LNG (liquified natural gas) is one
of the most promising fuels of the fu
ture. Yet, for some reasons, the De
partment of Energy (DOE) has come
up with a way that could discourage
its use.
A number of plans to import LNG
from Indonesia and Algeria now
await Government approval. DOE
hearings were conducted early this
month and a decision on the import
projects is expected soon. DOE has
already given the go-ahead to a few
of these projects. But at the same
time, the agency is considering put
ting a price on imported LNG that
could destroy the U.S. market for this
much-needed fuel.
And that's not all it could destroy.
Letters to
Death Sparks Crew Reaction;
Brother Frank Sarmento died aboard this vessel, the SS Borinquen, oi
arrival in San Juan. There is no reason for men to die on these ships especially!
the ones running coastwise. If a man is sick, the Coast Guard should be notifiedt
and a helicopter be sent out and either bring a doctor or take thef^ man off thfe :
ship.
•, v;i
The Captain and Chief Mate are not doctors and their diagnosis can proveg
I fatal as in the case on board this vessel. The Chief Mate, Mr. Donald Coco2a;ia,f
did all he could and more to try to save Brother Sarmento, but as we say, he is
I riot a doctor.
ft; So in the future, any man who is sick, and when nobody is absolutely sure|
I what is wrong with him, then the man should be removed from the ship as soool
' as possible. Brother Sarmento may have been saved if a helicopter was sent ouj^
the day before our arrival in San Juari. We imagine this has all been brought upl
before, but vve think the Union should put mOre pressure on the companies
{ and the captains to fulfill this procedure.
Fraternally,
Ship's Committee and Crew
>
SS Borinquen
Best From New Zealand
I
Having received the Log for many, many years I wish to express my apprepift?
ation and to say how much I enjoy reading it.
As a very young man, I was last in New York in 1918 just after World Wari
I. I can remember quite well that in ,these far off days that the conditions for
U.S. seamen on the East Coast were fairly grim. On. the West Coast, condi
tions for seamen were much better, similar to some extent to the conditions on
.Australian and New Zealand shi|jS.
Of course, the advent of the SIU has brought U.S. seamen revolutionary im
provements, far ahead of other countries.
,
I watch with interest the SIU's fight to gain acceptance of an oil cargo prefer
ence bill. I would say that.a 50 percent share of the oil for U.S. ships would
not be unreasonable.
At 76 years of age, this bid sailor"and captain is fit and well. I have got both
anchors down with plenty of cable in good holding ground. So come hell or
high water I am securely moored.
. ft
I wish all associated with the SIU, whether at sea or ashore all the very best
ofgood things in 1971
,
Fraternally,.
iVfaiiriee M. McArBiur
Over a billion dollars of new U.S.
industrial development hinges on the
success of these plans to import LNG.
This includes new LNG terminals in
the U.S. and new American-flag
LNG carriers. It also means millions
of man-years of employment for ship
and plant construction and operation.
As SIU Executive Vice President
Frank Drozak stressed in a recent
letter to the DOE, the proposed pric
ing system for LNG "would end the
promising U.S. LNG ship program
and with it, a major .source of new
U.S. ship construction." It would also
sacrifice the jobs of "more than 1,000
American .seamen over the next 20
years, which equals five percent of
the current manpower of the U.S.
Merchant Marine," he said.
The pricing system being con
sidered is known as incremental pric
ing. Imported LNG costs more than
domestic gas and under this incre
mental pricing system indu.strial
users would have to pay the higher
price rather than residential cus
tomers.
This may sound like a good deal
for the consumer. But it's only one
side of the coin.
Consumers arc not just people
who have to pay fuel bills. Consum
ers are also workers who depend on
their jobs to pay all the bills.
Incremen.aj pricing of LNG
would make the fuel too costly for
regular industrial u.se and it would
make investment in LNG construc
tion projects too risky. The end re
sults would be the destruction of po
tential and perhaps existing jobs for
thousands of workers in industries
that depend on a steady supply of
natural gas. The gas shortages of last
winter that closed factories and laidoff workers in many partsof the coun
try clearly demonstrated that LNG
can .serve a widespread economic
need.
Moreover, incremental pricing dis
criminates against the industries and
workers that could benefit from LNG.
No other fuel is priced this way in the
U.S. The prices of domestic and im
ported oil and ga.s, nuclear fuel, and
January, 1978
coal are now averaged, or rolled-in,
by public utilities in the composite
price they charge customers.
Denying rolled-in pricing for LNG
alone is not a benefit for the con
sumer. It's simply an unfair, advan
tage for competitive fuel interests.
Instead of placing a burden on the
development of the LNG market in
the U.S., DOE should promote this
clean-burning fuel for its environ
mental and economic merits. Almost
a decade of LNG shipping has shown
that the fuel can be safely trans
ported. It can be shipped without the
high risk of pollution that accompan
ies imported oil carried in foreignflag tankers.
Critics of increased LNG imports
say that it will make the U.S. more
dependent on foreign energy sup
plies. Granted, it won't reduce fuel
imports, but it won't increase them
either. LNG will replace the need for
some of our foreign oil—and with
out as much danger of embargo. This
is becau.se ninety-five percent of our
imported oil is carried on foreign-flag
tankers. But, as Herbert Brand, presi
dent of the Tran.sportation In.stitute
pointed out in the DOE hearings,
fifty percent of the LNG imports
will reach the U.S. on Americanflag vessels.
This means that the countries that
supply our LNG will be less, likely to
withhold the fuel for political rea
sons than they would oil. Since they
won't find many Liberian or Pana
manian registered ve.ssels equipped
to take this special cargo to other
markets, an LNG embargo of the
U.S. would mean large financial
lo.sses for these countries.
Energy self-reliance is an impor
tant goal for this country, but its
achievement is still far in the future.
If we must import foreign fuels—
and we must now—let us import the
fuel that gives this country the most
economic and environmental benefits.
For this reason, the SIU urges the
DOE to approve all pending plans to
import LNG and to keep the tradi
tional rolled-in pricing system for
this fuel.
LOG
Official Publication of ifie Seafarers International Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFL-CIO
Vol. 40, No. 1
Executive Board
Paul Hall
President
Frank Drozak
Joe DiGiorgio
Executive Vice President
Secretary-T reasurer
Vice President
Earl Shepard
Lindsey Williams
Paul Drozak
Vice President
Vice President
Vice President
Cal Tanner
lltlOIIPRiSSl
Marietta Homayonpour
389
Editor-in-Chief
James Gannon
Managing Editor
Ray Bourdius
Marcia Reiss
Edra Ziesk
Assistant Editor
Assistant Editor
Assistant Editor
Frank Cianciotti
Dennis Lundy
Chief Photographer
Associate Photographer
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Uniun, Atlantic, Gulf. Lakes and Inland Waters
District, AFL-CIO, 675 Fourth ,We.. Brooklyn, N.Y. 11232. Tel. 499-6600. Second class oostaee
paid at Brooklyn, N.Y.
22/ LOG/January 1978
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Lnndeberg Sehool
The Harry Lundeherg School in Piney Point, Md. has announced
Us complete upgrading program schedule for 1978.
It is a very comprehensive program. It covers a complete range of
courses for all ratings in all areas—including programs for deep sea.
Great Lakes and inland members.
This supplement gives a complete rundou n of all courses that will be
offered at the School this year. It includes descriptions of the
courses, as well as all eligibility requirements. Also included is a
schedule of all starting dates for these programs.
The SHJ encourages its members to take advantage of the many
upgrading opportunities available at the Lnndeberg School. I or SlU
members, upgrading means higher pay find job security for the future.
Take a step forward in 1978. Come to your School—the Lnndeberg Schtufland participate in one or more of these upgrading programs. YouAl
never regret it!
-e
Upgrading Programs
I
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Deep Seaf
Great Lakes,
Inland
For 1978
January 1978/ LOG / 23
m
s.:'
�COURSE OFFERINGS-OCEAN AND GREAT LAKES
Deck Department
ABLE SEAMAN
12 Months Any Wafers
ABLE SEAMAN
Unlimited Any Waters
The course of instruction leading to
endorsement as Able Seaman 12 Months
Any Waters, or Able Seaman Unlimited
Any Waters consists of classroom work
and practical training in deck seamanship,
rules of the road, marlinspike seamanship,
helmsmanship, cargo handling, safety, fire
fighting, emergency procedures, and first
aid.
Eligibility
All candidates must be 19 years of age
or older.
All candidates must pass a physical
examination given by a medical officer of
the U.S.P.H.S. or a certified reputable
physician.
All men wishing to qualify for Able
Seaman endorsements must either have a
lifeboatman endorsement or first complete
the lifeboat course offered at the school.
All candidates for endorsement as Able
Seamen 12 Months Any Waters must
show discharges totaling a minimum of
twelve months seatime as ordinary sea
man.
All candidates for Able Seaman Un
limited Any Waters must show discharges
totaling 36 months as ordinary seaman or
acting able seaman.
Any graduate from the Harry Lundeberg School entry rating program at Piney
Point can qualify for the 12 Months Able
Seaman endorsement after eight months
seatime as ordinary seaman.
Length of Course is four weeks.
QUARTERMASTER
The course of instruction leading to
certification as quartermaster includes use
of the magnetic and gyro compass, rules
of the road, knots and splices, fire fighting,
emergency procedures, international codes
and signals, bridge publications and instru
ments, aids to navigation, a review of deck
seamanship, instruction in radar, loran,
fathometers, and RDF, and weather, tides
and currents.
Eligibility
All candidates for certification as quar
termaster must hold a U.S. Coast Guard
endorsement as Able Seaman Unlimited
Any Waters.
Length of Course is four weeks.
Engine Department
i
:
FIREMAN, OILER,
WATERTENDER (FOWT)
I
Topics covered in this course include
: parts of a boiler, firefighting and emerI gency procedures. Practical training on
: one of the ships at the School includes
• putting boilers on the line, changing
: burners, operating auxiliary equipment
I and starting and securing main engines.
i Eligibility
I
All candidates must pass a physical exI amination given by a medical officer of the
j U.S.P.H.S. or a certified reputable physi: cian.
I
All candidates for endorsement as fire: man, watertender and oiler must have dis• charges showing six months seatime as
; wiper. Any graduate from the Harry Lun! deberg School entry rating program at
: Piney Point can qualify after three months
: seatime as wiper.
; Length of Course is four weeks.
I
QMED Any Rating
;
I
1
!
j
I
The curriculum for certification and
endorsement as QMED Any Rating consists of courses leading to the following
ratings: pumpman, refrigeration engineer,
electrician, machinist, deck engineer, junior engineer and deck engine mechanic.
I
Eligibility
Steward Department
CHIEF STEWARD
CHIEF COOK
The course of instruction leading to cer
tification as chief steward includes pri
marily classroom instruction supplemented
by ample on-the-job training. Topics cov
ered are menu planning, work supervision,
organization, typing, inventory control and
requisitioning procedures. Sanitation, nu
trition and safety are also highlighted. The
student will be actively involved in all
phases of the school's food service super
vision.
The course of instruction leading to cer^
tification as a chief cook includes both
classroom and on-the-job training. Topics
covered are the preparation of meats,
poultry, seafood, soups, sauces, and
gravies. The student will also concentrate
on identifying meat cuts by the use of
charts, work organization, sanitation and
the use of recipes.
Eligibility
All candidates must have .seatime
and/or training in compliance with one
of the following:
• three years seatime in a rating above
3rd cook or a.ssistant cook, or
• four months seatime as 3rd cook or
assistant cook or higher, four months
seatime as cook and baker or higher,
four months seatime as chief cook
and hold HLS certificates of comple
tion for each program, or
• nine months seatime as 3rd cook or
assistant cook or higher, four months
seatime as cook and baker or higher,
four months seatime as chief cook
and hold HLS certificates of comple
tion for the cook and baker and chief
cook programs, or
• nine muiiths seatime as 3rd cook or
assistant cook or higher, nine months
seatime as cook and baker or higher
and four months seatime as chief
cook and hold an HLS certificate of
completion for the chief cook pro
gram.
Length of Course is six weeks.
ASSISTANT COOK
The course of instruction leading to
certification as assistant cook includes both
classroom and on-the-job training. Topics
covered are the preparation, cooking and
serving of vegetables (fresh, canned and
frozen), cooked salads, sandwiches, break
fast foods and night lunches. Emphasis is
placed on the basic of food preparation
including sanitation, dietary values, work
organization and the use of recipes.
Eligibility
All candidates must have seatime
and/or training in compliance with one
of the following:
• six months seatime as cook and baker
or higher, or
• two years seatime in the steward de
partment, with four months as 3rd
cook or assistant cook or higher and
four months as cook and baker, or
• four months seatime as 3rd cook or
assistant cook, four months seatime
as cook and baker and hold HLS cer
tificate of completion for each pro
gram, or
• nine months seatime as 3rd cook or
assistant cook and four months sea
time as cook and baker and hold a
certificate of completion for the HLS
cook baker training program.
Length of Course is six weeks.
COOK AND BAKER
The course of instruction leading to cer
tification as cook and baker includes both
classroom instruction and on-the-job train
ing in the bake shop and galley. Topics
covered are the baking of breads, rolls,
pies, cakes, cookies and breakfast pastries.
The student will also concentrate on des
sert and breakfasts preparations, sanita
tion and work organization. Careful at
tention to recipe requirements is also high
lighted.
Eligibility
All candidates must have nine months
seatime in the steward department, or
three months seatime in the steward de
partment and be a graduate of the HLS
entry rating program.
All candidates must have seatime and/
or training in compliance with one of the
following:
• nine months seatime as 3rd cook or
assistant cook or higher, or
• 18 months in the steward depart
ment with four months as a 3rd cook
or assistant cook or higher, or
• four months seatime as 3rd cook or
assistant cook or higher and hold a
certificate of completion from the
HLS assistant cook training program.
Length of Course is six weeks.
Length of Course is six weeks.
Eligibility
AUTOMATION
The course of instruction leading to
certification for automated vessels consists
of both classroom and practical training
which includes the operation and control
of automated boiler equipment, systems
analysis and the operation of remote con
trols for all components in the steam and
water cycles.
Eligibility
Applicant must hold a Coast Guard en
dorsement as QMED Any Rating.
Length of Course is four weeks.
MAINTENANCE OF
SHIPBOARD
REFRIGERATION SYSTEMS
The course of instruction leading to
certification in operation and maintenance
of refrigeration systems consists of basic
parts replacement and overhaul, electrical
circuitry, electrical wiring and trouble
shooting, refrigeration maintenance pro
cedures and refrigeration trouble shooting.
Upon completion of the course, an HLS
certificate of graduation will be issued.
Eligibility
All candidates must hold an endorse
ment as FOWT and have a minimum of
six months .seatime in a rating.
Engine room personnel must hold a
QMED Any Rating endorsement or en
dorsements as Electrician and Refrigera
tion Engineer.
Length of Course is twelve weeks.
Length of Course is six weeks.
MARINE ELECTRICAL
MAINTENANCE
The course of instruction leading to
certification in marine electrical mainte
nance covers electrical power systems,
electrical measuring instruments, class
room and practical training
Eligibility
All applicants must hold a QMED Any
Rating endorsement, or endorsement as
Electrician.
Length of Course is six weeks.
PUMPROOM MAINTENANCE
AND OPERATION
The course of instruction leading to cer
tification in pumproom maintenance and
operation consists of cargo properties and
emergency procedures, tanker develop
ment and construction, operation and
maintenance of valves, loading procedures,
cargo pump operation, cargo measure
ment, and discharging procedures.
WELDER
The course of instruction in basic weld
ing consists of classroom and on-the-job
training. This includes practical training
in electric arc welding and cutting and oxyacetyline brazing, welding and cutting.
Upon completion of the course, an HLS
certificate of graduation will be issued.
Eligibility
Engine department personnel must hold
endorsement as FOWT. Deck and Steward
Department personnel must hold a rating
in that department.
Length of Course is four weeks.
DIESEL ENGINES
The course of instruction familiarizes
students with diesel engine operations and
includes both classroom and practical
training in the types, design, construction
and characteristics of various diesel en
gines, diesel nomenclature and principles
of operation.
Eligibility
All applicants must hold a QMED Any
Rating endorsement, or endorsement as
Pumpman.
The course is open to all interested stu
dents.
Length of Course is six weeks.
Length of Course is four weeks.
Eligibility
ALL Departments Deep-Sea
LNG
The course of instruction leading to
certification for LNG ships consists of
basic chemistry, tank and ship construc
tion, gasification, reliquefaction proced
ures, inert gas and nitrogen systems, in
strumentation, safety and fire fighting,
loading, unloading and transporting LNG.
Upon completion of the course, an HLS
certificate of graduation will be issued.
Eligibility
Engine room personnel must hold an
endorsement as FOWT or QMED any
rating. Deck and steward department
people must hold a rating in that depart
ment.
Length of Course for deck and engine de
partment personnel is four weeks; three
weeks for steward department personnel.
LNG SAFETY COURSE
The course of study is a basic safety
program to indoctrinate the seafarers who
will be working on board LNG vessels in
the nature of cargo, its hazards, and pro
cedures to be followed in an emergency.
Eligibility
All seafarers are eligible for this course.
Length of Course is two weeks.
LIFEBOATMAN
Eligibility
All candidates in any department who
have a minimum of 90 days seatime are
eligible for the course. This lifeboat course
is approved by the U.S. Coast Guard and
supersedes the normal requirements of a
minimum of one year seatime in the Deck
Department or two years in the Ste,ward or
Engine Department to qualify for an en
dorsement as lifeboatman.
Length of Course is two weeks.
,.
�COURSE OFFERINGS—TUGS AND TOW BO ATS
iiiii>niiiiiiiiiigNi%niininiiiiiiiiniiininiiii%ioiiiiiiiiiiiiiiiiiiiniiii«^^^^
ABLE SEAMAN
Tugs and Towboats Any Waters
The course of instruction leading to the
endorsement as Able Seaman Tugs and
Towboats Any Waters consists of class
room work and on-the-job training. The
topics covered include deck seamanship,
rules of the road, wheel commands, mag
netic and gyro compass, barge handling,
knots and splices, rigging, fire fighting,
safety, and first aid. (Instruction tor AB
Bays and Sounds and AB Seagoing Barges
is also offered.)
show evidence of four years service in the
engine room of which one year must" have
been as a licensed assistant engineer. Twothirds of the required service must have
been on motor vessels.
All candidates for assistant engineer
must show evidence of three years service
in the engine room. Two-thirds of the re
quired service must have been on motor
vessels.
There are no requirements for anyone
who is interested in taking the diesel en
gine course but is not interested in receiv
ing the Coast Guard license.
Eligibility
All candidates must be 19 years of age
or older.
All candidates must pass a physical ex
amination given by a medical officer of
the U.S.P.H.S. or a certified reputable
physician.
All candidates wishing to qualify for
Able Seaman endorsements must hold the
Coast Guard endorsement as lifeboatman
or complete the lifeboat course offered at
the school.
All candidates for the endorsement as
Able Seaman Tugs and Towboats Any
Waters must present a letter of service
showing 18 months seatime on deck in
vessels operating on oceans or coastwise
routes, or on the Great Lakes, or on bays
and sounds connected directly with the
seas.
Length of Course is four weeks.
CfflEF ENGINEER
ASSISTANT ENGINEER
Uninspected Motor Vessel
The course of instruction for an original
engineer's license includes both classroom
and practical training in the types, design,
construction and characteristics of various
diesel engines, diesel nomenclature and
principles of operation and much more.
Eligibility
All candidates must be citizens of the
United States.
All candidates must pass a physical ex
amination given by a medical officer of the
U.S.P.H.S. or a certified reputable physi
cian.
All candidates for chief engineer must
Length of Course is eight weeks for those
students who take the Coast Guard licens
ing exam. For those not taking the exam,
the length of the course is four weeks.
TANKERMAN
The course of instruction leading to en
dorsement as tankerman consists of all
aspects of loading, transferring and un
loading of various cargoes carried by tank
barges.
Eligibility
All candidates must pass a physical ex
amination given by a medical officer of the
U.S.P.H.S. or a certified reputable physi
cian.
All candidates for certification as tank
erman must have a letter from the com
pany for which they have worked certify
ing their ability to handle the various types
of fuels for which they wish the certificate.
Length of Course is two weeks.
TOWBOAT INLAND COOK
The course of instruction leads to cer
tification as inland cook. Candidates re
ceive classroom and on-the-job instruction
in food preparation on board towboats and
tugs. Emphasis is on the basic methods of
preparing all meals for a crew of six to
twelve men.
Eligibility
All candidates must have served at least
six mouths oil board an inland vessel.
Length of Course is six to twelve weeks.
Nayigation Deparl-ment
ORIGINAL TOWBOAT
OPERATOR LICENSE
The course of instruction leading to li
censing as towboat operator or 2nd class
towboat operator uninspected towing ves
sels on inland waters, western rivers, Great
Lakes, oceans, or oceans not more than
200 miles offshore will consist of both
classroom and practical work.
An applicant seeking licensing for more
than 200 miles offshore must also hold a
first aid certificate and his course will in
clude celestial navigation with problems
on latitude by Polaris, latitude by merid
ian, altitude, longitude by observation of
the sun.
Eligibility
All candidates for 2nd class operator
must be at least 19 years of age.
All candidates must be citizens of the
United States.
All candidates must pass a physical ex
amination given by a medical officer of the
U.S.P.H.S. or a certified reputable physi
cian.
All candidates for towboat operator
must show evidence of three years service
on vessels 26 feet in length or over. This
service must have included training or
duties in the wheelhouse.
All candidates for 2nd class operator
must have evidence of 18 months service
on deck on a towing vessel. This service
must have included training or duties in
the wheelhouse.
All candidates must have at least three
months service in each particular geo
graphical area for which application for
licensing is made.
Length of Course for inland waters, west
ern rivers. Great Lakes, or oceans not
more than 200 miles offshore is six weeks.
The license course for oceans is eight
weeks.
MASTER/MATE
Uninspected Vessels Not Over
300 Gross Tons Upon Oceans
The course leading to licensing as
master or mate consists of instruction in
the following areas: celestial navigation,
rules of the road, chart navigation, han
dling of tugboats, seamanship, aids to navi
gation, and safety. In addition, applicants
must hold first aid and CPR certificates.
Eligibility
All candidates for master must be 21
years old.
All candidates for mate must be 19 vears
old.
All candidates must be citizens of the
United States.
All candidates must pass a physical ex
amination given by a medical officer of
the U.S.P.H.S. or a certified reputable
physician.
All candidates for master must show
evidence of four years .service at sea on
deck. One year of this service must have
been as a licen.sed mate.
All candidates for mate must show evi
dence of three years service at sea on deck.
Length of Course is ten weeks.
FIRST CLASS PILOT
The course leading to licensing as a first
class pilot consists of instruction in the
following areas: inland rules of the road,
pilot rules applicable to the route, local
knowledge of winds, weather, tides, cur
rents, etc., chart navigation, aids to navi
gation, ship handling and more. In addi
tion, applicants must hold first aid and
CPR certificates.
Eligibility
All candidates must be 21 years of age.
All candidates must be citizens of the
United States.
All candidates for pilot must show evi
dence of three years service in the deck
department on steam or motor vessels. 18
months of this time shall have been as
able seaman or equivalent. Of this 18
months one year shall have been in the
capacity of quartermaster, wheelman, AB,
or an equivalent position which included
standing regular watches on the wheel in
the pilot house as part of the routine
duties. This .service shall have been on ve.ssels operating on the waters of the cla.ss
for which pilotage is sought, and 25 per
cent of thfs service shall have been ob
tained during the three years preceding
the application lor licensing.
All candidates must have made the
mininiLini number of normal trips over
the route for which the applicants seek
licensing as pilot. This minimum number
is determined by the OCMI of that juris
diction.
All candidates must have made one nor
mal trip over the route within six months
immediately preceding the date of applica
tion.
All candidates must pass a physical ex
amination given by a medical ollicer of the
U.S.P.H.S. or a certified reputable physi
cian.
Length of Course is six weeks.
•••••••I
• a • • • ••
I 'For a better job today.
and job security
tomorrow.'
�HLS UPGRADING CLASS SCHEDULE 1978
Below is complete list of all upgrading courses,
and their starting dates, that are available for
SIIJ members in 1978. These include courses for
deep sea,Great Lakes, and inland ivaters.
SW members should be aware that certain
LNG
courses may be added or dropped from the
schedule as the need arises. However, the Log
will try to keep you abreast of these changes,
For further information regarding the courses
offered at the Lundeberg School, members
February 6
March 6
April 3
May 1
May 29
June 26
July 24
August 21
September 18
October 16
November 13
December 11
QMED
January 2
May 29
October 2
FOWT
January 5
February 16
March 30
May 11
July 10
August 31
October 16
November 23
Pumproom, Maintenance &
Operation
October 9
:J7
should contact their local SW representative, or
write to the Lundeberg School Vocational Edu
cation Department, Piney Point, Md. 20674.
or call the School at (301) 994-0010
Towboat Operator Scholarship
Program
February 20
May 29
Towboat Operator Western
Rivers, Inland & Oceans
August 14
Mate & Master
September 25
Pilot
May 15
Chief Steward (maximum 1
student per class)
February 6
March 6
April 3
May 1
May 29
June 26
July 24
August 21
September 18
October 16
November 13
December 11
Chief Cook and Cook & Baker
(maximum 2 students for Chief
Cook and 2 students for Cook &
Baker for each class scheduled)
February 6
February 20
March 6
March 20
April 3
April 17
May 1
May 13
May 29
June 12
June 26
July 10
July 24
August 7
August 21
September 4
September 18
October 2
October 16
October 30
November 13
November 27
December 11
December 22
Marine Electrical Maintenance
Maintenance of Shipboard
Refrigeration Systems
Automation
March 6
Diesel Engineer
January 16
July 31
Welding
February 6
February 20
March 6
March 20
April 3
April 17
May 1
May 13
May 29
June 12
June 26
July 10
July 24
August 7
August 21
Sepfcwiber 4
September 18
October 2
October 16
October 30
November 13
November 27
December 11
December 22
Able Seaman
January 19
March 20
May 1
June 12
July 10
August 17
September 18
November 13
Quartermaster
April 3
October 16
L
Assistant Cook
Lifeboat and Tankerman
'sf-
Special Programs to be
Set Up Upon Request
January 19
February 2
February 16
March 2
March 16
March 30
April 13
April 27
May 11
May 25
June 8
June 22
July 6
July 20
August 3
August 17
August 31
September 14
September 28
October 12
October 26
November 9
November 24
December 7
December 21
�iiuiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiii
Info for Filing Your 1977 Tax Return
April 15,1978, is the deadline for filing
Federal income tax returns. As is custom
ary at this time of year, the SlU Account
ing Department has prepared the following
detailed tax guide to assist SlU members
in filing their returns on income earned
in 1977.
I•
I
1
111
were married on December 31, consider
yourself married for the whole year. If you
Were single, divorced,or legally separated
on December 31, consider yourself single
for the whole year. If you meet the tests
for Were You Married and Living Apart
From Your Spouse? you may consider
yourself single for the whole year.
ftfM
"'WM »"»<"« adflfl
CP,
1 ; J STCI, 1
2•
Please note these important reminders
and changes made this year.
g
3 • Mjff.fcjy
5
i
4
9
Who Must File
The income level at which an income
tax return must be filed has been increased.
If your income is less than $6,200, be sure
to see below under "who must file."
Standard Deduction
(Zero Bracket Amount)
The former standard deduction has been
replaced by a flat amount the law calls
"zero bracket amount." This amount de
pends on your filing status. It is no longer
a separate deduction as such; instead the
equivalent amount is built into the new
simplified tax tables and tax rate schedules.
Since this amount is built into the tax
tables and tax rate schedule, taxpayers who
itemize deductions will need to make an
adjustment. However, itemizers will not
experience any change in their tax liability
and the tax computation will be simplified
for many itemizers.
Tax Tables
Because of changes in the law, new
simplified tax tables make it easier for you
to find your tax if your income is under
certain levels. Now, even if you itemize
deductions, you may be able to use the
tax tables to find your tax easily. In ad
dition, you no longer need to deduct $750
for each exemption or figure your general
tax credit, because these amounts are also
built into the tax tables for you.
The General Tax Credit has been re
vised to take into consideration the exemp
tions for age and blindness. Married tax
payers filing separate returns will now be
limited to a credit based on $35 per ex
emption. If you find your tax in the tax
tables, you will not need to compute this
credit since it is already figured for you.
New Jobs Credit
A new credit is allowed for business
employers who hire additional employees.
Please see Form 5884.
Disability Income Exclusion (Sick Pay)
The new rules for the disability income
exclusion that originally were to go into
effect in 1976 were postponed for one year
and are" now effective for 1977. Under
these rules you may be able to exclude up
to $100 a week of your pension income,
but only if you are under 65 and totally
and permanently disabled.
Alimony Paid
Payments for alimony are now adjust
ments to income. You no longer have to
itemize deductions to claim a deduction
for alimony you paid.
Moving Expense Rules Have
Been Liberalized
The mileage test has been decreased
from 50 miles to 35 miles, while the dol
lar limits on deductible amounts have been
increased. See Instructions for Form 3903.
Deductions for Attending
Foreign Conventions
Certain new restrictions apply to ex
penses that can be deducted for attending
foreign conventions.
Who Must File
Whether or not you must file a return
depends primarily on the amount of your
income and your filing status.
These rules are for all U.S. citizens and
resident aliens, including those under 21
years of age. These rules also apply to
those nonresident aliens and resident aliens
who are married to citizens or residents
of the U.S. at the end of 1977 and who
elect to file a joint return.
File a return if you are:
And your
income is
at least:
Single (legally separated, di
vorced, or married living apart
from your spouse for the en
tire year with dependent child)
and;
—You are under 65
$2,950
—You are 65 or older ....
3,700
A person who can be
claimed as a dependent on
your parent's return, and have
taxable dividends, interest, or
other unearned income of
$750 or more
750
A qualifying widow(er with)
dependent child and:
—You are under 65
3,950
—You are 65 or older ....
4,700
Married filing jointly, living
with your spouse at the end of
19,77 (or at date of death of
spouse), and;
—Both of you are under 65
4,700
—One of you is 65 or older
5,450
—Both of you are 65 or
older
6,200
Married filing separately or
married but not living with
your spouse at the end of 1977
750
A person entitled to exclude
income from sources within
U.S. possessions
750
Self-employed and your net earnings
from self-employment were at least $400.
Even if you are not required to file a
return, you should file to get a refund if
(1) income tax was withheld, or (2) you
are eligible for the earned income credit.
If you are filing only to get a refund, please
see Form 1040A Instructions to deter
mine whether you can file Form 1040A.
When to File
You should file as soon as you can after
January 1, but not later than April 17,
1978. Late filing may subject you to pen
alties and interest.
Amended Return
Use Form 1040X to correct any error
in a previously filed income tax return.
i
Where to File
Please use the addressed envelope that
came with your return, or use the address
for your State. Mail your return to the In
ternal Revenue Service Center for the
place where you live.
How to Pay
Attach check or money order for full
amount when you file. Make it out to "In
ternal Revenue Service" and be sure to
write your social security number on it.
If line 66 is under $1, you do not have to
pay. If your payment due IRS is large, see
your payroll office about filing a new Form
W-4 to increase the amount of tax to be
withheld from your wages.
Rounding Off to Whole Dollars
You may round off cents to the nearest
whole dollar on your return and schedules,
provided you do so for all entries on your
return unless instructions for a particular
form or line specify otherwise. You can
drop amounts under 50 cents—increase
amounts from 50 to 99 cents to the next
dollar. For example; $1.39 becomes $1
and $2.69 becomes $3.
U.S. Citizens Living Abroad
Generally, foreign source income must
be reported. See Publication 54, Tax
Guide for U.S. Citizens Abroad.
Death of Taxpayer
If a person died in 1977, or in 1978
before filing a return for 1977, the sur
viving spouse or personal representative of
the estate must file a return for the person
who died.
Presidential Election Campaign Fund
You may have $1 go to this fund by
checking the Yes box. On a joint return,
the election is available for both spouses.
Both of you may elect to have $1 go to
this fund. Both may elect not to have $1
go to this fund. One may elect to have $1
go to this fund and the other may choose
not to.
Checking Yes will not increase your tax
or reduce your refund.
You may not claim this amount as a
credit for contributions for candidates for
public office on line 38.
Your Filing Status—Wbicb Box to Cbeck
Decide How You Should FUe
From the Explanations Below
IVere You Married or Single?—If you
If your spouse died during 1977, con
sider yourself married to your spouse for
the whole year, unless you remarried be
fore the end of your taxable year.
Married Persons.—Should you file joint
or separate returns?
loint Return.—In most cases, married
couples will pay less tax if they file jointly.
You and your spouse can file a joint re
turn even if you did not live together for
the full year. Both you and your spouse
are responsible for any tax due on a joint
return, so if one of you does not pay, the
other may have to.
Things to Remember on a Joint Re
turn.—You must report all income, ex
emptions, deductions, and credits for you
and your spouse. Both of you must sign
the return.
Separate Returns.—You can file sep
arately if both you and your spouse had
income or if only one of you had income.
Both you and your spouse must figure
your tax the same way. This means if one
itemizes deductions, the other must item
ize. You each report only your own in
come exemptions, deductions, and credits,
and you arc responsible only for the tax
due on your own return.
Were You Married and Living Apart
From Your Spouse?—Certain married
persons can file as Single or as Unmarried
Head of Household and take advantage
of lower tax rates. In addition to other
benefits, this means that you may be eli
gible to claim the earned income credit.
It also means that if your spouse itemizes
deductions, you do not have to. Both you
and your spouse can file this way if both
meet the tests.
You can file as a single person, and
check box 1 for Single, if you meet all of
the following tests:
(/) You file a .separate return.
(2) You paid more than half the cost to
keep up your home for 1977.
(3) Your .spouse did not live with you
at any time during 1977.
(4) For over six months of 1977, your
home was the main home of your child or
stepchild whom you can claim as a
dependent.
If you meet tests (1) through (4) above
you may be eligible to check box 4 for
Unmarried Head of Household.
Were You an Unmarried Head of
Household?—There are special tax rates
for a person who can meet the tests for
the Unmarried Head of Household filing
status. These rates arc more beneficial than
the rates for Single and Married Filing
Separately.
You may use this filing status ONLY IF
on December 31, 1977, you were unmar
ried (including certain married persons
living apart) or legally separated and met
one of the following tests:
(1) You paid more than half the cost of
keeping up a home which was the main
home of your father or mother whom you
can claim as a dependent (you did not
have to live with that parent).
(2) You paid more than half the cost of
keeping up your home which, except for
temporary absences for vacation, school,
etc., was lived in all year by one of the
following:
fa) Your unmarried child, grandchild,
foster child or stepchild. This person did
not have to be your dependent.
(b) Any other person listed under
Lines 6c and 6d—Children and Other De
pendents, whom you can claim as a .de
pendent provided he or she is not your
dependent under a multiple support agree
ment (this is where two or more taxpayers
Continued on Page 28
January 1978/LOG/27
/
�«*«LKa»^«W=^
«-.» ^-<-;-,m».n.-.-^#:S7rrj^-^MW.aT-5?»' ' T^'S-Ai --•-cr r-Jf. 5rrttf«rMWrB*V,»*Si-a
Continued from Page 27
supported the relative and no one gave
more than half the support).
Note: If you are claiming the filing
status of Unmarried Head of Household
please enter the person's name who quali
fies you for this status in the space pro
vided after box 4. If more than one per
son qualifies you for this status, you need
enter only one person's name.
If you were married to a nonresident
alien, you may qualify for the Unmarried
Head of Household filing status under cer
tain circumstances. Consult an IRS office
for further information.
IVcre You a Qualifying Widow or
Widower With a Dependent Child?—If
so. you may still be able to use joint re
turn tax rates for 1977 and use Tax Table
B or Tax Rate Schedule Y.
If your spouse died during 1976 or
1975 and you did not remarry before the
end of 1977. you can file a return for
1977 showing only your own income, ex
emptions. deductions, and credits, and
figure your tax at joint return rates if you
meet all of the following tests:
t/) You could have filed a joint return
with your spouse for the year your spouse
died. Whether you actually filed jointly
does not matter.
(2) You bad living with you (except
for temporary absences for vacation and
school) a child or stepchild you can claim
as a dependent.
(3) You paid over half the cost of keep
ing up the home for this child for the en
tire year.
Check box 5, Qualifying widow(er) with
dependent child, and give year of your
spouse's death in the parentheses. Do not
claim an exemption for your spouse. You
can claim the exemption only for the year
your spouse died.
Exemptions
Each taxpayer is entitled to a personal
exemption of $750 for himself, $750 for
his wife, an additional $750 if he is over
65 and another $750 if he is blind. The
exemptions for age and blindness apply
also to a taxpayer's wife, and can also be
claimed by both of them.
In cases where a inan's wife lives in a
foreign country, he can still claim the
$750 exemption for her.
In addition a taxpayer can claim $750
for each child, parent, grandparent,
brother, brother-in-law, sister, sister-in^
law, and each uncle, aunt, nephew or
niece dependent on him, if he provides
more than one-half of their support during
the calendar year. The dependent must
have less than $750 income and live in the
U.S., Canada, Mexico, Panama or the
Canal Zone.
A child under 19, or a student over 19
can earn over $750 and still count as a
dependent if the taxpayer provides more
than one-half of his support.
The law also enables a seaman who is
contributing more than ten percent of the
support of a dependent to claim an exemp
tion for that individual, provided the other
contributors file a deelaration that they
will not claim the dependent that year.
Credit for Exemptions—
General Tax Credit
For 1977 and 1978, a general tax credit
is incorporated into the tax tables equal to
28 / LOG / January 1978
the greater of $35 for each personal ex
emption claimed (personal exemption
credit) or 2% of the first $9,000 of tax
able income reduced by the zero bracket
amount (taxable income credit). The tax
tables will automatically decide which
credit is better for the taxpayer.
Those taxpayers who use the tax rate
schedules must compute the general tax
credit for themselves taking the greater of
the personal exemption credit or the tax
able income credit. Married persons filing
separately are limited to the personal ex
emption credit.
In addition, a $750 deduction (taken
against income) is allowed for each
exemption.
der which you can take an investment
credit, for investment in certain trade or
business property, you should get Form
3468.
Foreign Tax Credit.—If you paid in
come tax to a foreign country or U.S. pos
session, you should get Form 1116 to see
if you can claim this credit.
Credit for Federal Tax on Special Fuels,
etc.—Enter any credit you can claim for
special fuels and nonhighway gasoline and
lubricating oil.
Please attach Form 4136. For more in
formation, you .should get Publication 225,
Farmer's Tax Guide, or Publication 378,
Federal Fuel Tax Credit or Refund for
Non-highway and Transit Users.
Excess FICA and RRTA Tax Withheld
—More than One Employer.—If you had
more than one employer in 1977 and to
gether they paid you more than $16,500
in wages, too much social security (FICA)
tax and railroad retirement (RRTA) tax
may have been taken out of your wages.
If too much was withheld, you may be
able to take credit for it against your in
come tax. Please use the following steps
to figure your credit. If you are filing a
joint return, you have to figure this sep
arately for you and your spouse. If you
are a railroad employee and you claim the
credit, attach a statement from your em
ployer showing the amount of employee
RRTA compensation and amount of
RRTA tax withheld.
Step 1. (a) Add all FICA and
RRTA tax with
held by employers
from your wages
for 1977.* Enter
the total here ... $
(b) Add all uncol
lected FICA or
RRTA tax on tips,
if any. Enter the
total here
Step 2. Add (a) and (b)
$
Step 3. Subtract
e 965.25
Step 4. Enter this amount on
Form 1040, line 59 . . $
Earned Income Credit
The Tax Reduction and Simplification
Act of 1977 has extended the earned in
come credit through 1978. It is allowed
for earned income, hut only for persons
whose income is less than $8,000.
The credit is 10% of the first $4,000 of
earned income, but is reduced by 10%
of adjusted gross income (or of earned
income if greater) in excess of $4,000.
Thus, credit is greatest at $4,000 of
earned income, and is eliminated if ad
justed gross income or earned income ex
ceeds $8,000.
If the credit exceeds the tax liability, the
taxpayer is paid the difference as a refund.
The credit is available to a parent who
maintains a household for a child who is
either under 19, or a full-time student, or
disabled and a dependent of the taxpayer.
Married taxpayers living together must
file jointly to get the credit. It is not al
lowed a taxpayer claiming the exclusion
for income earned abroad or the exclu
sion for income from a U.S. possession.
Community property laws are disregarded
and only the actual earner of the income
qualifies for credit.
"Earned income" is compensation for
services as an employee and net earnings
from .self-employment, and includes tips.
Credit for Contributions to Candidates
for Public Office, etc.—You may claim a
*Note; Do not include more than
tax credit here or an itemized deduction
$965.25
for any one employer. If any one
on Schedule A, line 31, but you cannot
employer
withheld more than $965.25,
claim both, for contributions to candidates
you
should
ask the employer to refund
for public office and political committees
the
excess
to
you. You cannot take credit
and to newsletter funds of candidates and
for
it
on
your
return.
elected public officials. Publication 585,
Voluntary Tax Methods to Help Finance
. . Credit for Wages Paid or Incurred in
Political Campaigns, explains whether a
Work
Incentive (WIN) Program.—Busideduction or credit is better for you.
ne.ss employers may claim a credit of 20
If you elect to claim a credit, add up the
percent of the salaries and wages paid or
money you gave to help pay campaign ex
incurred to employees hired under a Work
penses of candidates for public office, po
Incentive
(WIN) Program. The credit is
litical committees and to newsletter funds
allowed
for
salaries and wages paid or in
of candidates and elected public officials.
curred
in
the
first 12 months of employ
If you are filing a separate return, enter
ment.
HALF the amount you gave, but not more
Employers may also claim a credit of
than $25. If you are married, filing a joint
20 percent of salaries and wages paid for
return, enter HALF the amount you gave,
business or nonbusiness employment of
but not more than $50. Do not enter more
certain Federal welfare recipients. For
than the amount on Form 1040, line 37
non-business employers, this credit is
reduced by the amount of credits on lines
limited to $1,000 for each employee.
39, 41, and 42. Make a side calculation
Please see Form 4874.
before you enter the credit here.
New Jobs Credit.—Business employers
Do not claim this credit for the amount,
who hire additional employees during the
if any, you checked off to go to the Presi
year may qualify for this credit. Generally,
dential Election Campaign Fund.
this credit is based upon the aggregate
Credit for the. Elderly.—You may be
unemployment insurance wages under the
able to claim this credit and reduce your
Federal Unemployment Tax Act (FUTA).
tax by as niuch as $375 (if single), or
Please
get Form 5884 New Jobs Credit
$562.50 (if married filing jointly), if you
and Publication 902, Tax Information on
are:
Jobs Tax Credit, for additional details.
(1) Age 65 or older, or
Energy Credits.—This line and line 61a
(2) Under age 65 and retired under a
have been reserved for credits for energy
public retirement system.
expenses. At the time these in.structions
For more information, please see in
were printed. Congress was considering
structions for Schedules R and RP.
legislation
that would allow credits for
Credit for Child and Dependent Care
these expenses. Under this pending legis
Expenses.—Certain payments made for
lation, you may be entitled to claim the
child and dependent care may be claimed
energy credits against your income tax. If
as a credit against your tax.
you have any questions about whether you
If you maintain a household that in
qualify for the credits at that time, please
cluded a child under age 15 or a dependent
contact an IRS office.
or spouse incapable of self-care, you may
If the legislation does not pass, do not
be allowed a 20 percent credit for employ
make
an entry on this line or line 61a.
ment related expenses. These expenses
Dividend Income
must have been paid during the taxable
If a seaman has dividend income from
year in order to enable you to work either
stocks he can exclude the first $100 from
full or part time.
his gross income.
For detailed information, please see
If a joint return is filed and both hus
Form 2441.
band and wife have dividend income, each
Investment Credit.—For conditions un
<tT|i(rr^»
one may exclude $100 of dividends from
their gros.s income.
Death Benefit Exclusion
If you receive pension payments as a
beneficiary of a deceased employee, and
the employee had received no retirement
pension payment, you may be entitled to
a death benefit exclusion of up to $5,000.
Gambling Gains
All net gains from gambling must be
reported as income. However, if more was
lost than gained during the year, the losses
are not deductible, but simply cancel out
the gains.
Welfare, Pension and Vacation Benefits
In general, benefits received from the
SIU Welfare Plan do not have to be re
ported as income.
Payments received from the SIU Pen
sion Plan are includable as income on the
tax return of those pensioners who retire
with a normal pension. There is a special
retirement income tax credit to be calcu
lated on Schedule R and RP which is to
be attached to the return.
Vacation pay received from the Sea
farers Vacation Plan is taxable income in
the same manner as wages.
Income Averaging
A Seafarer who has an unusually large
amount of taxable income for 1977 may
be able to reduce the total amount of his
tax by using the income averaging method.
This method permits a part of the unusu
ally large amount of taxable income to be
taxed in lower brackets, resulting in a re
duction of the over-all amount of tax due.
Form 4726, Maximum Tax on Personal
Service Income.—The tax on personal
service taxable income is limited to a maxi
mum rate of 50 percent. You should get
Form 4726 for more information if your
taxable income, or personal service taxable
income was over:
$40,200 and you are single or an un
married head of household, or
$55,200 and you are married filing
jointly or are a qualifying widow(er) with dependent child.
If you figure your tax using any of the
above methods, you must also use Sched
ule TC, Part I.
. .Form 2555, Exemption of Income
Earned Abroad.—If you decided to ex
clude earned income from sources outside
the United States, you must figure your
tax on Form 2555,
Adjustments to Income
Moving Expense.—Employees, includ
ing new employees, and self-employed
persons, including partners, can deduct
certain moving expenses. The move had
to be in connection with your job or busi
ness. The expenses you can deduct include
the cost of moving your family, furniture
and other household goods, and personal
belongings. You can also deduct meals
and lodging while traveling to your new
home.
Up to a certain amount, you can also
deduct for: (1) Travel, meals, and lodgin§^
for househunting trips you made after
getting the job and before you moved.
(2) Meals and lodging while in tempo
rary quarters in the general area of your
new place of work, for up to 30 days after
you got the job. (3) Expenses for selling,
buying, or leasing your new or old home.
The mileage test has been decreased
from 50 miles to 35 miles, and the dollar
limits for the amount you can deduct have
been increased.
If you find you can deduct moving ex
penses, you should attach Form 3903.
Also, include on Form 1040, line 8, all
amounts you were paid or repaid for mov
ing expenses. Then show your allowable
expenses on line 22. (If you were em
ployed, amounts paid or repaid should be
included on Form 4782 and in total
wages, tips and other compensation on
the Form W-2 your employer gave you.)
Employee Business Expenses. — You
can deduct the following expenses that
were not paid by your employer.
(1) Travel and Transportation.—You
can deduct bus, taxi, plane, train fares and
the cost of using your car in your work.
If you use your own car for business
reasons, you can deduct what it cost you
Continued on Page 29
I
�Continued from Page 28
for business use. Instead of figuring your
actual expenses such as gas, oil, repairs,
license tags, insurance,and depreciation,
you may prefer to take a fixed mileage
rate.
Effective January 1,1977, this is figured
at 17 cents a mile for the first 15,000
miles and 10 cents for each mile over
15,000. Add to this amount your parking
fees and tolls.
For automobiles that have been or are
considered fully depreciated, the standard
mileage rate is 10 cents a mile for all
business mileage.
You can change methods of figuring
your cost from year to year. But you can
not change to the fixed mileage rate if
you claimed depreciation and did not use
the straight line method, or if you claimed
additional first-year depreciation.
(2) Meals and Lodging.—You can de
duct these if you were temporarily away
on business from the general area of your
main place of work. You cannot deduct
the cost of meals on daily trips where you
did not need to sleep or rest.
(3) Outside Salesperson.—In addition
to the above, an outside salesperson can
generally deduct other expenses necessary
in sales work. Examples are selling ex
penses, stationery, and postage. An outside
salesperson is one who does all selling
away from the employer's place of busi
ness. If your main duties are service and
delivery, such as a milk driver-salesperson,
you are not considered an outside sales
person.
If you claim a deduction for business
expenses, you should attach Form 2106.
If you paid part of an expense and your
employer paid part, you can deduct the
amount you paid. If your employer paid
you more than you spent, you must report
the difference as income.
Deductions for A ttending Foreign Con
ventions.—Generally, you can deduct ex
penses paid or incurred in attending no
more than two foreign conventions during
the taxable year. In addition, there are
special limitations on the transportation,
meals, and lodging expenses that can be
deducted for attending the foreign con
ventions.
Payments to an Individual Retirement
Arrangement.—Enter the allowable de
duction as shown on Form 5329, Part III.
Married persons, both of "whom have an
individual retirement arrangement, and
who file a joint return, should attach a
Form 5329 for each?spouse and enter the
combined deductions on line 24.
A non-working spouse must file a Form
5329 for the year in which an individual
retirement account or annuity is estab
lished for him or her and for each follow
ing year that the individual retirement
account or annuity remains in existence.
If you have an individual retirement
account or annuity, you must attach Form
5329 whether or not there was a contri
bution or withdrawal in the year.
Forfeited Interest Penalty for Prema
ture Withdrawal.—You can deduct a for
feited interest penalty for premature with
drawal from a time savings account on
this line. Enter the amount of forfeiture
shown on your Form 1099—INT on this
line. Note: Be sure to include the gross
amount of 1977 interest income on line 9.
Alimony Paid.—You can deduct peri
odic payments of alimony or separate
maintenance made under a court decree.
You can also deduct payments made un
der a written separation agreement en
tered" into after August 16, 1954, or a
decree for support entered into after
March 1,. 1954. The person who receives
these payments must report them as in
come. Do not deduct lump sum cash or
property settlements, voluntary payments
not made under a court order or a written
separation agreement, or amounts speci
fied as child support. For more informa
tion, you should get Publication 504, Tax
Information for Divorced or Separated
Individuals.
Disability Income Exclusion (Sick Pay).
—Before 1977, an employee was able to
take a sick pay exclusion when the em
ployee was absent from work because of
sickness or injury. For 1977, the disability
income exclusion applies only if you are
under age 65 at the end of the taxable
year, had not reached mandatory retire
ment age at the beginning of your taxable
year, and were permanently and totally
disabled when you retired (or were per
manently and totally disabled on January
1, 1976, or January 1, 1977, if you retired
before the later date on disability or under
circumstances which entitled you to retire
on disability). If you qualify, you may be
able to exclude up to $100 a week of your
pension or annuity, or you may elect not
to exclude your disability income and treat
it as a pension or annuity. Once made, this
election cannot be changed.
You must reduce the disability income
exclusion by the excess of your adjusted
gross income before the exclusion (line
29) over $15,000. On a return where only
one taxpayer is entitled to the maximum
disability income exclusion, the exclusion
would be phased out entirely if the amount
on Form 1040, line 29, is $20,200 or
more. On a joint return where both
spouses are entitled to the maximum dis
ability income exclusion, the exclusion
would be phased out entirely if the amount
on Form 1040, line 29, is $25,400 or
more.
Enter the amount of your disability in
come exclusion on Form 1040, line 30 and
attach Form 2440. You must also attach a
physician's certification to your return.
For the physician's certification form
and information on how to figure your
exclusion or to make the election not to
claim your exclusion, please get Form
2440 and Publication 522, Tax Informa
tion on Disability Payments.
TAX COMPUTATION
Should You Itemize Your Deductions?
You must decide whether you should
itemize your deductions for charitable con
tributions, medical expenses, interest,
taxes, etc. It will generally be helpful to
follow these guidelines to help you deter
mine whether you should itemize.
If you are:
• Married filing jointly or a Qualifying
widow(er) with dependent child, you
should itemize if your itemized deduc
tions are more than $3,200.
• Married filing separately, you should
itemize if your itemized deductions are
more than $1,600.
• Single or an Unmarried head of house
hold, you should itemize if your item
ized deductions are more than $2,200.
CAUTION: Certain taxpayers are re
quired to itemize deductions even though
their itemized deductions are less than the
amount shown above for their filing status.
See Who MUST Itemize Deductions,
below.
If it is to your benefit to itemize your
deductions you should fill in Schedule A
(Form 1040) and enter your excess item
ized deductions from Schedule A, line 41
on Form 1040, line 33. Subtract line 33
from line 32 and enter the balance on
line 34. This is your Tax Table Income.
If you do not itemize your deductions,
enter zero on Form 1040, line 33, and
enter the amount from line 32 on line 34.
This is your Tax Table Income.
Who MUST Itemize Deductions
You must itemize your deductions on
Schedule A (Form 1040) if:
(a) You are married filing a separate re
turn and your spouse itemizes deductions
(unless your spouse falls into category (b)
below, and substitutes earned income for
itemized deductions in making the com
putation on Schedule TC, Part II),
(b) You can be claimed as a dependent
on your parent's return and you have $750
or more of unearned income and less
than $2,200 of earned income if you are
single (less than $1,600 of earned income
if you are married filing a separate re
turn).
Earned Income means wages, salaries,
professional fees, etc., for personal serv
ices rendered. It does not include compen
sation for your services that was a distribu
tion of earnings and profits other than a
reasonable allowance for your work for a
corporation. If you were engaged in a
business in which both personal services
and capital were material income-produc
ing factors, consider us earned income for
personal services rendered, an amount not
in excess of 30% of your share of net
profits of the business.
(c) You elect to exclude income from
sources in United States Possessions
(please see Form 4563 for details), or
(d) You are a dual-status alien.
If any of the above applies and your
itemized deductions on Schedule A, line
39, are less than the amount on Sched
ule A, line 40, you must complete Part II
of Schedule TC, Tax Computation Sched
ule. Enter the amount from Schedule TC,
Part II, line 5, on Form 1040, line 34.
Do not make an entry on Form 1040, line
33and disregard the instruction on line 34.
Line 34 is your Tax Table Income. If (b)
applies, check the box under line 33 on
Form 1040.
Line 35—Tax.—Find your tax on the
amount on line 34 in the Tax Tables (or
if applicable, figure your tax on Schedule
TC, Part I) and enter the tax on line 35.
Find your tax in the Tax Tables if:
• The amount on line 34 is $20,000 or
less and you checked Form 1040,
Box 1, 3, or 4 ($40,000 or less and
you checked Form 1040, Box 2 or 5),
be to your advantage to use the alternative
tax if the net long-term capital gain ex
ceeds the net short-term capital loss, or if
there is a net long-term capital gain only.
If you use this method, fill in Schedule D.
Form 4726, Maximum Tax on Personal
Service Income.—The tax on personal
service taxable income is limited to a max
imum rate of 50 percent. You should get
Form 4726 for more information if your
taxable income, or personal service tax
able income was over:
$40,200 and you are single or an un
married head of household, or
$55,200 and you are married filing
jointly or are a qualifying widow(er) with dependent child.
If you figure your tax using any of the
above methods, you must al.so use Sched
ule TC, Part I.
Itemized Deductions
If your itemized deductions arc more than
60 percent of Form 1040, line 31, the ex
cess may be considered an item of tax
preference and you may be subject to the
minimum tax. Please sec Form 4625,
Computation of Minimum Tax, for de
tails.
AND
You
claim
fewer
than:
4 exemptions and checked
Form 1040,Box 1 or 3;
9 exemptions and checked
Form 1040, Box 4; or
10 exemptions and checked
Form 1040, Box 2 or 5,
AND
• You do not figure your tax using any
method described in Other Ways to
Figure Your Tax on page 12.
If you cannot use the Tax Tables to find
your tax, use Part I of Schedule TC (Form
1040), Tax Computation Schedule.
How to Find Your Tax if You Use the
Tax Tables:
To find your tax, you will need to use
the appropriate Tax Table. If you checked
Form 1040:
• Box 1, use Tax Table A (Single),
• Box 2 or 5, use Tax Table B (Married
Filing Jointly and Qualifying Widow(er)s),
• Box 3, use Tax Table C (Married Fil
ing Separately), or
• Box 4, use Tax Table D (Head of
Household).
After you have found the correct Tax
Table, read down the left income column
until you find your income as shown on
line 34 of your return. Then read across
to the column headed by the total number
of exemptions claimed on line 7 of your
return. The amount shown at the point
where the two lines meet is your tax. Enter
this amount on Form 1040, line 35.
The new zero bracket amount, which re
places the standard deduction used in
prior years, has already been allowed in
figuring the tax shown in the Tax Tables.
In addition, you no longer need to deduct
$750 for each exemption or figure the
general tax credit because these amounts
are aI.so built into the Tax Tables for you.
How to Figure Your Tax
If You Cannot Use ihe Tax Tables:
You must use Schedule TC, Part I to
figure your tax if you cannot use the Tax
Tables.
The new zero bracket amount, which re
places the standard deduction u.sed in prior
years, has already been allowed in de
termining the tax rates in the Tax Rate
Schedules. However, you will still need to
deduct $750 for each exemption and figure
your general tax credit.
If you figure your tax on Schedule TC,
enter the amount from Schedule TC, Part
I, line 11, on Form 1040, line 35.
Other Ways to Figure Your Tax
Schedule G, Income Averaging.—It
may be to your advantage to use the
averaging method if your income has in
creased substantially this year. If you use
this method, fill in Schedule G. For more
information, please get Publication 506,
Computing Your Tax Under the Income
Averaging Method.
Schedule D, Alternative Tax.—It may
Medical and Dental Expenses
If you itemize your deductions, you can
deduct one-half (up to $150) of the
amount you paid for medical care insur
ance even if you have no other medical
expenses.
If you made payments for medicines,
doctors, hospitals, etc., you should follow
the step-by-stcp instructions in lines 1
through 10 on Schedule A. Follow these
lines carefully because they show you how
much you can deduct. Show the amount
you paid for medicine and drugs. Subtract
1 percent of Form 1040, line 31 (adjusted
gross income), from that amount. Add the
amounts on line 4 through 6c. Subtract
from the total, 3 percent of Form 1040,
line 31 (adjusted gross income).
The remainder, plus your medical care
insurance on line 1, is your medical ex
pense deduction. The 1 percent and 3 per
cent limitations apply in all cases, regard
less of your age or the age of your spou.sc
or other dependents.
The medical expenses can be for your
self, your spouse, or any dependent who
received over half of his or her support
from you, even if the dependent had in
come of $750 or more.
You should include all amounts you
paid during 1977, but do not include
amounts repaid to you, or paid to anyone
else, by hospital, health or accident insur
ance. Be sure to include on line 5 the rest
of the amount you paid for medical care
insurance (the amount you could not list
on line 1).
Kinds, of Expenses You Can Deduct.—
Payments for medicines, drugs, vac
cines, and vitamins your doctor told you
to take, but not vitamins you take on your
own just to keep healthy.
Payments to hospitals, physicians (med
ical doctors and osteopaths), dentists,
nurses, chiropractors, podiatrists, physio
therapists, psychiatrists, psychologists and
psychoanalysts (medical care only); and
eye doctors or others who examine or test
eyes. (If you pay someone to do both nurs
ing and housework, you can deduct only
the nursing cost.)
Payments for false teeth, eyeglasses,
medical and surgical aids, arches, braces,
crutche.s, sacroiliac, belt.s, wheelchairs,
hearing aids (and batteries for hearing
aids), orthopedic shoes, and cost and care
of guide dogs, etc.
Continued on Page 30
January 1978 / LOG / 29
�•
Continued from Page 29
Payments for ambulance service and
other travel costs necessary to get medi
cal care. (Instead of figuring amounts you
spent for gas, oil, etc., for your car, you
may take 7 cents a mile.)
Payments for examinations. X-ray serv
ices, insulin treatment, whirlpool baths the
doctor ordered, meals and lodging if part
of cost for care in a hospital or similar
place, hospital or medical insurance, in
cluding monthly payments for extra medi
cal insurance under Medicare.
Kinds of Expenses You Cannot Deduct.—
Payments for funerals and cemetery
lots, cosmetics, operations or drugs that
are against the law, travel your doctor tells
you to take for rest or change, life insur
ance policies, the .009 hospital insurance
benefit tax included as part of the social
security tax and withheld from wages or
paid on self-employment income.
ary purposes, or to prevent cruelty to ani
mals and children. These include:
Churches (including assessments paid).
Salvation Army, Red Cross, CARE,
Goodwill Industries, United Way, Boy
Scouts, Girl Scouts, Boys Club of Amer
ica, and similar organizations.
Fraternal organizations (if the gifts will be
used for the above purposes) and cer
tain cultural and veterans' organiza
tions.
Governmental agencies that will use the
gifts exclusively for public purposes, in
cluding civil defense.
Nonprofit schools, hospitals, and organiza
tions whose main purpo.se is to find a
cure for (or to help people who have)
arthritis, asthma, birth defects, cancer,
cerebral palsy, cystic fibrosis, heart dis
ease, diabetes, hemophilia, mental ill
ness and retardation, multiple sclerosis,
muscular dystrophy, tuberculosis, etc.
Taxes
You Can Deduct.—
State and local income taxes.
Real estate taxes.
State and local taxes on gas used in your
car,boat, etc. For the amount to deduct
for gas used in your car, plca.se see the
State Gasoline Tax Table on page 15.
General sales taxes. For the amount to de
duct, see the Optional State Sales Tax
Tables.
Personal property taxes. If part of the
amount you paid for your car tags was
based on the car's value, you can deduct
that part as a personal property tax.
Do Not Deduct.—
Federal .social security tax. Federal excise
taxes on your personal goods or for
transportation, telephone, or gasoline.
Fees for hunting and dog licenses, car
inspection, or drivers' licenses.
Taxes you paid for another person, water
taxes, or taxes on liquor, beer, wine,
cigarettes, and tobacco.
Selective sales or excise taxes (such as
those on admissions, room rental, etc.)
even if they are separately stated.
Taxes charged for sidewalks, front-foot
benefits, or other improvements which
make your property more valuable.
Interest Expense
You should show on Schedule A only
interest on nonbusine.ss items. .Show in
terest paid on businc.ss items on the same
schedule you use to report your business
income.
Generally, a cash basis taxpayer, who in
1977 prepaid interest allocable to any
period after 1977, can only deduct the
amount allocable to 1977, Please see
Publication 545, Income Tax Deduction
for Interest Expense.
You Can Deduct Interest On.—
Mortgage on your home.
Your personal note to a bank, credit
union, or person, for money you bor
rowed.
Life insurance loan if the interest is paid
in cash.
Taxes you paid late. Show only the inter
est. If the taxes are the kind you can
deduct, enter them under the heading.
Taxes.
Bank credit card plan. You can deduct the
finance charge as interest if no part is
for service charges, loan fees, credit
investigation fees, etc.
Revolving charge accounts. You may de
duct the finance charge added to your
revolving charge accounts by retail
stores if the charges are based on your
unpaid balance and figured monthly.
Personal property (cars, televisions, etc.),
that you buy on the installment plan.
Do Not Deduct Intcrc.st On.—
Life insurance loan if the interest is added
to the loan and you report on the cash
basis.
Money you borrowed to buy or carry taxexempt securities or single-premium life
insurance.
Contributions
You Can Deduct Gifts To.—
Organizations operated for religious,
charitable, educational, scientific, or liter
30 / LOG / January 1978
You Can Also Deduct.—
Amounts you paid for your gasoline and
other expenses necessary to carry out
your duties as a civil defense volunteer.
(Do not deduct any amounts that were
repaid to you.)
Out-of-pocket expenses such as gas, oil,
etc., to do volunteer work for char
itable organizations. (Do not deduct any
amounts that were repaid to you.) In
stead of figuring what you spent for
gas and oil, you can take 7 cents a mile.
In some cases, amounts you spent to take
care of a student in your home under a
written agreement with a charitable or
educational institution.
Do Not Deduct Gifts To.—
Relatives, friends, or other persons.
Social clubs, labor unions, or chambers
of commerce.
Foreign organizations, organizations
operated for personal profit or organ
izations whose purpose is to get peo
ple to vote for new laws or changes
in old laws.
Casualty or Theft Losses
If you had property that was stolen or
damaged by fire, storm, car accident, .ship
wreck, etc., you may be able to deduct
your lo.ss or part of it. In general. Schedule
A can be used to report a casualty or theft
loss of property other than business prop
erty.
The amount of a personal casualty or
theft loss you should enter on line 25 is
generally the smaller of:
(/) The decrease in the fair market
value of the property because of the
casualty; or
(2) The cost of the property to you.
You must first reduce each loss by in
surance and other reimbursements paid
you. Then you can claim only that part of
each net loss that is more than $100. If
you and your spouse owned the property
jointly but file separate returns, you both
must subtract $100 from your part of the
loss.
If you had more than one casualty or
theft loss skip lines 25 through 28 of
Schedule A. Prepare a schedule using the
information on lines 25 through 29 for
each loss. Add the net losses and enter the
amount on Schedule A, line 29. Write in
the margin to the right of line 29, "Mul
tiple losses. See attachment."
You may find Form 4684, Casualties
and Thefts, helpful in determining the
amount of your loss. If you fill out Form
4684, omit lines 25 through 28 of Sched
ule A and enter the loss from Form 4684
on Schedule A, line 29.
Miscellaneous Deductions
Alimony Paid.—You can now deduct peri
odic payments of alimony or separate
maintenance made under a court decree,
even-if you do not itemize deductions. For
more information, please .see Instructions
for Form 1040, line 27, on page 11.
Union Dues
Dues and initiation fees paid to labor
organizations and most union assessments
can be deducted.
Business Use of Home, Including Office
Use.—Generally, except for interest, taxes,
and casualty losses, no deduction will be
allowed for a dwelling unit that you used
.for personal purposes during the taxable
years. However, if you used a part of your
dwelling exclusively on a regular basis in
connection with your employer's trade or
business and for your employer's con
venience, you may deduct the expenses
allocable to that portion. If the use was
merely appropriate and helpful, no deduc
tion is allowaWe.
Expenses for Education.—The rules for
reporting educational expenses are the
same as those for Employees Business Ex
penses.
Long Trip Tax Problems
A major tax beef by seamen is that
normally taxes are not withheld on earn
ings in the year the payoff took place.
For example, a seaman who signed on
for a five month trip in September, 1976,
paying off in January, 1977, would have
all the five months' earnings appear on
his 1977 W-2 even though his actual 1976
earnings might be less than those in 1976.
There arc ways to minimize the impacts
of this situation. For example, while on
the ship in 1976, the Seafarer undoubtedly
took draws and may have sent allotments
home. These can be reported as 1976
income.
Unfortunately, this raises another com
plication. The seaman who reports the.se
earnings in 1976 will not have a W-2
(withholding statement) covering them.
He will have to list all allotments, draws
and slops on the tax return and explain
why he ijoesn't have a W-2 for them. Fur
thermore, since no tax will have been
withheld on tlie.se earnings in 1976, he
will have to pay the full tax on them with
his return, at 14 percent or upwards, de
pending on his tax bracket.
The earnings will show up on his 1977
W-2. The seaman then, on his 1977 return
would have to explain that he had re
ported some of his earnings in 1976 and
paid taxes on them. He would get a tax
refund accordingly.
In essence, the seaman would pay taxes
twice on the same income and get a re
fund a year later. While this will save the
seaman some tax money in the long run,
it means he is out-of-pocket on some of
his earnings for a full year until he gets
refunded.
This procedure woirld also undoubtedly
cause Internal Revenue to examine his re
turns, since the income reported would
not coincide with the totals on his W-2
forms.
That raises the question, is this pro
cedure justified? It is ju.stified only if a
.seaman had very little income in one year
and very considerable income the next.
Otherwise the tax saving is minor and
probably not worth the headache.
Declaration of Estimated Tax
In general, a declaration is not required
to be filed if you expect that your 1978
Form 1040 will show (1) a tax refund,
OR (2) a tax balance due to IRS of less
than $100.
Citizens of the United States or resi
dents of the United States, Puerto Rico,
Virgin Islands, Guam and American
Samoa must make a declaration of esti
mated tax if their total estimated tax is
$100 or more and they:
(1) Can reasonably expect to receive
more than $500 from sources other than
wages subject to withholding; or,
(2) Can reasonably expect gboss in
come to exceed—
(a) $20,000 for a single individual, a
head of a household, or a widow
or widower entitled to the special
tax rates;
(b) $20,000 for a married individual,
entitled to file a joint declaration
with spouse, but only if the spouse
has not received wages for the tax
able year;
(c) $20,000 for a married individual
living apart from spouse as de
scribed on page 7;
(d) $10,000 for a married individual
entitled to file a joint declaration
with spouse, but only if both
spouses received wages for the tax
able year;
(e) $5,000 for a married individual not
entitled to file a joint declaration
with spouse.
See Form 1040-ES for details.
You Can Generally Deduct Expenses
for.—
Education that helps you keep up or im
prove skills you must have in your pres
ent job, trade or business.
Education that your employer said you
must have, or the law or regulations say
you must have, to keep your present
salary or job.
Do Not Deduct Education Expenses
for.—
Education that you need to meet the mini
mum educational requirements for your
job, trade, or business.
Education that is part of a course of study
that will lead to your getting a new trade
or business.
Contributions to Candidates for Public
Office, etc., Itemized Deduction.—You
may claim an itemized deduction on
Schedule A, or a tax credit on Form 1040,
line 38, but you cannot claim both, for
contributions to candidates for public
office and political committees and news
letter funds of candidates and elected pub
lic officials.
If you elect to claim an itemized deduc
tion on Schedule A, the amount of the de
duction entered may not be more than
$100 ($200 if you are married and file a
joint return). You should write "political
contribution" on line 31 next to the
amount of the contribution.
You Can Also Deduct Several Other Kinds
of Miscellaneous Expenses Such As:
Gambling losses, but only up to the
amount you won and reported on Form
1040, line 20.
Cost of safety equipment, small tools, and
supplies used in your job.
Dues to professional organizations and
chambers of'commerce.
Certain costs of business, entertainment,
subject to limitations and reporting and
substantiation requirements.
Fees you paid to employment agencies to
get a job.
Necessary expenses connected with proContinued on Page 31
�Continued from Page 30
ducing or collecting income or for man
aging or protecting property held for
producing income.
Note: If you work for wages or a salary,
you should include, on Schedule A, any
employee business expenses you did not
claim on Form 1040, line 23.
Do Not Deduct the Cost Of going to
and from work or entertaining friends.
What Income To Report
Examples of Income You Must Report.—
Wages including employer supplemental
unemployment benefits, salaries, bo
nuses, commissions, fees, and tips.
Dividends.
Earned income from sources outside U.S.
(See Form 2555.)
Earnings (interest) from savings and loan
associations, mutual savings banks,
credit unions, etc.
Interest on tax refunds.
Interest on bank deposits, bonds, notes.
Interest on U.S. Savings Bonds.
Interest on arbitrage bonds issued after
Oct. 9, 1969, by State and local govern
ments.
Profits from businesses and professions.
Your share of profits from partnerships
and small business corporations.
Pensions, annuities, endowments, includ
ing lump-sum distributions.
Supplemental annuities under the Railroad
Retirement Act (but not regular Rail
road Retirement Act benefits).
Your share of estate or trust income, in
cluding accumulation distribution from
trusts.
Alimony, separate maintenance or sup
port payments received from and de
ductible by your spouse or a former
spouse.
Prizes and awards (contests, raffles, etc.).
Refunds of State and local taxes (princi
pal amounts) if they were deducted in a
prior year and resulted in tax benefits.
Fees received for jury duty and precinct
election board duty.
Fees received as an Executor, Administra
tor, or Director.
Embezzled or other illegal income.
Profits from the sale or exchange of real
estate, securities, or other property.
Sales of personal residence. (Please see
Instructions for Schedule D.)
Rents and royalties.
Examples of Income You Do Not Report.
Disability retirement payments and other
benefits paid by the Veterans Adminis
tration.
Dividends on veterans' insurance.
Life insurance sums received at a person's
death.
Workmen's compensation, insurance,
damages, etc. for injury or sickness.
Interest on certain State and municipal
bonds.
Federal social security benefits.
Gifts, money or other property you in
herited or that was willed to you.
Insurance repayments that were more than
the cost of your normal living expenses
if you lost the use of your home be
cause of fire or other casualty. Repay
ments of the amount you spent for
normal living expenses must be reported
as income.
Employer amounts contributed on behalf
of and benefits provided to you as an
employee or the spouse or dependent
of an employee, under a qualified group
legal services plan.
Your 1977 Tax Fornn—Form 1040
-A:'
M
Many Seafarers will need only short
Form 1040A or Form 1040 in filing their
1977 returns. Schedules and forms that
may be required in addition to Form
1040 include the following, which you
may obtain from an Internal Revenue
Service office, and at many banks and post
offices:
Schedule A A B for itemized deduc
tions and dividend and interest income*;
Schedule C for income from a per
sonally owned business;
Schedule D for income from the sale
or exchange of capital assets;
Schedule E for income from pensions,
annuities, rents, royalties, partnerships,
estates, trusts, etc.;
Schedule F for income from farming;
Schedule G for income averaging;
Schedule R & RP credit for the elderly;
Schedule SE for reporting net earnings
from self-employment; and
Schedule TX—tax computation sched
ule.
Some specialized forms available only
at Internal Revenue Service offices are:
Form 1040-ES for making estimated
tax payments.
Form 1310, Statement of Claimant to
Refund Due Deceased Taxpayer;
Form 2106, Employee Business Ex
penses;
Form 2120, Multiple Support Declara
tion;
Form 2210, Underpayment of Esti
mated Tax by Individuals;
Form 2440, Sick-Pay Exclusion;
Form 2441, Credit for Child Care Ex
penses;
Form 3468, Computation of Investment
Credit;
Form 3903, Moving Expense Adjust
ment;
Form 4136, Computation of Credit for
Federal Tax on Gasoline, Special Fuels,
and Lubricating Oil;
Form 4137, Computation of Social Se
curity Tax on Unreported Tip Income;
Form 4562 for optional use by individ
uals, etc., claiming depreciation;
Form 4684 for reporting gains and
losses resulting from casualties and thefts;
Form 4797, Supplemental Schedule of
Gains and Losses;
Form 4798 for computing a captial loss
carryover;
Form 4831 for reporting rental income;
Form 4832, Asset Depreciation Range
(for determining a reasonable allowance
for depreciation of designated classes of
assets);
Form 4835 ior reporting farm rental in
come and expenses;
Form 4868, Application for Automatic
Extension of Time to File U.S. Individual
Income Tax Return;
Form 4972, Special 10-year Averaging
Method; and
Form 5329, Return for Individual Re
tirement Savings Arrangement.
*Schedule B must be completed and at
tached to your return if your income
from either dividends or interest exceeds
$400.00.
NOTE: If you move after filing your re
turn and you are expecting a refund, you
should notify both the post office serving
your old address and the service center
where you filed your return, of your ad
dress change. This will help in forwarding
your check to your new address as
promptly as possible. Be sure to include
your social security number in any cor
respondence with the IRS.
Form 1040
IRS will figure your tax if your income
on line 31 is $20,000 or less ($40,000 or
less if you are married filing a joint return
or a qualifying widow(er)). All of your
income must be from wages, salaries, tips,
dividends, interest, pensions and annui
ties.You cannot itemize deductions or use
Schedule G, Income Averaging, or Form
2555, Exemption of Income Earned
Abroad.
All you do is:
1. Fill in your return through line 31.
Be sure to complete all the information in
the name and address area and cheek the
appropriate Yes or No box(es) for the
Presidential Election Campaign Fund
question.
2. Fill in lines 38 through 45 and 48
through 53 if they apply. Also fill in 55
and 56, and 59 through 61a, as necessary.
Be sure to attach any applicable forms
and schedules.
3. On a joint return, show your and
your spouse's income separately in the
space between lines 7 and 8 so IRS can
figure your tax in the way that will give
you the smallest tax.
4. Sign and date your return. Both you
and your spouse must sign a joint return,
even if only one had income.
5. File on or before April 17, 1978.
The IRS will then figure your tax and
send you a refund check if you paid too
much or bill you if you did not pay
enough.
NOTE: If you are eligible to claim the
earned income credit the IRS will figure
the credit for you if you write EIC on
line 57. Also write the first name of your
child who qualifies you for the credit in the
space provided on line 57. If you have a
credit for the elderly, the IRS will figure
that also. Just attach Schedules R & RP
after you have checked the applicable box
for filing status and age and filled in line
2(a) of Schedule R, or lines 1, 2, and 5 of
Schedule RP, whichever schedule is ap
plicable. Then write CFE on line 39 of
Form 1040.
You May Use Form 1040A If:
• You had only wages, salaries, tips, or
other employee compensation and not
more than $400 in interest or $400 in
dividends.
NOTE: YOU may file Form 1040A even
if your interest or dividend income was
more than $400 if you are filing only to
get an earned income credit refund.
• Your total income is $20,000 or less
($40,000 or less if married filing jointly).
You Must Use Form 1040 Instead of
Form 1040A If:
• You itemize deductions.
• You received more than $400 in inter
est or $400 in dividends. (Disregard if you
are not required to file but are filing only
to get a refund of your earned income
credit.)
• You had income other than wages, sal
aries, tips, other employee compensation,
interest or dividends.
• You had pension or annuity income.
• Your income on Form I040A, line 10
is more than $20,000 ($40,000 if married
filing a joint return).
• You claim more than:
3 exemptions and are single or mar
ried filing separately,
8 exemptions and arc unmarried
head of household, or
9 exemptions and you are married
filing a joint return.
• You are a qualifying widow(er) with a
dependent child. This filing status applies
if your spouse died in 1975 or 1976 and
on December 31, 1977, you met all these
tests:
had not remarried,
had living with you a child or step
child you could claim as your de
pendent,
paid over half the cost of keeping
up the home for this child for the
entire year,
could have filed a joint return with
your spouse for the year your
spouse died.
• You can be claimed as a dependent on
your parent's return and had unearned in
come of $750 or more and earned income
of less than:
$2,200 if you are single, or
$1,600 if you arc married filing a sep
arate return.
• Your spouse files a separate return and
itemizes deductions.
NOTE: You may file Form 1040A if you
have a dependent child and can meet the
tests on page 6 under WERE YOU MAR
RIED AND LIVING APART FROM YOUR
SPOUSE?
• You received $20 or more in tips in
any one month, which you did not fully
report to your employer.
• Your Form W-2 shows uncollected em
ployee FICA tax (social security tax) on
tip.s.
• You claim adjustments to Income for:
Business expenses as an outside sales
person or for travel for your job.
The disability income exclusion (sick
pay),
Moving expenses because you
changed jobs or were transferred.
Payments to an Individual Retire
ment Account or for an Individual
Retirement Annuity or Bond,
A penalty on a premature withdrawal
from a time savings account,
Alimony paid.
• You claim:
a credit for the elderly,
a credit for child and dependent care
expenses,
an investment credit,
a foreign tax credit,
a work incentive (WIN) credit,
a new jobs credit,
a credit from a regulated investment
company,
a credit for Federal tax on special
fuels—nonhighway gasoline and
lubricating oil,
a credit for energy saving expenses
(if pending legislation is pas.sed).
You choose the benefits of income aver
aging.
• You filed Form 1()40-HS, Declaration
of Estimated Tax for Individuals, for
1977.
• You wish to apply any part of a refund
of your 1977 taxes to estimated tax for
1978.
• You received capital gain dividends, a
lump-sum distribution from a qualified
plan, or nontaxable distributions (return
of capital).
• You arc a railroad employee represen
tative and claim credit for excess hospital
insurance benefits taxes paid.
• You must file Form 2210, Underpay
ment of Estimated Income Tax by Individ
uals, because you were required to make
payments of estimated tax, and line 15 is
$100 or more and over 20 percent of line
13.
• You file Form 2555, Exeanption of In
come Earned Abroad.
• You file Form 4563, Exclusion of In
come from .Sources in United States Pos
sessions.
• You arc required to complete Part III,
of Schedule B (Form 1040) because: (1)
you had during 1977 an interest in or sig
nature or other authority over a bank,
.securities, or other financial account in a
foreign country (except in a U.S. military
banking facility operated by a U.S. finan
cial institution), or (2) you were either a
grantor of, or transferor to, a foreign trust
during any taxable year, which foreign
trust was in being during 1977.
• You were an unmarried dual-status
alien (if you were both a resident alien
(or U.S. citizen) and nonresident alien
during 1977) or a dual-status alien mar
ried to a citizen or resident of the U.S.
at the end of 1977 and do not elect to file
a joint return.
• You were a nonresident alien (use
Form 1040NR).
• You were married to a nonresidetit alien
at the end of 1977 and you both do not
elect to be taxed on your world-wide in
come (unle.ss you can meet the tests as
listed under Were You Married and Liv
ing Apart from Your Spouse?
If You Want IRS to Figure Your Tax
(Including the Earned Income Credit
if You Qualify)
Skip lines lib through 15 and sign and
date your return. (Attach Form(s) W-2
to Form 1040A).
If you are filing a joint return and both
you and your spouse have income, you
should show the income of each separately
at the bottom left margin, so IRS can
figure your tax the way that gives you
the smaller tax.
You should file on or before April 17,
1978. IRS will then figure your tax and
send you a refund check if you have over
paid or bill you if you did not pay enough.
If you qualify for the Earned Income
Credit, be sure to write the first name of
your child who qualifies you for the credit
on line 10.
January 1978 / LOG / 31
�Seamen Can Get Hurt in Illegal Rate Wars
This is the 18th in a series of articles
which the Log is publishing to explain how
certain organizations, programs and laws
affect the jobs and job security of SlU
members.
Rate wars! They exist in just about every com
petitive industry worldwide. The maritime indus
try is no exception.
Very basically, a rate war works like this. Pro
vide a product or a service cheaper than your
competition and your business will expand while
the next guy's decreases.
A little rate war—if it's on the up-and-up—is
good for competition. It works to keep prices
down, and that's good for the general consumer.
But too often, the rate wars get into predatory
price fixing and other malpractices, which are de
signed to destroy competition. When this happens,
the consumer may benefit for a while. But in the
long run consumers get hurt by higher rates after
the competition is done away with.
Right now, the maritime industry is involved in
a rate war of sorts with a new twist. It's going on
among liner shipping companies involved in
America's foreign trades.
The problem is that the consumer is not bene
fiting by it. And, overall, American liner com
panies and American seamen are taking it on the
chin. Since it involves the jobs of U.S. seamen, the
SIU is concerned with the situation.
This rate war, if it can properly be termed that
way, revolves around the illegal practice of re
bating.
Presently, the law, as stated in the Shipping Act
of 1916, maintains that a shipping company can
not charge rates lower than their published rates
on file with the Federal Maritime Commission.
Rebates to Shippers
However, to attract business in a highly com
petitive field, liner companies—both American
and foreign—have been rebating monies to ship
pers and freight forwarders.
In other words, the liner outfits are charging
their published rates, and then giving some of the
money back to their customers under the table.
The whole thing is very illegal. And recent disclo
sures prove that it has been going on for a long
. time.
The Federal Maritime Commission has the job
of investigating and prosecuting rebate violators.
However, for one reason or another, there was no
full scale investigation of the rebating situation
until last year.
So far, one American-flag company has been
prosecuted for illegal rebating between 1972 and
1976. The company settled with the FMC for $4
million.
The FMC is now carrying on 27 rebate investi
gations of shipping lines involved in the U.S. for
eign trades. The investigations involve nine U.S,flag lines and 18 foreign.
chiding denial of entry of the carrier into U.S.
The FMC, though, is running into one big prob
ports.
lem, They can subpoena records of American
• An amnesty provision that encourages those
lines. But the foreign lines can simply refuse to co
who have been involved in rebating to come for
operate with FMC investigations.
ward with guaranteed exemption from criminal
So, the net result of the FMC's investigations
prosecution.
could be prosecution of American lines only, with
• A requirement that the FMC, within 18
the foreign lines getting away scott free. Of course,
months of enactment of the bill, report back to
this puts the U.S. lines at a decided competitive
Congress on the results of rebating disclosures en
disadvantage.
couraged by the amnesty provision.
Rebating may not be legal, but the prosecution
Some hearings on the bill have already been
of only American violators is certainly not fair.
conducted. However, the maritime community is
Rep. John Murphy (D-N.Y.), chairman of the
receiving Rep. Murphy's bill rather lukewarmly.
House Merchant Marine and Fisheries Commit
The foreign lines don't like the threat of "denial
tee, thinks this way, also. And he has introduced
of entry" to U.S. ports for non-cooperation. They
legislation in the House that he feels will treat all
say that denial of such entry could cause retalia
concerned fairly.
tion against U.S. ships in foreign ports.
Essentially, Murphy's bill includes three major
Amnesty Clause
provisions:
American companies, who have not partici
• Failure to cooperate in FMC investigations
pated
in illegal rebating, don't like the amnesty
will subject a foreign carrier to severe penalties in32 / LOG / January 1978
clause. They feel that amnesty to the violators is
discriminating against those who have suffered by
remaining inside the law.
Both the foreign and American lines feel that the
bill is not getting to the root of the cause of rebat
ing. That cause is overcapacity. Or more simply,
there are more ships available than necessary to
carry the liner cargoes. Many feel that a system of
cargo pooling or bilateral trade agreements on all
liner cargoes is the answer.
To put it mildly, the illegal rebate situation is
very complicated and won't be cleared up easily.
And Rep. Murphy's bill will encounter a lot of
problems and probably undergo a facelift of sorts
before it is enacted.
The SIU's main concern here is that U.S. sea
men do not get caught in the liiiddle of legal and
political obstacles. It's just one of the many prob
lems we face this year.
�Recertified Bosun James M. Fos
ter, 54, joined the SIU in 1944 in the
port of Mobile sailing for 35 years.
Brother Foster graduated from the
Bosuns Recertification Program in
the September 1974 class. He is a
veteran of the U.S. Navy in World
War II. A native of Mobile, he is a
resident there.
Stephen J. Frankewlcz, 57, joined
the SIU in 1938 in the port of New
York sailing as an AB and in the
engine room for 28 years. Brother
Frankewicz sailed 47 years. He is a
wounded veteran of the U.S. Army
in World War II. Seafarer Franke
wicz was born in Mobile and is a
resident of Joppa, Md.
Steven Lenert, 65, joined the SIU
in 1948 in the port of New York
sailing as an AB. Brother Lenert
sailed 37 years. He was born in Po
land and is a naturalized U.S. citizen.
Seafarer Lenert is a resident of Santurce, P.R.
John Malinowski, 69, joined the
SIU ill 1947 in the port of Baltimore
sailing as a fireman-watertender.
Brother Malinowski sailed 50 years.
He was born in Baltimore and is a
resident of Greensboro, Md.
Robert C. Mayo, 68, joined the
SIU in the port of Seattle in 1961
sailing as a cook. Brother Mayo
sailed 34 years. He cooked 17 years
for the U.S. Military Sea Transport
Service at Pier 90, Seattle, Port of
Embarkation until it closed. Born in
the Philippines, he is a resident of
Seattle.
Philip Navitsky, 65, joined the SIU
in 1947 in the port of Philadelphia
sailing in the deck department for 32
years. Brother Navitsky is a veteran
of the U.S. Army's Signal Corps in
World War II. Seafarer Navitsky was
formerly a coal miner. A native of
Shenandoah, Pa., he is a resident
there.
tNSIOHERS
Peter S. Vlahos, 62, joined the
SIU in 1944 in the port of New York
sailing as a cook. Brother Vlahos
sailed 34 years. He is a veteran of
the U.S. Army's Coast Artillery in
World War 11. Seafarer Vlahos was
born in New York City and is a resi
dent there.
Benjamin "Benny" Weinberg, 69,
joined the SIU in the port of Seattle
in 1955 sailing as a bosun. Brother
Weinberg sailed 49 years, on the Bull
Line and during World War II, the
Korean and Vietnam Wars. He was
a member of the SUP from 1934 to
1948 and the Marine Firemen's
Union in 1948. Seafarer Weinberg
received a Union Personal Safety
Award in 1960 for sailing aboard an
accident-free ship, the SS Iberville.
Born in New York City, he is a resi
dent of San Francisco.
Thomas II. Stevens, 58, joined the
SIU in the port of Mobile in 1956
sailing as an AB. Brother Stevens
sailed 32 years and was on the picketline in the 1948 beef. He was born
in North Carolina and is a resident of
Prichard, Ala.
Daniel L. Brannon, 65, joined the
SIU in the port of Mobile in 1955
sailing as a fireman-watertender.
Brother Brannon sailed 30 years. He
was born in Mobile and is a resident
there.
Wilson H. Deal, 65, joined the
SIU in the port of Tampa in 1955
sailing as a chief steward. Brother
Deal sailed 48 years. He attended a
Pincy Point Educational Conference.
Born in Camden, N.J., he is a resi
dent of Tampa.
John R. Shaw Sr., 65, joined the
Union in the port of Philadelphia in
1961 sailing as a cook for the Curtis
Bay Towing Co. from 1955 to 1977
and for the Warner Co. from 1954
to 1955. Brother Shaw was born in
Philadelphia and is a resident of Deltona, Fla.
Paul A. Switch, 63, joined the SIU
in the port of New York in 1951
sailing as a fireman-watertender.
Brother Switch sailed 34 years and
during the Vietnam War. He walked
the picketlines in the 1965 District
Council 37 strike, the 1963 beef and
the 1955 strike of the SS Whitehall.
Seafarer Switch received a Union
1960 Personal Safety Award for sail
ing aboard an accident-free ship, the
SS Steel Architect. Born in Martin,
Pa., he is a resident of New York
City.
Perry A. Spilde, 65, joined the
Union in the port of Toledo in 1957
sailing as an AB. Brother Spilde was
born in Montana and is a resident of
Hudson, La.
Sou Shek, 65, joined the SIU in
the port of New York in 1955 sailing
as a cook for 27 years. Brother Shek
is a veteran of the U.S. Air Force in
World War II. His ship, bringing him
to the U.S. in 1940, was torpedoed
in the West Indies. Seafarer Shek
was born in Pingshan, Kuangtung
Province, China and is a naturalized
U.S. citizen. He is a resident of
Brooklyn, N.Y.
Recertified Bosun John L. Worley,
46, joined the SIU in 1949 in the
port of New York. Brother Worley
graduated from the Recertified Bo
suns Program June 1975 class. He
sailed 29 years. Seafarer Worley up
graded at the LNG Course in HLSS
in 1976. He was on the Sea-Land
Shoregang in Oakland, Calif, from
1968 to 1975. A native of Florida,
he is a resident of Daly City, Calif.
Port Agent Bonser Speaks Up
MEMBERSHIP MEETINGS'
SCHEDULE
Port
Port Agent Leo Bonser of Jacksonville (standing) gave the port's Labor Coun
cil some of his ideas recently. SIU representatives in many ports participate
in the local labor groups and activities in order to strengthen the Union's
effectiveness.
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Detroit
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Date
Feb. 6
Feb, 7
Feb. 8
Feb. 9
Feb. 9
Feb. 10
Feb. 13
Feb. 14
Feb. 15
Feb. 16
Feb. 20
Feb. 24
Feb. 11
; Feb. 9
Feb. 18
Feb. 14
Feb. 14
Feb. 15
Feb. 17
. Feb. 16
Deep Sea
Lakes, Inland Waters
2:30 p.m
2.30 p.ni
2:30 p.m
9:30 a.m.
2:00 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
10:30 a.m
2:30 p.m
—
—
2:30 p.m
—
2:30 p.m
—
UIW
7:00 p.m.
7:00 p.fn.
7:00 p.m.
7:00 p.m.
—
—
7:00 p.m.
7:00 p.m.
—
—
—
—
—
—
1:00 p.m.
—
—
—
—
—
January 1978 / LOG / 33
�-- -
CARTER BRAXTON (Waterman
Steamship), November 20—Chairman,
Recertified Bosun C. E. Thompson;
Secretary J. Carter. No disputed OT.
Chairman explained to the crew about
keeping the ship clean in the SIU tradi
tion. A ship manned by an SIU crew is
treated as a home away from home. The
chairman also talked about the Union
today and its benefits to the member
ship. A vote of thanks to the steward
department for a job well done. Next
port Bremerhaven.
OVERSEAS ARCTIC (Maritime
Overseas), November 13—Chairman
James Omare; Secretary Jack Mar;
Educational Director George Vistakis.
No disputed OT. $8 in ship's fund. Edu
cational Director advised all crewmem
bers to read the Log and to pass it on
to others when finished. The steward
department expressed a vote of thanks
to the deck department for keeping the
messroom and pantry spotless and
clean. A vote of thanks was given to the
steward department for a job well done.
OVERSEAS ALASKA (Maritime
Overseas), November 27—Chairman,
Recertified Bosun M. Olson; Secretary
T. Bolton; Engine Delegate John Smith.
Some disputed OT in deck and engine
departments. Chairman reports that
there is trouble in getting launch serv
ice in Panama Canal Zone and a letter
has been mailed to-New York about
this. A vote of thanks for a very good
Thanksgiving meal to all in the steward
department. Next port Marcus Hook.
TEX (Alton Shipping), November 6
-Chairman, Recertified Bosun John
Adams; Secretary A. Rudnick; Educa
tional Director N. Caesar. $6.51 in
ship's fund. No disputed OT. Chairman
held a general discussion on the fact
that members are leaving the ship with
out the required 24 hour notice and
waiting for their replacements. This
causes the ship to leave short handed
and the Union loses the daily contribu
tion to the Welfare and Pension Plans
that they would have ordinarly received.
A full statement is to be sent to New
York headquarters to Executive Vice
President Frank Drozak.
NEWARK (Sea-Land Service), No
vember 20—Chairman, Recertified Bo
sun A. Eckert; Secretary Ken Hayes;
Educational Director R. Coleman; En
gine Delegate W. West; Steward Dele
gate Donald M. King. $5 in ship's fund.
No disputed OT. Secretary reported that
the new Log is due aboard and advised
the crew to read it so they will know
what is going on in the Union. Also to
pay attention to the bills that are going
before Congress and to write to your
Congressman when you have something
to say. A vote of thanks to the steward
department for a job well done.
SEA-LAND TRADE (Sea-Land
Service), November 27—Chairman,
Recertified Bosun E. Christiansen; Sec
retary Raymond P. Taylor; Educational
Director R. Jong; Deck Delegate James
Parnell; Engine Delegate Michael L.
Mefferd; Steward Delegate Eldon M.
Cullerton. $80 in ship's fund. No dis
puted OT. Chairman discussed the im
portance of donating to SPAD. Every
thing running smoothly. A vote of
thanks to the steward department for a
very good Thanksgiving dinner. Crew
gave a vote of thanks to the crew messman for good service. Observed one
minute of silence in memory of our de
parted brothers.
-'I
GRE.4T LAND (Interocean Mgt.),
November 27—Chairman, Recertified
Bosun Robert O'Rourke; Secretary
George H. Bryant Jr.; Educational Di
rector M. Stover. No disputed OT.
Chairman reported that safety is a big
headache due to the nature of the oper
ation and weather conditions on the
run. One man was injured (stepped
through a manhole) while cleaning
holds. Safety is an ongoing responsibil
ity of all crewmembers, at all times. A
vote of thanks for another excellent
holiday meal and spread prepared and
served by the steward department. Next
port Tacoma.
34 / LOG / January 1978
PHILADELPHIA (Sea-Land Serv
ice), November 4—Chairman, Recerti
fied Bosun James R. Davis; Secretary
Paul Lopez; Educational Director Kasimiers Aharon. No disputed OT. All
communications received were posted
on the bulletin board for all to read.
Chairman discussed the importance of
donating to SPAD. Observed one min
ute of silence in memory of our de
parted brothers. Next port Seattle.
SEA-LAND FINANCE (Sea-Land
Service), November 26—Chairman,
Recertified Bosun J. Pulliam; Secretary
F. Fletcher; Deck Delegate J. Long. No
disputed OT. Educational Director ad
vised all crewmembers to read the Log
and to go to Piney Point for upgrading.
Steve Troy was aboard ship in Oakland
to check out the power pac beef. Every
one was asked to keep the ship clean
and safe. Next port Hong Kong.
Official ship's minutes were also received from the following vessels;
JAMES
OVERSEAS ULLA
ALEX STEPHENS
MOUNT WASHINGTON
POTOMAC
OGDEN CHALLENGER
GOLDEN ENDEAVOR
GEORGE WALTON
OVERSEAS TRAVELER
OVERSEAS ALASKA
THOMAS NELSON
DELTA ARGENTINA
DELSOL
JOHN TYLER
BEAVER STATE
MOBILE
JEFF DAVIS
ERNA ELIZABETH
SAN PEDRO
ZAPATA PATRIOT
STUYVESTANT
YELLOWSTONE
SUGAR ISLANDER
THOMAS JEFFERSON
BANNER
OVERSEAS ALICE
MERRIMAC
OVERSEAS ALEUTIAN
ROSE CITY
WORTH
OGDEN WABASH
OVERSEAS JOYCE
INGER
TAMARAGUILDEN
VIRGO
ZAPATA ROVER
ZAPATA COURIER
DELORO
SEA-LAND EXCHANGE
OVERSEAS VIVIAN
UNITED STATES
OF
AMERICA
BICENTENNIAL
MAIJMEE (Hudson Waterways),
November 6—Chairman, Recertified
Bosun D. McCorvey; Secretary J. E.
Long; Educational Director Esposito;
Steward Delegate Herbert T. Archer.
No disputed OT. Chairman discussed
upgrading, fire fighting, lifeboat train
ing, shipboard conduct etc. A vote of
thanks to the steward department for a
job well done. Next port St. Croix.
PITTSBURGH (Sea-Land Service),
November 27—Chairman, Recertified
Bosun Orla Tpsen; Secretary S. Kolasa;
Educational Director Laszlo Patrick;
Deck Delegate Frank Shaw; Steward
Delegate David B. Smith. No disputed
OT. Chairman held a discussion on the
importance of donating to SPAD. A
vote of thanks to the steward depart
ment for a job well done. Observed one
minute of silence in memory of our de
parted brothers. Next port Dammann.
SEA-LAND PORTLAND (SeaLand Service), November 13—Chair
man, S. J. Alpedo; Secretary E.
Heniken; Educational Director Jerry
Broaddus; Engine Delegate M. Adams.
No disputed OT. Chairman discussed
the defeat of the Cargo Preference bill
and the importance of continued dona
tions to SPAD. Request that all crew
members strip their bunks and clean up
their rooms wheri the ship goes into the
yards. Next port Seattle.
JOHN PENN (Waterman Steam
ship), November 6—Chairman, Recer
tified Bosun Edward Morris Jr.; Secre
tary P. L. Hunt; Educational Director
R, Zeller; Deck Delegate P.obert D.
Shields; Engine Delegate James F.
Gieger; Steward Delegate Charles S.
Smith. $11.35 in ship's fund. No dis
puted OT. Chairman reviewed all the
pamphlets that were sent from the
Union hall on Piney Point. Observed
one minute of silence in memory of our
departed brothers. Next port Bremer
haven.
-
Do You Have One of These?
PASSPORT
SEA-LAND EXCHANGE (SeaLand Service), November 8—Chair
man, Recertified Bosun V. Poulsen;
Secretary E. Miller; Educational Direc
tor G. Renale. $22.10 in ship's fund.
$155 in movie fund. No disputed OT.
Chairman advised all members to read
the Log for good reading and discussed
the importance of donating to SPAD.
Observed one minute of silence in mem
ory of our departed brothers.
COLUMBIA (Ogden Marine), No
vember 13—Chairman, Recertified Bo
sun Ray Lavoine; Secretary A. W.
Hutcherson; Educational Director Alan
Nelson; Deck Delegate Joseph Michael;
Engine Delegate Steven Brown; Stew
ard Delegate Miguel A. Viera. $8.87 in
ship's fund. Some disputed OT in deck
department. Captain promised to do
something about the condition of the
water aboard ship. Observed one min
ute of silence in memory of our departed
brothers. Next port Alexander.
The Seafarers Appeals Board ruled
in November that effective Jan. 3,
1978 ''a requirement for shipping is
that all seamen must possess a valid
up-to-date passport.**
The action comes out of the fact
that many foreign nations are crack
ing down on immigration regulations
requiring that all people coming into
their countries must have passports.
The SAB, then, took this action to
insure that when there are flyout jobs,
those who throw in for the jobs will
be fully prepared to take them.
This ruling will enable the Union
to continue to meet our manpower
commitments to our contracted com
panies.
COLUMBIA (Cove Shipping), No
vember 6—Chairman, Recertified Bo
sun Gus Magoulas; Secretary O. Oak
ley; Educational Director Eusebio
Figueroa; Deck Delegate M. Bryant;
Engine Delegate F. Hanks; Steward
Delegate P. McDaries. Some disputed
OT in engine department. Everything
is running smoothly and the next ports
are in England and Scotland. Obstived
one minute of silence in memory of our
departed brothers.
piHIIIIIIIIIIIIIIIIIIIIIIIIIIIlllllliiiliiiiiiiiiiiiiiiiiiiiiiiii^
m
1 SAB Rules on 'C
I Classified Men |
S
^
In November the Seafarers Appeals
Board ruled that effective Jan. 3, 1978,
"C classification seamen may only reg
ister and sail as entry ratings In only one
department.**
The Board took the action to insure
that the Union will be able to maintain
sufficent manpower for each shipboard
department. The ruling will also enable
these seamen to get sufScient seatime
in one department for the purpose of
upgrading to a higher rating in that
department.
�.
^.
Welders Four
A recent class for basic welding included four SlU people. They are from the
left: Mike Lydick, Jean Morris, Pat McNamara and Terry Pakula.
A Most Congenial Croup
Cooking With Gas
These steward department guys will have more gas than they know what to
do with when they take their first LNG ship. The group recently participated
in the LNG upgrading program at the Lundeberg School. They are front row
from the left: Jessie Winfield, Bill Reid, Don Collins and George Taylor. Back
row from the left are: Robert Campbell, Larry Ewing, Harry Huston and Anstey
Minors.
Looking for Licenses
-a
We have assembled here a most congenial group, right group? Right! And
we're assembled here for our love for a great beer, right group? Wrong! They
are assembled as they graduate a recent class for able-seaman at the Lundeberg School. They are front row from the left: Robert Fryett, Buddy Holden,
Charles Lynch, George .Cruz, Joe Maxwell, Richard Davies, Chuck Cravotta,
Doug Wolcott and Bill Lovis. Back row from the left are: Ed King, Brian Nole,
Pete Zukier, Larry Ambrous, Hilary Thein, Bobby Brown, Chris Brown, Ed
Williams, Ed Levey, Van Luyn, Jeff Savage and Paul Klippel.
2 More Cook and Bakers
Two more SlU members have upgraded to the rating of Cook and Baker
through the Lundeberg School's steward department program. They are
James McCormick, left, and Jaime Quinpnes.
These 10 SlU Boatmen are studying for the Towboat Operator's licenses at the
Lundeberg School. They are front row from the left: Jim Larkin, Jeff Bushnell,
Mike Sistare, George Parks, Robert Eichmann and Jim Livingston. Back row
from the left are: Mike Sanders, Kenneth Rickley, Jim Courtney and Mike Pruitt.
15 in FOWT Class
The SlU has 15 more FOWT's in its ranks. They are front row from the left:
Enrique Gonzalez, Francisco Molina, Jimmy Sabga, Dave Thompson, Joe
Michael and Charles Edwards. Back row from the left are: Terry Clayton,
Lloyd Weaver, Chris Barbato, Edgar Young, Larry Gordon, Mark Freeman,
Ban Adams, Mike Scinto and Manual Domingos.
January 1978 / LOG / 35
Si
�^ '-
Joseph Brill, 64,
died on Oct. 7.
Brother Brill joined
the SlU in the port
\
of New York in
1953 sailing in the
steward depart
ment. He also rode
the Bull Line. Sea
farer Brill was born in New York and
was a resident of Atlantic City, N.J.
Surviving are his mother, Mrs. Rose
Cooper and a brother, Harry, both of
Atlantic City.
James R. Coyle,
52, died in the San
Francisco USPHS
Hospital on Dec. 7.
Brother Coyle
joined the SIU in
the port of Seattle
in 1965 sailing as
an electrician. He
sailed 34 years and during the Vietnam
War. Seafarer Coyle was on the San
Francisco Sea-Land Shoregang from
1973 to 1974. He was a veteran of the
U.S. Navy in World War IT. Born in
Salt Lake City, Utah, he was a resident
of San Francisco. Surviving are his
widow Ponciana; his father, Frank of
Idaho; his mother, Mrs Vera Hallett of
North Bend, Ore., and a sister, Mrs.
Mary V. Ritter of Lake Oswego, Ore.
Joseph L. Diosco, 53, died on Nov.
22. Brother Diosco
joined the SIU in
the port of New Or
leans in 1953 sail
ing as an electrician.
He was a crane me
chanic on the SeaLand Shoregang in Elizabeth, N.J. in
1977. Seafarer Diosco got his HLS
GED diploma in 1976. He upgraded to
OMED at Piney Point in 1975 and at
tended a Union Educational Conference
there in 1971. He was a veteran of the
U.S. Navy in World War II and was a
radio repairman. A native of Houma,
La., he was a resident of Wilmington,
Calif. Surviving are two sons, Donald
and Randolph; two daughters, Carol
and Mrs. Dale L. Moslcy, and his
mother, Mrs. Rose Gonzales of New
Orleans.
Pensioner Adrien
Fecteau, 71, passed
away on Dec. 9.
Brother Fecteau
joined the SIU in
the port of New
York in 1953 sail
ing as a chief stew
ard. He sailed for
42 years. Seafarer Fecteau also sailed
during the Vietnam War in 1972. He
was a member of the SUP from 1935 to
1951 and the Marine Cooks and Stew
ards Union in San Francisco. In 1973,
he attended a Piney Point Educational
Conference. Upon his retirement that
year, he donated his first pension check
to SPAD. It was returned to him with
thanks. Born in Thetford Mines, Can
ada, he was a resident of Tampa. Sur
viving is a son, Ronald of Miami Lakes,
Fla.
*/
36/ LOG / January 1978
-'^
Mack Fortner,
59, died acciden
tally of carbonmonoxide poison
ing in Houston on
Nov. 27. Brother
Fortner joined the
SIU in the port of
Jacksonville in
1961 sailing as an AB. He sailed for 38
years. Seafarer Fortner was a veteran
of the U.S. Navy in World War II. A
native of Cool Springs, N.C., he was a
resident of Mt. Holly, N.C. Surviving
are a brother, Donald of Ennis, Tex.
and a sisterj Mrs. Bonnie Howie of Mt,
Holly.
Jake Nash, 59,
died of natural
causes at home in
Sulphur, La. on
Dec. 7. Brother
Nash joined the SIU
if\ in the port of New
York in 1953 sailing as a firemanwatertender. He sailed 41 years. Sea
farer Nash was a veteran of the U.S.
Army in World War II. He was born in
Barham, La. Surviving are his widow,
Mary; a brother, Clarence, and a sister,
Mrs. Emma Botton, both of Colmesnell,
Tex.
Cleveland Scott,
Roger B. Simons,
65, died in Mt. Zion
23, died in ParamHospital, San Fran
us, N.J. on Nov. 25.
cisco on Nov. 30.
Brother Simons
Brother Scott joined
joined the SIU this
the SIU in the port
year following his
of New York in
graduation from the
1960 sailing as a
HLS where he was
cook. He sailed 26
an "outstanding stu years. Seafarer Scott attended the 1970
dent." He sailed as an OS on the ST HLS Crews Conference and was a grad
Overseas Alice (Maritime Overseas) to uate of the Andrew Furuseth Training
Alaska and Panama. Seafarer Simons School. He was a veteran of the U.S.
was a veteran of the U.S. Army from
Navy in World War II. A native of
1972 to 1974 in Vietnam. He also Cleveland, he was a resident of San
studied engineering at the N.J. Institute Francisco. Cremation took place in the
of Technology and also studied at the Bayview Mortuary, Bayshore, Calif.
City University of New York and the Surviving are two sons, Cleveland, Jr.
Bergen (N.J.) Community College. of San Francisco and Rubin, and two
Born in Hackensack, N.J., he was a daughters, Gina and Glynis of San
resident of Paramus. Interment was in Francisco.
the George Washington Memorial Park
Cemetery, Paramus. Surviving are his
Pensioner David
parents, Mr. and Mrs. Robert A. and
F. M. Sykcs, 65,
Florence Simons of Paramus.
succumbed to lung
cancer at home in
Pensioner Dewey
Seattle on Nov. 8.
Gillikin, 60, died on
Brother
Sykes
Dec. 6. Brother Gil
joined the SIU in
likin joined the SIU
' 1942 in the port of
in 1943 in the port
Mobile sailing as a
of Norfolk sailing as
bosun and deck delegate. He sailed 40
a bosun. He sailed
years. Seafarer Sykes was also a rigger.
28 years. Seafarer
He was a native of Chicora, Miss. Cre
Gillikin was a for
mation took jplace in the Evergreenmer member of the SUP, MCS and
Washelli Crematory, Seattle. His ashes
MFOW. He was on the picketline in
were buried at sea off the SS Philadel
the 1961 N.Y. Harbor beef and the
phia (Sea-Land) on Nov. 19. Surviving
1963 Rotobroil strike. Born in Beau
are his widow, Evelyn; two sons, David
fort, N.C., he was a resident there. Sur
and Michael; a daughter, Joyce and a
viving are his widow, Marion; a son,
sister, Mrs. lone S. Champlain of Mo
Dewey, and his mother, Lottie of Beau
bile.
fort.
Pensioner Joseph
Pensioner John J.
F. Malyszko, 51,
N. McKenna, 56,
died on Nov. 26.
died of a heart at
Brother Malyszlco
tack in the New Or
joined the SIU in
leans USPHS Hos
1943 in the port of
pital on Oct. 16.
Seattle sailing as a
Brother McKenna
bosun. He sailed for
joineci the SIU in
29 years. Seafarer
1944 in the port of
Malyszko was a veteran of the U.S. Air
New York sailing as a QMED. He up
Forces in post-World War II. A native
graded to that rating at the HLS in
of Chicago, 111., he was a resident of
1974. Seafarer McKenna sailed 31
Seattle. Surviving are his widow, Mary
years. Born in Canada, he was a natu
Ann; a daughter, Mrs. Lynn M. Mapie,
ralized U.S. citizen and a resident of
and a sister, Mrs. Marie Dundee, both
New Orleans. Cremation took place in
of Chicago.
the Metairie (La.) Crematory. Surviving
are his widow, Henrietta, and a sister,
Marshall S. MacMrs. Pat Mills of Toronto, Canada,
Fadden, 24, died on
Dec. 3. Brother
Charlie F. Nysla,
MacFadden joined
55, died in England
the SIU in the port
on Nov. 28. Brother
of Piney Point when
Nysla joined the
he graduated from
SIU in the port of
the HLS in 1973.
Wilmington in 1967
He sailed eight
sailing as an AB.
years as a wiper and fireman-waterHe was a veteran of
tender starting' with the South Atlantic
the U.S. Navy in
Caribe Lines in 1969. Seafiarer Mac
World War II. Seafarer Nysla was bom
Fadden was born in Oxfordshire, Eng
in Fortuna, Calif, and was a resident of
land and was a naturalized U.S. citizen.
San Pedro, Calif. Surviving is his
He was a resident of Jacksonville. Sur
mother, Mrs. Elizabeth Talmadge of
viving are his parents, Mr. and Mrs. V.
California.
S. MacFadden of Jacksonville.
Pensioner Dennis
D. Capo, 65, died
on Nov. 30. Brother.
Capo joined the
Union in the port
of Norfolk in 1966 ;
sailing as a launch
operator for the
Virginia Pilot Assn.
from 1959 to 1974. He was also a
member of the ILA for 15 years. Boat
man Capo was born in Fitzgerald, Ga.
and was a resident of St. Petersljurg,
Fla. Surviving are his widow, Lois and
a daughter, Mr. Zada D. Reardon of
Chesapeake, Va.
Pensioner
Charles W. Crocker,
71, succumbed to a
heart attack in the
Orange (Tex.) Me
morial Hospital on
Nov. 4. Brother
Croker joined the
Union in Port Ar
thur in 1964 sailing as a captain for the
Slade Towing Co. from 1953 to 1969.
He also sailed with the company from
1936 to 1943 and for the Shell Oil Co.
from 1943 to 1948. Boatman Croker
was born in Cameron, La. and was a
resident of Orange. Interment was in
the Evergreen Cemetery, Orange. Sur
viving are his widow, Dorothy; a son,
William and a sister, Mrs. Rosie Benoit
of Orange.
Pensioner Henry
C. Diehl, 74, died of
natural causes in the
Staten Island (N.Y.)
USPHS Hospital on
Sept. 19. Brother
Diehl joined the
Union in the port of
New York in 1960
sailing as an AB for the N.Y. Central
Railroad on Tug 24 for 38 years. He
was a veteran of the U.S. Navy in World
War II. Boatman Diehl was born in
Union City, N.J. and was a resident of
North Bergen, N.J. Burial was in the
Fairview (N.J.) Mausoleum. Surviving
are his widow, Antoinette and a daugh
ter, Carol Ann.
Walter A. Law
rence Jr., 65, suc
cumbed to emphy
sema in South East
Memorial Hospital,
Houston on Dec. 2.
Brother Lawrence
joined the Union in
the port of Houston
in 1961 sailing as an engineer for the
G & H Towing Co. from 1961 to 1977
and the-Foss Towboat Co. from 1956
to 1960. He was also a member of the
IBU of the Pacific from 1957 to 1961.
Boatman Lawrence was born in Boston,
Mass. and was a resident of Houston.
Surviving is a brother, Henry of San
Francisco.
Halley R. Spencer Jr., 25, was found
drowned in Lake Conrod (Texas) off
Fishermen's Reef on Sept. 13. Brother
Spencer joined the SIU in The port of
Houston in 1975 sailing with Western
Towing Co. that year. He was a veteran
of the U.S. Army's 17th Infantry Divi
sion, Co. D serving as a Sp/4 in South
Vietnam and Indochina during 197172. Seafarer Spencer was also a com
mercial deep sea diver. Born in Abilene,
Tex., he was a resident of Houston.
Burial was in the Houston National
Military Cemetery. Surviving are his
widow, Pamela; a son, Halley and his
parents, Mr. and Mrs. Halley R. and
Hattie Spencer Sr.
-
�'^Hmm
Pensioner
Charles
B. Brady,
%
70, died on Nov. 9.
Brother Brady
joined the Union in
the port of Cleve
land in 1966 sailing
as a cook on the
i
M/V Day Peckinpaugh from 1970 to 1975 and for the
Erie Sand Co. from 1966 to 1970. He
was a veteran of both the U.S. Army
and Navy in World War II. Born in
Stoneboro, Pa., he was a resdent of
Ormond Beach, Fla. Surviving are a
niece, Linda Petrillo of Erie, Pa. and a
nephew, Robert C. Rhoads of Fairview,
Pa.
f
Pensioner Elwood M. Orcutt, 66,
died of anemia in the Retama -Manor,
Kingsville, Tex. on Oct. 1. Brother Or
cutt joined the Union in the port of
Houston in 1957 sailing as a cook for
G & H Towing Co. from 1955 to 1973.
Previously he was a cook for the Hang
out Cafe, Corpus Christi, Tex. from
1953 to 1955. Inland Boatman Orcutt
was a veteran of the U.S. Army in World
War XL He was born in West Virginia
and was a resident of Kingsville. Burial
was in Resthaven Cemetery, Kings
ville. Surviving are his widow, Delphine;
two sons, Donald Lee and Wilbur Al
bert; five daughters, Sheree Lynn, Shir
ley Ann, Pamela, Ruth and Tina Alette,
and a brother, Ross.
^
^
Willie L. God
win, 53, died on
Dec. 5. Brother
Godwin joined the
Union in the port
of New Orleans in
1962 stailing as a
tankerman on the
Tug Dixie Rebel
(Dixie Carriers) from 1960 to 1977.
He started with the company in 1958.
Boatman Godwin also sailed for Coyle
Lines and the Inland River Oil Trans
port Co., Harvey, La. both in 1962. He
was also an auto mechanic and veteran
of the U.S. Army in World War II.
Born in Bratt, Fla., he was a resident of
Atmore, Ala. Surviving are his widow,
Gladys; his son, Willie; a daughter,
Dorothy and his mother, Effie.
Ernest R. Myers
Sr., 57, died on
Nov. 23. Brother
Myers joined the
Union in the port
of Norfolk in 1959
sailing as a captain
and engineer for the
Chesapeake and
Oliio Railroad Confioat No. 5. He was
a veteran of the U.S. Navy in World
War II. Boatman Myers was born in
Matthews, Va. and was a resident of
Williamsburg, Va. Surviving are his
widow, Margaret; a son, Ernest and a
daughter, Mrs. Elizabeth Murray.
Calvin D. Sykes,
47, died of a heart
attack while hunting
i
in Columbia, N.C.
on Nov. 11. Brother
"VSykes joined the
^
Union in the port
of Norfolk in 1961
Hi
HCHI sailing as a pilot for
McAllister Brothers from 1969 to 1977
and for them as a mate from 1951 to
1955. He upgraded at Piney Point in
1974. A native of Columbia, he was a
resident there. Boatman Sykes was a
veteran of the post-World War II U.S.
Army. Burial was in Riverside Memo
rial Park Cemetery, Chesapeake, Va.
Surviving are his widow, Norma, a
daughter, Deborah; his parents, Mr.
and Mrs. John and Ethel Sykes; a
brother, Wesley of Norfolk; and a step
son, Stephen M. Robbins.
Ronald Coyle died on Nov. 6. Bro
ther Coyle sailed for the Interstate Oil
Transportation Co. last year from the
port of Philadelphia. He was a resident
of Philadelphia. Surviving is his widow.
Donna.
W'
hfT-
Byron C. Broadus, 43, died on Nov.
16. Brother Broadus joined the SlU in
the port of Mobile in 1954 sailing as
a wiper until 1969. He was born in
Alabama and was a resident of Springhill, Ala. Surviving are his widow,
Betty Lou; three sons, Winston, Ralph
and Casey; three daughters, Anona
Lias, Tonie and Vannie Gaye and his
mother, Berdie of Crichton, Ala.
Pensioner William Stevenson, 82,
passed away on Nov. 27. Brother Stev
enson joined the Union in 1939 in the
port of Cleveland sailing as an AB. He
was born in Ireland and was a resident
of Smyrna Beach, Fla. Surviving are
his widow. Myrtle and a granddaughter,
Janice Ballantyne of Tampa, Fla.
I* t
>
(1»-
SEAFARERS WELFARE PLAN SUMMARY ANNUAL REPORT
STATEMENT OF ASSETS AND LIABILITIES DECEMBER 31. 1976
BEGINNING
OF YEAR
END OF
YEAR
ASSETS
Cash
$1,857,112
Receivables
3,643,828
, Generallnvestments
412,888
Buildings and Other Depreciable Property—Net ....
2,640,196
' Other Assets , . , .
23,138
TOTAL ASSETS CURRENT VALUE '. $8,577,162
Total Assets Book Value
$8,577,162
$ 1,509,380
5,536,221
402,500
2,548,968
33,577
$10,030,646
$10,030,646
LIABILITIES
Payables (Includes Plan Claims)
Other Liabilities
TOTAL LIABILITIES
$6,933,373
96,239
7,029,612
$ 6,371,816
119,535
6,491,351
$1,547,550
$ 3,539,295
NET ASSETS
Establishment and Purpose of Fund
The Seafarers Welfare Plan, which provides for the establishment of the Seafarers
Welfare Fund, was established under the provisions of an Agreement and Declaration
of Trust made as of July 1, 1950, between the Seafarers International Union of North
America, Atlantic, Gulf, Lakes and Inland Waters District and the signatory employers.
The Welfare Plan was to continue to June 30, 1955, and could be extended from that
time. Various amendments have extended the Plan and, at present, it is to continue
until October 1, 1986.
On September 20, 1961, the Trustees adopted the Fourteenth Amendment which
established the Seafarers Pension Plan and which states, among other things, that both
Plans shall be administered by the same Trustees and that all contributions shall be
payable to the Seafarers Welfare Plan. This amendment also states that the Trustees
may allocate to the Pension Plan such portion of the contributions as they deem
necessary to pay pensioners, as provided under the Seafarers Pension Fund Trust
Agreement and Rules and Regulations, and to maintain adequate reserves.
The purpose of the Plan is to provide certain health and welfare benefits to eligible
employees and pensioners and their dependents. Funds to provide these benefits are
contributed by the signatory employers under the terms of collective bargaining agree
ments between the Union and the employers.
Change in Fiscal Year End
At their meeting of May 6, 1976, the Trustees agreed to change the reporting year of
the Fund from a fiscal year ending March 31, to a calendar year ending December 31.
This report, therefore, covers the short period from April 1, 1976 to December 31, 1976.
STATEMENT OF INCOME, EXPENSES AND
CHANGES IN NET ASSETS
FOR PLAN YEAR ENDED DECEMBER 31, 1976
Significant Accounting Policies
INCOME
Cash Contributions
Earnings From Investments
Other Income
TOTAL INCOME
$ 8,775,556
57,713
251,877
9,085,146
I lie statements have been prepared on the accrual basis of accounting and accordingly
reflect all material assets and liabilities at December 31, 1976.
Depreciation is computed on a straight-line method over an estimated life of ten years.
Depreciation charged to benefits and administrative expenses amounted to $86,727 for
the nine month period ended December 31, 1976.
NOTICE TO ALL PARTICIPANTS OF THE
SEAFARERS WELFARE PLAN
EXPENSES
Benefit Payments Directly to Participants or Their Beneficiaries
Payments to Other Organizations or Individuals
Providing Welfare Benefits
Fees, Commissions and Insurance Premiums .
for Fiduciary Insurance Other Than Bonding
Salaries and Other Administrative Expenses
.TT .. ..
TOTAL EXPENSES
NET INCREASE IN NET ASSETS
Net Assets at Beginning of Year
Net Assets at End of Year
$
3,443,801
1,830,902
45,532
1,773,166
7,093,401
1,991,745
1,547,550
3,539,295
Plan participants may obtain copies of the more detailed annual report for a reasonable
charge, or may inspect it at the Plan Office without charge. The latest full annual report
includes a list of the assets held for investment and all other relevant financial informa
tion. To obtain a copy of the annual report, write to the Administrator asking for what
you want. The Administrator will state the charge for specific documents so that you
can find out the cost before ordering. The full report can be examined at the Plan Office
during normal business hours.
If you seek additional information write to:
Administrator
Seafarers Welfare Plan
275 20th Street
Brooklyn, New^ York 11215
January 1978 / LOG / 37
�The Huron Cement Fleet's J.A.W. Iglehart, built in 1936, was converted to a cement carrier in 1965. fhe Iglehart is the
largest of the six ships in the cement fleet, carrying 12,500 tons.
tAK
Wheelsman Donnie Everette, who's
been sailing with the cement fleet for
the last five years, stands on the
Iglehart's deck while the vessel loads.
Cement for
Huron Fleet
Second Cook Cecil Morey dishes up
a bowl of soup. Morey has been sail
ing with the Huron Cement fleet since
1966.
A view of the loading pumps on the J.A.W. Iglehart. The 16" wide hoses, four
of which are in use here, are hooked-up to on-shore silos in different ports to
unload the cement.
i-
Wheelsmen Frank Wilds sounding the
ballast during the Inglehart's stop
over in Alpena.
38 / LOG / January 1978
Rex Kauer, oiler (I) explains the operation of the Iglehart's automated console
to SID rep, John McClinton, The Iglehart, a steam turbine, oil burner, had her
boilers automated in 1975.
The SlU-contracted Huron Cement
Fleet, based in Alpena, Mich., consists
of six ships. They are the J.A.W. Igle
hart, E. M. Ford, J. B. Ford, L. G.
Harriman, S. T. Crapo and the Paul
H. Towrisehd.
The largest vessel in the fleet is the
Iglehart with a 501 foot length, a 68
foot beam and a draft of 37 feet. She
can carry up to 12,500 tons of cement.
Built as a salt water tanker in 1936,
the Iglehart was converted to a cement
carrier in 1965. The ship's boilers were
automated in 1975.
The vessels visit Great Lakes ports
as distant as the 48-hour trip to Oswego,
N.Y. and as near as Saginaw, Mich., 13
hours away. Most of the vessels make
only one stop per trip. But the Iglehart,
carries enough cargo to make stqps In
Duluth, Minn., and Superior, Wise, on
one run.
In Alpena, 16-inch hoses connected
to onshore silos arc used to load the
ships. The Iglehart is equipped to han
dle eleven hoses at a time.
The cement is made in tlie Alpena
plant under the "Portland method."
Using this process, rough limestone is
cooked into pellets. The pellets are put
into a grinding mill and combined with
gypsum, stone, ore and other additives.
The final step is the finish grind process .
which produces bulk cement.
The crews of the cement carriers in
clude three wheelsmen, three watchmen,
three deckhands and a bosun in the deck
department. In the engine room there
are fliree oilers and two wipers. There
used to be three firemen in the engine
room. But their jobs were eliminated
when the boiler room was automated.
The galley has a second cook and three
porters. There are several SIU stewards
currently working in a relief capacity.
The other stewards belong to the L£->
censed Tugnian's Union. However, as
vacancies in the steward department
occur, they are filled with SIU members.
�SIU Adantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsay Williams
Cal Tanner
Paul Drozak
HEADQUARTERS
675 4 Ave., Bklyn. 11232
DEC. 1-31, 1977
TOTAL REGISTERED
TOTAL SHIPPED
All Groups
Class A Class B Class C
All Groups
Class A Class B Class C
Port
DECK DEPARTMENT
Boston
New York
6
64
4
11
1
4
5
136
3
45
0
2
Philadelphia
Baltimore
12
23
3
1
0
0
16
34
7
8
0
1
Norfolk
13
4
0
11
5
0
Tampa
Mobile
15
34
1
5
6
0
13
19
5
7
5
0
New Orleans
67
11
1
96
26
4
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point ..
Yokohama
39
49
11
53
6
77
1
2
6
9
2
8
4
14
8
0
5
0
0
3
0
9
0
0
46
42
20
43
12
100
1
2
20
13
6
16
10
24
20
0
2
8
2
6
0
19
0
0
472
91
29
596
215
49
2
3
0
ENGINE DEPARTMENT
2
2
2
64 •
30
2
5
0
112
46
5
0
9
8
5
5
0
1
19
9
10
5
1
1
8
2
1
8
4
3
32
59
6
15
2
1
13
71
8
26
1
0
Totals
Port
Boston
New York.
Philadelphia
8
Baltimore
Norfolk
Tampa
Mobile
New Orleans
9
5
Jacksonville
36
9
0
37
22
0
San Fr^cisco
Wilmington
Seattle
30
13
24
12
Q
10
2
1
0
0
0
29
13
24
15
2
11
1
1
1
61
12
4
83
18
16
Puerto RICO
:
Houston
Piiiey Point
YoKonama ..
Totals
7
4
0
0
15
Boston
New York
1
28
0
9
0
0
1
88
2
31
2
1
Philadelphia
Baltimore
Norfolk
Tampa
4
4
17
7
0
4
2
0
0
0
0
0
5
21
5
8
4
6
6
1
2
0
1
1
Port
3
0
436
20
2
201
0
j2
2
127
.... r
"
5
3
1
365
0
1
33
Mobile
13
3
0
15
4
1
32
18
28
6
6
2
5
4
0
0
0
0
38
28
31
8
25
23
11
3
3
5
1
2
Seattle
19
1
0
18
3
7
Puerto Rico
Houston
Piney Point
Yokohama
4
22
3
1
0
3
2
0
0
0
0
0
12
45
3
1
.11
18
50
i
4
26
0
0
207
41
0
327
199
56
Port
5
19
4
5
10
0
8
25
10
7
4
5
2
17
1
0
122
1
5
1
2
5
3
0
5
4
0
2
6
0
12
0
0
46
4
157
23
39
29
15
48
141
64
81
24
47
18
116
0
1
807
6
50
7
12
10
5
8
25
14
13
13
14
4
22
0
1
204
3
6
0
1
1
0
1
3
4
1
0
1
1
5
0
0
27
2
74
14
23
26
13
30
99
40
57
9
36
12
66
0
1
502
0
17
2
8
3
1
4
11
2
7
4
7
3
9
0
0
78
1
0
0
0
0
0
0
0
3
0
3
0
0
0
0
0
7
-
ENTRY DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
9
24
8
15
7
8
83
14
12
8
7
Ji
40
2
5
6
5
Mobile
New Orleans
16
24
17
51
2
15
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
17
14
4
24
8
32
0
0
32
18
12
12
10
30
67
0
5
10
8
.23
4
50
0
0
Totals
7
170
19
58
33
19
62
157
77
96
39
104
22
164
0
2
1,029
STEWARD DEPARTMENT
New Orleans
Jacksonville
San Francisco
Wilmington
Totals
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
201
381
182
0
58
1
35
14
9
28
63
19
57
9
33
24
52
0
1
410
2,748
Totals All Departments
1,245
640
226
1,359
615
138
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
13
138
33
38
20
7
28
85
37
37
19
22
19
53
3
3
555
13
206
2
26
11
2
3
32
14
22
13
30
4
52
0
0
430
959
510
(212) HY 9-6600
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-4988
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N.J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. . .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. . 1313 Fernandez, Juncos,
Stop 20 00909
(809) 724-2848
SEAITLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio .... .935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan . .. . P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
Shipping increased considerably last
month at ail deep-sea ports as a total of
2,212 Seafarers found jobs aboard SIUcontracted deep-sea vessels. That's an
increase of more than 500 Jobs shipped
over (he previous month. Some of the
increase can be attributed to vessels recrewing that had been laid-up during
the ILA strike. However, shipping has
been good to excellent recendy at most
deep-sea ports and is expected to stay
that way during the coming year.
January 1978 / LOG / 39
�7,443 Incorrect Addresses
Your Name Shouldn't Be on This List
If the Seafarers Welfare Plan sent a general mailing to every member covered by the Plan, a total of 1,443 members would not
receive a thing. The reason is that these 1,443 people have incorrect addresses on file with the Plan. The names and social security numhers of these members are printed below.
Most of the incorrect addresses can be attributed to members who have moved without reporting their new addresses. But whatever the reason, it is important for you to have your correct address on file with the Welfare Plan. If your name appears on this list, please
write the Seafarers Welfare Plan as soon as possible notifying them of your correct address. The Plan is located at 275 - 20th St., Brooklyn,l\.Y. 11215.
"rSf.:
Abbott, V.
Abegg, W.
Abel, H,
Abrahamson, T.
Abshire, E.
Abshire, J.
Accord, Jr., H.
Acord, J.
Acup, B.
Adams, A.
Adams, E.
Adkins, C.
Airikke, P.
Albanc, P.
Alccx, J.
Aidridge, R.
Aigarin, G.
All, H.
Alien, K.
Allen, J.
Allen, W.
Alvarez, R.
Andersen, A.
Anderson, A.
Anderson, J.
Anderson, F.
Anderson, N.
Anderson, M.
Andlcocchea, J.
Andrews, D.
Andrews, J.
Aponte, J.
Appel, G.
Arceneaux, P.
Armer, G.
Arnaud, J.
Arnold, W.
Arnold, R.
Arroyo, R.
Arttiur, M.
Asbridge, R.
Ashcratt, R.
Ashford, H.
Ashworth, W.
Atwell, A.
Aubry, J.
Aucoin, J.
Aucoin, T.
Audibert, F.
Aulbach, D.
Austin, L.
Austin, E.
Austin, L.
Austin, R.
Austin, Jr., M.
Ayala, J.
Babin, B.
Babin, J.
Backstatter, S.
Backus, R.
Bacon, J.
Baez, G.
Baez, V.
Bailey, W.
Bailey, T.
Bailey, M.
Bakaricti, P.
Baianay, A.
Balbin, T.
Baldwin, B.
Bane, J.
Barger, R.
Barnes, K.
Barnhili, G.
Barras, R.
Barrett, J.
Barth, W.
Bartholamew, R.
Bartholmey, C.
Bartholmey, G.
Bartholmey, S.
Bartsch, Jr., A.
Basinger, L.
Batayias, P.
Bateman, V.
Bateman, Jr., R.
Baucom, J.
Bauer, W.
Baxter, R.
Baxter, B.
Bazor, N.
Beamon, Jr., J.
Beatty, J.
Beaubouef, R.
Becker, J.
Bedair, R.
Beelman, L.
465-68-8493
494-58-6004
440-07-0803
470-09-2109
456-16-9434
138-36-0406
135-48-9328
157-58-2405
488-34-5196
230-94-5573
462-66-7210
433-72-1927
107-18-2812
144-38-3607
422-01-1745
514-20-1935
580-94-4396
050-46-3919
437-84-2811
510-42-9336
468-70-8668
212-34-0930
723-14-7545
080-26-6054
493-50-3519
155-28-2453
403-48-0631
439-92-4500
518-56-7157
458-70-7003
232-30-0635
582-17-3970
549-36-1530
439-03-4091
456-62-1135
438-54-7671
458-28-6720
063-32-8574
581-05-1563
464-76-2510
403-78-4526
464-18-1393
438-74-1341
411-48-5713
266-38-6243
447-44-8903
438-06-5864
437-70-8595
436-94-0421
492-64-8247
246-36-5068
243-20-3288
554-36-6058
368-66-1662
579-44-7607
584-42-7498
437-82-8842
452-36-3153
122-46-9786
578-22-4795
467-22-5007
581-34-7132
584-42-3053
299-50-1721
456-27-1168
465-17-2532
712-14-5923
726-16-8940
586-60-4125
462-48-7894
517-60-3598
552-28-7555
486-70-8794
261-11-2763
466-48-1715
489-66-5609
186-09-9632
451-46-9194
463-17-1068
484-28-5094
458-06-8413
494-32-6758
438-22-1367
722-09-0520
487-60-1902
228-78-2461
556-82-5642
438-34-2858
457-42-2707
452-60-8196
422-54-6608
•538-54-2024
287-56-6345
464-06-6554
471-32-8533
460-42-8622
498-44-3860
Behneman, P.
Behrens, J.
Belcher, A.
Belcher, J.
Belk, J.
Bell, S.
Bell, E.
Benedict, J.
Benoit, L.
Benoit, J.
Benoit, L.
Benoit, 0.
Berg, M.
Bertrand, E.
Berwick, H.
Beswick, E.
Bethel, E.
Bettner, F.
Beyette, S.
Biagini, M.
Bickford, H.
Biggers, R.
Bishop, P.
Blackburn, P.
Bland, 0.
Blazina, G.
Blesener, D.
Blumlein, R.
Bodge, J.
Bodin, 0.
Boleyn, J.
Bonnette, S.
Bonvillain, D.
Booth, J.
Bostic, R.
Bowler, F.
Bowler, S.
Bowler, Jr., F. '
Boykin, J.
Bracey, W.
Bradberry, C.
Bradshaw, M.
Branch, J.
Branch, N.
Branch, 0.
Brannon, D.
Brannon, D.
Brashars, F.
Brasseaux,G.
Breaud, G.
Breaux, Jr., W.
Brecht, G.
Brekke, L.
Brengle, J.
Brennecke, C.
Brink, E.
Brinn, D.
Brisson, R.
Broadus, E.
Brock, J.
Broe,D.
Broglen, G.
Brooks, G.
Brooks, W.
Brooks, II, G.
Broussard, R.
Brown, J.
Brown, P.
Brown, J.
Brown, V.
Brown, G.
Brown, W.
Brown, R.
Brown, B.
Brown, A.
Browning, S.
Broxson, L.
Bruce, T.
Bruner, G.
Bryant, J.
Bryant, A.
Bryant, A.
Bubakr, H.
Buccloni, V.
Buchanan, J.
Burch, W.
Burgdorf, R.
Burnham, L.
Burnsed, H.
Burrells, R.
Burroughs, R.
Bush, M.
Bush, J.
Bushnell, J.
Butler, A.
Butler, B.
213-66-1200
366-62-1359
459-60-2385
228-38-8004
463-56-9085
455-24-6410
439-08-8083
438-34-5506
438-44-0312
456-34-6906
463-24-7081
460-16-7574
467-25-6025
461-52-7971
459-40-6833
133-34-8542
173-28-0145
424-76-1974
381-60-6820
154-46-8095
006-20-8423
040-44-4435
006-20-6590
420-62-8188
454-84-9097
115-44-3922
472-18-8530
725-14-9646
037-24-9926
456-66-6855
479-50-7172
133-18-8545
439-26-9658
427-06-6255
492-56-5166
229-76-8817
459-08-8828
229-76-0817
555-96-7061
202-20-8254
452-24-9299
261-13-8259
466-88-4993
451-80-9984
450-56-7078
419-88-7692
224-76-2692
486-38-2793
458-21-8789
438-28-4300
436-84-4531
419-96-7584
570-20-9215
262-84-2364
439-98-3257
060-22-4523
144-56-2831
468-34-4280
449-66-1171
703-18-9247
531-54-2616
264-25-6586
217-14-2427
717-10-6426
550-62-1125
459-64-1959
405-38-6988
488-40-1264
466-76-9685
461-62-1207
462-04-0477
439-74-2924
423-62-2283
432-46-5351
452-13-7808
454-02-6822
466-36-7941
439-72-7446
467-56-4783
439-80-1077
452-72-0686
454-02-6718
375-38-3992
000-00-0002
263-31-3712
247-54-1165
496-62-6448
263-60-1397
259-40-9874
422-70-8032
517-66-6839
459-88-4597
138-01-7346
453-62-1206
422-44-3958
381-38-4273
40 / LOG / January 1978
Butts, W.
Buturnski, A.
Buxton, G.
Buxton, R.
Byrd, J.
Gaceres, G.
Gagle, G.
Gahal, D.
Gain, R.
Gallicotte, J.
Galverley, R.
Gamacho, A.
Gamp, K.
Gampbell, R.
Gampbell, J.
Gampbell, A.
Gampbell, J.
Gampbell, Jr., J.
Gampesi, R.
Gandelaro, R.
Gantrell, R.
Gapparo, M..
Gapps, B.
Garaballo, R.
Garbell, H.
Gardona, T.
Garlock, W.
Garmona, R.
Garrol, M.
Garter, J.
Garter, R.
Gasey, T,
Gathers, K.
Gausey, M.
Ghafin, D.
Ghambers, F.
Ghambless, F.
Ghampagne, G.
Ghampagne, P.
Champagne, H.
Ghaney, J.
Ghaney, G.
Chanson, F.
Chapman, G.
Charles, L.
Gharriez, J.
Chase, M.
Ghavis, H.
Chevalier, N.
Ghevere, J.
Ghisholm, A.
Christy, B.
Christy, R.
Gintron, M.
Clark, J.
Clark, F.
Clark, J.
Glasen, G.
Clay, D.
Glaypool, B.
Clayton, 0.
Clayton, R.
Glingan, A.
Goats, B.
Goats, J.
Goffer, J.
Coffey, 1.
Golburn, G.
Cole, R.
Coleman, K.
Collins, H.
Colon, A.
Colon, R.
Golson, J.
Golwell, G.
Gomalander, J.
Gone, J.
Gonners, R.
Gonners, R.
Conrad, P.
Conrad, S.
Conrad, G.
Gonroy, M.
Cook, H.
Gooley, J.
Coop, R.
Cooper, T.
Cooper, G.
Cooper, L
'Gopeland, J.
Gorbett, G.
Gordell, R.
Gorley, E.
Cormier, L.
Gostango, F.
Gostello, D.
266-58-4080
177-12-5076
456-48-0128
438-30-0884
237-38-9846
582-62-6400
464-68-9809
456-12-9403
449-16-2669
462-36-4628
465-84-1397
580-58-9643
569-22-7806
138-52-5473
464-46-8095
456-12-0653
456-34-4998
467-06-4097
438-64-8788
584-50-6670
587-07-2312
115-50-4856
422-54-9852
584 70-8252
236-38-2781
084-40-2752
490-58-5147
584-56-4884
505-36-4135
463-96-1603
449-70-4906
556-98-0727
511-14-9969
231-66-8472
316-18-5697
488-66-9525
461-21-1538
466-98-4713
464-17-9764
454-42-4984
464-64-5531
493-67-8941
436-36-2933
466-78-6490
578-86-6200
583-38-6284
508-70-1729
256-20-5286
583-80-9562
534-46-3642
467-06-2197
488-60-2326
548-76-5428
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360-40-5202
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464-18-0052
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461-60-8535
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486-50-7954
526-38-4311
495-46-5332
260-74-3145
454-28-7216
459-03-4477
222-14-5609
434-52-2591
Gostilow, R.
Couch, R.
Couch, J.
Court, V.
Cowan, Jr., G.
Cox, T.
Cox, R.
Cox, J.
Grabtree, J.
Grabtree, T.
Crawford, W.
Creel, R.
Greppon, J.
Griswell, D.
Gropek, A.
Cruz, A.
Cruz. A.
Gryer, A.
Gulkin, W.
Gurts, W.
Cushion, J.
Gusic, B.
Gusimano, G.
Cutler, G.
Gutrer, 1.
Czech, P.
Dahl, H.
Dahl, B.
Daigle, D.
Dalhaus, G.
Dalhavs, G.
Damon, G.
Damon, R.
Daniels, W.
Daniels, G.
Darnell, L.
Darrough, E.
Daun, F.
Davenport, J.
Davidson, R.
Davis, W.
Davis, J.
Davis, D.
Davis, Jr., B.
Day, L.
Day, L.
Dean, T.
Dean, E.
Decorte, P.
Dees, H.
Dehon, L.
Dehon, R.
Delmont, R.
Dempsey, M.
Denmark, G.
Dent, R.
Dernbach, J.
Desmond, P.
Diaz, R.
Dickerson, D.
Dickinson, D.
Dillon, J.
Dillon, J.
Dixon, R.
Dodson, G.
Doherty, A.
Dolan, T.
Domangue, M.
Domec, D.
Donaldson, P.
Donaldson, G.
Dong, S.
Donnelly, R.
Donnelly, Jr., J.
Dorsett, W.
Dorsey, R.
Dorsey, D.
Douthitt, D.
Dow, Jr., J.
Dronet, A.
Dubach, G.
Dubroc, W.
Duerr, H.
Duet, M.
Duggan, G.
Duhon, R.
Dunegan, T.
Dunn, R.
Duran, F.
Durfee, A.
Dyson, S.
Eason, T.
Eathorne, R.
Eckhart, J.
Eddins, W.
Eidson, A.
466-92-3423
285-40-2910
467-22-2808
467-84-7979
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536-28-8093
438-94-4643
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497-52-4553
490-56-8731
560-46-2347
439-80-1738
461-54-0736
452-42-4583
450-68-8733
439-72-6008
403-42-0307
458-56-3205
587-50-8821
486-64-1964
437-52-6843
521-42-4749
439-88-5470
700-18-9277
436-08-7749
430-50-4923
096-30-8372
408-56-9313
475-36-1598
509-52-6339
439-96-2622
374-12-8260
369-64-1985
266-68-0481
542-64-9720
Eljanny, M.
Ellard, J.
Elliot, S.
Elliott, B.
Elliott, H.
Ellis, L.
Enfinger, E.
Erickson, j.
Ernst, T.
Esparza, T.
Etzel, H.
Evans, A,
Evans, L.
Ewing, J.
Ezell, D.
Ezernack, J.
Ezra, E.
Fabre, E.
Farris, D.
Faul, B.
Faulkner, R.
Fears, D,
Fedder, D.
Federation, T.
Ferguson, J.
Fernandez, F.
Ferrell, F.
Ferrell, G.
Ferrell, F.
Ferrera, R.
Finley, J.
Fisher, R.
Fisher, W.
Fiveash, R,
Flader, D.
Flemming, R.
Fletcher, J.
Flint, J.
Flores, G.
Flores, J.
Flynn, F.
Ford, J.
Ford, E.
Forst, T.
Foshee, W.
Foster, W.
Fox, E.
Franceschi, J.
Francis, L.
Franklin, Jr., J.
Frasure, J.
Frato, J.
Frayle, Jr., M.
Frazee, J.
Frazer, J.
Friend, G.
Fromme, H.
Frugia, R.
Fryett, R.
Fucntes, H.
Fuller, L.
Fuller, Jr. L.
Furman, J.
Gallagher, J.
Gallagher, Jr., E.
Gallowitz, G.
Gamble, G.
Garcia, R.
Garcia, N.
Garcia, E.
Garcia, M.
Garner, W.
Garner, B.
Garner, T.
Garnett, R.
Garrett, D.
Garriott, N.
Gaston, W.
Gates, J.
Qegenheimer, J.
Gegenheimer, T.
Gennusa, F.
Gentry, H.
Gibbons, B.
Gibbs, G.
Gibbs, L.
Gibson, F.
Gibson, T.
Gilchriest, Jr., J.
Gilchrist 2, G.
Giles, R.
Gillikin, W.
Gilliland, Jr., E.
Gimpel, V.
Gimpel, D.
Gimpel, R.
Girardeau, F.
v.
.'>7-
377-60-6458
466-01-4215
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457-16-1805
�Glass ill, R.
Glastetter, D.
Giisson, W.
Giowacki, J.
Godeke, K.
Godwin, G.
Goldberg, J.
Gomez, L.
Gonzales, P.
Gonzalez, J.
Goodhue, W.
Gooding, H.
Goodson, K.
Gordon, A,
Gould, M.
Gove, R.
Granger, D.
Granstrom, A.
Grantouskey, S.
Gray, C.
Gray, J.
Gray, Jr., R.
Greco, P.
Greco, J.
Greeff, L,
Green, S.
Green, W.
Greiff, R.
Gremillion, J.
Grice, R.
Griffin, J.
Griggs, J.
Griggs, B.
Grimes, W.
Groom, B.
Grossman, P.
Grow, L.
Grumbles, M.
Guerra, V.
Guidry, R.
Guidry, P.
Guidry, R.
Gutierrez, D.
Guzman, F.
Haas, S.
Hackeny, S.
Hadorn, D.
Hageman, J.
Haizlip, J.
Hall, J.
.Hall, R.
Hamilton, Sr., E.
Hammond, C.
Hampson, W.
Hanks, J.
Hannah, C.
Hansen, P.
Hansen, F.
Harden, Jr., J.
Hardin, J.
Hardy, L
Harkey, D.
Harper, A.
Harris. M.
Harris, M.
Harris, T.
Harris, W.
Harris, R.
Hart, S.
Hartley, M.
Harvey, P.
Hasten, E.
Hathaway, A.
Hawthorne, E.
Hawthorne, H.
Haynes, D.
Heald, C.
454-84-7288
486-52-4758
452-05-1355
379-62-5804
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577-78-0120
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583-80-3068
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518-16-3261
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456-78-0112
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110-14-5869
Hearn, Jr., N.
Hebert, E.
Heberl, J.
Hebert, A.
Hebert, D.
Hebert, J.
Hebert, C.
Hebert, L.
Heddins, V.
Helgren, A.
Helmstetter, R.
Helmstetter, R.
Hembree, Jr., J.
Henderson, D.
Hendrix, A.
Hendrixson, R.
Henning, E.
Henry, R.
Henry, Jr., 8.
Henson,M.
Henson, 8.
Herban, C.
Herina, J.
Herndon, J.
Herring, 0.
Herzog, G.
Hessey, J.
Heumann, J.
Hickman, R.
Hicks, J.
Hicks, B.
Hicks, E.
Higgins, M.
Higgins, K.
Hill, B.
Hill, D.
Hines, 8.
Hingle, M.
Hinton, G,
Hoang, V.
Hobbs, L.
Hodges, G.
Hogan, J.
Holden, D.
Holmes, R.
Hoist, J.
Hook, W.
Hopson, R.
Horn, R.
Howard, B.
Howard, J.
Howe, VV.
Howell, D.
Howes, G.
Hubbard, M.
Hudson, R.
Huff, Jr.. J.
Hughes, T.
Hughes, W.
Hulsart, Jr., T.
Hunt, R.
Hurd, R.
Hurst, G.
Hutchins, T.
Hyatt, V.
Hyslop, J.
Iglesias, E.
Iglesias, J.
Illarraza, R.
losue, T.
Irish, E.
Istre, J.
Ives, G.
Ivey, G.
Ivey, Jr., N.
Jackson, P.
Jackson, M.
179-24-2123
437-44-7269
439-16-2845
438-36-6910
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466-56-2344
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510-07-9990
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703-01-0490
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451-36-0074
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337-14-1685
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463-98 2444
543-68 7291
438-30 2036
451-18 7597
528-94 8522
587-.68- 4837
235-02- 8403
439-30-5581
Jackson, B.
Jackson,J.
Jaco, S.
Jacobs, R.
Jagenow, D.
Jagenow, A.
Janes, M.
Jansen, D.
Jarman, J.
Jenkins, D.
Jenkins, T.
Jennings, T.
Jewell. F.
Johnson, A.
Johnson, N.
Johnson, J,
Johnson, L.
Johnson, H.
Johnson, 0.
Joiner. R.
Jolly, Jr., B.
Jones, J,
Jones, P.
Jones, B.
Jones, D.
Jorgensen, P.
Jorgensen, M.
Lamarra, D.
Lamb, B.
Lambert, J.
Landa, 0.
Landry, B.
Landry, J.
Lang, T.
Larsen, E.
Larson, W.
Laskey, S.
Latimer, J.
Latour, G.
Latour, L.
Latour, L.
Latour, P.
Laus, A.
Lawrence, L.
Lawson, Jr., A.
Leager, M.
Leathern, Jr., E.
Leblanc, S.
Leblanc, T.
Lecierc, A.
Ledet, M.
Ledet, L.
Ledet, R.
Ledet, C.
Ledet, R.
Lee, L.
Lee, R.
Lee, J.
Lee, F.
Lee, R.
Leech, Jr., J.
Leeper, E.
Leicher, D.
Leivin, A.
Leoncy, J.
Lesh, A.
Lesher, W.
Lesndusky, A.
Lewis, K.
Lewis, J.
Lewis, J.
Lewis, III, R.
Liakos, G.
Lilliquist, J.
Lindley, R.
Lindley, Jr., R.
Lindsay, J.
Golden Monarch Committee
Recertified Bosun Tom Brooks, seated center, files beef with SlU patrolman
Ted Babkowski, seated right, at payoff of the Golden Monarch in the port of
New York. Others in the ship's committee are: Ismael Rivera, seated left,
steward delegate. Standing from the left are: Dean Wooster, engine delegate;
G. Koutouras, deck delegate and Fred Landrom, who sails ordinary.
488-66-2754
465-72-6385
335-40-5281
456-12-4988
363-58-6726
386-70-7455
530-32-6368
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449-92-6095
465-84-1020
401-88-1798
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439-17-6299
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498-60-0755
229-84-9227
138-34-9942
054-13-3186
366-54-3257
465-38-4244
454-90-8455
439-68-2074
Llngenfelter, P.
Linsley, S.
Livengood, J.
Lloyd, D.
Lodriguss, C.
Lofton, R.
Lope, A.
Lopez, N.
Lotz, W.
Loupe, L.
Lousson, L.
Louviere, S.
Louvierre, L.
Lovlngfoss, J.
Lowe, M.
Luckett, G.
Ludlam, R.
Lupton, R.
Lynn, A.
Lyon, R.
Maddox, E.
Magyar, S.
Mahon, H.
Mainer, B.
Malnor, B.
Malave, J.
Malave, F.
Maldonado, W.
Maneely, M.
Manglaracina, B.
Mangini, R.
Mannion, K.
Mannisto, G.
Marchislo, J.
Marcus, D.
Mardones, E.
Marino, J.
Marion, F.
Marshall, G.
Marshall, E.
Marshall, 0.
Marshburn, III, R.
Martin, M.
Martin, A.
Martin, L.
Martin, L.
Martin, E.
Martin, G.
Martinez, L.
Martinez, V.
Massa, L.
Mathis, H.
May, G.
McCaskill, J.
McClelland, J.
McCormick, H.
McCoy, R.
McDaniel, S.
McDonald, D.
McDonald, L.
McDonald, T.
McDonough, G.
McDougall, F.
McEwen, G.
McGee, T.
McGee, J.
McGee, E.
McGlothin, D.
McGraw, F.
McGraw, J.
McGreal, T.
Mclntyre, J.
McKain, 0.
McLagan, G.
McLain, H.
McLendon, E.
McLewis, F.
510-30-8312
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465-40-9778
464-78-0961
155-12-2701
155-12-3701
120-10-6189
438-64-8622
717-09-4971
272-20-5180
451-30-4450
267-42-6084
453-01-0627
McRea, V.
McSwain, J.
McVille, M,
Mehl, D.
Mejias, G.
Mekosh, J.
Menz, K.
Merchant, G.
Meskill, M.
Metzroth, G.
Meuser, W.
Meyer, L.
Meyers, R.
Miles, 0.
Millberger, R.
Miller, J.
Miller. W.
Miller, J.
Miller, G,
Miller, G.
Miller, J.
.Mire, G.
Missing. M.
Mitchell, W.
Mollick, H.
Monroe, E.
Monson, B.
Moody, 8.
Moore, J.
Moore, 8.
Moore, R.
Moore, M.
Moore, V.
Moore, E.
Moore, Jr., E.
Moran, J,
Moret, P.
Morgan, B.
Morgan, D.
Morgan, D.
Morgan, R.
Morgan, M.
Morgan, D.
Morgan, G.
Morris, N.
Morris, E.
Morris, G.
Morris, G.
Morris, J.
Morris, R.
Morrisette, R.
Morton, 8.
Mosher, J.
Mosley, R.
Mowbray, G.
Muirhead, W.
Mull, W.
Mullen, R.
Mulvihill, J.
Murphy, B.
Murphy, R.
Murphy, 8.
Murphy, W.
Murphy, A.
Murray, R.
Musaid, A.
Myers, M.
Mynes, A.
Nail, K.
Nance, R.
Navarro, F.
Neal, G.
Negard, H.
Negron, M.
Nelson, L.
587-14-6953
422-58-0209
438-86-6613
455-08-2442
580-80-9686
191-28-2236
493-62-4855
420-92-3399
060-46-2679
521-80-8465
512-52-9968
481-24-0901
432-52-7069
467-30-2181
419-82-9880
417-76-7423
257-10-3302
501-52-6153
212-56-5000
721-09-0035
587-50-8574
439-22-7145
000-03-0134
504-24-0161
471-16-3436
406-34-2700
462-70-4131
449-70-5911
449-23-2433
452-04-1487
463-70-1427
529-24-1368
544-56-5485
457-20-3145
449-04-7451
527-46-9819
582-70-0414
409-40-5615
434-18-1701
453-36-6483
155-18-4611
264-68-0452
463-36-3023
466-48-1198
467-92-5374
466-38-2973
461-70-1533
288-94-6831
234-30-9701
453-62-0758
230-12-0605
436-66-4558
553-64-1021
509-56-3971
239-86-0693
587-44-0440
386-01-0366
458-96-9442
048-58-5796
383-68-6068
458-82-4128
458-82-4163
460-96-3570
456-58-6057
436-98-5103
565-58-5549
495-28-3917
498-44-2094
400-76-9726
224-60-1079
576-38-2085
493-22-1774
470-01-7410
588-26-4136
461-76-7934
Continued on Page 42
OalloM/'ay Co
The ship's committee on the Sea-Land Galloway get together during recen^
payoff in Port Elizabeth, N.J. They are from the left: A. Seda, secretaryreporter; Recertified Bosun George Burke, ship's chairman; J. Gleaton, stew
ard delegate; J. Linton, engine delegate, and R. Nickalaskey, educational
director.
January 1978 / LOG / 41
�Continued from Page 41
458-04-8586
Nelson, S.
452-46-6055
Nofzel, M.
463-24-8186
Newman, C.
457-48-6989
Newton, F.
451-88-3734
Niday, ill, J.
581-68-8691
Nieves, E.
461-08-5034
Nigra, J.
231-30-1437
Nipper, Jr., D.
452-74-4191
Nixon, L.
452-74-4199
Nixon, W.
236-48-0794
Noble, L.
420-10-8623
Norris, A.
465-76-6940
Norris, H.
423-14-3453
Northrope, M.
457-74-9385
Nowlin, T,
029-42-6111
Nugent, M.
Nunery, B.
267-27-0301
Nupp, Jr., G.
483-30-5439
Oakley, 0.
120-50-7538
572-07-9826
O'Brien, P.
Ockmati, C.
438-64-9162
513-60-3826
O'Daniel, T.
416-40-6881
Odom, 0.
419-84-7066
Odom, J.
457-96-8896
O'Farrell, J.
438-24-2566
Ogeron, C.
Ogeron, Jr., C.
458-90-1294
Ogle, J.
551-34-4082
025-42-7590
Olderich, C.
457-58-7497
Olsen, H.
474-03-6888
Olson, F.
495-72-9855
O'Neal, J.
217-26-0079
O'Neal, A.
464-92-2.569
Orcutt, W.
577-24-5924
Orfield, G.
Orr, L.
438-38-9068
Ortiz, P.
582-18-7587
581-80-6620
Ortiz, W.
570-52-5246
Osborne, G.
Oshea, J.
089-46-7276
Otis, W.
460-10-9119
Owens, 0.
435-22-8335
246-12-4437
Owens, B.
428-66-0844
Paige, G.
082-46-6488
Paloumdis, G.
435-92-8660
Parker, G.
Parker, J.
457-70-9816
574-22-6894
Pascasio, A.
453-18-3069
Pasur, R.
Pain, J.
439-50-2633
488-40-2020
Patton, 1.
Patty, E.
436-44-9999
527-36-8115
Paul, R.
313-14-9216
Pawlak, J.
509-38-8993
Payne, J.
Pelsue, T.
Perales, R.
. Perez, T.
Perry, J.
Perry, R.
Peterson, L.
Pettman, 0.
Pfeil, R.
Ptian, D.
Phan, V.
Phelps, D.
Phillips, R.
Piantieri, N.
Pickerins, J.
Pierce, D.
Pinney, W.
Pitre, R.
Pitt, W.
Piusinski, G.
Plash, III, S.
Plash, Jr., S.
Pohlman, S.
Pointer, D.
Polk, L.
Pollard, M.
Poont, P.
Pope, J.
Porcelli, L
Poskonka, S.
Poskonks, S.
Potter, L.
Pottgen, R.
Potts, J.
Potts, W.
Poulsen, 0.
Pounds, W.
Powell, K.
Powers, R.
Prehm, R.
Prehm, W.
Pressley, E.
Prewitt, H.
Price, E.
Pritchett, K.
Prosser, III, A.
Pruitte, D.
Prusia, D.
Puckett, D.
Purcell, W.
Purser, J.
Putegnat, H.
Quebedaux, R.
Quion, B.
Rafferty, T.
Rafferty, R.
Ragan, 0.
Raines, R.
KNOW YOUR RIGHTS
030-42-5353
461-14-0495
580-30-9619
445-16-9226
261-21-2592
513-28-8413
244-82-4732
493-46-9152
586-32-9042
586-44-8445
432-58-5309
221-40-8212
712-16-4580
430-34-5643
229-82-5950
474-18-4510
439-72-8614
222-62-4833
366-62-7255
467-19-8195
452-36-2381
498-64-0675
500-38-8986
452-36-5847
728-05-0332
178-40-6375
457-84-9676
712-16-4584
718-10-2197
712-10-2197
312-50-5150
496-48-3721
451-58-8149
450-56-1821
562-09-9149
424-56-2361
561-50-6149
373-58-0992
494-34-1851
229-86-4452
401-20-7346
463-44-0290
439-38-9939
421-76-6112
494-66-2859
496-64-3287
483-70-9467
438-54-1509
497-38-8612
231-66-6489
467-14-7207
465-84-1230
586-60-3364
474-14-0254
186-36-0636
308-52-4509
496-66-0117
Raines, R.
Rains, W.
Ramirez, L.
Ramirez, L.
Ramos, L.
Ramos, J.
Ramos, H.
Ramos, R.
Rampton, G.
Rampy, A.
Rampy, T.
Ramsey, H.
Ramsey, J.
Rankins, A.
Ranna, J.
Rasom, Jr., W.
Rappold, T.
Ratley, S.
Rauner, R.
Rebollo, J.
Redditt, R.
Redford, G.
Reed, G.
Reed, J.
Reed, E.
Reed, Jr., M
Reed, Sr., M
Respess, R.
Retherford, 0.
Reyes, D.
Reynolds, W.
Rhoades, 0.
Rhoads, R.
Rhyne, J.
Richard, E.
Richardson, G.
Richardson, P.
Richardson, G.
Richardson, M.
Ricker, R.
Ricketts, L.
Rider, J.
Ridgeway, W.
Rivera, 8.
Rivera, V.
Rivera, E.
Rivera, R.
Roach, R.
Robb, D.
Robbins, D.
Roberts, 0,
Roberts, J.
Robertson, B.
Robinson, T.
Robinson, R.
Robinson, J.
Rochester, M.
567-70-3030
717-09-4567
438-06-7278
584-42-0815
580-72-1275
582-52-3186
581-66-5657
581-07-0271
528-54-8779
465-06-8399
459-52-2475
449-18-4796
438-09-7506
422-03-0316
438-70-0236
453-66-2796
438-62-1823
401-20-0737
092-40-8261
582-76-7338
238-46-9455
488-60-8441
531-14-9588
550-26-5476
453-86-0806
451-94-6922
451-30-8326
228-80-7165
438-22-3852
486-43-6768
467-60-6980
006-20-5044
446-46-4766
513-5a-0172
438-92-4027
419-20-3085
456-96-6313
466-05-5038
459-08-8926
578-01-7051
315-52-8786
466-52-3190
568-26-6335
583-90-5643
583-38-9431
580-50-9178
584-42-7929
274-05-5674
454-78-9404
007-18-1189
461-18-4025
487-62-0222
491-36-2287
536-42-3958
347-52-5919
413-78-2934
467-26-8145
Rodgers, D.
Rodgers, Sr., C.
Rogers, G.
Rogers, A.
Roman, G.
Roman, S.
Roman, L.
Romeo, Jr., J.
Romero, E.
Rosado, A.
Rose, R.
Rosenthal, A.
Ross, J.
Ross, J.
Rosser, J.
Rossi, II, R.
Rossier, R.
Rowbatham, H.
Rozelle, P.
Rubenstein, P.
Rudel, 0.
Rushing, W.
Russell, W.
Russell, C.
Russell, R.
Russell, R.
Russell, R.
Russell, Jr., W.
Ryan, J.
Ryan, III, P.
Ryan, Jr., P.
Sadler, 0.
Saeed, S.
Salaman, J.
Salametes, J.
Salch, R.
Salthrez, W.
Sammon, Jr., J.
Sanchez, A.
Sanchez, M.
Sanderson, B.
Sanders, M.
Sanders, T.
Santiago, F.
Santos, F.
Santos, Jr., C.
Sarvis, J.
Sarvis, Jr., L.
Saucier, L.
Schmitt, A.
Schneider, K.
Scholl, W.
Schweiss, D.
Scoggins, J.
Scott, R.
Seago, A.
Searles, W.
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SlU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which arc to be submitted to the membership by
the Secretary-Treasurer.. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Ciiilf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
e.xpenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the employers. (Jet to know your shipping
rights. Copies of the.se contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20lh Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU
42 / LOG / January 1978
465-08-0450
453-24-7586
571-36-0060
217-40-0874
113-28-8052
189-34-9144
580-42-1030
227-68-2520
438-38-6484
053-30-9986
587-50-4018
460-10-1201
455-38-5280
494-26-0526
438-13-7535
424-80-1423
433-92-4710
438-08-7695
021-40-7493
492-52-6406
502-18-3806
463-32-1876
438-48-9016
464-76-8886
561-24-9793
561-24-9798
403-34-2211
464-76-2413
465-28-9410
454-78-8999
461-18-0787
717-09-6239
546-13-4597
584-12-4228
041-52-5397
076-48-8035
104-20-3973
465-19-8881
581-66-3780
585-26-4869
587-84-6795
466-82-7711
487-44-9990
582-16-5133
583-26-4241
027-36-7257
454-02-9505
452-94-5787
436-94-2427
438-60-8816
438-98-0637
499-30-3117
496-66-1050
430-23-8626
434-68-9935
260-20-2113
107-38-7557
Sears. L
Seay, R.
Sagrest, H.
Seier, J.
Self, A.
Sendejas, Jr., A.
Serveh, B.
Seward, W.
Sharon, N.
Sharp, G.
Sharp, G.
Shauger, P.
Shearer, D.
Shedron, G.
Shelton, R.
Shepard, G.
Sheppard, J.
Shields, H.
Shipley, D.
Shircel, 0.
Sholar, E.
Shurley, T.
Shurley, Jr., J.
Simar, J.
Simmons, J.
Simmons, K.
Simmons, R.
Simms, E.
Simone, A.
Simons, R.
Simonton, P.
Sirron, J.
Skagen, W.
Skelton, R.
Slagle, J.
Sloan, F.
Slone, L.
Smith, T.
Smith, J.
Smith, B.
Smith, M.
Smith, R.
Smith, L.
Smith, L.
Smith.e.
Smith, P.
Smith, H.
Smith, J.
SiTillh, F.
Smith, D.
Smith, R.
Smith, Jr., J.
Smith, Jr., W.
Snell, J.
Snodgrass, J.
Snow, R.
Sobba, M.
262-56-9878
244-76-0711
453-86-2427
487-46-4976
4.55-15-9931
457-82-8949
523-56-1990
456-12-0989
438-16-3725
478-32-6649
478-22-6649
721-09-9774
498-62-1443
489-52-7243
575-68-7717
565-32-7735
465-36-6998
439-08-9895
510-26-0995
369-03-9457
237-36-1238
453-11-0402
460-19-6351
458-10-8665
229-64-0632
461-84-4774
452-72-7744
706-10-5775
720-05-8026
135-48-5628
459-03-4202
431-72-2201
533-58-2983
454-94-0713
407-46-4283
495-34-2636
459-50-6883
369-22-7522
370-46-9621
493-62-7232
460-42-7510
455-42-3587
467-56-6091
467-94-0178
522-70-3182
518-48-7232
490-32-1586
217-76-5969
438-62-3467
450-90-4087
424-90-6686
423-52-6186
465-62-6886
452-68-2504
492-60-5454
723-18-7241
496-64-6018
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
lllliH!l||||lllll||||llill|||lllllll|||llllll||lllllllillfllllliillll|||||||lll||||||ll|||||H^
patrolman or other Union official, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY —THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, 1960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be disciTminatod against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters,
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as a con
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup
port SPAD to protect and further your econofhic, poli
tical and social interests, and American trade union
concepts.
If at any time a member feels that any of the abovie
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address Is 675 - 4th Avenue, Brooklyn.
N.Y. 11232.
�i
Solomon, S.
Bonnier, Jr., N.
1 Sorensen, R.
I Sorensen, D.
Sorenson, J.
! Soudelier, H.
1 Soutullo, Jr., W.
Spain, R.
Spalding, N.
Spencer, D.
Spencer, S.
Spiller, K.
Spivey, E.
Spooner, E.
Squire, H.
Stancil, J.
Standard, G.
Stanga, Jr., F.
Stanger, R.
Stanley, A.
Staples, F.
Stateler, R.
Steadham, G.
Steber, W.
Steckel, D.
Stepan, P.
Stephens, J.
Steurer, J.
Stevens, R.
Stevens, T.
Stewart, L.
Stewart, A.
Stewart, J.
Stinson, R.
Stirton, 1.
Stonestreet, C.
Storch, D.
Story, R.
Strauss,'III, E.
Strawn, J.
Strickland, T.
Strickland, F.
Strickland, G.
Strode, B.
Stroh, M.
Stubblefield, B.
Suedmeyer, G.
Suitt, K.
Sullivan, J.
Sumrall, J.
Sutton, Jr., L.
Swann, T.
Sylvester, R.
Talbot, J.
Talcott, G.
Tanner, G.
Tarifa, L.
Tatum, J.
Tatum, H.
424-66-9734
457-52-9512
564-56-5551
476-38-9286
373-58-0791
438-34-6995
417-74-6539
419-46-1138
303-48-9525
438-98-1255
438-62-5229
463-82-3684
452-32-9514
721-18-0635
438-26-4953
526-55-0189
452-02-9107
435-13-7044
483-62-6990
496-28-6236
170-36-7015
500-18-2098
439-80-1287
468-98-3483
208-38-7936
472-32-0211
469-92-8159
263-55-5469
151-50-3137
526-35-6797
438-80-0475
239-52-8625
466-96-6538
431-78-8497
271-28-8609
419-64-6529
452-84-9829
400-82-8722
267-92-4765
432-80-7119
452-72-0701
567-07-0725
455-82-2602
565-24-8988
374-66-6641
498-16-0061
508-18-8173
454-64-9556
505-34-4054
450-90-3897
486-70-7340
453-18-3086
093-26-6856
166-16-3783
291-12-2604
547-80-6741
533-24-0894
453-26-3620
580-01-9832
Tatum, H.
Taylor, J.
Taylor, A,
Taylor, J.
Taylor, A.
Taylor, L.
Teasenfitz, M.
Tech, E.
Teller. C.
Theriol, N.
Thomas, S.
Thomas, P.
Thomas, M
Thomas, P.
Thomas, R.
Thomas, G.
Thomas, C.
Thomas, F.
Thomas,-Jr., P.
Thomason, D.
Thompson, D.
Thompson, hi.
Thornhill, T.
Thorsteinsson, J.
Threlkel, R.
Tibbetts, L.
Tiedeman, F.
Tierney, D.
Tierney, J.
Tigett, Jr., V.
Tilton, M.
Tisdale, J.
Titus, J.
Tofano, R.
Torres, G.
Torres, E.
Touchette, E.
Toups, J.
Trahan, A.
Trahan, T.
Trahan, R.
Travelbeo, III, G.
Triche, R.
Trimble, H.
Trinidad, G.
Trosclair, D.
Trosclair, J.
Troup, R.
Tuberville, J.
Tuberville, W.
Tucker, T.
Turkouich, F.
Tyler, III, R.
Tyra, M.
Underhill, J.
Urriola, J.
Vachow, K.
Valentine, P.
Vanderport, A.
Notke toMemhen
(h Sh^uy ProeeAire
Wheh throwingin for wofk dur
ing a job call at any SiU Hiring
Hall, memfoers most produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Subs^tion 7 of the SIU Shipping
Rules:
"Within each class of seniority
raltipg in every Department, prior^
ity fpr entry rating j<dMS shall be
^vfitt tu all seamen who possess
Lifeboatnian endorsement by the
Unihed States Coast Guard. Ihe
Seafarers Appeals Board may
waive the preceding seuteuce
when, in the sole |udgiiient of the
Board, un^ue harttm
tesnlt
or extenuating circumstances war
rant such waiver.^
Also, all entry rated members
must show their last six months
dischaiges.
Further, the Seafarers Appeals
Bkiard has ruled that "C clat^catkm seamen may only renter and
sail as mitry ratiiigs in onlyiohP
department.'*
580-10-9832
224-36-3491
223-20-6922
453-16-4292
434-96-5346
006-22-3180
717-12-7439
474-26-4143
450-66-6754
466-56-0521
466-43-1630
462-44-1126
.456-44-0543
450-50-9505
262-46-1785
531-84-2444
703-01-0.528
215-14-6521
450-15-6861
487-52-1069
263-28-3254
444-32-4158
449-82-8070
099-30-5746
506-26-7508
450-28-1528
706-18-6854
438-76-1331
435-88-2888
466-32-4736
456-16-1898
453-30-2693
458-14-6920
123-54-9362
563-13-8748
438-02-7031
439-46-1779
459-56-7040
455-21-0602
463-66-8153
454-70-2889
438-70-5951
435-02-0359
463-66-8422
580-26-2920
438-80-3892
438-34-1271
457-52-9867
421-76-7658
421-72-5480
112-40-9363
583-32-4161
263-04-5699
452-56-2324
157-36-6.327
.529-78-2552
386-46-4152
433-30-7684
475-07-8680
»• <»— » »•«—
:iS—
Varner, J.
Varney, S.
Vaughn, F.
Vaughn, K.
Vazquez, J.
Vazquez, J,
Velanfi, J.
Ventimiglia, W.
Vergara, R.
Vernon, Jr., J.
Vickers, R.
Vilanueva, I.
Villaneuva, R.
Vinson, W.
Vito, R.
Wagner, C.
Wagner, Jr., C.
Wagner, Jr., R.
Wakefield, R.
Walczak, B.
Wales, W.
Walker, D.
Walker, M.
Walker, Jr., A.
Wall, K.
Walston, W.
Walters, H.
Walters, L.
Waltman, C.
Walton, J.
Ward, J.
Ward, W.
Ward, J.
Ward, J.
Warren, M.
Waters, E.
Weaver, G.
Weaver, A.
Webber, J.
Weekley, J.
Welch, E.
Welch, E.
Seventy-one cents of even dollar spent in shipping
on American-flag vessels remains in this countiy ,
making a ver> substantial contribution to the . ^
national balance of payments and to the
nation's economv.
Use U.S.-flag ships. It's good for the Americany
maritime industry, the American shipper, and America.
344-80-7626
485-34-7921
412-38-6200
417-48-9652
583-22-0147
584-03-9332
500-56 9578
493-54-7486
582-40-3095
435-28-3043
456-78-1053
581-88-9031
580-78-1100
400-66 7278
438-40 5025
457-22-9837
452-94 -3410
153-56 -6400
457-20 8073
472-32 -9166
462-68 -3202
467-20 •2245
419-88 •4513
424-76 •4210
466-76 •8652
242-28 7129
456-24 8337
450-94 8422
438-30- 6006
203-18- 6763
450-94-9344
566-36-7640
453-66 9970
428-40-8744
454-98- 0371
722-14-9398
462-68-3317
422-82-9843
461-52-5549
491-60-4956
463-36-4235
463-44 0658
423-30-0362
460-84-5622
466-76-9118
466-18-2154
587-78-5833
489-40-0636
498-36-1409
493-64-9858
224-70-1093
158-09-1505
104-42-2927
451-52-7494
228-30-1566
228-30-2566
490-52-4109
424-70-2847
449-36-3398
462-80-6162
456-19-8411
494-50-3634
457-74-9418
274-20-4824
520-60 6358
486 18-3891
162-46-0829
477-30-8034
542-42-7539
220-20-3410
492-32-9994
490-62-4312
496-40-1280
462-48-5466
464-56-9759
465-09-9360
400-08-0219
438-48-4166
395-32-2809
476-50-4882
420-58-4095
486-36-7117
494-28-3758
439-60-2901
Welch, J.
Weller, D.
Wells, S.
West, W.
West, N.
Wheeler, B.
Wheeler, W.
Wheeler, W.
White, D.
White, G.
White, J.
Whitman, H.
Whittington, J.
Whittington, J.
Wierschem, D.
Wiggins, R.
Wigley, A.
Wigley, J.
Wigley, Jr., A.
Wilburn, F.
Wilcher, A.
Wilgus, J.
Wilkins, G.
Wilkinson, J.
Wilkinson, A.
Wilkosh, T.
Willey, J.
Williams, R.
Williams, T.
Williams, R.
Williams, A.
Williams, J.
Williams, K.
Williams, S.
Williams, fvl.
Williams, 0.
Williamson, R.
Willuuyhby, A.
Wilson, J.
Wilson, J.
Wilson, K.
Wilson, Jr., J.
Wilson, Sr., C.
Wimberly, J.
Windham, R.
Winfield, L.
Wingato, J.
Winklemann, G.
Witkowicki, A.
Wix, R.
Wolverton, F.
Womack, D.
Woodburn, J.
Wooden, R.
Woods, G.
Woods, D.
Woods, Jr., G.
Woody, J.
Woody, K.
Worrell, J.
Wozunk, J.
Wray, J.
Wright, R.
Wright, F.
Wunsch, A.
Wyatt, W.
Wyllie, J.
Yafai, Y.
Yandle, F.
Yates, A.
Yates, C.
Yehia, T.
Yocom, G.
York, S.
York, Sr., J,
York, Sr., J.
Young, L.
Young, 0.
Young, F.
Zadropa, J.
Zahler, R.
Zeller, R.
Zenos, J.
Zorn, W.
428-12-6323
418-66-2185
434-48-9473
277-72-5737
362-34-9069
496-64-5086
099-46-6497
465-38-5425
413-84-0370
498-52-2885
495-62-8471
406-40-6851
460-46-9049
439-11-6904
463-29-5887
465-66-3159
452-96-5173
513-05-9285
159-22-7431
333-44-1637
452-26-0333
716-01-8928
460-78-7514
229-50-2716
456-94-5143
125-40-1924
230-14-9046
467-58-0374
465-24-0515
081-46-5195
452-26-1224
489-66-3092
499-62-2706
498-36-8221
465-07-5063
464-04-1915
423-50-4616
466-92-4435
534-14-0525
544-46-7834
452-84-7658
458-60-3476
Dimtclieps Repirl forMides
•TOTAL REGISTERED
All Groups
Class A Class B Class C
DEC 1-31 1977
TOTAL SHIPPED
All Groups
Class A Class B Class C
"REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
5
1
3
8
2
2
1
22
Alpena
Buffalo
Cleveland . ..'
Detroit
Duluth
Frankfort
Chicago
Totals
1
0
1
1
0
0
0
3
0
0
0
0
0
1
0
1
7
0
4
14
2
3
2
32
15
1
8
15
2
4
1
46
0
0
2
6
0
4
0
12
4
3
2
7
6
2
18
42
0
1
0
1
2
0
3
7
0
1
0
0
1
0
0
2
1
1
5
2
1
2
13
0
1
9
28
0
0
2
2
0
0
1
5
1
1
0
0
1
0
1
4
0
0
0
0
0
0
1
1
0
1
0
4
0
2
2
9
1
0
0
1
0
0
0
2
0
0
0
0
1
0
0
1
3
3
5
21
3
0
9
44
11
3
8
17
5
3
4
51
10
12
0
14
6
1
6
49
123
65
56
ENGINE DEPARTMENT
Alpena
Buffalo
Cleveland
Detroit
Duiiith
Frankfort
Chicago
Totals
0
6
0
14
0
0
1
2
0
0
0
3
1
0
0
1
0
0
1
3
8
0
2
8
1
3
1
23
0
0
1
o
17
0
3
2
0
1
0
23
6
STEWARD DEPARTMENT
Alpena
Buffalo
Cleveland
Detroit
Duluth
Frankfort
Chicago
Totals
0
0
0
3
1
0
4
0
0
0
1
0
1
0
2
0
0
0
0
0
0
1
1
2
1
0
4
0
3
1
11
2
0
2
1
1
2
0
8
ENTRY DEPARTMENT
Alpena
Buffalo
Cleveland
Detroit
Duluth
Frankfort
Chicago
Totals
Totals All Departments . ..
• ..
2
55
11
0
2
12
2
4
1
32
1
0
2
7
1
4
0
15
40
20
66
77
18
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
Januaiy 1978 / LOG / 43
�NMC Ads Promote U.S. Merchant Fleet
In the event that any SIU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
Below is one of the many ads that the National Maritime Council is running in the national news media. To encour
age support for a strong U.S. merchant marine, the NMC is running these ads in some of the major news publications,
such as, Time and Newsweek. The Council wants to encourage American business to ship on U.S.-flag ships. So the ads
are also running in business oriented publications like the Wall St. Journal.
The National Maritime Council is composed of government, company and union representatives who are interested
in promoting a viable U.S. merchant marine.
IfyouwantasbxHiger ,
America, there isrft any choice.
NKVV YORK, N.Y.—Schulman.
Abarbancl & Schlcsingcr
350 Fifth Avenue
New York, N.Y. 10001
Tele. i(212) 279-9200
BALIIIVIORi:, Ml).—Kaplan,
Heyman, Greenberg, Engelman
& Belgrad
Sun Life Buikling
Charles & Redwood Streets
Baltimore. Maryland 21201
Tele. #(301)539-6967
If you ship goods overseas,
you may not know or care
which flag the ship flies. If
you're concerned with this
country's well-being, we urge
you to care.
While other nations have
been aggressively supporting
ships flying their own flags,
the American merchant
marine has diminished in
importance in the past sev
eral decades. Our postWorld War II fleet of over
4800 U.S. flag merchant ships
have shrunk to 577. We're 10th
in fleet size in the world trade
community (Russia's fleet is
400% larger) and 8th in mer
chant ship construction.
We are at a
crucial point
regarding the
health of our
merchant
HOlJSrON, TEX.—Combs.
Arehcr & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713)659-4455
TAMPA, FLA.—Hamilton,
Douglas and Bennett, P.A.
2620 W. Kennedy Blvd.
Tampa, Fla. 33609
Tel. #(813) 879-9482
SAN FRANCISCO, CALIF.John Paul Jennings, Henning
and Walsh
100 Bush St., Suite 1403
San Francisco, Calif. 94104
Tel. #(415) 981-4400
s r. LOUIS, MO.—Gruenberg
& Sounders
72 i Olive Street
St. Louis, Missouri 63101
Tele. #(314)231-7440
marine. The industry has
been making great advances
in technological innovations,
manpower training, efficiency
of operation and overall relia
bility of service. Yet, despite
this continual upgrading,
today less than 6% of U.S.
foreign trade is carried on
ships flying the U.S. flag.
Compare that to other major
nations who have 50% of
their foreign trade carried on
their own merchant ships.
Like other countries, we
owe a fair share of fiyr ship
ping to QUL ships. Shippers in
other countries give prefer
ence to the merchant ships of
their nation; we believe
American shippers should
do the same.
Obviously this would
be unreasonable if the
rates were higher or the
service inferior. But if it costs
no more and the service is
unsurpassed, why shouldn't
your cargo go on ships flying
your nation's flag?
If you are not involved
with shipping, you can still
tell your Congressmen how
you feel about a strong
American merchant marine.
If you'd like to know more,
send for our booklet on U.S.
Flag Shipping. Write National
Maritime Council, Box 7345,
Washington, D.C. 20044.
National
Maritime Council
Management, labor and government
working together for a strong, stable
U.S. flag shipping industry.
•"^1^
w
NEW ORLEANS, LA.—Dodd,
Barker, Boudreaux, Lamy
& Gardner
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
%
LOS ANGELES, CALIF.—Bodle,
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshirc Boulevard
Los Angeles, Calif. 90036
Tele. #(213)937-6250
MOBILE, ALA.—Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205)433-4904
DETROIT, MICH.—Victor G.
Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313") 532-1220
FALL RIVER, MASS.—Patrrcx
H. Harrington
56 N. Main Street, Bennett Bldg.
Fall River, Ma.ss. 02720
Tele. #(617) 676-8206
SEATTLE, WASH.—Vance,
Davies, Roberts, Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.- -Katz &
Friedman
7 South Dearborn Street
Chicago, 111. 60603
Tele. #(312)263-6330
44/ LOG/January 1978
DCHS'T GIVE UP THE SHIPS
In
Any Seafarer or Boatman who
is tnken to a hospital other than
a USjPHS facility for emergency
treatment, must notify the nearest
g|iJSPHS hospital of his situation
yi^in 48 hours, and it Is suggestedL.
hat the notification be made by
v7 •
iv."
ram
hers have made it a practice to
notify USPHS by phone. Unfortu
nately, when it comes time to pay
the billj, there have heen '^cm^
when USPHS has refusi^ to p^
up the tab claiming th^ toe im
record of the ttykphime caB^
ever, by u^ing tetoams you w
:toe.|)Oi^a^
tually notified USPHS withib
prescribed pmod and at tlw^i
time you will eliminate any confe-c^
sibn dcaluig with phone calls.
Itt you have no recourse, thougl^:
^ use
yon should
nudce it a pomt to get the nam^
�Paul D. Klippel
Mark Stewart
James Gaveiek
Seafarer Paul D.
Klippel, 23, has
been shipping with
the SIU since he
graduated from the
Harry Lundeberg
Entry Program a
year ago. He sails
in the deck depart
ment. He returned
to Piney Point in 1977 for his AB and
tanker man endorsements. He also re
ceived his firefighting, lifeboat and
cardio-pulmonary resuscitation tickets.
Brother Klippel was born and raised in
Queens, N.Y. Presently, he resides in
Valley Stream, N.Y. and ships out of
the port of New York.
Seafarer Mark
Stewart, 24, began
sailing with the SIU
as a wiper after com
pleting the trainee
program at .the
Harry Lundeberg
^ School in 1973. In
1975 he returned to
•\
J „ the School to up
grade to FOWT. He also received his
lifeboat, firefighting and cardio-pulmo
nary tickets at Piney Point. A native of
Houston, Brother Stewart currently re
sides in A ustin, Tex. He ships out of the
port of Houston.
Seafarer James
Gaveiek, 23, gradu
ated from the Harry
Lundeberg School
in 1975 and sailed
in the deck depart
ment. He has since
achieved his FOWT
and AB endorse
"i i
ments. He has also
received his firefighting, lifeboat and
cardio-pulmonary tickets. Before join
ing the Union, he sailed with the IBU
of the Pacific. Brother Gaveiek is a
native of Ohio. He has shipped on the
Great Lakes, inland and deep-sea.
Ted McCormick
John S^ Penrose
Seafarer Ted Mc
Cormick, 25, began
sailing with the SI U
as a third cook after
graduating from the
Harry Lundeberg
Trainee Program in
1975. He later re
turned to Piney
Point in 1977 to re
ceive his cook and baker endorsement.
He has also received his firefighting and
lifeboat tickets. Brother McCormick
was born and raised in Cleveland and
currently resides in Kirkland, Ohio. He
ships out of the port of New York.
Seafarer John S.
Penrose, 26, began
sailing as a wiper in
1975, after attend. ing the Harry Lun
deberg School.
During the trainee
I program, he was
\ bosun of his class.
'He returned to
Piney Point to earn his FOWT endorse
ment, as well as his lifeboat, firefighting
and cardio-pulmonary rescu.scitation
tickets. An Air Force veteran, Brother
Penrose was born in Catskill, N.Y. and
raised in Plant City, Fla. He ships out
of the port of Tampa.
Seafarer Thomas
A. Koubek, 20,
started sailing with
the Union as a
wiper after com
pleting the Harry
Lundeberg Trainee
Program in 1976.
He no»' sails
FOWT, since up
grading at Piney Point in 1976. He has
also earned his lifeboat, firefighting and
cardio-pulmonary resuscitation cards.
A native of Houston, Brother Koubek
now re.sides in Kemah, Tex. and ships
out of Houston.
Thomas A. Koiibek
Keith D. O'Bryan
Seafarer Keith D.
O'Bryan, 23, joined
the SIU after at
tending the Harry
Lundeberg School
in 1973. He was
bosun of his trainee
class. He has since
returned to Piney
Point to upgrade to
AB and to earn ..is lifeboat, firefighting
and cardio-pulmonary resuscitation
cards. Brother O'Bryan was born in
Richland, Wa.sh. and raised in Pitts-'
burgh, Pa. Presently, he resides in St.
Petersburg, Fla. and ships out of the
port of Tampa.
James White
Seafarer James
White, 22, joined
the SW in 1974 af
ter graduating from
the Harry Lunde\ berg Trainee Pro' gram. He begdth
sailing as a wiper
and has since up
graded to FOWT.
To his credit, he has his firefighting, life
boat and cardio-pulmonary resuscita
tion cards. Brother White is a native
and resident of San Diego. He ships out
of the port of San Francisco.
Seafarer Kelly
Davis, 23, is a 1974
graduate of the
Harry Lundeberg
Trainee Program.
He returned to
Piney Point in 1977
to re c e i v e h i s
FOWT endorscffjcuP //£> /jas also
earned his lifeboat, firefighting and
cardio-pulmonary resuscitation tickets.
Brother Davis is a native of California
and resides in Houston. He ships out
of the port of Houston.
ST Monticello Victory
Chrys Brown
Seafarer Chrys
Brown, 28, gradu
ated from the Harry
Lundeberg School
in 1973. He later re
turned to the School
to earn his AB and
tankerman endorsei ments. He also reI ceived his firefight
ing and lifeboat tickets. A veteran of
the Coast Guard, Brother Brown was
born in Pennsylvania and raised in St.
Petersburg, Fla. where he presently re
sides. He ships from the ports of Tampa
and New Orleans.
Kelly Davis
Douglas Wolcott
Seafarer Douglas
Wolcott, 22, gradu
ated from the Harry
Lundeberg Trainee
Program in 1974.
He started sailing
with the SIU as a
wiper but later
i switched to the deck
department. He la
ter returned to Piney Point to upgrade
to AB. He also earned his tankerman,
lifeboat and firefighting endorsements.
Brother Wolcott is a native and resident
of San Franci.sco. He ships out of the
port of San Francisco.
Last month at the Nepco Dock in Greenpoint, Brooklyn, N.Y., the Ship's Com
mittee and one of the engine room men of the ST Monticello Victory (Victory
Carriers) paid off. They are (standing) Steward Delegate Walter Cutter, Deck
Delegate Nick Caputo and Recertified Bosun Gregory Troche, ship's chair
man. Seated (I. to r.) are Chief Steward Frank Paylor, secretary-reporter and
3rd Engineer Glenn Langston.
Shipping Report for Inland Waters
FOR THE MONTH OF DECEMBER 1977
TOTAL JOBS SHIPPED
Permanent Jobs
Relief Jobs
Class A
Class B
BALTIMORE
BOSTON ...
HOUSTON
JACKSONVILLE
NEW YORK
MOBILE
NORFOLK ..... . .V ...
NEW ORLEANS ...
PADUCAH
PHILADELPHIA . .
.... . .
PINEY POINT
PORT ARTHUR .. .
.. .
PUERTO RICO ........... .
RIVER ROUGE . .
; . ^.. .
ST. LOUIS . , . . .. . . . .. . . .. .
TA.MIPA • • •» .. V.5.:.• • 4-''
0
0
0
0
5
2
0
5'
0
0 ^
0
0
0
0
4
2
4
10
0
0
0
0
9
11
0
1
0
0 •
5
•19
0
0
TOTAL ALL PORTS .L .. vv^v :.
37
-
40
Class C
Chss A
Class B
TOTAL MEN REGISTERED
ON BEACH
Class C
Class A
Class
4
0
9
1
0
5
0
3
0
81
0
8
1
14
14
0
0
0
8
2
0
0
0
13
29
0
0
27
3
0
14
.0,
2
0
0
0
0
109
10
- 0
0
77
0
0
0
0
0
0
13
0
0
0
0
4
0
0
1
37
0
0
0
0
0
0
0
0
0
0
0
0
0
0
16
0
0
0
0
0
0
0
4
0
4
7
0
9
64
10
0
113
0
5
0
36 .
10
0
96
198
56
16
262
140
..iJ
January 1978 / LOG / 45
�770 IhHiatcil $100 or Alorc
To SPAII lliiriiHl t»77
The following SIU members and other concerned individuals, 776 in all, have demonstrated an active interest in participating in political
and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more
to the Seafarers Political Activities Donation (SPAD) fund during 1977. (The law prohibits the use of any union money, such as dues,
initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political
contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political
activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of
reprisal.) Thirty-three who have realized how important it is to let the SlU's voice be heard in the Halls of Congress have contributed $200,
11 have contributed $300, 2 have given $400, and two $600. The LOG runs the SPAD Honor Rolls because the Union feels that in the
upcoming months our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of our report
is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.)
NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday
of the previous month.
Abadi, H.
Abobaker, F.
Acord, F.
Adams, J.
Adams, P.
Adams, R.
Adams, W.
Adamson, R. R.
Adluin, M.
Air, R. N.
Alderson, S.
Algina, J.
All, A.
Allen, J.
Alhaj, Y.
Almuflichi, A.
Alpeco, J.
Alradi, M.
Alvarez, P.
Alvala, J.
Anders, T.
Andersen, R.
Anderson, A.
Anderson, A.
Anderson, R.
Antici, M.
Aquiar, J.
Aquino, G.
Arle, J.
Aspseter, H.
Aumiller, R.
Avery, R.
Babola, E.
BabkowskI, T.
Badgett, J.
Bakarich, P.
Barboza, G.
Barroga, A.
Barry, J.
Bartlett, J.
Rartlett, J.
Bartlinski, J.
Bauer, C.
Baum, A.
Beadles, W.
Beeching, M.
Bellinger, W.
Bennett, J.
Benoit, C.
Bensman, D.
Bentz,H.
Bergeria, J.
Berglond, B.
Berlin, R.
Bigelow, S.
Bishop, S.
Blair, B.
Blanco, M.
Bland, P.
Bland, W.
Bluitt, J.
Bobalek, W.
Boland, J.
Bonser, L.
Booker, M.
Borucki, J.
Botana, J.
Boudreaux, C.
Bourgois, M.
Bousson, D.
Boyd, L.
Boyle, D.
Boyne, D.
Bradley, £.
Brongh, E.
Brown, G.
46 / LOG / January 1978
•
$600 Honor Roll
$400 Honor Roll
Jacobs, R.
Manuel, R.
$300 Honor Roll
Andersen, R.
Brooks, T.
Curtis, T.
Frounfelter, D.
I
I
I
I
I
I
I
I
I
Pomerlane, R.
Lilledahl,H.
McFarland, D.
Pulliam, J.
Hall, P.
Quinter, J.
Richburg, J.
Romolo, V.
Weaver, A.
$200 Honor Roll
Abas, I.
Aendrick, D.
Aronica, A.
Bailey, J.
Bernstein, A.
Brand, H.
Cafefato, W.
Castro, C. •
Brown, I.
Brown, S.
Browne, G.
Browning, R.
Bryan, E.
Bryant, B.
Bryant, T.
Bucci, P.
Buczynski, J.
Bulfa, A.
Bullock, R.
Burke, T.
Combs, W.
Curry, M.
Drozak, F.
Dryden, J.
Ellis, P.
Faust, X.
Filippitti, L.
Gard, C.
Burke, W.
Burnette, P.
Bursey, H.
Butts, B.
Byrd, J.
Byrne, W.
Caccam, F.
Calfey, J.
Caga, L.
Cahill,J.
Callahan, J.
Camaian, A.
Haggagi, A.
Kerngood, M.
Kozicki, R.
Kudults, K.
Moore, A.
Musaid,
Povr, J.
Reck, L.
Rosenthal, M.
Rush, R.
Sanchez, R.
Scibcl, E.
Shields, J.
Sholar, E.
Stephens, C.
Stewart, E.
Stubblehcld, P.
Camarillo, F.
Cataldo, J.
Campbell, A.
Cavanaugh, J.
CampbeU, A.
Celgina, J.
Campbell, A.
Chavez, V.
Campbell, A.
Cheshire, J.
CampbeU, J.
Cinquemano, A.
Campbell, W. Cirignano, L.
Carbone, V.
Cisiecki, J.
Carmcllo, J.
Clark,L.
Carr, J.
Clark, R.
Cleaver, V.
Caruthcrs, R.
Castellanos, R. Clentqn, R.
Coamer, M.
Cofone, W.
Coker, D.
Colantti, R.
Colby, E.
Colier, L., Ill
Conklin, K.
Conklin, K.
Conning, E.
Conway, F.
Cookmans, R.
Cortez, E.
Cortez, J* L,
Costa, F.
Costango, G.
Costello, M.
Cousins, W.
Cowan, T.
Coyle, P.
Craft, K.
Cresci, M.
Cross, M.
Cruz, A.
Cruz, F.
Cullerton, E.
Cunningham, W.
Da Silva, M.
Dalman, G.
Dammeyer, C.
Danzey, T.
Daradise, R.
Darden, J.
Dauocol, F.
Daves, C.
Davidson, W.
Davies, R.
Davis, F.
Davis, J.
Davis, J.
Davis, L.
Davis, S.
Davison, J.
Debarrios, M.
Dechamp, A,
Deckamy, A.
Delaney, D.
Delgado, J.
Dell, R.
Delrio, J.
Demetrios, J.
Denmark, H.
Dernbach, J.
Deymain, S.
Diaz, R.
Dickey, K.
Diercks, J.
DiGiorglo, J.
DiUings, L.
DiPreta, J.
Dixon, J.
Doak, W.
DockwiUer, L.
Dolgen, D.
Domenico, J.
Domingo, G.
Donovan, J.
Donovan, P.
Downon, P.
Drebin, L.
Dfewes, P.
Drozak, P.
Drury, C.
Ducote, A.
Ducote, C.
Dudley, K.
Diitte, T.
Dukel, P.
DuPaola, R.
Durden, D.
Dwyer, J.
Dyer, A.
Eastwood, B.
Edmon, F.
Edmonds, F.
Egan, J.
Elliott, B.
Ellis, F.
Elot, G.
Eschukor, W.
Escobar, C.
Evans, M.
Fagan, W.
Fain, G.
Falcon, A.
Fanning, R.
Farnen, F.
Farrell, C.
Fay, J.
Ferguen, M.
Fergus, S.
Fester, M.
Fgrshee, R.
Figueroa, P.
Firshing, W.
Fischer, H.
Fiune,V.
Fletcher, B.
Fletcher, F.
Florous, C.
Foley,.P.
Forgeron, L.
Forslono, L.
Fosberg, W.
Foster, H.
Fox, P.
Frances, H.
Franco, P.
Francum, C.
Frank, S., Jr.
Franklin, R.
Frederickson, E.
Fuller, G.
Furr, J.
Furukawa, H.
Gallagher, C.
Gallagher, L.
Gallcgos, P.
Galliam, R.
Gann, T.
Ganthier, C.
Garcia, R.
Gardner, E.
Gaston, T.
Gavin, J.
Gentile, C.
Gilford, D.
Gilmore, D.
Gimbert, R.
Glidewell, T.
Golf, W.
Goldberg, J.
Golder, J.
Gonzalez, J.
Gonzalez, V.
Gooding, H.
Goodspeed, J.
Gorbea, R.
Gosse, F.
Graham, E.
Graham, R.
Green, A.
Greene, H.
Grepo, P.
Grima, V.
Gross, G.
Guarino, L.
Guillen, A..
llackeiiberg, D.
Hagerty, C.
Hale, E.
Hall, J.
Hall, K.
Hall, L.
Hall,M.
Hall,W.
Hampton, D.
Hannibal, R.
Harildstad,y.
Hart, R.
Harris, E.
Harris, W.
Harris, W.
Haskins, A.
Hatton, M.
Haul, M.
Haynes, B.
Heimal, W.
Hendricks, C.
Heniken, E.
Heroux, A.
Hersey, G.
Hess, R.
Hidalgo, M.
HU1,G.
Hines, L.
Hines, T.
Holmes, W.
Homas, D,
�Homayonpour, M. Lomas, A.
Hooker, G.
Lombardo, J.
Horn, F.
Long, F.
Howse, A.
Lopez, G.
Hnnter, W.
Loveland, C.
Hurley, M.
Lundberg, J.
Hussain, A.
Lynch, C.
Hutchins, E.
Lyness, J.
lovino, L.
MacFadden, M.
Iverson, J.
Maclnnes, K.
Iwaski, M.
Magruder, W.
Jackson, J.
Maldonado, M.
Jansson, S,
Malesskey, G.
Japper, J.
Mana, A.
JasUn, L.
Manafe, D.
Jimeny, C.
Manen, J.
Johnson, C.
Manry, L.
Johnson, D.
Mansoob, A.
Johnson, R.
Marchaj, R.
Johnson, R.
Martellino, R.
Johnsted, R., Jr.
Martin, T.
Jones, C.
Martinez, L.
Jones, R.
Martinussen, C.
Jones, T.
Mattioli, G.
Jones, W.
Maxnell, B.
Jorge, J.
Mayo, R.
Joseph, E.
McAvay, J.
Juhasz, S.
McCarthy, L.
Kahllo, R.
McCartney, G.
KarIak,W.
McCartney, K.
Kastina, T.
McCaskey, E,
Kauffman, R.
McClinton, J.
Keller, D.
McCorvey, D.
KeIIey,E.
McCullough, L.
Kelly, J.
McElroy, E.
Kendricks, D.
McGeorghegan, F
Kenny, L.
McGunnigah, E.
Keough, J.
McHeamey, B.
Kerr, R.
McKay, D.
Ketchbad, D.
McMahon, T.
Kidd, J.
McMillion,W.
Kimbrough, W.
McNabb,J.
McNaIly,M.
King, J.
McNeely, J.
Kingsley, J.
Kirk, J.
McPbillips, M.
Meaden, G.
Kirscb, J.
Mears, F.
Kitchens, B.
Kizzire, C.
Mehert, R.
Klavand, S.
Meglio, A.
Klein, A.
Meoder, H.
Knutsen, E.
Mendez, A.
Koflo>vitch, W.
Mesford, H.
Kool,J.
Mielsem, K.
Koubek, T.
Miller, D.
Kouvardas, J.
Miller, J.
Kramer, M.
MUIs,L.
Krvovich, S.
Mohsin, A.
Kwiatek, G.
Mollard, C.
Kydd, D.
Mongelli, F.
Lag, M.
Monteton, H.
Lambert, H.
Moody, O,, Jr.
Lang, R.
Mooney, E.
Lankford, J.
Mooney, S.
Larkin, J.
Moore, L.
Lasater, T.
Morgan, J.
I-avfTcrice, L.
Morris, W.
Lawrence, R.
Morrison, J.
Lawrence, W.
Mortensen, O.
Lebda, F.
Mosley, W.
Lee, H.
Muniz, W.
Lee, K.
Munsie, J.
Lcgg,J.
Murray, G.
Leionek, L.
Murray, J.
Lennon, J.
Murray, M.
Lent, D.
Murray, R.
Leo, E.
Mvslrrt, H.
Lesnansky, A.
Myers, H.
Lewis, L.
Mynes, A.
Libby,H.
Myrex, L.
LUes, T.
Nagib, S.
Lindsay, G.
Naji, A.
Lindsey, H,
Napoli, F.
Lively,H. ; ;
Nash,W.
Logue, J.
Nauarre, T.'
Neffe,J.
Loieas, P.
SPAD Honor Roll
Nielsen, R.
Novak, A.
Nuckols, B.
O'Brien, E.
O'Brien, T.
O'Donnell, J.
Olds, T.
Olson, F.
Omar, Y.
Orourke, R.
Orsini, D.
Pacheco, E.
Paderes, P.
Paladino, F.
Papuchis, S.
Paradise, L.
Pamell, J.
Pasaluk, F.
Paschal, R.
Patterson, D.
Patton, S.
Paulovich, J.
Paulsen, V.
Payle, M.
Pecquex, F.
Penrose, K.
Penry, R.
Peralta, R. L.
Perez, J.
Perez, L.
Periora, J.
Peth, C.
Phillips, D.
Picczonetti, M.
Piper, K.
Pollard, G.
Pool, D.
Porde, F.
Porter, B.
Powe, P.
Powers, A.
Praza, L.
Prentice, R.
Pretare, G.
Prevas, P.
Price, R.
Primero, F.
Prirette, W.
Prott, T.
Psanis, C.
Pulver, E.
Purgvee, A.
Quinnonez, R.
Quinones, J.
Quintella, J.
Quirk, J.
Raineri, F.
Ramos, J.
Rankin, J.
Rattray, W.
Reading, T.
Reek, L.
Reed, A.
Register, G.
Reinosa, J.
Reiter, J.
Reyes, M.
Rhoades, G.
Richoux, J.
Riddle, D.
Ries, C.
Rigney, R.
Riley, E.
Ringsred, E.
Rios, R.
Ripoll, G.
Rivera, H.
Roades, O.
Roberts, C.
Roberts, H.
Roberts, J.
Robertson, T.
Robinson, J.
Robinson, W.
Rodgers, J.
Rodriguez, F.
Rodriguez, R.
Rondo, C.
Rosen, G.
Roshid, M.
Ross, J.
Roubek, J.
Roy, B.
Royal, F.
Rudnicki, A.
Rushced, J.
Russo, M.
Ruzyski, S.
Sacco,J.
Sacco, M.
Saeed, S.
Said, H.
Salanon, G.
Salazar, H.
Saleh, H.
San Fillippo, J.
Sanchez, M.
Santana, E.
Santos, M.
Schatz, G.
Schneider, H.
Schov, T.
Schuffels, P.
Schwarz, R.
Scott, C.
Scully, J.
Seabron, S.
Seagord, E.
Selzer, R.
Selzer, S.
Sepulveda, P.
Serall, R.
Serrano, F.
Shabian, A.
Shelley, S.
Shellubrad, R.
Shelton, J.
Shorten, J.
Sigler, M.
Silva, J.
Silva, M.
Silverstein, H.
Simpson, S.
Singleton, R.
Sirignano, F.
Smith, K.
Smith, L.
Smith, T.
Smith, W.
Sncll, F.
Snellgrove, L.
Snyder, J.
Soinerville, G.
Soresi, T.
Sovich, C.
Spencer, G.
Spencer, H.
Stancaugr, R.
Stankiewicz, A.
Stanton, W.
Steams, B.
Steinhardt, L.
Stevens, E.
Stevens, R.
Stevens, W.
Strand, J.
Strowinski, A.
Stubblefird, B.
Sulaiman, A.
Sullins, F.
Sumroll, N.
Surrick, R.
Swiderski, J.
Szupp, B.
Tanner, C.
Tatum, H.
Taylor, F.
Taylor, J.
Telegadas, G.
Terpe, K.
Theiss, R.
Thomas, J.
Thomas, L.
Thompson, F.
Thompson, L.
Tillman, W.
Tobin, G.
Tobio, J.
Toluison, R.
Towsigmart, A.
Troy, S.
Troenski, C.
Tsminrx, L.
Turay, C.
Turner, B.
Turner, L.
Tuttle, M.
UIrich,H.
Underwood, G.
Vanluyn, W.
Vasquez, J.
Velandra, D.
Velazsuel, W.
Velez, R.
Vick,J.
Viles, J.
Villanova, A.
Voliaz, D.
Vook, L.
Vorchak, J.
Vukmir, G.
Walker, F.
Walker, T.
Wallace, E.
Washington, E.
Webb, J.
Weber, J.
Weeden, R.
West, D.
West, H.,Jr.
Westbrook, A. L.
Westerholm, G.
White, J.
White, K.
White, R.
Whitmer, A.
Whitsitt, M.
Widman, J.
Wilburn, R.
Wilisch, E.
Williams, L.
Williams, R.
Williams, S.
Wilms, T.
Wilson, C.
Wilson, D.
Wilson, R.
Wilson, J.
Winder, R.
Wingfield,P.
Wolf, P.
Wood, C.
Woodhouse, A.
Woodward, D.
Woody, J.
Wooten, H.
Worley,M.
Worobey, R.
Worster, R.
Yarmola, J.
Yelland, B.
Young, R.
Zaiusky, S.
Zaiusky, T.
Zeagler, S.
Ziegadhagen, J.
San Pedro Committee
The ship's committee and several crew members of the containership San
Pedro gather for photo at a recent payoff in Port Elizabeth, N.J. Standing from
the left are: Nikolaos Zervos, deck delegate; Bin Ahmad, able-seaman;
Athanasios Vassilikos, engine delegate and Christopher Bobbe, educational
director. Seated from the left are: Harry Gearhart, oiler; K. Keramidas, steward
delegate; Endang Abidin, wiper, and Pedro Sanchez, able seaman.
Transindiana Committee
At a recent payoff in Weehawken, N.J., the ship's committee of the Trans
indiana get together for pix. They are, from the left: J. Cubano, steward dele
gate; Bernard Saberon, deck delegate; J. Delgado, recertified bosun and
ship's chairman: Roberto Escobar, chief cook, and W. J. Fitch, steward
delegate.
January 1978 / LOG / 47
�m
k
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
VOL.40
NO. 1
JANUARY 1978
Seafarers Welfare^ Pension^ and Vacation Plans
Cash Benefits Paid
During 1977, the Seafarers Welfare Plan, which covers SlU
members, pensioners and dependents, paid out almost $4.6
million in benefits. The Welfare Plan makes payments for sick
ness and accident, special medical services and equipment
and also covers the SlU scholarship program. Since the Plan's
inception in 1950, close to $65 million in welfare payments has
been made.
The Welfare Plan is maintained entirely through employer
contributions and is based on man-days worked. The plan is
:
administered by a Board of Trustees which includes union and
employer representatives.
The Seafarer's Vacation Plan, which began in February 1952,
has paid $134,229,176 in its 25 year existence. This year alone,
$10 million in vacation checks went to Seafarers.
A Pension Plan for Seafarers, long a dream of the SlU, be
came a reality in 1961. In only 16 years, though, almost $67 mil
lion has been received by retiring SlU members, with the $8.4
million paid during 1977 accounting for part of that total.
It's important that every member of the SlU knows what the
Union's benefit programs are all about. To find out about wel
fare, pension, and vacation programs, go to any SlU Hall or
write; Seafarers Welfare Plan Office or Vacation Plan Office,
275 20th St., Brooklyn, N.Y. 11215.
NUMBER
AMOUNT
YEAR INCEPTION
MONTH 'rO DATE TO DATE
SEAFARERS WEI.FARE PLAN
11/24/77- 12/23/7612/21/77 12/21/77
;
ELIGIBLES
Death
In Hospital Daily @ $1.00
In Hospital Daily @ $3.00
Hospital & Hospital Extras
Surgical
Sickness & Accident @ $8.00
Special Equipment
Optical
Supplemental Medicare Premiums
DEPENDENTS OF ELIGIBILES
Hospital & Hospital Extras
Doctors' Visits in Hospital
Surgical
Maternity
Blood Transfusions
Optical
Special Equipment
8
751
119
16
5,011
1
91
12
.
,
PENSIONERS & DEPENDENTS
Death
Hospital & Hospital Extras
.
Doctors' Visits & Other Medical Exp ,
Surgical
Optical
Blood Transfusions
Special Equipment
Meal Books
Dental
Supplemental Medicare Premiums . . .
Scholarship Program
TOTALS
Total Seafarers Welfare Plan
Total Seafarers Pension Plan
Total Seafarers Vacation Plan
Total Seafarers Welfare, Pension & Vacation
359
81
90
25
67
138
4,280
3,458
182
25
64,011
17
1,302
359
5,929
685,189
663,617
4,817
1,200
4,340,732
265
36,916
14,966
4,911
979
1,364
229
31
1,089
1
97,466
155,743
29,885
L2,089
4.977
29,987
313
$
MONTH
YEAR
TO DATE
11/24/7712/21/77
12/23/7612/21/77
21,000.00
751.00
357.00
4,211.45
40,088.00
126.0
2,811.75
1,057.20
116,982.49
3,806.22
15,408.20
10,645.00
1,963.00
$
INCEPTION
TO DATE
454,043.06
4,282.00
10,374.00
28,634.40
3,913.00
512,094.00
6,595.50
40,004.81
18,070.30
$ 12,798,744.11
685,191.00
1,990,851.00
555,923.81
109,318.77
12,439,337.77
58,760.29
792,156.69
138,668.80
1.604,470.13
48,176.74
235,245.70
88,339.00
2,998.03
32,042.22
56.00
16,732,649.93
. 780,798.19
3,365,102.37
2,282,501.09
120,129.37
633,973.45
25,928.26
'
11
161
86
6
47
3
166
2,156
1,250
152
662
5
51
4,432
6
26,099
1,458
18,978
111,172
2,299
6,345
205
627
64,731
460
201,878
14
138
1,141
36,000.00
25,951.89
4,605.62
.925.00
1,549.90
679,600.00
395,168.03
58,924.33
28,726.70
22,283.95
226.75
7,266.71
34,716.60
2,004.00
210,657.70
4,095,225.45
3,169,297.35
700,558.48
294,576.83
146,046.33
6,677.40
87,754.98
647I yD
310
nn
Ut
JL \J,\J\J
86,734.60
1,255,129.20
4,720.94
54,461.08
662,100.99
411.47
___
-
11,391 113,061
33,078
5,645
11,051
796
157,190
17,832
6,493,385
298,798
422,403
7,214,586
328,088.73
1,435,921.20
635,653.79
$2,399,663.72
4,548,658.14
8,440,456.51
10,105,258.61
$23,094,373.26
64,661,446.51
66,519,814.85
134,229,176.26
$265,410,437.62
�
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
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Paul Hall Maritime Library Microfilm 1939-1993
Publisher
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Seafarers International Union of North America
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Title
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January 1978
Description
An account of the resource
HEADLINES
4 TOWING COMPANY CONTRACTS RATIFIED BY BOATMEN
NEW BOAT DIXIE AVENGER
TOW LICENSES EXPIRE IN ‘78
MEET AT SIU HEADQUARTERS HUMAN RESOURCES GROUP FINISHING PROPOSED STUDY
SEA-LAND LAUNCHES NEW WEST COAST-MIDEAST RUN; CUTS OTHERS
A DAY IN THE LIFE OF TWO SIU TUGS
UNEMPLOYMENT RATE DROPS TO 6.4% IN DECEMBER FROM 6.9%
SEA-LAN TO OVERHAUL 4 CONTAINERSHIPS
SIU’S WILLIAMS HONORED AT NEW ORLEANS DINNER
ARMED FORCES RADIO TO SHIPS IS ENDANGERED
TWO LOG AWARDS ARE ACCEPTED
BENEFITS START FOR 3 INLAND COS.
BENZENE IS A KILLER: BE CAREFUL WORKING NEAR IT
JONES ACT BILLS FOR VIRGIN ISLANDS NOW IN CONGRESS
SIU URGERS SUPPORT FOR HOUSE BILL ON LOCKS AND DAM #26
ATLANTIC COAST HARBOR BOATMAN EXAMINE SIU WASHINGTON ACTIVITIES
ON THE AGENDA IN CONGRESS
SIU TAKES LNG ARIES, 2ND U.S.-FLAG GAS CARRIER, ON MAIDEN VOYAGE TO INDONESIA
DELTA TO TAKE OVER 13 PRUDENTAIL SHIPS FOR SOUTH AMERICA RUN
NEW ALGONAC HALL ON ST. CLAIR RIVER TO BE CENTER OF GREAT LAKES SHIPPING
CRESCENT TOWING’S SUCCESS IS NO ACCIDENT
2ND ATLANTIC INLAND EDUCATION CONFAB HELD
27 SHIPDOCKING DELEGATES FROM PORTS OF BALTIMORE, NORFOLK, PHILADELPHIA ATTEND
HOSPITALIZED MEMBERS NOT FORGOTTEN AT CHRISTMAS
DEPT. OF ENERGY MUST PRICE LNG PROPERLY
SEAMEN CAN GET HURT IN ILLEGAL RATE WARS
CEMENT FOR HURON FLEET
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
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1/1/1978
Format
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Newsprint
Type
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Text
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Vol. 40, No. 1
1978
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/553fd10bacb63cfbb02d1232b4c1c53f.PDF
89dd5cc3c231128509571d73571a78ee
PDF Text
Text
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Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
No!"i? DECEMBER 1977
Newly Acquired Dixie Boats
See Page 10
New Deep Sea
COLA Rates,
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See Page 31
DIXtE-QJEEN
Interim Report on
SlU-NMU Merger
See Page 17
Seafarers Man the Capricorn
Seafarers Vacation
Plan Summary
Annual RepbW^
See Page 10
See Page 32
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Seafarers Pension
Plan Summary
Annual Report
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First InlancF Atlahtic Coast
See Pages 14-16
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�Non-Use by Bigger Ships, Less Trtiffic Could Cloud Fufure
1st Higher St. Lawrence Seaway Tolls Menace System
(Increased tolls on the St. Law
rence Seaway have been opposed by
the Executive Board of the Maritime
Trades Department, AFL-CIO. At
their 1977 mid-winter meeting, the
Board had noted that increased tolls
would cripple American and Cana
dian shipping via the Seaway. Their
cargo would ultimately find its way
to overseas third-fit g ships, "all at
the expense of American and Cana
dian maritime workers, . taxpayers
and consumers."
The story below will give you
some background on the Seaway as
well as bring you up-to-date on the
latest arguments concerning the in
creases.)
When construction on the St. Law
rence Seaway was finished in 1959, the
Great Lakes system to the Atlantic
Ocean became a hub of shipping for
the country.
So much was in favor of the Seaway's
great success: a connecting waterway
system that could handle most deepdraft vessels; a reduction in Midwestoverseas shipping costs by as much as
$22.50 a ton; replacement of 22 small
locks with seven big ones, and minimal
charges for using the complex.
Today, some of the advantages of
using the Great Lakes/St. Lawrence
cr-zi
Seaway system are fading. As more and
more 60,000 to 100,000-ton bulk car
riers and tankers are used to replace the
more modest 20,000 to 30,000 tonners,
fewer ships will be able to use the Sea
way. Ships of 60,000 to 100,000 tons
The greatest controversy of the hear
are just too large for the system.
ings centered on the proposed toll
Last August the St. Lawrence Sea raises for iron and steel cargoes. The
way Authority of Canada and the U.S. tolls are scheduled to climb from 90
St. Lawrence Seaway Development cents to $ 1.95 per net ton. The move
Corp. (SLSDC), decided to impose ment of iron ore west was a primary rea
major toll increases on the Seaway. son Congress authorized funds for joint
These will amount to as such as $1.15 U.S./Canadian construction of the Sea
per metric ton for certain cargoes. There way.
is now a concern among Seaway users
John E. Childe, general manager of
that Great Lakes .shipping may wind up the International Great Lakes Shipping
losing out.
Co., said he spoke for the U.S. Great
Lakes Shipping Association and the
Great Lakes Terminal Association when
First Toll Increase
he warned the increases will "create a
The user increases mark the first
diversion of millions of tons of our pres
time tolls have been hiked on the Sea ent Lakes overseas commerce."
way since it opened to deep-draft traf
Childe suggested that a separate com
fic in 1959.
modity classification for iron and steel
The SLSDC said their analyses indi products be established. He noted that
cated a toll increase would not have a the toll rate increase for this new cate
major negative impact on most U.S. gory rise to no more than $1.25 from
cargoes. But that was not the view in the present 90 cents.
much of the public testimony given at
two SLSDC-held hearings last October.
New Cargo Categories
It was emphasized then that the toll in
creases would create hardships among
The two Seaway authorities created
Great Lakes shippers and carriers. This several new cargo categories, each of
would result in the losses of cargoes, which have different rate scales. The
revenues, and jobs.
two previously existing categories, bulk
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Paul Hall
0X0,
Looking Back on 1977
An optimist would say that 1977 was a pretty good year for the U.S.
maritime industry. A pessimist would say it was a year in which the industry
stood still. The truth of the matter lies somewhere in between. Because it
was a year in which we experienced some good things and some bad things.
The industry actually took two major steps forward in 1977. The first,
and most important, was the erewing by SIU members of the LNG Aquarius,
the fir^t liquified natural gas carrier ever built in this country.
It marked a brand new era in modern American merchant shipping that
will carry over into the next century and J)eyond.
It's not unrealistic to think that LNG vessels will provide a major base of
future employment for American seamen. If projections hold up, the U.S.
merchant fleet may be boasting as many as 10 LNG carriers by the end of
next year alone.
The extent of the development of America's LNG merchant fleet will
depend in large part on our own ability as seamen to acquire the skills
necessary to safely and completely man these vessels. The advent of LNG
ships to the American fleet presents both a challenge as well as a great
opportunity. It is up to us to take the utmost advantage of the situation.
Another area of advancement for the U.S. merchant marine in 1977 was
the opening of the Trans-Alaska Pipeline.
As with the LNG ships, the Alaska Pipeline will provide American sea
men with a major source of employment on U.S.-flag vessels for years to
come. Right now, there are 25 SlU-contracted tankers involved in the
carriage of Alaskan oil from Valdez to Panama, and from Panama to the
Gulf and East Coast areas.
On the other side of the coin, the industry suffered really its only setback
of the year with the defeat of the oil cargo equity bill. This legislation would
and general cargo, remain. New cate
gories are containers. Government aid
cargoes, and grain.
Noel Painchaud, executive director
of the port of Cleveland, said the toll
increases on iron and steel products
would reduce metal tonnage at the port
of Cleveland some 60 or 70 percent.
This would cost the port 7,000 jobs.
Robert Stack, speaking on behalf of
the Great Lakes Association of Steve
dores said the higher Seaway tolls
would divert traffic, reducing the num
ber of ships using the Seaway. "As fewer
ships use the Seaway, the revenues of
the Seaway will decline," he said. "Will
the Seaway then increase the tolls, thus
reducing the traffic even further?"
Toll increases are being proposed, ac
cording to the Seaway authority, to en
able them to pay their debts and meet
their operating expenses. The SLSDC,
a Government-chartered, corporation
run under the supervision of the U.S.
Department of Transportation, has to
repay its financing debt to the U.S.
Treasury.
Other Options
Other options have been proposed to
put tlie SLSDC on its feet financially,
without resorting to increasing tolls.
Congress could enact legislation to sub
sidize the SLSDC. Rep. James Oberstar
Continued on Page 17
have reserved 9.5 percent'of America's oil imports for carriage in U.S.-flag
vessels.
A lot has been said about the bill and why it was defeated. But the fact
remains that the loss of the bill is not as bad as our opposition would like
us to think. It was not a make or break situation. The survival of the industry
by no means depended on the passage or failure of tlie bill.
We have survived without oil cargo preference for years. And believe
me brothers, we will continue to survive without it until the day this legisla
tion is inevitably passed and signed into law. It's only a matter of time.
As far as 1978 is concerned, we have our work cut out for us. One of our
top legislative priorities will be a bill to bring the U.S. Virgin Islands under
the provisions of the Jones Act. Passage of such a bill would mean at least
25 sailings per week for American-flag ships between the States and the
U.S. Virgin Islands.
In another area, we will be pushing for legislation to clear the way for
development of energy resources in the U.S. outer continental shelf. A
critical part of the bill, and the most difficult to enact, will be an amendment
to require that all rigs, platforms and supply vessels needed for this explora
tion be American-built and American-manned. We will accept nothing less.
We will be pushing for a much greater roll for the U.S. merchant marine
as a military auxiliary for the U.S. Navy.
1978 will see the continuance of our efforts to pressure the Coast Guard
to perform the job they are supposed to do to protect the health and safety
of American seamen. The ideal situation here would be a program of strict
Congressional oversight of the Coast Guard's activities involving safety.
In more of a long-range area, we will be working for legislation to en
courage the growth of an American deep seabed mining industry. This will
be an industry that must be both built and maintained by American workers.
We will also be moving on a new program to go back into Congress
with another oil cargo preference bill for U.S. ships. This time, however, I
predict we'll win it.
Essentially, what the maritime industry needs, deserves, and must have
is a significant piece of the action in all American maritime activites. This
should hold true whether it be oil carriage, offshore drilling, mining of the
sea, or Naval maneuvers.
No one, though, should be naive enough to think that any or all of these
things will come easily. TheSIUand its officials must continue the day to day
grass roots political work in Congress to have our viewpoint heard. And SIU
members must continue their support of the Union's political fund. One
cannot be successful without the other.
Right now, it's anyone's guess as to how effective we will be in our pro
grams this year. But I am confident that by the end of 1978 even a pessimist
would say that the maritime industry had a pretty good year.
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Quif Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y.
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 12, December 1977.
, 2 / LOG / December 1977
.
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^'
�MTD Convention Urges:
Break Big Oil's Transportation Monopoly
Ihe AFL-CIO Maritime Trades De
partment has called on Congress to
break big oil's monopoly on tanker and
pipeline transportation of petroleum
and natural gas products. The MTD
also demanded that Congress force the
multinationals to divest (rid) themselves
of their widespread interests in alternate
energy supplies. These would include
coal and uranium.
This appeal was voiced at the MTD's
Biennial Convention in Los Angeles,
Dec. 5-6. The MTD represents nearly
eight million workers in 43 international
unions.
The Convention, chaired by MTD
President Paul Hall, also vowed action
in nearly 30 other areas affecting the
health and welfare of American work
ers. Among them were the demands for
protection of U.S. industries against in
creasing foreign imports. The MTD also
called for Congressional adoption of a
"Build American" policy for the devel
opment of the U.S. outer continental
shelf.
Of direct interest to Seafarers, the
MTD resolved to fight to close the Vir
gin Islands "loophole" in the Jones Act.
It also asked that the battle for a fair
oil cargo preference bill for U.S.-flag
ships be renewed.
The MTD further called for an over
haul of America's policy toward the
U.S. merchant marine. The Convention
urged adoption of a national cargo
s^ E TP :
on the transportation of oil and natural
gas. Through their transportation monoply, the MTD said, "the major oil
companies are able to manipulate the
amount of oil reaching the U.S. market,
giving them leverage over the price of
virtually all oil and petroleum prod
ucts."
The special MTD report also claimed
that "this monopoly allows the oil com
panies to hide their transportation costs
and profits, eliminate competition, over-,
charge the consumer and escape paying
U.S. taxes."
The MTD maintained that the second
step Congress must take is to force the
oil giants to sell their interests in Amer
ica's coal and uranium industries.
Runaway-Flag Ships — The MTD
Convention urged Congressional legis
lation that would curb the use of run
away-flag ships in the carriage of U.S.
oil imports. These vessels are owned by
American oil companies and registered
in small, underdeveloped nations like
Liberia and Panama. The convention
delegates said, "the runaways cost
Americans thousands of jobs, cost the
U.S. Treasury billions in taxes and are
a menace to the environmental safety
of our coastlines.
Legislative News
SlU' In Washington
,Page 9
?!
Paul Hall
policy "that will assure a U.S.-built fleet
a substantial share of all U.S. cargoes
in all trade routes of the world."
Breaking Big Oil Toughest
However, breaking up the multina
tional oil industry will be by far the
most difficult program to enact. This is
because of big oil's enormous clout in
Congress.
In a special report made public at
the Convention, the MTD affirmed that
Congress must take two major steps to
bring the oil companies in line with the
national interest.
The MTD said the first step must be
to force big oil to end their stranglehold
MTD convention
MTD Confab Acts on Runaways^
The delegates to the Biennial Con
vention of the Maritime Trades Depart
ment took action on more than 30
issues concerning the welfare and safety
of American workers. Below is a run
down of some of those of direct interest
to SlU members. .
Presently, the oil companies control
more than half of the nation's uranium
reserves. They control 20 percent of the
nation's coal production and 35 percent
of America's coal reserves.
Oddly enough, in areas where oil
companies have purchased coal fields,
the MTD said that production has ac
tually gone down. This is in direct op
position to the Carter Administration's
proposed energy program. That pro
gram calls for significant increases in
coal production,
The MTD said that big oil's owner
ship of alternate energy supplies "en
courages the withholding of production
in order to create an artificially high deContinued on Page 24
Virgin Islands "Loophole" — The
convention resolved to work in Con
gress for a bill that would bring the U.S.
Virgin Islands under the provisions of
the Jones Act. Such a bill would require
that all goods shipped between the
mainland and the islands be carried in
U.S.-flag vessels. Presently, a total of
25 sailings between the States and the
U.S. Virgin Islands take place each
week.
Cargo Preference—The delegates to
the MTD Convention renewed their
pledge to continue to work for a fair
oil cargo preference bill for Americanflag tankers. The convention delegates
said the MTD would seek enactment of
this bill in 1978.
Shipbuilding Safety—The convention
called on the U.S. Occupational Safety
INDEX
Union News
President's Report
Page 2
COLA rates
'.. .Page 31
Headquarters Notes
Page 7
Brotherhood In Action ...Page 29
At Sea-Ashore
Page 19
Inland Lines
Page 6
Lakes Picture
.".Page 8
SlU-NMU merger
Page 17
Atlantic conference Pages 14-16
Shipping
Capricorn
Page 10
3 Dixie boats
Page 10
Richard Reiss
Centerfold
Atlantic shipdocking .Pages 12-13
Flags of convenience ... .Page 25
Ship's Digests
.Page 22
Dispatchers' Reports:
Great Lakes
Page 37
Inland Waters
Page 30
Deep Sea
Page 26
General News
National unemployment . Page 11
St. Lawrence Seaway ..... Page 2
MTD convention .... Pages 24-25
AFL-CIO convention
Page 5
Offsh9re Presidents'
Page 7
Dock strike ends
Page 7
AFL-CIO boycotts
Page 27
Training and Upgrading
'A' seniority upgrading .. .Page 37
HLS courses and dates ... Page 34
Upgrading course
Page 23
graduates'
Membership News
Upgraded to Inland
engineer
• • • • ^,^9^
Cargo Equity^ Safety
convention delegates expressed opposi
tion to a proposed bill that would put
147 million acres of Alaska wildern^iss
into the wilderness preservation system.
Maritime Policy — The MTD re This is an area larger than the state of
solved to work for a national maritime Texas. This would mean no develop
cargo policy. This policy should ulti ment could take place in this area. That
would be the case even if the area were
mately reserve "a substantial share of
found to contain huge quantities of oil
U.S. cargoes in all the trade routes of
and natural gas. The convention dele
the world for a U.S. built, U.S.-manned
gates said that a compromise bill should
merchant fleet."
be passed. This bill would allow for the
environmental
safety of Alaska wilder
Ocean Mining Policy—The conven
ness as well as the orderly development
tion delegates urged immediate passage
of
Alaska's mineral resources.
of legislation encouraging the growth
of a U.S. deep seabed mining industry.
Outer Continental Shelf—The MTD
The MTD said that the legislation must
urged
Congress to pass legislation pav
include amendments that "require the
ing the way for oil and gas exploration
employment of U.S.-built, U.S.-manned
of the U.S. outer continental shelf.
mining and ore-carrier vessels."
However, the convention delegates said
Alaska Land Development — The
that Congress must include a "Build
American" Program in the bill. The bill
should call for the exclusive use of U.S.
Former scholarship
built and manned drilling rigs and plat
winner
Page 19
forms for the exploration of this area,
Laker Mike Pesenak
Page 30 according to the delegates.
New pensioners
Page 35
Final Departures
Page 36
Coast Guard and Safety—The MTD
Gets 500th Inland
Convention delegates said that the U.S.
vacation check
Page 11
Coast Guard has fallen down on its job
Inland Boatman killed ... .Page 17
of insuring the health and safety of
"Santa Glaus" Blancq .. .Page 23
American seamen. The convention said
that the Coast Guard "allows the threeSpeciai Features
wafteh law to be ignored . . . and looks
A unionist's Christmas
the other way while our seamen work
view
Back Page
as much as 200 percent overtime." The
*
*
*
*
*
convention delegates called on Congress
to strictly oversee the activities of the
Articles of particular Interest to
Coast Guard. They asked that the
members In each area—deep sea,
Inland, Lakes — can be found on the Congress insure that the Coast Guard
"properly executes its statutory respon
following pages:
sibility to protect life at sea, and that its
Deep Sea: 10.19,22,26,31,37
jurisdiction be extended to protect the
Inland waters: 6, 12-16,30
safety and health of seamen working
Great Lakes: 2, 8, 20-21, 37
on the inland waters."
and Health Administration (OSHA) to
pay more attention to safety hazards in.
shipyards and in longshore areas.
t
December 1977 / LOG / 3
•I
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Jacksonville members listen attentively to reports about new inland and deep sea equipment
which will provide jobs for them in the future.
Inland Brother Ruffino Garay is an AB on the Caribe tugboat
Hunter. He attends informational meetings regularly whenever
he is in port.
s
^
^ Monthly informational Meeting in Jacksonville ^
SIU brothers in the port of Jacksonville held their monthly informational meeting on Nov. 10 in the Union's spacious hiring hall on Liberty Street.
This month's gathering was of particular interest to the Jacksonville brotherhood. They will benefit greatly from new equipment and jobs recently contracted
by the SIU. Jacksonville Seafarers saw their union efforts blossom when Apex Marine began operating two reactivated T2 tankers and crewed them with SIU
personnel. The two ships were refitted in the Jacksonville Shipyard and renamed the ST Aries and the ST Capricorn. They will provide Seafarers with fine
jobs for years to come. Jacksonville's inland membership also has made job gains. Caribe Tugboat Inc. announced its new deep sea fug the Explorer
would be going into service between Jacksonville and San Juan.
Mark Peterson is busy counting up his seatime. He's pleased
to find out that he has accumulated enough days to be eligible Making sure that the Jacksonville membership is abreast of all SIU activities is part of the job
for upgrading at HLS. Brother Peterson wants to apply for the for SIU officials. Pictured above at the port's November informational meeting are (I. to r.): Jimmy
Assistant Cook's Program.
Davis, recording secretary: Leo Bonser, chairman, and William "Butch" Morris, reading clerk.
Having a chat before the Union meeting are Art Mallory (I.) and K. Green.
Both brothers ship out in the deck department as ABs.
Seafarer Jackson Webb, who is the chief steward on the S^a-Land Producer
flashes the victory sign as he points proudly to his name dn Jacksonville's
SPAD Honor Roll. More than 100 Jacksonville brothers ha^^e donated $100
or more to SPAD so far this year.
4 / LOG / December 1977
.Jf-r ...
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AFL'CIO Delegates Theme: Jobs tor Jobless
Humphrey, on Phone, 'Labor Conscience of Politics'
In the middle of the opening day
session, President George Meany inter
rupted the AFL-CIO's Convention pro
ceedings. He told the delegates that
someone was on the phone who wanted
to "say a few words."
The phone was hooked into the huge
ballroom's speaker system as the dele
gates debated on who the call was from.
The debates ended quickly enough as
an unmistakeable gravel-tone voice
called out over the wire, "Hello there,
this is an old card-carrying member of
the American Federation of Teachers
talking to you, that's all."
It was the voice of the ailing Minne
sota Sen. Hubert H. Humphrey, one of
the staunchest supporters of the work
ing man among American politicians.
Humphrey, the tireless politician that
he is, said more than "a few words." In
fact, he spoke for 15 minutes about
some of the problems facing the U.S.,
in particular unemployment.
In one of his remarks, though, Hum
phrey summed up as well as anyone
ever has what the labor movement is
all about.
He said, "the labor movement of
America has been the conscience of
American politics and has been the
source of American social progress."
Humphrey's remark did something
else, too. It captured the thrust of the
AFL-CIO's 12th Biennial Convention
held this month in Los Angeles.
3
V•
, /•
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;
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Jobs, Human Rights
An overall view of AFL-CIO Convention
AFL-CIO Con/ab Bids
Congress Aid Maritime
Despite their work in so many
areas involving the welfare of
American workers, the AFL-CIO
Convention delegates did not ig
nore the problems of America's
maritime industry and its workers.
In fact, the delegates passed more
maritime related resolutions than
on any other subject.
The convention called on Con
gress to bring the U.S. Virgin
Islands under the provisions of the
Jones Act. Such a move would add
at least 25 sailings per week f
American-flag ships between the
mainland and the U.S. Virgin
Islands.
In addition, the delegates re
solved to work for legislation that
would cut down on the use of run
away-flag vessels in the carriage of
America's imported oil. And they
called for an overall national mari
time policy. This policy would re
serve a significant percentage of
all U.S. cargoes for carriage
in an American-built, Americanmanned merchant fleet.
The convention delegates, 886 in all,
represented every corner of American
labor.
Delegate after delegate took the floor
to vow increased political action. They
want to rid public olfices of politicians
who do not hold the best interests of
working Americans as their own in
terests.
The convention as a whole promised
to carry on the fight for human rights
for all people, both on and off the job.
However, the overriding theme of
this AFL-CIO Convention was jobs for
America's huge ranks of unemployed
workers.
In his keynote speech to the conven
tion, AFL-CIO President Meany said,
"the greatest commitment this nation
can make toward human rights at home
is full employment. To us, unemploy
ment is not only a waste—it is a denial
of human rights."
Meany was unanimously reelected
federation president by the delegates.
He said that, despite the drop in unem
ployment from 7.9 percent to 6.9 in
1977, "there are still almost 10-million
Americans who cannot find the fulltime
employment they want and need."
He added caustically, "the unemploy
ment rate for them was 100 percent
every day and every month."
Meany affirmed that the only way
unemployment can be reduced substan
tially is for the Carter Administration
Paul Hall and George Meany
"to set a goal of 4-million new jobs a
year—every year—for the next four
years."
He then called on Congress to quickly
enact the Humphrey-Hawkins Full Em
ployment Bill "as an important first step
in getting America back on the road
toward full employment and toward
alleviating the misery caused by wide
spread joblessness.'
Meany continued that in terms of the
gross national product, unemployment
last year cost the nation "more than
$220 billion in lost output of goods and
services—about $1,000 for every man,
woman and child in America."
But, said the AFL-CIO president,
for the unemployed and their families
"the costs cannot even be estimated.
There is no way to put a dollar value
on human costs—like the mental anxi
ety that comes with unemployment—
the fear of harassment over unpaid bills,
idle hours, loss of self-esteem, stresses
and strains on family relationships and
loss of physical health."
Meany concluded bluntly, "Real job
creating programs are what the econ
omy needs. We have had enough ora
tory and enough promises."
I
II
Mondale to AFL-CIO: Labor-White House Cooperating
He said that for the first time in eight
years and two Presidents, the labor
movement and the White House are
working closely together again.
This was not just a casual observa
tion. Because the person who said it
happens to be the vice president of the
United States, Walter F. Mondale. And
he said it at the 12th Biennial Conven
tion of the AFL-CIO in Los Angeles
this month. His speech was often witty
but more often it was dead serious,
iiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiii
Unclaimed Wages
The following Seafarers have un
claimed wages due them. They
should contact W. A. Prindiville, as
sistant manager of vessel operations
at Puerto Rico Marine Management,
Inc., Fleet and Bombay Sts., P.O.
Box 1910, Elizabeth, N.J. 07207.
T. W. Dodson
R. Dwan
R. Guerin
L. Martinez
R. Oriano
439-88-2764
438-56-1137
093-14-7902
263-40-4133
436-78-6104
$8.66
7.74
21.00
5.89
1.50
iiiniiiiiiiiiuiiiuiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiniNiiiiiiiii
Mondale talked about the major goals
of the Carter Administration. He made
points about Social Security, welitue re
form, labor law reform, consumer pro
tection legislation, international trade
reform, and more.
But the vice president reaffirmed that
the top priority of the Carter admin
istration remains the unemployment
problem in this country.
Mondale said that as a Senator he
worked for job creating public works
programs. He then saw these programs
vetoed by the Nixon-Ford Administra
tion. The vice president claimed that
the inability of President Ford to deal
with the unemployment situation was
his downfall.
Mondale noted that Ford's defeat was
one of the few times in recent history
that Americans turned an incumbent
President out of office. Mondale af
firmed they did so "because the voters
were not going to stand any longer for
one more day of an Administration that
accepted the philosophy that this nation
could solve its problems without first
putting every American who wanted a
job back to work."
The vice president then told the con-
cent living. And if the average worker
and his family are safe and secure and
at work, then the rest of the country is
going to do very, very well indeed."
In closing, the vice president asked
for the labor movement's continued
support for the Carter Administration's
programs, especially the ones dealing
with jobs.
He said, simply, "working together,
we can accomplish anything we want
to."
ytiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiini^
Vice President Mondale
vention that the Carter Administration
is committed to full employment, saying
"there is no more important goal."
Mondale also stated that the Carter
Administration "rejects the so-called
'trickle-down' theory where if a few
Americans of wealth had enough or
more than they need, some will trickle
down to the average American."
Rather, said Mondale, the White
House "believes in the percolate-up
theory. Let people have jobs; let them
be safe and secure; let them earn a de
I SAB Rules on 'C |
1 Classified Men |
In November the Seafarers Appeals
Board ruled that effective Jan. 3, 1978,
"C classification seamen may only reg
ister and sail as entry ratings in only one
department."
The Board took the action to insure
that the Union will be able to maintain
sufficent manpower for each shipboard
department. The ruling will also enable
these seamen to get sufficient seatime
in one department for the purpose of
upgrading to a higher rating in that
department.
Deeember 1977 / LOG / 5
*1
�At 20 and in 3 Years,
Pritehard Cot License
St. Louis
;
As much as 70 percent of towboat trallic in this port and the surrounding
[ 9rea could be laid up if the coal miners strike continues for any length of time,
I Port Agent Mike Worley predicted. That figure represents the percentage of
' boats involved-in coal transportation here.
The strike is between the United Mine Workers and the Bituminous Coal
Operators Association. This Association represents the largest coal companies
in the . jpalachian and Midwestern fields. About 160,000 miners walked off
the job m early December when their contract e.xpired. Their depleted health
and pension funds arc at stake, as well as their right to strike over local
grievances.
Padiicah^ Ky.
An extended coal miner's strike would have a major effect in this coal trans
portation port. But at this time, shipping is normal. In fact, two recent develop
ments mean a brighter outlook for Boatmen here.
The Paducah-McCracken County riverport, a $3.5 million project, was of
ficially opened here recently. Port officials are also planning a $3 million
addition to the new port on the Tennessee River.
The expansion depends on funding from the state. It would include the pur
chase of additional riverfront property, the purchase of a facility to handle
liquid goods, and construction of a bulk handling plant. The new port, plus the
planned expansion, mean tremendous growth opportunities for the towing in
dustry in the region.
Job opportunities on a smaller but significant scale for SIU Boatmen were
also increased with the delivery of a new towboat for work in this port. The
Roy Dupre was just crewed and is a brand new addition to the SlU-contracted
fleet of Ozark Marine. She will work on the Tennessee River.
Michael Pritchard is shown here in the engine room of the pilot boat Maryland..
He got the job of engineer on this boat right after he passed his licensing
exam for Assistant Engineer.
SIU dredgemen are wiiuling down a big project in Bay City, Mich, for the
winter months. About 3<S dredgemen with the SlU-contracted Constructions
Aggregates Company have been working on a dike disposal off of Bay City. It
is a kind of hollow island to contain dredged material and prevent it from flow
ing back into Saginaw Bay. These 38 men will go on seasonal lay-off and will
be re-activated by Apr. 1, 1978. The project began in the fall of 1976 and is
not expected to be completed until late fall next year.
The towing industry has lots of room
for career advancement. But not many
Boatmen manage to move up as quickly
as Michael Pritchard did.
Just three years after he joined the
SIU, Boatman Pritchard became a li
censed engineer. And he did it even
before he reached his 21st birthday.
Brother Pritchard turned 21 just this
month. He passed the Coast Guard
exam for his assistant engineer's license
on uninspected vessels last July. Right
after, he got a steady job for top wages
with the SlU-contracted Maryland Pilot
Boat Co. in Norfolk, Va. He is engineer
on the pilot boat Maryland.
How did he do it? With the help of
the Engineer's Course at the Harry
Lundcbcrg School in Piney Point, Md.
Brother Pritchard joined the SIU in
1974 when he was only 16-years-old.
But tugboats were not new to him even
at that young age. He had been on quite
a few before then, tagging along with
his father, Capt. James Pritchard.
With such an early start in the indus
try, young Pritchard was not able to
finish high school. But that didn't stand
in his way of passing the difficult li
censing exam.
Mobile
Wasted No Time
The representatives of 44 union locals sat down together for the first time
here at the first annual dinner of the Port Council of the Maritime Trades De
partment, AFl,-CIO. One of the organizers of the event was SIU Port Agent
in Mobile, Gerry Brown. The featured speaker was Alabama State Attorney
General, Bill Baxley, who stressed a greater role for labor in the development
of Mobile's growing waterways industry.
"I always wanted a license because I
knew it meant a better paying job," he
said. And once he joined the Union, he
wasted no time getting what he wanted.
As soon as Pritchard had his re
quired years of service in the engine
room, he signed up for the HLS course.
It prepared him well. Even without a
high school diploma, he passed the
exam on the first try with a 98 percent
score.
In his present job on the Maryland,
Pritchard earns almo.st double the pay
he was making before he got his license.
"And I wouldn't have gotten this job
without the license," he pointed out.
The Maryland is a Dutch-built, 4,500
hp. boat which brings pilots to their
ships off the coast of Virginia. "She's
really a floating
motel for pilots,"
Pritchard quipped.
Great Lakes
Another major port development project has been proposed in this region
by the Cleveland-Cuyahoga County Port Authority. This one is a massive $20
million iron ore dock at the mouth of the Cuyahoga River.
It would be built to accommodate the new I,()()() foot self-unloading ore
carriers that arc now being used on the I.akes. Tug and barge activity would
also increase to deliver the ore pellets from the ships to nearby blast furnaces.
Even though Cleveland handles more iron ore than any other port on the Lakes,
its docks are not now big enough to service these superships.
The project depends on Government approval and funds. If it goes through,
it would be the largest bulk handling facility on Lake f-.rie for the new superships. It would also protect the jobs of thousands of steelworkers in the area.
•
*
*
*
ISetv Orleans
The SlU-contracted Crescent Towing Company here has acquired another
harbor tug. She is now being rebuilt and will eventually mean new jobs for
eight SIU Boatmen.
Alcoholism is a
disease.
I
It can be treated.
6 / LOG / December 1977
He is very happy with his job there
and feels that the HLS course gave him
the practical training he needs for it.
"We even learned about foreign-built
engines at the School, so I felt at home
right away in the engine room on the
Maryland."
"It's an excellent School all around," *
Pritchard said. "The teachers there
really give their all." He plans to go
back to advance his career even more
and to take additional courses for his
own benefit.
He wants to sit for his chief engi
neer's license next year. Eventually he
hopes to get his license for inspected
vessels. In the meantime, he plans tcx •
take refrigeration, air-conditioning and
electrician classes—"just for my own
knowledge." And he is also counting on
getting his high school equivalency
(GED) diploma at the School, too.
"Whatever your needs," Pritchard
concluded, "the School is well worth
any man's while."
50 Years Wed
Retired SIU Laker Guy P. Burke with
his wife celebrated their 50th wedding
anniversary recently in Moose Lake
and Cloquet, Minn. Brother Burke re
tired in 1972 in the port of Duluth after
sailing with the Boiand Steamship Co.
for 26 years. His last vessel was the
STR Diamond Alkalai.
�}-\
'i
Headquarters
!^otes
by SIU Executive Vice President
Frank Drozak
Conventions are a waste of time.
Many p>eople hold this opinion and more probably believe that reading about
conventions is worth even less.
I'd like to change this kind of thinking on both counts.
This issue of the Log carries several articles on two recent conventions.
They are well worth your time as Seafarers and Boatmen because they deal
with events that have a direct effect on your jobs.
You do your job in the relatively isolated world of your ship or boat. That's
where your pay and your job security are based. But your livelihood also
depends on outside activities that require input from a larger number of people
in the Union and the maritime industry.
Conventions and conferences are not the last word in getting things done.
But when groups of people come together—as they did recently at the Mari
time Trades Department (MTD) convention and at the Atlantic Coast Inland
Boatmen's conference—things start to happen.
I urge all brothers to read the articles on these two important events. Stories
on the MTD convention are on page 3 and a full spread on the Boatmen's con
ference can be found on pages 14-16.
The MTD convention preceded the biennial AFL-CIO convention and took
place in Los Angeles, Calif, early this month. Chaired by SIU President Paul
Hall, the MTD convention was attended by representatives of nearly eight mil
lion workers in 43 international unions.
Like the SIU, these unions have a major stake in a strong U.S. merchant
marine. And their representatives passed a number of resolutions designed to
keep it strong.
These resolutions included a united stand for closing the Virgin Islands
loophole, curbing America's use of runaway flag tankers, and continuing the
fight for an oil cargo preference bill. Government action was also urged to
break big oil's monopoly on transportation of energy supplies and to correct
the Coast Guard's failure to insure the health and safety of American seamen.
These are the very things the SIU has been fighting for. They are the pro
grams that must be enacted to protect America's economy and your job security.
With eight million workers behind them, the MTD carries a lot more weight
than the Union can on its own. The MTD convention created national coverage
for your needs as a maritime worker. Along with the AFL-CIO convention as
a whole, it made your voice and the voices of millions of American workers
loud enough for the nation and the Government to hear.
That's not a waste of time.
And it's not a waste of time either to bring brothers together within the same
union. The Inland Boatmen's conference that was recently held at the Lundeberg School gave brothers from similar companies and similar areas a chance
to meet and share their ideas with the Union leadership.
Boatmen from shipdocking companies in Baltimore, Philadelphia, and
Norfolk attended. They discovered that their concerns were the same in some
cases and different in others.
But by the end of the week of meetings and open-ended discussions, they
found the way to break down barriers of communication and work together.
The SIU officials and representatives who attended the conference also
learned a great deal about their brothers' needs. The conference made it clear
to all involved that a strong Union means a constant two-way conversation
between the rank and file membership and the leadership.
We all have to work together, not just on boats or ships but within the Union
and the industry. Whether our goals are a stronger contract or a new piece of
legislation, we have a reserve of collective strength in our brothers and our
fellow workers. Conventions and conferences put us in touch with each other
so that we can draw on that strength.
Read and learn about these events, and if you can, participate in them in
the future. You'll find out that they can achieve more than you ever can on
your own.
- • k
I LA Strikers Vote to End 60-Day Beef Against Containerships
Members of the International Long
shoremen's Association voted at the
end of November to end their 60-day
selective strike against automated con
tainer vessels. It was reported that all
Atlantic and Gulf ports are now active.
However, it took a week or so following
the ratification vote to resolve local con
tract problems in the ports of New Or
leans, Baltimore, Philadelphia and Mo
bile.
The selective strike, which began Oct.
1, was aimed only at container carriers,
a major cause of reduced employment
for longshoremen. The strike idled as
many as 35 SlU-contracted ships.
A master contract agreement, calling
for a three-year, 30.5 percent increase
in wages and fringe benefits was voted.
It increased the longshoremen's pay
from $8.00 to $10.40 an hour over the
three-year term of the contract. It also
raised employer contributions for fringe
benefits.
The agreement increased guaranteed
annual income (GAI) benefits in most
ports. However, the number of paid
hours guaranteed per year varied from
port to port. For example, in New York,
the leading U.S. port in ocean cargo
handled, the GAI is 2,080 hours of pay
a year. New Orleans has a sliding scale
which ranges up to 2,080 hours an
nually and Baltimore's GAI is 1,900
hours.
Local-to-Iocal contract differences
on retroactive pay, vacation pay and
various fringe benefits caused the union
to delay voting on the agreement three
times in one week. On Nov. 24, ILA
President Thomas W. Gleason author
ized total strikes at the ports of Balti
more, Philadelphia and New Orleans.
He said he did this in, W!V
'itT^peed
negotiations on contract problems in
those areas.
As the Log goes to press all 34 ports
covered by the agreement are working.
Presidents' Offshore Group Meet on Contract
Officials of nine international unions,
including the SIUNA, met in Los An
geles at the beginning of December to
discuss unionizing and protecting the
jobs of American workers on offshore
oil rigs on the West and East coasts and
in Alaska. The group is known as the
General Presidents Offshore Construc
tion Industry Committee.
The Committee, which was formed a
year-and-a-half ago, decided on meas
ures aimed at strengthening the contract
they have already devised. That contract
is known as the General Presidents'
Offshore Agreement (GPOA). The orig
inal agreement called for efforts to pro
tect union jobs for workers involved in
the on-shore construction of oil rigs and
the offshore placement of the rigs.
The December meeting, at which the
SIUNA was represented by Vice Presi
dent Frank Drozak, led to inclusion of
offshore rig maintenance workers in the
contract. After the rig platforms are
built and installed by union personnel,
the rigs need only a crew and mainte
nance workers to remain aboard and
make sure everything runs smoothly.
The maintenance workers are not cur
rently under union contract. The union
presidents' group is making an effort
now to change that situation.
Three Coordinators
Another point settled by the union
officials was adoption of a budget for
three, full-time coordinators who will
make sure that the terms of the GPOA
are properly applied. They will also
seek new contracts for unions and jobs
for union workers in offshore industries.
Finally, the union officials reaffirmed
their commitment to HR 1614. This is
a Congressional amendment to the
Outer Continental Shelf Lands Act of
1953. It would require that offshore
drilling rigs operating on the U.S. Outer
Continental Shelf (OCS) be manned en
tirely by U.S. crews.
The amendment says, in part: "...any
vessel, rig, platform or other vehicle or
structure used in the exploration, devel
opment or production of OCS mineral
resources be manned or crewed by U.S.
citizens." It would also require all drill
ing rigs being built or rebuilt to be reg
istered in the U.S.
SIU Endorsed Amendment
The SIU endorsed this amendment
during the 1977 session of Congress.
Seven International AFL-CIO building
trades unions joined in the effort to gain
support for it.
In a letter to Rep. John Murphy,
chairman. House Merchant Marine and
Fisheries Committee, SIUNA president
Paul Hall said, "This amendment is es
sential to ensure that employment op
portunities created by development of
OCS oil and gas resources are retained
for Americans." Rep. Murphy also
heads a Select Committee on the Outer
Continental Shelf.
The nine International unions com
prising the General Presidents' Offshore
group are: International Brotherhood of
Electrical Workers; Seafarers Interna
tional Union of North America; United
Brotherhood of Carpenters and Joiners
of America; International Union of Op
erating Engineers; International Broth
erhood of Painters and Allied Trades;
United Association of Journeymen and
Apprentices of the Plumbing and Pipe
Fitting Industry of the U.S. and Canada;
International Association of Bridge,
Structural and Ornamental Iron Work
ers; International Brotherhood of Boil
ermakers, Iron Shipbuilders, Black
smiths, Forgers and Helpers, and the
International Association of Heat and
Frost Insulators and Asbestos Workers.
Do You Hove One of These?
PASSPORT
/o
a "-V
UNITED STATES
OF
AMERICA
BICENTENNIAL 17?6-1976
The Seafarers Appeals Board ruled
in November that effective Jan. 3,
1978 "a requirement for shipping is
that all seamen must possess a valid
up-to-date passport.**
The action comes out of the fact
that many foreign nations are crack
ing down on immigration regulations
requiring that all people coming into
their countries must have passports.
The SAB, then, took this action to
insure that when there are flyout jobs,
those who throw in for the jobs will
be fully prepared to take them.
This ruling will enable the Union
to continue to meet our manpower
commitments to our contracted com
panies.
December 1977 / LOG / 7
"'i\
�Lakes
Picture
All the Lakes
With the end of the United Steclworkers ore miner's strike in Northern
Michigan and Minnesota in sight, all ports are anticipating an extension of the
I shipping season. Various reports indicate ore carriers will be running late—
I perhaps as long as the end of January or beginning of February, depending on
weather conditions.
Frankf«krt
The SlU-contracted Chief Wawatam, the railroad car ferry that had bean
reduced to one run a week, is now running on Tuesdays and Thursdays. There
is the possibility of restoration of five-day-a-week service in the future. The
car ferry, which is state-subsidized, has been carrying much more freight in
recent months than previously.
St. Lawrenee Seawav
Dates have been set for the closing of both the Montreal-Lake Ontario and
Welland Canal sections of the St. Lawrence Seaway. The St. Lawrence Seaway
Development Corp. (SLSDC) which administers the waterway for the U.S.,
announced a Dec. 15 closing date for the Montreal-Lake Ontario arm of the
Seaway. The closing date for the Welland Canal, which links Lakes Erie and
Ontario, is set for Dec. 30.
*
*
*
*
The SLSDC also announced the most active season on the Seaway ever,
surpassing even the record traffic levels of 1973. The waterway opened in 1959.'
Traffic on the Welland Canal has also been heavier than both 1976 and 1973,
•
*
*
*
Hearings held by the SLSDC and the Canadian St. Lawrence Seaway Author
ity on proposed toll increases yielded 15 witnesses, all of whom were opposed
to ffie increases. Some of those who testified were: Rep. Ronald L. Mottl CDOhio) ; Noel C. Painchaud of the Cleveland Port Authority, and spokesmen
6y
Decisions on toll increases will be announced
rir®
at the mouth of the Cuvahoiia River?^,more informaat the beginning ot next year,
siuiy lu v.i...
^ ^
-in ,,011
tion on Seaway tolls).
Buffalo
The Sunday Magazine section of Nov. 20 Buffalo News featured a five page
spread on the SlU-contracted Charles E. Wilson. The article was by a Buffalo
News reporter who spent a week aboard the American Steamship Co.-owned
Wilson as she traveled with loads of sand and coal on the week-long, BuffaloDuluth run. He talked to the crew on the four-year-old vessel and wrote about
the "boredom and beauty" of life on the Lakes. He talked about the "mindnumbing" routine of loading and unloading and also of the crew's "special
effort to be up and on deck for the chance of a Great Lakes sunrise." The
article says the Wilson's galley turns out 2,800 meals a month. One crewman
said, "If you see a skinny sailor around here, it's his own fault." Some of the
photographs show various crewmen at work in the engine room, galley, and
wheelhouse. The article, written by Mike Vogel, was titled, "Life Aboard a
Lakes Boat—There's Rhythm to the Routine."
»
»
»
•
A number of port users in Buffalo have gotten together and formed the
Port of Buffalo Users Group. They have several objectives which they hope will
help revitalize the port of Buffalo. The port of Buffalo handles small amounts
of cargo compared to other Great Lakes ports. SIU ships carry its main
commodity—grain—for Buffalo's six major flour mills. Ironically, the St.
Lawrence Seaway, which was to have made Buffalo a major transportation
hub when it opened in 1959, took traflSc away from the port. Deep sea ve^els
could, for the first time, carry grain directly from Duluth overseas. They did
not have to stop in Buffalo at all. Another problem at the port is that many
shippers can't come up with enough cargo, they say, to make it worthwhile to
ship by sea. They therefore send their cargo by truck or rail to New York or
Montreal, where it is loaded onto ocean-going ships. The Port of Buffalo
Users Group wants to consolidate enough cargo for a regularly scheduled
Buffalo-to-Europe steamship run. They also want to make Buffalo a trans
shipment center where western coal would be unloaded from Great Lakes ships
and moved east and south.
Detroit
The SlU-contracted Kinsman fleet has begun its winter lay-up. The Kins
man Enterprise, built in 1906 laid up in Toledo on Dec. 10. She was followed
by the 70-year-old Henry Steinbrenner on Dec. 16. The C, L. Austin headed
for Duluth on Dec. 17. The Frank R. Denton has already finished her season
and laid up in Sturgeon Bay, Wise. With these layups. Kinsman will have four
of its ore, coal, grain and stone carriers still in service. The line's other vessels
are scheduled to run during the extended season and no lay-up dates are set.
*
•
*
*
The SIU lost an old-timer last October who had been with the Union at its
beginnings. Bill Adamck, a well-known sailor on the Great Lakes, died in
Detroit on Oct. 28. The Detroit Free Press ran an article on Adamek. It talked
about his life at sea, from his 10 years aboard the passenger boat Put-In-Bay
to the time in 1948 when he went to work for the J. W. Westcott Co. as a
captain aboard the mailboat. Adamek was a union ,man from way back,'
joining the old ISU in 1926 and signing up with the SIU in 1938. Capt. Adamek
took the 45-foot mailboat which had its own zip code on an estimated 157,000
trips to deliver mail, supplies and sometimes crewmembers. The Lakes won't
be the same without Bill Adamek.
Chleago
Challenger (Cement Transit Co.) checked
into American Shipbuilding's basiSiae dry dock here for her five-year lookover
and repairs. The American Bureau of Shipping requires a "special survey" of
ships every five years. The ship's machinery is disassembled, cleaned, repaired
and reassembled. Any repairs necessary on the vessel's hull are also made at
this time. In addition to the preventive medicine of a check-up, the Challenger
received a new propeller and a new tail shaft and rudder. Repairs took about
three weeks.
At Confab, Brown Says Education Is Key to Suryivai of U.S. Fleet
HLS President Hazel Brown was re
cently a featured speaker at Oceans '77.
This is an international conference to
discuss and explore developing ocean
technology and its impact on public
policy and education.
Oceans '77 was sponsored by the
Marine Technology Society and the
Institute of Electrical and Electronic
Erigiiieers Council on Oceanic Engi
neering. It was held in Los Angeles,
Calif.
The Conference had several different
objectives. These included the provision
of forums for discussing ocean-oriented
policy, eduGation issuesr~and the latest
advances in ocean technology.
The Conference attracted top-level
participation by experts in law, aca
demics, Government, commerce and
science.
Miss Brown's presentation to the
Conference was made during a session
•covering industry programs for marine
education and manpower.
In her remarks, she described edu
cation as, "the key to the survival of
the United States merchant marine."
She noted that maritime transport has
been the only industry to accept auto
mation. She cited SIU President Paul
Plall's leadership in this area.
8 / LOG / December 1977
She also noted that the president of
Union Mechling Corp. had credited the
improved technology and crew effi
ciency of the towing industry to better
equipment and crew training. In this
industry productivity has risen by more
than 1,000 percent and cargo-per-tonmile efficiency by 600 percent.
all future U.S.-flag LNG ships. "This
type of special intensive training is just
the beginning of a trend to more qual
ified manpower for specialty ships and
cargoes," she sai^.
The HLS president concluded her
remarks about the importance of edu
cation in maritime by saying, "mari
time educators must become an integ
ral part of the industry so that the edu
cational programs continually respond
to the needs of the seafarer,"
Seafarer's Tots Get Checkup
Lundcbcrg Programs
Miss Brown then described the wide
variety of programs and institutions in
the United States for training seafarers.
She outlined the Academic and Vo
cational Programs at the Lundeberg
School. Also, she explained how they
are completely integrated with one an
other.
Miss Brown told the audience that
the seafarer has a right to the skills that
improve his job performance and also
the quality of his life as well. Education
assists him in being a good citizen and
a creative member of society, even
though his work may periodically sepa
rate him from society, she said.
She also discussed special training
programs in maritime designed to meet
special manpower needs. An example
of such training is the educational pro
grams designed for every officer and
crewmember of the LNG Aquarius and
III v/ith colds are Maria, 6, and Georgia, 4, children of FOWT Mark Serlis (r.).
They are getting checkups from pediatrician Dr. Andrew Kputras on Family
Day at the Headquarters Clinic. Beside getting his yearly checkup at the clinic.
Brother Seriis says he also brings his wife. Anna to the clinic for the free health
care which is available to all Seafarers, Boatmen and their dependents under
the Union Welfare Plan.
�mm in tPnsJjington
4 Seafarers International Union of North America, AFL-CIO
DECEMBER 1977
Legislative, Administrative and Regulatory Happenings
Seniority Upgraders in Washington
•<
4
(
Twelve more "A" Seniority Upgraders visited Washington this month for
a first-hand experience of what the SIU is doing on the legislative front to
promote the maritime industry, and protect the jobs and job security of
its membership. During their visit they were briefed at the Transportation
Institute and the AFL-CIO Maritime Trades Department, and they had
lunch with Rep. Robert Leggett (D-Cal.) at the National Democratic Club.
Later the Seafarers toured the U.S. Capitol where this photo was taken.
In the group are: Seafarers Kelly Davis; Paul Klip pel; James McCormick;
Keith O'Brien; John Penrose; Mark Stewart; James Wadsworth; James
White; Douglas Wolcott; James Gavelek; Thomas Koubek, and Chrys
Brown. They were accompanied by SIU Training Officials Jim McGee
and Jim Rosner, Piney Point Port Agent George Costango, and SIU
Legislative Representative Betty Rocker.
Congress in Holiday Recess
»
The House and Senate are in Holiday recess. The Second Session of the
95th Congress will convene Jan. 197
A number of matters of importance to the maritime industry will be on
the agenda for the conaing session. Among these items are bills concerning
the following; closing the Virgin Islands loophole in the Jones Act; deep
sea mining; off shore-oil exploration and production; Public Health Service
hospitals; Locks & Dam 26 and Inland Waterways User Charges, and ^
other legislation affecting our membership.
The key item in the Seafarers' legislative program is the development of
a national maritime policy. Further developments and an agenda of
upcoming hearings on maritime matters will be reported in tlie January
1978 issue of , the
-
SIU Atlantic Coast Boatmen
Visit Washington for Briefing
Twenty-seven Boatmen from Baltimore, Norfolk and Philadelphia visited
Washington this month during their week-long SIU Atlantic Coast Inland
Education Conference. They were accompanied by SIU Headquarters
officials, port agents and representatives of the Harry Lundeberg School.
During their visit to Washington, the SIU Boatmen were briefed by
representatives of the Transportation Institute and the AFL-CIO Maritime
Trades Department. During lunch at the National Democratic Club, the
group met with Congressmen Joshua Eilberg (D-Pa.), G. William Whitehurst (R-Va.), Paul A. Trible (R-Va.), and legislative staff members from
the offices of Congresswoman Barbara Mikulski (D-Md.) and Senator
Paul Sarbanes (D-Md.). The group later toured the U.S. Capitol where
this photo was taken, and were treated to a special tour of the House
chambers by Congressmen Trible and Whitehurst.
SPAD is the SIU's political fund and our political arm in
Washington, D.C. The SIU asks for and accepts voluntary
contributions only. The Union uses the money donated to
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress. These are issues that have
a direct impact on the jobs and job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The SIU urges its members to continue tbeir fine record
of support for SPAD. A member tan conti ibufe to the
SPAD fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the FEC
in Washington, D.C.
Seventy-one cents of every dollar spent in shipping on American-flag vessels
remains in this country, making a very substantial contribution to the national
balance of payments and to the nation's economy.
Use U.S.-flag ships. It's good for the American maritime industry, the Ameri
can shipper, and America.
December 1977 / LOG / 9
�5IU Lakes Ships Were Affetied
United Steelworkers Ore Miners' Strike Nears End
The end of a strike by United Steel- rary closing of the St. Lawrence Sea
workers of America ore miners seems way, an extended season may not be
to be in sight in Minnesota and North possible.
Strike's Background
ern Michigan. Reports from various
union locals voting on contract pro
The immediate issues that caused the
posals began coming in as of early De
steelworker's strike are relatively
cember. As the Log went to press those
.straight forward. But the causes of the
reports .seem to indicate an end to the
generally unhealthy U.S. steel industry
four month strike.
are more controversial.
The ore miner's walkout, which
The walkout involved the miner's
began last August, turned into the long demands for production incentives.
est Steelworkers strike since the 116- These are bonuses the steel production
day, industry-wide job action in 1959.
workers already receive. The miners
Great Lakes area shipping was af contend that, because they weren't paid
fected by the miners walkout. [Further
these bonuses, their wages were 60-65
disruption of the normal shipping sea cents per hour lower than other steel
son lies ahead. On Dec. 6 coal miners
workers.
from the United Mine Workers went on
The Steelworker's Union has nego
strike.]
tiated innovative benefits for its mem
Several weeks before the Steelworkcr
bership including three-month worker
miners began voting on the contract
sabbatical leaves every five years. It has
proposal, SIU Detroit Port Agent Jack
also made steps toward lifetime-income
Bluitt reported that the flow of SIUguarantees for some union members.
contracted ships was close to normal.
But steelworkers are insecure about
But in the early weeks of the strike
their future because the entire steel in
many Union-manned vessels were idled. dustry has been suffering. And it looks
During the first week in August, the like more hard times to come.
SlU-contractcd Paul Tieijen, Merle
In the last several months, major lay
McCurdy, Henry Steinbrenner and
offs claimed 7,300 employees at the
George Steinbrenner, all Kinsman Line
Bethlehem Steel Corp., 5,000 at the
ore carriers, were temporarily laid up
Youngstown, Ohio, plant of the Lykes
because of lack of cargo. American Corp., and about 1,200 at U.S. Steel's
Steamship's Joseph Young, Consumers Chicago, Gary, Ind., Utah, and Cali
Power and McKee Sons were 1aid-up fornia operations.
for the period September to October
Steelworkers President Lloyd Mcand the John T. Hutchinson (Amer Bride said 60,000 steelworkers had lost
ican Steamship) and George Goble
their jobs this year alone. "Our union
(Kinsman) were added to the lay-up
has been suffering the most dramatic
roster in September.
loss of jobs in the union's history,"
Several ports and shipping compa McBride said. He attributed the loss to
nies report plans to extend the Great foreign steel being "dumped" on the
Lakes shipping season. Thomas W. U.S. market. "Dumping" refers to for
Burke, president of American Steam eign steel companies selling their steel
ship Co., which operates 1 8 SlU-con- at prices lower than their costs. Amer
tracted ore carriers, said pressure from ican steel producers are priced out of
customers for "as much material as we the U.S. market as a result.
can deliver" will cause the extension of
Import competition is cited by the
shipping, perhaps into January. But, American steel giants, such as U.S.
since extremely cold weather has al Steel, Bethlehem Steel Corp., and Na
ready caused freezing and the tempo- tional Steel Corp., as the fundamental
cause of the steel industry's woes. Prices
have gone up by 79 percent since 1972,
according to a Council on Wage and
Price Stability study. Price hikes and the
industry's continued threats of more
and more layoffs are blamed on im
ports. These imports are mostly from
Japan and the European Common Maiket steelmaker's group, EUROFER.
A newly acquired SlU-conThe union's leadership and a Con
gressional steel caucus of 120 repretracted ship is the T2 tanker
Seafarers
Man
Capricorn
Capricorn which is operated by
Apex Marine Corp. The Capricorn, like the recently con
tracted Aries, will be making
coastal runs with oil. She will
travel between St. Croix and
the U.S. East and Gulf coasts.
"^e tanker has a dwt of
24,404 and a draft of approxi
mately 32 feet. She is close to
600 feet long and has a beam
of 75 feet. Like the Aries, the
Capricorn recently came out
of the Jacksonville shipyard
where she received minor re
pairs and adjustments.
The Capricorn has a threeyear charter for the St. Crohs
coastal oil run and that charter
means between 20 and 25 jobs
for Seafarers.
10 / LOG / December 1977
LRK
sentalives and 25 senators agree with
the industry's assessment of its troubles.
Measures have been proposed to re
vitalize the steel industry. These include
a suggestion by the chairman of the
House Ways and Means Committee,
Charles Vanik (D-Ohio). He says that
voluntary trade restraints should be
negotiated with foreign steel producers.
There are also proposals to negotiate
"drderly Marketing Agreements."
These are quotas on the amount of a
particular commodity any foreign coun
try would be allowed to export to the
U.S.
Such agreements would be similar to
those negotiated by Robert Strauss, cur
rently the President's special trade rep
resentative, with the major foreign
suppliers of shoes and color televisions.
Under these agreements the foreign
suppliers agreed to accept ceilings on
exports to the U.S. for a limited time
period. Such agreements, unlike the vol
untary trade limitations, are enforce
able.
Task Force
President Carter, under pressure
from the steel industry and union alike,
assembled a multidepartmental task
force to study the problems of the in
dustry. The group is headed by Treas
ury Under Secretary for Monetary
Affairs Anthony Solomon and includes
Strauss, Chief Economic Adviser
Charles L. Schultze, Labor Secretary
Ray Marshall, and U.S. Commerce Sec
retary Juanita Kreps. They presented
the findings of their two-month long in
quiry on Dec. 6.
The package has as its key a "trigger
price" on steel imports. This would
penalize foreign steel companies if they
offered their steel for sale on the U.S.
market for less than the agreed upon
amount.
It seems that all major solutions have
paralleled the industry's self-analysis.
In other words, they have stressed the
import problem. Some analysts and
union representatives, however have
said steel's problems arc due to other
causes. For instance, they cite the in-
Quarterly Finance Unit at Work
SIU Secretary-Treasurer Joe Di Giorgio (center) gives December's Quarterly
Financial Committee their instructions at Headquarters as they prepare to go
over the Union's books. The Seafarers, clockwise from left, are: William R.
Jones; Robert Campbell; Nicholas D'Amante; Di Giorgio; Donate Giangiordano; Chairman Warren Cassidy; James Golden, and Jimmy Smith.
dustry's failure to modernize plants
after World War II when profits were
high.
Evaluations of the industry's prob
lems come from many different sources.
Figures quoted in a N.Y. Times edi
torial last October pointed out that one
ton in five of American steel is produced
in obsolete, open-hearth furnaces, a
process "now abandoned entirely in
Japan."
James Balanoff, steelworkers Chic
ago-Gary district director told a con
vention of union members from his area
that "foreign imports might have some
thing to do with it (shutdowns of steel
plants) but the biggest problem is pric
ing policies."
But the steel industry continues to
exercise its considerable leverage. It
threatens more and more layoffs if its
demands to limit steel imports are not
met. David M. Roderick, president of
U.S. Steel said, "The future of the com
pany's Youngstown, Ohio steelmaking
operations is 'quite dismal' unless the
Government takes steps to halt trade
abuse by foreign steelmakers and to
loosen compliance with costly antipol
lution requirements."
Some Bargain
More threats came from Bethlehem
Steel Co. last August as the company
bargained with the Environmental Pro
tection Agency. The EPA wanted Beth
lehem Steel to put in anti-pollution
devices that would have cost $122 mil
lion. The company contended it would
have to fire 11,500 workers if the EPA
remained firm. So the EPA agreed to
lessen its demands. They lessened them
so much that the company would only
have to spend $7 millidn — a $115
million difference from the original
price. So the company "generously"
decided to lay off "only" 7,600 workers.
Some bargain.
The layoffs and plant closings that
have come and those ahead have al
ready cost the Government money in
lost personal and corporate income
taxes. The more layoffs that come, the
more it will cost.
The steel industry pulls a lot of
weight in Washington. The number of
jobs the industry controls and local
communities that can be broken by a
plant shutdown are major pressure
tactics which the industry uses to its
own advantage.
I
3 Newly
Acquired
Boats
I
Dixie Carriers of New Orleans
recently added a royal family to
its SlU-contracted fleet.
The new additions are three
towhoats acquired, spruced up,
and renamed the Dixie King,
Dixie Queen and the Dixie
Prince. Along with 11 barges
formerly owned by a non-union
company, these boats have in
creased job opportunities for SIU
Boatmen in the Gulf.
The towhoats each carry a crew
of four SIU Boatmen. They will
work on the IntracdhisM Water
way and the Ouachita River.
�\
SIU IndusfryWide Plan Gives More Cash Sooner Each Year
Boatman Evans Gets 500th Inland Vacation Check
When Charles Evans collected his
SIU Inland Vacation check this month,
it meant more than just one more Boat
man drawing benefits.
Evans' check -is the 500th issued
since the industry-wide Inland Vacation
Plan started nearly a year-and-a-half
ago.
It means that the Union has come a
long way in a short time toward bring
ing bigger and better vacation benefits
to Boatmen.
The first Plan was negotiated with
Steuart Petroleum of Piney Point, Md.
and took effect in August, 1976. More
and more Boatmen are now receiving
vacation checks because the SIU has
been successful in getting more and
more companies to contribute to the
Plan.
What this means is increasingly wide
spread benefits that most Boatmen
never even came close to.
I |\j
Brother Evans' check will give you
an idea of what these benefits really
mean. Evans has worked as a deckhand
for Sabine Towing of Port Arthur, Tex.
for 18 years and gets a vacation benefit
from the company.
|\| IQ
——————
Then why does he need the SIU
Plan? For several very good reasons.
First of all, the SIU Plan gives him
more money. Evans didn't lose the com
pany benefit he had when the SIU Plan
went into effect at Sabine. He now gets
both benefits.
This is how it works.
The SIU Plan is set up as a trust fund.
The money that goes into it is jointly
administered by Union and company
trustees who are legally responsible for
its proper management.
For every day Evans works, Sabine
contributes a certain amount into the
fund. After 180 days of employment in
the first year of the Plan, for example.
Jobless Rate Stuck at6.9% For the Eighth Month
WASHINGTON, D.C. — For the
eighth consecutive month, the U.S. un
employment rate has been around 7
percent. Last month's figure dipped
from October's 7 percent to 6.9 percent.
Despite 955,000 more persons in this
INLANp
Tow Licensed
in'Tm
Towboat operators who received
rtheir licenses in 1973 should be
I aware that the licenses must be reInewed in 1978.
Since this affects a large numb^er
of operators, the Coast Guard asks
that all involved avoid the prob
lems of a last minute rush. Li
censes can be renewed within 90
days of expiration.
The license may be renewed at
any Coast Guard Marine Inspec
tion/Safety Office which conducts
licensing transactions. Applicants
for renewal should present a letter
Or other evidence of service under
their license within the last three
years.
They should also be prepared
complete an "open book" exer
cise on Rules of the Road, which
apply to their licensed area, and
an "open book" exercise on
country finding jobs in November, the
jobless rate went down only slightly be
cause more people are now looking for
work.
U.S. Bureau of Labor Statistics (BLS)
Commissioner Julius Shiskin told a
Joint Economic Committee of Congress
that, "the (November employment) fig
ures are very puzzling." One BLS aide
said, "this (employment figure) may
reflect an underestimate of earlier
months' (employment) gains or some
unexpectedly early Christmas hiring or
a seasonal (employment) adjustment
problem."
Shiskin added that the economy will
have to generate another 4-million new
jobs in 1978 to lower the unemployment
rate to 6 percent.
But Sen. William Proxmire (D-Wisc.)
saw the November figures from a differ
ent angle. He said "the stagnating un
employment problem" would probably
receive little attention because of the
marked gains in employment.
"It does not appear as though con
tinuing high unemployment is the bitter
subject that it was 11 or 12 months
ago," he pointed out. "We have lost our
sense of outrage and complacency has
set in. But the continuation of today's
high unemployment is a tragedy for
nearly 7-million Americans and is cost
ing the Federal Government some $54
to $60 billion annually."
Proxmire urged that the reduction of
unemployment be given a top national
priority.
Incidentally, 312,000 of the new
955,000 jobs came from the service in
dustries and manufacturing. New jobs
in trade and government also showed
sizable gains. Adult women got 450,000
of the new jobs; 380,000 went to adult
men, and teenagers got 125,000.
Blacks continued to trail white work
ers in the job market by a large margin,
more than twice as high. Blacks' jobless
rate was 13,8 percent in November,
13.9 percent in October. White work
ers' unemployment was 6 percent for
the month.
Unemployment among adult men fell
to 4.9 percent in November from Octo
ber's 5.3 percent. Adult women's rate
rose to 7.1 percent last month from
October's 6.8 percent. Teenagers' un
employment dropped from October's
17.3 percent to November's 17.1 per
cent.
Pensioner Gets His 1st Check
(l^pllation Prevention RegidatM
liiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiimiiiiiuui
His Thanks to All
Boston SIU Port Agent Ed
Riley wants to thank all the Union
officials, members and other friends for the cards and get well
wishes he received while ill.
Brother Riley, who had a long
stay in the hospital, is now out and
back at work.
imiuiiiimuuiiNiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiuiiiiiiii
Evans has $450 to his credit in vacation
benefits.
But this is Just the minimum. The
more you work, the more you collect.
Boatmen who have higher ratings than
deckhands get more money. And the
amount increases accordingly for all
Boatmen in the second and third years
of the Plan.
This money is a tremendous step up
for the many Boatmen who never re
ceived any vacation benefit at all before
the Plan. But for Boatmen like Evans
who already had a company benefit, it
doesn't stop there.
Sabine pays the company benefit into
the trust fund, too. So when Evans gets
his vacation check issued from the Plan
trust fund, he is getting what he used to
get from Sabine, plus the new Union
benefit. The company benefit stays the
same but the Union benefit grows in
each year of the Plan.
90-Day Benefit
Moreover, Evans can collect after ev
ery 90 days of employment. Before the
Plan, most Boatmen who had a com
pany benefit had to work a full year
before they could get the money. Now
all Boatmen covered by the Plan can
draw their benefits for every 90 days
that they work.
Evans' three month benefit comes at
a very good time for him this month.
"It will help to pay Santa," he ex
plained. With three grandchildren, he
certainly can use that help.
Evans' check is a significant benefit
for himself and a milestone for all SIU
Boatmen. The Union's goal is to nego
tiate vacation benefits like these for the
entire inland membership.
As the 500th check issued under the
Plan, Evans' check is a mark of how
far the SIU has come.
Notice to Members
On Shipping Procedure
When throwing In for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
In addition, when ui^signiiig a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
"Within each class of seniority
rating in eveiy Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Boaid, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
Jacksonville Patrolman Tony Aronica (I.) congratulates new Pensioner Thomas
S. Monaghan recently as he presents him with his first pension check. Sea
farer Monaghan first shipped out during World War II. He now plans to do some
gardening with his wife, Mirian.
December 1977 / LOG / 11
m,
"'hx-'J--
�The tug H. C. Jefferson (Curtis Bay) is pulling out of a Philadel- On the Jefferson, Philadelphia Port Agent John Fay (far left) and crewmembers discuss the
phia dock on the way to a job.
importance of the upcoming Inland Educational Conference at HLS. From left are: Angelo
Principato, oiler; Bill Woyovitch, cook; and Dick Shaw, Jr., deckhand.
Port AgentSf Patrolmen Sweep Shipdocking
Over the past year, the SIU has
been dispatching teams of Union rep
resentatives to service Boatmen on
the job. SIU patrolmen and port
agents regularly visit tugs, towboats
and dredges. But these larger servic
ing drives allow Union representa
tives to reach a great number of
Boatmen in a short period of time.
The latest drive was a week long
sweep of SlU-contracted shipdocking
companies on the 'East Coast. A
dozen Union officials and represen
tatives from various ports split into
small groups to visit Boatmen in
Philadelphia, Norfolk and Baltimore
during the week of Nov. 14.
Their goal was to make sure that
Boatmen are fully aware of Union
benefits and developments in the
industry. They also urged members
to attend one of the three Atlantic
Coast shipdocking conferences at the
Harry Lundeberg School in Finey
Point, Md. The recent conference
The steward department of the Norfolk pilot boat Ularyland (Assn. of Maryland
Pilots) are about to serve lunch. Shown (I. to r.) are: Luis F. Sawi; George F.
Ferrer; Frank Sermonia, and Abraham Pascasio.
Aboard the l\Jaryland, Houston Port Agent Joe Sacco (far left) and Norfolk
Patrolman Dick Avery (far right) assist Launchmen Raymond Austin (2nd I.)
and Frank Rimmer with their dues checkoff. Brothers Austin and Rimrner had
worked the required 30 days and were about to become Union members.
12 / LOG / December 1977
On the T & Atug Devon in Philadelphia harbor, a discussion on thf, purpose
of the Inland Educational Conference at Piney Point ta"kes pi'ade among
(I. to r.): Mobile Port Agent Gerry Brown; Philadelphia Port Agent John Fay;
Cook John Terry, and Kurt Chamberlain, captain of the vessel.
'
�W;fpSTromTeft'®^^^^ oirkh^nH" iS?f w "
T
Curtis Bay tug
bewens fomt hrom left are. Deckhand John Hassell; Mate Phil Ayers; Cfaptain Elrisk
Horsman, and Cook Don Henderson.
The Sewe//s Point is shown coming into the Philadelphia harbor
from a docking job.
-
Companies on the East Coast in Drive
held there from Nov. 27-Dec. 4 (see
following pages) and those planned
for the near future offer Boatmen a
closer touch with SlU operations and
a chance to participate more directly
in Union activities.
Servicing goes on aboard the B^ker-Whiteley tug Af77e/-/ca (bottom). In photo at top are (seated clockwise I. to r.): Baltimore Patrolman Bob Pomerlane; New York
Patrolman Jack Caffey; Baltirnore Port Agent Ben Wilson; Captain Ralph Kirchner, and Mate Charles Dougherty. Standing at rear are (I. to r.): Deckhand Ron
Neibert; Chief Engineer Peter Messian; Deckhand Bob Henninger, and Headquarters Representative and HLS Vice President Mike Sacco.
December 1977 / LOG / 13
�•WBam
In his address to the Conference, SlU President
Paul Hall stressed the responsibility of both the
Union leadership and the rank and file to keep each
other informed.
Boatmen from Atlantic Coast shipdocking companies and SlU officials and representatives met at the
Harry Lundeberg School for a week of give-and-take discussions. They are shown here in the auditorium
of the School ship Zimmerman during President Hall's address.
Atlantic Coast Boatmen Take Big Step
"A giant step forward" was a comment made by
one of the boatmen attending the recent educational
conference for the Atlantic Coast inland membership.
It was a step forward that the SIU started at the
beginning of the year when it began a series of edu
cational conferences for the newly merged inland
membership.
After completing five educational conferences for
the Gulf inland membership, the SlU started a series
of conferences for inland members on the Atlantic
coast.
The first such conference was held at the Harry
Lundeberg School in Piney Point, Md. during the
week of Nov. 28fh. The purpose of these conferences
is to provide more direct communication between the
SIU leadership and the inland membership.
This conference was the first in a series of three
educational conferences planned for SIU Boatmen
from shipdocking companies in Baltimore, Norfolk,
and Philadelphia. Nine men from each port attended
the conference. Their companies included Curtis Bay
Towing, McAllister Brothers, Baker Whiteley Tow
Tom Cranford, head of the Claims Department of the Seafarers Welfare Plan,
was on hand throughout the Conference to explain the Plan and answer
questions.
V
--n . 'rnl
I'.-f
SIU Inland Coordinator Chuck Mollard discussed
hov^ politics and the legislative process affects
Boatmen.
ing, Taylor and Anderson, and Independent Towing.
'The next two shipdocking conferences will be held
during the weeks of Jan. 9th and Jan. 30th. Additional
educational conferences will be held at the Lunde
berg School through the month of June and will in
clude Boatmen from other parts of the towing indus
try on the East coast.
As in previous educational conferences, the weeklong agenda covered a full range of topics about the
Union, the various benefit plans, and the towing
industry.
HLS Vice President Mike Sacco outlined the workings of the SIU Pension Plan.
Bob Gordy, a mate with Curtis Bay in Baltimore
made several contract suggestions.
Charles Stowe, a captain with McAllister Bros, in
Norfolk, made a new contract suggestion on vaca
tion benefits.
14 / LOG / December 1977
/
�><1I
The chairman of the Conference was SlU Vice Pres
ident Paul Drozak.
George LeMaire, a deckhand with Baker Whiteley
in Baltimore, is shown here giving his impressions
of the Conference during the wrap-up session.
The head of the SlU legal department, Carolyn,
Gentile, explained the laws governing the Pension
and Welfare Plans. She also answered many Boat
men's questions throughout the Conference.
Forward At Shipdocking Conference
The discussions gave the members a chance to learn
more about their rights and responsibilities as Union
members. It also gave the leadership a chance to learn
more about the Atlantic Coast Boatmen.
There was active give and take toward that end in
the daily meetings. Moreover, the meetings were ar
ranged so that everyone had a chance to present their
points of view.
Full presentations of Union benefits, including pen
sion, welfare and educational opportunities were made
during the first few days of the conference.
The need for the SlU to be active politically was
discussed. This included political issues directly af
fecting the boatmen. SIU officials and key staff mem
bers were also on hand throughout the week to an
swer questions in detail.
The Boatmen also had a full day trip to Washing
ton, D.C. where they saw legislative activities first
hand. This included a talk from the staff of the Trans
portation Institute, a research arm of the maritime in
dustry, and a tour of the AFL-CIO Maritime Trades
Department. A number of Congressmen from the
Boatmen and SIU representatives from Norfolk posed with two congressmen from their local area during
the trip to Washington, D.C. The Congressmen, Republican Representatives Raul Trible (3rd I.) and Bill
Whitehurst (4th r), later took the full Conference group on a tour of the House of Representatives and the
Senate.
Boatmen's home port were on hand to talk with the
members at a luncheon held in Washington, D.C.
During the middle of the week, SIU President Paul
Hall addressed the group. He discussed the SIU's ef
forts throughout its history to keep the membership
informed and provide effective leadership. He pointed
to the year old merger of the Inland Boatman's Union
as a part of the Union's efforts to provide better job
security for the membership. He stressed that both the
officials and the Rank and File members of the Union
Continued on next page
Bill Southard, a mate with Taylor and Anderson of
Philadelphia, had some questions about pension
benefits.
i|
sr
Piney Point Port Agent George Costango discussed
the SIU Constitution.
The Boatmen had a chance to visit the Transportation Institute, a research group for the maritime industry,
during their Washington trip. Tl Research Director Bob Vahey, at the head of the table, explained how the
Institute gives both inland and deep sea operators a voice in Government.
December 1977 / LOG / 15
�IfeMB
r"
r
• 'r
HLS President Hazel Brown explained how the
Lundeberg School prepares Boatmen for the grow
ing Job opportunities in the towing industry.
"I want to give a vote of confidence for the Union
leadership and staff," f\yiate John "Jake" Joyce of
Philadelphia said in his wrap-up statement.
Kevin Gugl.iotta, a deckhand with Curtis Bay of
Baltimore, was an active participant in the Con
ference.
Communicafion is Conference Theme
Conliniu'cl from prcccditiii page
have the responsihilify to communicate in order to
improve the job security and working conditions of
the Itoatmen.
Hall asked the delegates from each port to choose
a representative to voice their impression of the con
ference up to that point. Kach of the three delegates
urged that better communication and understanding
within the Union would be the best way to achieve
their goals.
Although each port area on the East Coast has its
own shipdocking contract, they all expire on Oct. 31,
1978. As a result, the Boatmen at the first shipdock
ing conference had a lot to discuss concerning their
new contract.
Therefore, the last day-and-a-half of the conference
was devoted entirely to suggestions from the Boatmen
for their new shipdocking contracts. These covered
pension, welfare, vacation and work rules.
An elected rank and file contract committee from
each Company shall consider these suggestions in pre-
paring recommended contract proposals to be pre
sented to the membership for adoption. A shipdock
ing conference is to be held in Piney Point during the
week of Apr. 3rd.
The conference concluded with a wrap-up of indi
vidual comments from all participants. The general
consensus was that the conference met its objective.
It broke down barriers of communications between
the leadership and the membership and brought the
Union closer to building a solid working relationship
to improve conditions for all Boatmen.
Four Norfolk Boatmen listen attentively to the Transportation Institute discussion. They are (I to r):
Engineer Larry White of Curtis Bay; and Deckhand George Bowden, Deckhand Lindsey West, and Captain
Charles Stowe, all of McAllister.
Philadelphia Port Agent John Fay. right, introduced a"longtime friend of the maritime industry," Rep.
Joshua Eilberg (D-Pa.). The Congressman spoke during the Boatmen's lunch at the National Democratic
Club in Washington, D.C.
16 / LOG / December 1977
Deckhand Frank Pasaluk of McAllister Bros., Phila
delphia, had a chance to see some of the livestock
raised at the Lundeberg School farm.
�3 Cited for 'Courageous' Rescue Aftempt
Tankerman Killed as Barge Explodes; Two Saved
Ronald Coyle, a 29-year-old SIU
tankerman, was idlled on Nov. 6 in a
barge explosion in Narragansett Bay off
of Newport, R.I.
The two other SIU tankermen on the
barge, John Allman and Joseph Klineburger, were taken off unhurt after an
unsuccessful attempt to rescue Coyle.
They were cited for their courageous ef
forts by the captain of the tug Mariner,
which had the barge in tow.
The 380-foot barge. Interstate 71, is
owned by the Interstate and Ocean
Transport Company (lOT) of Phila
delphia. It was carrying 67,000 barrels
of liquid asphalt from Point Breeze in
Philadelphia to Providence, R.I.
The explosion occurred in one of the
cargo tanks in the barge's stern, accord
ing to the U.S. Coast Guard Marine
Safety Office in Providence. The asphalt
is kept at a high temperature by heating
coils in the cargo tanks. But the Coast
Guard has not yet determined exactly
where the explosion originated.
John Blank III, the captain of the
Mariner, reported that the tug had
begun to haul in the hawser when the
crew saw flames suddenly erupt on the
aft port side of the barge. He sent out a
May Day call for the Coast Guard and
INLAND
U.S. Navy fire units. He also ordered
the tug to return to the barge, which
was still several hundred feet astern.
Coyle had been standing on deck
over the point of the initial blast and
is believed to have been killed at once.
The explosion split and raised that por
tion of the deck about 6 feet. Blank
said.
Blank sent a detailed description of
the rescue attempt in a letter to Phila
delphia Port Agent John Fay. It clearly
reveals the danger to the men involved.
"Coyle's body was seen hanging up
side down from the edge of a shattered
plate from which a sheet of flame and
dense smoke issued. John Allman,
standing nearby but uninjured, grabbed
a fire extinguisher and crept within sev
eral feet of Coyle's body, now over an
inferno, and tried to reach and extract
it from the flames.
"Joe Klineburger came as close as he
could behind Allman, with Mate Peter
Bishop, who had boarded the barge
Ship's Minutes Reveal Delicious
Feasts for Thanksgiving
They say an army runs on its
stomach. Around the SIU, though,
the saying is a ship runs on its
stomach.
If that's true, and it probably is,
there were a lot of smooth running
ships out there this past Thanksgiv
ing. Because as the tradition has
always been, the SIU's steward de
partments put out a feed for Turkey
Day second to none.
A good case in point was Thanks
giving on lOT's Bradford Island as
attested by the vessel's minutes. Culi
nary specialties on this ship included
deviled crab, shrimp cocktail, cream
of asparagus and mushroom soups,
and an assortment of fresh baked
breads. And that was just for starters.
The main course featured the
bird, roast prime ribs, smoked ham,
comish hens, barbecued pork loin,
and roast leg of lamb, with a choice
of five gravies and seven vegetables.
. If the crew wasn't filled by then,
they were treated to an assortment
of desserts, including fruit 'cake,
apple pie, mince meat pie, and fresh
pumpkin pie.
The architect of this Roman feast
was Chief Steward Neville Johnson
who was ably assisted by the rest of
the Bradford Island'ss\.t\v?LTd depart
ment. The crew would have given a
vote of thanks to the steward depart
ment for a job well done, but they
couldn't move.
Pensioner Lomas Buried at Sea
from the Mariner. Brother Allman con
tinued his efforts, which became futile
almost at once and then retreated and
went below deck to shut down all gen
erators and other equipment as the
flames increased."
Once Blank was notified that Coyle
was presumed dead, he ordered the men
off the barge. "Moments later it blew
a second time on the starboard side,
completely demolishing the deck area
where Allman had passed twice, and
knocking a pump house forward 20
feet."
Blank called Allman's effort to reach
Coyle "unbelievably beyond the call of
duty and in the finest tradition of the
Brotherhood of the Sea." He also said
that Klineburger and Bishop "acted
most courageously in their back-up
efforts."
Brother Coyle only recently joined
the SIU. He leaves a wife and two
children.
RIM
OF THE
JOINT NMU-SIU MERCER
OMMITTEE DEC. 19,1977
T On June 20, 1977, President Shannon J. Wall of the National Maritime
' Union, AFL-CIO, and President Paul Hall of the Seafarers International Union
of North America, AFL-CIO, signed a joint statement affirming that "NMU
and SIU agree that it would be in the best interests of American seamen to
have one union of seamen."
That statement called for the establishment of a joint committee to "develop
steps which can be taken by both organizations to work more closely together
in the maritime industry and to outline steps that should lead to the eventual
merger of the two organizations."
The committee held its first meeting September 26, 1977. Shannon Wall
headed the NMU group which included Mel Barisic, J. C. Hughes, Thomas
Martinez, James McKinley and Edward Minocchi, while Paul Hall headed the
SIU group which included Michael Sacco, Joseph Sacco, Steve Troy, Charles
Mollard and Leo Bonser. Working with the committee are John Dunlop,
Harvard University and Frank Pollara, AFL-CIO.
Both sides are aware of the serious plight of the maritime industry and its
workers and of the urgent need to create a structure to deal with the situation.
Neither side under-estimates the nature of the difficulties facing the two
unions. Neither side under-estimates the complexity of the problems.
Both sides recognize that wishing will not make it happen and that some
hard decisions will have to be made.
The committee and a sub-committee have met on a number of occasions
since its initial meeting.
Efforts so far have been directed to analysis of the financial and structuralcomposition of the two unions; exchange of collective bargaining agreements;'
and information on pension, welfare and vacation plans; and the compilation
of data needed to fill out the general outlines of the task set forth in the June
20th statement.
The first concern of the officials of both organizations has been that any
actions taken on the basis of the joint statement must advance the job security
and economic interests of their respective members; must serve the principles
under which their unions were founded and must be duly approved in accord
ance with the requirements of their respective constitutions. To assure this, full
exchange of information and its analysis will be essential as a prerequisite for
the development of an acceptable organizational structure to properly house
and service all areas of the two organizations. A number of such formats are
currently under active consideration.
It would be premature to state at this time that the two organizations are
close to merger. Yet, the willingness on both sides to recognize the seriousness
of the situation and the need for give and take is an encouraging sign.
The discussions are continuing and further reports will be made as the talks
progress.
St.Lawrence Seaway Tolls
The ashes of Pensioner Arthur J. "Art" Lomas, 70, are covered with an Ameri
can flag by Recertified Bosun Joseph A. Puglisi (center) of the SS Baltimore
(Sea-Land) at sea on Oct. 4. At his (right) Capt. John K. Coulson prepares to
read service as other brother Seafarers express their condolences. Brother
Lomas' widov/, Catherine, according to Chief Steward George W. Gibbons,
"wanted his ashes to be scattered across the sea because that was his life."
Seafarer Lomas passed away on Sept. 18. Besides his wife. Brother Lomas
is survived by a daughter, Betty. Art Lomas corresponded regularly with the
Union and the Log. He always kept in touch and he will be sorely missed.
Continued from Page 2
(D-Minn.) has introduced a bill to elim
inate the Seaway Corporation's debt, as
the interest on the debt was eliminated
several years ago. The debt is currently
$115 million out of an original $133
million loan.
Rep. Oberstar's legislative aide John
O'Connor said if the debt is eliminated,
some of the pressure to collect tolls for
debt repayment will be eased.
Most of the toll increases will go to
the Canadian Seaway Authority as the
Seaway is predominantly Canadian.
Five of the seven locks are operated by
Canada. O'Connor said the U.S. needs
about $11 million annually for opera
tion and maintenance costs and Canada
needs "considerably more" than that.
Another piece of legislation, intro
duced by Rep. Ronald M. Mottl CDOhio) would, if passed, eliminate any
toll increases for this year, putting them
off to next year.
But Congressional action is, by its
nature, a slow process. The U.S. and
Canadian Seaway Corps, seem unwill
ing to wait for Congress to ease their
financial burdens. They are therefore
passing the increases along to the Sea
way users. The shippers and carriers
who have long used the Great Lakes/
St. Lawrence Seaway system claim they
cannot absorb higher tolls. They are
threatening to find another way to move
their cargoes.
December 1977 / LOG / 17
�Bring the Big Oil Companies Info tine
A few years back, an interesting
movie was released named "Soylent
Green," The acting wasn't so hot, and
at the time, the futuristic theme
seemed a little far fetched.
It was a movie in which the world
was no longer run by governments.
It was run by a few mammoth com
panies—Energy Co., Food Co., etc.
The movie didn't receive much
critical acclaim. But the more you
think about the theme of corporate
control, you have to get a little wor
ried about the increasing control the
multinational oil industry has over
the fortunes of the United States.
Consider the following facts:
• The multinationals, American
companies in name only, hold almost
total control over the production, re-
BY THE NOSE
Letters to the Editor
SlU Helped Us for Years'
Upon the death of my husband, SIU pensioner Art Lomas, I would just like
to give a word of thanks to the SIU for what the Union has done for us over
the years.
I don't know what we would have done without the financial aid of the SIU
during the years of my husband's long illness.
1 also received a very nice letter from Capt. J. K. Caulson of the SS Baltimore,
describing the burial ceremony aboard ship at sea. It was what my husband
wanted.
fining, transportation (by tanker and
pipeline), distribution, and sale of
crude oil and refined petroleum
products.
• The oil companies control be
tween 35 and 40 percent of total U.S.
coal reserves, in comparison to 11
percent in 1967. Coal is supposed to
be a competing energy source to oil.
• The oil companies control be
tween 50 and 55 percent of all U.S.
uranium reserves as opposed to 30
percent in 1966. Uranium is another
alternate energy source which is sup
posed to be in competition with oil.
In its simplest terms, the oil com
panies are trying, .and succeeding
very nicely, in reducing competition
from alternate energy sources. And
as profit motivated businesses, their
ultimate goal is higher profits while
tightening their grip on the nation's
energy supplies.
This is an unhealthy situation for
the U.S. to allow itself to be in. And
it is a situation that can only be de
scribed as the most blatant violation
of the anti-trust laws since the rail
roads were the hanchos in the 19th
century.
The only logical answer is Con
gressional legislation to break the
monopoly the oil companies now
hold on our energy supplies.
At their Convention earlier this
month, the AFL-CIO Maritime
Trades Department passed resolu
tions to this effect. The MTD sug
gested two moves that should be
made as soon as possible to break up
big oil. (See page 3 for story.)
The MTD first of all maintained
that big oil be forced to sell off their
interests in the transportation of
petroleum products via tanker and
pipeline. Right now, the oil compa
nies have complete control over the
amount of oil reaching the market.
This allows them to create false sup
ply and demand situations, giving
them leverage over the price of oil.
The second step, as stated by the
MTD, must be to force big oil to sell
their interests in coal and uranium.
These vast interests in competing
Along with many readers, I enjoy each issue of the Log. It's newsy and
informative with lots of good pictures.
I would like to publicly thank Mr. Paul Hall for the good job he has done
•for the Union and for me. If you look over your records you will see that back
in the mid 30's I belonged to the Sailors Union of the Pacific, and suppose that
I am among the charter members of the SIU.
Three British ships introduced me into a way of life one never forgets.
The sea seemed to be my gangway to success. I had been expelled from
grammar school, dropped out of high school. So I went to sea.
Newark, Brooklyn, Manhattan, Jersey, Staten Island all probably whispered
"good riddance" as I weighed anchor, struggling for success.
I read nearly every book placed aboard and was greatly inspired by one
called "Borden of Yale." Its foreword began, "It's not the gale but the set of
the sail that determines the way we go."
Mr. Paul Hall sent me to study at Saint Francis Xavier University, Nova
Scotia, Canada. I have been a priest for 30 years.
t
'
Fraternally,
.
Rev. Charles H. McTagTOu'
Monfclair, N.J.
18 / LOG / December 1977
December, 1977
On the other side of the street.
Rep. Morris Udall (D-Ariz.) intro
duced a bill this year that would
prohibit major oil companies from
acquiring federal leases to mine min
erals on public lands.
The problem with all this talk
about the oil companies, though, is
that it has been just that—all talk.
Nothing concrete has been done so
far to force meaningful changes in
the structure and activities of the
oil companies.
There is no question that the
United States is in the midst of an
energy crisis. To meet this crisis.
Congress will have to take strong
action to encourage the complete
development of our own alternative
energy resources. They must do this
while at the same time cutting down
on foreign imports.
But before any such program can
be enacted, Congress must first take
away some of the absolute power
the oil companies have over all as
pects of America's energy supplies.
It's time to align the interests of
the oil companies with that of the
national interest. Whether they like
it or not.
LOG
Sincerely,
Mrs. Catherine Lomas
Fittsburgh, Pa.
Inspired by the Sea
energy sources enable the oil com
panies to withhold production of coal
and uranium at will. With this kind
of power, big oil could easily create
an artificially high demand for oil.
And by experience, we know that
when the demand for a product in
creases so increases the price.
The MTD, however, is nm the
only group disturbed about the grow
ing power of the multinational oil
industry. A lot of people in Wash
ington are alarmed as well.
Senator Birch Bayh (D-Ind.) has
introduced legislation aimed at
breaking up the oil bigs. His bill,
known as the "Petroleum Industry
Competition Act of 1977," would
actually split the integrated oil
companies into three areas—produc
tion, transportation, and refiningmarketing.
Official Publication of the grafarers International Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFL-CIO
Vol. 39, No. 12
Executive Board
Paul Hall
President
Frank Drozak
•^-
Executive Vice President
Earl Shcpard
Vice President
^LABORPRE^fc
Joe DiGlorgio
Secretary-T reasurer
Lindsey Williams
Vice President
Cal Tanner
Vice President
Paul Drozak
Vice President
Marietta Homayonpour
Editor-in-Chief
389
James Gannon
Managing Editor
Ray Bourdius
Marcia Reiss
Assistant Editor
Edra Ziesk
Assistant Editor
Frank Cianciotti
,
Assistant Editor
Dennis Lundy
Chief Photographer
Associate Photographer
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage.
paid at Brooklyn, N.Y.
�Was 1967 SlU Scholarship Winner
Philip Shrimpton Is Veterinary Doctor in Kentucky
Philip E. Shrimpton, 1967 SIU schol
arship winner, takes care of "everything
that walks or crawls; whatever comes
through the door or calls up on the tele
phone." Philip Shrimpton tends 'all
creatures great and small' as a doctor
of veterinary medicine in Wilmore, Ky.
He is the son of recently deceased Sea
farer Sydney P. "Aussie" Shrimpton.
After graduating from, the University
of Kentucky with a degree in zoology.
Dr. Shrimpton spent another four years
getting his doctor of veterinary medicine
degree at Ohio State University.
In 1975 he set up a "mixed animal
practice," treating both large and small
animals. He has some interesting stories
to tell. There was the time he had to
deliver a calf from a cow that was sit
ting in four feet of mud. The cow had
been left in an outdoor paddock and
had dug itself four feet into the mud,
trying to get more comfortable. Dr.
Shrimpton had to dig down to reach the
animal and deliver the calf.
Winter is a hard time for a Kentucky
veterinarian. Snow and cold weather cut
down on the visits or calls people make
about their animals. Shrimpton's in
come at this time is based on emer
gencies. In the spring, however, "every
thing cuts loose," and business picks up
again.
The business side of having his own
veterinary practice, Shrimpton said is
"enough to drive you nuts." He dislikes
keeping up with inventory taxes, red
tape, and long waits to buy the medi
cines he needs. But he likes being his
own boss and working with animals.
"Animals," he said "seem to be grateful
when you help them, which sometimes
can't be said for their owners."
Dr. Shrimpton insists that he doesn't
love animals, though he likes and works
well with them. "You can't be head over
heels in love with animals and be a good
vet," he said. "If your emotions carry
you away, you can't function under
stress."
- Shrimpton feels that maintaining a
"professional.distance" allows him to
make the kind of decision each situation
calls for. "You have to be conservative
sometimes and jump in with both feet
at other times," the vet explained. He
added that this is hard to do if you
"really like" animals.
But for the past 10 years, Philip
Shrimpton has lived, breathed and slept
animals—literally. While an undergrad
uate he went to school during the day
and worked for the animal pathology
department from 5 P.M. to 8 A.M. His
$2.75 per hour job was to check on the
department's animals every hour and to
do testing on disease with sheep and
horses. He stayed in a shack outside the
barn where he slept between rounds.
When he got to vet school, Shrimp
ton said he didn't have much time for
research. He had eight hours of classes
Philip £. Shrimpton
a day during his first two years. Later
on though, he got involved in research
with horses, studying their stamina and
physiology of running. He assisted one
of his professors. Dr. Milne, who dis
covered that a good racehorse could be
told by the size of its heart.
When he's not practicing veterinary
medicine, Philip practices his hobby—
mushroom collecting. Highbridge, not
far from Wilmore and on the Kentucky
River, is the "mushroom capital of the
world," vShrimpton said. He can tell you
about the 15,000 different species of
fungi that produce mushrooms. He talks
about different types of mushrooms that
have nardes like "chicken of the woods"
and "destroying angels." One type of
mushroom, called "shaggy manes" be
comes ink about 24 hours after it's
picked. "Fairy ring" mushrooms grow
in a circle that is sometimes hundreds of
yards in diameter. Shrimpton's hobby
is really not very far removed from his
work because, as he pointed out, "fungi
both cause and attack disease."
Philip Shrimpton puts in a 10-hour
work day and then climbs the stairs to
his home, right above his clinic. Home
also includes his wife of one year,
Marion, who's a registered nurse. They
have a dog, two cats and a parrot.
Dr. Shrimpton said the SIU scholar
ship "sure helped" him because "getting
through school was an expensive prop
osition." Also a help was the pride and
encouragement of his father, Aussie
Shrimpton, who sailed for a total of 53
years. An SIU pensioner when he died.
Brother Shrimpton had joined the
Union in 1942 and sailed for 34 years
as a chief steward.
When he graduated from veterinary
school in 1975, Philip Shrimpton's
father threw a party for him at Union
Headquarters. At that time Dr. Shrimp
ton thanked the SIU for enabling him
"to complete my undergraduate work
and continue my studies in veterinary
medicine. This scholarship has made the
difference in my being able to complete
my education."
TT Williamsburgb
SS Philadelphia
The SlU-contracted 225,000-dwt TT Williamsburgh (Westchester Marine)
has been contracted for four voyages by the Military Sealift Command. She will
carry full cargoes of North Sea crude oil from the port of Hounds Point, Scotland
to Freeport, Bahamas or another Caribbean port. The crude will be lightered to
Freeport, Tex. and a port in Louisiana. The oil will be stored in the Bryan Mound
Salt Domes near Freeport for the U.S. Strategic Petroleum Reserve.
At 1300 hours on Nov. 19 at sea, the engines of the SS Philadelphia (SeaLand) were stopped for a burial-at-sea service off the fantail for a Seattle
pensioner.
"We are gathered here today," intoned Capt. James C. Waters, "in remem
brance of David F. M. Sykes, a deceased SIU brother seaman, who crossed his
final bar at the age of 65 on Nov. 8.
"He was an active member of the deck department for many years sailing
in all ratings, including bosun.
"He was well thought of as a person and sailor and remembered by several
of the Philadelphia's crew," eulogized the master before reading the 23rd Psalm.
"You may now commit (his ashes) to the deep. May God rest his soul."
Washington, D.C.
Russia, plagued by a poor 1977 grain harvest, has bought another 1-million
metric tons of American corn for livestock, the U.S. Department of Agriculture
reported recently. The amount is equal to 39.4-million bushels.
Moscow says their grain harvest this year of 194-million tons was down 13
percent from 1976.
The Carter Administration expects the Soviet Union to buy 15-million tons
of com and.wheat. Last year Russia purchased 6-million tons of grain from
the U.S.
So far this year, the Soviets have bought 3.4-million tons of U.S. grain, This
includes 1.1-miliion tons or 40.4-million bushels of wheat and 2.3-million tons
or 90.5-million bushels of corn.
ST Golden Dolphin
Many of the officers and crew of the ST Golden Dolphin (Westchester Marine)
recently contributed $78 toward the purchase of a floral wreath for the departed
sister of shipmate Juan B. Leon. She died on Nov. 4. Brother Leon is grateful
to all those who expressed their condolences.
SS Arizpa
Many ships have had long lives, but one of the oldest still sailing on the high
seas is the SS Arizpa (Sea-Land).
After 34 years of service, this veteran of the ocean trade routes has finally
been sold for scrapping.
One of the huge World War II fleet of emergency ships, the Arizpa was
originally named the SS Chickasaw, then renamed the SS Jean Lafitte and,
finally, Arizpa.
'
, . „
She was converted into a containership in 1965 but was basically the same
ship which helped to carry war cargoes to the fighting fronts.
East Coast of South America
Sea-Land's plan to start container runs to Brazil, Argentina, Uruguay and
other east coast South American ports has been delayed until June. The new
operation will sail from Atlantic, Gulf and West Coast ports.
The company told the Federal Maritime Commission that it has encountered
obstacles with Brazilian law in getting the service under way.
The 26 sailings a year on three Sea-Land, containerships would go through
the port of San Juan, Puerto Rico.
New Orleans
Delta Line has been granted permission by the U.S. Maritime Subsidy Board
to cut its overall subsidized service from the Gulf to West Africa and the east
coast of South America. This will allow the company greater flexibility.
Delta says flexibility in operations is needed on Trade Route 14 which runs
from the Gulf to West African ports. It will permit calls at Brazilian ports not
visited by other American-flag carriers.
The board said that it granted the "flexibility of operation so that they (Delta)
can compete effectively on the world trade routes with foreign-flag carriers."
Delta Line vessels have been cited by the National Oceanic and Atmospheric
Administration (NCAA). The ships have been collecting data over seven years
on seasonal and year-to-year variations in temperature and circulation of ocean
currents in the South Atlantic, Caribbean and Gulf of Mexico.
With this data, the agency relays weather information and the state of fishing
grounds to weather bureaus and fishermen.
December 1977 / LOG / 19
i
•. vv.
vk -
�J
• 'i '
Messman Hamid Hizam serves dinner to Conrad
Schmidt, conveyorman, who's been sailing on the
SlU-contracted Reiss since 1952.
The M/V Richard J. ReIss' conveyors unload the coal the ship brought into Detroit.
^rCoToanv'Lnp"^^
snip uompany-owned Reiss.
American Steam- The M/ V Richard J. Reiss puts Into Zug Island, Mich, with the load of coal carried from Toledo. The vessel can carry stone, sand,
and coke, in addition to coal.
On Great Lakes Run from Toledo, MjV Richard J. Reiss Unloads Coal at Steel Plant
It was just beginning to get dark as
the SlU-contracted M/V Richard J.
Reiss unloaded her cargo of coal at
the National Steel Company plant on
Zug Island, Mich, in early November.
The steel company is a city unto it
self. The noise and activity of clanking
machinery and bells ringing, railroad
cars crisscrossing with tractor lifts, con
veyors loading and unlo.ading coal and
ore—are ceaseless. Everything is a
grease-coated, black-brown color. Coal
spits off the unloading conveyors and
covers the waterfront.
The American Steamship Co.-owned
Reiss has a 14,100-ton carrying capac
ity. She carries 24 SIU members on her
Great Lakes area runs. This trip had
been to Toledo to pick up the load of
coal.
Though the 34-year-old ves.sel is
also equipped to carry stone, sand, and
coke, she most often transports coal.
The demand for coal is high in the
Great Lakes area. Many of the region's
steel mills and power plants are coaloperated. Also, those facilities have
been stockpiling coal against the coal
strike.
The self-unloading Reiss and other
coal-carriers are kept bu.sy during the
shipping season. Detroit Port Agent
Jack Bluitt reports there are plans to
keep the Reiss running after most ships
have already been laid-up. She could
keep going as late as mid-January.
Much depends, however, on the
length of a United Mine Workers Union
strike which began on Dec. 6. Contract
negotiations fell through at that time.
The 130,000 UMW coal miners cov
ered by the "Eastern Agreement" with
the Bituminous Coal Operators Assn.
mine about 50 percent of the country's
coal.
Bluitt says the strike will have a
"tremendous effect" on shipping on the
Lakes, especially if it lasts into the
spring.
Coal miners have a "no contract, no
work" policy written into their union's
constitution. When no agreement was
reached between the union and the
B.C.O.A. by Thanksgiving weekend it
was clear there would be a walkout.
The UMW constitution also requires a
membership vote on any proposed con
tract. That process takes at least 10
days.
UMW President Arnold Miller indi
cated recently that a walkout could last
as long as three months.
But back in early November, strike
talk was rumor, not reality, and the
crew of the Reiss was getting ready for
their next trip out.
Seafarer Vernon Wallen, the second
-
seas^on carrvino
vessel s unloading site on Zug Island. The ship was kept busy this
season carrying coal to Great Lakes area steel mills and power plants trying to build coal stockpiles,
cook, was preparing salads and desserts
for dinner. Wallen, who's from Tennes
see, said he ships exclusively out of the
port of Detroit.
The crew of the Reiss generally ship
together for the entire season. They get
to know each other pretty well. One in
dication of the good feeling aboard the
ship came from the galley where the
chief cook, MEBA-member DuWayne
Schoeneck, had baked a holiday fruit
cake for each crewmemher.
-
SIU Brother Bill Cochenet who ships on the Lakes as QMED/oiler, checking the engine room's control board to prepare for the R. J. Reiss Bosun Robert Echley looks on as the self-unloading vessel empties its cargo via convevor
vessel's departure from Zug Island.
y
y
H K
-at the National Steel Corp, Zug Island plant.
pues its cargo via conveyor
20 / LOG / December 1977
December 1977 / LOG / 21
••L
�PORTLAND (Sea-Land), October 8
-Chairman, S. J. Alpedo; Secretary
D. O. Coker; Educational Director Bert
I. Reamey. No disputed OT. Chairman
reported that six new men joined the
ship at payoff in Seattle. Three of the
new men had never been on a ship be
fore but are doing an excellent job
under the direction and supervision of
Brother D. O. Coker, our new steward.
Everyone is happy to have Brother
Coker on board. Observed one minute
of silence in memory of our departed
brothers.
BEAVER STATE (Apex Marine),
October 2 — Chairman, Tom Henry;
Secretary W. Wallace; Steward Dele
gate C. DeVaughan. $20 in ship's fund.
Some disputed OT in deck and engine
departments. All communications were
posted as they were received. Captain
Ken Thocns took the opportunity of
expressing his personal gratitude to all
unlicensed personnel for a job well done
under trying circumstances. He was pri
marily referring to the breakdown in
Singapore and several oil spills during
the trip, which required a concerted
effort by all hands. Next port, Eagle's
Point.
BALTIMORE (Sea-Land), October
8 — Chairman, Recertified Bosun J.
Puglisi; Secretary George W. Gibbons;
Educational Director W. J. Dunnigan.
$1.5.25 in ship's fund. No disputed OT.
Chairman discussed the importance of
donating to SPAD. The steward depart
ment thanked the watchstanders for
keeping the messroom and pantry
clean. Report to the Log: "Captain
John K. Coulson of the ship, held a
burial service for a departed Seafarer.
The name of the deceased was Arthur
Lomas. His wife wanted his ashes to be
scattered across the sea because that
was his life. At the service, pictures were
taken and the crew expressed their con
dolences."
COASTAL CALIFORNIA (T. M.
McOuilling), October 16—Chairman,
Ken McGregor; Secretary Jim Bartlett;
Educational" Director Bobby J. Ed
wards. No disputed OT. A suggestion
was made by the chairman to send a
telegram to Washington saying that this
entire crew supported the Oil Cargo
Bill unanimously. Secretary reported
that a new bosun is on board by the
name of Ole Ma-Moo. McGregor and
everyone is happy to see him aboard.
All communications were read and
posted. Observed one minute of silence
in memory of our departed brothers.
Next port, Wilmington.
SEA-LAND TRADE (Sea-Land),
October 24 — Chairman, Recertified
Bosim E. D. Christiansen; Secretary
R. P. Taylor; Educational Director R.
Jong. $80 in ship's fund. No disputed
OT. Chairman held a discussion on the
importance of crewmembers upgrading
themselves at Piney Point. All commun
ications that were received were read
and posted. A vote of thanks to the
steward department for a job well4one.
A vote of thanks to the electrician for
his movies.
SEA-LAND McLEAN (Sea-Land),
October 23 — Chairman, Recertified
Bosun Tom Kelsey; Secretary J. Myers;
Educational Director Hubert Martin;
Deck Delegate Enos E. Ott. $140 in
movie fund. No disputed OT. A fire and
boat drill was held on Saturday and is
to be taken up with the patrolman at
the payoff. Observed one minute of
silence in memory of our departed
brothers.
22 / LOG / December 1977
WALTER RICE (Reynolds Metal),
October 18 — Chairman, Recertified
Bosun W. Jefferson; Secretary W. Benish; Educational Director P. Ellis; Stew
ard Delegate R. Crawford. $74.22 in
ship's fund. Some disputed OT in deck
and engine departments. Chairman
posted the schedule of classes at Piney
Point and encouraged all members to
attend the various classes. The impor
tance of SPAD was discussed and the
fight against the big oil companies ex
plained. Educational director asked
crew to keep the library books circulat
ing. Several safety faetors were also
discussed and will be taken care of. All
open fans are to be covered and signs
to be painted warning when OSPHO
acid is in use on deck. Next port. New
Orleans.
POTOMAC (Ogden Marine), Octo
ber 2—Chairman, Recertified Bosun
T. J. Hillburn; Secretary G. Tolliver.
Some disputed OT in engine depart
ment. The Logs were sent from Head
quarters and passed out among the
crew. Report to the Log: "This SIU
has come a long, long way from Num
ber Two Stone Street, New York. A
vote of thanks to Paul Hall."
JOHN TYLER (Waterman Steam
ship), October 2—Chairman, Recerti
fied Bosun Donald Pool; Secretary J.
Moody; Engine Delegate W. Murphy.
$14.25 in ship's fund. No disputed OT.
Chairman advised all crewmembers to
go to Piney Point for a rating. Also
discussed the importance of donating
to SPAD. Observed one minute of si
lence in memory of our departed broth
ers. Next port, Houston.
SEA-LAND EXCHANGE (SeaLand), October 2—Chairman, Recer
tified Bosun V. Poulsen; Secretary E.
Miller; Educational Director G. Renale;
Deck Delegate J. McLaughlin. $22.10
in ship's fund. $130 in movie fund.
Chairman suggested that all seamen and
their families should write to their state
congressmen about oil shipments on
foreign tankers from Alaska to U.S.A.
and to write as many letters as they can
to Washington, D.C. Next port. Seattle.
MOUNT EXPLORER (Cove Ship
ping), October 30—Chairman, Recer
tified Bosun Pete Garza; Secretary
Dario P. Martinez; Educational Direc
tor Fred Harris. No disputed OT. Chair
man advised the membership to take
advantage of the School in Piney Point
to upgrade themselves. Educational di
rector explained the importance of do
nating to SPAD. A vote of thanks to
the steward department for a job well
done. Observed one minute of silence
in memory of our departed brothers.
NEWARK (Sea-Land), October 19
—Chairman, Recertified Bosun A. Eckert; Secretary Ken Hayes; Educational
Director J. Broaddus; Engine Delegate
W. West. $5.00 in ship's fund. No dis
puted OT. Chairman advised all mem
bers that the new Log was out and
everyone should read it. A vote of
thanks to the steward department. Re
port to the Log: "George McCartney
is now in port and the brothers are very
pleased with the prompt service. We
want to wish Harvey Mesford a quick
recovery." Next port, Seattle.
SEA-LAND FINANCE (Sea-Land),
October 16 — Chairman, Recertified
Bosun J. Pulliam; Secretary F. Fletcher;
Engine Delegate S. Mooney; Deck Del
egate J. Long; Steward Delegate D.
Bradley, No disputed OT. Chairman
asked all crewmembers to write to the
legislators in Congress that we support
the Oil Cargo Preference Bill, House
Bill No. H.R. 1037, Senate Bill No.
S. 61 and that we would like their sup
port also. Copy of a list of the U.S.
House of Representatives was posted.
Educational director advised all mem
bers to upgrade when you can. Crew
was also urged to read the Log and keep
up with what is going on in the Union.
The power pac forward is still noisy
and the fumes from it are bad. Next
port. Hong Kong.
ST. LOUIS (Sea-Land), October 16
—Chairman, Ubie Nolan; Secretary C.
Gibson; Educational Director E.
Walker. $60 in ship's fund. No dis
puted OT. Chairman held a discussion
on several articles of interest that ap
peared in the latest Log. All members
were urged to donate to SPAD. A vote
of thanks to the steward department for
a job well done. Next port, Genoa.
PONCE (Sea-Land), October 11—
Chairman, Recertified Bosun J. San
Filippo; Secretary Duke Hall; Educa
tional Director H. Ulrich. $80 in ship's
fund. Some disputed OT in deck de
partment. Chairman suggested that all
members should read the Log to keep
up with what is going on in the Union
and what the Union is doing for our job
security. Also urged them to take ad
vantage of the upgrading opportunities
at Piney Point as it is for your own
good. Report to the Log: "Should call
this ship the SS Typhoon Ponce as we
were in four in a period of three and a
half weeks." Observed one minute of
silence in memory of our departed
brothers. Next port, Hong Kong.
SEA-LAND VENTURE (Sea-Land),
October 16 — Chairman, Recertified
Bosun B. Butts; Secretary Roy R.
Thomas; Educational Director Sam
Hacker. No disputed OT. The chairman
gave a talk on donating to SPAD and
advised all crewmembers to read the
Log. Everyone enjoyed this trip by go
ing to Spain ra ther than Rotterdam and
Bremerhaven. Observed one minute of
silence in memory of our departed
brothers. Next port, Jacksonville.
Official ship's mihutes were also received from the following vessels:
u.
§'
IsV
PISCES
DELTA BRASIL
MOHAWK
THOMAS JEFFERSON
FLOR
DEL RIO
COLUMBIA
CANl'IGNY •
COUNCIL GROVE
OVERSEAS ALICE
NEW YORK
PENN
MARYLAND
DELOmL
THOMAS LYNCH
DELTA PARAGUAY
OGDEN WABASH
DELTAMAR
AQUILA
WESTWARD VENTURE
OVERSEAS ARCTIC
JOHNPENN
CARTER BRAXTON
GALVESTON
PANAMA
SEA-LAND COMMERCE
ANCHORAGE
ALLEGIANCE
ARECIBO
TAMPA
MOUNT VERNON 'VICTORY
GUAYAMA
SEA-LAND CWiSUMER
GOLDEN ENDEAVOR
VTRGO
TAMARAGUILDEN
OAKLAND
POINTJULIE
WORTH
NECHES
DELTANORTE
WASHINGTON
OVERSEAS JOYCE
DELTA MEXICO
ULTRAMAR
ELIZABETHPORT
OVERSEAS VIVIAN
DELSOL
BOSTON
OGDEN WABASH
SUGAR ISLANDER
ACHILLES
ZAPATA ROVER
BRADFORD ISLAND (Interocean
Mgt.), October 2—Chairman, Recerti
fied Bosun C. D'Amico; .Secretary N.
Johnson; Deck Delegate V. Roll; En
gine Delegate Louis Pickhart; Steward
Delegate Wayne Evans. Some disputed
OT in deck department. Secretary re
ported that we should start having a
first aid safety meeting and movie
shown once a week as it will make the
crewmembers more aware, especially
when it comes to smoking. Next port.
Baton Rouge.
OGDEN WILLAMETTE (Ogden
Marine),October 9-Chairman,Recer
tified Bosun E. Bryan; Secretary E.
Kelly; Educational Director R. Staplin;
Deck Delegate B. Anding; Engine Dele
gate R. Scaivens; Steward Delegate C.
Kreiss. No disputed OT. Chairman ad
vised all crewmembers to read the Log
as it contains some very important ar
ticles and you will find out what is going
on in your Union. All communications
received were posted. A vote of thanks
to the steward department for a job well
done.
�Mai
--SiEgincleer
•
'
-
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es stm vvarram fh
Wide P«
clear 51,?:
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"P^exion baulin ^ ^
ruddv
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toys
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of sailing carrv*
from 47 v#>
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^3pf. Marcel "o
gm
at the time For^the
Commanche he toweZl
P and down Vief \T ^^^''OUS cargo
'Coastline. His job was^"i^ ""marked
^angerous by the
^
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more
/^^:««es and by h^
" ts along the way. "
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f'i,^
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'ions depot suppfcd'i '°c
"munianploded whenTfort
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'hat
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fean"?"!?
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a tug with o
as in the wheeih
S With a more famiUr. , Chouse of
Camraaache, but T "'"d'an name
-apo„.
.p a,, -
tary Sea Tran
"amed U S hi \/i-f
in 1 •
^"^Portation
Mihf
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Port A
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«e«rea
Buffalo port a^rif"""^-He
,
Crowley'waridm
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Far East
tion of coastal mnv
"° 'radi'"?a and barges to iTe f ''^'•«° by
batb up rapt-diy to tt '
'°^ees
neither manpowr „
"^"""'ly- But
""•"ted^^y/.Boudreau.
watCT off Wet'htora Md
jJ'PPme harbors.
Born in Detroit h! •
-i
a hemis^Ze'r^^^^^^^
Boy Boudreau
^he€k
. . ''iClHll^^: ' '»^. . . .
t ''J^' •
Sii
hZl *1"' "•'•"00 flfcs ^Th^'"'•' hack
>r»Krre".-X?
^Ifor Ufeboaf
ESjaBSsS^saasseaa—-.
Is-
'.ft-
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f'Si
about the time he
""^onSerUt
Jsi''
:
Pmked up 44^0JQ
Bar East commander ff ^
^^TS ^'bw things fn,„..s^„ft^^Wtoa™
a histoiy of the operation '^„^"o^ed in
^>oms to the Orienr:
"TowNt%4Sm^ ' '
Because most of tu
• • • we thought we wo ^
nothing but problems
f
^^ve
pen- realize then that t^ev'h'w "^^^'^n't
Peop/e who had a can ri
^""ch of
regardless of whether ih
wontfi due fo n? 7
''e rup
^as old or not, they stin% ^^n^Pment
ning."
still kept it runHoover, the series
» 'he January
yrfftf|^™ed
-a^ ies«e
Ji
SI
SS
Shark Fin Soup
" ''""P
a aailor. But if t"""
-Pay not be
2'\^>okhi^lZl<f><'o/toZ^e
®'°" end vacation^',^
"•
4^^ '-'re. ^
'ake^H to'^mueh m"" °"
Hnno,/
roundings. The vessel ? ^^^^^ant sur•^""n to islands in the o
San
carries general nCaribbean She
^^ep
congested
company haTp^ifn
over-the-beach cargo L^P^"^^ce m
^me stations on ASI. /
f>ew
^^ey proved to ^
"gam under even m
do it
ing m 1943°dur/^g",^^^™% '«8an sail'S"? to the I950's h! u ^" From
P'ze the Browning and iu^5f '° °''easi-P companies H^^J^'"]'""' SeamFPC 'n the 1947 a,It T- "'' ">= P'cfcet
"-•^eandintoeX&^'^H.V.
Pensioner Boudreal
°
""'aO'-'reasurerto/L^SUtS
Anofi, 7;
d'Ps, of young v^etna"'
'rage'iws, some of whom
bombing vicwaler himself from hismTi""' ""o
memories of the War thl,
bas
•-••.des^nruar;Sdr''''--h™«
«^94^Pl£'pojroUer'^
""
'^*"'>"
'"
deck depa° L;
He aailed
^;'v
from entmy tt.'rho" h"""^ '^^"^age
Joss, only two men f ^
a great
' V'-( '
f-J
ftft
.rft
<-4.*
,
.
'^!i/
i;Mi
. .> 4 •
osrry-w,de vacation
These five SIU m
K
"-•1.
December 1977 /LOG
/ 23
�Break Big Oil's Transportation Monopoly
Continued from Page 3
mand for oil, and with it the opportunity
to charge higher prices for petroleum."
Trade Reform, Continental Shelf
In its stand on U.S. trade policies, the
MTD Convention criticized the Trade
Act of 1974. Among other things, the
Act permits products manufactured in
developing nations to enter the U.S.
duty free.
The MTD recognized that the orig
inal intent of this provision was to assist
developing countries in building their
industrial base while at the same time
raising their living standards through
expanded imports.
However, said the MTD, "what it
actually does is encourage U.S. firms to
locate in lesser developed nations where
they can exploit the low paid workers."
The MTD charged that this migration
of U.S. industry to underdeveloped na
tions "is causing an acceleration in job
losses and plant closings at home."
The MTD also charged that the
American consumer does not pay less
for imported goods. It contended that
"the savings that result from the differ
ence in labor costs between the U.S. and
foreign competitors are not passed on
to the consumer."
The MTD warned that "if America
wants to preserve its economic strength,
Congress must insist on fair trade prac
tices that give American industry and
American workers the opportunity to
compete on an equitable basis."
In another major action involving
jobs for Americans, the MTD urged
a "Build American" program in the de
velopment of oil and natural gas re
serves on the U.S. outer continental
shelf.
The MTD said that such develop
ment has a tremendous job-creating
potential for American workers. How
ever, the MTD noted that America's
one-time dominance in the construction
of offshore oil rigs is rapidly fading. It
is giving way to foreign built rigs.
The MTD, in the interest of employ
ment for U.S. workers, called on Con
gress to pass legislation providing for
"the exclusive use of U.S.-buUt, U.S.-
manned drilling rigs and platforms for
the exploration of U.S. offshore oil and
gas resources."
As of Jan. 1, 1978, the AFL-CIO Maritime Trades Department will have some
new people working for the fortunes of the maritime industry. MTD President
Paul Hall, left, offers a word of congratulaticns to (I. to r.): Jean Ingrao, who
will take over as administrator from the retiring 0. William Moody; John
Yarmola, who will serve as national field coordinator, and Dave Dolgen, polit
ical and legislative director. Mrs. Ingrao has been with the MTD for 28 years.
Sen. Inouye Warns About State of U.S. Merchant Marine
Sen. Daniel K. Inouye, Democrat
from Hawaii, told the Biennial Con
vention of the AFL-CIO Maritime
Trades Department in Los Angeles this
month that he is not an alarmist.
He proved that by publicly announc
ing his gratitude to maritime labor for
its support in his election campaigns.
This comes at a time when the national
press is calling for the heads of politi
cians who support maritime programs.
In particular those who support oil
cargo preference, which the papers
termed a "political payoff" to the mari
time unions.
However, Sen. Inouye, who is chair
man of the Senate Subcommittee on
Merchant Marine and Tourism, had a
few alarming statistics for the MTD
Convention delegates concerning the
state of the American merchant marine.
Inouye told the delegates:
Senator Daniel Inouye
• The U.S. requires 71 strategic raw
materials for the national defense. We
are self sufficient in only three, meaning
the U.S must import, in varying degrees,
68 of these materials. For instance, the
U.S. imports more than half of our oil
and 90 percent of our bauxite.
• The U.S. merchant fleet has
dropped from first to tenth place among
the world's merchant fleets since World
War 11.
• In the same time, the Russians have
risen from "virtually nowhere" to sec
ond place.
In 1976 U.S. ships carried only 4.4
percent of the nation's foreign com
merce as opposed to 42.3 percent in
1950.
Inouye said, "we are supposed to be
a world power, but no other world
power has allowed their merchant fleet
to decline to such a low state as we
have allowed ours."
The senator then reeled off some
percentages of commerce carried by
other major foreign national fleets. He
said the Russians carry 50 percent of
their foreign commerce; the Japanese
40 percent; the Greeks 45 percent; the
Spanish and Norwegians 37 percent,
and the West Germans and French 30
percent. He continued, "the British,
who are supposed to be broke, carry 34
percent of their foreign commerce."
He also pointed out that Soviet ships
now carry more cargo between the U.S.
West Coast and the Far East than do
American ships.
Inouye said bluntly, "if we expect to
remain a world power we cannot con
tinue to allow alien flag vessels to carry
the vast majority of our foreign com
merce."
Inouye also stated, "I can foresee the
day when foreign nations will call a
shipping embargo on the United States
for political leverage." He concluded,
"if you think the oil embargo was black
mail, you ain't seen nothing yet."
At MTD Confab, Sen. Craxel Backs Lower Inland User Tolls
The Mississippi doesn't flow through
Alaska, and the humid clime of Panama
rarely invades Alaskan air space. But
Sen. Mike Gravel, Democrat from
Alaska, is concerned about maritime
issues involving both these areas. And
he talked about them at the convention
of the AFL-CIO Maritime Trades De
partment this month in Los Angeles.
Gravel first took up the controversial
issue of the replacement of Locks and
Dam 26 at Alton, 111. on the Mississippi.
The towing industry has considered this
the most important project for the in
land waters. But it has been delayed
for several years because of legal and
political roadblocks.
Earlier this year, the House passed
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legislation clearing the way for the
project. But it attached a user charge,
or toll, amendment to the bill. The tow
ing industry companies initially op
posed the user charge, but since have
decided to go along with it. The SIU
is still strongly opposed to any user
charges.
As noted by Gravel, the Senate ver
sion of the Lock and Dam 26 bill calls
for a much higher user fee than the
House bill. Gravel said the higher fee
would be a detriment to the towing
industry and its workers. And he said
he would support the lower fee in the
House version when the bill comes up
in the Senate next year.
Gravel also talked about the possi
bility of construction of a new sea level
canal across Panama. He contended
that by 1990 the present canal will be
all but obsolete.
He added that an engineering study
done during the Johnson Administra
tion found that a sea-level canal was
feasible for construction 10 miles west
of the present site.
Gravel said that a sea-level canal
"could provide a new thrust for the
re-engineering of the U.S. merchant
fleet as well as major American port
facilities."
Senator Mike Gravel
He added that a new canal would be
important for the economy of Alaska
as well. He said that the project would
encourage the further development of
Alaska's energy resources. This is be
cause the canal would provide a cheap,
easy means for water transportation
between the 49th State and the energyshort East Coast.
Gravel said he wouldn't even be in
office had it not been for the support of
labor in his campaign. Fie asked that
maritime labor support his proposals
concerning Panama and the Mississippi
River project.
�Kirkland Pledges Labor's Support For U.S. Maritime Industry
Lane Kirkland, secretary-treasurer of
the AFL-CIO, renewed the labor move
ment's pledge of "full and active sup
port" in the fight for a fair oil cargo
preference bill for American-flag ships.
Kirkland spoke this month before the
Biennial Convention of the AFL-CIO
Maritime Trades Department in Los
Angeles. He noted that "the seafaring
and shipbuilding trades have had a very
rough year and a disappointing setback
on the legislative front." He was refer
ring to the defeat of the Carter-proposed
9.5 percent oil cargo bill for U.S.
tankers.
Kirkland said, "the only consolation
we have in this case is the fact that the
American maritime industry over the
years has already been so starved,
abused, brutalized, spurned, orphaned,
molested, smeared and betrayed that
one more kick in the stern just lands
on calloused scar tissue."
He affirmed that U.S. seamen, how
ever, are not the only victims of the oil
bill's defeat. He said "the whole trade
union movement, which has always
counted maritime labor as one of its
most essential fighting forces in all of
its struggles for human progress, suf
fered as well."
Kirkland cited the State Department
as a major reason for the bill's defeat.
He said that State "is now energetically
engaged in international efforts to give
the oceans back to the bowhead whale,
but cannot summon from the depths of
its little heart one small twinge of sym
pathy or concern for that rare and
dwindling species, the American sailor."
The long-time AFL-CIO secretarytreasurer said that despite the oil bill's
Lane Kirkland
defeat, "the case of U.S. maritime is
really getting stronger and more urgent
all the time."
He compared the plight of maritime
to the growing job losses in the U.S.
steel, clothing, textile, shoe, rubber, and
electronics industries.
He said, "what has happened to mari
time over the years is now happening
to more and more trades and industries.
The country and the Congress are be
ginning to wake up and realize that
what is now happening is not just an
isolated mugging down near the docks,
but that the muggers are moving up
town and taking over; even the rich
aren't safe any more."
In closing, Kirkland pointed to the
AFL-CIO's fight for a fair shake for
American industry and ail American
workers. He pledged that "the problems
of the maritime industry, which suf
fered first, most and for the longest, will
not be overlooked or lost in the shuffle."
Murphy: Public Must Learn Maritime's Role in Economy, Defense
America lost more ships in World
War II, a total of 700, than presently
make up the modern U.S. merchant
fleet.
public's lack of understanding of mari
time.
The New York Democrat sponsored
the 9.5 percent bill in the House. He
said "the public bought the press stories
that the bill represented 'political pay
offs' to maritime for its support of the
Carter campaign. This put a lot of
pressure on people to vote against the
bill."
Rep. John Murphy (D-N.Y.), speak
ing before the AFL-CIO Maritime
Trades Department Convention this
month, pointed to this statistic. He
wanted to demonstrate how far the
American merchant fleet has declined
in the last 30 years.
But, he said, before anything mean
ingful can be done to correct this situ
ation "the American people must be
educated as to the importance of a
strong merchant marine to our economy
and national security." Murphy chairs
the House Merchant Marine and Fish-
Rep. Jack Murphy
eries Committee. He put part of the
blame for the recent defeat of the 9.5
percent oil cargo bill on the general
Murphy praised the Carter Adminis
tration for its support of the oil bill.
But, he said, "even though we have a
new Administration, we have the same
old bureaucrats in the State and Treas
ury Departments, who continue to op
pose maritime."
He said, however, that "the defeat of
the oil bill is not that serious a loss be
cause it was not a make or break situ
ation. I considered the legislation as just
a start for a total cargo program for the
U.S. merchant fleet."
Murphy said that his overall goal for
the merchant marine is to "reserve 50
percent of all cargoes, not just oil, for
American-flag ships." He called on
maritime labor to continue its work in
the political area to assist him in getting
the necessary programs through Con
gress.
In closing. Murphy said "the U.S.
merchant marine is hurting and it won't
be an easy job to correct the situation.
But without the work that maritime
labor has already done, we wouldn't
even have a U.S. merchant marine."
'Flags of Convenience' Ships Take High Toll at Sea
Ships flying the so-called "flags of
convenience" are continuing to take a
high toll in disastrous oil spills, loss of
life, and heavy insurance losses. The
latest incident—potentially the worst
maritime disaster ever—occurred this
month when two Liberian flag super
tankers collided off South Africa. The
ships were owned by Bethlehem Steel
and under charter to Gulf Oil.
The collision between the Venoil and
the Venpet, both 325,728 deadweight
tons, came Dec. 16. It occurred in clear
weather and calm seas 20 miles off
Cape St. Francis and about 80 miles
south of Port Elizabeth. Fire broke out
aboard both ships. But quick rescue
efforts by a helicopter from Port Eliza
beth and nearby ships saved 84 of the
86 crewmembers. Two men are missing.
The unlicensed crewmembers of both
ships are Chinese nationals.
The fires aboard both ships have
been extinguished, and both appear to
be salvageable. Fortunately, the oil spill
was limited to ruptures in the bunker
tanks of the two vessels. The Venpet
was eastbound under ballast when the
collision occurred in the early morning
hours. The Venoil was bound from
Kharg Island in the Persian Gulf to
Novia Scotia with 300,009 tons of crude
oil. She was later towed out to sea. Ar
rangements were being made to have
her cargo transferred to another tanker.
The Venpet was towed to Port Eliza
beth. The two vessels are sisterships.
Both were built at the same time in
1973 at the Mitsubishi Heavy Indus
tries yard in Nagasaki.
This latest disaster involving "flags
of convenience" ships came less than a
month after the release of a report from
the Tanker Advisory Center in New
York. This report showed a drastic in
crease in tanker losses during the past
year. According to TAC, at least 20
tankers totalling more than 1.1 million
deadweight tons were lost in 1976. This
is an increase of 44 percent over 1975,
and 600 percent more than the tonnage
lost in 1974.
Commenting on the report, Robert
G. Lowry, vice president of the Marine
Office of America Corporation, said:
"These dismaying statistics demonstrate
the critical need to tighten up maritime
regulations for oil-carrying vessels—
particularly those flying so-called 'flags
of convenience'."
According to a study by the National
Academy of Sciences, human error is
a major factor in more than 80 percent
of all accidents at sea. Weather and
mechanical failure account for less than
15 percent of total losses.
"It is not surprising that a number of
accidents involving Liberian flag ships
have been found to involve an incom
petent and unqualified crew," Lowry
stated.
Meanwhile, the International Union
of Marine Insurers (lUMI), in its an
nual report, again showed that "flags of
convenience" ships had loss ratios well
above the world average (See Chart).
Leading the pack were the ships flying
the flags of Panama and Liberia.
By contrast, the report produced by
the Liverpool-based marine insurance
organization showed U.S.-flag ships to
be among the safest fleets in the world.
PRIIMCIPAL NATIONAL FLEETS
WITH HIGH/LOW LOSS RATIOS
(AVERAGE 1972/1976)
HIGH
PANAMA
TANKERS
BULK
CARRIERS
GENERAL
LOW
rr
U.S.A.
NORVt/AY
JAPAN
WEST GERMANY
U.K.
U.S.S.R.
FRANCE
0.5
1.0
LOSS RATIO %
SOURCE; International Union of Marine Insurers (lUMI).
December 1977 / LOG / 25
�SIU Atlantic, Golf, Lakes
& Inland Waters
United Industrial Woricers
of North America
PRESIDENT
Paul HaU
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
Paul Drozak
HEADQUARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
Dispatchers Report for Deep Sea
*TOTAL REGISTERED
All Groups
Class A Class B Class C
NOV. 1-30, 1977
Port
TOTAL SHIPPED
All Groups
Class A Class B Class C
**REGISTERED ON BEACH
Alt Groups
Class A Class B Class C
3
17
3
7
10
2
5
21
9
5
5
6
3
20
1
0
117
0
4
1
3
5
1
0
6
2
0
2
4
1
10
0
0
39
4
203
24
47
31
15
32
141
57
77
19
50
15
112
0
1
828
7
50
7
13
8
6
9
25
17
13
14
12
3
22
0
0
206
6
9
0
1
2
0
0
2
4
1
0
1
1
6
0
0
33
2
110
13
30
18
11
32
88
35
50
10
31
13
69
0
0
512
0
16
2
6
2
1
2
11
3
9
2
9
3
9
0
0
75
1
0
0
0
0
0
0
0
3
0
3
0
0
0
0
0
7
0
90
6
45
11
6
20
77
20
56
9
27
27
41
0
3
438
10
148
31
40
22
8
20
69
37
39
14
21
25
52
3
4
543
11
197
2
23
6
1
2
20
13
19
7
21
3
61
0
1
387
1,149
472
81
2,868
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
*'*"Registered on the Beach" means the total number of men registered at the port at the end of last month.
941
466
3
79
8
18
9
23
69
27
42
17
4
59
0
3
14
5
4
6
1
4
13
7
3
"
6
4
1
7
1
0
79
1
3
0
1
1
1
0
2
2
0
3
4
0
2
0
0
20
6
39
11
4
7
1
5
23
13
13
7
10
6
19
22
0
186
1
4
0
1
4
1
2
1
1
1
4
5
0
5
0
0
30
9
247
21
65
30
16
56
172
67
78
40
93
26
168
0
2
1,090
ENGINE DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
79
16
20
5
12
51
8
4
*.353
3
22
5
7
4
4
6
13
5
6
7
12
2
14
3
0
113
1
5
0
1
0
1
0
1
1
1
0
0
0
1
0
0
12
0
6
1
1
0
0
1
7
2
2
0
0
0
0
0
0
0
0
1
0
2
0
0
0
0
0
3
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
6
87
22
25
12
8
14
58
42
50
14
44
39
71
0
0
492
1
79
9
15
5
0
17
37
40
51
10
31
31
51
2
1
380
1
35
5
10
4
1
8
10
7
9
7
12
3
23
6
0
141
0
5
0
2
0
1
0
0
0
2
0
1
0
1
0
0
12
STEWARD DEPARTMENT
..
0
43
7
10
7
5
4
32
12
27
6
20
2
25
2
0
202
i
8
2
5
4
0
40
Totals All Departments . . . .
26 / LOG / December 1977
1
24
9
3
4
0
4
15
5
18
1
9
7
16
29
0
145
2
1
0
1
2
0
0
1
3
2
3
11
0
12
0
1
39
ENTRY DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
2
50
6
14
6
2
6
34
26
35
8
25
22
37
2
2
277
1
28
6
10
6
4
7
28
9
29
7
21
2
24
1
4
187
1,168
4
62
23
14
9
4
7
28
21
34
9
17
4
36
48
3
323
5
48
0
6
2
0
1
9
10
13
5
26
1
23
0
1
150
555
185
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL.. 9383 S. Ewing Ave. 60617
(312) SA 1-0733
DECK DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
BOSTON, Mass
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DE I ROIT, Mich.
10225 W. JelFerson Ave. 48218
(313) VI 3-4741
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N.J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lavrrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . . 534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif.
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. 1313 Fernandez, Jiinco.s,
Stop 20 00909
(809) 724-2848
SEATTLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Cravois Ave. 63116
(314) 7.52-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio .... 935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan
P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
Shipping at deep sea A&G ports
picked up by 435 jobs last month over
the previous month as a total of 1,702
Seafarers shipped on SlU-contracted
vessels. The big jump can mostly be
attributed to the crewing of some laidup containerships near the end of the
month when the ILA strike came to a
close. Shipping has been good and is
expected to remain that way.
�AFL-CIO Presses Don't Buy Boycotts Nationwide
The AFL-CIO Executive Council is
pressing hard for its nationwide boy
cott campaign of meat products made
by the Iowa Beef Processors Co. Inc.
Located in Dakota City, Neb., it is the
world's biggest meat packer. The don't
buy boycott was imposed on Feb. 26.
At that time 2,000 workers at the com
pany's main Nebraska plant went on
strike. They are members of the Amal
gamated Meat Cutters and Butcher
Workmen Union.
The strike came after a complete
breakdown of new contract negotia
tions following months of bargaining.
It was reported that the company had
agreed then to most of the terms of the
new contract. Iowa Beef then changed
its mind and tried to force a wage set
tlement of $1.05 an hour less than the
pay scale in other major packing com
panies.
an NLRB certification election at the
company in March. By a vote of 104 to
23 they won the right to negotiate for
their first contract with the company.
The UFWA went on strike on July
11. It said the company used stalling
tactics in the weekly bargaining ses
sions. Immediately, the union says. Fox
hired 60 strikebreakers or scabs. On
Nov. 1, Dothan police arrested two
United Furniture strike leaders on the
picketline.
Another U.S. furniture boycott has
been imposed by the AFL-CIO on the
Mason-Tyler (Tex.) Manufacturing Co.
The union here is also the UFWA which
went out on strike on July 11 after 23
"fruitless" bargaining meetings.
Six P9ck,..loo Much 9i Antj Price
Supermarket chains carrying Iowa
Beef products include: A & P; Grand
Union;Waldbaum*s; Daitsch-Shopwell;
Sloan's; Shop-Rite and Pathniark.
Shoppers are urged to tell their super
market managers not to stock the un
marked Iowa Beef and meat products
In their stores. Already the U.S. boy
cott against Iowa Beef has succeeded
in getting the supermarket chains to cut
back on their purchases of the com
pany's meat line. This consumer action
will help to shorten the strike.
i
• Dal-Tex Optical Co., The Inter
national Union of Electrical, Radio and
Machine Workers says don't buy pre
scription eyeglass, lenses, frames, con
tact lenses, sunglasses and safety glasses
from them.
• Croft Metals Inc., makers of alum
inum and vinyl doors, windows^ bath
tub enclosures, patio doors, ladders,
camper products and building special
ity products. The union is the United
Brotherhood of Carpenters and Joiners
of America.
• Kingsport Press, book printer. Its
major customers are the Field Enter
prises Education Corp., publishers of
World Book, Childcraft, and the En
cyclopedia Britannica Inc. which pub
lishes Britannica Jr. and the Great
Books of the Western World. The
unions there arc the Graphic Arts In
ternational, International Typographi
cal, International Printing and Graphic
Communications, and International A§^
sociation of Machinists.
The AFL-CIO is also strongly push
ing another major U.S. boycott, started
in September. This is against furniture
labeled Fox Manufacturing Co. The
furniture is made by the Charles (Heyman) Manufacturing Co. of Dothan,
Ala.
Union members of the United Furni
ture Workers of America (UFWA) won
Delta Uruguay Committee
MEMBERSHIP MEETINGS'
SCHEDULE
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Detroit
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan ..
Columbus .
Chicago
Port Arthur
Bulfalo
St.^Loiiii
Cleveland
Jan.
Jan,
Jan.
Jan.
Jan.
Jan.
Jan.
Jan.
Jan.
Jan.
Jan.
Jan.
Jan.
Jan.
Jan.
Jan.
Jan.
Jan.Jan.
Jan.
3
Deep Sea
Lakes, Inland Waters
UIW
2:30 p.m
7:00 p.m.
3 ,,,,,,,,,,,, 2;30p.m.
4
5
5
6
9
10
11
12
16
20
14
5
21
10
10
11
13
12
City, Calif., makers of riveting machin
ery. International Association of Ma
chinists and Aerospace Workers mem
bers struck the company on Apr. 1. The
company's contract proposals would
have wiped out employee seniority pro
tection. Rylock has hired 40 scabs and
a guard firm which has assaulted the
strikers.
Companies remaining on the AFLCIO "Don't Buy List" are:
• The J.P. Stevens & Co., giant tex
tile maker of sheets, pillowcases, car
pets, table linen, hosiery, towels^ blan
kets, fabrics, etc. The union there is
the Amalgamated Clothing and Textile
Workers.
• The R.J. Reynolds Tobacco Co.,
manufacturers of Real, Winston, Salem,
Camels, Doral, More and Now cigarets,
Winchester Little Cigars and Prince
Albert Smoking Tobacco. The union
there is the Tobacco Workers Interna
tional.
• Coors Brewery, Golden, Colo.
Makers of Coors beer. The union, AFLCIO Brewery Workers Local 366 is
now on strike at the brewery.
• I'he United Farmworkers of Amer
ica Union says don't buy grapes or let
tuce not bearing the union label on the
carton or crate.
Ex-Iowa Beef worker, and now strike
coordinator, Louis Anderson says the
company is back to the days of Upton
Sinclair's The Jungle. It has "sweatshop
working conditions, safety violations
and oppressive (anti) labor relations."
In eight years, the union has only
been able to organize 40 percent of
Iowa Beefs workers, mostly in the main
plant. The current contract will be the
third negotiated. It will also be the third
strike against the company which was
founded in 1961.
Date
• The glassware manufacturing firm
of Bartlett-Collins of Sapuipa, Okla.
American Flint Glass Workers Union
members there have been on strike
against the company since Sept. 14,
1974. Contract negotiations, which
started June 1974, broke down then.
• The American Buildings Co. of
Eufala, Ala., makers of metal buildings.
United Steelworkers of America Local
7326 struck the company on Dec. 2,
1976 after 10 years of good relations.
The union said the company resorted
to "take-it-or-leave-it" contract propos
als which would have cut wages, bene
fits and working conditions. Since the
strike, the company has hired scabs.
• The Rylock Co. Ltd. of Union
2:30 p.m
9:30 a.m
2:00 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m.
10:30 a.m.
2:30 p.m.
7:00p.m.
7:00 p.m.
7:00 p.m.
.. .
—
—
7:00 p.m.
7:00 p.m.
—
—
•—
1:00 p.m.
2:30 p.m.
2:30 p.m.
Way down yonder in the port of New Orleans at a payoff recently is the Ship's
Committee of the SS Delta Uruguay (Delta Line). From left are: Chief Steward
Wilbert J. Miles, secretary-reporter: Steward Delegate Joseph Gorofinkie, Re
certified Bosun Anthony Radich, ship's chai man, and Deck Delegate James
Brooks.
December 1977 / LOG / 27
�NMC Ads Promote U.S. Merchant Fleet
In the event that any SIU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
NEW YORK, N.Y.—Schulman,
Abarbanel & Schlesinger
350 Fifth Avenue
New York.N.Y. 10001
Tele. #(212)279-9200
BALTIMORE, MD.—Kaplan,
Heyman, Greenberg, Engelman
Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301)539-6967
HOUSTON, TEX.—Combs,
Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713) 659-4455
TAMPA, FLA.—Hamilton,
Douglas & Bennett
101 East Kennedy Boulevard
Tampa, Florida 33602
Tele. #(813) 223-3991
SAN FRANCISCO, CALIF.Henning &. Walsh
Shell Building
100 Bush St.
San Francisco, Calif. 94104
Tel. #(415) 981-4400
ST. LOUIS, MO.- -Gruenberg
& Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314)231-7440
NEW ORLEANS, I.A.—Dodd,
Barker, Boudreaux, Lamy
& Gardner
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
LOS ANGELES, CALIF.—Bodle,
Fogel, Julbcr, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, Calif. 90036
Tele. #(213)937-6250
-V
MOBILE, ALA.—Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904
DETROIT, MICH.—victor G.
Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220
FALL RIVER, IV.ASS.- -PatricK
H. Harrington
56 N. Main Street, Bennett Bldg.
Fall River, Mass. 02720
Tele. #(617) 676-8206
SEATTLi:, WASH.—Vance,
Davies, Roberts, Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL. -Katz &
Friedman
7 South Dearborn Street
Chicago, 111. 60603
Tele. #(312)263-6330
28 / LOG / December 1977
Below is one of the many ads that the National Maritime Council is running in the national news media. To encour
age support for a strong U.S. merchant marine, the NMC is running these ads in some of the major news publications,
such as. Time and Newsweek. The Council wants to encourage American business to ship on U.S.-flagships. So the ads
are also running in business oriented publications like the Wall St. Journal.
The National Maritime Council is composed of government, company and union representatives who are interested
in promoting a viable U.S. merchant marine.
This message is
to you by your Meaichant Marine.
Actually, this "signal of dis
tress," applied to our merchant
marine, is an understatement.
The position of our U.S. cargo
ships in today's internationd
marketplace is not merely dis
tressing; it is potentially danger
ous to our country politically,
militarily, and economically.
Do we sound like alarmists?
Consider this. After World
War II, we had over 4800 U.S.
flag merchant ships; today we
have 577. Connpare that 577 to
Liberia's 2600, Russia's 2400,
Japan's 2000. Today our com
mercial merchant fleet is tenth in
size and we're eighth in merchant
ship construction. Today, while
Russian flag ships carry 50% of
Russia's foreign
rade and Japa
nese ships carry
39% of Japan's
breign trade, U.S.
lag ^ips carry less
than 6% of ours.
Jn dry bulk, less
than M)
If we do not
3uild up our mereet, it means
osing a vital link in
our intermodal
ransportation sysem. t means more
dependence on for
eign shipowners
and their standards
of care for our envi
ronment. It means
ess protection from
unfair freight rates
and practices. It
means a weakened
defense arm and the
OSS of our nation's shipbuilding
capability in case of emergency,
"t means economic losses affect
ing our balance of payments, tax
contribution and employment
situation.
From the vie\\point of
national interest, these are all
good reasons to ship on U.S. flag
ships. But what of the individual
shipp^? Does he get any direct
benCTit? Yes. Today, despite the
erosion of our fleet, unions, man
agement and government have
b^n working together through
the National Maritime Council to
help a new-generation industry
achieve its highest level of labor
stability and reliable service.
Technological innovations have
increased U.S. capability and
efficiency, and U.S. crews are
among the most highly trained
and productive in the world. In
addition, general cargo shippers
know that U.S. flag ship rates are
fully competitive with those of
most foreign flag ships. You can
see why it pays to ship American.
What to do? Tell your Con
gressmen how you feel about the
American merchant marine. If
you export or inport, specify
that your cargo goes on Ameri
can flag ships. If you'd like to
learn more, send for our booklet
on U.S. Flag Shipping. Write
National Maritime Council, Box
7345, Washington, D.C. 20044.
National
Maritime Council
In Emergenqr Notify USPHS by Telegram
Any Seafarer or Boatman who
bers have made it a practice to
is taken to a hospital other than
notify USPHS by phone. Unfortu
a USPHS facility for emergency
nately, when it comes time to pay
treatment, must notify the nearest
the bill, there have been cases
USPHS hospital of bis situation
when USPHS has refused to pick
within 48 hours, and it is suggested
up the tab claiming they have no
lhat the notifi^tioii be made by; ^ record of die telephone caD. How
ever, by using telegrams you will
^^legram^ 'J;
have pennanent proof that you ac
;; In die past, many of our mem«
•-i
tually notified USPHS within the
prescribed period and at the same
dme you will eliminate any confu
sion dealing with phone calls.
If you have no recourse, though,
but to use the phone, you should
make it a point to; get die name,
tide and department of the person
who l^dl^ ypur cap»
�The bunkhouse at the Center, where the residents live, Is brightly decorated for Christmas.
brotherhood and the spirit of
Christmas with decorations, lights,
and a traditional Christmas tree.
Brotherhood
in
Action
14'
...for SiU members with Alcohol problem
Brotherhood is a strong tie which
holds us together as a family. And
Christmas is a family celebration.
Some of our brothers at the Seafarers Alcoholic Rehabilitation Center have captured our feelings of
Sheila Elginton, office manager ai. the Center, and Brother
Jack Bennett of Wilmington, Calif., hang up Christmas cards
which were received from friends of the Center.
Bill Hibbert, Director of the Center and Seafarer
Justice Hughes set up the traditional Nativity Scene
in the front area of the Alcoholic Rehabilitation
Center.
These decorations represent the
feelings of all of us—the Brothers
of the Sea. We are always working
for a better life for everyone. Dur
ing this year, we have helped our
alcoholic Seafarers to conquer al
coholism and re-enter the maritime
industry ivith a refreshed ontook on
life. So this holiday season we can
celebrate as a family their success in
fighting alcoholism.
The Center belongs to us. Dur
ing its two years of operation, our
brothers have been helped due to
our efforts. We are giving the mem
bers of our Union the chance to
make their lives and those of their
families better.
As this holiday season arrives,
leCs offer our fellow Seafarer a
Merry Christmas and Happy New
Year.
Nativity Scene on the front porch of the Center which is located in Valley Lee, Md.
1
Alcoholic Rehabilitation Center
I am interested in attending a si.\-\».eek program at the .-Meoholic
j
Rchtibilitation Center. I understand that all m} medical and eoim.seling
j
records will be kept striedy coiifirtcniial. and that they will not be kept |
anywhere except at The Center.
j
I
Name
Book No. ..<....
Address
(Street or RFD)
(City:
; State)
'
:zip:
Telephone No.
Mail to: THF CENTER
Star Route Bo.\ 153-A
:;
Valley Lee. Md. 20692
or coil, 14 hours-o-day, (301)994-0010
Mantel decorations at the Center with a bright fire make a warm holiday feeling.
December 1977 / LOG / 29
�SH
« rrf
.
Retired Laker Pesenak Turns Tin Cans Info Miniature Furniture
Retired Seafarer Mike Pesenak, a Great Lakes old-timer, is shown in the
Detroit Union Hall with samples of the furniture he fashions from used beer
and pepper cans. At right, a detail of a tin-can rocking chair and footstool.
Retired Lakes Seafarer Mike Pesenak
has found a unique way of recycling
tin cans. He makes miniature rocking
chairs, footstools and loveseats out of
empty beer and pepper cans.
Pesenak, who came to the U.S. from
Czechoslovakia in 1914, shipped out
on the Lakes as an FOWT for many
years. He says he'd been "in and out"
of the union for years, starting in 1932.
The last time he joined the SlU was in
1952 and he remained a member until
his retirement two years ago.
The tin-can furniture Pesenak makes
began as a hobby while he was still
shipping. But Mike doesn't claim credit
for the idea. The pastime was taught to
him by another Seafarer who lives in
Alpena, Mieh. and is still shipping on
the Lakes.
The small, delicate looking pieces
Notke to Members
On Job Call Proredure
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
INLAND
Pesenak makes he either sells or gives
away to friends. Detroit Port Agent
Jack Bluitt has begun a collection of
Pesenak's pieces which can be used as
children's toys or, using the padded,
velvet-colored seats, as pincushions.
The process of taking an 8-ounce
beer can and making it a rocker and
footstool begins with a pair of tin snips
which Pesenak uses to strip the can.
Then, each quarter-inch strip of tin is
twirled to create a fancy, scrollwork
effect for the chair or loveseat backs.
The chair's rockers are made of the
can's rims, the seats are can tops or
bottoms and the loveseats are made
from the bottoms and sides of 1-pound
pepper cans.
Pesenak finishes the pieces by spraypainting them and gluing a piece of
colored velvet over the seat. He leaves
them in the Detroit Union Hall until
they dry.
Mike Pesenak, who lived in Pennsyl
vania and Cleveland, Ohio before set
tling in Detroit 10 years ago, may be
faeed with a problem: soon he won't
be able to get beer cans in Detroit. The
state of Michigan recently passed a law
requiring beverages to be sold in de
posit, returnable bottles rather than
disposable cans.
But Pesenak doesn't intend to let his
hobby become a dying art. He's willing
to go to great lengths and get his tin
cans in another state.
Report for Inland Watiiri
FOR THE MONTH OF NOVEMBER 1977
••
•
TOTAL JOBS SHIPPED
Permanent Jobs
Relief Jobs
,• • V
Class A
BALTIMORE ....
BOSTON ...... . .
HOUSTON
JACKSONVILLE
NEW YORK
MOBILE
NORFOLK'
NEW ORLEANS ...-.
PADUOAH
PHILADELPHIA
PINEY POINT
PORT ARTHUR
PUERTO RICO
RIVER ROUGE
5T. LOUIS
TAMPA .. ..
TOTALALLPORTS
.
0
0
4
6
0
0
0
0
5
0
0
4
1
0
5
0
25
TOTAL MEN REGISTERED
ON BEACH
Class B
Class C
Class A Class B
Class C
Class A ' Class B'.Jf
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
8
"
0
0
0
8
3
2
0
0
0
0
•
8
2 / jg
0
- 0
0
0
0
0
0
s 0
0
77
0
0
5
0
0
6 ^ 0
^ 42
• 0
1
0
0
0
0
3
0
1
30
3
1
15 " ,
0
'0 -:.m
0
0
105
27
0
150
85
0
0
0
0
0
0
0
3
7
0
0
0
3.
0 ^ 11
0
0
0
1
•0
0
0
0
0
0
0
0
13
3
r0
0
0
8
8
- 0
0
0
0
; 0
0
20
59
189
30
23P
i'
.° m
- re.
A MESSAGE FROM YOUR UNION
TNE
MO/^AL:
dUNK
/s
eUHK
AND
you'He
BSACHSD
PGR
^/PP
O
o
^ACOr/CS/
''oar OP
Cl
THOUGHT/
30 / LOG / December 1977
^
. .AND N£ WAS ALWAYS M/GH
A Kire
TNeOAV A'/NALLY CAME
HP LOST MS PAPPHS /H SHAMS,
..AND EOUNO US/NO OOPP /S
HOT vepy SHiGHT
�Base Wages, Overtime, Premium Rate, Penalty Rate, Vacation Affected
Cost-of-Living Adjustment Ups Scale 2 Percent
Effective Dec. 16, 1977 there was a two percent cost of living adjustment for deep sea ratings covered under the SlU's Tanker and Freighlship
contracts. The increase covers the base monthly wages, premium rate, overtime rate, and penalty rate for work performed off watch Monday through
Friday. The adjustment was based on wages and rates which went into effect June 16,1977.
In addition to wage related items. Seafarers are reminded that the vacation pay will also be increased by the cost of living adjustment.
Below you will find a breakdown, by rating, of the two percent increase. It is suggested that you cut this page out and make it a permanent part of your
Freightship and Tanker agreements.
Standard Tanker Agreement
Preniiiiiii Rate
.Sat.-Siin. & liiilidu.vs
12/16/77
Hiise Mniitlilv Wages
12/16/77
Rating;
10.81
10.39
9.48
8.08
7.13
6.55
5.66
10.81
9.92
9.92
8.69
8.15
8.01
7.13
7.13
6.55
6.55
10.81
10.81
9.87
9.50
8.54
8.08
6.97
6.97
5.49
5.49
1.245.27
1,128.82
1,086.49
926.50
8I5..J7
748.64
646.56
1,245.27
1,1 39.15
1,139.15
1.008.47
917.20
928.47
815.37
815.37
748.64
748.64
1.245.27
1.245.27
1,133.32
1,091.00
979.30
956.21
848.16
848.16
625.03
625.03
Boatswain (On vessels constructed since 1971)) . ..
Boatswain (25,500 DWT or over)
Boatswain (Under 25,500 DWT)
A.B. Deck Maintenance
Able Seaman
O.S. Deck Maintenance
Ordinary Seaman
Q.M.E.D
Chief Pumpman
Second Pumpman/Engine Maintenance
Ship's Welder Maintenance
Engine Utility
Oiler Maintenance Utility
Oiler
Fireman/Watertender
General Utility Deck/ Engine
Wiper
Chief Steward (On vessels constructed since 1970)
Steward/Cook
Chief Steward (25,500 DWT or over)
Chief Steward (Under 25,500 DWT)
Chief Cook
Cook & Baker
Third Cook
Assistant Cook
Messman .
Utilityman
'
O/T Rate Excess of
8 Mrs. Mon.-Fri.
12/16/77
5.90
5.90
5.90
4.52
4.52
3.58
3.58
5.90
5.90
5.90
5.90
5.90
4.52
4.52
4.52
3.58
3.58
5.90
5.90
5.90
5.90
5.90
5.90
4.52
4.52
3.58
3.58
PENALIV RAIES OI F WATCH—MONDAY iHROLXiH FRIDAY
FFFKCnVK 12/16/77
CI roup I
Group II
(i.5S
5.27
Ciroup III
4.69
Standard Freightship Agreement
<
Base .Monthly Wages
12 16 77
Rating
Boatswain (SL 7's, SL IS's, Lash, Mariner)
Boatswain
*.
Carpenter .
A.B. Maintenance
Quartermaster
Able Setimtin
O.S. Miiintenanee
Ordinary Setiman . .'
Chiel Electrician tSI. 7's, SI. 18 s. Ltish, Mariner)
Chief E'lectrician
Crtine Miiintentince l/lcctricitin
Electrician Reefer Maintenance
Second Electricitm
Engine Utility Reefer Maintenance
Rclrigcrating l/nginecr (When one is ctirricd)
Relrigeriiling Engineer (When three arc ctirricd)
Chief
1st AssistiUU
2nil Assistant
Q.M.E.D
Plumber/ Machinist
Unlicensed Jr. Engineer (Day)
Unlicensed Jr. Engineer (Watch)
Deck Engineer
Engine Utility
Evaporator Maintenance
Oiler
f
Oiler (Diesel)
Wiiterlender
Fireman/Watertender
Fireman
• • • •,
Wiper
Ship's Welder Maintenance
Oiler Miiintenanee Utility
General Utility Deck/ Engine
Chief Steward (SL 7's, SL IS's, Lash, Mariner)
Steward Cook
Chief Steward
Chief Cook . .
Cook & Baker
Second Cook .
Third Cook ..
Assistant Cook
Messman ....
Utilityman . ..
1 196.81
10.58.53
973.89
8uv.ny
•.
S-IS.S5
805.90
673.43
629.94
1 280.42
1245.27
1245.27
1245.27
1 164.09
1 164.09
1 164.09
1 164.09
1 194.05
1061,04
989.8 1
1 196.81
1067.40
1018.49
917.07
987.67
930.24
853.23
805.90
867.26
805.90
805.90
805.90
748.60
999.76
930.24
748.60
1196.81
1 196.81
1058.53
940.85
917.06
805.90
795.01
795.01
625.04
625.04
Preniiniii Kate
.Sal.-Siin. & Holidays
12/16/77
O/T Rale Exce.ss of
8 Hrs. Mon.-Fri.
12/16/77
10.30
9.22
8.49
7.84
7.40
7.03
5.51 .
5.51
1 1.23
10.81
10.81
10.81
10.14
10.14
lO.M
10.14
9.30
8.87
8.(11
10.30
9.30
8.87
8.00
8.61
8.12
7 46
7.03
7.57
7.03
7.03
7.03
6.55
8.61
7.57
6.55
10.30
10.30
9.22
8.21
8.00
6.97
6.97
6.97
5.49
5.49
5.90
5.90
5.90 ,
4.52
4.52
4.52
3.58
3.58
5.90
5.90
5.90
5.90
5.90
5.90
5.91)
5.90
5.00
5.90
5.90
5.90
5.90
5.90
5.90
5.90
5.90
5.90
4.52
4.52
4.52
4.52
4.52
3.58
5.90
4 52
3.58
5.90
5.90
5.90
5.90
5.90
4..52
4.52
4.52
3.58
3.58
PFNAI/IY RAIFS Oi l- WAK ll—MONDAY IIIKOUGII FRIDAY
,EFFi;CTIYF. 12/16/77
Group
Ciroup
Group III
6.58
5.27
4.69
December 1977 / LOG / 31
�F
fc. f *
SEAFARERS VACATION PLAN SUMMARY ANNUAL REPORT
STATEMENT OF ASSETS AND LiABILlTlES DECEMBER 31. 1976
BEGINNING
OF YEAR
END OF
YEAR
$4,348,935
2,298,887
231,549
18,581
9,151
$5,335,527
2,439,735
213,825
27,569
4,576
TOTAL ASSETS CURRENT VALUE $6,907,103
$8,021,232
Total Assets Book Value
$6,909,953
$8,026,092
$ 559,756
3,586,305
TOTAL LIABILITIES
$ 552,635
3,951,346
$4,503,981
$4,146,061
NET ASSETS
$2,403,122
$3,875,171
ASSETS
Cash
Receivables
General Investments
Buildings and Other Depreciable Properties
Other Assets
LIABILITIES
Payables
Other Liabilities
$10,538,865
253,209
13,400
TOTAL INCOME
10,805,474
EXPENSES
Benefit Payments Directly To Participants Or Their Beneficiaries ....
Fees, Commissions and Insurance Premiums For
Fiduciary Insurance Other Than Bonding
Salaries and Allowances and Other Administrative Expenses
Other Expenses
TOTAL EXPENSES
KNOW YOUR RIGHTS
Net Increase in Assets
Net Assets At Beginning Of Year
1,472,049
2,403,122
Net Assets At End Of Year
Establishment and Purpose of Fund
The Seafarers Vacation Plan, which provides for the establishment of the Seafarers
Vacation Fund, was established under the provisions of an Agreement and Declaration
of Trust, dated June 1, 1951, between the Seafarers International Union of North
America, Atlantic, Gulf, Lakes and Inland Waters District and the signatory employers.
The Vacation Plan was to continue to September 30, 1956 and could be extended from
that time. The Plan has since been extended to September 30, 1986.
The purpose of the Plan is to provide certain vacation benefits to eligible employees.
Funds to provide these benefits are contributed by the signatory employers under the
terms of a collective bargaining agreement between the Union and each employer.
9,569,262
34,725
757,215
667,954
NOTICE TO ALL PARTICIPANTS OF THE
SEAFARERS VACATION FUND
Plan participants may obtain copies of the more detailed annual report for a reasonable
charge, or may inspect it at the Plan Office without charge. The latest full annual report
includes a list of the assets held for investment and all other relevant financial informa
tion. To obtain a copy of the annual report, write to the Administrator asking for what
you want. The Administrator will state the charge for specific documents so that you
can find out the cost before ordering. The full report can be examined at the Plan Office
during normal business hours.
If you seek additional information write to:
11,029,156
Administrator
Seafarers Vacation Fund
27S 20th Street
Brooklyn, New York 11215
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SlU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. .Ml these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management repre.sentatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union ant! the shipowners. Get to know your shipping
rights. Copies of the.se contracts are posted and available
in all Unic'i halls. If you leel there has been any violation
of your s'' ppiug or seniority rights as contained in the
contracts oetueen the Union and the shipowners, notify
the Scatarers .Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, Chaimian, Seafarers Appeals Board
275 - 20tli Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at ail times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
ship. Know your contract rights, as well as your obliga
tions, such as filing for OT on the proper sheets and in
32 / LOG / December 1977
$ 3,875,171
The statements have been prepared on the accrual basis of accounting and accordingly
reflect all material assets and liabilities at December 31, 1976. Investments are stated
at cost. Gains and losses are recognized upon disposition.
INCOME
Other Income
(223,682)
(2,010)
1.697,741
Significant Accounting Policies
STATEMENT OF INCOME, EXPENSES AND
CHANGES IN NET ASSETS
FOR PLAN YEAR ENDED DECEMBER 31, 1976
Cash Contributions
Earnings From Investments . . .-
NET INCOME
Unrealized Appreciation of Assets
Other Changes
the proper manner. If, at any time, any SIU patrolman
or other Union official, in your opinion, fails to protect
your contract rights properly, contact the nearest SIU
port agent.
EDITORIAL POLICY—^SEAFARERS LOG. The
Log has traditionally refrained from publishing any ar
ticle serving the political purposes of any individual in
the Union, officer or member. It has also refrained from
publishing articles deemed harmful to the Union or its
collective membership. This established policy has been
reaffirmed by membership action at the September, I960,
meetings in all constitutional ports. The responsibility for
Log policy is vested in an editorial board which consists
of the Executive Board of the Union. The Executive
Board may delegate, from among its ranks, one individual
to carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone at
tempts to require any such payment be made without supplying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to headquarters.
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
EQUAL RIGHTS. All Seafarers are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and*rn
the contracts which the Union has negotiated with the
employers. Consequently, no Seafarer may be discrimi
nated against because of race, creed, color, .sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing but not limited to furthering the political, social and
economic interests of Seafarer seamen, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and the
advancement of trade union concepts. In connection with
such objects, SPAD supports and contributes to political
candidates for elective office. All contributions are vol
untary. No contribution may be solicited or received
because of force, job discrimination, financial reprisal, or
threat of such conduct, or as a condition of membership
in the Union or of employment. If a contribution is made
by reason of the above improper conduct, notify the Sea
farers Union or SPAD by certified mail within 30 days of
the contribution for investigation and appropriate action
and refund, if involuntary. Support SPAD to protect and
further your economic, political and social interests,
American trade union concepts and Seafarer seamen.
If at any time a Seafarer feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Hall
at headquarters by certified mail, return receipt requested.
�j
I
SEAFARERS PENSION PLAN SUMAMiRY ANNUAL REPORT
STATEMENT OF ASSETS AND LIABILITIES DECEMBER 31, 1976
I
BEGINNING
OF YEAR
END OF
YEAR
ASSETS
Cash
Receivables
General Investments
Party-In-Interest Investments
Other Assets
TOTAL ASSETS CURRENT VALUE
Total Assets Book Value
$
3,461,214
5,618,322
109,740,199
2,938,008
20,749
121,778,492
123,633,147
$
1,971,804
3,962,665
124,596,129
4,347,285
696,820
135,574,703
134,200,214
I
The Seafarers Pension Trust, which provides for the creation of the Seafarers Pension
Fund, was established under the provisions of the Agreement and Declaration of Trust
of the Seafarers Welfare Plan, made as of July 1, 1950, between the Seafarers Inter
national Union of North America, Atlantic, Gulf, Lakes and Inland Waters District
and the signatory employers. This Trust was adopted by the Board of Trustees on
September 20, 1961 and commenced operations on October 1, 1961. Regulations formu
lated under the Seafarers Pension Trust provide for the establishment of monthly pen
sions a death benefit for employees for whom the Union is the collective bargaining
representative and who retire from employment in the American Merchant Marine, if
they meet specific requirements as to age and years of service.
Change in Fiscal Year End
LIABILITIES
Payables
Other Liabilities :
TOTAL LIABILITIES
NET ASSETS
Establishment and Purpose of Fund
I
I
I
43,608
67,145
110,753
$121,667,739
117,796
62,029
179,825
$135,394,878
At their meeting of May 5, 1976, the Trustees agreed to change the reporting year of
the Fund from a fiscal year ending March 31, to a calendar year ending December 31.
This report, therefore, covers the short period from April 1, 1976 to December 31,
1976.
Significant Accounting Policies
The statements have been prepared on the accrual basis of accounting and accordingly
reflect all material assets and liabilities at December 31,1976.
Investments are stated at cost. Gains and losses are recognized upon disposition.
Actuarial Report
STATEMENT OF INCOME, EXPENSES AND
CHANGES IN NET ASSETS
FOR PLAN YEAR ENDED DECEMBER 31, 1976
The consulting actuaries, in their most recent report estimated the unfunded past service
liability of the Pension Plan as of December 31, 1974 to total $100,817,000. The total
accrued liability at that time amounted to $208,342,000 and the annual current normal
cost was $7,990,000.
INCOME
Cash Contributions
Earnings From Investments
Net Realized Gain On Sale or Exchange of Assets
TOTAL INCOME
$ 10,968,615
5,844,973
213,520
17,027,108
EXPENSES
Benefit Payments Directly To Participants Or Their Beneficiaries. . .
Fees, Commissions and Insurance Premiums For
Pension Benefit Guaranty Corporation
Insurance Premiums For Fiduciary Insurance Other Than Bonding.. .
Salaries and Other Administrative Expenses
TOTAL EXPENSES
NET INCOME
Unrealized Appreciation of Assets
Net Increase In Assets
Net Assets At Beginning of Year
Net AsseLs At End of Year
5,778,067
133,222
8,892
608.932
6,529,113
10,497,995
3,229,144
13,727,139
121,667,739
$135,394,878
The actuary indicated that the annual contribution includes amortization of the un
funded past service liability. In addition. Great Lakes District companies contributed
$1.50 per man per day and Atlantic and Gulf companies contributed $1.67 per man per
day for funding prior service costs. The actuary stated that the Fund's net income is
the actural funding requirement.
NOTICE TO ALL PARTICIPANTS OF THE
SEAFARERS PENSION PLAN
Plan participants may obtain copies of the more detailed annual report fur a reasonable
charge, or may inspect it at the Plan Office without charge. The latest full annual report
includes a list of the assets held for investment and all other relevant financial informa
tion. To obtain a copy of the annual report, write to the Administrator asking for what
you want. The Administrator will state the charge for specific documents so that you
can find out the cost before ordering. The full report can be examined at the Plan Oftce
during normal business hours.
If you seek additional information write to:
Administrator
Seafarers Pension Plan
275 20th Street
Brooklyn, New York 11215
Cove Communicator Committee Aleutian Developer Committee
N.Y. Patrolman George Ripoll (seated left) writes out a dues.receipt on Nov. 3
for Chief Steward C.M. Modellas, secretary-reporter (seated center) of the
ST Cove Communicator (Cove Tankers). Also at the table is Engine Delegate
B. Jackson. The rest of the Ship's Committee and part of the crew are (stand
ing I. to r.): Deck Delegate H, Darrow; Recertified Bosun Ballard C. Browning,
ship's phairman; Cook and Baker Louis Gracia, steward delegate; Crew Messman H. Miranda and Saloon Messman Billy Mitchell. The ship paid off at the
Hess Oil Terminal, Perth Amboy, N. J.
Way up in Kodiak, Alaska at a payoff recently is the Ship's Committee of the
containership SS Aleutian Developer (Sea-Land). Standing left is Chief Stew
ard-Cook Gene Sibley, secretary-reporter. Seated (I. to r.) are: Chief Electri
cian Bobby Stearman, educational director; Deck Delegate Wilhelm Rettenbabacher; Recertified Bosun Charles "Chuck" Dawson, ship's chairman and
Engine Delegate William Knight.
December 1977 / LOG / 33
�Lundeberg Upgrading Schedule Thru 1978
Below is a complete list of all upgrading courses^ deep-sea, inland, and Great Lakes, offered at the Lundeberg School in Piney
Point, Md.Also included are the starting dates for these courses for the remainder ofl977and all of 1978.811} members should be
aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will publish in
advance any such changes.
Deck Department
Courses
Course IVame
Starting Dates
Jan. 19, 1978
March 2, 1978
April 17, 1978
May 25, 1978
July 6, 1978
Aug. 17, 1978
ABLE SEAMAN
QUARTERMASTER
None Presently Scheduled
TOWBOAT OPERATOR
(Western Rivers)
Feb. 20, 1978
March 10, 1978
May 29, 1978
June 16, 1978
TOWBOAT OPERATOR
(Inland Waters)
March 20, 1978
April 28, 1978
June 26, 1978
August 4, 1978
TOWBOAT OPERATOR
(Not More than 200 Miles
Offshore)
March 20, 1978
May 5, 1978
June 26, 1978
August 11, 1978
MATE & MASTER
Sept. 4, 1978
FIRST CLASS PILOT
None Presently Scheduled
LIFEBOATMAN
Starting Sept. 1, 1977,
Lif eboatman classes will
begin every two weeks right
through Dec. 21, 1978.
Steward Department
Courses
Course Name
Starting Dates
CHIEF STEWARD
Dec. 22, 1977
Feb. 7, 1978
March 23, 1978
May 4, 1978
June 15, 1978
July 27, 1978
Sept. 7, 1978
CHIEF COOK/TOWBOAT
COOK
Jan. 12, 1978
Feb. 23, 1978
April 6, 1978
May 18, 1978
June 29, 1978
Aug. 10, 1978
Sept. 21, 1978
COOK & BAKER
Starting Sept. 15, 1977,
Cook and Baker classes will
begin every two weeks until
Jan. 19, 1978. Then
starting Jan. 26,1978, the
classes will begin every two
weeks running right
through to Oct. 5, 1978
ASSISTANT COOK
Jan. 26, 1978
March 9, 1978
April 20, 1978
June 1, 1978
July 13, 1978
Aug. 24, 1978
Starting Sept. 1, 1977,
Tankernian classes will
begin every two weeks right
through Dec. 21, 1978.
TANKERMAN
Engine Department Courses
Course Name
Starting Dates
FIREMAN, OILER,
Jan. 5, 1978
WATERTENDER (FOWT)
April 13, 1978
June 22, 1978
July 20, 1978
Oct. 2, 1978
LIQUIFIED NATURAL
GAS (LNG)
Feb. 6, 1978
May 15, 1978
Aug. 21, 1978
MARINE ELECTRICAL
MAINTENANCE
April 10, 1978
PUMPROOM OPERATION
AND MAINTENANCE
Aug. 28, 1978
AUTOMATION
March 6, 1978
WELDING
Dec. 27, 1977
Feb. 6, 1978
March 6, 1978
April 17, 1978
May 15, 1978
June 12, 1978
July 24, 1978
Ausg. 21, 1978
Sept. 18, 1978
Qualified Member of the
Engine department (QM{1D)
Jan. 2, 1978
May 22, 1978
DIESEL ENGINEER
Jan. 16, 1978
July 24, 1978
MAINTENANCE OF
SHIPBOARD
REFRIGERATION SYSTEMS
May 22, 1978
For further information regarding the courses offered at the Lundeberg School, members should contact their local SW rep
resentative, or write to the Lundeberg School Vocational Education Department, Piney Point, Md. 20674.
COURSES ARE SUBJECT TO CHANGE WITHOUT NOTICE—
34 / LOG / December 1977
�Verner P. Andersen, 60, joined
the SIU in the port of New York in
1953 sailing as a chief pumpman.
Brother Andersen sailed 33 years.
He received a 1960 Union Personal
Safety Award for sailing aboard an
accident-free ship, the SS Seatrain.
A native of Denmark, he is a resi
dent of Bacliff, Tex.
Recertified Bosun Angeles Antoniou, 66, joined the SIU in 1947 in
the port of New York. Brother Antoniou sailed 36 years. He graduated
from the Bosuns Recertification Pro
gram in the May 1975 class. Seafarer
Antoniou was also on the picketline
in the 1965 Chicago beef. Born in
Greece, he is a resident of Hyde
Park, Mass.
Lloyd J. Cormier, 64, joined the
Union in Port Arthur in 1965 sailing
as cook for the Hawkins Towing Co.
from 1962 to 1964, Sabine Towing
from 1965 to 1975. He also sailed
with Dixie Carriers, Picton Towing,
National Marine Service and Caribe
Towing. Boatman Cormier is a vet
eran of the U.S. Army. He was born
in Sunset, La. and is a resident of
Port Arthur.
John C. Bokus, 71, joined the SIU
in the port of New York in 1953
sailing as an AB and ship's delegate.
Brother Bokus sailed 27 years. He
is a veteran of the post-World War I
U.S. Navy. Seafarer Bokus was born
in Pennsylvania and is a resident of
New York City, N.Y.
4
Samuel Case Jr., 52, joined the
SIU in 1947 in the port of New
Orleans sailing as a fireman-watertender. Brother Case sailed 33 years.
He is a veteran of the U.S. Navy in
World War II. Seafarer Case is also
a boilermaker. He was born in New
Orleans and is a resident there.
Thomas J. Dallas, 55, joined the
SIU in 1942 in the port of New York
sailing as a bosun mate. Brother
Dallas sailed 40 years. He sailed for
Delta Lines in 1953 and was on the
Delta Shoregang from 1975 to 1977.
He was born in South Carolina and
is a resident of Pearl River, La.
Marcus N. Evans, 65, joined the
SIU in 1947 in the port of Mobile
sailing as an OS. Brother Evans
sailed 31 years. He also sailed during
the Vietnam War. Seafarer Evans
was also a shiplitter and salesman.
A native of Ganer, Ala., he is a resi
dent of New Orleans.
Oscar E. Simi, 65, joined the
Union in the port of Detroit in 1960
sailing as a fireman-watertender for
Kinsman Marine in 1963 and for the
Buckeye, Reiss and Pioneer Steam
ship Cos., Brother Simi sailed 30
years. He was born in Brule, Wise.
Laker Simi is a resident of Wentworth. Wise.
miOHERS
Herman Miller, 65, joined the
SIU in the port of Baltimore in 1955
sailing in the steward department for
24 years. Brother Miller also sailed
during the Vietnam War. He was
born in Willisville, 111. and is a resi
dent of Baltimore. Seafarer Miller
says he'll continue in retirement his
diversions while at sea: cigars, pi
nochle, hearts, pool and ping pong.
He adds that during his voyages he
liked Hawaii "the best," Bremerhaven's swimming pools and Pakis
tan's new buildings.
Clarence P Wilson, 55, joined the
SIU in 1942 in the port of New Or
leans sailing as a bosun. Brother
Wilson was born in Alabama and is
a resident of Picayune, Miss.
Steven Kocak, 65, joined the
Union in the port of Detroit in 1960
sailing as a conveyorman. Kocak
sailed 49 years. He sailed for the
American Steamship Co. from 1964
to 1969 and for the Diamond Alkali
Co. from 1970 to 1974. Brother
Kocak is also a machine operator.
Born in Lorain, Ohio, he is a resident
of Toledo, Ohio.
Thomas S. Monaghan, 69, joined
the SIU in the port of Jacksonville
in 1963 sailing as a fireman-watertender. Brother Monaghan sailed 16
years. He is also a crane operator.
Born in Mississippi, he is a resident
of Jacksonville.
Morris Berlowitz, 65, joined the
SIU in 1947 in the port of New York
sailing in the steward department for
31 years. Brother Berlowitz was born
in Baltimore and is a resident of
Yokohama, Japan
Gregorio Reyes, 65, joined the
SIU in 1945 in the port of Phila
delphia sailing as a chief cook.
Brother Reyes walked the picketline
in the 1961 NY. Harbor beef and
the 1962 Robin Line strike. He was
born in Hamacao, P.R. and is a resi
dent of Walden, N.Y.
Emery J. Abshire, 63, joined the
Union in Port Arthur, Tex. in 1963
sailing as a deckhand on the Tugs
Hams, Mar and Ser from 1938 to
1941 and as mate, captain and pilot
on the Tug Hercules (Sabine Tow
ing) from 1941 to 1977. He was
born in Gaydon, La. and is a resi
dent of Port Arthur.
Charles C. Swain, 62, joined the
SIU in 1944 in the port of Phila
delphia sailing as a bosun. Brother
Swain sailed 35 years. He was on
the picketline in the 1962 Robin
Line beef. Born in North Carolina,
he is a resident of Rome, Ga.
Herbert E. Valdson, 65, joined the
SIU in the port of Philadelphia in
1963 sailing as a lireman-watertender and engineer Brother Valdson
sailed 31 years. He graduated from
the Union-MEBA District 2 Marine
Engineering School, Brooklyn, N.Y.
in 1966 graduating as a 3rd assistant
engineer. Seafarer Valdson was born
in Tartu, Estonia, USSR and is a
resident of St. Petersburg, Fla.
Peter B. Valentine, 61, joined the
SIU in the port of New Orleans in
1952 sailing as a bosun. Brother
Valentine sailed 40 years. He was
on the Delta I^ancs Shoregang from
1959 to 1977. Seafarer Valentine is
also a rigger. He is a veteran of the
U.S. Navy in World War II. Born in
New Orleans, he is a resident of
Metairie, La.
Whitten L. "Dong" Hammock,
50, joined the SIU in 1944 in the
port of New York sailing as a bosun
and ship's delegate. Brother Ham
mock sailed for 34 years and during
the Vietnam War. He hit the bricks
in the 1960 Greater N.Y. Harbor
strike. Seafarer Hammock is a vet
eran of the post-World War II U.S.
Marine Corps. Born in Atlanta, Ga.,
he is a resident of Brooklyn, N.Y.
Frank G= Van Dusen, 61, joined
the SIU in 1948 in the port of New
York sailing as an AB and in the
steward department. Brother Van
Dusen was also a ship's reporter in
1969. He was born in Michigan and
is a resident of Lowell, Mich.
Edward P. Malue, 65, joined the
SIU in the port of Philadelphia in
1967 sailing as a cable AB and as a
watchman for the Kinsman Marine ,
Steamship Co. in 1971. Brother
Malue sailed 35 years. He has been
a union member since 1949. A na
tive of Pittsburgh, Pa., he is a resi
dent of Houston.
Henry A. West Jr., 65, joined the
SIU in the port of Seattle in 1962
sailing as a fireman-watertender.
Brother West sailed 27 years. He is
a veteran of the U.S. Navy in World
War II. Born in St. Johns, New
foundland, Canada, he is a natural
ized U.S. citizen. Seafarer West is a
resident of Lynwood, Wash.
\
Benjamin E. Hayes Jr., 59, joined
the SIU in 1943 in the port of Nor
folk sailing as a bosun. Brother
Hayes sailed 35 years. He was born
in Virginia and is a resident of Hope
well, Va.
William H. S. Beadles, 56, joined"
the SIU in the port of New York in
1953 sailing as an AB and firemanwatertender. Brother Beadles sailed
28 years. He was born in Mayfield,
Ky. and is a resident of Seattle.
Je.ssie B. Voliva, 54, joined the
SIU in 1942 in the port of Mobile
sailing as an AB. Brother Voliva was
born in Columbia, N.C. and is a
resident of Edenton, N.C.
Burford E. W. Rogers Sr., 65,
joined the Union in Port Arthur in
1969 sailing as a tankerman, utilityman and higman for A. Schulman
Inc. from 1960 to 1967, Sabine
Towing from 1966 to 1968 and for
the Slade and Southern Towing Co.
from 1968 to 1977. Boatman Rogers
attended a Texas Inland Crew Con
ference at the Harry Lnndeberg
School of Seamanship, Piney Point,
Md. in April 1977. He was born in
Weldon, La. and is a resident of
Orange, Tex.
Decembb. 1977 / LOG / 35
�Warren E. IJIlie,
60, died of a heart
attack in Lake
Township, Mich, on
Oct. 14. Brother
Li Hie joined the
Union in the port of
Elberta, Mich, in
1953 sailing as an
oiler for the Ann Arbor (Midi.) Car
Ferries from 1950 to 1976. He also
sailed as a wiper on the SS H.L. White
(Reiss Steamship). Lillie sailed 26
years. Born in fJenzonia Township,
Mich., he was a resident of Thompsonville, Mich. Burial was in the Home
stead Township Cemetery, Benzie
County, Mich. Surviving is a brother,
Roy of Honor, Mich.
Ahmed AM
Ma.shrah, 50, died
in Yemen on May
25. Brother Mashrah joined the
Union in the port
of Detroit in I960
sailing as a firemanwatcrtender on the
CS Robinson (Steinbrenncr Steamship)
and aboard the SS Richard J. Reiss. He
was born in Arabia and was a natural
ized U.S. citizen. Seafarer Mashrah was
a resident of Youngslown, Ohio. Sur
viving arc his widow, Katebah; four
sons, Yahya of Yemen, Athman, Maged
and Saif; four daughters, Dola, Asia,
Sayedah and Weliah and a brother,
Nomean "Al" Mashrah of Bedford
Heights, Ohio.
Clarence C.
Flowers, 68, died
on Aug. 6. Brother
Flowers joined the
Union in the port of
Houston in 1957
:
sailing as a cook for
the G & H Towing
Co. from 1956 to
1965. He also worked as a roughneck
for the Navillus Oil Co. from 1952 to
1956. Boatman Flowers was born in
Texas and was a resident of Corpus
Christi, Tex. Surviving are his widow,
Ida and two daughters. Margaret and
Alta.
Pensioner Steve
La/ovich, 83 suc
cumbed to cancer in
St. Mary's Hospital,
Langhorne, Pa. on
Oct. 6. Brother
Lazovich joined the
Union in the port
of Philadelphia in
1961 sailing as a cook for Taylor and
Anderson from 1948 to 1952 and for
the Curtis Bay Towing Co. from 1953
to 1962. He was born in Austria and
was a resident of Fairless Heights, Pa.
Interment was in the North Cedar Hill
Cemetery, Philatlelphia. Surviving is a
cousin, Gus Lazarevich of Philadelphia.
Leslie W. Spicer died in San Fran
cisco on Sept. 28. Brother Spicer sailed
as a wiper aboard the SS Port mar (Calmar) from 1975 to 1976. He was a resi
dent of Wilmington, Calif.
36 / LOG / December 1977
Recertified Bosun
David H. "Red"
Berger, 56, diet! on
Nov. 21. Brother
Berger joined the
SIU in 1944 in the
port of Norfolk. He
graduated from the
Bosuns Recertifieation Program in April 1974. Seafarer
Berger sailed 34 years on Liberty ships
to supertankers. He walked the picketline in the 1946-47 Isthmian beef and
the 1965 District Council 37 strike.
Bosun Berger attended the HLS in
1971. He was a veteran of the U.S.
Coast Guard in World War H. Also, he
was an electrician. Born in Norfolk, he
was a resident of Chesapeake, Va. Sur
viving is a brother. Frerlerick of Chesa
peake.
Ivan A. Diiniiiig,
74, passed away on
Oct. 23. Brother
Durning joined the
SIU in 1947 in the
port of New Or
leans. He was born
in Louisiana and
was a resident of
New Philadelphia, Ohio. Surviving are
his widow, Fdora; a son, Ivan and a
daughter. Flora Jane.
Roy B. Evans,
54, died of a heart
attack in the Uni
versity of South
Alabama Medical
Center, Mobile on
Oct. 7. Brother
Evans joined the
SIU in the port of
New York in 1954 sailing as a bosun
for 26 years. Seafarer Evans was a
veteran of the U.S. Navy in World War
II. He was born in Alabama and was a
resident of Theodore, Ala. Burial was
in the Serenity Memorial Garden Ceme
tery, Mobile. Surviving are his widow,
Ruth of Harvey, La.; two sons, Michael
of Mobile and Larry of Irvington, Ala.
and a sister, Mrs. Catherine E. Roberts
of Mobile.
Pensioner and
Recertified Bosun
Leo .1. Ko/a, 57,
died of lung failure
in the Baltimore
USPHS Hospital on
Oct. I. Brother
K o z a joined the
SIU in 1945 in the
port of New York. He sailed 35 years
and was a graduate of the January 1974
Recertified Bosuns Program. Seafarer
Koza was a veteran of World War II.
A native of Lowell, Mass., he was a
resident of Baltimore. Interment was in
tile Oak Lawn Cemetery, Baltimore.
Surviving are his widow, Mary; a son,
Michael of Baltimore and a daughter,
Cynthia.
Pensioner Daniel
Webster flippy, 69,
died of heart and
lung failure in the
South Baltimore
(Md.) General Hos
pital on Oct. 24.
Brother Lippy joinA
ed the SIU in 1943
in the port of New York sailing as a
chief steward. He sailed for 36 years.
Seafarer Lippy was born in Baltimore
where he was a resident. Cremation
took place in the Green Crematory,
Baltimore. Surviving is a daughter, Mrs.
Laura G. Nickel of Baltimore.
Pensioner Arthur
J. "Art" Lomas, 70,
died of a heart at
tack in the West
chester County
Medical Center's
Grasslands Hospi
tal, Valhalla. N. Y.
on Sept. 18. Broth
er Lomas had a few days previously
sufTcred burns in an apartment house
fire in Bronxville, N.Y. where he had
lived for 25 years. He had been a regu
lar monthly contributor to SPAD since
1953, continuing even after his retire
ment in 1966. Seafarer l.omas joined
the SIU in 1943 in the port of New
York sailing as a chief steward. He
sailed for 38 years and was on the
picketline in the 1961 N.Y. Harbor
strike. Born in England, he was a nat
uralized U.S. citizen. Cremation took
place in the Washington Memorial Park
Crematorium, Coram, N.Y. His ashes
were committed to the deep North At
lantic off the SS Baltimore (Sea-Land)
on Oct. 4. Surviving are his widow,
Catherine and a daughter, Betty, both
of Pittsburgh, Pa.
Charles B.
Lynch, 81, passed
away in October.
Brother Lynch
joined the SIU in
1946 in the port of
Baltimore sailing as
a fircman-watcrtender. He sailed
for 46 years. Seafarer Lynch was a vet
eran of the U.S. Navy in World War I.
Born in Indiana, he was a resident of
Picayune, Miss. Surviving is his widow,
Maybelle.
Pensioner James
J. Kelly, 66, suc
cumbed to a cere
bral stroke in the
San Francisco
Community Con
valescence Hospital
on Sept. 24. Brother
Kelly joined the
SIU in 1941 in the port of New Orleans
sailing as a fireman-watertender and en
gine delegate. He sailed for 40 years.
Seafarer Kelly was also an auto me
chanic. Born in Bayonne, N.J., he was
a resident of San Francisco. Burial was
in the Holy Cross Cemetery, North
Arlington, N.J. Surviving is a brother,
Edward of Lyndhurst, N.J.
Clyde W. Carlton, 61, died on Nov.
15. Brother Carlton joined the Union
in the port of Norfolk in 1969 sailing
as a deckhand, chief cook and in the
engine room 20 years for the Allied
Towing Co.'s 77/g Cape Fear from 1967
to 1975, and for the Carolina Towing
Co. and Southern Carriers, i^oth in
1969. He was born in North Carolina
and was a resident of Wilmington, N.C.
Surviving are two sons, Andra and
Scotty and a sister-in-law, Mrs. George
Carlton of Wilmington.
William H. Padgett, 71, passed away
on Oct. 5. Brother Padgett joined the
SIU in the port of New Orleans in 1956
sailing as a Fireman-watertender. He
sailed 28 years and was a former mem
ber of the ISU in 1937. Seafarer Pad
gett hit the bricks in the Lykes Brothers
beef that year and helped to organize
the Isthmian Line, Machinists, and
Teamsters Union, - too. Ashore, he
worked as a well driller. Born in Vicksburg. Miss., he was a resident of New
Orleans. Surviving is his widow, Rosie.
Pensioner Pierson V. W. Marsh,
68, died of lung
failure in the Balti
more USPHS Hos
pital on Oct. 26.
Brother Marsh
joined the SIU in
the port of Balti
more in 1955 sailing in the steward de
partment for 20 years. He was also a
machinist. Seafarer Marsh was born in
Crisfield, Md. and was a resident of
Baltimore. Burial was in the Sunnyridge
Cemetery, Crisfield. Surviving are a son,
Bernard of Baltimore and four daugh
ters, Mrs. Geneva Y. Seitz of Baltimore,
Diana, Juanita and Cecilia.
Pensioner James
"Blackie" Martin,
71, died of a rup
tured blood vessel
in the Baltimore
USPHS Hospital on
Aug. 4. Brother
^ Martin joined the
SIU in 1938 in the
port of Baltimore sailing as a bosun. He
was born in Virginia and was a resi
dent of Baltimore. Interment was in
the Meadowridge Memorial Park Ceme
tery, Howard County, Md. Surviving is
his widow, Annie.
Pensioner Theo
dore Popa, 58, died
on Oct. 24. Brother
Popa joined the SIU
in 1946 in the port.
of Philadelphia sail
ing as a bosun. He
was a native and
resident of Cleve-.
land, Ohio. Surviving is his brother,
John of Philadelphia.
Pensioner Cyril
A. B. Scott, 65, died
on Oct. 6. Brother
Scott joined the SIU
in 1940 in the port •
of New York sailing
as a chief steward.
He sailed 49 years.
Seafarer Scott
walked the picketline in both the 1961
N.Y. Harbor beef and the 1962 Robin.
Line strike. Born in Jamaica, B.W.I., he
was a resident of Laurel ton, Oueens,
N.Y.C. Surviving arc his widow, Violet
and a daughter, Yvonne of Brooklyn
N.Y.
Joseph Fernandez, 75, passed away
in October. Brother Fernandez joined
the SIU in the port of New York in
1951 sailing in the steward department.
He was born in Portugal and was a resi
dent of New York City. Surviving are
his widow, Olivia, and a niece, Wilda
Knight.
Beg Your Pardon
Inadvertently we reported in
correctly in the October Log that
Brother Glen James had passed
away. We were happy to learn last
month that Seafarer James is very
much alive and well.
AB James now lives in the port
of New Orleans with his wife,
Gwendolyn.
We are sincerely sorry for the
mixup and truly apologize to
Brother James and his family for
any trouble or embarrassment we
.. may have caused them.
�John Widman
WUbertHyder
Romeo Dizon
Seafarer John
Widman, 2 4,
started sailing with
\the SIU in 1972
\ after graduating
\from the Harry
Lundeberg School.
He sailed as a messman and then re
turned to Piney
Point earlier this year for his oiler en
dorsement. He has earned his lifeboat,
firefighting, and cardio-pulmonary re
suscitation cards. Brother Widman was
born in Queens, N.Y. and lives in Cali
fornia. He ships out of the port of Wil
mington.
Seafarer Wilbert
Hyder, 50, has been
sailing with the SIU
since 1968. A mem
ber of the engine
department, he ob
tained his QMED
and welding en
dorsements at the
Harry Lundeberg
School in 1974. He Iws also earned his
lifeboat, firefighting and cardio-pulmo
nary resuscitation cards. Brother Hyder
was born in Missouri and lives in
California. He ships from the ports of
Houston and San Francisco.
Seafarer Romeo
Dizon, 37, has
sailed with the SIU
as a pumpman since
1971. He went to
the Harry Lunde
berg School in 1976
for his QMED en
dorsement as well
as his firefighting
and lifeboat tickets. Then during the
current "A" seniority program he
earned his cardio-pulmonary resuscita
tion card. Brother Dizon is a native of
the Philippines and makes his home in
San Francisco. He ships out of the port
of San Francisco.
Richard Gibbons
Timothy Teague
Fridtjof Steelreath
Seafarer Fridtjof
Steelreath, 49, be
gan shipping with
the SlU in 1970 as
an AB in the deck
department. In
1976, he received
his quartermaster
endorsement from
the Harry Lundeberg School in Finey Point. During the
current "A" seniority course he earned
his firefighting, lifeboat, and Basic
Cardiac Life Support tickets. A retiree
of the U.S. Air Force, Brother Steel
reath was born in Charlottesville, Va.
and now resides in Mobile, Ala. He
ships out of the ports of Mobile and
Houston.
Javan Cuirie
Seafarer Javan
Currie, 26, first
shipped out in 1972
as a messman after
completing the
trainee program at
the Harry Lundeberg School. He
later returned to
Piney Point in June
of this year to get his assistant cook
endorsement. He has received his life
boat, firefighting, and cardio-pulmonary tickets. Brother Currie was born
and raised in Jacksonville, Fla. where
he still lives and from where he ships
out. He plans to return to HLS for the
LNG course very soon.
Michael Moore
Seafarer Michael
Moore, 27, started
sailing with the SIU
in 1970 as a wiper
after graduating
from the Harry
Lundeberg School.
He received his life
boat ticket then
also. Earlier this
year he returned to Piney Point for his
FOWT endorsement. A member of the
steward department, he also has his
firefighting and cardio-pulmonary tick
ets which he obtained during the cur
rent "A" seniority program. Brother
Moore was born and raised in Brook
lyn, N.Y. where he still resides. He
ships out of the port of New York.
Seafarer Richard
Gibbons, 33, sails
as an AB, a rating
he attained at the
Harry Lundeberg
School. He joined
the Union in 1964.
— ^
He is the son of
•
I retired Chief Cook
•
i John G."Big Train"
Gibbons and the brother of Sea-Land
cook, John, Jr. Brother Gibbons has his
firefighting, lifeboat, and cardio-pulmo
nary resuscitation cards. He was born
in Brooklyn, N.Y. where he lives. He
ships out of the port of New York.
Seafarer Timothy
Teague, 22, began
shipping with the
SIU as a wiper
upon his graduation
from the Harry
Lundeberg School
in 1975. He re
turned to Piney
Point for his FOWT
endorsement in 1977. To his credit he
has his firefighting. lifeboat, and cardio
pulmonary resuscitation cards. Brother
Teague is a native and resident of
Dallas, Tex. and ships out from Texas
ports.
Samuel Witt
Seafarer Samuel
Witt, 27, has been
a member of the
SIU since 1969, the
year he graduated
from the Harry
Lundeberg School
Trainee Program.
In 1970, he upI graded to FOWT
there. He also has his firefighting, life
boat, and cardio-pulmonary resuscita
tion tickets. Brother Witt is a native and
resident of Brooklyn, N.Y. He ships
out of the port of New York.
Dispiilcliiirs Rcmrl fopMlakes
NOV. 1-30, 1977
Alpena
Buffalo
Cleveland
Detroit
Dulutfi
Frankfort
Chicago
Totals
*TOTAL REGISTERED
All Groups
Class A Class B Class C
...
1
1
30
0
0
2
1
0
0
0
3
1
0
0
1
1
0
0
3
TOTAL SHIPPED
All Groups
Class A Class B Class 0
DECK DEPARTMENT
6
14
0
1
6
7
26
14
10
6
6
1
5
4
59
47
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
2
0
2
3
0
0
2
9
4
2
2
8
8
2
5
31
1
1
2
1
2
0
1
8
0
1
I
0
1
0
1
4
0
0
0
1
0
1
1
3
2
2
2
14
1
0
3
24
0
0
2
1
0
1
0
4
1
2
0
0
3
0
1
7
0
0
0
1
0
0
0
1
1
1
0
3
0
3
1
9
1
0
0
1
0
0
0
2
0
0
0
0
2
0
0
2
2
2
6
22
4
0
0
36
15
3
11
19
5
3
1
57
14
13
0
16
12
1
1
57
100
71
70
ENGINE DEPARTMENT
Alpena
Buffalo
Cleveland
Detroit
Duluth
Frankfort
Chicago
Totals
1
2
2
0
0
0
0
4
1
7
0
0
0
1
0
1
1
3
8
0
1
14
4
1
2
30
15
0
2
4
3
3
2
29
STEWARD DEPARTMENT
Alpena
Buffalo
Cleveland
Detroit
Duluth
Frankfort
Chicago
Totals
0
1
0
2
2
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
19
0
2
17
5
0
2
43
0
2
2
6
0
0
2
12
2
0
0
6
1
2
2
13
4
0
0
1
2
1
1
9
ENTRY DEPARTMENT
Alpena
Buffalo
Cleveland
Detroit
uuluth
Frankfort
Chicago
Totals
0
1
0
1
Totals All Departments
77
54
18
102
85
13
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
Frank Castagna
Your wife, Joanne, asks that you
contact her at 3600 20th St., #301,
San Francisco, Calif. 94110.
Philip D'Amico
Please call the editor of the Log col
lect at (212) 499-6600, Ext. 242.
Joe L. Johnson
Your wife, Ruthie, asks that you con
tact her at 9943 Danter Ave., Oakland,
Calif. 94603.
Personals
Richard Janics
Gloria Calderon asks that you con
tact her at 24 Carolina, Yonkers, N.Y.
"Little" John Dunn and John Furr
Peter Earl Holman would like you
to write him at 2721 Mitchell Ave.,
Oroville, Calif, or call him collect at
(916) 533-1269. Important.
Thomas F. Maher
Your sister, Mrs. Florence Maher
Sexton, would like you to contact her
at 14 Zoranne Dr., East Northport,
N.Y. 11731.
Charles Scherhans
Mrs. W. S. Smith would like you to
contact her at 36 Kinloch Ave., Troy,
N.Y. 12180.
Tom Finch
Frank Grisson asks that you contact
him at 228 Loma, Garland, Tex. 75040,
or call 271-9077.
December 1977 / LOG / 37
�m
I
Have lloiiatcil iMINI or lUorc
To SPAII Since Bejilmiliiji of '77
The following Seafarers and other concerned individuals, 696 in all, have demonstrated an active interest in participating in political and
legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to
the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as
dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political
contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political
activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of
reprisal.) Thirty who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, nine
have contributed $300, one has given $400, and two $600. The LOG is running the SPAD Honor Rolls because the Union feels that in the
upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy of our report is filed with
the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.)
NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday
of the previous month.
Abadi,H.
Abobaker, F.
Acord, F.
Adams, P.
Adams, R.
Adams, W.
Adamson, R. R.
Adlum, M.
Air, R. N.
Alderson, S.
Algina, J.
All, A.
Allen, J.
Alhaj, Y.
Almullichi, A.
Alradi, M.
Alvarez, P.
Alvala, J.
Anders, T.
Andersen, R.
Anderson, A.
Anderson, A.
Anderson, R
Antici, M.
Aquiar, J.
Aquino, G.
Arle, J.
Aspseter, H.
Aumiller, R.
Avery, R.
Babola, E.
Babkowski, T.
Badgett, J.
Bakarich, P.
Barboza, G.
Barroga, A.
Barry, J.
Bartlett, J.
Bartlett, J.
Bartlinski, J.
Bauer, C.
Baum, A.
Beeching, M.
Bellinger, W.
Bennett, J.
Benoit, C.
Bensman, D.
Bentz,H.
Bergeria, J.
Bergloisd, B.
Berlin, R.
Bigelow, S.
Bishop, S.
Blair, B.
Blanco, M.
Bland, P.
Bland, W.
Bluitt, J.
Bobalek, W.
Boland, J.
Bonser, L.
Booker, M.
Borucki, J.
Botana, J.
Boudreaux, C.
Boiirgois, M.
Bousson, D.
Boyle, D.
Boync, D.
Bradley, E.
Brongh, E.
Brown, G.
Brown, 1.
Brown, S.
Cofone, W.
Colby, E.
Colier, L., HI
Conklin, K.
Conklin, K.
Conning, E.
$600 Honor Roll
Lilledahl, H.
Pomerlane, R
$400 Honor Roll
Manuel, R.
Ctinway, F.
$300 Honor Roll
Andersen, R.
Frounfelter, D.
Brooks, T.
Curtis, T.
Hall, P.
Quinter, 3.
Richburg, J.
Romolo, V.
Weaver, A.
$200 Honor Roll
Abas, I.
Aronica, A.
Bailey, J.
Bernstein, A.
Brand, H.
Cafefiato, W.
Castro, C.
Combs, W.
Drozak, F.
Ellis, P.
Faust, J.
Filippitti,L.
Gard, C.
Haggagi, A.
Jacobs, R.
Browne, G.
Browning, R.
Bryan, E.
Bryant, B.
Bryant, T.
Bucci, P.
Buczynski, J.
Buffa, A.
Bullock, R.
Burke, T.
Burnette, P.
Bursey, H.
Butts, B.
Kerngood, M.
Kozicki,R.
Kudults, K.
McFarland,D.
Moore, A.
Musaid, A.
Pow, J.
Byrd, J.
Byrne, W.
Caccam, F.
Caffey,J.
Caga, L.
Cahill,J.
Callahan, J.
Camaian, A.
Camarillo, F.
Campbell, A.
Campbell, A.
Campbell, A.
Campbell, A.
Pulliam, J.
Rosenthal, M.
Sanchez, R.
Seibel,E.
Shields, J.
Sholar, E.
Stephens, C.
Stewart, E.
Campbell, J.
Campbell, W.
Carbone, V.
Carr, J.
Cataldo, J.
Cavanaugh, J,
Cclgina, J.
Cheshire, J.
Cinquemano, A.
Cisiecki, J.
Clark, R.
Cleaver, V.
Coamer, M.
SEAFARERS POLITICAL ACTIVITY DONATION
(SPAD)
675 FOURTH AVENUE
BROOKLYN, H.Y. 11232
Date.
S.S. No.
Contributor's Name.
Book No.
Address.
City .
.State.
.Zip Code
I acknowledge and understand that SPAD is a separate segregated fund established and administered
by my Union to engage in political activities and to make contributions and expenditures for candidates
seeking political office and solicits and accepts only voluntary contributions, and I have the right to
refuse to make any contribution without fear of reprisai. I may contribute such amount as I may volun
tarily determine and I herewith contribute the sum of $
. This contribution constitutes my
voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A
copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from
the Federal Election Commission, Washington, D.C.
Signature of Solicitor
Solicitor's No.
1977
Port
<v
Cookmans, R.
Corfez, E.
Cosfa, F.
Costango, G.
Costello, M.
Cousins, W.
Cowcn, T.
Coyle, P.
Cresci, M.
Cross, M.
Cruz, A.
Cruz, F.
Cunningham, W.
Curry, M.
Da Silva, M.
Dalman, G.
Dammeyer, C.
Danzey, T.
Daradise, R.
Harden, J.
Dauocol, F.
Daves, C.
Davidson, W.
Davies, R.
Davis, F.
Davis, J.
Davis, J.
Davis, L.
Davis, S.
Davison, J.
Debarrios, M.
Dechamp, A.
Delaney, D.
Delgado, J.
Delrio, J.
Demetrios, J.
Denmark, H.
Dembach, J.
Deymain, S.
Diav^ R.
Dickey, K.
Diercks, J.
DiGiorgio, 3„
Dillings, L.
DiPreta, J.
Dixon, J.
Doak, W.
Dolgen, D.
Domenico, J.
Domingo, G.
Donovan, P.
Downon, P.
Drebin, L.
Drozak,?. |
Dmiy, C,
Diyden, J.
Ducote, A.
Ducote, C.
Dudley, K.
Duffe, T.
Dukcl, P.
DuPaola, R.
Durden, D.
Dwyer, 3.
Dyer, A.
Edmon. F.
Edmonds, F.
Ellis, F.
Eschukor, W.
Escobar, C.
Evans, M.
Fagan, W.
Fain, G.
Falcon, A.
Fanning, R.
Famen, F.
Farrell, C.
Fay, J.
Ferguen, M.
Fergus, S.
Fester, M.
Fgrshee, R.
Figueroa, P.
Firshing,W.
Fischer, H.
Fiune, V.
Fletcher, B.
Fletcher, F.
Florous, C.
Foley, P.
Forgeron, L.
Forslono, L.
Fosberg, W.
Fox, P.
Frances, H.
Franco, P.
Francum, C»
Frank, S., Jr.
Franklin, R.
Frederickson, E.
Fuller, G.
Furr, J.
Furukawa, H.
Gallagher, C.
Gallagher, L.
Gallegos, P.
Galliam, R.
Gann,T.
Ganthier, C.
Garcia, R.
Gardner, E.
Gaston, T.
Gavin, J.
Gentile, C.
Gimbert, R.
Glidewell,T.
Goff, W.
Goldberg, J.
Golder, J.
Gonzalez, J.
Gooding, H.
Goodspeed, J.
Gorbea, R.
Gosse, F.
Graham, E.
Graham, R.
Green, A.
Greene, H.
Grepo, P.
Grima, V.
Gross, G.
Guarino, L.
Guillen, A.
Hackenberg, D.
Hagerty, C.
Hale, E.
HaU,J.
Hall,K.
Hall, L.
Hall,M.
Hall,W.
Hannibal, R.
HarUdstad,V.
Hart, R.
Harris, E.
Harris, W.
Harris, W.
Haskins, A.
Hatton, M.
Haof,M.
Haynes, B.
Heimal, W.
Hendriclm, C.
Heniken, E.
Heroux, A.
Hersey, G.
Hess, R.
Hidalgo, M.
Hill, G.
Hines, L.
Hincs,T.
Holmes, W.
Homas, D.
Homayonpour, M.
Hooker, G.
Horn, F.
Howse, A.
Hunter, W.
Hurley, M.
Hussain, A.
Hutchins, E.
lovino, L.
Iverson, J.
iTvaski, M.
Jackson, J.
Jansson, S. , ^ ^
Japper, J.
Jaslin,L.
Jimeny, C.
38 / LOG / December 1977
J
�>'
JcAnson, C.
Johnson, D.
Johnson, R.
Johnson, R.
Johnsted, R., Jr.
Jones, C.
Jones, R.
Jones, T.
Jones, W.
Jorge, J.
Joseph, E.
Juhasz, S.
Kahllo, R.
KarIak,W.
Kasfina, T.
Kauffman, R.
Keller, D.
Kelley, E.
Kelly, J.
Kcndricks, D.
Kenny, L.
Keough,'J.
Kerr, R.
Ketchbad, D.
Kimbrough, W.
King, J.
Kingsley, J.
Kirsch, J.
Kitchens, B.
Kizzire, C.
Klavand, S.
Klein, A.
Knufsen, E.
Koflowitch, W.
Kool, J.
Kouvardas, J.
Kramer, M.
Kwiatek, G.
Kydd,D.
Lambert, H.
Lang, R.
Lankford, J.
Larkin, J.
Lasater, T.
Lawrence, L.
Lawrence, R.
Lawrence, W.
Lee, H.
Lee, K.
Legg, J.
Lelonek, L.
Lennon, J.
Lent, D.
Leo, E.
Lesnansky, A.
Lewis, L.
Libby, H.
Liles, T.
Lindsay, G.
Lindsey, H,
Logue, J.
Loleas, P.
Lomas, A.
Lombardo, J.
Long, F.
Lundberg, J.
Lynch, C.
Lyness, J.
MacFadden, M.
Maclnnes, K.
Magruder, W.
Maldonado, M.
Malesskey, G.
Mana, A.
Manafe, D.
Manen, J.
Manry, L.
Mansoob, A.
Marchaj, R.
Martin, T.
Martinez, L. ,
Martinussen, C.
Mattioli, G.
Maxnell, B.
•cc€;ccc
McAvay, J.
Silva, J.
Underwood, G.
McCarthy, L.
Silva, M.
Vanluyn, W.
McCartney, G.
Silverstein, H.
Vasquez, J.
McCartney, K.
Simpson, S.
Velandra, D.
Pool, D.
McCaskey, E.
San Fillippo, J.
Singleton, R.
Velazsuel,
W.
Porter, B.
Reading, T.
McClinton, J.
Robinson, W.
Sanchez, M.
Sirignano, F.
Velez, R.
Powe, P.
Reck, L.
McCorvey, D.
Rodgers, J.
Santana, E.
Smith, L.
Vick,J.
Praza, L.
Reed, A.
Rodriguez, F.
McCullough, L.
Santos, M.
Smith, T.
Viles, J.
Prentice, R.
Reinosa, J.
Rodriguez, R.
McElroy, E.
Schatz, G.
Smith, W.
Villanova, A.
Pretare, G.
Reiter, J.
Rondo, C.
McGeorghegan, F.
Schneider, H.
Snell, F.
Volluz, D.
Prevas, P.
Reyes, M.
McGunnigah, E.
Roshid, M.
Schov, T.
Snellgrove, L.
Vorchak, J.
Price, R.
Rhoades, G.
Ross, J.
Mcllearney, B.
Schuffels, P.
Snyder, J.
Vukmir, G.
Primero, F.
Richoux, J.
Roubek, J.
McKay, D.
Scott, C.
Somerville, G.
Walker, F.
Prirette, W.
Riddle, D.
Roy, B.
McMahon, T.
Scully, J.
Soresi, T.
Walker, T.
Prott, T.
Ries, C.
Royal, F.
McMillion, W.
Seabron, S.
Sovich, C.
Wallace, E.
Pulver, E.
Riley, E.
McNabb, J.
Rudnicki, A.
Seagord, E.
Spencer, G.
Washington, E.
Purgvee, A.
Rios, R.
Rii.sh, R.
McNally, M.
Selzcr, R.
Spencer, H.
Webb, J.
Quinnonez, R.
Ripoll, G.
Rusheed, J.
McNeely, J.
Sclzcr, S.
Stancaugr, R.
Weber, J.
Quinones, J.
Rivera, H.
Meaden, G.
Ruzyski, S.
Scpulveda, P.
Stankiewicz, A.
West, D.
Quintella, J.
Roades, O.
Sacco, J.
Melicrt, R.
Serall, R.
Stanton, W.
Westbrook, A. L.
Quirk, J.
Roberts, C.
Sacco, M.
Meoder, H.
Shabian, A.
Stearns, B.
Westerholm, G.
Raineri, F.
Roberts, H.
Saeed, S.
Mendez, A.
Shelley, S.
Stevens, W.
White, J.
Ramos, J.
Roberts, J.
Salanon, G.
Mesford, H.
Shellubrad, R.
Strand, J.
White, K.
Rankin, J.
Robertson, T.
Salazar, 11.
Mielsem, K.
Shelton, J.
Stubhlefield, P.
White, R.
Rattray, W.
Robinson, J.
Saleh, H.
Miller, D.
Sigler, M.
Stubbleflrd, B.
Whitnier, A.
Mollard, C.
Sulaiman, A.
Whitsitt, M.
Mongelli, F.
Sullins, F.
Widman, J.
Monteton, H.
Sumroll, N.
Wilburn, R.
Moody, O., Jr.
Surrick, R.
Wilisch, E.
.
Mooney, E.
Swiderski, J.
Williams, L.
Moore, L.
Tanner, C.
Williams, R.
Morgan, J.
Taylor, F.
Williams, S.
Morris, W.
Taylor, J.
Wilms, T.
Morrison, J,
Telegadas, G.
Wilson, C.
Mortensen, O.
Terpe, K.
Wilson, D.
Mosley, W.
Theis.s, R.
Wilson, J.
Muniz, W.
Thomas, J.
Winder, R.
Munsie, J.
Thompson, F.
Wingfield,P.
Murray, G.
Thompson, L.
Wolf, P.
Murray, J.
Tillman, W.
Wood, C.
Murray, M.
Tobin, G.
Woodhouse, A.
Murray, R.
Tobio, J.
Woody, J.
Myers, H.
Toluison, R.
Wooten, H.
Mynes, A.
Towsigmarf, A.
Worley, M.
At a New York payoff recently are tfie Sfiip's Committee and a couple of
Myrex, L.
Troy, S.
Worster, R.
crewmembers of ttie ST Zapata Patriot (Zapata Bulk). The ship had just de
Nagib, S.
Truenski, C.
Varmola, J.
livered
U.S. Strategic Petroleum Reserve crude oil to a salt dome near Baton
Naji, A.
Tsminrx, L.
Yelland, B.
Rouge, La. for the Military Sealift Command. Standing (I. to r.) are: Deck
Napoli, F.
Turay, C.
Young, R.
Delegate Salvadore Cordero; Steward Utility James Gladney; Steward Dele
Nash, W.
Turner, B.
Zalusky, S.
gate Mack Ward; Engine Delegate Paul Lattik; Educational Director Jerry
Nauarre, T.
Turner,
L.
Zalusky, T.
Boyer, and Recertified Bosun Burt Hanback, ship's chairman. Seated (I. to r.)
Neffe, J.
Tuttle,
M.
Zeaglcr, S.
are: Chief Steward-Cook D. E. Edwards, secretary-reporter, and EngineNielsen, R.
Ulrich,H.
Ziegadhagen, J.
Deck Utility J. K. Oberson.
Novak, A.
Nuckols, B.
O'Brien, E.
O'Brien, T.
O'Donnell, J.
Olds, T.
Olson, F.
Omar, Y.
Orsini, D.
Pacheco, E.
Paderes, P.
Paladino, F.
Papuchis, S.
Paradise, L.
Parnell, J.
Paschal, R.
Patterson, D.
Patton, S.
Paulovich, J.
Payle, M.
Pecquex, F.
Penrose, K.
Penry, R.
Peralta, R. L.
Perez, J.
Perez, L.
Periora, J.
Peth, C.
Phillips, D. 1;
With the sea pictured in the background, the SLMR'S Committee of the SS Delta St/d (Delta Line) gather for a photo in the
Picczonetti, M. ^
port
of New Orleans recently. They are (I. to r.): "Steward Delegate Albert Blazio; Deck Delegate William King; Recerti
Piper, K.'
fied
Bosun
Claude Bankstpn, ship's chairman; Engine Delegate T. L Moss; Educational Director U.S. Weems, and Chief
Pollard, G.
Steward Edwin Vieria, secretary-reporter.
SPAD Honor Roll
Zapata Patriot Committee
Delta Sud Committee
December 1977 / LOG / 39
�Xr
V. xxxx:x.x/xx r rr r r r xxx r r
mmMmMMmmmKmmimmmmmmMmmmmmKm
teetinas
The Yuletide Spirit Everydoy for a Better, Happier Life for Everyone
What Merry Christmas Day Meant to pressure
a Unionist
of mankind's great longing
The Log has been telling the
story of American maritime un
ions as recounted in newspapers
of the day and in other material
gathered by the Seafarers Histori
cal Research Department.
At this holiday season it is es
pecially appropriate to reprint an
article on Christmas that was writ
ten by Victor A. Olander. He was
a famous Chicago labor leader,
associate of Andrew Furuseth,
and one of those who helped to
write and enact the Seamens Act
of 1915, the "Magna Carta" for
American seamen.
Olander was a Lakes seaman
who became a vice president of
the International Seamens Union
in 1902; general secretary of the
Lakes Seamens Union in 1909,
and in 1925' secretary-treasurer of
the International Seamens Union.
He died in 1949.
This article, which is updated,
was probably written in the early
1920s. It is from the Victor
Olander Collection at the Univer
sity of Illinois, Chicago campus.
in the universal greeting, "Merry
Christmas?"
Nineteen centuries ago, when the
event took place which the day cele
brates, the status of the laborer was
mainly that of a slave.
Religious liberty was practically
unknown. Political freedom was
merely a dream. Slavery was the pre
vailing condition in industry and
commerce.
The society of the time was essen
tially autocratic—autocratic in re
ligion, autocratic in government,
autocratic in industry.
Into the world as it then was came
the humble Carpenter of Nazareth
preaching the equality of man—
teaching that all men are the children
of one loving Deity. It was the doc
trine of the universal Fatherhood of
God and Brotherhood of Man!
The effect was inevitable. If men
are brothers—that is to say, equals
—in the sight of the Creator, they
surely have a right to equality before
man!
The parable of the leaven, which
was placed in three measures of meal
and leavened the whole, may be ap
plied to the events which followed.
I
The new concept—the democratic
ideal of equality—entered upon the
religious field and slowly, painfully,
transformed it until religious thought
recognized mankind as brethren.
Centuries passed in that struggle
but the great truth could not be ob
scured. It was the beginning of the
abolition of slavery.
II
The concept of brotherhood—
equality—as the right relationship
between all men then entered the
political field. Another struggle of
centuries followed.
Again, slowly, painfully, some
times even with war and revolution,
but steadily and surely the great ideal
of human equality established itself,
until the time has come when, in
many centuries, the ballot—the vote
—is of exactly equal value whether
cast by the richest and most powerful
of men or by the poorest and hum
blest of women!
The ideal of men as brothers still
presses onward. The leaven con
tinues to work.
III
Industry is feeling the irresistible
MERRY CHRISTAMS!
The Interpretation of a
Trade Unionist
By Victor A. Olander
Christmas Day! The wonder-day
of the year! A day when the thunder
and swirl of the market place is
silenced and the merciless round of
buying and selling—of making and
taking—ceases, and humanity finds
its true nature as men discover the
secret of happiness for themselves by
giving happiness to others!
For a day, at least, we have a
foretaste of that time when all men
shall be friends. The vision of the
poet is prophetic:
"I dreamed in a dream I saw a city
invincible to the attacks of the
whole of the rest of the earth;
I dreamed that it was the new City
of Friends;
Nothing was greater there than the
quality of robust love—^it led the
rest;
It was seen every hour in the actions
of the men of that city,
And in all their looks and words."
What is the significance of Christ
mas for the toiling masses? To what
extent does it represent progress for
the common people?
Why should it be a day of rejoic
ing, a day of happiness, a joyful day
on which all the Western world joins
Drawing by H.R. Robcrtaon-Chiutmas on the Wave
for freedom and equality.
The ideal of brotherhood has en
tered into the market place, thus in
vading factories, shops, mines, trans
portation system and all the myriad
places where men labor to Jove.
The trade unions in which men
combine for mutual aid and to secure
improved conditions of life and
labor, are the expression of the ideal
which seeks to raise all mankind to
a higher, a better and a finer life.
Remember the words of the Nazarene: "I am come that they might
have life, and that they might have it
more abundantly." Where and when?
Why, here, right here, where we cele
brate Christmas. Now! For we are
taught to pray: "Thy kingdom come;
Thy will be done in earth as it is in
heaven."
The man who joins in union with
his fellows in an effort to make life
better and happier for himself, his
comrades and Aeir wives and chil
dren, is giving expression to the great
prayer by his very acts.
Human equality — the Brother
hood of Man—will be obtainable
only when poverty is abolished.
He who fights against that great
evil strikes at hell itself, and is surely
living the right life, no matter what
notions he may have concerning re
ligious dogmas.
The command "Love one an
other," which we are told is the
"Great Commandment," means
"Help one another."
That is what the trade unionist be
lieves in doing—not merely in giving
a basket of food to some povertystricken family at Christmas time,
but in seeking to so change condi
tions that every family will have
enough every day.
The trade unionist stands for real
equality—for good life for everybody
—for freedom for everybody—^for
happiness for everybody—for a true
brotherhood—every day in the year.
That is the goal towards which our
labor movement is striving.
As a nation we shall attain that
ideal when our people generally learn
to apply the Christmas spirit—the
impulse to make others happy—
every day in every year, just as they
now do one day each year.
"He who joy would win must
^
share it.
Happiness was born a twin."
We work and hope and wait for
the time when every day shall be like
Christmas Day. Our great labor
movement will, therefore, go onward:
"Till ringing, singing on its way.
The world revolves from night to day,
A voice, a chime,
A chant sublime
Of peace on earth, good will to men!"
Merry Christmas to all!
�
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
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Paul Hall Maritime Library Microfilm 1939-1993
Publisher
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Seafarers International Union of North America
Dublin Core
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Title
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December 1977
Description
An account of the resource
HEADLINES
1ST HIGHER ST. LAWRENCE SEAWAY TOLLS MENACE SYSTEM
MTD CONVENTION URGES: BREAK BIG OIL’S TRANSPORTATION MONOPOLY
MTD CONFAB ACTS ON RUNAWAYS, V.I.’S, CARGO EQUITY, SAFETY
HUMPHREY, ON PHONE, ‘LABOR CONSCIENCE OF POLITICS’
AFL-CIO CONFAB BIDS CONGRESS AID MARITIME
MONDALE TO AFL-CIO: LABOR-WHITE HOUSE COOPERATING
ILA STRIKERS VOTE TO END 60-DAY BEEF AGAINST CONTAINERSHIPS
PRESIDENTS’ OFFSHORE GROUP MEET ON CONTRACT
AT CONFAB, BROWN SAYS EDUCATION IS KEY TO SURVIVAL OF U.S. FLEET
UNITED STEELWORKERS ORE MINERS’ STRIKE NEARS END
SEAFARERS MAN CAPRICORN
3 NEWLY ACQUIRED BOATS
PORT AGENTS, PATROLMEN SWEEP SHIPDOCKING
COMPANIES ON THE EAST COAST IN DRIVE
ATLANTIC COAST BOATMEN TAKE BIG STEP
FORWARD AT SHIPDOCKING CONFERENCE
COMMUNICATIONS IS CONFERENCE THEME
TANKERMAN KILLED AS BARGE EXPLODES; TWO SAVED
BRING THE BIG OIL COMPANIES INTO LINE
ON GREAT LAKES RUN FROM TOLEDO, M/V RICHARD J. REISS UNLOADS COAL AT STEEL PLANT
‘SANTA CLAUS’ BLANCQ CARRIED WIDE RANGE OF ITEMS
SEN. INOUYE WARNS ABOUT STATE OF U.S. MERCHANT MARINE
AT MTD CONFAB, SEN. GRAVEL BACKS LOWER INLAND USER TOLLS
KIRKLAND PLEDGES LABOR’S SUPPORT FOR U.S. MARITIME INDUSTRY
MURPHY: PUBLIC MUST LEARN MARITIME’S ROLE IN ECONOMY, DEFENSE
‘FLAGS OF CONVENIENCE’ SHIPS TAKE HIGH TOLL AT SEA
AFL-CIO PRESSES DON’T BUY BOYCOTTS NATIONWIDE
RETIRED LAKER PESENAK TURNS TIN CANS INTO MINIATURE FURNITURE
COST-OF-LIVING ADJUSTMENT UPS SCALE 2 PERCENT
WHAT MERRY CHRISTMAS DAY MEANT TO A UNIONIST
MERRY CHRISTMAS! THE INTERPRETATION OF A TRADE UNIONIST
Creator
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Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
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Seafarers International Union of North America
Date
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12/1/1977
Format
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Newsprint
Type
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Text
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Vol. 39, No. 12
1977
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/2141d0a9485eb44b27db38ade595fb9f.PDF
66ac96d2012d6b187a0325b4cc3a95dd
PDF Text
Text
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�New Owner to Fit Out SO-Job Atkinson
Ann Arbor Railroad Car Ferries Mark 85th Year
(On^Oct. J the Michigan Inter
state Railway Co. took over opera
tion of the SIU-contracted Ann
Arbor car ferries. In the following
article, we are providing our mem
bers with a brief history of the Ann
Arbor Railroad as well as the present
status of the car ferries and their
crews.}
ferries belonged to a company with a
colorful past.
The Ann Arbor Railroad Co. has
gone bankrupt and changed hands more
often than most people can count. It
began in 1893 when the company is
sued its first annual report, naming
Wellington R. Burt as its first president.
This month marks the 85th anniver
sary of the maiden voyage of the Ann
Arbor Railroad Co.'s first car ferry. On
Nov. 24, 1892, a wooden car ferry left
the port of Frankfort, Mich., carrying
four railroad carloads of coal. This was
the first time railroad cars were trans-
In the 1920s the Ann Arbor Railroad
was purchased by the Wabash Railroad.
The company filed for and remained
in a state of bankruptcy from 1931 to
1942—and that wasn't the first time.
In 1963, the Detroit, Toledo and
Ironton Co. took over ownership of the
Ann Arbor line and the railroad de
clared bankruptcy again in 1973.
This time, under the Railroad Re
organization Act of 1973, the line was
acquired by the state of Michigan and
subsidized with state and Federal funds.
In 1976, ConRail became the railroad's
operator. ConRail is n quasi-Govern
mental organization handling freight
rail lines. It was responsible for 70 per
cent of the railroad's operating costs,
with the state of Michigan pledged to
provide the additional 30 per cent.
On Oct. 1, 1977, ownership of the
car ferries officially changed hands one
more time. On that date, the Michigan
Interstate Railway Co. (MIRC) took
over operation of the railroad and its
two car ferries, the Viking and the
Atkinson.
ATLAK
ported over a substantial body of water.
The historic, inaugural run was not all
smooth sailing, however. The ferry ran
aground its first time out.
The SlU-contracted M/V Viking
and the M/V Arthur K. Atkinson
weren't part of the original fleet of
wooden car ferries. The Viking has
been running since 1925 and the At
kinson, which has been laid up for the
last four years, dates from 1917. Both
the wooden antiques and today's car
Purchased by Waba.sh
HP A
Paul Hall
u
U
Security in Education
It ranks in importance and potential with some of the great breakthroughs
that the SIU has achieved for this membership. Breakthroughs such as the
establishment years ago of our welfare, pension and vacation plans.
It involves our School in Piney Point. This month, the American Council
on Education studied the Lundeberg Schoors upgrading program. The
Council decided that nine of the upgrading courses—ranging from FOWT
to Towboat Operator—were good enough to qualify for college credit. In
other words, anyone who takes one of these nine courses can get anywhere
from six to 1 8 credits toward a college degree in marine science. (Complete
details can be found in a special four-page centerfold supplement in this
issue.)
I compare the accreditation of these courses to such landmarks as the
establishment of our benefit plans because I believe it represents essentially
the same thing for SIU members. And that is security.
Consider this. Thirty years agd~our members were manning mostly Liberty
ships and tramp freighters. We were a young organization fighting for sur
vival. We wanted respect on the job and respect in our communities. More
than that, we wanted to make the kind of money that would allow us to live
respectably in this society.
Each time we established one of our plans and made it work, we were one
step closer to reaching these goals—one step closer to achieving a security
we never before enjoyed.
I believe that with the constant improvement in our plans and wages, we
have long since achieved these early goals. Seafaring is a respected profession
today. And our wages and benefit.s are comparable to that of any unionized
worker in the country.
MIRC signed agreements with the
SIU and other unions affected by the
transfer, insuring that the SIU crews
would keep their jobs on the vessels.
MlRC's stated intention is to take
both the car ferries and the parent rail
company and make them earn a profit.
They plan to use Government subsidies
to upgrade the line and to promote
freight traffic on it.
The newly-organized company also
plans to put the Atkinson back into
service. The ship has been laid up in
need of repairs since 1973. A spokes
man for MIRC said the car ferry con
tinues to be laid-up because, "the states
of Michigan and Wisconsin are still ne
gotiating for funds to repair it."
The Viking runs between Frankfort,
Mich, and ports in Wisconsin.
The fight to save the car ferries has
been a long one. Everyone involved is
hoping MIRC will succeed where the
Ann Arbor's previous owners failed
and keep the operation afloat.
50 More Jobs
When the Atkinson fits out it will
mean close to 50 SIU jobs, according
to Detroit Port Agent Jack Bluitt. There
are 28 on-vessel jobs. But, since the
work schedule calls for 20 days on,
10 days off, more men will be needed
to fill in for those who are off duty.
Under the ownership transfer the
38-man crew of the Viking was given
the choice of going with MIRC or "re
tiring" with guaranteed full wage and
fringe benefits from ConRail. This op
tion is provided for under Title V of
the Railroad Reorganization Act. It_
exists because of the difficulty of re
training and relocating men in certain
job categories.
A 2% Cost of Living Adjustment
will become effective on December
16, 1977 on all vessels signatory to
the Standard Tanker & Freightship
Agreements.
The 2% increase shall be applied
to the monthly base wages. Premium
Overtime Rates, Overtime Rates, for
work performed in excess of eight
hours, Monday through Friday and
on the Penalty Rates for work per
formed on the watch below, Monday
through Friday.
The 2% increase shall also be ap
plied to the vacation pay.
The increase as applied to the va
rious ratings will be printed in detail
in the next issue of the Log.
4
2% COL Hike
In Deep-Sea
Contract
However, we must face the fact that we are no longer working in the
maritime industry of 30 years ago. Today, we are manning super automated
cargo vessels 10 times the capacity of the old Liberties and at three and a
half times the speed. We are manning supertankers that can hold the entire
cargo of an old T-2 in just one tank and at double the speed. And we are
manning these vessels in most cases with less people.
In addition, we should realize that the struggle to maintain both our job
structure and the level of income we have achieved is only a part of our
present-day job. We must also prepare for the inevitable changes in our
industry 10, 20 and 30 years from now if we expect to be around when that
day comes.
In this regard, I firmly believe that the key io success of this organization
in the future is through education. And for SIU members education means
the Lundeberg School.
This is why I feel the accreditation of our most important upgrading
courses for college credit by the American Council on Education is so mean
ingful to us. It marks the coming of age of our School—a School that is not
even 10 years old—a School that was literally built with the sweat and desire
of SIU members.
If you remember, the Lundeberg School started out strictly as a vocational
facility for deep sea members. The first course we held there was lifeboat
training. Since then, the School has grown to the point where all SIU members
—whether deep-sea, inland or Lakes—can go there and upgrade to the top
job in their respective departments.
The School has also developed an academic program to help our members
prepare for Coast Guard exams. And if they wish, there is a program that
leads to a high school equivalency diploma.
What I'm getting at is this. The level of security we achieve and maintain
in the future depends on our ability to educate ourselves.
Education will provide us with the means to learn the changing skills of
a changing job in a rapidly changing industry.
Education will enable us to recognize the social, economic and political
problems that face our Union and our industry. And education will show us
the way to cope with these problems.
I believe that the mark of a good organization is the ability to accomplish
the things necessary to survive. In the past, we survived only by action at the
point of production—strikes, fights and brawls. These things, however, will
no longer make it. Today, and in the future, we must use the means provided
by education to survive and prosper.
In brief. Brothers, education is our future. It is our security.
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave. Brooklvn NY
11232. Publ shed monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 11, November 1977.
''
i • •
2 / LOG / November 1977
�t -9
r
Chofffcs Their Smokescreen Helped Defeat Corgo Etfuify Bill
,i
Hall Assails Oil Biggies as Foes of U.S. Seopower
SIU President Paul Hall delivered a
hard-hitting speech before a jointly
sponsored Navy League-National Mar
itime Council Symposium in Detroit,
Mich, on Nov. 3. In it he scored the
multinational oil companies as "the
most consistent and vicious opponents
of efforts to strengthen the United States
merchant marine and thus U.S. seapower."
President Hall discussed the reasons
for failure of the oil cargo preference
bill, defeated by Congress in October.
The bill would have required the car
riage of up to 9V2 percent of U.S. oil
imports on American flag vessels.
Hall charged the multinational oil
companies and a few "self-proclaimed
interest groups" with creating an atmos
phere of "unfounded charges" concern
ing both the legislation and its sup
porters.
The bill's opponents could not attack
the legislation itself, Hall said, because
it was "so clear-cut and difficult to
argue against." So allegations were
made against members of Congress and
President Carter. It was alleged that
their support for cargo preference was
given in exchange for financial or poli
tical support.
Hall quoted extensively from a White
House paper that detailed the Presi
dent's support for the modified cargo
preference bill. He angrily accused the
news media of down-playing Carter's
support for the bill while publicizing
charges of political payoffs.
Some Grim Facts
Hall, in deploring the dangers inher
ent in a weak U.S. merchant fleet, cited
the "grim facts" that continue to con
front the maritime industry; "The U.S.
merchant fleet is continuing to decline,"
he said. "The U.S. privately-owned fleet
stands at a little over 550 vessels. We
carry less than 3 percent of our total
foreign commerce and 1 percent of our
dry bulk imports."
Of major importance is the need for
creation of a national maritime policy.
This should be a policy which would
assure cargo for American-flagships
and "provide successful support to the
military should it be needed."
The development of a maritime pol
icy must come about through political
initiatives and legislation. Hall said, be
cause "... corporate America does not
support... an American merchant fleet.
Corporate America is an opponent of
an appropriate seapower posture for
this nation."
To back up his attack on the multi
national oil giants, Hall pointed out that
these companies import 53 percent of
U.S. oil on their own vessels. These
Paul Hall
ships have been registered in Liberia or
Panama. This means that the oil com
panies are making profits at the expense
of jobs for American seamen.
Oil Company Priorities
Hall noted that the U.S. oil compa
nies themselves admitted their priorities
were neither America's national secur
ity nor jobs for American workers. He
cited a comment made by William P.
Tavoulareas, president of Mobil Oil
Corp. on a 1973 TV program about the
energy crisis: "(If) I say to myself, I'm
only going to be a good citizen -of one
country," Tavoulareas said, "I'm no
longer a multinational oil company."
Hall reminded the audience that the
Chamber of Commerce and the Na
tional Association of Manufacturers
had sided with the oil companies to de
feat the cargo preference bill.
"I think our society has a fundamen
tal problem," Hall cautioned, "when
the American corporate structure is in
the position of frustrating efforts to
strengthen any aspect of our national
security."
President Hall concluded his speech
with the warning that "unless the Amer
ican corporate community accepts its
responsibility to make this country
strong in every respect, unless there is
a commitment from the industrial sec
tor to use U.S.-flagships in a reasonable
measure, we arc not going to have an
adequate United States merchant ma
rine."
The SIU president was among a
panel of speakers who addressed the
conference's theme: "Maritime
Strength: Our Cornerstone for Eco
nomic Survival." Other panelists in
cluded Dr. E. B. Potter, professor of
history at the U.S. Naval Academy;
Vice Adm. Ellis Perry of the U.S.
Coast Guard, and W. J. Amoss, Jr.,
president of Lykes Bros. Steamship Co.
100 New ContractSf4J00 New Members Focus of UlVf Convention
Progress in contracts and growth
through organizing were the overriding
themes of the 5th Quadrennial Conven
tion of the United Industrial Workers of
North America. The convention was
held in the middle of last month at a
New York area Hotel.
The UIW is one of 29 aflSliates of the
SIUNA. It's membership includes ship
yard and other industrial workers.
SIU Executive Vice President Frank
Drozak, who is national director of the
UIW, said that in the four years since
the UIW's last convention, the Union
had won 100 new contracts. He said
that the UIW "has been able to provide
our membership with real wage in
creases, with improved vacation and
more paid holidays, and with increased
health, welfare and pension benefits."
Drozak, who was unanimously re
elected national director by the conven
tion, also talked about the growth of the
New Tugboat
Mary Moran
Moran of Texas has a new
tugboat in its SW-contracted
fleet in Port Arthur, The Mary
Moran, a new 3,300 hp,, twin
screw tug, came out of the
J, McDermott Shipyard of
Morgan City, La, in Septem
ber,
She brings new jobs to four
SIU Boatmen who will do har
bor work in Port Arthur on
the new vessel. The tug will
mainly be involved in shipdocking, The Mary Moran is
also certified for ocean tow
ing.
organization. He said, "everywhere
within our jurisdiction, new shops, large
and small, have been organized." In all,
the UIW has grown from 5,800 mem
bers four years ago to over 10,000
today.
The largest area of growth for the
UIW has been achieved in the U.S. Vir
gin Islands, where the UIW has organ
ized over 3,000 workers.
Felix Francis, area director of the
UIW for the Virgin Islands, said that
the UIW "has won 23 of 27 NLRB
INDEX
Legislative News
Northern tier pipeline
SIU in Washington
Postal rates
Great Lakes bills
Page 5
Page 9
Page 6
Page 15
elections in St. Thomas and St. Croix."
He added that 13 of the victories in
volved Government employees and 10
of the victories came in private industry.
Francis also noted that the UIW's
sincere organizing efforts in the Virgin
Islands has enabled the Union "to make
big progress in our relationship with
the workers."
In wrapping up the two-day conven
tion, Frank Drozak said, "I believe we
have really progressed in the last four
years as a labor organization representTraining and Upgrading
'A' seniority upgrading .. . Page 29
HLS courses and dates . .Page 37
Towboat scholarship .... Page 11
LNG training
Page 14
Lakes AB course
Page 31
Towboat advisory Board .Page 10
Union News
President's Report
Page 2
SPAD honor roll .... Pages 38-39
Headquarters Notes
Page 7
Lakes Picture
Page 8
Inland Lines
Page 6
At Sea-Ashore
Page 17
Brotherhood in Action ... Page 34
Membership News
Upgraded to inland mate .Page 34
Former scholarship
winner
Page 35
Studies for diesel license .. Page 6
New pensioners
Page 36
Final Departures
Page 32
General News
National unemployment .. .Page 8
Hall speaks in Detroit
Page 3
Minimum wage
Page 5
Ocean '77 speech
Page 11
ARC treatment
Page 15
Special Features
Accreditation .Special Supplement
Jones Act
Page 16
Shipping
Mary Moran
Page 3
Aries
Page 4
Car ferries
Page 2
Ships' Digests
Page 23
In New York harbor .. Pages 25-27
Dispatchers' Reports:
Great Lakes
Page 15
Inland Waters
Page 35
Deep Sea
Page 30
Better lifeboats
Page 17
Know Your Company ....Page 12
Sonny Simmons
Back Page
Articles of particular interest to
members in each area—deep sea,
inland, Lakes—can be found on the
following pages:
Deep Sea: 4, 6, 14, 17, 23, 25-27,
29, 30
Inland Waters: 6, 10, 12, 14, 18, 34
Great Lakes: 2, 8, 15, 31, 35
ing industrial workers." He concluded
by saying, "we now have a membership
that wants to aid their Union in con
tinuing to better our organization while
bettering our livelihoods."
Dock Strike
Hearing End
As this issue of the Log went to press,
the International Longshoremen's As
sociation was on the verge of voting on
proposals for a new, three-year contract
which would end the union's strike. An
ILA spokesman said ratification of the
contract was expected.
The dockworkers strike, which has
kept up to 35 SlU-contracted ships
idle, has been a selective strike against
automated container vessels. The strike
began Oct. 1.
Main issues in the walk-out have been
job security and guaranteed annua! in
come provisions. These would protect
the longshoremen from loss of jobs, in
come, welfare and pension benefits
caused by increased use of container
vessels.
The proposed master contract would
increase base wages from $8 to $10.40
an hour over a three-year period. The
proposal also calls for increases in em
ployer contributions for welfare and
pensions.
The ILA was reported close to a
vote several times during the past
month but disagreements arose. The
South Atlantic and Gulf employers
were reluctant to agree to contract pro
visions which would make them re
sponsible for guaranteeing income and
fringe benefits if containerization should
cut employment.
The vote was put off so that a uni
fied agreement could be reached. ILA
president Thomas W. Gleason was
quoted as saying, "We all went out to
gether and we'll all go back together."
November 1977 / LOG / 3
I
�'
iiSi
: .,v •-Miv:-
V •
2
^
<1.1,,
A view from the bridge of the Aries' deck. Oil from St. Croix will flow through this network of pipes and ultimately reach
U.S. markets on the East Coast.
I
Aries Cefs 1st SlU Crew
I
Manned by her first SIU crew, the reactivated T-2 tanker Aries sailed from Jacksonville, Fla. on Nov. 12. She is newly
operated by the SlU-contracted Apex Marine Corp. to carry oil on a three year charter from St. Croix, V.I. to the U.S. East
Coast. She is a 24,000 dwt tanker with a 32-ft. draft. Her length is 600 ft. and her beam measures 75 ft. The Aries spent three
months in the Jacksonville Shipyard being upgraded to ABS-Class I standards. Now thoroughly up-to-date, she is bringing more
jobs for Seafarers and important cargo for America's energy needs.
Three members of the Aries deck department are (I to r); T. R. McDuffi, AB,
Steve Grisham, AB, and Butch Yanson, OS.
Saloon Messman Steve Williams had a chance to
look over the Log as the Aries waited to sail.
4 / LOG / November 1977
The stack of the Aries was about to
smoke as the tanker waited in the
Jacksonville Shipyard for her Nov. 12
sailing.
The engine department includes these three oiler-maintenance-utilitymen
(I. to r.): Charles Smith; Jerry "Reverend" Donobas, and Tony Parker.
The Aries Ship's Committee got together with some SIU representatives from the Jacksonville Hall. They
are (I to r); Chief Steward James Gillian, secretary-reporter; Tony Parker, engine delegate; Cliff Bellamy,
steward delegate; Tony Aronica, SIU patrolman; Recertified Bosun Floyd Fritz, chairman; William Morris,
SIU dispatcher, and T. R. McDuffi, deck delegate.
^
�r
in
SlUNA Gives United Support to Northern Tier Line
The SIUNA has thrown its united
support behind a proposal to build a
1,500-niile all-American pipeline to
carry Alaskan oil from Port Angeles,
Wash, to the northern tier States of
Montana, the Dakotas, Wisconsin and
Minnesota.
In the past, these States have relied
almost entirely on imported oil from
Canada which will cut off its exports
by 1981.
In addition, the SIUNA is opposed
to an alternate project to carry Alaskan
oil to these States. It would be a Cana
dian-American effort to build a 750mile pipeline across Canada to hook up
with existing Canadian lines and go into
the U.S. It would be built and main
tained by Canadian labor.
•
Merle Adlum, president of the
SIUNA-affiliated Inland Boatmens
union of the Pacific, and vice-president
of the International, outlined the
SIUNA's position in testimony before
the House Subcommittee on Special In
vestigations of the Committee on In
terior and Insular Affairs.
Adlum said the SIUNA supports the
Northern Tier project, as opposed to
the Canadian alternate, because it would
create significant employment for U.S.
workers.
He said U.S. employment would be
augmented in the following ways:
• Only U.S. owned, U.S. built, U.S.manned tankers would be used to carry
the oil from Valdez to Washington as
mandated by the Jones Act. This means
shipyard and onboard jobs would open
up for many U.S. workers.
• The Northern Tier project is "allAmerican." It is located entirely within
the U.S. so American construction
workers would be hired to build the
line from scratch. It is estimated that
during two years of construction, 3,500
-A" ;
--
Merle Adlum
to 4,000 workers will be employed.
• Once in operations, the pipeline
will create some 500 permanent jobs.
• It will insure that refinery workers
and workers in related jobs in the north
ern tier states will be able to keep their
jobs.
Adlum added that the Northern Tier
pipeline would "stimulate the econo
mies of communities along the route of
the line, creating new jobs there as well."
Adlum said the SIUNA was opposed
to the alternate route because it would
"use American tax and investment dol
lars to stimulate employment in Canada
instead of the U.S."
He said the alternate route would
"neither aid the American unemploy
ment problem nor the U.S. balance of
payments deficit."
Adlum also noted that the all-American line "would be operational sooner
than its competitor."
Adlum concluded that the All-American route would "raise no national se
curity questions or any foreign rela
tions problems. Right-of-way permits
would be handled only by the U.S. gov
ernment rather than involving the com
plex native claims which must first be
settled by Canada before construction
can get underway."
Carter Inks $2.65 Minimum Wage; $3.35 in '81
Thanks to the AFL-CIO's vigorous
efforts, 4.5 million low-paid workers
will benefit from a new minimum wage
bill signed by President Carter on
Nov 2.
This legislation raises the wage floor
by more than 45 percent over the next
four years. The first increase next Jan.
1 will hike wages from the present
$2.30 an hour to $2.65. Subsequent in
creases promise $2.90 an hour in 1979,
$3.10 in 1980, and $3.35 in 1981.
At the signing ceremony in the White
House Rose Garden, President Carter
termed the bill "a step in the right di
rection."
He added, "the overall impact of this
bill is good" because it will put millions
of dollars into the pay envelopes of
America's lowest-paid workers. This,
he predicts, will have a "very beneficial"
impact on the nation's economy.
Carter said the new minimum wage
would help provide the unskilled with
the necessities of life; further the cause
of more equitable income distribution;
strengthen democracy, and pump the
economy.
AFL-CIO President George Meany
was asked to conclude the signing cere
mony. He spoke of the need for mass
purchasing power to sustain America's
economy. "It is not enough for the peo
ple in the upper brackets to be prosper
ous," he stressed.
Labor Law Reform
The President's signature has marked
a victory for organized labor. Now the
quesiton is, will the Labor Law Reform
Bill also be as successful? Both labor
lobbyists and the Administration, which
backs the bill, say the outlook for pas
sage is good.
This legislation would amend the Na
tional Labor Relations Act of 1935. The
intention of this Act was to protect the
workers' rights to organize. It would:
speed up representation elections; im
pose more effective penalties on em
ployers who break the law, and would
establish machinery for quicker resolu
tion of unfair labor practices for em
ployers as well as workers.
Among the key provisions of the bill
are the following:
• An expansion of the National La
bor Relations Board from five to seven
members to improve its ability to han
dle a soaring easeload.
• A limit on the time between the
filing of an election petition with the
NLRB by union organizers and the
date workers may vote on whether they
want a union. Now some employers
managed to delay such elections indefi
nitely or long enough to defeat the
union.
• Protection against being discharged
illegally for union organizing activities.
Workers so dismissed would be entitled
to double back pay and job reinstate
ment.
• Penalties for employers who vio
late an NLRB or court order permitting
unionization. Such violators could be
barred from Federal contracts for three
years.
• A wage settlement based on pre
vailing rates to be imposed by the
NLRB if an employer refuses to bargain
a first contract with a newly established
union.
Organized labor has long sought these
provisions, but as usual business inter
ests are putting up a tough fight. This
bill has generated one of the major
labor-management battles of this year
or any year.
But despite the pressure from busi
ness and industry, the House of Repre
sentatives adopted the bill last month
by a strong vote of 257 to 163. The
Senate is not expected to vote until early
next year. The outcome will have a sub
stantial impact on the future of Amer
ican industrial relations.
SS Delta Brasii Minutes Tell About Burial-at-Sea Service
Seafarers aboard the SS Delta
Brasii (Delta Lines) gathered Oct.
16 to perform a special burial-atsea ceremony for Lewis Samuels
Richards.
To have his ashes scattered in
the Gulf Stream was one of Rich
ards' last wishes before he died in
New Orleans on Aug. 26.
The crew participated in these
final rites, according to the Ship's
Minutes of Oct. 16, as a personal
favor to Richards' only child, Mrs.
Lucille Richards Lane. She is the
manager of Delta Steamship Lines
Public Relations and Advertising
Department as well as the editor
of the Deta Digest.
The following, which was at
tached to the Ship's Minutes, was
written by Mrs. Lane about her
father: "He was a man of many
parts, above all, a man of indom
itable spirit. He was deterred by no
odds, and there was no righteous
cause that he might encounter to
which he did not give his heart
and arm. The course of his life
was guided by ideals unlimited by
considerations of nationality,
creed or political persuasion. 'Per
sonal gain' was a concept that was
anathema to his beliefs and yet,
in giving of himself he became a
man of uncountable riches. His
spirit is now united with that of
his wife, Evelyn, who, in life,
joined with him in his crusades
and all endeavours."
Burial Ceremony
The burial ceremony included
the reading of Richards' favorite
poem, "When Earth's Last Picture
Is Painted," by Rudyard Kipling.
A few lines of this poem are:
"When Earth's last picture is
painted and the tubes are
twisted and dried.
When the oldest colours have
faded, and the youngest
critic has died,
We shall rest, and, faith, we
shall need it—lie down for
an aeon or two.
Till the Master of All Good
Workmen shall put us to
work anew."
This was followed by the Ma
sonic Burial Service and by the
Burial-At-Sea-Scrvice as written
in the Episcopal Book of Common
Prayer. At that time Richards'
ashes were cast onto the waters of
the Gulf of Mexico to be carried
forward into the Gulf Stream and
beyond.
The service was concluded with
saying aloud the Lord's Prayer.
Carter Pulls U.S, Out of ILO
President Carter has pulled the
United Stales out of the International
Labor Organization (ILO). He said he
did so because of "the organization's
movement away from its accepted prin
ciples and procedures."
Carter said the U.S. will use other
channels to advance the "high ideals
and principles" that the ILO once rep
resented.
The President's move received the
"firm support" of the AFL-CIO.
The American labor movement ac
tually helped found the ILO in 1919
under the League of Nations Treaty. It
later became an agency of the United
Nations.
The ILO was originally intended as
"a vehicle for worker-employer-Government cooperation to achieve inter
national labor standards and protect
human rights."
However, according to a spokesman
for the AFL-CIO, "the ILO in the
1970's was used as a political pawn by
a Communist-Arab voting bloc that
mustered enough 'Third-World' allies
to jam through resolutions attacking
Israel, seat Arab terrorists as 'observ
ers' and ignore established fact-finding
procedures." The spokesman also
charged that "a blind eye was turned to
abuses of worker rights in one-party
nations."
AFL-CIO President George Meany
said that the American labor movement
remains "ready to cooperate and to
work with the free trade union move
ments of the world, with our Govern
ment and with management" to help
put the ILO back on course.
The U.S. withdrawal from the ILO
could be a financial blow to the organi
zation. America's annual contribution
was $20-million, or about one fourth
of the organization's total budget.
November 1977 / LOG / 5
I
�Great Lakes
The U.S. Army Corps of Engineers has awarded another dredging contract
to an SlU-contracted company in this area. The Great Lakes Dredge and Dock
Co. will begin dredging the Cuyahoga River in Cleveland, Ohio this month.
The job will involve three digging units and two tugs. It will provide work for
about 3S SIU Boatmen, in all, over a three month period. Contracts like this
are par^ of the Government's increasing reliance on private industry to carry
out Federal dredging projects.
JSorfolk
Seven SIU Boatmen in this port just crewed the brand new 2400 hp. tug
Petrel. She will work eoastwise in the ocean towing division of SlU-contracted
Allied Towing.
A new inland contract was also recently ratified in this port. SIU Boatmen
with Cape Fear Towing in Wilmington, N.C. accepted a new two-year contract
last month which will bring them higher wages and bigger pension benefits.
Neic Orleans
The SlU-contracted Dixie Carriers of Harvey, La. added a new tugboat and
acquired several other pieces of equipment this month. The new boat is the
4,000 hp. Dixie Avenger. She has all the latest technical developments in tow
ing vessels, including hydraulic ramps to hold the vessel in the notch and an
elevated pilot house. She will push barges between the Lower Mississippi River
and Florida.
The other additions to Dixie's fleet are three towboats and 11 barges which
were acquired from a non-SlU company. The boats are the Dixie King, Dixie
Queen and Dixie Prince. They will push barges on the Intracoastal Waterway
and the Ouachita River.
Port Arthur^ Tex.
Sabine Towing, an SlU-contracted company here, built and crewed a new
harbor tug for its fleet. She is the 3,200 hp. tug Titan and carries a crew of five
SIU Boatmen.
Baltimore
The International Longshoremen's strike against containships (which may
soon be settled) slowed up inland trall'ic in almost all East Coast ports. But it
took a big bite out of shipdocking crews in this port. Laid-otT crews at the SlUeontraeted Curtis Bay and Baker Whitely t(.)taled 35 Boatmen at the beginning
of November.
Philadelphia
Two crews from Curtis Bay have been laid off here due to the ILA strike.
Mobile
SIU representatives from this port recently signed up another dredge under
the SlU-eontracted fleet of Radcliff Materials. Tiie newly acquired dredge is
the
vfr. She adds 27 jobs in all for the SIU membership.
Postal Bill Cleared in House of
Representatives Committee
.•\ bill vital to the survival of the
labor press was cleared by a House of
Representatives Conlmittee on Oct. 18.
In a 19 to 4 vote, the House Post
Ottice and Civil Ser\ ice Committee appro\ed H.R. 7700, the Postal Service
.Act of 1977. The bill is. in general, an
attempt to sohe the financial problems
of the present postal system.
The key section, as far as the labor
press is concerned, is Section 3. This
section establishes a fair system for de
termining postal rates.
The SIU strongly supports H.R.
7700. The bill aiso has the united sup
port of the AFL-CIO and the Interna6 / LOG / November 1977
tiona! Labor Press .Association (ILFA),
whicb includes the Log.
The postal system's present financial
problems have required stiff rate in
creases in past years. Without H.R.
77OO. ILP.A Secretary-Treasurer Allen
Zack said, "our rates could rise even
more dramatically in the future.
"Non-profit mailers cannot be in
creasingly expected to bear the losses
the postal service has accumulated in
previous years," Zack added.'
The bill's sponsors. Democratic Reps.
James Hanley of New York and Charles
Wilson of California, want the full
House to consider the bill in its next
session. The Senate has yet to act on
the proposal.
Dave Gerard studying for his Chief Engineer's License for diesel engines at
the MEBA District 2 School of Marine Engineering and Navigation in Brook
lyn. N.Y.
He's a Gambling Man, but Not
When It Comes to His Job
Dave Gerard likes to think of himself
as a gambling man. He's won some and
lost some in Las Vegas, Lake Tahoe,
Reno and Freeport. But there's one
thing Dave Gerard never gambled with,
and that's his career at .sea.
When he started in the merchant ma
rine, you probably wouldn't have bet
a nickel on his chances of making it to
the top. He was a 17-year old high
school dropout when he took his first
job as wiper on an SIU ship. But today
at the age of only 43, he's studying for
his Chief Engineer's License for diesel
powered vessels. And right now, you'd
be willing to bet your paycheck that
he's going to make it.
Although Gerard joined the SIU in
1951, he really didn't decide until 10
years later that the sea would be his
career. In between, he served for three
years in the Army. There he got his
high school equivalency diploma. He
also worked as a bartender, a truck
driver and a salesman.
But, says Gerard, "when I finally
decided to stick with sailing, 1 felt I had
the ability to get to the top."
Gerard got his first big break in 1968.
He says, "the SIU helped me get into
MEB.A District 2's School of Marine
Engineering and Navigation in Brook
lyn, N.Y. From there, it was just a
matter of applying myself to the course
material."
Gerard got his Third Assistant Engi
neer's license that year. He moved up
to Second and First Assistant Engineer
at approximately two-year intervals.
Then he achieved his Chief Engineer's
license for steam powered vessels in
1976.
All he has to do now is pass one more
test and he's where he wanted to be—
at the top.
Brother Gerard has sailed on many
T-2'S and other older class ships. He
has some interesting advice for young
people just starting out in the modern
merchant marine.
He says that young people "should
look to the engine room for a career.
The work on the ne(v automated vessels
is becoming a lot more involved. It's
technical work, it's delicate work, but
it's challenging work."
Gerard added that if a young person
decides on the engine room "it's a good
idea to get diesel experience." He ex
plains that "because of the fuel situa
tion, more and more of the new ships
have fuel efficient diesel engines rather
than steam."
For young people undecided on what
department to choose, Gerard advises,
"if you have a feeling for electronics,
then the engine room should be your
thing."
Brother Gerard has some thoughts
about education, too. He says "unless
the Government changes its attitude
towards maritime. I foresee a decrease
in deep sea jobs. And for the jobs that
are available, you will have to be highly
qualified to fill them."
He also said, "no matter how good
you think you are at a job, there's al
ways room for improvement. I don't
care how long I may be on a ship, I
learn something new every day,"
Gerard, originally from Philadelphia,
is married and has 2 stepdaughters and
three grandchildren. He gives his wife.
Arlene, a lot of credit for encouraging
him to better himself in the maritime
industry.
When he is not at sea or playing some
game of chance in Vegas or "Tahoe, he
is home with Arlene in—where else—
Atlantic City, which is soon to be the
gambling capital of the East. Good
luck!
Alcoholism is
disi
5^,7
It can be treated.
�Sabine Organizing Drive Gears
Up; 3rd Election in '78
The SIU is still pursuing its effort to
organize the Sabine Towing and Trans
portation Co. Inc. Union officials are
hopeful the next organizing push will
come soon.
The Union hopes by the end of next
year to conduct the third election in 10
years at Sabine. The company is one of
the few deep sea companies still nonunionized.
An election held in February of 1974
was the last time a vote was taken
among Sabine workers who are cur
rently members of the Sabine Inde
pendent Seamen's Association (SISA),
a company union.
The vote to decide who would repre
sent the 173 men who crew the seven
tankers that travel between ports in the
continental United States was a close
one—91 for SISA; 82 for the SIU. (The
National Martime Union also conducted
an official organizing drive and were
listed on the ballot, but didn't poll any
votes.)
The close 91-82 vote was heartening
to SIU organizers as it doubled the num
ber of votes the Union polled in the first
representation election in 1967.
Filed 172 Charges
After the narrow defeat in '74, the
SIU filed a total of 172 charges against
Sabine accusing the company of unfair
labor practices during the election. The
National Labor Relations Board dis
missed all the charges except one which
said that Sabine denied SIU organizers
access to their vessels.
The Union appealed the Board's dis
missal of the other charges and a deci
sion on this appeal is expected soon.
Charges and countercharges; appeals
and counter-appeals; filings and crossfilings have kept the last election tied up
in the course and the next election from
being held. No date for a new round
of balloting can be set until all the
charges have been settled.
Lawyers for the SIU said a new elec
tion may be held during the summer or
fall of 1978. Union organizers are hop
ing for victory at the polls on that elec
tion day.
First Aquarius Crew in
States Say LNC AOK
The original SIU crewmembers of the
LNG Aquarius, the first American-flag
LNG carrier, have completed their six
month articles. Most of them are back
in the States.
The crew of 18 Seafarers, headed by
Recertified Bosun Billy Nukols, took
the vessel out of Quincy Shipyard in
Massachusetts last July. Her maiden
voyage consisted of a trip to England
and then through the Suez Canal to pick
up her first cargo of liquified natural gas
in Indonesia. Since then, the vessel has
been shuttling between Indonesia and
Japan under a 25-year charter.
The crew had taken the month-long
LNG Upgrading Course at HLS before
boarding the ship. This course is a pre
requisite to getting a job on the Aquar
ius or any other LNG vessels that will
come under contract to the SIU.
Upon their return to the States, the
crew expressed satisfaction with the ves
sel. They said everything went smoothly
and that they were looking forward to
Headquarteris
going back either to the Aquarius or an
other SIU contracted LNG carrier.
The next LNG carrier, the Aries, a
sistership of the Aquarius, is scheduled
to take on her SIU crew sometime next
month.
Frank Drozak, SIU executive vice
president, said "we are very proud of
the way the Aquarius crew handled
themselves and performed their jobs
aboard the vessel. They proved they are
professional seamen in every sense of
the word."
The original A quarius crew was made
up of the following members: Recerti
fied Bosun Billy Nukols; able-seamen
Billy Mitchell, James Mullally, Joe
Morrison, Gene Bousson and George
Bruer; ordinary-seamen Tom Schou,
Ed Sullivan and Neil McGowan;
QMED's Imro Solomons, Vasco Wor
rell and Dominick Orsini; wiper Tom
Murray; steward/cook Frank Costango;
baker Chris Haggerty, and utility/messmen Larry Dockwiller, Emmett Albert
and Robert Gonzalez.
Gets 1st Vacation Check
by SIU Executive Vice President
•
Frank Drozak
If you re a seaman or a boatman looking to move up in your career, where
do you look for help?
If you're a Seafarer or an SIU Boatman, you don't have to look far. The
answer is right in front of you.
All you have to do to take that first step toward career advancement is to
read the pages of the Log. Every month the Log carries articles about up
grading. These articles point you in the right direction toward the best job
» opportunities in the maritime industry.
This month is no different. I want to call your attention to two articles in
this issue of the Log which tell you how to take advantage of some of the
biggest trends in the industry.
Seafarers should carefully read the article on page 14, "LNG—What Is It?
What Does It Do?" And Boatmen should not miss the news of the Towboat
Operator Scholarship on page 10.
»
I also strongly urge all ships' chairmen and Union delegates on tugs to read
and discuss these articles at their weekly meetings.
This won't be the first time you've heard about these important developments.
^ ^ The Union has been spreading the word for some time now about the growing
i number of top jobs for LNG crews and for licensed towboat operators.
But many Seafarers and Boatmen still have unanswered questions and
•
perhaps doubts, or even false ideas, about what these jobs involve. These two
articles are especially important because they lay the facts on the line.
The LNG article, for example, tackles the frightening rumors about LNG
head on. And it explains that LNG tankers, like the Aquarius which sailed in
» July and the Aries which will begin her first voyage in December, have the
highest safety standards of any type of vessel.
LNG ships are also extremely safe because their crews are the most highly
• trained in the world. In fact, as the article points out, no one can serve aboarc
one of these vessels without first going through extensive LNG training. This
is the kind of training that is offered at the Harry Lundeberg School.
Now is the time to sign up for one of the LNG courses at the School. The
Aquarius and the Aries are only the beginning of job opportunities for Sea
farers in this field. By the end of 1978, ten U.S.-flag LNG ships are expectec
»
to be out.
It's also the time for SIU Boatmen to apply for the new Towboat Operate
Scholarship offered by TI. As the article on this program explains, it offers you
everything you need to know to become a licensed operator during the 12-week
• HLS Towboat Operator course. The first class starts on Feb. 20 and all appli
cations must be filed by Jan. 17.
There's no question that the Coast Guard licensing exams for towboat
operators are very difficult. Some Boatmen sell themselves short and never
• even try for these high-paying jobs. Others who have never been to the
Lundeberg School may think that you can't become a professional in your field
by just spending time at School.
»
But the article spells out what you will learn in this course. It's not just
classroom training, but equal time for actual boat operations on the HLS tug
and towboat. You'll cover everything from technical wheelhousc equipment
to complicated multibarge maneuvers.
Licensed operators are in demand in the rapidly expanding towing industry.
»
That's why the Transportation Institute, which represents all SlU-contracted
companies, decided to offer this scholarship. Don't let it pass you by.
I feel that it's important to point out articles like these because I want all
SIU members to make the most of their careers. And I want to coninue to talk
to you in my upcoming columns about how you should use the Log.
Our newspaper is the best device we have to communicate with our wide
• spread membership. But to be really effective, it should not be a one-way
conversation.
I want to hear your reactions to my columns and to the stories in the Log.
I invite you to send them to me at 2 /5 2()th St., Brooklyn, N Y. 1 1232.
With your reactions, I can have a better idea of what you need to know as
an SIU member. This will be for your own benefit and for the strength of the
entire Union.
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Under 65, No Taxes On $100 Disability
SIU Boatman Albert Tine, Jr. (I.) plans to use his vacation check to take his
wife, Vang, shown here, on a real vacation. He received his benefit this month,
the first under the SIU Inland Vacation Plan from Caribe Tugboat of Jackson
ville, Fla., from Leo Bonser, port agent there.
If an employe under the age of
65 has retired because of a per
manent, total disability, a maxi
mum amount of $100 per week
($5,200 per year) from his disabil
ity pension will not be taxed. All
other money is taxed.
After reaching the age of 65, a
disabled person can no longer ex
clude his disability retirement pay
ments from being taxed. After age
65 all pensions—whether regular
retirement or disability—are tax
able.
Keep in mind that a person is
permanently and totally disabled,
according to the Internal Revenue
Service, only if he can prove he or
she can't work because of illness
or injury that Is expected to result
in death or to last for a continuous
period of at least 12 months.
November 1977 / LOG / 7
•
�The
Lakes
Picture
The Wheel's in Good Hands
Detroit
The cost of living for Great Lakes seamen rose by 7 cents in October,
according to figures released by the Consumer Price Index. This means that, as
of Nov. I, 1977, SIU members will receive a 7 cents per hour increase in
wages, bringing the total in wage increases for this year to 38 cents. The in
creases will be added on to the seamen's regular salaries until Jan. 1. After the
New Year the cost of living increases will be rolled into the regular salary.
Port Agent Jack Bluitt reports that contract negotiations with the Bob-Lo
Company are near completion and the crews of the company's two SlU-contracted ships will be notified by December. Bob-Lo runs two passenger ships,
the Columbia, built in 1901, and the St. Clair, dating from 1910. The vessels
run only between Memorial and Labor Days, ferrying passengers from Detroit
and Canada to an amusement park on Bo-Lo Island.
Buffalo
Low sulfur coal is being used in greater and greater quantities as heating fuel
to offset use of diminishing supplies of oil. While close to six million tons of
coal a year are shipped from Lake Superior, there's a possibility that the amount
shipped may increase to as much as 14 million tons a year. If New York's
Governor Hugh L. Carey is successful in getting the necessary funds to improve
the port of Buffalo, it could become "the eastern terminal for coal shipments,"
according to a spokesman for the International Longshoremen's Association.
Diiiiitii
The U.S. Steelworkers strike against ore mines continues with no end in
sight. Though reports from the Lakes indicate the SIU fleet is only mildly af
fected by the strike, the job action caused one mine to close for the winter the
last week in October, with another closing scheduled for early November. These
are the earliest closings of the mines, "in a very long time," SIU Duluth Port
Agent Jack Allen said.
Ijike Brie
The J.F. Schoelkopf, owned by Erie Sand Steamship Co. & Erie Navigation
received a Letter of Commendation and Special Service .Award from the Na
tional Oceanic and Atmospheric Administration this past August. The awards
were given in recognition of a special weather observation the SlU-contracted
vessel undertook in Lake Erie which gave National Weather Service forecasters
information on a storm over the Lake.
Lawri^nre Seaway
The St. Lawrence Seaway Authority is currently studying the possibility of
using "shunters" to increase the efficiency of the Welland Canal. Shunters are
3,500 horsepower nozzle-driven and steered platforms which attach to the
bow and stern of ships" passing through the locks. Shunters, the Seaway Author
ity said, could increase the maneuverability of ships and cut transit time on the
canal. The two test shunters which will measure 15 feet in length and 52 feet
in width, will be tested for three years. The Seaway Authority said if the shunters
are effective they could make construction of a new, parallel canal unnecessary.
Presenting Fred J. Farnen (center), SIU Headquarters representative, with a
ship's wheel for his long and outstanding service in the Detroit area labor
movement are SIU Attorney Victor Hanson (I.) and Frank Drozak, SIU execu
tive vice president. Farnen was honored at the Maritime Trades Department
Detroit and Wayne County Port Council Annual Dinner Dance, held in Dear
born, Mich, on Sept. 23.
U.S. Jobless Hate Climbs to 7%
In October, a 7-Month Level
WASHINGTON, D.C The coun work and the 3.3-million working parttry's unemployment rate climbed from time because they can't find fulltime
September's 6.9 percent to 7 percent
jobs.
in October. Joblessness has hovered be
A boxscore of the unemployment
tween 6.9 percent and 7.1 percent since picture reveals that in May the rate
April. Experts say that this "plateau" dropped to 6.9 pereent. Then it rose to
shows that our stagnant economy is not
7.1 percent in June to fall to 6.9 percent
growing fast enough. They say this is ' in July and return to 7.1 percent in
due to lack of investments to keep up August.
with the growing labor force by provid
Turning to the nation's teenage un
ing more jobs.
employment, the rate overall dipped
Almost 6.9-million U.S. workers here slightly, by 1.1 percent, to 14.8 percent.
But for black teenagers the rate sky
were without jobs last month, 10,000
rocketed to 37.9 percent.
more than in the month of September.
The jobless rate for adult men went
A year ago, the jobless rate was 7.9 per
up
from 4.9 percent to 5.3 percent. For
cent.
adult
women, the rate is now 6.8 per
Most of the unemployment jump was
among adult male blacks who had cent from 7 percent.
The average length of joblessness was
worked in factories and steel mills.
13.8 weeks last month down from 14.2
Their unemployment rate soared from
weeks
in September. It was 15.3 weeks
13.1 percent to 13.9 percent in Octo
in
October
1976. However, for the
ber. It was 14.5 percent in August.
hard-core unemployed—those out of
White workers jobless rate has stayed
work
27 weeks—the length of unem
at 6.1 percent for the last four months.
ployment has risen.
All hands here are looking forward
The AFL-CIO holds that the "true"
to next year when the Administration is
national unemployment rate is nearer
to 10-million jobless. They point to the supposed to do something about this
lingering unemployment.
1-million too discouraged to look for
Good Benefit for You, Yours
niif*ago
Seventy-five percent of grain shipments to the Port of Chicago were cut off
when workers at four of the city's grain companies struck in September over
contract disputes.
*
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Governor James R. Thompson of Illinois signed a bill in September allowing
the Port District to borrow SIO million of state funds for land purchase and
the construction of container facilities for the port of Chicago. The Port Dis
trict plans to buy 190 acres at the mouth of the Calumet River for enlargement
of the port and for additional terminals. Gov. Thompson also signed a bill
changing the name of Lake Calumet Harbo.-- to Se.nator Dan Dougherty
Harbor.
Monuments and Mementos
The Seamen's Memorial Fund, a volunteer group in Superior, Wise, is
raising money for a monument to seamen who have lost their lives on the Great
Lakes and to those who've sailed on them. Work has begun on the 10-foot
statue of a seaman which will be erected near the Meteor Maritime Museum.
A lock from the second Welland Canal, dating from the mid-1 SCO's, is being
recycled. Lock 25 was recently unearthed in a park in Thorold, Ontario. It
will be made info a sunken pit for use as an outdoor summer theatre.
8 / LOG / November 1977
A Seafarers Welfare Plan benefits you or your dependents should take advan
tage of is the clinic system. Here Mrs. Jose (Carmen) Ortiz (left) received
free treatment recently at the New York clinic. At right, Dr. A, Koutras of the
clinic puts the finishing touches on a splint for her broken finger. Mrs. Ortiz's
husband sails in the engine department.
�'r,.
Witt
Seafarers Inlernational Union of North America. AFL-CIO
NOVEMBER 1977
Legislative, Administrative and Regulatory Happenings
Congress Sees
Need for a
Stronger US
Maritime Policy
The day after Congress voted
down the Cargo Equity Bill in the
confusion of charges about political
payoffs, the Chairman of the House
Merchant Marine Committee com
mented on what we've been talking
about all along—the need for a co
ordinated maritime policy in Gov
ernment.
At hearings which are continuing
in the House this month, Committee
Chairman John Murphy (D-N.Y.)
noted that "these hearings are begin
ning to reveal a lack of coordination
within the various (Government)
agencies on maritime policy."
He went on to say: "We believe it
is vital that the policy of the Mer
chant Marine Act of 1936 be carried
out."
The hearings are being held to ex
amine the practice of rebating by
both U.S. and foreign shipping com
panies.
Federal Agencies
Meetings on
Maritime
. . . SAFETY OF LIFE AT SEA.
The Subcommittee on Safety of Life
at Sea, which is a part of the Shipping
Coordinating Committee, will meet
on Nov. 29 in Washington. On the
agenda is a discussion on procedures
and arrangements for the safe dis
charge of dangerous liquid sub
stances.
... MARINE POLLUTION. The
U.S. National Committee for the
Prevention of Marine Pollution will
be meeting on Nov. 28. The purpose
of the meeting is to present and dis
cuss the U.S. position on prevention
of ocean pollution. The results of this
meeting will be presented at the
eighth session of the Inter-Govemmental Maritime Consultive Organ
ization (IMCO) which will meet in
London on Dec. 5. SIU Vice Presi
dent Earl (Bull) Shepard will attend
this international maritime meeting.
•
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. . . CHEMICAL VESSELS. The
Subcommittee on Chemical Vessels,
which is a working group of the
Chemical Transportation Industry
Advisory Committee will meet on
Nov. 29. The purpose of the meeting
is to discuss international standards
for barges that carry hazardous bulk
liquid cargoes.
SIUNA Delegation
United Behind
Northern Tier
Alaskan Pipeline
Upgraders Hear Washington Report
Ten Seniority Upgraders came to Washington this month to take a first
hand look at the SI Id's legislative and political operations at the Trans
portation Institute and the AFL-CIO Maritime Trades Department.
During the visit, they were briefed by Jim Fatti, Transportation Insti
tute's legislative analyst and counsel. Meeting here with Fatti are SIU
Upgraders Javan Curie, Romeo Dizon, William Edwards, Richard
Gibbons, Wilbert Hyder, Michael Moore, Fridtjof Steelreath, Timothy
Teague, John Widman and Samuel Witt. They were accompanied on
their visit to Washington by Finey Foint Fort Agent George Costango
and SIU Representative Fat Filsworth.
SIUNA's delegation is united be
hind the proposal which would route
Alaskan oil through a pipeline run
ning from the state of Washington to
Minnesota. This route is known as
the Ail-American Northern Tier
Pipeline route.
The other route under considera
tion by the Government is the Kitimat route. This would carry excess
Alaska crude through a pipeline
aeross Canada to the U.S. Midwest.
The House Committee on Interior
and Insular Affairs has reported out
legislation to expedite a decision by
the Carter Administration on which
route will be selected to carry Alas
kan crude oil to the lower 48 states.
The importance of this legislation
to us is that if the Northern Tier route
is chosen, U.S.-flag tankers will carry
the Alaska crude to the state of
Washington.
DETAILS ON PAGE FIVE.
Other Happenings in Congress...
Neither the House nor the Senate
have been holding formal sessions
since Nov. 7 in order to give Mem
bers of Congress time to devote their
full attention to the Energy Program.
The Second Session of the 95th Con
gress is expected to convene on Jan.
19.
Meanwhile, a number of hearings
are being held in both the House and
Senate on pending legislation.
•
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. . . NAVAL PETROLEUM RE
SERVES. The wSenate Armed Serv
ices Committee is holding hearings
on the status of petroleum reserves
in storage in the U.S. for the Navy.
U.S.-flag ships supply the petroleum
for the Navy's storage facilities. So
we'll be watching developments on
these hearings.
*
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... ALASKA LANDS. The Alaska
Lands Subcommittee of the House
Interior and Insular Affairs Commit
tee is moving ahead on legislation
setting aside certain Alaska land
areas as wildlife refuges, national
parks, and preserves. A hearing is
scheduled on Nov. 29. This legisla
tion is important to us because of
our interest in oil and natural gas
pipelines, and port facilities.
SPAD is the SIU's political fund and our political arm in
Washington, D.C. The SIU asks for and accepts voluntary
contributions only. The Union uses the money donated to
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress. These are issues that have
a direct impact on the jobs and job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The SIU urges its members to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the EEC
In Washington^ D.C.
. . . OCEANS AND ATMOS
PHERE. The House Merchant Ma
rine and Fisheries Committee will
hold hearings on Nov. 29 relating to
legislation affecting the jurisdiction
of the National Oceanic and Atmos
pheric Administration. This Federal
agency is playing an increasingly im
portant role in offshore areas affect
ing oil and gas drilling, and fisheries.
4 Jones Act
Bills Await
Congress Action
Four separate bills—all aimed at
eliminating the Virgin Islands' ex
emption from the Jones Act—have
been introduced in Congress.
The bills would close the loophole
in the Jones Act which now makes it
possible for Big Oil to evade the in
tent of Congress which is to keep the
transportation of Alaskan oil for
U.S.-flag ships.
Amerada Hess — which has the
world's largest refinery located in the
Virgin Islands—has been shipping
Alaska crude on the foreign-flag Hercules to its refinery. The refined crude
is then re-shipped—again on foreignflaggers — to East Coast storage
areas.
SEEPAGE 16 FOR DETAILS ON
VIRGIN ISLANDS CONTRO
VERSY.
November 1977 / LOG / 9
4
Wi
�Know Your Company
lOT: Largest U.S. Inland-Deep Sea Fleet
This story begins a regular feature on
SIU'Contracted towing companies. A differ
ent company will be featured each month.
It is designed to provide SIU Boatmen with
more knowledge of their industry, and to
give all SIU members a closer look at the
job opportunities on the inland icaterways.
What company is the largest owner and oper
ator of American-flag vessels?
Would you believe a tugboat company?
How about one that has a U.S. fleet of 26 tugs,
six pushboats, 47 barges, nine tankers, and two
Ro/Ros?
The lOT Corp. started out as a small tugboat
company, but now owns, operates or manages
that entire fleet. Its gross registered tonnage is the
largest in the country.
JOT has been in business for half a century.
For the last 20 years of its operation—the period
of lOT's greatest growth—it's been an SlU-contracted company.
More than 600 people man lOT's tug and barge
fleet. For the most part, they are SIU Boatmen
who are the captains, masters, mates and all un
licensed crewmembers. Seafarers also hold the
275 unlicensed positions on lOT's U.S.-flag deep
sea ships.
Eiglit Divisions
These Boatmen and Seafarers may not even
realize that they work for the same company be-
The movements of the entire lOT fleet are directed
from this desk in the traffic department at Philadel
phia headquarters.
cause lOT is made up of eight different divisions,
seven tug and barge operations and the deep sea
fleet. In fact, the SIU has separate contracts for
each of these eight lOT subsidiaries.
The tug and barge operations are: Interstate
and Ocean Transport, Inter-Cities Navigation,
Gellenlhin Barge Lines, International Bulk Trans
port, Interstate Barge, Mariner Towing, and Har
bor Towing. The deep sea division is InterOcean
Management.
Most of these divisions are involved in oil trans
portation. The corporate headquarters for the
entire operation is based where the action is—in
Philadelphia.
There are seven oil refineries in the Delaware
Valley which together put out 1-million barrels
a day. It is the biggest oil refining center on the
East Coast and second only to Houston in the
country.
Five Million Barrels
Delivering and distributing oil to and from these
refineries is big business and most of it goes to lOT
tugboat companies. These companies also off load
(lighter) oil from the large tankers whose draft is
too deep for the Philadelphia Harbor. In this job
alone, lOT tugs and barges handle an average of
5-million barrels of crude a month.
But lOT is not just in Philadelphia. Harbor
Towing, the corporation's newest acquisition,
lighters and bunkers ships in Chesapeake Bay and
distributes oil from there all along the Eastern
Shore.
lOT has its own electronics shop dockside in Phila
delphia to service the fleet's communications
equipment.
The Massachusetts is one of three VLGGs operated
by lOT's deep sea division.
But lOT's reach extends even farther than that.
Its tugs and barges are also in the Gulf of Mexico,
where they carry oil from Louisiana and Texas
refineries to Florida and other Southern ports. The
barges used here are some of the biggest in the
industry. The smallest have a 115,000-barrel
capacity and the largest can hold up to 265,000barrels.
lOT's fleet has grown tremendously to keep' on
top of this kind of business. In the last 15 years,
lOT has built over 20 new tugs. And two more
boats will soon be added to the fleet. A new 5,600
hp. tug, the Enterprise, will enter service this
month, along with a newly acquired pushboat, the
1,200 hp. Dispatcher.
The 5,600 hp. Yalour is one of eight tugs used in
lOT's Gulf operation.
Deep Sea Division
lOT has built more than 20 boats in the last 15
years. The Interstate Transporter, shown here, was
the first in that period of continuing expansion.
lOT's deep sea division is an even more reeent
expansion. InterOcean Management was formed
in 1974 when the company took over six Cities
Service tankers. lOM also is the operating agent
for three 265,000 dwt VLCCs, the Massachusetts,
New York and Maryland, all built within the last
three years. They also operate two new Ro/Ros,
the Great Land and the Westward Venture.
A fleet as large and varied as lOT's is a major
operation. And lOT has developed the means to
earry it out, from the 24-hour, 14-man Traffic De
partment in downtown Philadelphia headquarters
to their complete doekside office and shop faeilities.
But the real operation is on the water, in the
hands of the men who man the lOT fleet. They
are the SIU members whose job opportunities have
grown along with an expanding eompany and
whose skills have kept pace with a dynamic in
dustry.
10 / LOG / November 1977
SIU member Capt. Chin's Lupton, shown here on the
Transporter, was in the wheelhouse of this boat
when it towed the Edward L. Steininger to safety.
The ship was docked on the Delaware River next
to an.other tanker that exploded and burned in 1975.
�3-Monfh Scholarship Pays $125 a Week
Full Curriculum Provided forTowboat Program
Do you know how to do Isobaric
analysis? Can you use a stadimeter or
an anemometer? How about a Loran
interpolator?
If this kind of technical mumbojumbo has kept you from taking a crack
at a towboat operator's license, don't let
it put you off any longer.
The Towboat Operator Course at the
Harry Lundeberg School can bring it
all down to basics for you. And now
there's another down-to-earth reason
why you should give it a try.
$125. a week if you do.
The brand new Towboat Operator
Scholarship Program will pay you this
amount while you attend the 12-week
Towboat Operator Course at the School
in Piney Point, Md. There is a class
beginning on Feb. 20 and another start
ing on May 29. Like all HLS courses,
instruction, room and board and all
school supplies are provided free of
charge.
The scholarships are a first in the
SIU and in the towing industry. They
are being offered to SIU Boatmen by
the Transportation Institute, a research
and educational group for the maritime
industry. It represents all SlU-contracted companies.
These companies realize the indus
try's growing need for licensed boat
men. And the Lundeberg School has
INLAND
developed a program to meet that need.
Here's what it will do for you, if you
qualify.
The Towboat Operator Course will
teach you everything you need to know
to take the licensing exams for First
and Second Class Operators of Unin
spected Towing Vessels and to become
a fully qualified licensed operator. This
means that your time at the School will
be spent equally on important class
room preparation and on extensive
"hands-on" training aboard the HLS
tug and towboat.
The 24 students in each class will be
split into groups of three or four for
close, individual instruction in the
wheelhouse. These groups will spend
three to four hours a day, on a rotating
schedule, aboard the CL-2, a single
screw tug, and the Susan Collins, a twin
screw pushboat with flanking rudders.
They will get firsthand practice with
all wheelhouse equipment in all aspects
of boat operations. This will range from
docking and undocking to complicated
maneuvers with single and niultibarge
tows.
In the classroom, students will have
more time to go over the workings of
navigational, weather-reading and other
technical devices. They will also gain
the skills necessary to accurately read
charts and predict tides and currents.
Rules of the Road, safety regulation,
fire-fighting and first-aid will also be
included. And there will be close at
tention paid to SIU history, contracts.
Constitution and pension and welfare
plans. In this way all brothers will come
away with a better understanding of
their Union and their industry.
All this means careful textbook study.
But even Boatmen who haven't opened
a schoolbook in years yvon't have to
worry. Study skills, such as outlining
and note taking, will be covered, too.
Covering all this ground means that
students will spend most of their time
at the School itself. But you will also
have several opportunities during the
cour.se to travel to other locations. In
this way you will gain important train
ing and experience.
Firefighting training includes a day
of firsthand practice with equipment at
the firefighting school in Earle, N.J. The
first-aid instruction will conclude with
a trip to the Baltimore U.S. Public
Health Service Hospital for a first-aid
certificate exam.
And there will also be trips to Wash
ington, D.C. to tour the Transportation
Institute and both Houses of Congress.
Here you will have a chance to see for
yourself how the SIU, along with the
rest of the maritime industry, work for
essential support from the Government.
The Towboat Operator Course is the
most thorough preparation you can find
to advance in your career as an SIU
Boatman. And the Towboat Operator
Scholarship is a chance in a lifetime to
take advantage of it.
Under the Scholarship, Boatmen will
be given $125 per week while they
study to improve their skills and their
earning capacity.
All eligible- Boatmen will soon re
ceive an application for the .scholarship
in the mail. Don't delay. Fill it out and
send it to:
Transportation Institute
Scholarship Committee
c/o The Harry Lundeberg School
Piney Point, Md. 20674
All application requirements must be
completed and returned to the Scholar
ship Committc by Jan. 17, 1978.
If you do not receive an application,
or if you need more information, con
tact the T1 Scholarship Committee at
the above address. (All eligibility re
quirements for the scholarship were
run on Page 10 of the October Log.)
Drozak Urges lUPIW Confab Delegates to Take Political Action
SIU Executive Vice President Frank
Drozak urged last month's convention
of the International Union of Petroleum
and Industrial Workers to become
deeply involved in all levels of political
action.
The lUPIW, headquartered in
Bakersfield, Calif., represents more
than 2,200 petroleum workers in the
Southern California area. The lUPIW is
one of 29 affiliates of the SIUNA.
Drozak said, "labor has worked hard
to win better jobs, better wages and bet
ter conditions for America's workers.
And we cannot expect to protect these
Frank Drozak
Waterman Signs Contract to
Restore U.S.-Far East Service
The SlU-contracted Waterman
Steamship Corp. signed an agreement
which will restore Federal subsidies to
Waterman's U.S.-Far East service. The
agreement was signed this month with
the LT.S. Maritime Adniini.straiion.
The agreement was announced to the
public by Waterman and Marad on
Nov. 22. Under its terms. Waterman
will build two new LASH vessels for
Far East trade routes 12 and 22.
This new construction will satisfy
Marad's requirements for granting op
erating subsidies, that is. Government
funds toward. Waterman's cost of gun
ning its service on these routes.', '
The company had lost operating sub
sidies on routes 12 and 22 in May be
cause it could not work out plans to
build the required new ships at that
time. Losing these funds created finan-
cial problems for Waterman. They are
expected to be solved once the subsi
dies are restored.
Under the agreement. Waterman will
also get construction subsidies from the
Government for the new LASH ships.
But the ships are being built to replace
Waterman's eight outdated Mariner
breakbulk ships now in service on 12
and 22. The company must eventually
trade in these old vessels to the Govern
ment's reserve fleet. They will go to
ward the construction cost of the new
ships.
However, this will happen over a
period of time while the new ships are
being built. In the meantime. Water
man will lease the Mariner vessels from
the Government and continue to oper
ate them.
Waterman is also negotiating with
Marad for continued subsidy arrange
ments on its Near East trade route 18.
This will possibly involve building two
new LASH vessels for that service by
1982.
gains strictly through collective bargain
ing."
Drozak affirmed that "we must in
sure that the people who make the laws
are people who have the working man's
interest at heart. If we don't, there is
no one to blame but ourselves when our
jobs and hard-won gains start slipping
through our hands."
Drozak told the convention that the
AFL-CIO had provided the political ap
paratus through local central bodies and
state federations to get the job done.
He said, however, "it is up to each
individual union to fully participate in
state labor bodies to make these organ
izations productive and effective in lo
cal and statewide politics."
Drozak also urged the lUPIW Con
vention delegates to become involved in
labor supported Voter Registration Pro
grams. He said they should do this "to
insure that all working people eligible
to vote do vote for the candidates will
ing to help labor in its efforts to achieve
a better life for all the nation's workers."
SAB Rules on C
Classified Men
Late this month, the Seafarers Ap
peals Board ruled that effective Jan. 3,
1977, "C classllication seamen may
only register and sail as entry ratings in
only one department."
The Board took the action to insure
that the Union will be able to maintain
sufficient manpower for each shipboard
department. The ruling will also enable
these seamen to get sufficient scatinie
in one department for the purpose of
upgrading to a higher rating in that
department.
Do You Have One of These?
PASSPORT
UNITED STATES
AMERICA'
BICENTENNIAL 1770-1976
The Seafarers Appeals Board ruled
late this month that effective Jan. 3,
1977 "a requirement for shipping is
that all seamen must possess a valid
ijn-to-date passport,"
The action comes out of the fact
that many foreign nations are crack
ing down on immigration regulations
requiring that all people coming into
their countries must have passports.
The SAB, then, took this action to
insure that when there are flyout jobs,
those who throw in for the jobs will
be fully prepared to take them.
This ruling will enable the Union
to continue to meet our manpower
commitments to our contracted com
panies.
November 1977 / LOG / 11
�OK New Courses, Scholarship Fund
20 Inland Companies Meet at Piney Point
PINEY POINT,
Twenty
SW •contracted towing company
representatives and SlU officials
came to the Lundeberg School for
two days of Advisory Board meet'
ings last month.
In opening the meetings, HLS
President Hazel Brown said, "IFe
will react to your suggestions and
we will try to incorporate your
needs. We ivant to graduate students
who are versatile and who have
learned the correct skills."
SlU Vice President Paul Drozak
added, "/I// the programs offered
here are designed to meet the needs
of our operators for trained man
power and to provide the member
ship with the skills to meet these
needs."
Following these remarks, repre
sentatives from the School's Aca
demic and Vocational Departments
explained the courses which are of
Towing company representatives get a tour of the Lundeberg School's galley training area from Bob Kalmus (third from
right), who is director of vocational education at the School. Also in photo are, from the left: Donald Bostdorff (Caribe
Tugboat): Richard Miller (National Marine); George Jordan (G&H Towing); Bobby Nicholls (National Marine); and
Capt. Donald Hand and Cdr. Richard Hess of the U.S. Coast Guard.
fered.
All the representatives agreed
that upgrading at HLS was the key
to overcoming manpower shortages.
The representatives from the com
panies, HLS and the SlU then dis
cussed current concerns in the tow
ing industry and how they might be
helped through programs at the
School,
Among the solutions tvhich
emerged were the follotving: in
creased emphasis on ship docking
procedures and heavy chain towing
in the deckhand/tankerman pro
gram; a new engine department
course designed specifically to train
diesel engine troubleshooters, and
revision of the tankerman course to
A tour of the machine shop, where many upgrading courses take place, was a part of the Towboat Advisory meeting.
Those in photo include; Don Peck (Curtis Bay); D. Buchanan (lOT); Jim Harrell (Allied Towing); Frank Vulewfcz
(Curtis); Bill Thorpe (Taylor & Anderson); Larry Eaves (Moran); and SlU official Joe Sacco.
include netv Coast Guard regulations
currently being developed. This revision tvill take place when the regu-
lations are finalized. To develop
these new programs, management
and Union representatives decided
Company reps observe Lundeberg students during training exercise aboard the School's pushboat, Susan Collins.
From the left are: Arthur Kulp (Crescent Towing); Walter Wise (Dixie Carriers); Robert Kilroy (American Commercial
Barge Line); SlU New Orleans rep Jimmy Martin; Buck Lay (ACBL), and Ed Boyer, HLSS instructor.
Reps of SlU-contracted towing companies and SlU officials shown during group discussion on the need for training an
increased number of Boatmen for wheelhouse jobs.
12 / LOG / November 1977
to meet in committees with educa
tors from HLS. Therefore, new
courses which will result will be cer
tain to include all the necessary job
skills.
An on-going concern in the tow
ing industry is the shortage of li
censed wheelhouse personnel.
A new program to meet- this need
was presented and accepted during
the Advisory Board meeting. Under
this program, the Transportation
Institute, a non-profit organization.,
operated by approximately 150
member companies which are en
gaged in every facet of maritime
transportation, has established a
scholarship fund to €fssist Boatmen
in obtaining a license as Totvhoat
Operator or Second Class Towboat
Operator.
Twenty-four Boatmen will be
selected for the first scholarships.
They will attend a 12-week course
at HLS which will consist of an equal
amount of class time and practical
boat-handling experience.
The first course will begin on
Feb. 20, 1978 and is scheduled for
completion on May 12, 1978.
In discussing the scholarship
fund. Miss Brown noted that,
program ivill bring us the best peo
ple in the industry." Dave Carlton,
vice president of Gulf Canal Lines
stated, "/ think it's a great idea—
the best idea I've heard to meet our
needs!"
�Fired Captain Awarded $1AOO in Back Pay From Company
SIU member Capt. Pat Thomas was
awarded $1,400 this month from the
company that fired him last summer.
The Union helped him win the back
pay settlement in a successful arbitra
tion case against Marine Fueling of Port
Arthur, Tex,
Thomas was fired when he refused
to take out his boat again after putting
in 20 hours piloting the boat in a 24hour period. He had been a captain with
Marine Fueling for 12 years. The com
pany does harbor fleeting and refueling
work on the Sabine River and Intracoastal Waterway.
Brother Thomas refused to continue
working because he felt that he was too
tired to safely navigate the boat any
longer. Moreover, he was within his
rights since Coast Guard regulations
limit towboat operators' working time
to 12 hours in a 24 hour period.
He informed the SIU, and Port Ar
thur Port Agent Don Anderson filed a
grievance. On Sept. 28, a Port Arthur
arbitrator decided that Thomas' refusal
was justified.
Marine Fueling was ordered to rehire
Thomas and pay him the salary he lost
while he was out of work. He accepted
the settlement but waived reinstatement.
He had found a new job as captain
through the SIU hall in Port Arthur.
This was not the first time that the
SIU has filed a grievance against Marine
Fueling for requiring Boatmen to put in
excessive overtime. Port Agent Ander
son said that the SIU Boatmen in the
company had complained about this
problem to the Coast Guard in Novem
ber, 1975. The Coast Guard repri
manded the company at the time and
ordered them not to further violate the
regulations for working hours.
SIU Plan Pays Retiree, Wife's 5226 Medical Bills
The nation's elderly — retired
people on fixed incomes — have
been the group hardest hit by the
rampant inflation of the 70's.
Between union pensions and
Social Security, most people can
make it with a little left over. But
the real problem for the nation's
elderly is rising medical costs,
which make the inflation rate look
like smalltime.
Medicare helps, but it doesn't
nearly cover everything. And for
a person on a fixed income, it is a
very heavy financial burden to
have to pay medical bills on top
of the rising costs of other neces
sities of life.
Retired SIU members must, of
course, cope with the rising cost of
living. But for them at least, there
is little worry about medical bills.
The SIU Welfare Plan continues
to cover retired members and their
Ruling May Affect U.S. Seamen
An expected ruling by the U.S. Im
migration and Naturalization Service
will affect job opportunities for Ameri
can seamen. The case involves foreign
crewmen aboard a Dutch-registry tank
er which is engaged in lightering opera
tions off the West Coast.
The ship — the Docina — has been
off-loading from foreign-flag supertank
ers anchored at sea off the California
coast. She has been delivering crude to
Notice to UenAen
On Job Call Procedure
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
INLAND
West Coast refineries. The Docina,
which is owned by Shell Oil, then re
turns to the mother-ship with bunker
fuel.
The Immigration and Naturalization
Service in San Francisco has ordered
the foreign crew deported. The Service
contends that the Docina was engaged
in "domestic enterprise" and that the
foreign crewmembeis were therefore in
"unauthorized employment."
The case is now before the Board of
Immigration Appeals in Washington,
D.C. The SIU has filed to intervene in
the case in support of the San Francisco
decision.
What will this mean to American
Seafarers? C. James Patti, counsel for
Transportation Institute, which has
been assisting the SIU in this case, said:
"If this decision is upheld, it will
mean that U.S. citizen seamen must be
employed aboard ships engaged in light
ering operations off the coastlines of
the United States."
The Transportation Institute is a
Washington, D.C.-based research and
educational organization for the mari
time industry.
dependents for the same benefits
as when they were working.
This is an important distinction
between the SIU's Welfare Plan
and many other union plans. Some
union plans don't cover retired
members at all. And for those that
do, the coverage is often very
limited.
One retired SIU member who
has received a lot of help from our
Welfare Plan is David Lewis of
Cleveland, Ohio.
Brother Lewis retired in 1966
on disability after working on the
Great Lakes for nearly 50 years.
He worked mainly in the dredging
business. Since his retirement, the
Plan has paid more than $22,000
in medical benefits for him and
his wife, Diantha.
Lewis, now 70, sailed as a deck
hand, scowman, foreman and
crane operator. He said, "living
on a fixed income isn't easy, but
we make it okay. The benefits
from the Union help."
When Lewis started sailing on
the Lakes, there were no benefits
at all outside of his paycheck. He
started shipping on an old ore
carrier in 1922.
He recalls that he got his first
dredge job in 1935 after joining
the old International Tug and
Dredgemen's Union. Brother
Lewis said, "I worked six days, 12
hours a day my first week on the
dredges and came home with a
check for $52. Everyone went
wild."
Lewis continued, "times have
changed on the Lakes, mostly in
the area of pay and benefits, due
to the unions."
His son, David, Jr., followed in
dad's footsteps. He is an SIU mem
ber working the dredges. Lewis
also has four daughters. We wish
him well in the future.
Notice to Members
On Sbippmg Procedure
When throwing in for work dur
ing a Job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
A MESSAGE FROM YOUR UNION
THe
MORAL:
UUNK
/s
au///c
AND
YOU'RE
BEACHED
POR
S/PE
O
o
DAY /=/A/ALLY CAA/IE
/^ARCOTiCS/
''OOT OP
r/JOUGJJT/
...AND //-f WAS ALWAYS ///OR
ASAK/re
/dP LOST MS PAPSRS /A/ SHAMS,
... AND AOLfA/O US/A/<3 OOPS /S
A/or VERY SR/ORT
November 1977 / LOG / 13
�LNC-What Is if? What Does it Do?
In these days of the on-going energy
crisis, Liquified Natural Gas—or LNG
—has captured the public imagination.
Much of what has been written about
LNG sounds as if this fuel were as
dangerous as an atom bomb.
Actually, LNG is a rather humble
and naturally-occurring fuel. It is sim
ply methane—or natural gas. The sci
entific ability to liquify methane has
existed since shortly after the turn of
the century. The first LNG plant began
operating in the Lf.S. in 1914. It was
located in West Virginia.
Perhaps the most amazing thing
about LNG is that the equivalent of
millions of cubic feet of methane gas
can be stored or transported in the
liquid state. This is a huge amount of
energy confined in relatively small
spaces.
Today, many people—especially en
vironmental groups—make this sound
very frightening. But in the 73 years
that LNG has been used by the energyconsuming public as a fuel, great prog
ress has been made in the science and
safety of LNG handling.
In fact, since the early 1900's, there
have been only two shoreside mishaps
with LNG. The most famous LNG
accident occurred in Cleveland in
1944. Wartime shortages had led to a
reduction in the amount of nickel
added to the steel used in constructing
an LNG storage tank. Since the nickel
alloy gives steel the strength to with
stand the tremendously cold tempera
tures of LNG, the tank developed a
leak. Holding dikes to contain leaks,
which are now a standing feature on
all fuel tanks (not just LNG tanks),
were not in use in 1944. So the LNG
seeped out of the tank and into the
Cleveland sewer system, causing a huge
fire.
Much progress has been made in the
safe storage of the fuel since that time.
Even more important for seafarers,
there has never been a marine disaster
involving LNG. And ships have been
carrying LNG for 19 years. In 1958, a
rebuilt cargo ship, originally launched
in 1945, carried 2000 tons of LNG
from Lake Charles, La. to Canvey Is
land, in the Thames River, east of Lon
don. Christened the Methane Pioneer,
this ship was owned by an American
company, flew the Panamanian flag,
and made seven transatlantic crossings
fully loaded with LNG.
The Methane Pioneer was an experi
mental ship. Her successful voyages led
to a new era in marine transport. LNG
tankers did not come off the ways im
mediately, though. From the beginning,
safety of the ship's crew and the sur
rounding environment was of the very
highest priority. Nethertheless, in 1972
there were 13 LNG tankers in opera
tion and 20 were on order. The first
U.S.-flag LNG tanker, the SlU-manned
Aquarius, was launched this year.
These tankers comply with safety
standards that vastly exceed any stand
ards for other types of ships. Double
hulls, which may or may not be found
on conventional tankers, are the rule
on LNG vessels. All the metals—in
cluding the nuts and bolts—used in
these ships are cryogenically rated (de
signed and tested to withstand the
supercold).
Inert gas—not air—fills all the void
spaced in and around the tanks. With
out air, the gas cannot burn. Auto
mated systems for leak detection and
shut-down monitor the vessel. These
systems protect every area where a
crewmember might live or work. Elab
orate collision avoidance systems track
up to 40 ships in the area of the tanker.
9 Complete LNG Program
Nine Seafarers recently completed the LNG upgrading program at the Lundeberg School. They are, front row from the left: Tim Doherty, Richard Duncan,
Vinnie Carrao and Dave Long. In the back row, from the left, are: Guy DeBaere,
Ed Saviekas, Robert Adams, John Reed and Edward Tinsley.
Six Galley Hands
Six Seafarers hold galley endorsements they achieved at the Lundeberg
School for assistant cook. They are, from the left: Wayne Larsen, Named All,
Arthur Mitchell, Fred Stack, James Marriner and Robert Kelner.
14 / LOG / November 1977
..iiJiSa
The radar indicates all possible colli
sions and the routes for avoiding them.
These readouts are updated every few
seconds. Specially designed firefighting
equipment protects the entire ship.
Loading and unloading operations
are equally as safe. The same firefight
ing, leak detection and inert gas systems
operate shoreside. The LNG^ is never
in contact with air. In the event of any
pressure build up, the gas is vented into
the company's gas lines and used imme
diately by the consumers.
Finally LNG crews are the most
highly trained in the world. Among
other things, they receive extensive
training in fighting LNG fires and they
learn not only shipboard cargo han
dling and safety but also all the terminal
operations as well. No one may serve
aboard an LNG vessel without first
receiving this training. There is a good
reason for this training. The knowledge
these seafarers have about their ship
and its cargo means they know how to
do their jobs in the safest possible way.
In an emergency, they also know how
to protect themselves and the ship. Be
cause the officers and crews on LNG
ships are experts, the operation of their
ship is as safe as possible.
In the popular imagination, the
greatest concern about LNG tankers is
collision. This is an easily understand
able concern in light of the frequent
collisions and sinkings involving for
eign-flag ships in U.S. waters.
In a collision, wouldn't rupture of
the hull, then the tanks, then cargo
spillage and finally fire result? No. Not
unless the vessel was rammed broad
side at high speed by a fully-loaded
ship. And experienced seafarers know
that high speed collisions are rare. Hull
and tank designs of LNG tankers pre
vent release of the cargo in a low speed
collision—the tanks , are independent
of, and insulated from, the hull. For
them to rupture, the double walls of the
hull and the double walls of the tank
must be pierced. Low speed, in-port
collisions don't generate this kind of
impact.
All the speculation about collisions
is purely theoretical, though. An LNG
vessel has never been involved in a
collision—and they have been in serv
ice for 19 years.
The closest approximation of an
LNG disaster at sea occurred a few
years ago. The Japanese LPG carrier
Yiiyo Marii was rammed in Tokyo Bay
by a Liberian vessel. Her cargo of
naphtha propane and butane burned for
19 days. Finally, the Japanese Govern
ment decided to sink the ¥uyo Mam.
But all the safety features of the special
ized carrier made her nearly unsinkable. It took four destroyers, four fri
gates, four anti-submarine frigates and
a submarine firing 857 shells, 12 rock
ets, depth charges and four torpedoes
to sink her. The Yuyo Maru was almost
as difficult to destroy as the Bismark.
In addition to collision and fire, the
popular press has publicized the possi
bility of enormous LNG explosions.
Well, there is no doubt that LNG will
burn—but scientists are not convinced
that it is possible to make LNG ex
plode.
So LNG is neither new nor exotic and
its transport and storag,; is the safest
in the world. What then, does all of this
mean to the consumer? Well, when you
turn on the gas stove at 8 in the morn
ing or your gas furnace goes into oper
ation at 5 in the evening, it's very pos
sible that you're using LNG. LNG is
used chiefly in the U.S. to supplement
pipelines and other sources of natural
gas during daily periods and yearly
seasons of peak usage.
Plenty of AB's
A recent Able-Seaman course at the Lundeberg School was filled by 23 Sea
farers looking to get ahead in their sailing careers. They are, kneeling from
the left: Fred DeBorde, Domingo Leon, Jr., Mike Pell, Tom Quattrochi, Robert
Arana, Jaime Rios, Kevin Brady and .Robert Tanner. Standing from the left
are: James Porter, Mike Martin, Kevin Sutton, Mark Rizzo, Tom Johnson,
Ronald Gray, Mark Darley, Bob Hoffman, Jake Karaczynski (instructor).
Charles Hatton, Douglas Rodger, David Asherman, Randolph Archer, Steve
Thompson, Clarence Lofton and Johnny Hagen.
�At Confab^ Hibbert Notes: ANC Center Unique
A growing number of labor unions
across the country are supporting alco
holism programs for their members.
About 600 of the people who run those
programs got together last month to
discuss why and how they do it.
The occasion was the sixth annual
meeting of ALMACA, the Association
of Labor-Management Administrators
and Consultants on Alcoholism. It was
held in New York City from Oct. 26-29.
One of the main participants was the
Seafarers Alcoholic' Rehabilitation
Center. ARC Director Bill Hibbert was
a featured speaker in a panel discussion
on alcoholism programs supported by
labor unions.
Labor programs have been found to
be one of the best ways to help al
coholics, it was brought out during the
discussion. They work well because of
two basic reasons. First of all, the de
sire to keep your job. This is one of the
strongest motivations yet discovered to
convince a person to accept help in cop
ing with a drinking problem. Secondly,
excessive drinking almost always cre
ates job performance problems which
are clearly evident to fellow union
members. They in turn can persuade
their brother or sister to get help under
a program which protects job and se
niority rights.
Union representatives on the panel,
such as the International Longshore
men's Association and the International
Association of Machinists and Aeorspace Workers, discussed their success
in operating referral services for alco
holic members. These programs gen
erally depend on outside counseling
and treatment centers.
ARC Director Bill Hibbert, at podium, was one of the speakers at a New York
City conference on Oct.27onalcoholism programs supported by labor unions.
Other speakers included (I. to r.): Jack Hennessy of the ILA; Bill Combs, Ma
chinists and Aerospace Workers, and Mort Aronoff and Henry Huestis of the
National Association of Broadcast Employees and Technicians.
The SIU program is unique, Hibbert have trouble with the important educa
explained, because it offers complete tional material on alcoholism which the
referral and counseling services. These Center provides. After they complete
services are provided within a residence the program, many of the men stay on
center run by the Seafarers Welfare to upgrade at the School. This helps
Plan.
their careers and provides a transition
He described the Center, located in period—back into everyday life.
a remodeled farmhouse in Valley Lee,
Moreover, every man who goes
Md., as a "therapeutic community." It through the program is assisted in get
offers physical, emotional and intel ting back to work again. This helps the
lectual help for the alcoholic Seafarer, alcoholic return to a secure environ
Laker and Boatman.
ment, Hibbert said. It can help prevent
Hibbert stressed the "built-in re the danger of drifting back into the
sources" in the Union that contribute non-productive life of an alcoholic.
to the Center's success.
Follow-up programs with Alcoholics
The nearby Harry Lundeberg School, Anonymous groups in other ports are
for example, offers additional help to also set up for him.
alcoholic members while they are going
The Center also owes its success to
through the six-week recovery program. "the support that comes straight down
Reading teachers from the School visit from the president of the SIU and con
the Center. They help the men who may tinues through the rank-and-file mem
bership," Hibbert concluded. "I was
one of the most fortunate people in the
field of alcoholism," he maintained.
"When I became director of the ARC,
I fell into a ready-made program run by
people who were really willing to ac
complish something."
Jack Hennessy, director of the ILA
alcoholism program and moderator of
the panel, praised the SIU program. He
also said that ALMACA intended to
give SIU President Paul Hall an award
for his dedication to helping alcoholics.
Other speakers pointed out that
unions are involved in alcoholism pro
grams out of a basic concern for their
fellow workers. William Combs, direc
tor of the Machinists and Aerospace
Workers Alcoholism Program, District
141 in California, said "I didn't get into
this field as a do-gooder. I did it as a
union man with a way to help my
brothers and sisters keep their jobs."
Total Involvement
Another speaker on the panel, James
Clarke, the labor representative of the
Houston Regional Council on Alcohol
ism, stressed labor's "total involve
ment" in combating alcoholism. Clarke,
a former ILA official, is now a repre
sentative in the Texas Legislature. He
said he was the first man representing
labor to be elected to the legislature in
Texas.
Labor's role in alcoholism was
summed up by another speaker, Donald
Kapa, coordinator for Employee Alholism Seryiees for the State of New
York. "Labor has an enormous poten
tial to combat alcoholism on a national
scale," he said. "It's the sleeping giant
in the field."
Congress Clears Some Important Great Lakes Legislation
Congress recently cleared several
pieces of legislation which will have a
pronounced impact on the Great Lakes
region.
Last August, the Senate passed the
Clean Water Act of 1977. This Act in
cluded a section banning detergents
containing high levels of phosphates
from sale in the Great Lakes region.
The phosphate regulation was initially
introduced as a separate bill by Senator
Gaylord Nelson (D-Wisc.). It applies to
HISDitcliiirs Rmrt firMlakes
OCT. 1-31, 1977
•TOTAL REGISTERED
All Groups
Class A Class B Class C
5
0
0
2
3
0
1
11
0
0
0
1
0
0
0
1
1
0
0
3
1
2
0
7
0
1
0
0
0
1
0
2
0
0
0
1
0
0
1
2
2
0
0
1
1
0
0
4
0
0
0
0
0
0
0
0
2
4
1
16
7
3
5
38
13
2
1
15
4
2
0
37
1
4
0
5
0
1
3
14
Alpena ..
Buffalo .
Cleveland
Detroit . .
Duluth . .
Frankfort
Chicago .
Totals . .
4
3
0
22
10
2
3
44
Alpena . .
Buffalo .
Cleveland
Detroit . .
Duluth . .
Frankfort
Chicago .
Totals . .
5 .
1
0
11
3
3
1
24
Alpena . .
Buffalo .
Cleveland
Detroit .
Duluth ..
Frankfort
Chicago .
Totals ..
Alpena ..
Buffalo .
Cleveland
Detroit ..
Duluth ..
Frankfort
Chicago .
Totals . .
TOTAL SHIPPED
All Groups
Class A Class B Class C
DECK DEPARTMENT
12
13
0
6
0
0
4
1
2
35
22
3
12
0
7
0
4
2
1
8
1
1
81
46
6
ENGINE DEPARTMENT
6
13
0
0
0
4
0
3
P
21
2
0
6
2
0
5
2
1
2
0
0
22
44
1
STEWARD DEPARTMENT
6
6
0
0
0
1
0
0
0
11
3
0
2
2
0
0
0
0
0
2
1
22
11
1
ENTRY DEPARTMENT
'•
..
8
79
108
59
147
17
Totals All Departments
•"Total Registered" means the number of men who actually registereo ror snippiiig
u.c pu.i
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
seven of the eight states bordering the
Great Lakes and to that part of Pennsylvania lying in Lake Erie's drainage
basin.
The regulation limits the amount of
phosphate in household detergents so
that further pollution of the Great
Lakes can be prevented.
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
5
1
2
8
5
2
5
28
2
1
0
1
2
0
1
7
0
1
0
0
0
0
0
1
4
1
0
11
0
0
2
18
1
0
0
2
1
0
0
4
0
1
0
0
1
0
0
2
0
0
0
2
0
1
0
3
1
0
0
1
0
0
0
2
0
0
0
0
1
0
0
1
1
2
2
20
2
2
2
31
12
3
9
16
5
3
2
50
6
9
C
5
1
1
31
80
63
35
1
Basin Projects
Congress also acted on proposed
funds for Great Lakes basin projects.
These funds were included in the House
Appropriations bill for water-related
public works projects. The bill was
signed into law by the President last
July. A total of $108.7 million was al
lotted for construction, planning and
study projects, harbor ami channel
dredging. Also included was construc
tion of diked areas in order to contain
polluted sediments which are dredged
to keep harbor and channel depths con
stant.
An amount totaling $ 11,548,000 will
be used for navigation. Hood control
and beach erosion projects in Michigan,
New York, Ohio and Penn.sylvania.
Some of the special projects which
will receive Federal monies include: a
study of a Lakes-Seaway navigation ex
tension program; a study of wastewater
management on Lake Erie, and a study
of water levels on the Great Lakes.
Also slated fur funding are: examin
ations of water diversion from Lake
Michigan; the Great Lakes to Hudson
River waterway, and Buffalo Metro
area flood control.
November 1977 / LOG / 15
�The Jones Act:
Still One Big Baffle: Close the ''Loophole
This is the 17th in a series of articles
ivhich the Log is imblishing to explain how
certain organizations, programs and laws
affect the jobs and job security of SIU
members. This particular article is the last
in a series of three articles dealing with the
Jones Act, the nupst important piece of
maritime legislatum on the books today.
Did you know that two unmarried people of the
opposite sex, alone in a room in Massachusetts,
have to keep at least three feet on the floor at all
times?
It sounds crazy. But believe it or not, this old
comical law is still on the books today and tech
nically could be enforced. And there are a lot more
like it.
This may not be a proper comparison, but the
U.S. maritime industry is saddled with one of
these old, outdated laws, too. But it's not the least
bit funny. Because this law has seriously handi
capped greater expansion within the U.S. domestic
fleet and shipbuilding industry.
In maritime circles, this law is known as the
Virgin Islands "loophole" in the Jones Act.
The Jones Act was passed 57 years ago. It
requires that only American-built, Americanmanned and American-registered vessels be used
in this nation's domestic waterborne trades. That
is, cargoes shipped by water from one U.S. port to
another U.S. port must be American. This includes
deep sea shipments as well as cargoes transported
on the nation's inland waters and between U.S.
ports on the Great Lakes.
The Jones Act also covers waterborne cargoes
moving between the U.S. and Puerto Rico and
the U.S. and Guam. However, the Jones Act has
never covered trade between America and the U.S.
Virgin Islands, an American possession.
Top Legislative Goal
Closing the Virgin Islands "loophole" is one of
the SIU's top legislative priorities.
When the Jones Act was passed in 1920, legis
lators exempted the U.S. Virgin Islands from its
provisions. This was done because U.S.-flag ser
vice was not readily available at the time for this
trade. It was felt that this lack of service might
stunt the growth of industry in the Virgin Islands.
However, Congress did not intend that this exemp
tion should last 'ad infinitum.'
To say the least, the situation concerning the
Virgin Islands has changed drastically. Because
of tax incentives, a great deal of U.S. industry has
gone to the Virgin Islands. And the U.S. domestic
fleet is now more than capable of handling all the
Virgin Islands trade created by that industry.
However, virtually no American ships are used
in this trade.
The biggest abuser of the "loophole" is the
Amerada Hess Corp., a multinational oil com
pany. On the U.S. Virgin Island of St. Croix, Hess
owns and operates the largest oil refinery in the
world. This refinery has a recently upgraded capaeity of refining 800,000 barrels of oil per day.
Virtually all this refined oil, accounting for ap
proximately 25 sailings per week, is carried to the
U.S. East Coast in foreign-Hag tankers.
One Step Further
This situation has existed for many years. How
ever, Hess has gone one step further in using the
Virgin Island's "loophole" to the detriment of
America's domestic shipping industry.
Hess is now moving Alaskan pipeline crude oil
n
from Valdez on a foreign-flag tanker to the Virgin
Islands. The oil is refined there, and then moved
to the U.S. East Coast in another foreign-flag
tanker.
Along with the American Maritime Association
and the Shipbuilders Council of America, the SIU
joined in a suit against the Hess move. They
contended that the original intent of the Alaska
Oil Pipeline law had been violated.
However, a district court in Washington, D.C.
ruled against the suit. This made it legal for Hess
to continue transporting Alaskan oil on foreign
ships to the U.S. Virgin Islands.
The ruling has been appealed. But a decision
on the appeal could take as long as six months to
come through.
Win or lose in court, though, this case is just
one more indication that something definite must
be done to settle the Virgin Islands "loophole"
situation once and for all.
The SIU's answer is congressional legislation
that will finally bring the Virgin Islands under the
jurisdiction of the Jones Act. The SIU is planning
to push for this legislation in 1978.
A Strong Argument
The argument for closing the "loophole" is a
strong one. First, it would be a big boost for the
U.S. domestic fleet. TTiis boost will translate into
added jobs for U.S. maritime workers on the ships
themselves and in shipyards.
Also, closing the "loophole" will cut down con
siderably on the numbers of foreign-flag, foreignmanned tankers in America's coastal waters.This
will have a favorable impact on the environment.
The issue of the Jones Act, itself, has always
been a controversial one. And over the years, the
SIU has had to fight many attacks on provisions
of the bill. These attacks came mainly from the oil
companies.
But what must be remembered about the Jones
Act is that it protects the jobs of more than
185,000 U.S. workers in America's domestic
waterborne trades.
The SIU is prepared to do whatever is necessary
to protect these jobs. The Union will also add to
that figure by finally bringing the U.S. Virgin Is
lands under the Act.
Closing the Virgin Island loophole will mean fewer unsafe, unreliable foreign tankers in American waters.
'
I
16 / LOG / November 1977
sem.
mr-
�SS John Penn
LNG Aries
FOWT Albert Rogers of the SS John Penn (Waterman) died aboard "while
performing his duties" on Sept. 25, according to the ship's minutes. The ship was
moving down the Mississippi River on the way to a port of call at Casablanca,
Morocco. A Coast Guard helicopter lifted off the body of Brother Rogers at
Venice, La.
The 25,000 cubic meter carrier LNG Aries (Summit Marine) was floated
out of her graving basin at the General Dynamics Shipyard in Quincy, Mass. She
is the sistership of the SlU-contracted LNG Aquarius. She went to an outfitting
berth for final construction. The 936-foot Aries was scheduled to undergo sea
trials this month or next. Four LNG's are currently under construction at the yard.
VLCC Maryland
Odessa, USSR
A 500-pound, 10-foot shark was caught in Galveston Anchorage early last
month by members of the deck department of the VLCC Maryland (Inter Ocean
Mgt.). Helping out was Chief Steward Gilbert Murray.
The situation with shore leaves in ports in the USSR has been eased for U.S.
seafarers, it was announced early this month by the Maritime Administration.
In line with a recent agreement between the U.S. and the USSR, the Russian
Embassy in Washington, D.C. will telegraph crew list visas to their ports. That
"should enable U.S.-flag ships' crews to get ashore promptly when their ships
arrive in Soviet ports," says U.S. Assistant Secretary of Commerce for Maritime
Affairs Robert J. Blackwell.
He adds that the telegraphed visas are ". . . temporary replacements until the
(real) visas arrive."
ST Zapata Patriot, Rover, Courier
As part of the U.S. Strategic Petroleum Reserve Program, the ST Zapata Patriot
moved 35,000-tons of crude from Puerto Mexico, Mexico to Sunshine-Baton
Rouge, La. on Nov. 4. The fuel was to be stored in the Bayou Chocktaw Salt Dome.
Also chartered were the ST Zapata Rover and the ST Zapata Courier. They
pumped 68,000-tons of North Sea crude from the BP Terminal in the Netherland
Antilles in the Caribbean. The cargo was discharged at Seaway Terminal, Freeport, Tex. Barges then moved the oil for storage in the Bryan Salt Mound, Brazoria
County, Tex.
OBO Ultramar
Near the end of a voyage early last month in the port of New Orleans, Capt.
B. J. Howard of the OBO Ultramar (Westchester Marine) wrote: "To the licensed
and unlicensed members of the crew—The master offers to each and every man
of the crew his appreciation and gratitude for your sobriety and devotion to duty
throughout this extended and tiring voyage.
"The vessel called at some of the very worst ports of call and even though
short-handed, the breach was filled by able and willing hands without a single
complaint to the master.
"To those of you departing at payoff, may I wish you the very best of luck and
good sailing in the future. It has been a pleasure to have gone down to the sea in a
ship with all of you; and to those remaining for another tour, I'll say, 'Welcome
aboard.' It is always a good feeling to be with men of your stamina and character."
In response, "The crow agreed that Capt. Howard was a standup skipper and
a fine man."
Part of the crew were Recertified Bosun Norman F. Beavers, Chief Steward
E. W. Lambe, Chief Pumpman George Thompson, AB Frank Compabasso,
QMED Kenneth F. Linel and Cook Tony Rabago.
Houston — Corpus Christi
The Seadock Superport Project here has extended its deadline to oil companies
wanting to join the venture to Apr. 20. At that time, the now six-company group
will have to decide whether to accept or reject the U.S. Government's construction
guidelines.
The project will consist of building a $700-million monobuoy crude terminal
27 miles out in the Gulf off Freeport, Tex.
At Corpus Christi in Ingleside, construction of a LNG terminal and a temporary
i^PG terminal nearby is awaiting Federal approval. Later on, the LPG terminal
would perhaps settle permanently south of Port Arthur on the Sabine River.
A second LNG terminal would be built by the El Paso Co. on Matagorda Bay
near Port O'Connor, Tex.
Governors Island, N.Y.
More than 60 shipping companies in N.Y. Harbor got Automated MutualAssistance Vessel Rescue System Awards from the Coast Guard early this month.
The global, computerized vessel plotting system provides information for co
ordinated search and rescue efforts at sea.
Some 2,200 merchant ships radio sailing and position plans for at least 128
days a year to the Coast Guard. At the first SOS on the high seas, the computer
picks out the nearest vessel to the stricken ship to send to her aid. Many have been
saved in ship fires and sinkings, man overboard incidents, and medical emer
gencies.
U.S. Safety Board Bids for Firesafe Lifeboats for Tankers
When the U.S. tanker Edgar M.
Queeny and the Liberian tanker Corinthos collided in 1975, 26 crewmen were
killed and 11 injured. The lifeboats of
the Corinthos were rendered useless as
flames danced on the deck below them
and covered the oil-slicked water
around the vessel.
This accident and others like it
prompted the National Transportation
Safety Board to make a recommenda
tion on lifeboats. In a report to the
Coast Guard, the Board recommended
development of "enclosed, firesafe, selfcontained lifeboats," for all large U.S.
ships. If adopted, the recommendation
will apply primarily to large oil tankers.
It is on these tankers that the risks of
oil fires are high.
The lifeboat the safety Board has in
mind will be made of incombustible ma
terial, such as steel. This would enable
the lifeboat to withstand the intense
heat caused by fire.
The firesafe lifeboats would have
steel covers and self-contained air sup
plies. These air supplies would last for
a period of about 10 minutes. These
lifeboats could be lowered right onto
flame-engulfed water and ride clear of
the fire while those inside are protected
and provided with oxygen. The boat's
steel cover has its own spray system to
keep the metal cool.
Capt. Colucciello, chief of the NTSB's
Marine Accident Division, said such
lifeboats are "not that new an idea."
They are being used by Norwegian and
British vessels. They are also used on
offshore oil drilling rigs. On these rigs,
the NTSB report said, they "have been
used successfully in evacuations during
fire and other casualties."
The safety Board's recommendations
resulted from its investigation of the
Corinthos-Queeny collision on Jan. 31,
1975 at Marcus Hook, Pa. The
Queeny's pilot was attempting a 180
degree turn on the Delaware River after
leaving a dock. She hit the stern of the
Liberian tanker which was unloading a
cargo of crude oil.
The British Petroleum Co. Dock,
where the Corinthos was unloading,
burst into flames. In addition to the 26
fatal casualties, property and pollution
damages on the Delaware ran over $20
million. Damage to the Queeny was
minor but the Corinthos was destroyed.
The Board found that the Queeny
crew's firefighting training was an im
portant factor in minimizing "the
amount of ship damage and number of
personal injuries aboard their ship."
This prompted another safety rec
ommendation: that the U.S. Maritime
Administration speed completion of its
firefighting training curriculum and pro
gram for merchant marine officers and
seamen.
The case of the Corinthos-Queeny
collision is not the first in which lives
could have been saved if fire-resistant
lifeboats had been aboard ship.
Capt. Coluceiello said, "I've seen
enough instances where there's a need
for these boats for better protection of
crews on tankers."
Seattle Committee
In the messroom of the SS Seattle (Sea-Land) at a payoff in Port Elizabeth,
N. J. recently is the containership's Ship's Committee. From left are: Chief
Steward Vernon Douglas, secretary-reporter; Steward Delegate Stonewall
Jackson; Deck Delegate Richard Hunt, and Recertified Bosun Esteban
Morales, ship's chairman.
November 1977 / LOG / 17
�8B
Safety Demands Tankerman's Skills on Dangerous Tows
Requiring the towboat operator,
whose main job is safe navigation of
the vessel, to take on the duties of the
tankerman would be a serious mis
take. And in the long run, such a
move could only increase the likeli
hood of spills or even more disastrous
marine accidents.
For the past few years, the Coast
Guard has been shuffling around
with a very serious problem involving
safety.
It concerns the safe operation of
tank and chemical barges carrying
noxious or flammable cargoes, and
the safety of the people that man this
equipment. It also concerns the en
vironmental safety of our coastal and
inland waters.
Before going any further, we feel
a little background on this issue is
in order.
In recent years, there has been a
tremendous increase in the amount
of oil and other dangerous fuels and
chemicals transported by barge in
American waters. With increased
traffic has come an increased number
of polluting spills.
According to the Coast Guard
publication, Proceedings of the Ma
rine Safety Council, 85 percent of all
marine accidents, such as spills, are
caused by human error. The Coast
Guard said some of the errors in
clude, "allowing tank overflow, im
proper valve handling and improper
hose connections."
The Coast Guard concludes that
to cut down on these incidents, the
training and qualifications for the
job of tankerman—the person re
sponsible for the handling of these
cargoes—should be upgraded. In ad
dition, the Coast Guard has come out
with a new set of proposals concern
ing qualifications for the tankerman's
job.
On the issue of increased training,
we agree with the Coast Guard. We
believe that the job of tankerman is
an extremely important one. And we
recognize that with the technological
advances in tank and chemical
barges, coupled with increased ma
rine traffic, the job of tankerman is
a much more difficult one now than
in the past.
In fact, the SIU's Harry Lundeberg School conducts regular training
programs for tankerman training.
Among other things, this training in
cludes a comprehensive firefighting
November, 1977
The SIU is ready and able through
the Lundeberg School to meet any
new training requirements for the job
of tankerman. But we are prepared
to fight any proposal that would re
move the skills of a full-time tanker
man from boats towing dangerous
liquid cargoes.
The Coast Guard appears to be
sincere in their efforts to cut down
on marine accidents. However, the
removal of a tankerman from tows
underway will do absolutely nothing
to enhance this goal.
We urge the Coast Guard to take a
closer look at this particular proposal
and the problems it will most defi
nitely create.
CONTRADICTION
program We believe firefighting is
essential to any course involving the
tankerman. Overall, the Lundeberg
School's efforts have given the Union
a pool of qualified people to fill the
tankerman's job on SlU-contracted
vessels.
However, we can't comprehend
the intent behind at least one of the
Coast Guard's new proposals con
cerning the tankerman.
This proposal calls for the towboat
operator or pilot to perform the
tankerman's duties while the tow is
underway.
The net result of this proposal
would be the removal of a skilled
person from dangerous tows.
The SIU has nothing against re
quiring pilots or towboat operators
to have a tankerman's endorsement.
It is an important skill for any towboatman to have.
LOG
Official Publication of the Seafarers International Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFL-CIO
Vol. 39, No. 11
Executive Board
Paul Hall
President
Frank Drozak
Joe DiGiorgio
Executive Vice President
Secretary-T reasurer
Vice President
Earl Shepard
Lindsey Williams
Paul Drozak
Vice President
Vice President
Cal Tanner
But the tankerman's job is a fulltime job. And it requires the full-time
attention of at least one person
whether the vessel is discharging in
port or underway.
If they do take a closer look, we
believe that common sense will pre
vail and the the Coast Guard will re
verse their position on this issue. We
also believe that the goals of envi
ronmental safety, navigational safety
and the personal safety of America's
boatmen demand such a reversal.
'Send Me to Caesar's Palace'
The cost of a room at Caesar's
Palace, the most expensive and luxur
ious hotel in Las Vegas, is about $60
a day. There's a TV in every room.
The cost of a semi-private room in
just about any hospital in America
amounts to $100 to $150 per day. If
you want a TV, add on another few
bucks a day.
So, you say, "the next time I get sick,
send me to Caesar's Palace."
This comparison may be comical.
But the skyrocketing costs of getting
well in this country is no laughing
matter.
The simple fact is that the cost of
medical care in America has gone so
far out of sight, that most health insur
ance plans are finding it very difficult to
meet the growing financial burden.
The end result is that Americans
today can neither afford to get sick nor
can they afford to get well.
As we see it, the only real answer to
this problem is the development of a
strong national health insurance pro
gram. It has to be a program that will
cover all Americans for all their med
ical needs. This should include doctor's
care and in-and-out-patient hospital
services.
During his campaign. President Car
ter promised such a national health
program. We understand that his staff
is preparing a program for presentation
to Congress early next year.
The SIU, and the labor movement
in general, is looking forward to work
ing with the President to get a national
health program through Congress
The American Medical Association,
the lobbying group for the medical in
dustry, will no doubt be doing its best
to water down, or defeat outright any
national health bill. And why shouldn't
they. The average annual income for a
doctor in America today exceeds
$60,000. And its going up all the time.
A strong national health bill, among
other things, would put a lid on the up
ward movement of doctors' incomes.
We feel that America's working peo
ple have been raped by the medical in
dustry for too long. Every American
deserves the chance for good health and
long life. No one should be denied their
health because it costs too much.
Again, the only viable answer to this
very serious problem is a strong na
tional health program. The SIU sup
ports such a program, and will be
working with the rest of the labor move
ment to see that it is enacted.
Vice President
In His First Semester
• .llllinilte.
Marietta Homayonpour
Editor-in-Chief
'!iIc 11Hi*-
389
James Gannon
Managing Editor
Ray Bourdius
Marcia Reiss
Edra Ziesk
Assistant Editor
Assistant Editor
Assistant Editor
Frank Cianciotti
Dennis Lundy
Chief Photographer
Marie Kosciusko
Associate Photographer
_
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
Di.'iir ict, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y.
18 / LOG / November 1977
I am one of the 1977 recipients of a $i0,000.00 scholarship which is grant^|
by the Seafarer's Union. I am very grateful to the SIU for providing me^such !
an opportunity to proceed with my college plans.
Right now-1 attend the University of Puerto Rico, Rio Piedras Campus.
This is my first semester and I hope to become a doctor in the future years in
order to help my community and my country. I want to get to the top, and
with the scholarship, my efforts and my enthusiasm I will do it.
Thanks again to the SIU for giving me the opportunity of being one of the
scholarship winners.
,
Sincerely yours,
3 3
OsVal^Rios.Aloii^o
�We've Come A Long Way....
Several years ago, there were people who asked, "what does a
seafarer out chipping paint on a ship need a high school diploma for?"
The crazy idea behind this kind of question was that seafaring was
a job for people who were ignorant—a simple job for simple people.
But we knew better. We knew our industry was changing. We knew our
jobs were hard and getting harder. We knew we needed new skills. And
we knew that education was the answer. So, in 1967, the SlU founded the
Harry Lundeberg School—our own school—where we could go to learn
skills and keep pace with our industry.
That was ten years ago. During that time, we worked and we
built and we learned and our school grew.
This month, a national team of experts in education from
the American Council on Education approved nine upgrading courses
at IILS for college credit.
This means that if you graduate from one of these courses at the Harry
Lundeberg School and then you enroll in a college, your course from HLS
counts towards a degree just like a class you would take right
there on the college campus.
In 10 years our school has come this far! In 1967, we were moving
mud and building school rooms. Soon, the school was helping our
SlU brothers get lifeboat endorsements, training young men to be
seafarers, and find jobs for them aboard SlU ships.
But we had to do more, and so we did. We expanded the upgrading
programs to include the skilled ratings. We began a reading program so that
our brothers who lacked reading skills could get them and get ahead in
their jobs. Then came the GED program, the basic vocational program for
deckhands on the waterways, licensing courses and specialized atlvanced
courses—^and now, college-level credits for some of our upgrading courses.
This growth wasn't easy. For a long time, most people didn't believe that
we could do it—or that we should do it. Some educators didn't think that
workers like ourselves had any business building a school. "Leave the
education to us," they said.
But we knew that we had to have education to survive in our industry.
The dedicated staff at the Lundeberg School knew it too. Even more
important, these people believed that we deserved education—just
because we are people and deserved a chance to grow and to learn.
And we did grow. And we did learn. Education opened the
doors to better pay, better jobs, better lives for us.
Now, another door is open—the door to a
college degree in some area of marine
science. For this degree, our work
experience and our study at HLS will
be just as valuable as our work and
study on the college campus.
Some of us may find this
regard for our work
surprising. It's not. Almost all
of us are now familiar with
automated cargo handling,
automated bridge and engine room
consoles, microwave ovens and portion:ontrol galley systems, anti-pollution regulations,
LNG, Lash vessels and Ro Ro's The list of the new
developments in maritime is huge.
How many of these developments were part of our
seafaring knowledge 10 years ago?
^
So no seafarer should be surprised that educators
are impressed with the knovyledge we need in
our profession. Our work and the educational
•
institution we have built are impressive.
We have progressed so fast that we didn't
realize how far we had come. Now we can
look back to where we came from, and we
can all be very proud.
November 1977 / LOG / 19
�p!r»^:?ij-«-JK3»a«=f -•rsa!a6r»>»u^s?*«'.TOiwstir
—*r.—r-,*.cfe'~ •
'Developing the Whole Man'— New Horizons for Every Seafarer
.V
V
1974
1967
Every Seafarer who ever came to
HLS is a unique person.
The school has no minimum edu
cation requirements, so every stu
dent has a different level of achieve
ment. Some of us have been to
college. Some of us have not finished
grade school. We come from every
state in the U.S. and from other coun
tries, too. Some of us are young;
some are old. We are all Seafarers—
but we each have different needs.
When we began building HLS ten
years ago, we realized that we had to
develop a program that would meet
every Seafarer's individual needs. If
we didn't, our school wouldn't work.
Some of these needs were related to
our jobs—we needed to learn new
skills and to pass Coast Guard exams
for higher ratings. We also needed
to be able to read our text books,
understand the exam questions and
write the answers.
It was hard to figure out how to
handle all these problems at one
time. Fortunately, we had the help
and guidance of a professional edu
cator who understood our problems.
Miss Hazel Brown saw our needs and
saw a way to meet them. She knew
that, as we learned new job skills, we
had to learn reading and writing and
study skills, too. We needed voca
tional and academic training com
bined into one educational program.
Miss Brown- called this new idea
"Developing the Whole Man."
This idea really worked for us!
Soon we were learning to read and
HLSS begins operations. Seafarers
and trainees train for the libeboatman endorsement as construction
progresses everywhere on the
campus.
1970
The Reading Lab opens aboard the
schoolship Zimmerman. The first
Seafarers and trainees earn high
school diplomas through the GED
program. Vocational classes are
centralized aboard the Claude
"Sonny" Simmons, and the HLS
library opens to provide support
for the growing academic pro
grams.
'
"" "jit
to write; we were passing Coast
Guard exams; we were getting ahead
and moving up!
But more than that we were chang
ing as people. When we became
skilled workers and successful stu
dents, we began to feel better about
ourselves. While we learned, we de
veloped self-confidence—we really
believed that we could set goals and
that we could reach them if we
worked hard.
So we set some goals. We wanted
more and better vocational courses
that would help us keep up with our
industry. And we thought that, if wc
could learn to read and write, why
couldn't we finish high school, too?
A dedicated and talented st^ff of
teachers and instructors worked hard
to help us reach these goals. The up
grading program grew and soon
many, many seafarers from every de
partment on the lakes, oceans, and
inland waters were learning new job
skills.
Being approved as an accredited
GED test Center took a lot of time
and effort, too. We met a lot of re
sistance from a lot of people. But
Miss Brown really believed that "De
veloping the Whole Man" meant we
deserved a chance to get a high
school diploma. She and her staff
kept working. Over the years our
problems were resolved.
We got our GED program. Our vo
cational courses grew beyond just
Coast Guard ratings to include spe
cial skills like welding and shipboard
refrigeration. An outstanding library
was developed at the School to sup
port the academic and vocational
programs, to provide us with recrea
tional reading and to preserve our
heritage as seafarers and trade union
ists.
Today, every seafarer who comes
to HLS gets the individual attention
he deserves. He is evaluated by the
skilled academic and vocational
teachers. He studies courses pre
pared just for him. He progresses at
his own rate.
HLS also provides each seafarer
with a complete learning environ
ment where he can pursue his indi
vidual interests. The School has a
hobby shop, a music program, a
counseling program. All of this pro
vides ways for each seafarer to de
velop his individual talents and per
sonality.
As HLS has grown in the ways it
helps and teaches seafarers, so we
have grown as whole men with job
skills, academic skills and social skills.
The Vocational Depart
ment instituted advanced
courses to teach seafarers
specialized shipboard
skills. The basic training
program for the water
ways grows to 12 weeks in
length, reflecting the
growth of the domestic
shipping industry.
Now out school has reached a new
goal—college-level recognition of
some of our vocational courses. This
means recognition of our growth as
seafarers, too. It means that our
school has helped us to acquire basic
academic skills and to become
highly-trained, experienced workers.
It means that we are ready to take
our next big step in education—we
are ready for college.
& Today...
ifff
n
\ •^s
\l
--
ZT'.
The trainee program expands to
offer young men career oppor
tunities on the waterways. The
Towboat Advisory Board meets
and approves an upgrading pro
gram for boatmen. A barge is re
furbished and vocational courses
are centralized aboard the new
upgrading center.
'V :
f
;Y
•r'ltj
S&'
J h-
20 / LOG / November 1977
1972
A group of educators from across the
nation visit HLS and approve the
school as a GED test center. An ex
panded upgrading program begins
to help experienced seafarers ad
vance on the job.
UPGRADING CENTER
.A
Almost 1,000 students have achieved
high school diplomas through the
GED program. A new Vocational
building houses classrooms and
training aids for the extensive educa
tional programs at HLS. A scholarship
program for Towboat Operators is ^
beginning—the course will use the
vessels of the Lundeberg Fleet for
training. A team of educators ex
amines the vocational courses and
training aids and approves nine
courses for college credit.
sm
ISA
ceo
Old-'"'*
-i
» I
u
-^1
r
1973
November 1977 / LOG / 21
�Courses and Credits—What Counts? What Doesn't?
1. How did HLS get these courses
approved?
The educators at the Harry Lundeberg School asked the American
Council on Education to examine the
courses at HLS and decide if they
were good enough to count for col
lege credits.
The American Council on Educa-
FOWT
6 credits
Lifeboat/Able Seaman
9 credits
tion is a group of college professors
and other educators who examine
courses at all kinds of schools and
colleges. They make recommenda
tions on giving credit for the courses
at these schools.
The council sent a team of profes
sors and other experts in marine sci
ence to HLS. These experts studied
the courses at the school and de
cided they were good enough to
recommend for credit. In fact, they
thought the courses were so good,
that they approved the maximum
amount of credits for each one.
The American Council on Educa
tion is also the group that approves
GED programs all over the country.
Several years ago, when they ap
proved the GED program at HLS,
they sent professional academic
teachers to examine those courses.
So, whenever the council approves
any kind of course, they get exports
in that course to study it and see how
good it is.
2. What Upgrading Courses have
been approved for recommended
college credit?
So far, nine of the vocational
courses at HLS have been approved
—Maintenance of Shipboard Refrig
eration, Marine Electrical Mainte
nance, Diesel Engineer, QMED,
FOWT, Towboat Operator—Inland,
Quartermaster
6 credits
Tow boat OperatorWestern Rivers
5 credits
QMED
18 credits
Marine Electrical Maintenance
8 credits
Towboat Operator—Inland
8 credits
Maintenance of Shipboard Refrigeration
10 credits
Diesel Engineer
8 credits
Towboat Operator—Western Rivers,
Quartermaster, Lifeboat/Able Sea
man.
3. Does this mean that every seafarer
who graduated from one of these
courses now has some college
credits?
No. These courses will count as
college credits IF you decide to en
roll in a college or technical school.
4. Does any Seafarer who has a Coast
Guard license or rating get college
credit for it?
No. The credit recommendations
are for the courses at the Harry
Lundeberg School. To get credit, you
must have completed the course at
HIS. If you got a rating or license
without attending the school, it does
not count for college credit.
5. Right now, nine courses are ap
proved for credit. Are any more
courses at HLS going to be approved
for credit?
HLS is going to try to get as fnany
courses as possible approved for col
lege credit. Soon, the school will be
asking the Council to approve the
Steward Department courses for
credit. And we're not going to stop
there. Someday, we hope to get the
Harry Lundeberg School itself ac
credited as a post-secondary school.
HLS would then be very much like a
two-year community college. We
could offer minors in engineering,
deck seamanship and steward. We
could offer college-level history and
English courses.
Of course, this is a really high goal
for seafarers, our union and our
school. But if we work hard, there's ,
no reason why we can't reach it
someday. We have a dedicated and
professional staff at our school who
could teach these kinds of courses.
And our educational programs have
improved so much in the last 10
years that every seafarer can look for
ward to this next level of achieve
ment for himself and for our union.
6. How
many
Seafarers
bave
completed courses that are recom
mended for credit?
Almost 3,000 seafarers have suc
cessfully completed upgrading
courses which are eligible for college
credit.
As soon as more of the courses .5re
examined and approved, even more
seafarers will be able to use their up
grading courses to earn college
credits.
How to Get College Credit for the Courses You Took at HLS
How to get College Credit for the
Courses you took at HLS.
• First of all, contact the admissions
offices at all the colleges that in
terest you. Find out which ones
accept courses that are recom
mended for credit by the Ameri
can Council on Education. These
are the only colleges that will give
you credit for your HLS courses.
• Contact the Harry Lundeberg
School and ask for an official rec
ord that tells the courses you took
and when you completed them.
HLS will be happy to send you this
record. You will need it when you
apply to a college for credit. The
record is also important because
some of the courses (like FOWT
22 / LOG / November 1977
and QMED) were shorter several
years ago than they are now. The
longer courses have been recom
mended for more credits than the
shorter ones. The amount of cred
its you get depends on when you
took a course and how long the
course was at that time. Your of
ficial record from HLS will show
this information.
Apply for admission to the col
lege you want to attend. Generally,
you would apply for credit for your
HLS courses when you apply for
admission. Check with the admis
sions office to be sure this is what
your school wants you to do.
When you apply for credit, you
must have the official record of
your courses that you got from
HLS so that the college can ex
amine it.
REMEMBER: The number of credits
for your courses at HLS is recom
mended by the American Council on
Education. But the college you at
tend makes the final decision. Your
college may give you more credits
or less credits than the recom
mended number.
The Vocational Educational De
partment at the Harry Lundeberg
School has much more information
about the courses, the credits, and
how to use them. To get this informa
tion, contact:
Harry Lundeberg School
Vocational Education Department
Piney Point, Maryland 20674
Phone: 301-994-0010
�JOHN TYLER (Waterman Steam
ship), September 18—Chairman, Re
certified Bosun Donald Pool; Secretary
J. Moody; Educational Director
Divane. $19.30 in ship's fund. No dis
puted OT. Chairman reported that all
crewmembers who have enough seatime should go to upgrading school at
Piney Point. Also discussed the im
portance of donating to SPAD. Secre
tary reported that several repairs have
been on the repair list for a couple of
trips. These repairs have to be done
in port so the captain will send in a
special list to the company from
Bremerhaven. Observed one minute of
silence in memory of our departed
brothers. Next port, Bremerhaven.
SEA-LAND VENTURE (SeaLand), September 11—Chairman, Re
certified Bosun B. Butts; Secretary Roy
R. Thomas; Educational Director Sam
Hacker; Engine Delegate Gary Doyen.
No disputed OT. Chairman held a dis
cussion on the articles in the Log and
the importance of donating to SPAD.
Observed one minute of silence in
memory of our departed brothers.
MOUNT EXPLORER (Cove Ship
ping), September 4—Chairman, Re
certified Bosun Pete Garza; Secretary
A. Salem; Educational Director Fred
Harris; Deck Delegate Frank R.
Schwarz; Engine Delegate Emil H.
Nordstrom; Steward Delegate Charles
Hall. No disputed OT. Chairman held
a discussion about the merger of the
SIU and NMU unions. Everyone
agreed that it would be for the best in
terest of all American seamen to have
one union. Secretary reported on the
many important issues in the Log. The
following one, for example: "For every
ship that sails short, the Union loses
money, or to be more accurate you as
an SIU member lose the money that
would have been paid by the operator
into the Union's Welfare, Pension and
Vacation Plans for every day the miss
ing SIU member should have been on
the job." Also, that among the early
signs of alcoholism are: making pro
mises about how much one will drink,
and then lying about it, even to one
self; gulping drinks; having a drink be
fore an appointment; getting in the
habit of having drinks at a certain time
each day; necessity of using alcohol to
ease tired nerves or soothe worries.
These are the signs that alcohol is well
on the way to becoming an integral
part of a person's life—an addiction. A
vote of thanks to the steward depart
ment for a job v/ell done. Observed one
minute of silence in memory of our de
parted brothers. Next port, Texas City.
TRANSINDIANA (Hudson Water
ways), September 13—Chairman, Recertifi^;d Bosun J. Delgado; Secretaiy
W. Fitch; Educational Director G.
Payne. $11.47 in ship's fund. Some dis
puted OT in engine department. Chair
man advised all members to read the
Log so that they will have a better
understanding of what is going on in
the Union and the maritime industry.
Also discussed the importance of do
nating to SPAD. A vote of thanks to
the steward department for a job well
done. Observed one minute of silence
in memory of our departed brothers.
DELTA SUD (Delta Steamship),
September 10—Chairman, Recertified
Bosun C. A. Bankston; Secretary E.
Vieira; Educational Director U.S.
Weems. $56 in ship's fund. No dis
puted OT. The captain commented on
and was pleased about the fine safety
record we have had this trip. Every
thing running smoothly.
» '• I
L
PORT (Asbury Steamship), Septem
ber A—Chairman J. C. Northcott; Sec
retary Don Collins; Educational Direc
tor R. Davis; Deck Delegate C. J. Ma
rino; Engine Delegate C. W. Cunning
ham; Steward Delegate H. A. Evans.
Some disputed OT in deck department.
Secretary pointed out articles in the
July issue of the Log and noted that
there was very good reading in this is
sue. Requested that the crewmembers
pass the Log around when they have
finished reading it. Educational direc
tor advised all members that the school
at Piney Point is available for all to
upgrade themselves. It was also sug
gested that all members'should have a
knowledge of LNG tankers whether
they ride them or not. A vote of thanks
to the steward department for fine foods
and menus.
ZAPATA ROVER (Zapata Trans
port), September 18—Chairman, Re
certified Bosun Robert F. Mackert;
Secretary David Eby; Educational Di
rector Darry Sanders; Deck Delegate
A. Hanna; Engine Delegate D. Murphy;
Steward Delegate M. Thomas. No dis
puted OT. Chairman reported that the
Logs were received and passed out to
the crew. Requested members to pass
the Log around and not to keep it in
your room v,'hen you are finished. Edu
cational director spoke on article from
August Log about leaving ship and re
placement. Next port, Aruba.
SEA-LAND FINANCE (Sea-Land),
September 25—Chairman, Recertified
Bosun J. Pulliam; Secretary Fletcher;
Deck Delegate J. Long; Engine Dele
gate S. Mooney; Steward Delegate E.
Cullerton. No disputed OT. Chairman
reported that the August issue of the
Log was received in Yokohama and he
suggested that all members read the
Log and then pass it on. Report to the
Log: "Is it possible to do away with
the power pac and put more outlets on
deck? Could mooring winches be put
on these ships?" Next port, Oakland.
PONCE (Sea-Land), September 11
-Chairman, Recertified Bosun J. San
Filippo; Secretary Duke Hall; Educa
tional Director H. Ulrich. $90 in ship's
fund. Some disputed OT in deck de
partment. Chairman advised all mem
bers that all communications are in the
Log and all members should read the
Log from front to back of each issue.
Observed one minute of silence in
memory of our departed brothers. Next
port. Hong Kong.
OVERSEAS ARCTIC (Maritime
Overseas), September 18—Chairman,
Recertified Bosun Eligio La Soya; Sec
retary C. Shirah; Educational Director
L. Phillips; Deck Delegate L. Talarico;
Engine Delegate Jammie R. Graydon;
Steward Delegate James Juzang. $6 in
ship's fund. Some disputed OT in deck,
engine and steward department. Chair
man read several articles from the
August Log to crewmembers. Also sent
a letter to Headquarters and received
answers to several inquiries. It was also
noted that the Log is received regu
larly. Crewmembers were asked to
write to their senators and congress
men to ask them to support the oil
preference bill. A vote of thanks was
given to the steward department for a
job well done. Next port. Long Beach.
DELSOL
AFOUNDRIA
BALTIMORE
MOHAWK
DELTA MAR
BORINQUEN
PISCES
,
,Vv'
.
SEA-LAND GALLOWAY
HOUSTON- • • - ••
,
, ,
GALVESTON (Sea-Land), Septem
ber 11—Chairman, Recertified Bosun
Denis Manning; Secretary Gus Skendelas; Educational Director Gary Fairall; Engine Delegate Arthur G. Ander
sen. No disputed OT. Chairman reports
crewmembers all agree that the stories
in the Log contain many interesting
facts. All members should read the Log
and pay close attention to what is going
on in the LTnion and what our President
Paul Hall is trying to do for the mem
bers. Discussed the importance of
donating to SPAD. Next port.
Anchorage.
BAYAMON (Puerto Rico Marine
Mgt.), September 11—Chairman, Re
certified Bosun Calixto Gonzales; Sec
retary J. Ross; Educational Director
Stanley Gondzar. $40 in ship's fund.
No disputed OT. Chairman held a dis
cussion for all crewmembers on the
topic "Your Union Officers and Your
Union and What It Means to You." He
requested the crew to read the Log
to keep up with what is going on in the
Union. Also discussed the importance
of donating to SPAD. A vote of thanks
to the steward department for a job
well done.
ULTRASEA (Westchester Marine),
September 25—Chairman, Recertified
Bosun C. Frey; Secretary T. Kirby;
Educational Director H. Green; Deck
PANAMA (Sea-Land), September
Delegate A. Myrex; Engine Delegate
G. Hart; Steward Delegate R. Spencer. 4—Chairman, Recertified Bosun Enos
No disputed OT. Chairman held a very Allen; Secretary A. Reasko; Educa
lively discussion on various articles in tional Director Kelly. $13.20 in ship's
the newly received Log. Educational fund. No disputed C)T. Chairman gave
director discussed the importance of a talk about the SIU and NMU merg
donating to SPAD. The entire ship's ing together. Suggested that all mem
company gave a resounding vote of bers read the latest Log. Also discussed
thanks to the galley gang headed up the importance of donating to SPAD.
by Tom Kirby for fine menus and well Steward gave a vote of thanks to all
prepared food. Observed one minute members for keeping the recreation
of silence in memory of our departed room clean at all times. Observed one
minute of silence in memory of our de
brothers. Next port, Rotterdam.
parted brothers.
Official ship's minutes were also received from the following vessels:
ACHILLES
ROBERT E. LEE
PITTSBURGH
OVERSEAS JOYCE
NEWARK
MARY
MASSACHUSETTS
- t
LONG BEACH
SEA-LAND MARKET ^ E
TAMPA
MERRIMAC
AGUADILLA
v^
NEW YORK
• • :.;^t^C:•-:•"-^'
ERNA ELIZABETH
VIRGO
• \
BANNER
HUMACAO
MARYLAND
GUAYAMA (Puerto Rico Marine
Mgt.), September 23—Chairman, Re
certified Bosun W. Velazquez; Secre
tary A. Aragones; Educational Direc
tor Paul R. Smith; Engine Delegate
H. F. Welch; Steward Delegate D.
Herrera. Some disputed OT in deck
department. The deepest sympathy of
the crew was extended to Brother
Horace McCurdy upon the death of
his mother. Chairman asked all crew
members to write to their congress
man and request backing on Bill No.
H.R. 1037. A vote of thanks to the
steward department for a job well done.
Observed one minute of silence in
memory of our departed brothers. Next
port, Jacksonville.
OVERSEAS ALASKA
MOUNT VERNON VICTORY
COVE TRADER
MOUNT NAVIGATOR
NECHES
SEA-LAND MCLEAN
SEA-LAND TRADE
JOSEPH HEWES
DELTA NORTE
OGDEN CHAMPION
OVERSEAS VIVIAN
PHILADELPHIA
CONNECTICUT
JAMES
DELTA URUGUAY
BRADFORD ISLAND
ZAPATA RANGER
COLUMBIA
MOUNT WASHINGTON
SEA-LAND COMMERCE
OVERSEAS VALDEZ
SEA-LAND PRODUCER
JACKSONVILLE
JOHN TYLER
OVERSEAS ALASKA
ANCHORAGE
SEA-LAND CONSUMER (Sea- '
Land), September 25—Chairman, Re
certified Bosun F. A. Pehler; Secretary
M. Deloatch; Educational Director K.
L. Hart; Steward Delegate M. P. Cox.
No disputed OT. Chairman advised all
crewmembers to take advantage of the
upgrading program at Piney Point. This
could mean better pay. Observed one
minute of silence in memory of our de
parted brothers. Next port, Rotterdam.
JOHN PENN (Waterman Steam
ship), September 25—Chairman, Re
certified Bosun Edward Morris, Jr.;
Secretary Paul L. Hunt; Educational
Director Russel W. Zeller; Steward
Delegate John Robinson. Some dis
puted OT in engine department. Chair
man gave the following report: "Albert
Rogers, Book No. R-21, pas.sed away
while enroute down the Mississippi
River. The time of death was about
1630. He was removed from the ship
at 1817 hours by a United States Coast
Guard helicopter. A radiogram was
sent to the Union notifying them of his
death." Next port, Casablanca.
November 1977 / LOG / 23
�»•- ,
HARRY LUNDEBERG SHOOL OF SEAMANSHIP SUMMARY ANNUAL REPORT
STATEMENT OF ASSETS AND LIABILITIES DECEMBER 31, 1976
BEGINNING
OF YEAR
END OF
YEAR
ASSETS
NET INCREASE IN NET ASSETS
Net Assets At Beginning of Year
Net Assets At End of Year
Cash
Receivables
Buildings and Other Depreciable Properties (Net) •
Other Assets ..
$ 5,601,945
1,778,837
6,246,427
27,280
TOTAL ASSETS CURRENT VALUE
13,654,489
Total Assets Book Value
13,654,489
....
$ 6,367,472
1,919,314
7,109,570
15,468
15,411,824
15,411,824
LIABILITIES
Payables
Acquisition Indebtedness
Other Liabilities
TOTAL LIABILITIES
NET ASSETS
67,368
54,421
18,520
235,760
28,916
140,309
264,676
$13,514,180
$15,147,148
1,632,968
13,514,180
-
$15,147,148
Establishment and Purpose of Trust
The Harry Lundeberg School of Seaf»anship, a joint union employer-trust, was estab
lished under an Agreement and Declaration of Trust, dated September 30, 1965, be
tween the employer trustees of various employers having collective bargaining agree
ments with Seafarers International Union of North America, Atlantic, Gulf, Lakes and
Inland Waters District, AFL-CIO, and the Union trustees. Under the terms of the
Agreement, the Trust will terminate on October 1, 1986, or when there is no longer in
effect for a period of 90 days or more a collective bargaining agreement providing foi
payments to this Trust.
Significant Accounting Policies
The accompanying financial statements have been prepared on the accural basis of
accounting and accordingly reflect all material assets and liabilities as of the end of
the year.
STATEMENT OF INCOME, EXPENSES AND
CHANGES IN NET ASSETS
FOR PLAN YEAR ENDED SEPTEMBER 30, 1977
Depreciation is computed on the straight-line method over the estimated useful life of
the property and amounted to $9,506.57 for the year ended September 30, 1976, and
to $7,233.50 for the prior fiscal year.
INCOME
Cash Contributions
Earnings From Investments
Other Income
$ 6,650,758
353,007
92
TOTAL INCOME
7,003,857
EXPENSES
Benefit Payments Directly To Participants Or Their Beneficiaries .
Payments To Other Organizations Or Individuals Providing
Welfare Benefits
Interest Expense
Fees and Commissions
Insurance Premiums For Fiduciary Insurance Other Than Bonding
Salaries and Other Administrative Expenses
Other Expenses
TOTAL EXPENSES
KNOW YOUR RIGHTS
NOTICE TO ALL PARTICIPANTS OF THE
HARRY LUNDEBERG SCHOOL OF SEAMANSHIP
203,915
4,303,272
2,555
13,371
7,304
281,407
559,065
5,370,889
Plan participants may obtain copies of the more detailed annual report for a reasonable
charge, or may inspect it at the Plan Office without charge. The latest full annual report
includes a list of the assets held for investment and all other relevant financial informa
tion. To obtain a copy of the annual report, write to the Administrator asking for what
you want. The Administrator will state the charge for specific documents so that you
can find out the cost before ordering. The full report can be examined at the Plan Office
during normal business hours.
If you seek additional information write to:
Administrator
Harry Lundebei^ School of Seamanship
275 20th Street
Brooklyn, New York 11215
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SlU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records arc available at the headquarters of
the various trust funds.
SliiPPiNG kiGH IS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union ami the shipowners. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the shipowners, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. I he proper address for this is:
Frank Dro/uk, Cliairnian, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or lo the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
ship. Know your contract rights, as well as your obliga
tions, such as filing for OT on the proper sheets and in
24 / LOG / November 1977
the proper manner. If, at any time, any SIU patrolman
or other Union official, in your opinion, fails to protect
your contract rights properly, contact the nearest SIU
port agent.
EDITORIAL POLICY— SEAFARERS LOG. The
Log has traditionally refrained from publishing any ar
ticle serving the political purposes of any individual in
the Union, officer or member. It has also refrained from
publishing articles deemed harmful to the Union or its
collective membership. This established policy has been
reaffirmed by membership action at the September, 1960,
meetings in all constitutional ports. The responsibility for
Log policy is vested in an editorial board which consists
of the Executive Board ot the Union, ihe Executive
Board may delegate, from among its ranks, one individual
to carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any ollicial capacity in the SIU unless an
ofiicial Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone at
tempts to require any such payment be made without sup
plying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to headquarters.
• r:
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
EQUAL RIGHTS. All Seafarers are guaranteed equal
rights in employment and as members of the SIU. These
rights arc clearly set forth in the SIU constitution aiicl in
the contracts which the Union has negotiated with the
employers. Consequently, no Seafarer may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing but not limited to furthering the political, social and
economic interests of Seafarer seamen, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and the
advancement of trade union concepts. In connection with
such objects, SPAD supports and contributes to political
candidates for elective office. All contributions are vol
untary. No contribution may be solicited or received
because of force, job di.scrimination, financial repri.sal, or
threat of such conduct, or as a condition of membership
in the Union or of employment. If a contribution is made
by reason of the above improper conduct, notify the Sea
farers Union or SPAD by certified mail within 30 days of
the contribution for investigation and appropriate action
and refund, if involuntary. Support SPAD to protect and
further your economic, political and social interests,
American trade union concepts and Seafarer .seamen.
if at any time a Seafarer feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Hall
at headquarters by certified mail, return receipt requested.
�November 1977 / LOG / 25
�After sailing with the SlU's steward department since f947, Seafarer P. Mena
(1.) is proud to have his son, Gerald, following in his path. Gerald Mena
graduated from HLS this past summer and just completed his first trip as
a wiper aboard the containership Sea-Land Galloway. Two other Mena iDoys,
Jeff and Ronald, will be graduating from the School in the near future.
Welcome aboard!
New York Harbor:
It's become a very fashionable
thing of late to malign New York
City. Indeed, some of the charm that
was old New York is of a long gone
Recertified Bosun George Burke se
cures lifeboat after fire and boat drill
on board the SlU-contracted SeaLand Galloway last month in Port
Elizabeth, N.J.
•» .
era. But one thing remains constant
—New York is among the most important and active seaports in the
entire world.
New York Dock Co.'s SlU-contracted tug Brooklyn ties up to a railroad barge
in the borough of Brooklyn, N.Y. The barge will be towed across the Hudson
River to a pier in New Jersey.
te-'i
The crew of SlU-contracted tug Mariner (Interstate Oil) posed for this photograph while they were in Tremely Point, N.J.
last month. They are (I. to r.); Steve Welch, utility; George Ullyot, AB; Jeff Eldredge, mate; Mike Harat, AB; George Kimmel, captain, and Joe L. Blalock, cook.
26 / LOG / November 1977
The port of New York boasts one
of the finest and largest natural har
bors in the world with many miles
of coastline. Manhattan itself is com
pletely surrounded by water. New
York City is easily accessible to the
many tankers, cargo ships, and tug
boats which can he seen traveling its
rivers daily.
In a metropolitan area with a pop-
Boatman Mike Harat reels in a hose as
he prepares to wash down the deck of
the Mariner.
�Crewmembers of ttie SlU-contracted tugboat Traveller (Interstate Oil) gathered in the galley for this photo
while In the port of New York. The smiling brothers ard (I. to r.): Fred Gladstone, cook; MEBA District 2
member Bill Trimble, engineer; Harry Faust, trainee mate; Rich Kulakowski, AB; Noah Foreman, mate,
and Bob Hearn, captain.
Recertified Bosun Joe Donovan (I.) and New York
SlU Patrolman Ted Babkowski discussed the bene
fits of SPAD when the tanker Virgo (Westchester
Marine) paid off in Carteret, N.J. last month.
Still One of the World's Best
ulation of 18 million people, the
needs are as great and diversified as
the ethnic backgrounds. Waterbome
cargo is an important means of ful
filling those needs. This could he oil
brought in by tankers and barges to
heat thousands of homes and apart
ment houses. Or it could be drygoods
carried on bulk freighters and containerships.
A leading U.S. industrial center,
the port of New York exports many
manufactured goods both abroad and
to other domestic ports. Included are
goods such as clothing, furs, leather,
jewelry, millinery, food products,
machinery, precision instruments,
and metal products.
INLAND
It may not be true that "every
street's a boulevard in old New
York." But many of those streets
lead directly to the wharf where those
new boots from Alaska may just be
coming in on a freighter right now.
M
M.
Deckhand Frank McGraw of the tug
Brooklyn ties a stern line to an await
ing railroad barge in Brooklyn's Erie
Basin.
Afterwards, Mate H. A. Magnussen takes a glance shoreward as the barge
begins its journey across the river.
Members of the tanker Cove Communicator'a (Cove Tankers Inc.) steward
department prepare to serve noon meal. They are (I. to r.): Dewey Olds, third
cook; Louis Gracia, cook and baker; Billy Mitchell, saloon messman; H.
Miranda, crew messman, and C. M. Modellas, chief steward. The ship was
paying off in Perth Amboy, N.J.
Pictured here is Brother F. L. Durocher who is a floatman for the New
York Dock Co.
Ship's Committee members of the SlU-contracted USNS Hudson (Mount Ship
ping) were serviced by Headquarters Patrolman George Ripoll (seated center)
at a recent payoff in the port of New York. The delegates are: seated left. Re
certified Bosun D. C. LaFrance; standing (I. to r.): Engine Delegate Michael
Bacha; Deck Delegate Bill Dickey, and Educational Director Philip L. Huss.
Seated on the right is Steward Delegate Jesse Winfield.
November 1977 7 LOG / 27
�GREAT LAKES TUG AND DREDGE PENSION PLAN SUMMARY ANNUAL REPORT
STATEMENT OF ASSETS AND LIABILITIES DECEMBER 31, 1976
ASSETS
,, ,
^
Receivables
General Investments
Other Assets
BEGINNING
END OF
OF YEAR
YEAR
^
*
'
79,692
2,791,674
3,600
TOTAL ASSETS CURRENT VALUE
Total Assets Book Value
LIABILITIES
Pavables
TOTAL LIABILITIES
NET ASSETS
'
71,217
3,017,635
10,095
jjjg Great Lakes Tug and Dredge Pension Plan, which provides for the establishment
of the Great Lakes Tug and Dredge Pension Fund, was established under the provisions
of the Agreement and Declaration of Pension Plan made as of April 1, 1961, as
amended, between various signatory employers of the Great Lakes and the Great Lakes
Dredge Region, Inland Boatmen's Union of (now merged with) the Seafarers
International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO.
3,455,063
3,468,508
The Pension Plan provides for the adoption of a pension program for the exclusive
of employees.
—
26,351
$3,428,712
Change in Fiscal Year End
of January 18, 1977, the Trustees agreed to change the reporting year
of the Fund from a fiscal year ending March 31, to a calendar year ending December
31. This report, therefore, covers the short period from April 1, 1976 to December 31,
'976.
*
3,112,188
3,197,951
R fiRn
1
8,680
$3,103,508
Significant Accounting Policies
The statements have been prepared on the accrual basis of accounting and accordingly
reflect all material assets and liabilities. Investments are stated at cost. Gains and losses
are recognized upon disposition.
STATEMENT OF INCOME, EXPENSES AND
CHANGES IN NET ASSETS
Actuarial Report
FOR PLAN YEAR ENDED DECEMBER 31, 1977
The consulting actuary, in his most recent report, estimated the total accrued liability
of the Great Lakes Tug and Dredge Pension Fund as of December 31, 1974, to be
$4,687,247 and its annual current normal cost to be $172,876.
INCOME
Cash Contributions By Employers
Cash Contributions By Employees
Earnings From Investments
Net Realized Gain On Sale Or Exchange of Assets
TOTAL INCOME
$ 201,546
72,339
135,219
9,768
418,872
EXPENSES
Benefit Payments Directly To Participants Or Their Beneficiaries ....
Fees and Commissions and Insurance Premiums
For Pension Benefit Guaranty Corporation
Insurance Premiums For Fiduciary Insurance Other Than Bonding . .
o I •
J /-..u A J • .
rSalaries and Other Administrative Expenses
TOTAL EXPENSES
NET INCOME
Unrealized Appreciation of Assets
Net Increase On Assets
Net Assets At Beginning of Year
Net Assets At End of Year
Establishment and Purpose of Fund
102,492
14,136
1,399
A-i
^^,959
165,986
252,886
72,318
325,204
3,103,508
$3,428,712
The actuary indicated that the unfunded accrued liability of $1,922,711 is being amortized over the 36-year period from December 31, 1974, and that the Pension Fund has
income which exceeds the annual normal cost and 36-year amortization of the unaccrued liability.
These calculations are based upon the Pension Regulations in effect prior to the amendments required by the Employee Retirement Income Security Act of 1974 (ERISA),
which were adopted effective April 1, 1976.
NOTICE TO ALL PARTICIPANTS OF THE
GREAT LAKES TUG AND DREDGE PENSION PLAN
participants may obtain copies of the more detailed annual report for a reasonable
charge, or may inspect it at the Plan Office without charge. The latest full annual report
^
3,,^
tion. To obtain a copy of the annual report, write to the Administrator asking for what
you want. The Administrator will state the charge for specific documents so that you
can find out the cost before ordering. The full report can be examined at the Plan Office
during normal business hours.
If you seek additional information write to:
^ r* ^
P
•
PI
Brooklyn, N'^BW York 11215
Working on theRailroad
The history of the Brotherhood of Mainte
nance of Way Employes is tied up in that of
the railroads of North America. Its develop
ment is largely inseparable from the advance
and growth of the railroad itself. It is an
episode in the saga of man's restless urge to
explore and to move on.
As the rail lines were established, rail con
struction men quit moving and settled down.
The forerunners of today's railroad mainte
nance of way men, they became established
members of their communities. And they be
gan to organize collectively to protect their
common interests as railroad workers.
It was out of such beginnings that the
Brotherhood of Maintenance of Way Emploves was born and grew.
The Brotherhood of Maintenance of Way
Employes . . . the BMWE ... is a major inter
national labor union, with nearly 150,000
members. The BMWE represents workers who
built and maintain the tracks, bridges, build
ings and other structures on the railroads of
the United States and Canada.
The BMWE member is the railroad track
28 / LOG / November 1977
worker, the bridge and building man, the
railway maintenance employe. You'll see the
maintenance of way man guarding the tracks
where they cross public streets, protecting
lives and property at these crossings.
You'll see the maintenance of way man re
placing rail, renewing crossties, inspecting and
repairing right of way. You'll see the mainte
nance of way man along the railroad, operat
ing cranes, bulldozers or large, complex track
maintenance equipment. You'll see the main
tenance of way man using the smaller power
tools of his trade. You'll see the maintenance
of way man working with the traditional hand
a UNION LABEL feature
tools of his craft, whether he is a trackman,
bridge mechanic, carpenter, painter, plumber,
mason or other worker in a railroad mainte
nance of way department.
Railroad maintenance of way work requires
great skill and care. The safety of the travel
ing and shipping public depends on it.
Maintenance of way workers on all major
railways and on nearly all smaller lines in the
United States and Canada are represented by
the Brotherhood of Maintenance of Way
Employes.
Since it was founded in 1887, the BMWE
has established an imposing record of service
to its members. It has done an outstanding
job of protecting the interests and advancing
the welfare of railroad maintenance of way
workers and their families.
Dramatic new developments, challenges
and changes can be anticipated in railroading's new future. BMWE is geared to deal with
tomorrow constructively, in keeping with the
best interests of the railroad industry, the
public and the maintenance of way employes
it represents.
�Edward C. Adcinson, 66, joined
the Union in the port of Cleveland
in 1952 sailing as an AB for the
Tomlinson Fleet Corp. in 1961,
Browning Lines in 1962 and the Erie
Navigation Co. in 1963. Brother
Atkinson is a World War 11 veteran
of the U.S. Army. He was born in
Duquesne, Pa. and is a resident of
Brooksville, Fla.
WEHSIOHtRS
Ralph Di Paola, 73, joined the
SIU in 1945 in the port of Philadel
phia sailing as a cook. Brother Di
Paola sailed 33 years. He walked
the picket line in the 1965 District
Council 37 beef. Seafarer Di Paola
is a World War II veteran of the U.S.
Army. Born in Philadelphia, he is a
resident of Brooklyn, N.Y.
Fred A. Taylor, 73, joined the
Union in the port of Detroit in 1959
sailing in the steward department.
Brother Taylor first sailed in 1924
for the "Poker Fleet." He also sailed
for the Sullivan Co., Bob-Lo Co.
and the American Steamship Co.
Born in Pierce County, Wise., he is
a resident of Bronson, Mich. Laker
Taylor now intends to voyage to
"Florida, Idaho, and Springs, Colo,
to enjoy living and retirement."
.i%!i
John Fediow, 65, joined the SIU
in 1939 in the port of New York and
sailed as a bosun. He also served as
deck delegate. Brother Fediow sailed
48 years. He hit the bricks in the
1961 Greater N.Y. Harbor strike,
1962 Robin Line beef, and the 1965
Chicago beef, Born in Wilkes-Barre,
Pa., he is a resident of Brooklyn,
N.Y.
Arthur J. Baum, Sr., 66, joined
the Union in the port of Baltimore
in 1958 and sailed as a diesel second
engineer, relief chief, and deckhand.
Brother Baum was born in North
Carolina and is a resident of Norfolk.
Alfred R. Fry, 63, joined the SIU
in 1944 in the port of New York and
sailed as a deck engineer and engine
room delegate. Brother Fry sailed 34
years and during the Vietnam War
in 1969. He was on the picket line
in the 1961 N.Y. Harbor beef. Sea
farer Fry is also a machinist. A na
tive of Winston-Salem, N.C., he is a
resident of Sarasota, Fla.
Arthur W. Campbell, 65, joined
the Union in Port Arthur in 1963
and sailed as a chief steward for the
Socony Vacuum Co. from 1952 to
1954 and as a cook on the Tug Herc
ules (Sabine Towing) from 1954 to
1977. Brother Campbell was born
in Deridder, La. and is a resident of
Beaumont, Tex.
Luigi Gallo, 63, joined the SIU
in 1938 in the port of New York and
sailed as a bosun. Brother Gallo was
born in Portland, Me., and is a resi
dent of Chickasaw, Ala.
Bernard A. Davis, 64, joined the
Union in the port of Houston in
1963 and sailed as a captain and
first mate for the Hawkins Towing
and Barge Co. from 1960 to 1962,
Federal Barge Lines and the Gulf
Canal Co. from 1961 to 1977.
Brother Davis was born in St. Elmo,
Ala. and is a resident of Kemah,
Tex.
Melvin H. Jone.s, 55, joined the
SIU in 1943 in the port of Baltimore
sailing as a bosun. Brother Jones
sailed 39 years and during the
Korean War. He was born in North
Carolina and is a resident of Dur
ham, N.C.
Walter F. Russell, Sr., 61, joined
the Union in the port of Houston in
1957 sailing as an AB for the Gal
veston and Houston Towing Co.
from 1956 to 1977. Brother Russell
is a World War II veteran of the
U.S. Navy. A native of Chicago, 111.,
he is a resident of Houston, Tex.
Frank T. Caccam, 72, joined the
SIU in the port of Seattle in 1962
and sailed as a third cook, OS and
wiper for 24 years. Brother Caccam
also sailed for the MSTS. He was
born in the Philippines and is a resi
dent of Seattle.
Curtis Clark, 69, joined the SIU
in the port of New York in 1968
and sailed as a chief steward.
Brother Clark sailed 24 years, part
of that time on the Lakes. He was
born in Germany and is a resident
of Chicago, 111.
Stephen T. Dent, 65, joined the
SIU in the port of New York in 1956
and sailed as a chief steward.
Brother Dent sailed 26 years. He
was born in Mississippi and is a resi
dent of Mandeville, La.
Melvin C. Eickmeier, 69, joined
the SIU in the port of Mobile in 1964
and sailed as a deck engineer.
Brother Eickmeier sailed 21 years.
He is a veteran of the U.S. Air Force
in World War II. A native of Buffalo,
he's a resident of Mobile.
Krlstian Korneliusen, 76, joined
the SIU in 1938 in the port of New
York and sailed as a bosun. Brother
Korneliusen sailed 57 years. He was
born in Norway and is a naturalized
U.S. citizen. Seafarer Korneliusen is
a resident of New Orleans.
'
''*•
r'
Charles F. Long, 64, joined the
SIU in the port of New York in 1963
sailing as a wiper and BR. Brother
Long also attended the HLSS in
Piney Point, Md. He was an aircraft
finisher in the U.S. Army Air Corps
before World War II. Born in Mon
tana, he is a resident of Jacksonville,
Fla.
John L. Munnerlyn, 78, joined the
SIU in the port of New York in 1958
and sailed as a chief steward. Brother
Munnerlyn sailed 30 years. He is a
World War I veteran of the U.S.
Army. Born in Lottie, Ala., he is a
resident of Stockston, Ala.
Charles O'Donnell, 60, joined the
SIU in the port of San Francisco in
1955 sailing as a fireman-watertender. Brother O'Donnell sailed 24
years. He was born in Ireland and is
a resident of Seattle.
Pedro T. Paderes, 67, joined the
SIU in the port of Seattle in 1961
sailing as a cook. Brother Paderes
sailed 32 years. He is a World War II
veteran of the U.S. Army. Born in
the Philippine Islands, he is a na
turalized U.S. citizen and is a resi
dent of Seattle.
Jaime Pantoja, 62, joined the SIU
in 1942 in the port of New York and
sailed as a chief electrician. Brother
Pantoja was born in Puerto Rico and
is a resident of Levittown, Catano,
Puerto Rico.
John Sansone, 65, joined the SIU
in the port of New Orleans in 1957
sailing as a cook. Brother Sansone
sailed 22 years. He is a World War
II veteran of the U.S. Army. Sea
farer Sansone was born in Louisiana
and is a resident of Metairie, La.
Glcason J. St. Germain, 65,
joined the SIU in the port of New
Orleans in 1957 sailing as a cook.
Brother St. Germain sailed 26 years.
He is a World War IT veteran of the
U.S. Army. A native of Morgan City,
La., he is a resident of Weslwego, La.
Felix Tale, 69, joined the SIU in
1945 in the port of Mobile and
sailed as a chief cook. Brother Tate
sailed 33 years. He was born in Ala
bama and is a resident of Mobile.
Wilson G. Thomas, 49, joined the
SIU in 1948 in the port of New York
and sailed as an AB. Brother
Thomas is a Korean War veteran of
the U.S. Army. Born in Virginia, he
is a resident of Slidell, La.
Charles W. Thompson, 60
joined' the SIU in 1948 in the port of
New York and sailed as a fircmanwatertcnder. He also served as ship's
delegate. Brother Thompson sailed
35 years. He is a World War II vet
eran of the U.S. Army. Seafarer
Thompson was born in Mississippi
and is a resident of Jacksonville, Fla.
Jose G. Madrid, 68, joined the
SIU in the port of San Francisco in
1957 sailing as an AB. Brother
Madrid sailed 25 years. He is a vet
eran of the U.S. Army in World War
II. A native of Silver City, N.M., he
is a resident of Sylmar, Calif.
Vassili Toomson, 67, joined the
SIU in the port of New York in 1959
sailing as a fireman-watertender.
Brother Toomson sailed 49 years.
He was born in Estonia, USSR and
is a resident of New York City.
Carlton E. Moore, 48, joined the
SIU in 1947 in the port of Philadel
phia and sailed as a bosun. Brother
Moore attended a HLSS educa
tional conference. He is a veteran of
the U.S. Army. Seafarer Moore was
born in North Carolina and is a resi
dent of Portsmouth, Va.
Ira Wesley Wright, 60, joined the
SIU in the port of New York in 1959
and sailed as an electrician and
pumpman. Brother Wright sailed 23
years. He is a veteran of the U.S.
Navy. Seafarer Wright is also a
boilermaker. Born in Arkansas, he
is a resident of Houston, Tex.
November 1977 / LOG / 29
�SIU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul HaU
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
Paul Drozak
HEADQUARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.V
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL.. 9383 S. Ewing Ave. 60617
(312) SA 1-0733
OCT. 1-31, 1977
*TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
TOTAL SHIPPED
All Groups
Class A Class B Class C
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
0
2
1
2
6
1
0
5
3
0
2
3
0
9
0
0
34
9
210
26
59
18
13
36
126
61
62
28
78
46
132
0
1
905
3
13
3
2
9
1
2
16
4
4
1
5
2
13
3
0
81
1
1
0
1
0
0
0
1
0
1
1
2
0
2
1
0
11
5
176
14
33
22
10
22
99
45
63
17
46
35
86
0
2
675
3
43
3
12
5
2
4
17
15
11
11
6
2
18
0
0
152
21
STEWARD DEPARTMENT
3
3
4
0
32
18
0
6
7
3
2
7
0
9
4
0
0
3
0
3
10
0
12
41
0
13
5
3
5
18
5
3
4
30
3
8
0
0
3
0
42
11
0
0
14
0
0
0
20
215
99
3
88
8
28
12
6
23
57
33
44
6
23
22
53
0
0
406
1
10
3
7
2
0
0
7
2
6
1
4
0
4
0
0
47
1
0
0
0
0
0
0
0
2
0
1
0
0
0
0
0
4
0
74
8
36
6
4
18
52
22
44
3
16
36
25
0
0
344
6
127
20
29
17
4
18
54
26
27
8
17
34
36
1
1
425
6
129
1
18
8
1
2
14
9
14
5
10
2
27
0
0
246
1,624
584
146
Totals All Departments . . . .
861
350
56
2,330
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
705
305
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
153
19
36
27
70
47
30
1
9
1
2
3
2
1
8
3
8
3
3
2
10
4
0
60
0
3
0
1
4
0
0
3
1
0
2
4
0
3
0
0
21
2
33
1
8
5
2
2
8
14
8
8
5
2
12
1
0
111
1
2
0
1
0
0
0
1
0
2
0
0
1
2
0
0
10
Port
68
6
1
5
2
6
1
0
0
4
0
3
0
4
1
1
0
0
28
1
0
0
0
0
0
0
0
1
0
2
0
0
0
0
0
4
5
90
18
25
16
7
18
32
28
24
12
18
31
31
30
0
385
sr
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
30 / LOG / November 1977
0
3
0
2
2
0
0
2
0
1
1
10
0
3
1
0
25
2
21
8
6
3
4
7
20
9
11
6
11
0
24
11
0
143
ENGINE DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
3
58
12
10
15
6
22
60
15
19
28
40
2
72
1
2
365
1
45
6
10
9
2
9
51
20
27
21
30
1
48
1
0
281
2
19
4
5
4
1
4
16
9
8
4
11
2
10
9
0
108
3
5
0
1
1
0
0
1
3
1
0
1
1
4
0
d
ENTRY DEPARTMENT
1
55
8
21
5
3
11
31
31
7
22
27
18
1
0
260
47
0
10
4
0
1
7
4
4
5
14
1
7
2
0
111
%
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA I-S4S0
DETROIT, Mich.
10225 W. Jefferson Ave. 48218
(313) VI 3-4741
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N.J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lavrrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif.
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. 1313 Fernandez, Jnncos,
Stop 20 00909
(809) 724-2848
SEATTLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio ... .935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan
P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
Shipping remained good at ^ deep
sea ports last month despite the dock
strike by the ILA. A total of 1,267
deep sea members shipped out on
SlU-contracted vessels. Shipping for
the month of November and Decem
ber should be good to excellent hecause of an accord that was expected
to be reached in the dock strike this
month.
�Vothing moves on the Lakes in winter...
. So January is a great time for Lakers to upgrade at HLS
The Lundeberg School is offering a special course just for* Lakers who
want to earn the able seaman endorsement. There's no better way for a
Laker to get this endorsement and get ahead than by coming to the Lunde
berg School.
• You'll be in a class with other Lakers just like yourself. And
the HLS instructors will give you all the personal, individual help
you need to get ready for the Coast Guard exam.
• Rooms, hooks and meals are free. Tiiere are no tuition charges
or fees at HLS.
• 90 percent of all students who come to HLS pass the Coast
Guard exam ihe first time they try. The odds for succeeding are in
your favor!
So take advantage of the winter freeze! LJpgrade now, and the spring
thaw will mean a better job and more pay for you.
The special AB course for Lakers starts in January. Contact the Lunde
berg School and enroll now:
Vocational Education Department
Harry Lundeberg School
Piney Point, Md. 20674
(301) 994-0010
REMEMBER! The Coast Guard requires that all AB's have a lifel)oal
endorsement. If you need your lifeboat ticket, you should
sign up for the Lifei)oat course at IILS wium you eiiioli
in the AB course.
10 Taking Towboat Course at HLS
Ten Boatmen are currently attend
ing classes at the Lundeberg School to
prepare for their licenses as Towboat
Operators. These men, who come from
eight different ports, are receiving in
dividualized help in the areas for which
they seek licensing. Their work at the
School covers a wide range of skills
and builds on the experience they have
already acquired during their years of
work on the waterways.
In domestic shipping today, qualified
Towboat Operators are needed every
where. The best way to earn this license
and move up to the wheelhoiise and to
higher pay is to come to HLS. HLS has
the qualified teachers and the boat han
dling equipment to help you learn the
classroom information and the on-thejob skills you need to get ahead in the
towing industry today. Boatmen Mike Sanders (I.) and Ken Rickley work with mag
netic compass.
Boatman Jim Larkin (I.) and Instructor Paul Allman go over charts during
classroom instruction of Towboat Operator Course.
Boatmen Jim Livingston, George Livingston and Instructor Paul Allman (I. to r.)
discuss phases of the moon and their effects on tides.
November 1977 / LOG / 31
�^^ j
Pensioner Elmer
D. Gallagher, 73,
died of peritonitis in
the Cleveland, Ohio
Clinic Hospital on
Sept. 9. Brother Gal
lagher joined the
Union in the port of
Cleveland in 1961
sailing as an oiler, scowman and deck
hand for the Great Lakes Dredge and
Dock Co. from 1924 to 1943 and from
1961 to 1969. He also worked as a
pipefitter and stationary engineer for the
L.A. Wells Construction Co. from 1943
to 1961. Laker Gallagher was born in
Cleveland and was a resident there.
Burial was in Holy Cross Cemetery,
Cleveland. Surviving are his widow,
Anne; two sons, William and Dale;
three daughters, Mrs. Gloria M. Swartz
of Avon Lake, Ohio, Eleanor and
Margaret; a brother, Donald of Cleve
land, and a sister-in-law, Mrs. Marion
Swartz.
Pensioner An
thony S. Vardlan, 67,
died of pneumonia in
St. Francis Hospital,
Escanaba, Mich, on
July 9. Brother Vardian joined the Union
in the port of Detroit
in 1960 sailing as a
gateman and conveyorman. Brother
Vardian sailed 37 years. He was born
in Wells, Mich, and was a resident of
Escanaba. Interment was in Fernwood
Cemetery, Gladstone, Mich. Surviving
are his widow, Fannie; two sons, David
and Joseph, and a daughter, Rosemary.
Edwin B. Walton,
„
44, died on Oct. 7.
i
Brother Walton join^ ^
ed the Union in the
'
port of Detroit in
^ ---1964 sailing as a
baker and QMED.
Laker Walton sailed
BBIk
as a fireman-watertender for the U.S. Army Corps of En
gineers from 1949 to 1953. He was
born in East Liverpool, Ohio and was
a resident of Detroit. Surviving are a
brother, Terry of Big Springs, Tex=; a
sister, Mrs. Alores Thoma, and a bro
ther-in-law, Fred Thoma, both of Leavittsburg, Ohio.
Pensioner Robert
Andersen, 75, died
of lung failure in St.
Mary's Hospital,
Port Arthur on Oct.
2. Brother Andersen
joined the Union in
Port Arthur in 1963
sailing as a fireman.
He had sailed for the U.S. Army Corps
of Engineers aboard the USS Sam Hou
ston from 1936 to 1942. Also he was a
deckhand, wiper and tankerman for the
Sabine Towing and Transportation Co.
in Port Arthur. He was born in New
Brooklyn, S.C. and was a resident of
Port Arthur. Burial was in Calvary
Cemetery, Port Arthur. Surviving are
his widow, Emma; and a sister, Mrs. G.
W. Vinson of Port Arthur.
32 / LOG / November 1977
Edward F. Carroll,
67, died on June 9.
Brother Carroll joinP ed the Union in the
% port of New York in
P 1963 sailing as a
' deckhand for the
Erie-Lackawanna Railroad for
45 years. In 1927, he sailed on the Tugs
Buffalo and Syracuse for the line. In
land Boatman Carroll's son, Bruce, a
1963 SIU scholarship winner, now
teaches math and physics at the Glenwood Springs, Colo. Community Col
lege. The Boatman was born in the
Bronx, N.Y. and was a resident of
Jersey City, N. J. Surviving are his
widow. Vera; another son, Dennis, and
a daughter, Jayne.
Daniel J. Mc
Carthy, 60, died on
Oct. 19. Brother Mc
Carthy joined the
Union in the port of
New York in 1960
sailing as a deckhand,
floatman and mate
for the New York,
New Haven and Hartford Railroad
from 1956 to 1969. He sailed on the
Tugs Transfer 23 and Lacy 1 from
1966 to 1967 and on the Tug Borin
(Puerto Rican Marine) from 1976 to
1977. Boatman McCarthy also worked
for the Brooklyn N.Y. Eastern District
Terminal from 1975 to 1977. Born in
New York City, he was a resident of
the Bronx, N.Y. Surviving are his wid
ow, Emma; two sons, Daniel and
George; a daughter, Mrs. Patricia Col
lins, and a sister, Mrs. Annabelle Dye
of the Bronx.
Pensioner Barney
O. Neal, 64, died on
Sept. 27. Brother
Neal joined the
Union in the port of
Houston in 1957
sailing as an assist^t
engineer for the G &
H Towing Co. from
1946 to 1974. He was a veteran of the
U.S. Army Field Artillery in World
War II. Boatman Neal was born in Buf
falo, Tex. and was a resident of Mont
gomery, Tex. Surviving are a daughter,
Mrs. Flossie F. Walker of Harris, Tex.,
and a sister, Mrs. Mildred Fick of Baytown, Tex.
Pensioner Elwood
M. Orcutt, 66, died
of arteriosclerosis in
Kingsville, Tex. on
Oct. 1. Brother Or
cutt joined the Union
in the port of Hou
ston in 1957 sailing
as a cook for the G
& H Towing Co. from 1955 to 1973. He
was a cook for the Hangout Cafe,
Houston from 1953 to 1955. Boatman
Orcutt was a World War II veteran of
the U.S. Army. Born in West Virginia,
he was a resident of Kingsville. Burial
was in Resthaven Cemetery, Kingsville.
Surviving are his widow, Delphine; two
sons, Donald and Wilber; five daugh
ters, Sheree, Tina, Shirley, Pamela and
Ruth, and a brother, Ross.
Manuel A. Lopez, 54, died on May
12. Brother Lopez joined the Union in
the port of Chicago in 1964 sailing as
an oiler and deckhand. He was bom in
Chicago and was a resident of Chicago
Heights, 111. Surviving are his widow,
Shirlee; two sons, Guy and Gilbert; two
daughters, Gayle and Greer, and a sis
ter, Mrs. Laura Harris of Norridge, 111.
Louis M. SandojgHlv
menlco, 57, died on
f^ \
Oct. 17. Brother
'—
'
Sandomenico joined
the Union in the port
of New York in 1963
sailing as a deckhand
for the Erie-Lackai vvanna Railroad from
1945 to 1977. He was a World War II
veteran of the U.S. Army. A native of
Jersey City, he was a resident there.
Surviving are his widow, Frances; six
sons, Louis, Patrick, Rocco, Ernest,
Richard and Peter, and a daughter-inlaw, Mrs. Betty Sandomenico.
• ri
Pensioner Joseph
ygmHk
% A. Barone, 73, passf
fed away from a
ioi c. % -I stroke in the Mobile,
Infirmary on
f Sept. 14. Brother
I Barone joined the
I SIU in 1939 in the
port of Philadelphia
and sailed as a bosun. He was a veteran
of the U.S. Navy. Seafarer Barone was
born in Pittsburgh, Pa. and was a resi
dent of Mobile. Burial was in Catholic
Cemetery, Mobile. Surviving are a
brother. Matt and a sister, Angeline,
both of Pittsburgh.
Barney C. Bumette, 52, died at sea
on June 20. Brother
Burnette joined the
SIU in the port of
Wilmington in 1970
and sailed as a chief
steward. He upgrad
ed at the HLSS in
1974 and completed the LNG Course
there in 1976. Seafarer Burnette also
studied mechanical engineering at the
University of Tennessee Extension in
Memphis. He was a World War II vet
eran of the U.S. Army. Born in Arkan
sas, he was a resident of Harbor City,
Calif. Burial was at sea on June 22 off
the M/V Sugar Islander (Pacific Gulf
Marine). Surviving are his widow,
Mildred, and a daughter, Doris, both
of Mc Crory, Ark.
Pensioner Henry
; L. Lowery, 67, died
of heart failure in the
Niceville-V alpariso, Fla. Hospital
on June 22. Brother
Lowery joined the
SIU in 1946 in the
port of Norfolk sail
ing as a cook. He sailed for 19 years.
Seafarer Lowery was born in Alabama
and was a resident of Niceville. Burial
was in Beda Cemetery, Wing, Ala. Sur
viving is his widow,-Vivian.
Pensioner John G.
Delllnger, 65, died of
lung failure in the
Norfolk USPHS Hos
pital on Aug. 27.
Brother Dellinger
joined the SIU in
1943 in the port of
Savannah and sailed
as a fireman-watertender and engine
room delegate. He sailed 26 years. A
native of Lincolnton, N.C. he was a
resident of Mooresville, N.C. Interment ;
was in Carolina Memorial Park Ceme
tery, Concord, N.C. Surviving are two
sons, Gerald of Mooresville and Ken
neth of Washington, N.C., and a
brother. Jack of Lincolnton.
Calvin E. William
son, 51, was found
dead on Oct. 10.
Brother Williamson
joined the SIU in the
port of Baltimore in
1956 sailing as an
OS, wiper and in the
steward department.
He was a veteran of the U.S. Army in
both World War II and the Korean
War. Seafarer Williamson was formerly
an embalmer in Miami, Fla. A native
of North Carolina, he was a resident of
Nakina, N.C. Surviving are his parents,
Mr. and Mrs. Thomas Williamson of
Nakina; and two brothers, John of Na
kina and Aaron of Redcliff, Ky., and
three sisters, Mrs. Norman Early of
New Orleans, Mrs. Loueda P. Stotts,
also of New Orleans, and Alice of Fort
Knox, Ky.
Erling Olson, 68, died on Mar. 9.
Brother Olson joined the Union in
1939 in the port of Detroit sailing as a
fireman-watertender. He was born in
Michigan and was a resident of River
Rouge, Mich.
Harold G. Wentworth, 92, passed
away on Aug. 27. Brother Wentworth
was a resident of Detroit. He is sur
vived by a son, Malcolm of Baltimore.
Pensioner Luby
O'Neal, 85, passed
away from heart fail
ure in the Beaufort
County Hospital in
Washington, N.C. on
Sept. 17. Brother
'WSF/ ^ O'Neal joined the
SIU in 1938 in the
port of Norfolk and sailed as a deck en
gineer; He sailed 47 years. Seafarer
O'Neal was also a machinist and me
chanic. Born in North Carolina, he was
a resident of Belhaven, N.C. Interment
was in the Community Cemetery, Belhaven. Surviving are his widow, Caddie,
and a daughter, Mrs. Irene Roberts of
Belhaven.
r
Albert Rogers, 56,
died on the SS John
Penn (Waterman)
while coming down
the Mississippi River
on Sept. 24 off
Venice, La. Brother
Rogers joined the
SIU in 1946 in the
port of New Orleans sailing as a fire
man-watertender and ship's delegate.
He was awarded a Union Personal
Safety prize in 1960 for sailing aboard
an accident-free ship, the SS Alcoa
Roamer. Seafarer Rogers was a veteran
of the U.S. Navy in World War II. Born
in Joyce, La., he was a resident of Oil
City, La. A Coast Guard copter trans
ported the deceased off the ship to the
next river port of call. Surviving are his
motlier, Lillie of Oil City, and a brother.
Pensioner Newton
A. Huff, Jr., 58 died
of a heart attack in
the Gulf Coast Com
munity Hospital, Biloxi, Miss, on Aug.
30. Brother Huff
joined the SIU in
1938 in the port of
New Orleans and sailed as a bosun and
ship's delegate. He sailed 37 years. Sea
farer Huff was born in Mississippi and
was a resident of Gulfport, Miss. Burial
was in Floral Hills Memorial Gardens,
Gulfport. Surviving are his widow,
Shirley; two sons, Kenneth and Her
man, and his parents, Mr. and Mrs.
Newton A. and Minnie Huff, Sr. of
Gulfport.
�Legal Aid
In the event that any SIU members
lhave legal problems in the various
\ports, a list of attorneys whom they can
\consult is being published. The mem]ber need not choose the recommended
\ attorneys and this list is intended only
1 for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
NEW YORK, N.Y.—Schulman,
Abarbanel & Schlcsingcr
350 Fifth Avenue
New York.N.Y. 10001
Tele. #(212)279-9200
BALTIMORE^ MD.—Kaplan,
Heyman, Greenberg, Engclman
& Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301)539-6967
HOUSTON, TEX.—Combs,
Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713)659-4455
TAMPA, FLA.—Hamilton,
Douglas & Bennett
101 East Kennedy Boulevard
Tampa, Florida 33602
Tele. #(813) 223-3991
SAN FRANCISCO, CALIF.—
Henning & Walsh
Shell Building
100 Bush St.
San Francisco, Calif. 94104
Tel. #(415) 981-4400
ST. LOUIS, MO.—Gruenberg
& Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314)231-7440
NMC Ads Promote U.S. Merchant Fleet
Below is one of the many ads that the National Maritime Council is running in the national news media. To encour
age support for a strong U.S. merchant marine, the NMC is running these ads in some of the mafor news publications,
such as. Time and Newsweek. The Council wants to encourage American business to ship on U.S.-flagships. So the nds
are also running in business oriented publications like the Wall St. Journal.
The National Maritime Council is composed of government, company and union representatives who are interested
in promoting a viable U.S. merchant marine.
Almost every ship in the worid
carries American cargo.
Itfs too bad more of them
don't carry the American flag.
It's more than "tcx) bad"...it
should frighten you when you
think of the future well-being of
the country.
Since World War II, the fleet
of (J.S. flag merchant ships has
dwindled from over 4800 to 577.
In that same period, the number
of Russian ships has expanded to
four times the number of ours.
Today, while other major nations
have about 5(D% of their foreign
trade carried on their own cargo
ships, the U.S. has less than 6%.
How does this low level of
participation affect our future
well-being? As our merchant
fleet loses strength, we lose stat
ure in the international trade
community,
lose leverage in
the discussion of international
freight rates, \^fe lose a vital
defense arm in case of emer
gency. Ws lose economically.
too, in our balance of payments,
in number of Jobs, and in taxes
tliat a strongei' merchant marine
would generate.
There's no neod to lose. To
day U.S. cargo ships offer labor
stability and efficient service,
backed by highly trained crews
and technological innovations
and, as general cargo shippers
know, at rates competitive
with most foreign flag ships.
What we need to do is
utilize these modernday advantages of
the U.S. merchant
fleet and rebuild
it to its rightful
position among
world fleets.
Talk to
your Con
gressmen. If
you'd like to know more, send
for our booklet on U.S. Rag
Shipping. Write National
Maritime Council, Box 7345,
Washington, D.C. 20044.
National
Marittme Council
Management, labor and government
working together for a strong, stable
U.S. flag shipping industry.
NEW ORLEANS, LA.—Dodd,
Barker, Boudreaux, Lamy
& Gardner
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
LOS ANGELES, CALIF.—Bodle,
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, Calif. 90036
Tele. #(213) 937-6250
MOBILE, ALA.—Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904
DETROIT, MiriL—Victor G.
Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220
FALL RIVER, MASS.—Patrfcx
H. Harrington
56 N. Main Street, Bennett BIdg.
Fall River, Mass. 02720
Tele. #(617) 676-8206
SEATTLE, WASH.—Vance,
Davies, Roberts, Reid & Anderson
100 West Harrison Plaza
Seattle,, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.- -Katz &
Friedman
7 South Dearborn Street
Chicago, 111. 60603
Tele. #(312)263-6330
-.a
DONT GIVE UP THE SHIPS
In Emergenqf Notify USPHS by Telegram
Any Seafarer or Boatman who
is taken to a hospital other than
a USPHS facility for emergency
treatment, must notify the nearest
USPHS hospital of his situation
within 48 hours, and it is suggested
that the notification be made by
telegram.
In the past, many of our mem
bers have made it a practice to
notify USPHS by phone. Unfortu
nately, when it comes time to pay
the bill, there have been cases
when USPHS has refused .'i pick
up the tab claiming they have no
record of the telephone call. How
ever, by using telegrams you will
have permanent proof that you ac
tually notified USPHS within the
prescribed period and at the same
time you will eliminate any confu
sion dealing wifli phone calls.
If you haveno recourse, though,
but to use the phone, you should
make it a point to get the name,
title and department of the person
who handled your call.
November 1977 / LOG / 33
�mm
KtIMB/,,
Brotherhood m Actlofv
I jS»X
...for SlU members with Alcohol problem
Seafarers and Boatmen of every
age and with all kinds of experience
come to the Alcohol Rehabilitation
Center and find a new life.
One such person is Lawrence
"Hap" Haun. Brother Haun made his
first trip in 1925. He was 18 years
of age then and had dreams of leav
ing his Southern home and doing
some travelling. The big iron ore car
riers of the Great Lakes seemed ex
citing—an exotic way to travel and
to earn money. Because of his young
age, Haun's father had to give written
permission for him to sign on his first
job in the engine room.
Seafarer Haun says that being a
member of the black gang in his time
was much different than it is today.
"When I first started to sail in the
engine department, we really worked.
I had the job of passing coal. Nowa
days, everything is modern. A man
simply pushes a button."
Before coming to the Seafarers
ARC, alcoholism was not a word in
Haun's vocabulary. "Drinking was
the thing to do and everything that
went along with drinking was nor
mal—things like car wrecks, getting
arrested." For Haun, drinking was a
part of his life for as long as he can
remember. "I guess I have been
drinking since I was young—maybe
60 years or more." He celebrated his
69th birthday this year.
During his drinking days Brother
Haun recalls "being thrown into jail
almost every weekend or at least
once a week for being drunk."
Last year, July 17, 1976, Haun's
sister and brother-in-law brought him
to the Center for help. "They got me
here somehow."
Thinking back, Seafarer Haun re
calls that "those first few days at the
Center were the hardest." But he
made it through those days and the
whole program, too. He has now
been a recovering alcoholic for more
than a year.
Brother Haun has retired, but he
still has his first Union book. He was
one of the very first Lakers to join the
SIU. "I've been in the SIU since there
was an SIU." He added, "I know I
could have sailed a few more years
if I hadn't gotten drunk so much. But
I did get drunk. Still, I look back and
I'm grateful that I had the oppor
tunity to work on the Great Lakes
and that I had the opportunity to
come to the Center and get sober."
Brother Haun sums up his feelings
about sobriety saying, 'Tm happier
than ever before."
Every Seafarer and Boatman who
feels he has a problem with alcohol
can find the same help that Brother
Haun did at the ARC in Valley Lee,
Md. It's iievef too late to start a new
way of life through sobriety.
For help with a drinking problem,
call the ARC anytime at 301-9940010 and ask for "The Center," or
contact your SIU representative.
Alcoholic Rehabilitation Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. 1 understand that all my mctlical and ci>imsermg
records will be kept sIricUy coiifidcntial. and that they will mn be kept
an\ where except at The Center.
Name
Book No.
I
I
j Address
I
(Street or RFD)
(City)
(Slate)
(Zip)
Telephone No
Mail to: THE CENTER
Sfar Roiife Box 153-A
Valley Lee, Md. 20692
or call, 24 hoiirs-a-day, (301) 904-0010
Ex-
Boatman Salazar Says License Gets Good Jobs
"Licensed Boatmen have the best
shot at good jobs in the industry."
SIU Boatman Ruben Salazar said he
found this out shortly after he started
working on tugs in 1975. And as an
ex-prizefighter, Salazar wasn't going to
pass up a chance to take his best shot.
Brother Salazar took the Mate and
Masters Course at the Harry Lundeberg
School in 1976, and then he passed the
mate's licensing exam. Since that time
he has been making top wages as a
licensed mate with G & H Towing in
the port of Houston.
Salazar had 10 years as a professional
boxer under his belt and close to 10
more years sailing with the SIU when
he decided to take the HLS course. But
he also only had an eighth grade edu
cation. Yet he was able to complete the
mate's course and pass the difficult
Coast Guard licensing exam. The ex
cellent instruction offered at the Lunde
berg School made all the difference.
"People like me without much edu
cation shouldn't be afraid to take a shot
at a license," he said. "If you have
trouble with reading or math, extra
courses are available at the School to
help you out."
"The mate's course includes some
difficult mathematics," he explained.
"I never even had geometry in school,
but I learned enough basic trigonometry
at HLS to master the requirement for
celestial navigation.
"It's natural to hesitate when you
approach the unfamiliar," he said. But
he advised all members thinking of up
grading to "risk that forward step into
a new horizon. The course is well
charted."
"And don't let your age stop you,"
he added. "I'm 45 and a lot of people
said I was too old to go for a license.
But I guess I proved them wrong."
Newark Committee
t v' '
\hi-%
'
' '3
At a payoff in the state of Washington recently, the Ship's Committee of the
SS Newark (Sea-Land) and a member of the crew posed for a photo. They are
(seated I. to r.): Bosun Tony Villanova, ship's chairman; Chief Steward Larry
Crane, secretary-reporter, and Steward Delegate Harry Huffman. Standing
(I. to r.) are: Messman Steve Carey, Deck Delegate Joseph Schoell, and En
gine Delegate Peter Anderson.
34 / LOG / November 1977
Both classroom and boat training at the Lundeberg School prepared Ruben
Salazar for the Mate's licensing exam. He is shown here learning how to
operate the radio detection finder during the Mate and Master course he took
last year.
Salazar was only 17-years-old when
Center Reunion last August in Piney
he became a professional fighter. He
Point, Md. While there he urged his
was a 10-round boxer in Los Angeles
alcoholic brothers to continue their
from 1950 to 1959. In 1956 he defeated
sobriety and reach new goals in life.
the lightweight world champion at the
(See October issue of the Log, Page
time, Lauro Salas. It wasn't a fight for
18).
the title, but Salazar went the distance
Salazar's new job as a licensed mate
with Salas and won the decision.
brought not only a higher rating and
Salazar had an even tougher fight to
a higher paid job, but also a higher level
win before he changed from profes
of self-esteem, he said. He also praised
sional boxer to professional boatman
the "real unity" he felt while at the
and earned the title of licensed mate.
Lundeberg Sehool. "You really feel the
In 1961 he joined the SIU as a deep
strength of the Union there."
sea member. His drinking got progres
"As Union members, we've earned
sively worse over the years until he
the chance the School provides and
had to quit because of alcoholism in
we really should take advantage of it,"
1969. Through Alcoholics Anonymous,
he stressed.
he had another chance to lead a pro
He is very proud of his stepson, Allan
ductive life and started sailing again in
Stevenson, who is now an HLS trainee.
1974. He has completed three years of
Salazar's older stepson, James Fred
sobriety.
Stevenson, was also an HLS trainee and
Guest Speaker
is now his brother Boatman at G & H
Towing.
Just as Salazar encourages other
Boatmen to reach for the goal of a
Salazar lives with his wife and family
license, he shares his experience as a
in Houston, where he was born and
recovering alcoholic with other SIU
raised. "It was a long time coming,"
members. He was a guest speaker at
he said, "but now with my family and
the Seafarers Alcoholic Rehabilitation
career, I feel like I really belong here."
�1964 Scholarship Winner Is Now College Teacher
Bruce Carroll, who won the SIU
four-year college scholarship in 1964,
comes from a long line of Seafarers, His
father, recently deceased Boatman Ed
ward F. Carroll, sailed as a deckhand
on the Erie-Lackawanna Railroad tugs.
His grandfather was a tugboat captain
and his mother's stepfather worked on
the Erie Canal.
So what's Bruce Carroll doing in
land-locked Colorado? He's teaching
courses in math, physics, general sci
ence and computers at Colorado Moun
tain College in Glenwood Springs.
Math and science have always been
Carroll's strengths and interests. He
says, "I have an analytic mind. I look
at things scientifically."
When he won his SIU college scholar
ship, he used it to finance studies at
Stevens Institute of Technology in Hoboken, N.J. He got a B.S. degree in
"unified science"—a combination of
different science and math curricula.
After graduation, Carroll moved to
Illinois where he got a Master's degree
in math. He also worked as a teaching
assistant and an academic adviser in the
General Curriculum Center at the Uni
versity of Illinois between 1968 and
1976.
Right now, Carroll is two courses and
a thesis away from his second Master's
—this time in Electrical Engineering.
The switch in fields came because he
wanted to concentrate on science more
than math. He also felt engineering
would be more applicable to teaching.
Carroll hopes to continue teaching
at the community college level because
he finds it very challenging. "It's excit
ing to overcome a block some students
have had about math," he says. "It's
very satisfying to make people realize
they have the talent and capacity to do
things."
The special talents Bruce Carroll
hopes to encourage in his students are
in the new fields of microprocesses and
control theory. These are areas he de
scribes as "the next step from com
puters and electronics."
Microprocessors are being developed
in energy-conscious Colorado for use
in houses to cut down on energy waste.
For example, if an air conditioner is
turned on, the microprocessor turns the
TV set off.
Carroll feels this will become a big
field in a few years and says, "I want
to be part of it and be able to teach it."
Bruce Carroll spent the first 21 years
He's especially interested in the prob
lems of mass transportation, perhaps,
he muses, because his Dad worked on
the railroad.
Many Fond Memories
Carroll has many fond memories of
his father, Edward F. Carroll, who
sailed for 42 years before retiring in
1962. Carroll said his father taught him
quite a lot about safety and how to avoid
accidents. These were common-sense
measures the elder Carroll used on
tugs.
Interested in sports, Carroll calls
himself a "nostalgic baseball fan." He
has a collection of baseball picture
cards. They include a set from 1957—
the last year the Dodgers called Brook
lyn home.
Bruce Carroll
of his life in New Jersey where his
mother and brothers still live. He says
he misses the ocean, shade trees, and
"being near the centers of public in
formation," such as New York City.
He has The New York Times delivered
to him in Colorado.
Date
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Detroit
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Dec. 5
Dec. 6
Dec. 7
Dec. 8
Dec. 8
Dec. 9
Dec. 12
Dec. 13
Dec. 14
Dec. 15
Dec. 19
Dec. 23
Dec. 10
Dec. 8
Dec. 17
Dec. 13
Dec. 13
Dec. 14
Dec. 16
Dec. 15
2:30 p.m
2:30 p.m
2:30 p.m
9:30 a.m
2:00 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
10:30 a.m
2:30 p.m
—
—
2:30 p.m
—
2:30 p.m
—
Seafarer Robert Allen of Toledo,
Ohio recently completed the high
school equivalency program at the
Lundeberg School. Brother Allen, who
is 24 years old, ships on the Great
Lakes and has been a member of the
SIU for seven years. He dropped out
of school in the tenth grade and said
that the decision to stop work and re
turn to school was difficult because "on
the outside there are surviving pres
sures." Brother Allen feels that "HLS
is a very good school. The teachers
really try and make an extra effort for
each student."
UIW
7:00 p.m.
7:00 p.m.
7:00 p.m.
7:00 p.m.
—
—
7:00 p.m.
7:00 p.m.
—
—
—
—
—
—
1:00 p.m.
—
—
—
—
—
The high school equivalency pro
gram is very concentrated and indi
vidualized. Seafarer Allen commented
that "he learned a lot in a short amount
of time." When asked if his work as a
Seafarer had beneliied his learning, he
stated, "with a lot of lime on a vessel,
reading has bect)me a hobby of mine.
1 think that reading has helped me to
Shipping Report for Inland Waters
FOR THE MONTH OF OCTOBER 1977
TOTAL MEN REGISTERED
TOTAL JOBS SHIPPED
Class A
Class 8
BALTIMORE . . . .
BOSTON
HOUSTON
JACKSONVILLE . .
NEW YORK
MOBILE
NORFOLK
NEW ORLEANS . .
PADUCAH
PHILADELPHIA . .
PINEY POINT . .
PORT ARTHUR . .
PUERTO RICO . . .
RIVER ROUGE . . .
ST. LOUIS
TAMPA
0
0
5
2
0
0
0
1
3
0
0
10
0
9
7
0
0
0
3
3
0
0
0
0
1
0
0
5
0
0
1
0
TOTAL ALL PORTS
37
13
ON BEACH
Relief Jobs
Permanent Jobs
Class C
Class A
Class
Class A
Class B
0
0
10
0
0
0
0
0
12
0
0
10
6
0
14
0
0
0
0
0
0
77
5
0
1
85
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
41
0
0
0
0
0
0
0
0
0
0
0
0
0
0
13
0
0
0
0
0
0
0
7
0
10
3
0
4
49
1
2
142
0
8
1
11
10
0
0
0
5
3
0
2
0
0
0
80
0
3
0
0
8
0
52
168
42
13
248
101
Class C
To Bruce Carroll, winning the SIU
college scholarship was a "really fan
tastic" opportunity. To his father, Car
roll said, the event was "the most im
portant thing in his life."
24-Year-Old Laker Gets His
H.5. Diploma at HLSS
MEMBERSHIP MEETINGS'
SCHEDULE
Deep Sea
Lakes, Inland Waters
Carroll plans to stay in Colorado at
least for awhile. His wife, a librarian,
and their seven-year old daughter will
join him there this January.
Robert Allen
better understand my courses."
In his plans for the future,. Brother.^
Allen hopes to achieve an F.ngineering
Degree. He now holds an AB ticket on
the Lakes and would like to advance
his position to Pilot.
Seafarer Allen recommends the high
school equivalency program to his fel
low seafarers. "If a person really tries
and manages to throw his pride away
and admits that he wants to learn, he
can succeed in the GEO program. That
is what I did." Brother Allen is now the
921 St person to achieve his high school
diploma at HLS.
If you arc interested in attending the
Lundeberg School to study for your
high school equivalency diploma, con
tact the SIU representative in your
port or write to die following address:
Harry Lundeberg School
Academic Education Department
Piney Point, Md. 20674
A pre-test and information will be
sent to you.
November 1977 / LOG / 35
�r
r wr'
David Garoutte
Clay Lisenby
Seafarer David
Garoutte, 24, first
sailed with the SIU
in 1972. The next
year he graduated
from the Harry
Lundeberg School
Trainee Program.
This year he up
graded there to A B.
He also earned his firefighting, lifeboat
and cardio-pulmonary resuscitation
tickets there. Brother Garoutte was
born, lives, and ships out of the port of
Seattle.
Seafarer Clay Li
senby, 24, has been
an SIU member
since 1972, the year
he graduated from
the HLS Trainee
Program. In 1975,
he upgraded to AB
there. He also has
his lifeboat, fire
fighting and cardio-pulmonary resusci
tation tickets. Brother Lisenby was
born in Fort Lauderdale, Fla. and lives
in Florida. He .ships out of the port of
San Francisco.
John Bishop
Ramon Camacho
Paul North
Seafarer Paul
North, 23, has been
a member of the
SIU since he grad
uated from the HLS
Trainee Program in
1975. He now sails
as third cook. Bro
ther North has the
firefighting, lifeboat
and cardio-pulmonary resuscitation
endorsements. He was born in Chicago,
III. and lives in Herniosa Beach, Calif.
Upgrader North ships out of the port
of Wilmington, Calif.
Seafarer Ramon
Camacho, 45, has
been a member of
the SIU since 1959,
the same year his
younger brother,
William, joined the
Union. William
Camacho went on
to become a chief
engineer. Ramon Camacho got his
QMFD rating at Piney Point in 1974.
He also holds firefighting, lifeboat,
LNG, and cardio-pulmonary resu.scitation endorsements. Brother Camacho
was born in Puerto Rico and is a resi
dent of Philadelphia. He ships out of
the port of New York.
William Theodore
Seafarer William
Theodore, 49, be
gan his sailing ca
reer with the SIU in
1968. In 1976, he
upgraded to chief
cook at the Lundeberg School. He has
the firefighting, life
boat and cardio
pulmonary resuscitation cards. Brother
Theodore sailed on the Lakes in 1944
and vim in the U.S. Navy during World
War 11. He was born in Michigan and
lives in Seattle. Upgrader Theodore
ships out of that port.
Miehael Phillips
Seafarer Michael
Phillips, 22, started
sailing with the SIU
in 1974 following
his graduation from
the HLS Trainee
Program. In 1977,
he upgraded to fireman-watertender at
the School. He also
earned his lifeboat, firefighting and car
dio-pulmonary resuscitation tickets
there. Brother Phillips is a native of
Texas and lives and ships out of the
port of Houston.
Seafarer Steve
Bower, 22, first .set
.sail with the SIU in
1974 when he grad
uated from the HLS
T rainee Program.
In 1977, he up
graded to firemanwatertender. He has
pumpman, welding,
firefighting, lifeboat and cardio-pul
monary resuscitation cards. Brother
Bower um born in Kalmath Falls, Ida.
and lives in Lake City, Calif. He ships
out of the port of San Franci.sco.
Anthony Bulfa
Seafarer Anthony
Buffa, 26, started
sailing with the SIU
after his graduation
from the Lundeberg
School Trainee Pro
gram in 1972. In
1974, he upgraded
to AB there. He has
,. '"N-* the lifeboat, fire
fighting and cario-pulmonary endorse
ments. Brother Buffa was born in Cali
fornia and lives there. He ships out of
the port of San Franci.sco and ports in
the Gulf.
Seafarer Gary
Hughes, 23, began
.sailing with the SIU
in 1974 when he
graduated from the
HLS Trainee Pro
gram. This year he
upgraded to fireman-watertender there. In
1974, he picked up his firefighting and
lifeboat cards. Also this year, he got
his cardio-pulmonary resuscitation
card. Brother Hughes was born in Phil
adelphia and lives in Glenside, Pa. He
.ships out of the port of New York.
Seafarer Philip
Decker, 21, began
shipping out with
the SIU in 1973.
He graduated that
year from the HLS
T rainee Program.
Last year he up
graded to firemanwatertender there.
He holds the firefighting, lifeboat and
cardio-pulmonary re.su.scitation en
dorsements. Brother Decker was born
in Oshkosh, Wise, and lives in Tampa,
Fla. He ships out of the port of Jackson
ville, Fla.
James McNeely
PaulKlick
Seafarer Paul
KUck, 27, started to
sail with the SIU in
1975 after he grad
uated from the HLS
Trainee Program.
He upgraded to
oiler there in 1977.
Brother Klick has
the firefighting, life
boat and cardio-pulmonary resuscita
tion endorsements. He was horn in
Fort Worth, Tex. and is a resident of
Bethe.sda, Md. Upgrader Klick ships
out of the ports of New York and San
Francisco.
36 / LOG / November 1977
Dean Prindle
Seafarer Dean
Prindle, 52, has
been shipping with
the SIU since 1965
and sailing as an
AB. Recently he
returned to the
HLS in Piney Point.
W
Md. to upgrade to
quartermaster. He
also has lifeboat, firefighting and car
dio-pulmonary resu.scitation endorse
ments. Brother Prindle was born in Cal
ifornia and lives in New Hampshire.
He ships out of all SIU ports.
Seafarer Virgilio
Rivera, 40, sails as a
third cook, a rating
he attained at the
HLS in 1977. He
joined the SIU in
1972. Brother Ri
vera has his fire
fighting, lifeboat
and cardio-pul
monary resuscitation cards. He was
born in Puerto Rico and lives in the
Bronx, N.Y. Upgrader Rivera ships out
of the port of New York.
Seafarer John
Bishop, 35, has
.shipped with the
SIU on the Lakes
Louis Diagostino
and deep sea since
1968. In 1975, he
Seafarer Louis
upgraded to QMED
Diagostino,
at the Lundeberg
21, graduated from
School. He has his
the HLS Trainee
:: Y
firefighting card,
Program in 1975.
got the lifeboat endorsement last year
Then he began .sail
and cardio-pulmonary resu.sciation
ing with the SIU.
ticket this year. Brother Bishop was •
Now he sails as an
born outside of London, England and
oiler. He has fire
now lives in Livonia, Mich. He ships
fighting, lifeboat
out of the ports of New York and and cardio-pulmonary resuscitation
Detroit.
cards. Brother Diagostino was born,
lives and ships out of the port of Phila
Gary Hughes
delphia.
Philip Decker
Steve Bower
Virgilio Rivera
Seafarer James
McNeely, 23, whose
father is a longtime
member of the SIU,
first started sailing
with the SIU in
1974 following his
graduation from the
Lundeberg School
Trainee Program.
In 1977, he upgraded to fireman-watertender there. He has his firefighting,
lifeboat and cardio-pulmonary re.'iu.scitation cards. Brother McNeely was
born in Brooklyn, N.Y. and is a resi
dent of Long Island, N.Y. He ships out
of the port of New York.
Personals
Russell Doyle Haynes
Your grandfather, Milton Russell,
asks that you contact him at P.O. Box
147, New Baden, Tex. 77870. He has
moved to Camp Creek Lake in Robert
son County.
Eugene Wayland Carpenter
Your daughter, Candace, would like
you to get in touch with her. "Long time
no sec." Call 201-634-1203 or write
her at 35 Crampton Ave., Woodbridge,
N.J. 07095.
Clifford A. Sewell
Your sister, Mrs. Theta Barnefske,
asks that you call her at 313-234-0859
or write 3010 Montana, Flint, Mich.
48506.
Paul McCouncll
Your sister-in-law, Mrs. Henry McConnell, asks that you call her at 501758-0021 or write her at 207 West Mil
itary Dr., Little Rock, Ark.
Rayniund Guevara
Josue German Chavez asks that you
write him at 123-23 82nd Ave., Kew
Gardens, N.Y. 11415 or call 212-8359800. You can also reach him at Box
10, Richmond Hill, N.Y. 11419, tele
phone: 212-544-5328.
Rufino Rivera Santiago
Your family asks that you contact
them.
George R. Shiflett
Please call the editor of the Log col
lect at 212-499-6600, ext. 242.
George L. Cruz
Please call the editor of the Log col
lect at 212-499-6600, ext. 242.
�Lundeberg Upgrading Schedule Thru 1978
Below is a complete list of all upgrading courses, deep-sea, inland, and Great Lakes, offered at the Lundeberg School in Piney
Point, Md, Also included is the starting dates for these courses for the remainder of 1977 and all of 1978. SIU members should be
aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will publish in
advance any such changes.
Deck Department
Courses
Course Name
Starting Dates
Jan. 19, 1978
March 2, 1978
April 17, 1978
May 25, 1978
July 6, 1978
Aug. 17, 1978
ABLE SEAMAN
QUARTERMASTER
None Presently Scheduled
TOWBOAT OPERATOR
(Western Rivers)
Feh. 20, 1978
March 10, 1978
May 29, 1978
June 16, 1978
TOWBOAT OPERATOR
(Inland Waters)
March 20, 1978
April 28, 1978
June 26, 1978
August 4, 1978
TOWBOAT OPERATOR
(Not More than 200 Miles
Offshore)
March 20, 1978
May 5, 1978
June 26, 1978
August 11, 1978
MATE & MASTER
Sept. 4, 1978
FIRST CLASS PILOT
None Presently Scheduled
LIFEBOATMAN
Starting Sept. 1, 1977,
Lifehoatnian classes will
begin every two weeks right
through Dec. 21, 1978.
Steward Department
Courses
Course Name
Starting Dates
CHIEF STEWARD
Dec. 22, 1977
Feb. 7, 1978
March 23, 1978
May 4, 1978
June 15, 1978
July 27, 1978
Sept. 7, 1978
CHIEF COOK/TOWBOAT
COOK
Jan. 12, 1978
Feb. 23, 1978
April 6, 1978
May 18, 1978
June 29, 1978
Aug. 10, 1978
Sept. 21, 1978
COOK & BAKER
Starling Sept. 15, 1977,
Cook and Baker classes will
begin every two weeks until
Jan. 19, 1978. Then
starting Jan. 26, 1978, the
classes will begin every two
weeks running right
through to Oct. 5, 1978
ASSISTANT COOK
Dec. 8, 1977
Jan. 26, 1978
March 9, 1978
April 20, 1978
June 1, 1978
July 13, 1978
Aug. 24, 1978
Starling Sept. 1, 1977,
Tankernian classes will
begin every two weeks right
through Dec. 21, 1978.
TANKERMAN
Engine Department Courses
Course Name
Starting Dates
FIREMAN, OILER,
Jan. 5, 1978
WATERTENDER (FOWT)
April 13, 1978
June 22, 1978
July 20, 1978
Oct. 2, 1978
LIQUIFIED NATURAL
GAS (LNG)
Feb. 6, 1978
May 15, 1978
Aug. 21, 1978
MARINE ELECTRICAL
MAINTENANCE
April 10, 1978
PUMPROOM OPERATION
AND MAINTENANCE
Aug. 28, 1978
AUTOMATION
March 6, 1978
WELDING
Dec. 27, 1977
Feh. 6, 1978
March 6, 1978
April 17, 1978
May 15, 1978
June 12, 1978
July 24, 1978
Aug. 21, 1978
Sept. 18, 1978
Qualified Member of the
Engine Department (QMED)
Jan. 2, 1978
May 22, 1978
DIESEL ENGINEER
Jan, 16, 1978
July 24, 1978
MAINTENANCE OF
SHIPBOARD
REFRIGERATION SYSTEMS
May 22, 1978
For further information regarding the courses offered at the Lundeberg School, members should contact their local SIU rep
resentative, or write to the Lundeberg School Vocational Education Department^ Piney Point, Md. 20674.
November 1977 / LOG / 37
�(l»32 Have Hoiiatcil $100 or Alorc
To SPAII Siiiicc Bc<|iiiiiiiij| of '77
The following Seafarers and other concerned individuals, 652 in all, have demonstrated an active interest in participating in political and
legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to
the Seafarers Political Activities Donation (SFAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as
dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political
contributions. SPA D is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political
activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of
reprisal.) Twenty-t wo who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, nine
have contributed $300, one has given $400, and two $600. For the rest of the year the LOG will be running the SPAD Honor Rolls because
the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy
of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington;
B.C.)
NOTE: Each month's SPAD Honor Roll contains the narfies of those individuals who have given $100 or more as of the last Friday
of the previous month.
Abadi, H.
Abobaker, F.
Acord, F.
Adams, P.
Adams, W.
Adamsnn, R. R.
Adium, M.
Air, R. N.
Aldcrson, S.
Algina, J.
Ali, A.
Allen, J.
Alhaj, Y.
Almufilchi, A.
Alradi, M.
Alvarez, P.
Anders, T.
Anderson, A.
Anderson, A.
Anderson, R.
Antici, M.
Aquiar, J.
Aquino, G.
Arle, J.
Aspseter, H.
Aumiller, R.
Avery, R.
Babkowski, T.
Badgett, J.
Bakarich, P.
Barroga, A.
Barry, J.
Bartlett,J.
Bartlett, J.
Bartlinski, J.
Bauer, C.
Baum, A.
Beeching, M.
Bellinger, W.
Bennett, J.
Benoit, C.
Bensman, D.
Bentz,H.
Bergeria, J.
Berglond, B.
Berlin, R.
Bigelow, S.
Bishop, S.
Blair, B.
Blanco, M.
Bland, P.
Bland, W.
Bluitt, J.
Bobalek,W.
Boland, J.
Bonser, L.
Booker, M.
Borucki, J.
Botana, J.
Boudreaux, C.
Bourgois, M.
Boyle, D.
Boyne, D.
Bradley, E.
Brongh, E.
Brown, G.
Brown, 1.
Brown, S.
Browne, G.
Browning, R.
Bryan, E.
Bryant, B.
Bryant, T.
Bucci, P.
$600 Honor Roll
LUIedalil,H.
Pomerlane, R.
$400 Honor Roll
Manuel, R.
$300 Honor Roll
Andersen, R.
Brooks, T.
Curtis, T.
Frounfelter, D.
Romolo, V.
Hall,?.
Quinfer, J. Weaver, A.
Richburg, J.
$200 Honor Roll
Abas, I.
Aronlca, A.
Bailey, J.
Bernstein, A.
Brand, H.
Combs, W.
Drozak, F.
Ellis, P.
Filippitti, L.
Gard, C.
Haggagi, A.
Buczynski, J.
Bulfa, A.
Bullock, R.
Burke, T.
Burnette, P.
Bursey, H.
Butts, B.
Byrd, J.
Caffey, J.
Caga, L.
Calefato, W.
Callahan, J.
Kerngood, M.
Kozicki, R.
McFarland, D.
Moore, A.
Pow, J.
Sanchez, R.
Camaian, A.
Camarillo, F.
Campbell, A.
CampbeD, A.
Campbell, A.
Campbell, A.
Campbell, J.
Campbell, W.
Carbone, V.
Castro, C.
Cataldo, J.
Cavanaugh, J.
Celgina, J.
Seibcl, E.
Shields,!.
Sholar, E.
Stephens, C.
Stewart, E.
Cheshire, J.
Cinquemano, A.
Cisiecki, J.
Clark, R.
Coamer, M.
Cofone, W.
Colier,L., HI
Conklin, K.
Conklin, K.
Conning, E.
Conway, F.
Cookmans, R.
SEAFARERS POLITICAL ACTIVITY DONATION
(SPADI
675 FOURTH AVENUE
Date.
BROOKLYN, N.Y. 11232
S.S. No..
Contributor's Name.
.Book No.
Address.
.State
City
.Zip Code
I acknowledge and understand that SPAD is a separate segregated fund established and administered
by my Union to engage in political activities and to make contributions and expenditures for candidates
seeking political office and solicits and accepts only voluntary contributions, and I have the right to
refuse to make any contribution without fear of reprisal, I may contribute such amount as I may volun
tarily determine and I herewith contribute the sum of $
. This contribution constitutes my
voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A
copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from
the Federal Election Commission. Washington, D.C.
Signature of Solicitor
Solicitor's No.
38 / LOG / November 1977
1977
Port
A'-.'
/
Cortez, E.
Costa, F.
Costango, G.
Cousins, W.
Cowan, T.
Coyle, P.
Cresci, M.
Cross, M.
Cruz, A.
Cruz, F.
Cunningham, W.
Curry, M.
Da Silva, M.
Dalman, G.
Dammeyer, C.
Danzey, T.
Daradise, R.
Darden, J.
Dauocol, F.
Daves, C.
Davidson, W.
Davies, R.
Davis, F.
Davis, J.
Davis, J.
Davis, L.
Davis, S.
Davison, J.
Debarrios, M.
Dechanip, A.
Delaney, D.
Delgado, J.
Delrio, J.
Demetrios, J.
Dembach, J.
Deymain, S.
Diaz,R.
Dickey, K.
Diercks, J.
DiGioi^o, J.
Dillings, L.
DiPreta, J.
Dixon,!.
Doak, W.
Dolgen, D.
Domenico,!.
Domingo, G.
Donovan, P.
Downon, P.
Drebin, L.
Drozak, P.
Drury,C.
Diyden,!.
Ducote, A.
Ducote, C.
Dudley, K.
Dukel,P.
Durden, D.
Dwyer,!.
Dyer, A.
Edmon, F.
Edmonds, F.
EUis,F.
Eschukor, W.
Escobar, C.
Evans, M.
Fagan, W.
Fain, G.
Falcon, A.
Fanning, R.
Famen, F.
Farrell, C.
Faust,!.
Fay,!.
Ferguen, M.
Fergus, S.
Fester, M.
Fgrshee, R.
Firshing,W.
Fischer, H.
Fiune,V.
Fletcher, B.
Fletcher, F.
Florous, C.
Foley, P.
Forgeron, L.
Fosberg, W.
Fox, P.
Frances, H.
Franco, P.
Francum, C.
Frank, S.,!r.
Frederickson, E.
Fuller, G.
Furr,!.
Furukawa, H.
Gallagher, C.
Gallagher, L.
Gallegos, P.
Galliam, R.
Ganthier, C.
Garcia, R.
Gardner, E.
Gaston, T.
Gavin,!.
Gentile, C.
Gimhert, R.
Glidewell, T.
Goff, W.
Goldberg,!.
Golder,!.
Gonzalez,!.
Gooding, H.
Goodspeed,!.
Gorbea, R.
Gosse, F.
Graham, E.
Graham, R.
Green, A.
Greene, H.
Grepo, P.
Grima, V.
Gross, G.
Guarino, L.
Guillen, A.
Hackenberg, D.
Hagerty, C.
Hale, E.
Hall, K.
Hall, L.
Hall,M.
Hall,W.
Hannibal, R.
Harildstad,V.
Hart, R.
Hanis, E.
Hairris, W.
Harris, W.
Haskins, A.
Hatton, M.
Hauf,M.
Haynes, B.
Heimal, W.
Hendricks, C.
Heniken, E.
Heroux, A.
Hersey, G.
Hess, R.
Hidalgo, M.
HiU, G.
Hines, L.
Hines, T.
Holmes, W.
Homas, D.
Homayonpour, M.
Hooker, G.
Horn, F.
Howse, A.
Hunter, W.
Hurley, M.
Hussain, A.
lovino, L.
Iverson,!.
Iwaski, M.
!acobs, R.
!ackson,!.
Jansson, S.
Japper, J.
!aslin, L.
!imeny, C.
!obnson, C.
!obnson, D.
!ohnson, R.
Johnson, R.
Johnsted, R., Jr.
Jones, C.
Jones, R.
Jones, T.
Jones, W.
Jorge, J.
Juhasz, S.
Kabllo, R.
Kariak,W.
Kastina, T.
Kauffman, R.
Keller, D.
�5PAD Honor Roll
KeUey, E.
Kendricks, D.
Kenny, L.
Keough, J.
Kerr, R.
Ketchbad, D.
Kimbrough, W.
Kingsley, J.
Kirsch, J.
Kitchens, B.
Kizzire, C.
Klavand, S.
Klein, A.
Knutsen, E.
Koflowitch, W.
Kouvardas, J.
Kramer, M. Kudults, K.
Kwiatek, G.
Kydd, D.
Lambert, H.
Lang, R.
Lankford, J.
Larkin, J.
Lawrence, L.
Lawrence, R.
Lawrence, W.
Lee, H.
Lee, K.
Legg,J.
Leionek, L.
Lennon, J.
Lent, D.
Lesnansky, A.
Lewis, L.
Libby, H.
Liles, T.
Lindsay, G.
Lindsey, H.
Logue, J.
Loleas, P.
Lomas, A.
Lombardo, J.
Long, F.
Lundberg, J.
Lynch, C.
Lyness, J.
MacFadden, M.
Maclnnes, K.
Magruder, W.
Maldonado, M.
Malesskey, G.
Mana, A.
Manafe, D.
Manen, J.
Manry, L.
Mansoob, A.
Marchaj, R.
Martin, T=
Martinez, L.
Martinussen, C.
Mattioli, G.
Maxnell, B.
McAvay, J.
McCarthy, L.
McCartney, G.
McCartney, K.
McCaskey, E.
McCIinton, J.
McCorvey, D.
McCuUough, L.
McEiroy, E.
McGeoi^hegan, F.
Mcllearney, B.
McKay, D.
McMahon, T.
McMiliion, W.
McNabb.J.
McNally, M.
McNeely, J.
Meaden, G.
Mehert, R.
Mesford, H.
Mielsem, K.
Miller, D.
MoUard, C.
Mongelli, F.
Monteton, H.
Moody, O., Jr.
Mooney, E.
Moore, L.
Morgan, J.
Morris, W.
Morrison, J.
Mortensen, O.
Mosley, W.
Muniz, W.
Munsie, J.
Murray, G.
Murray, J.
Murray, M.
Murray, R.
Musaid, A.
Mynes, A.
Myrex, L.
Nagib, S.
Naji, A.
Napoli, F.
Nash, W,
Nauarre, T.
NefFe, J.
Nielsen, R.
O'Brien, E.
O'Brien, T.
O'Donnell, J.
Olds, T.
Olson, F.
Omar, Y.
Facheco, E.
Paderes, P.
Paladino, F.
Papuchis, S.
Paradise, L.
Pamell, J.
Paschal, R.
Patterson, D.
Patton, S.
Paulovich, J.
Payle, M.
Pecquex, F.
Penrose, K.
Penry, R.
Perez, J.
Perez, L.
Periora, J.
Peth, C.
Phillips, D.
Picczonetti, M.
Piper, K.
Pollard, G.
Pool, D.
Porter, B.
Powe, P.
Praza, L.
Prentice, R.
Pretare, G.
Prevas, P.
Price, R.
Primero, F.
Prirette, W.
Prott,T. ,
Pulliam, J.
Purgvee, A.
Quinnonez, R.
Quinones, J.
Quintella, J.
Quirk, J.
Raincri, F.
Rankin, J.
Rattray, W.
Reck, L.
Reed, A.
Reinosa, J.
Reiter, J.
Reyes, M.
Rhoades, G.
Richoux, J.
Riddle, D.
Ries, C.
Riley, E.
Rios, R.
Ripoll,G.
Rivera, H.
Roades, O.
Roberts, C.
Roberts, H.
Roberts, J.
Robertson, T.
Robinson, J.
Robinson, W.
Rodgers, J.
Rodriguez, F.
Rodriguez, R.
Rondo, C.
Rosenthal, M.
Roshid, M.
Ross, J.
Roubek, J.
Roy, B.
Royal, F.
Rudnicki, A.
Rush, R.
Riisheed, J.
Ruzyski, S.
Sacco,J.
Sacco, M.
Saeed, S.
Salanon, G.
Salazar, H.
Saleh, II.
San Fillippo, J.
Sanchez, M.
Santana, E.
Santos, M.
Schneider, H.
Schov, T.
Schuffels, P.
Scott, C.
Scully, J.
Seabron, S.
Seagord, £.
Selzer, R.
Selzer, S.
Sepulveda, P.
Serall, R.
Shabian, A.
ShePey, S.
Shellubrad, R.
Shclton, J,
Sigler, M.
Silva, J.
Silva, M.
Silverstein, H.
Siiiipson, S.
Singleton, R.
Sirignano, F.
Smith, L.
Smith, T.
Smith, W.
Sncll, F.
Snellgrove, L.
Snyder, J.
Somerville, G.
Soresi, T.
Sovich, C.
Spencer, G.
Spencer, H.
Stancaugr, R.
Stankiewicz, A.
Stanton, W.
•
Steams, B.
Stevens, W.
Strand, J.
Stubblefield,P.
Stubbletird,B.
Sulaiman, A.
Sullins, F.
Sumroll, N.
Surrick, R.
Swiderski, J.
Tanner, C.
Taylor, F.
Taylor, J.
Telegadas, G.
Terpe, K.
Thciss, R.
Thomas, J.
Thompson, F.
Tillman, W.
Tobin, G.
Tobio, J.
Toluison, R.
Towsigmart, A.
Troy, S.
Tmenski, C.
Tsminrx, L.
Turay, C.
Turner, B.
Turner, L.
Tuttie, M.
Ulrich,H.
Underwood, G.
Vanluyn, W.
Vasquez, J.
Velandra, D.
Velazsuel, W.
Velez, R.
Vick,J.
Viles, J.
Villanova, A.
Vorchak, J.
Vukmir, G.
Walker, F.
Walker, T.
Wallace, E.
Washington, E.
Webb, J.
Weber, J.
West, D.
Westbrook, A. L.
Westerholm, G.
White, J.
White, K.
White, R.
Whitmer, A.
Whitsitt, M.
Widman, J.
Wilburn, R.
Williams, L.
Williams, R.
Williams, S.
Wilms, T.
Wilson, C.
Wilson, D.
Wilson, J.
Winder, R.
Wingfield,P.
Wolf, P.
Wood, C.
Woodhouse, A.
Woody, J.
Wooten, H.
Worley, M.
Worster, R.
Yarmola, J.
Yelland, B.
Young, R.
Zaiusky, S.
Zalusky, T.
Zeagler, S.
Overseas Juneau Committee
At Anacortes, Wash, recently at a payoff, Recertified Bosun Pablo Barrial,
ship's chairman (seated I.) of the ST Overseas Juneau (Maritime Overseas)
poses with the Ship's Committee and one of the crew. Seated right is: Chief
Steward Jesus D. Reyes, secretary-reporter and standing (I. to r.) are: Engine
Delegate Al Funk; QMED Perry Ellis; Deck Delegate Henry Lanier, and Stew
ard Delegate Carrol Boudreaux.
Virgo Committee
Late last month at a payoff at the GATX Dock in Carteret, N. J., is the Ship's
Committee of the ST Virgo (Westchester Marine). From left are: Deck Delegate
Whitey Grigg; Steward Delegate Glenn Bamman (standing); Engine Delegate
H. Robert Hill, and Recertified Bosun Joseph Donovan, ship chairman.
Westward Venture Committee
At Tacoma, Wash, recently, in the TV lounge of the new RO/RO Westward
Venture (Inter Ocean Mgt.) is the Ship's Committee. Sitting (I. to r.) are: smilin'
Deck Delegate Ken Richardson; Engine Delegate Charles L. Gard with the
sombrero; Recertified Bosun Tom "Frenchy" Martineau, ship's chairman, and
Steward Delegate James Woods. Standing are (I. to r.): Chief Electrician John
Ross, educational director, and Chief Steward George Pretare, secretaryreporter.
November 1977 / LOG / 39
�LOG
"Sonny" Simmons:
He's One of the Men
Who Builf This Union
Some people considered them a
bunch of young turks. Most people
didn't give them much chance for
survival.
They were the 2,000 or so orig
inal members who formed the SIU
in 1938. At the time, the SIU was by
far the smallest union in the entire
maritime labor movement. It didn't
have a tanker in its contracted fleet
which included only a few passenger
ships.
However, one year later the SIU's
membership had grown to 6,000.
And although no one would have
said that the fledgling Union's future
would be rosy, everyone agreed at
least that the SIU definitely had a
future.
Among those original 2,000 mem
bers was a 19-year old kid. He had
first shipped out as deckhand on a
coastal freighter at the age of 15. His
shipmates nicknamed him "Sonny"
on that first voyage, and the name
stuck.
He was Claude "Sonny" Simmons,
who later became one of the SIU's
chief negotiators in the 50's and early.
60's. He was the first man to hold
the office of SIU vice president in
charge of contracts and contract en
forcement.
Oct. 30, 1977, just a few weeks
ago, marked the 15th anniversary of
his death.
43 Years Old
To say the least. Sonny Simmons'
death from cancer in 1962 was un
timely. He was only 43 years of age.
But in the time (1945-1962) that
he worked for the Union, Sonny Sim
mons left his mark on the maritime
industry and the good fortunes of
SIU members.
His job as negotiator was an espe
cially tough one back then. He did
his bargaining at a time when man
agement would rather accept a strike
than give in to the legitimate de
mands of the Union.
Probably the best way to under
stand what Sonny Simmons meant to
the SIU is to recall what the people
who sat across from him at the bar
gaining table thought about him.
Before his death, one shipowner
Ufliiul PulilitJiMiii ol till- S. jljftrs InlfiM.ill.HUI Union • Aibnlic, (.nlf. L.ikcs diul InljncI Wjuns Dmncl
. AFLCio
)igS,"NOVEMBa 1977
The Claude "Sonny" Simmons, an ex-Great Lakes freighter, became a permanent part of the Lundeberg School's fleet
in 1967.
called him "a tough, shrewd" nego
tiator. Another said he was able "to
navigate through the winding clauses
of a labor contract with the touch of
a boatswain fathoming an unfamiliar
channel."
When he died, the mail and tele
grams of regret came flooding into
Headquarters. A surprising number
of them came from the shipowners,
his opponents across the table.
An official of Calmar Lines, in a
letter to SIU President Paul Hall,
wrote the following about Sonny
Simmons: "He won my respect as an
able, conscientious and sensible ad
versary, and I know that he will be
missed by you and the other officials
of your Union."
Another shipowner wrote: "He
was most willing to hear both sides
of a discussion and to express even
the most adverse demand of the
Union in the most courteous terms."
Still another wrote, "the death of
'Sonny' Simmons marks an irrepar
able loss to the entire steamship in
dustry, both management and labor."
The feeling you get by looking at
this old correspondence is simply
that Sonny Simmons was damn good
at his job, and that he had achieved
the respect of the entire U.S. mari
time industry.
•
j,^
..
\
•M
* »t
•' ;
V
In this photo from 1953, "Sonny" Simmons, left, Joe Algina, center, and SIU
President Paul Hall are in the midst of negotiations for a new deep-sea
contract. Algina is now an International representative working with the
SlUNA's fishermen's affiliates in New Lngland.
In the early 50's, "Sonny" Simmons was a guest on the radio talk show, "Voice
of America."
It's often tough to find a proper
and lasting testament to men who do
so much to improve an organization.
But for Sonny Simmons, a guy with
a quick wit and a slow Southern
drawl, it was easy. The SIU named
a ship after him—a ship that is a
permanent part of the Harry Lunde
berg School's fleet.
The ship, now the Claude "Sonny"
Simmons, is a venerable Great Lakes
freighter. She was originally christ
ened the Mackinac in 1909.
For years, the vessel did a yeo
men's job hauling freight and pas
sengers on the Great Lakes. In later
years she worked on the Chesapeake
Bay.
"The Lundeberg School bought the
vessel in early 1967. The School then
had the vessel completely overhauled.
Later that year, she was rechristened
the Claude "Sonny" Simmons. She is
now used as a training vessel for deck
skills, and lifeboat training.
It's good that the memory of Sonny
Simmons, just an old country boy
from Brewster, Fla., is preserved in
the Lundeberg School's fleet. Because
it no doubt prompts young SIU mem
bers who never knew him to ask,
"who was Sonny Simmons?"
The best, and really the only an
swer to that question is simply, "he's
one of the men that built this Union."
Just a few years before his death, "Sonny" Simmons, left, is shown talking
with some members of the Japan Seamen's Union at SIU Headquarters in
New York.
iiiTiiiapiir^
�
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Seafarers Log Issues 1970-1979
Description
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Volumes XXXII-XLI of the Seafarers Log
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Paul Hall Maritime Library Microfilm 1939-1993
Publisher
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Seafarers International Union of North America
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Title
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November 1977
Description
An account of the resource
HEADLINES
ANN ARBOR RAILROAD CAR FERRIES MARK 85TH YEAR
2% COL IN DEEP-SEA CONTRACT
HALL ASSAILS OIL BIGGIES AS FOES OF U.S. SEAPOWER
100 NEW CONTRACTS, 4, 100 NEW MEMBERS FOCUS OF UIW CONVENTION
DOCK STRIKE NEARING END
SIUNA GIVES UNITED SUPPORT TO NORTHERN TIER LINE
CARTER INKS $2.65 MINIMUM WAGE; $3.35 IN ‘81
SS DELTA BRASIL MINUTES TELL ABOUT BURIAL-AT-SEA SERVICE
CARTER PULLS U.S. OUT OF ILO
POSTAL BILL CLEARED IN HOUSE OF REPRESENTATIVES COMMITTEE
SABINE ORGANIZING DRIVE GEARS UP; 3RD ELECTION IN ‘78
FIRST AQUARIUS CREW IN STATES SAY LNG AOK
CONGRESS SEES NEED FOR A STRONGER US MARITIME POLICY
SIUNA DELEGATION UNITED BEHIND NORTHERN TIER ALASKAN PIPELINE
FEDERAL AGENCIES MEETINGS ON MARITIME
4 JONES ACT BILLS AWAIT CONGRESS ACTION
IOT: LARGEST U.S. INLAND-DEEP SEA FLEET
FULL CURRICULUM PROVIDED FOR TOWBOAT PROGRAM
DROZAK URGES IUPIW CONFAB DELEGATES TO TAKE POLITICAL ACTION
WATERMAN SIGNS CONTRACT TO RESTORE U.S.- FAR EAST SERVICE
20 INLAND COMPANIES MEET AT PINEY POINT
FIRED CAPTAIN AWARDED $1,400 IN BACK PAY FROM COMPANY
SIU PLAN PAYS RETIREE, WIFE’S $22G MEDICAL BILLS
RULING MAY AFFECT U.S. SEAMEN
LNG-WHAT IS IT? WHAT DOES IT DO?
AT CONFAB, HIBBERT NOTES: ARC CENTER UNIQUE
CONGRESS CLEARS SOME IMPORTANT GREAT LAKES LEGISLATION
THE JONES ACT: STILL ONE BIG BATTLE: CLOSE THE “LOOPHOLE”
U.S. SAFETY BOARD BIDS FOR FIRESAFE LIFEBOATS FOR TANKERS
SAFETY DEMANDS TANKERMAN’S SKILLS ON DANGEROUS TOWS
WE’VE COME A LONG WAY ….
‘DEVELOPING THE WHOLE MAN’ – NEW HORIZON’S FOR EVERY SEAFARER
NEW YORK HARBOR: STILL ONE OF THE WORLD’S BEST
BOATMAN SALAZAR SAYS LICENSE GETS GOOD JOBS
“SONNY” SIMMONS: HE’S ONE OF THE MEN WHO BUILT THIS UNION
Creator
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Seafarers Log
Source
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Paul Hall Maritime Library Microfilm 1939-1993
Publisher
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Seafarers International Union of North America
Date
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11/1/1977
Format
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Newsprint
Type
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Text
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Vol. 39, No. 11
1977
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/3309d95c50ee43600ff46dbbadce8f2b.PDF
a34bf3df0e24c40b30b3800adf5d47d2
PDF Text
Text
iimi
House Votes Down Oil Cargo Preference Bill
-% '•t
.f.i
See Page 3
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
Xio'OCTOBER 1977
A First: Boatmen Towboat Operator Scholarship
The Harry Lundeberg School in Piney Point, Md. has the
equipment to provide towboat operator scholarship win
ners with solid practical training. In photo at left is the
School's towboat, Susan Collins. In photo below is the
HLS tugboat, CL2.
See Page 10
v ^
IS
Union-Crewed Cantigny
Is Firsf U.S. Ship to Carry
Strategic Petroleum Reserve Oil
\
�^15
Linked to New Locks and Dam 26
House Passes the First Waterways User Charge Bill
The House of Representatives passed
a bill on Oct. 13 calling for the first
user charge ever to be imposed on
America's inland waterway system. The
bill tied the charge to authorization of
funds for the replacement of Locks and
Dam 26 in Alton, 111.
The bill, H.R. 8309, would levy a
4 cent per gallon fuel tax for waterway
users in October 1979. This would in
crease to 6 cents by 1981. It is now
before the Senate. There it faces a pro
posed amendment to raise the tax to a
much higher svstem of river fRe<!
The SIU has worked long and hard
for the replacement of Locks and Dam
26. This obsolete navigation facility is
the busiest set of locks and the biggest
bottleneck on the entire Mississippi
River. But the Union has always been
[K
Paul Hall
0)(0, HP
Pn
Among Democracy's
More Disgraceful Episodes
The atmosphere in which the House of Representatives considered and
voted on the cargo preference legislation has to be among democracy's
more disgraceful episodes. Instead of a reasoned debate on the merits of the
legislation, we saw the opponents' campaign reach a high-water mark in
vicious and unfounded charges of "political payoff," "bribery," and similar
cheap sensational shots.
This was a diversionary attack on cargo preference and its supporters—
the maritime industry's unions and management, the Chairman of the House
Merchant Marine and Fisheries Committee and other members of Congre.ss,
and the President of the United States. It could not have successfully been
carried off without the aggressive support of the news and television media.
They jumped at the opportunity to exploit the irresponsible charges of the
opposition. But they did little, if anything, to present the issues involved in
the legislation in a manner consistent with what we are told are the principles
of a fair press.
The principal opponents of cargo preference this year, as always, were
the multinational oil companies. They are the original run-aways from
American taxes, American working people, and American community re
sponsibility. They were aided and abetted by a new dimension in American
society known as the self-styled public interest groups. Among these arc
Common Cause, whose own objectives are to play a dominant role in U.S.
politics and legislative activities. But they would deny the right of partic
ipation in a political process to vast numbers of American people whom
they profess to protect. Common Cause is a group, incidentally, whose means
of support arc not always easy to ascertain. .
Arguments were not on the merits of the legislation. Instead, the basis of
the opponents' objections—so thoroughly amplified by the press and tele
vision—was that support in Congress for cargo preference was a "payoff."
They said it was a political "payoff" to the maritime unions and management
for the backing they had given congressional candidates.
Similarly, without shame, they accused the President of the United States
of supporting cargo preference legislation because he was paying off the
unions and management for the support of his candidacy.
The oil companies methodically employed all their long-established re
sources. Their most decisive and effective technique was to strike at the
security of supporting Congressmen. Through their vast public relations
facilities they were able to get newspapers throughout the country to edi
torially suggest that local Congressmen who supported cargo preference
were in effect bowing to the demands of the unions. This was done on an
area-by-area basis. The names of Congressional supporters were highlighted
in this manner in various stories and articles.
By the time the bill went to the floor of the House of Representatives on
Oct. 19, a substantial number of Congressmen had been frightened away
from the bill. Many felt they had to protect their innocence of the phoney
charges by voting against it. This resulted in the defeat of this years' cargo
preference bill.
It was also a defeat for the processes of democracy.
It was a victory for the intimidators.
Remember that the House Merchant Marine and Fisheries Committee
had voted out the bill 31 votes to 5; with 24 Democrats and 7 Republicans
INLAND
flatly opposed to any waterway user
charge. Such a charge would be a costly
burden to the inland industry which in
turn effects SIU members.
The Transportation Institute, a
Washington, D.C.-basedTCsearch group
representing the U.S. maritime indus
try, has also voiced strong opposition
to the user charge. TI President Herbert
Brand gave written testimony to the
Senate Finance Committee which is
holding hearings on H.R. 8309. He exContinued on Page 12
joining together against 5 Republicans in support of the bill. This bill would
have provided for up to 91^ percent of American oil imports to come in on
U.S.-flag tankers. And remember, too, that in 1974 the House had voted
overwhelmingly in favor of a bill calling for 30 percent of the imports to
be carried on U.S. ships.
Moreover, the President of the United States was supporting the 9Vi per
cent proposal.
And the bill was also strongly supported by, among others: the AFL-CIO;
the American Legion; the Veterans of Foreign Wars; the U.S. Conference
of Mayors; the Navy League of the United States, and the National Associa
tion for the Advancement of Colored People.
By all odds, on its merits, this year's bill should have carried by an even
greater majority than the previous one. But cargo preference was not the issue
under consideration. What it came down to was the right of the maritime
unions to participate in the political process by supporting those candidates
in government who supported the effort for a stronger merchant marine.
Democratic Congressman Jim Howard, a long-time supporter of Amer
ica's maritime industry from New Jersey, put the battle over cargo preference
into proper perspective. Congressman Howard, as reported in the Oct. 24
New York Times, "attributed the defeat of the bill to 'an unholy alliance' of
Common Cause, the citizens' lobbying group, and multinational, multibillion dollar oil companies, such as Texaco, Exxon, Mobil and Gulf." He
said,"It's a shame the multibillion dollar oil industry was able to confuse the
issue on this bill and thereby preserve their own dollars, because they carry
oil in foreign-flag ships, to the detriment of the security of the country."
In contrast. Rep. Andrew Maguire (D.-N.J.), who has also been sup
ported by American labor, was intimidated by the opponents of H.R. 1037
into opposing this vitally-important bill. Sounding like the multinational oil
companies and so-called "citizen" groups, Maguire said he opposed the bill
because "the majol* problem was that the bill would have caused a net loss of
jobs in the U.S. economy." This quote appeared in the N. Y. Times. New
Jersey Congresswoman Millicent Fenwick was a sponsor of the bill. But
when the heat was on, she walked away from it.
The supporters of H.R. 1037, led by House Merchant Marine and Fish
eries Committee Chairman John Murphy (D.-N.Y.), did not have the op
portunity to have the legislation pass or fail on its own merits.
The central issues, however, remain:
• American vessels still carry only about three percent of our oil imports
while the list of nations reserving a greater portion of their trade to their
vessels is expanding.
• American seafaring, shipbuilding and related industry jobs are still
being lost as the multinational oil companies continue to employ almost
exclusively foreign-flag vessels.
• American security is still weakened as the control of the transport of
vitally-needed oil imports remains in the hands of the multinational oil com
panies and their foreign-flag-of-convenience shipping.
• America's marine environment is still threatened by unsafe foreign
vessels like the Argo Merchant.
Faced with these circumstances, what do we as seafarers and as citizens of
this nation do?
Obviously, we are not going to be denied our right to involve ourselves in
the political process as the law allows. Our support for candidates has always
been legal and proper in every respect.
Nor will we abandon our efforts to press for a national maritime program
that is consistent with our nation's needs from national security, economic,
and environmental standpoints.
To achieve this we must extend our political activities.
We must generate greater activity in our communities in support of those
candidates who support the national interest over entrenched interest. We
must support those who show concern for the working man and woman over
those of multinational interests. We must tighten our adherance to the stillvalid Samuel Gompers view. That is, support our friends and oppose our
enemies in a political sense.
We must step up our efforts against that notorious enemy of America's
working people—the major multinational oil companies—which exercise
such excessive influence over the wellbeing of all Americans.
At some point the correctness of our position with respect to the nation's
need for a viable American-flag fleet will be understood.
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO 675 Fourth Ave Brnnklvn N Y
11232, Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 10, October 1977.
'
-t
y . • •
2 / LOG / October 1977
�Under Oil Lobby Pressure
i
House Defeats Oil Cargo Preference Bill
Under extreme pressure from the
multinational oil lobby, the House of
Representatives defeated the oil cargo
preference bill this month. The bill
would have required that a small per
centage of the nation's oil imports be
carried in American-flag ships. The
vote was 257-165.
This bill would have meant that 9.5
percent of the nation's oil imports
would be carried in U.S. ships by 1982.
American ships now carry only 3.5
percent of America's imported oil.
The bill had the support of many
groups including the AFL-CIO Mari
time Trades Department and the AFLCIO Executive Council. Others who
supported the bill included: the Na
tional Alliance for the Advancement of
Colored People (NAACP); the U.S.
Conference of Mayors; the Veterans of
Foreign Wars; the American Legion;
the National Farmers Union; the Amer
ican Iron and Steel Institute; the Puget
Sound Coalition Against Oil Pollution,
and the world's most famous environ
mentalist, Jacques Cousteau.
SIU President Paul Hall said that the
loss of the bill was "disappointing."
But he stated that "the fight for a fair
oil cargo preference bill is far from be
ing over. We intend to keep fighting
until we ultimately achieve this goal."
The defeat of the bill is a blow to the
health of the U.S. tanker industry. Its
defeat also endangers the jobs of thou
sands of American seamen and ship
yard workers who depend on the tanker
industry for their livelihoods.
Carter Proposed It
It appeared at first that the 9.5 per
cent bill would have little trouble pass
ing Congress for a couple of reasons.
First, a similar bill, requiring a much
larger percentage (30 percent) of im
ported oil to be carried in U.S. ships.
••c
The defeat of the 9.5 percent oil cargo preference bill will hurt the U.S. tanker
industry. The SlU-contracted Oversea Alice, above, is just one of many U.S.flag tankers that may have a tough time finding cargo for their holds. The oil
bill would have guaranteed full employment for the U.S. tanker fleet.
passed both the House and Senate in
1974. But it was vetoed by President
Ford.
Second, the 9.5 percent bill had the
crucial Presidential support cargo pref
erence did not have in 1974.
Carter first proposed the bill in July,
1977.
However, in the months between
President Carter's announced support
and the actual House vote, the issue of
cargo preference became clouded by
allegations of political payoffs.
A good deal of the voiced opposition
to the bill came from high ranking Re
publican Senators.
More to Be Moved in November
They said that Carter's support of
the bill was a payoff to the maritime
industry for the support the industry
gave Carter during his campaign.
More opposition to the bill came in
the news media, which depends heavily
on the oil industry for advertising.
Most major newspapers in the nation
editorialized against cargo preference.
They called Carter's support a "blatant
political payoff." They also accused
many Democratic Congressmen of, in
effect, being in the maritime industry's
pocket.
The character a.ssassination cam
paign worked, because many Demo
cratic House members who voted for
a much larger cargo preference bill in
1974, voted against it this time.
A look at the roll call vote in the
House shows that Democratic Con
gressmen, who in 1974 were solidly for
the bill, voted 148 for and 132 against.
However, the Republicans, the cen
ter of the oil companies' strength in the
House, voted in a block against the
measure. They voted 125 against, but
only 17 for.
SIU President Paul Hall said "by the
time the vote was taken, the real issue
at hand, cargo preference, had been
totally lost. Congress wound up voting
on the issue of campaign contribu
tions."
Rep. John Murphy, the main spon
sor of the bill in the House, agreed. He
said the bill lost because "of the whole
atmosphere around it this time—the
issue of campaign contributions."
A number of Congressmen who
voted for the bill last time, admitted
they voted against it this time because
of the allegations of political payoffs.
Bill's Benefits Lost
It's too bad that the oil companies
succeeded in their effort to block pas
sage of the bill. As brought out in Con
gressional hearings, the bill, if enacted,
would have:
• Reduced America's dependence on
unreliable, unsafe foreign-flag vessels
for the carriage of our imported oil.
• Provided for the maintenance of a
shipbuilding industrial base required by
national security. It would also have
helped to preserve the 200,000 Ameri
can jobs in this area.
• Created 20,000 new jobs on U.S.flag vessels, in U.S. shipyards, and in
related supplier industries.
• Help reduce the deficit in the U.S.
balance of payments picture.
The oil companies were opposed to
the bill because it would have cut into
their transportation profits. The oil
companies own huge fleets of tankers,
registered in Liberia, Panama and other
countries. These ships, manned by low
paid foreign seamen, carry the majority
of America's oil imports.
The 9.5 percent bill would have cut
into the use of the oil industry's fleet.
ST Cantigny Carries 1st Crude for US. Reserve
The 26,900 dwt ST Cantigny (Interocean Mgt.) is the first U.S.-flag
tanker to carry crude oil for storage
in empty salt domes in Louisiana and
Texas. The SlU-contracted tanker
carried the oil early this month under
the Federal Energy Administration's
Strategic Petroleum Reserve Pro
gram.
Chartered by the Military Sealift
Command for the new billion-bar
rel reserve program, the Cantigny
carried 46,000 tons of sour crude.
This type of oil is used for heating.
She carried the oil from the Mexican
Gulf port of Pajaritos, south of Vera
Cruz, to Nederland, Tex and Sun
shine, La.
The crude unloaded at the Kederland Terminal was barged 30 miles
on the Intracoastal Waterway to the
West Hackberry, La. natural salt
cavern near Lake Charles, La. The
Sunshine piped crude was stored in
the 61-million-barrel capacity Bayou
Choctaw Salt Dome. This dome will
be filled next year.
INDEX
General News
National unemployment .. .Page 7
Membership News
Upgraded to inland mate . .Page6
Former scholarship winner. Page 8
New pensioners
Page 30
Final Departures
Page 35
Legislative News
Oil cargo bill
SIU in Washington
Waterways tax
•.. .Page 3
Page 9
Page 2
Union News
President's Report
Page 2
SPAD honor roll
Pages 38-39
Headquarters Notes
Page 7
San Juan meeting
Page 4
SIU scholarships
Back Page
Lakes Picture
Page 8
Inland Lines
Page 6
At Sea-Ashore .....
Page 18
Inland Vacation Plan ... .Page 13
Gulf agents confab
Page 5
Brotherhood in Action .. .Page 18
On Ships and Boats
The Judge
Page 5
SS Cantigny
Page 3
Ships' Digests
Page 34
In San Juan harbor . .Pages 25-27
Dispatchers' Reports:
Great Lakes
Page 31
Inland Waters
Page 7
Deep Sea
Page 32
Alaska oil shipping articles Page 12
Training and Upgrading
'A' seniority upgrading ..Page37
Safety taught •.
Page 11
HLS courses and dates .. Page 36
FOWT
Page 14
Towboat scholarship
Page 10
Special Features
Jones Act
Page 28
Sailors Snug Harbor .Pages 15-17
Articles of particular interest to
members in each area—deep sea,
rivers, Lakes—can be found on the
following pages:
Half of the reserve crude will be
carried on U.S. flag-tankers. Foreign
flag tankers will carry the remainder.
By the end of 1978, 250 million
barrels of the sour crude will be
stored in the salt domes for the strate
gic reserve. By the end of 1980, 500
million barrels will be in storage. Al
ready the West Hackberry Salt Dome
has almost 412,000 barrels of Saudi
Arabian light crude stored.
Late this month, the Military Sealift Command (MSC) put out bids
for American VLCCs of 160,000
dwt. These ships will carry sweet
Caribbean crude from the island of
Curaeao to Seaway Terminal, Freeport, Tex. by Nov. 10. MSC also put
out bids for barges.
The reserve pool crude will be
barged for storage in the Bryan Salt
Mound, Brazoria County, Tex. This
sweet crude can be refined into gaso
line. It is of a low sulphur content.
Deep Sea: 3.18,23,32,34,37
Inland Waters: 2,6,10.12
Great Lakes: 8, 31
<.
October 1977 / LOG / 3
^ -I
�Rain Doesn'f Dampen Son Juan Meeting
It was the rainy season in the
Caribbean, but that didn't stop the
regular membership meeting at
the SIU Kali in Puerto Rico this
month.
Seafarers and SIU Boatmen in
San Juan braved heavy showers
on Oct. 6 to hear the latest devel
opments in the Union and the in
dustry. They gathered at the
Santurce Hall, a vine-covered
building with a decidedly Spanish
flavor. Santurce is a section of San
Juan, the hub of maritime activity
on the island.
Headquarters reports on con
tracts, new construction, and mar
itime legislation were shared with
the membership. The ILA strike,
in its first week at the time and
already affecting Puerto Rican
shipping, dominated the discus
sion. When the meeting took
place, six U.S.-flag ships were laid
up in the port.
The SIU Hall in Santurce, Puerto Rico houses the Union
Hiring Hall and clinic, as well as the offices of the SIU of
Puerto Rico. The last is an autonomous affiliated union of
the SlUNA. It represents industrial workers on the island.
SIU members listen attentively to reports on the
latest developments in the Union and the industry.
A.
.J.'
Juan Reinosa, SIU port agent in Puerto Rico, at right, con
ducted the membership meeting. Bill Doak, Sea-Land shore
gang bosun, left, presented some of the Headquarters re
ports at the October meeting.
Some of the members enjoyed a game of pool at
the Hall before the meeting began. Left to right are:
Seafarers Ismael Garcia; Antonio Santiago, and
Raefal Arias.
Visitors to the SIU Clinic, on the ground floor of the Hall, are welcomed to the facilities by an
attractive waiting room.
4 / LOG / October 1977
;0r
Seafarer Calvin DeSilva, standing, wanted to know
how the ILA strike was affecting shipping in the port.
A thorough physical exam, like the one Seafarer Geronimo
Morales is beginning here, is one of the many services memadvantage of in Puerto Rico. Victor A. ,Colon
is the attending physician.
�Coast Guard Proposing New Tanker Regulations
The U.S. Coast Guard is expected to
come out in the next few months with
a new set of tanker regulations. They
would include rules for the manning of
U.S.-flag tankers and inland equipment
carrying oil and hazardous liquid car
goes. The regulations will also cover
foreign-flag tankers operating in Amer
ican waters.
Rear Adm. William Benkert, chief
of the Office of Merchant Marine Safe
ty, said the regulation's are being de
veloped to help offset increasing num
bers of oil spills in U.S. waters. The
vast majority of the spills are caused
by foreign flag vessels.
Benkert said the regulations will in
volve the training and qualifications
for the tankermen and pumpman's job.
INLAND
To say the least, the new tankerman
proposals are a long time coming. The
SlU has heen pushing for upgraded
changes in the tankerman's rating for
many years.
However, the Coast Guard has con
tinually downplayed the importance of
the tankerman's responsibilities, espe
cially on inland tows.
In one case, the SIU fought the Coast
Guard over the issue of removing the
tankerman's job on tows underway. The
Coast Guard claimed that only a shoreside tankerman was necessary for the
actual transfer of liquid cargoes. The
Coast Guard maintained that a licensed
officer could handle the tankerman's
duties while the vessel was underway.
In contrast, the SIU has always
maintained that the tankerman's job is
too important to be relegated only to
a licensed officer. The officers on both
inland and deep-sea vessels already
have enough responsibility. They do
not need the added burden of worrying
about a tankerman's job.
It is unclear what the Coast Guard's
complete plans will include. Hopefully,
they will finally come around to our
way of thinking on this issue.
As outlined by Adm. Benkert,
changes regarding the tankerman may
include the following:
• Persons engaged in transfer of
dangerous chemicals and liquified gases
will be required to have a separate en
dorsement. If the cargo is extremely
hazardous, the Coast Guard may re
quire a special endorsement naming the
specific cargo.
• Licensed officers will no longer be
qualified as tankerman simply by hold
ing a license.
• Both deck officers and unlicensed
personnel will be recjuired to take Coast
Guard approved training courses. Or
they will be required to pass a written
Coast Guard test to be qualified as
tankerman.
Should Get Training
Although the new regulations will
probably not be out for awhile, it is
obvious that the job of tankerman or
pumpman will be more detailed and
require more training.
SIU members, both deep sea and in
land, who are involved in this type of
work would be wise to plan on getting
additional training through the Lundeberg School. The School already has
programs regarding tankerman and
pumpman. Refer to any issue of the
Log for starting dates. For more infor
mation on the courses, write to the
Lundeberg School directly.
I LA Strike Effects Confainersftips on East and Cuff Coasts
Containership operations remained
at a standstill at ports along the East
and Gulf Coasts as a strike by the
50,000-member International Long
shoreman's Association continued
through October.
As the Log went to press on Oct. 25,
the ILA strike was in its 25th day with
no settlement in sight. At this date, 24
SlU-contracted containerships and
LASH vessels were laid up due to the
strike.
New Tug
The Judge
The strike from Maine to Texas is
aimed at the automated ships that have
changed the industry and severely re
duced the number of jobs on the docks.
The key issue in the dispute has been
the ILA's demand for increased job
security. ILA President Teddy Gleason
has been seeking a common approach
to the problem through a coastwise job
security provision in the contract.
With increasing numbers of jobs lost
to containerization, the Union also
wants protection for the various funds.
These funds provide ILA members
guaranteed annual income, pensions,
and welfare benefits.
But the South Atlantic and Gulf em
ployers have been reluctant to share
in the costs of maintaining benefit funds
outside their own areas. In New York,
longshoremen have been guaranteed
2,080 hours of pay a year whether
there is work or not. But in other ports,
there are lesser guarantees.
The strike has also had an effect on
The Judge, a brand new
3,500 hp. tugboat, has just
joined the SlU-contracted fleet
o£ G & H Towing in Houston,
Tex. She came out of the Todd
Shipyard in Galveston and en
tered service this month.
The Judge will do harbor
work between Houston and
Galveston. She carries a crew
of five SIU Boatmen who enjoy
air conditioned quarters and
galley.
Her features also include
twin screws. She measures 96
feet long and has a 32-foot
beam.
the towing industry. Shipdocking tugs
have largely been laid up. But for a
time, when New Orleans dockworkers
struck break-bulk ships along with con
tainerships, large numbers of grain car
rying barges in the port were also idle.
Since that time, the strike has been
limited to automated carriers.
1st Alaska Crude for E. Coast
t
••
••
The SlU-contracted ST Overseas Valdez (Maritime Overseas) moved through
a lock in the Panama Canal last month with the first cargo of Alaska crude for
the U.S. East Coast. Later she unloaded in the port of Philadelphia.
Conference Held in Piney Point, Md. for SIU Gulf Area Agents
A six-day conference was held for Gulf area SIU agents during the week of Oct. 17. In order to better service the members, 19 Union representatives attended
the Conference which took place at the Harry Lundeberg School in Piney Point, Md. They discussed a wide range of issues including contracts and all the SIU
benefit Plans. A number of Union officials and department heads came from Headquarters to talk with the Gulf area agents. In the photo at left, Tom Cranford,
head of the Claims Department, talks about the Seafarers Welfare Plan. In photo at right, Ed Byrne. Records supervisor, discusses membership status.
October 1977 / LOG / 5
i
1
•t
^,1
�After Attending HLS, Nelson Became Mate at 22
"Cioocl news travels fast." Steve Nel
son is a young SIU Boatman who made
that old saying ring true.
A few months ago, the Lof> sent let
ters to Boatmen who had eompieted an
inland licensing course at the Harry
Lundeberg School. We wanted to know
U.S. Passports
Important
All Seafarers are strongly ad
vised to have valid United States
passports. You should carry these
passports with you at all times.
Seafarers have encountered
problems in some areas of the
world because they did not have
passports. " his problem seems to
be increasing. If you have been to
a country before and did not have
trouble, that is no guarantee you
will not have a problem next time.
In addition, many Seafarers
have not been able to make flyout
jobs to foreign countries because
they lacked passports.
A U.S. passport can be gotten
in any major city in the country.
If you have any questions, just call
the U.S. Passport Office in any
large city, or contact your nearest
SIU port agent. They will be able
to tell you wbat documents arc
needed to obtain a U.S. passport.
Remember, normally it takes a
few weeks to obtain a passport.
Don't be caught short.
how the course had helped them get
the license and how the license had
helped their careers.
Brother Nelson was one of the first
to respond. Thanks to the Lundeberg
School, he now sails mate with G & H
Towing in Corpus Christi, Tex. He got
his mate's license last year, only a
month after his 22nd birthday.
Nelson liked the School so much that
as soon as he got our letter, he called
the Lofi collect. He plugged his boat's
phone into the jack at the G & H dock.
With fog horns in the background and
the company rep cutting in with orders,
he told his story.
"I was raised on boats. I was born
in a fishing town in Texas and many
members of my family work on boats."
He joined the Union in 1973, when
he was 19-ycars-old. As soon as he got
his AB ticket and his three years time,
he applied for the Mate and Master
Class. He was the youngest student in
the class at the time and later the young
est to sit for the mate's exam in Corpus
Christi.
"I figured it was a good opportunity,
•SO why not take advantage of it. It'.s too
broad a subject to study on your own.
You have to learn celestial navigation
and other difficult skills that require a
good instructor."
The good instruction at the Lunde
berg School paid off for Nelson. He
completed the course in December,
1976 and passed the exam the follow
ing month. Two weeks later, he got a
mate's job. He has a wife and child and
is using the extra money to save for a
house.
Nelson had heard about the School
from another SIU Boatman at G & H,
Sam Murphy, who had attended the
first Mate and Master Class. And now
Nelson is spreading the word himself.
SIU Boatman Steve Nelson (left) is sftown aboard the G & H tug Greichon in
the port of Corpus Christi, Tex. Beside him is Union Patrolman Joe Perez.
'T think the School is so good I am
encouraging other guys to go there. I
got Roy Linely, Jr. from G & H to at
tend the Die.sel Engineering Class this
year. He was afraid that he couldn't do
it, but after going to the School, he
passed his test."
'Tt's fantastic going from an AB's
job to a mate's job," Nelson said.
But he's not stopping there. Next
year he hopes to say the same thing
about a master's job. He is going to put
his Mate and Master Course to work
toward his job future again when he sits
for the master's license in February.
Judging from his past performance,
it's going to be another success story.
UN Sea Law
Conference Ends
Without Treaty
After two months of U.N. treaty ne
gotiations on uses of the oceans and
mining of seabed minerals, delegates
from 145 countries recently decided
to try for a pact next March in Geneva,
Switzerland. The treaty talk, which be
gan in 1973, is called the Law of the
Sea Conference.
The proposed treaty involves the fol
lowing: shipping and maritime regula
tions; rights to fish; oil and other re
sources; protection of scientific research,
and safeguarding the environment.
Top U.S. seabed mining companies
have been pressing Congress for legis
lation to let them mine certain ocean
floor nodules. These nodules contain
copper, nickel, cobalt and manganese.
Houston
Four ship docking tugs from the SlU-contracted G & H Towing were tied up
due to the I LA strike in this Gulf port. Some of the laid-ofT Boatmen, however,
found other harbor work out of Galveston on G & H's new tug "Judge."
Houston Headquarters Representative Joe Sacco reports that 24 graduates
of the Harry Lundeberg School Entry Program are now working with G & H.
Mobile
Tug and towboat tralfic slowed down in many East and Gulf Coast ports this
month due to the International Longshoremen's Association strike. Dockworkers in ports from Maine to Texas hit the bricks on Sept. 30 to push for a
coastwise job security provision in their next contract.
Shipping came to a near standstill for a time in New Orleans when the dockworkers refused to load or unload all vessels in port. Later the strike there was
limited, as it was in most ports, to containerships and LASH vessels.
Many shipdocking tugs were idle as the number of laid-up ships increased
throughout the month. Barge trallie also was down in most ports. But in some
cases, where Teamsters rather than Longshoremen handle cargo, shipping
actually increased to pick up the slack at nearby IL.^ ports.
Jack.sonville
Since Teamsters load and unload the trailer barges here, business for the
SlU-contracted Caribe Tugboat Corp. increased in this port.
ISeiv Orleans
Grain barges, which normally carry half the nation's grain through this busy
port, were hit hard by the I LA strike. Work eventually began again on breakbulk operations here. But the number of grain-laden barges in port this month
was still wav below the usual hiuh figures.
Negotiations toward a new contract with Red Circle Towing in New Orleans
provided good news in the midst of strike problems. The standard inland con
tract was accepted by the company after meetings this month and will soon go
before the membership for a ratification vote.
6 / LOG / October 1977
Shipdocking has slowed down for the SlU-contracted Mobile Towing Com
pany. But there's good news, too. The new contract with this company, effec
tive Sept. 16, 1977, was ratified by the membership. It is the new standard
inland contract and includes the industry-wide vacation plan.
Mobile Port Agent Gerry Brown has been elected vice president of the
Alabama AFL-CIO Labor Council. The vote was taken at the Council's con
vention this month, where a number of important resolutions designed to
strengthen the U.S. maritime industry were also passed.
St. Louis
Another new SIU contract was negotiated in this port. Orgulf and Union
representatives came to an agreement at meetings this month on a standard
inland contract which will be presented to the membership for ratification.
*
*
*
*
The general decrease in shipping caused by the ILA strike has laid-up eight
towboats from the SlU-contracted American Commercial Barge Lines Fleet in
thisport.
A new towboat for SlU-contracted Ozark Marine is expected to arrive here
in about a month. It will have an eight-barge maximum tow capacity and will
work on the Tennessee River.
San Juan
A newly acquired boat and a new run have been added to the SlU-contracted
Caribe Tugboat fleet in this port. Caribe's new addition, the 3,500 hp. Daring,
is now making a weekly trip from Puerto Rico to Cumana, Venezuela.
�//.-•////•///,•
:•//////////y/y////////////4Vy/////////////, ////:./////^'Z/.y/'y////v///////////////////M/m///'////yyy////////»//^^^^
The regular meetings aboard ship or on your boat are the time to find out
exactly what benefits you and your dependents are eligible to get. In this way
you won't neglect to put in a claim for everything you are entitled to receive.
This is also a good time to learn how to fill out a benefit application.
This may seem like a simple procedure. But failure to provide all required
information, like your doctor's federal identification number, can delay pay
ments from the SIU Claims Department. Claims for your family will also be
processed a lot faster if you don't forget to include marriage and birth cer
tificate copies.
Your Educational Director or Inland Delegate can also help you fill out
the first page of the benefit form to send home for safekeeping. This will make
things a lot easier for your family if something happens while you are at sea.
Become familiar with the benefit forms and requirements now. If you do,
you won't have to tackle them for the first time when you or a member of
your family are in the hospital or going through other times of physical stress.
Of course, individual claims can be complicated and the Educational Di
rector and Inland Delegate won't have all the answers. They do have im
portant printed material available, like the SIU Welfare Digest, which is a
guide to the Plan. They can also use shipboard meetings to discuss helpful
articles in the Log. For instance, the special feature on SIU clinics that ap
peared in the September issue. More articles on the Plans will be in the Log
in future issues. Watch for them. They could clear up something you are
confused about.
If these materials don't provide the answers, it is the Educational Director's
and the Inland Delegate's responsibility to get more information. They should
do this when SIU representatives come aboard the vessel. Of course, all mem
bers can send their individual questions anytime to:
Heaclq uarI
by SIU Executive Vice President
Frank Drozak
Sickness and accidents are unfortunate parts of life that most people would
rather not think-about. Seafarers and Boatmen are no different than anyone else
in not wanting to consider these possibilities unless they have to face them.
But SIU members have one big advantage in taking this attitude. They can
afford to put medical problems in the back of their minds because they have
one of the best welfare programs around ready to back them up.
The Seafarers Welfare Plan was achieved in 1950 through tough contract
negotiations. It has grown to be one m the most complete and financially sound
benefit plans in the maritime industry.
But even the best welfare plan isn't worth much if the membership doesn't
know how to use it.
As an SIUmember, you don't have to worry about adequate medical cover
age. But don't wait until sickness strikes to discover what you are entitled to
and how to get it. If you do, you could delay" or even possibly lose payment
of your benefits when you most need them.
You should know where to go for medical services that are covered by the
Plan. You should also know how to apply for the benefits that pay for those
services.
How do you find this out?
The answers should be as near as the Educational Director aboard ship or
the Union Delegate on tugs and towboats.
They can tell you about the eight U.S. Public Health Service hospitals where
Seafarers and Boatmen can receive free room and board. They can tell you
about the medical services that are covered by the Plan. They also have in
formation about the free SIU clinics throughout the country where you and
your dependents can get physical examinations and treatment
Claims Department
Seafarers Welfare Plan
275 20th St.
Brooklyn, N.Y. 11215
The Seafarers Welfare Plan started out on a small scale. Over the yaers it
has provided bigger and better benefits. It has done this to help SIU members
cope with the skyrocketing cost of medical care in this country.
This is your Plan. You've earned it—literally—by the contributions that
SlU-conlracted companies put into it for every day you work. Learn to use
it so that you can put it to work for you when you need it.
Jobless Rate^ Linked to Crime Rise^ Eases to 6.9^o
WASHINGTON, D.C.—The coun
try's unemployment rate eased some
what to 6.9 percent in September. This
was reported by the U.S. Labor De
partment. Also, there was little im
provement in the long term job situa
tion for blacks.
Those Americans out of work totaled
6,773,000.
The nation's jobless rate was 7.1 per
cent in August. The rate has hovered
around 6.9 to 7 percent since April,
according to the U.S. Bureau of Labor
Statistics. However, the lower Septem
ber rate doesn't include the large scale
layoffs from recent steel plant shut
downs.
In a related development, John Hop
kins University Professor M. Harvey
Brenner linked the unemployment rate
to the rising crime rate. He stated this
in testimony before the House of Rep
resentatives Judiciary Subconiiniltee on
Crime.
Dr. Brenner said his study showed
the following: for every jump of 1 per
cent in the U.S. jobless jate there are
approximately 648 more murders,
23,151 more larcenies and 40,056 more
narcotics arrests.
His survey covers the years 1947 to
1973.
As for black unemployment. Sen.
William Proxmire (D-Wisc.) told a
Congressional Joint Economic Commit
tee hearing that the September figures
indicated the U.S. economy was still in
a period of "stagflation". That is, eco
nomic growth was stagnant while infla
tion grew.
"The whites are doing pretty well but
the blacks are taking it on the chin,"
he emphasized.
Because of the rapid increase of the
labor force, the economy has not been
able to produce jobs fast enough to re
duce unemployment for blacks and
teenagers.
Commissioner Julius Shiskin of the
Bureau of Labor Statistics partly
blamed deteriorating economic condi
tions in the nation's central cities for
September's 13.1 percent black unem
ployment rate. In August, the jobless
rate was 14.5 percent for blacks.
Shiskin warned the Congressional
Joint Economic Committee that "the
labor force is proceeding on two tracks.
He said that blacks simply "aren't shar
ing in" the employment gains.
Black teenagers have gotten the worst
of it. Their unemployment rate dropped
Shipping Report for Inland Waters
FOR THE MONTH OF SEPTEMBER 1977
TOTAL MEN REGISTERED
ON BEACH
TOTAL JOBS SHIPPED
Relief Jobs
Permanent Jobs
Class A
BALTIMORE
BOSTON
HOUSTON
JACKSONVILLE
NEW YORK
MOBILE
NORFOLK
NEW ORLEANS
PADUCAH
PHILADELPHIA
PINEY POINT
PORT ARTHUR
PUERTO RICO
RIVER ROUGE
ST. LOUIS
TAMPA
TOTALALL PORTS . .
Class C
Class A
Class B
Class C
Class A
Class B
0
0
15
5
0
0
9
0
14
13
0
0
0
2
1
0
0
0
0
0
0
0
6
0
0
20
0
0
0
22
1
0
0
0
15
22
0
0
22
5
0
, 17
. 0
7
0
0
0
0
132
24
0
0
112
0
0
0
0
0
0
3
0
0
0
0
1
0
0
1
46
0
0
0
0
0
0
0
0
0
0
0
0
0
0
22
0
0
0
0
0
0
0
7
0
7
2
0
9
78
3
0
143
0
13
1
7
21
0
3
0
4
1
0
2
0
2
0
86
0
6
0
0
24
0
68
29
104
275
51
22
291
128
7
5
......
......
......
......
......
Class B
from 40.4 percent in August to 37.4
percent last month. Their rate has been
between 35 to 40 percent since 1974.
White teenage joblessness hit 18.1
percent in September, up from 17.5 per
cent in August.
In September the average length of
joblessness was 14.2 weeks. August had
an average of 13.5 weeks.
Between July and September, the
number of those discouraged workers
not looking for jobs jumped to
1,104,000 persons. Parttime workers
who could not find fullfime jobs in
creased to 3,315,000.
U.S. Passports
Important
All Seafarers are strongly ad
vised to have valid United States
passports. You should carry the.se
passports with you at all times.
Seafarers have encountered
problems in some areas of the
world because they did not have
pas.sports. This problem seems to
be increasing. If you have been to
a country before and did not have
trouble, that is no guarantee you
will not have a problem next time.
In addition, many Seafarers
have not been able to make flyoiit
jobs to foreign countries because
they lacked passports.
A U.S. passport can he gotten
in any major city in the country.
If you have any questions, just call
the U.S. Passport Office in any
large city, or contact your nearest
SIU port agent. They will be able
to tell you what documents are
needed to obtain a U.S. passport.
Remember, normally it takes a
few weeks to obtain a passport.
Don't be caught short.
October 1977 / LOG / 7
�BB
SlU Scholarship in 1970 Made 'AH the Difference'
"It may sound corny," SlU scholar
ship winner Dcrryl Wheeler admitted in
a recent Lo/^' interview. "But going to
college helped me find myself."
Wheeler, the son of Seafarer Oricn
Wn?l*W%igrew up in the small town of
Toomsuba, Miss. He was the first mem
ber of his family to attend college.
"And it was my first chance out on my
own," he explained.
The scholarship, which Wheeler won
in 1970, "made all the difference in the
world," he .stated. "I doubt that I could
have gone to college without it. Fll al
ways be grateful for the .scholarship,"
he added, "because going to college
opened up new doors for nie."
Wheeler majored in biology at Mis
sissippi State University in Starkvillc,
Miss, where he proved his academic
excellence. He was in the honors pro
gram and on the Dean's and President's
Lists there.
Although he entered business rather
than biology after school, his college
courses gave him the background he
needed to land his present job with the
Newell Paper Company in Meridian,
Mi.ss. "It was a definite asset," he said.
He is in charge of shipping for the com
pany, which is the largest paper com
pany in Mississippi.
But Wheeler still wants to finish his
mediate concerns. His wife, Shelia, a
former medical technologist, expects
their first child "any day now." The
couple was married in January, 1977 at
the Washington, D.C. Temple of the
Church of Jesus Christ of Latter-day
Saints.
Businessman, biologist, husband and
soon-to-be father. Wheeler still has
some time left over for other interests
A $3,108.54 Vacation Check!
Derryl Wheeler
degree in biology. He is only a few
courses away from completing his re
quirements, which he plans to take at
the Meridian branch of Mississippi
State. "Perhaps later on I'll work on my
masters degree toward becoming a
junior college teacher in biology," he
Very Happy With Job
But right now he is "very happy"
with his job. And he also has more im
The
Lakes
Picture
i'hi(*ago
The Federal Maritime Commission announced plans to open a Great Lakes
office in Chicago by the end of November. The office will be located at 610
Canal St. in Chicago's Custom Building. It will enable the FMC to deal
directly with the problems of Great Lakes ocean carriers and shippers.
The Commission chose Chicago as the site of its fourth district OIPK-C after
studying several Great Lakes port cities.
Some of the factors the Commission considered were the port's location,
amount of tonnage handled, and the number of licensed ocean freight for
warders in the area.
The FMC's Chairman, Richard J. Daschbach, said the opening of the new
office reflected, "the growing importance of the Great Lakes as America's
fourth seacoast."
The cement carrier Medusa CZ/u/Zcz/gcr (Cement Transit Co.) has been
given a bad name. The Chicago River bridgetenders call the Challenger the
"jinx ship" because the 16 bridges the ship must pass under as she travels
between Petosky. Mich, and Penn-Dixie Industries in Chicago frequently
refuse to raise for the Challenger.
The bad luck reputation of the vessel was also recorded in a two-page story
in the Chicago Tribune Sunday Magazine called "Riding the Chicago River
Jinx Ship."
But the 552-foot Challenger is known for other things, too. I.ast August
she rescued two men in Lake Michigan who were found clinging to their
overturned power boat. The men had been there for 15 hours when the
Challenger's crew spotted them 18 miles north of the Wilmette Coast Guard
Station. For those men, she was surely a "good luck" ship.
Ootroit
The United Stcelworkers strike, which has kept iron ore mines in the Great
Lakes area shut down since August, continues with no end in sight. But
Detroit's Port Agent Jack Bluitt reports that "the bulk of the SIU fleet on the
Great Lakes is operating." The .lo.seph S. Young, McKee Sons, Roger M. Kyes
and Consumers Power have all been fitted out and are running. The Henry
Steinhrenner has recalled her crew and-will be carrying a cargo of grain.
Bluitt reports that Kinsman's Merle M. McCurdy and Paul L. Tiefjen are the
8 / LOG / October 1977
which he developed in college. He was
a member of the stage production crew
at Mississippi State. That love for the
theater has stayed with him. He is now
a member of the Meridian Little Thea
ter and has played parts in two mus
icals, "Oliver", and "1776." Singing is
one of his hidden talents, he admitted.
"It's one that's sometimes hidden real
deep," he joked.
A whopping $3,108.54 vacation check is presented to Assistant Bosun Harry
Kaufman (right) of the C/S Long Lines (Transoceanic Cable Co.) by SlU Rep
resentative Pete Loleas recently at Headquarters. Seafarer Kaufman had
homesteaded on the Long Lines for the past five years.
only SlU-contracted vessels still in lay-up and there is a possibility the
McCurdy may fit up before the season ends.
Buffalo
New York's Governor Hugh L. Carey announced plans for a $32 million
shipping terminal for Buffalo Harbor. The facility will be ready for use in
April 1981 and will handle a forecasted 16 million tons of bulk cargo annually.
Fraiikfiirf
The Michigan Interstate Railway Company became the new operator of
the Ann Arbor Car Ferry Viking as of Oct. I. Until that time, the SIUcontracted Viking was run for the state of Michigan by Con Rail. Approxi
mately 26 SlU and Marine Engineer Beneficial Association members who
worked on the ferry decided to remain with Con Rail instead of going with
Michigan Interstate.
Biiliilli
American Steamship's new Belle River recently carried one of the biggest
coal hauls ever—a record 66,000 tons.
The Seaway Port Authority of Duluth announced that direct overseas
tonnage passing through Duluth-Superior Harbor through Aug. 1 was up
51 percent over the same period last year.
SU I.awrc»ii4*€^ Soawav
The St. Lawrence Seaway is scheduled to remain open at least until Dec. 15
of this year, according to the Seaway Development Corp. and the Seaway
Authority.
A lifting or modification of the year-old ban on eating fish from contaminated
Lake Ontario is being considered by New York State Conservation Commis
sioner Peter A. Berle. The Lake has been polluted by the ant poison Mirex
and other cancer-causing substances.
Bay, Wlsv.
The SlU-contractcd Chief Wawatam (Mackinac Transportation Co.) left
the drydock at the Bay Shipbuilding Yard on Aug. 23 but is still at the Yard.
The strike at Bay Shipbuilding continues to keep that yard inactive.
Cathariiiejfi
The Litton-owned and SlU-contracted Presque Isle entered the Port Weller
Dry Docks Yard in St. Catharines for propeller and rudder repairs.
J^afefy
The Coast Guard has approved two types of survival suits for Great Lakes
officers and seamen. The suits, made of neoprene foam, are designed to protect
wearers from exposure to extremely cold temperatures for 24 hours or more.
�mm
Seafarers International Union of North America, AFL-CIO
OCTOBER 1977
Legislative, Administrative and Regulatory Happenings
Big Oil Defeats
Cargo Equity Bill
In Congress
House Approves
Locks & Dam 26,
Votes User Fee
The House of Representatives
voted down the Cargo Equity Bill on
Oct. 19 by a vote of 257 to 165. It
was a victory for Big Oil. They were
behind the massive campaign to ob
scure the real merits of the bill with
unfounded charges of political favor
itism.
The vote was a setback for this
nation's maritime industry, and for
the thousands of seagoing and shoreside workers whose livelihoods de
pend upon the growth of the indus
try.
The Cargo Equity Bill would have
guaranteed that 9.5 percent of the
nation's total oil imports would be
carried on U.S. ships built in Ameri
can shipyards and sailed by Ameri
can crews. The Bill was supported by
President Carter who said during his
The House this month passed a
bill that would authorize $432 mil
lion to replace Locks and Dam #26
on the Mississippi River at Alton, 111.
But, with strong pressure from the
railroad lobby, the House also ap
proved a "user fee" that would put a
4 to 6 cents a gallon tax on commer
cial users of nearly all of the inland
waterways system.
The bill will now go to the Senate
where it is expected that our oppon
ents will try to add to the cost of the
fuel tax.
Last June, the Senate drew up a
bill that would phase in a user charge
over the next ten years. It's a much
more costly bill for barge line opera
tors. So the barge operators decided
to back the House Bill as the lesser
of two evils.
The Administration has indicated
that it wants some kind of tax or user
fee on the inland waterways to oflfset
the costs of maintaining them. Presi
dent Carter would like to see a higher
tax, but will probably support 4 to
6 cents a gallon tax if that's the final
recommendation of Congress.
COMPLETE DETAILS ON
PAGE TWO.
Planning Washington Strategy
Each Wednesday, SIU officials meet with Maritime Trades Depart
ment representatives and staff members from Transportation Institute
for a rundown on legislative activities in Washington. Plans and pro
grams are laid out for the Washington staff, and assignments are made
to cover all areas affecting the maritime industry. The weekly meetings
are headed by SIU Executive Vice President Frank Drozak. Also attend
ing are SIU representatives from the inland waters, the Harry Lundeberg
School, and the SIU's General Counsel. SIU President Paul Hall often
attends these meetings when he is in Washington.
election campaign that he was com
mitted to maintaining a strong mer
chant marine as a part of the nation's
defense.
The Bill was also supported by the
AFL-CIO and the AFL-CIO Mari
time Trades Department. AFL-CIO
President George Meany called the
Bill "a modest but significant step
toward reviving the country's de
pressed merchant marine."
Opposition to the Bill was led by
the major U.S. oil companies who
use foreign-flag ships to avoid paying
U.S. taxes and to hire cheap labor in
order to increase their own profits at
the expense of American taxpayers
and American workers.
COMPLETE DETAILS ON
PAGE THREE.
Other Happenings in Congress...
SIU Upgraders At Capitol
Seniority upgraders get a first
hand look at the SIU's Washington
operation as a part of their monthlong educational program. While
they are in Washington, the up
graders visit the AFL-CJO Maritime
Trades Department and Transporta
tion Institute. They meet and talk
with SIU and TI staff members, and
learn about the many legislative
problems with which they are faced.
Seen here on the steps of the na
tion's Capitol are SIU Representative
George Costango and Dave Wirschem, and Seafarers John Bishop,
Anthony Buffa, James McNeely,
Phillip Decker, Louis DiAgostino,
Davis Garoutte, Gary Hughes, Paul
Klick, Joe Lisenby, Paul North,
Michael Phillips, Dean Prindle, Virgilio Rivera, William Theodore,
Steven Bower, and Ramon Echevarriar.
. . . OCEAN MINING. A policy
statement from the Carter Adminis
tration is expected shortly on what
the U.S. policy will be regarding deep
sea mining. The Carter policy state
ment should clear up the uncertain
ties resulting from the failure of the
International Law of the Sea Confer
ence to come up with any workable
recommendations which would pro
tect the investments of U.S. compa
nies involved in mining operations.
Both the House and the Senate have
been moving ahead on this. Pro
posals now in Congress would re
quire that only U.S.-flag ships will be
used for mining, processing and
transportation of deep sea minerals.
jn
*
has scheduled floor debate and a vote
on a bill which would require oil rigs
on the outer continental shelf of the
U.S. be built in the U.S. and manned
by American workmen. It would also
require that all service and supply
vessels be U.S. registered and manned
by American workmen.
*
. . . OUTER CONTINENTAL
SHELF. As we go to press, the House
SPAD is the SIU's political fund and our political arm in
Washington, D.C. The SIU asks for and accepts voSuntary
contributions only. The Union uses the money donated to
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congress. These are issues that have
a direct impact on the jobs and job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The SIU urges its members to continue their fine record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the FEC
in Washington, D.C.
. . . ALASKA GAS PIPELINE.
Hearings on the Administration's
recommendation for a Canadian
route, for natural gas being pumped
in Alaska are continuing before the
Senate Energy Committee.
. . . RUSSIAN MARITIME AC
TIVITIES. The House Merchant
Marine and Fisheries Committee has
scheduled a briefing later this month
on Russian maritime activities and
their affect on the U.S. shipping in
dustry.
. . . COAST GUARD. Hearings
on Merchant Marine Safety are con
tinuing before the Coast Guard Sub
committee of the House Merchant
Marine and Fisheries Committee.
October 1977 / LOG / 9
�A First for Boatmen
12-Vfeek Towboat Operator Scholarship
There's something you can do right now to
make 1978 a year of advancement in your career
as an inland Boatman.
Apply for the Towboat Operator Scholarship.
Never heard of it?
That's because it's brand-new for the SIU and
the industry. Nothing like it has ever been offered
before to Boatmen.
For several years, the SIU has made free inland
upgrading programs available at the Harry Lundeberg School in Piney Point, Md. Now that oppor
tunity for career advancement is even more attrac
tive.
The Transportation Institute (TI) is offering
a scholarship of $110 a week to SIU Boatmen who
qualify for a free 12-week Towboat Operator
course at the Lundeberg School. Twenty-four
scholarships will be awarded at this time. TI is a
research and educational organization for the
maritime industry, based in Washington, D.C.
The SlU-contracled companies, which TI rep
resents, realize the industry's growing need for
licensed boatmen. And the HLS has developed a
program to meet that need.
The Towboat Operator course offers Boatmen
everything they need to know to take the licensing
exams for First and Second Class Operiitor of Un
inspected Towing Vessels. In addition, students
will receive extensive "hands on" training aboard
the School's tug and towboat.
The course includes equal time for boot and
classroom training.
Only 24 Boatmen will be in each cla.ss to allow
maximum individual instruction. The first class
will begin on Feb. 20, 1978 and will end on May
12, 1978. The .second cla.ss will begin on May 29.
Like all HLS courses, instruction, room and board,
and all school supplies are provided free of charge.
Consider all that, plus the $110 a week. This
money will help you cover your financial responsi
bilities at home while you are at the School.
Does it sound good so far?
It should. It's a chance of a lifetime for the
higher pay and better job security of a licensed
rating. Check the following list of eligibility re
quirements to see if you can make it work toward
your job future.
EI.IGIBILITY
• All candidates must be United States citizens.
• All candidates must pass a physical examination
given by a medical ofticer at the U.S.P.H.S., or
a certified, reputable physician.
• All candidates mu.st have 20/100 vision in both
eyes corrected to 20/20 in one eye and 20/40
in the other.
f«,«. 'H a:::. '
The Lundeberg School fleet offers a full range of equipment where Boatman can get important practical experience. Inland training includes pushing barges, like the one shown here.
• All c.andidates mu.st have normal color vision.
• All candidates must have their color .sen.se tested
by a pseudo-isochromatic plate test. But any
who fail will be eligible if they can pass the
Williams Lantern Test or equivalent.
• To be eligible for a license as Second Class Op
erator of Uninspected Towing Vessels, a person
must:
a. be at least 19 years of age,
b. have at least 18 months service on deck of
towing vessels
• To be eligible for a license as First Class Oper
ator of Uninspected Towing Vessels, a person
must:
a. be at least 21 years of age,
b. have at least three (3) years service on
towing vessels; of that three years two
years must have been on deck of vessels
26 feet or over in length and one year on
deck of any towing vessel OR three years
service on towing vessels, including at least
one year service on deck.
• In all cases, all applicants must have at least
three months service in each particular geo
graphical area for which application for licens
ing is made.
NOTE #1 Members who normally work a 12
hour day will receive a service cre
dit of IVz days for each day so
worked. This means that the 36
month service requirement can be
reduced to a minimum of 24
months for a license as 1st Class
Operator Uninspected Towing Ves
sels.
This means that the 18 month
service requirement can be reduced
to a minimum of 12 months for a
license as 2nd Class Operator Un
inspected Towing Vessels.
NOTE #2 Members who have graduated from
the Harry Lundeberg School entry
rating program in class #172 or
thereafter (May 16, 1975, 12 week
program) and attend the HLS
Original Towboat Operator course
will receive a credit of at least SVz
months service time. This means
that those members need only pro
duce 30Vz months service to be
eligible for a license as 1st Class
Operator Uninspected Towing Ves
sels.
This means that those members
need only produce lOVz months
service to be eligible for a license
as 2nd Class Operator Uninspected
Towing Vessels.
NOTE #3 Members who are graduates of the
Lundeberg School and work a 12
hour day will receive credit for
both as specified in Note #1 and
Note #2 above.
If you are .selected, your only obligation is to
complete the course and afterward spend two
years with a TI company working in the wheelhouse.
All eligible Boatmen will soon receive an ap
plication for the Towboat Operator Scholarship
in the mail. Don't delay. Fill it out and send it to:
Transportation In.stitute Scholarship Committee
c/o The Harry Lundeherg School
Piney Point, Md. 20674
The Towing Industry Advisory Board on Education unanimously agreed that the Towboat Operator Schol
arship was the answer to solving the shortage of licensed operators in the industry. Management and
SIU representatives from the Board are shown here as they discussed the scholarship at meetings in
Piney Point, Md. on Oct. 25-26.
10 / LOG / October 1977
If you do not receive an application, or if you
need more information, contact the TI Scholar
ship Committee at the above address.
All application requirements must be com
pleted and returned to the Scholarship Committee
by Jan. 17, 1978.
�Good Safety Habits Can Save Your Life
For every Seafarer or Boatman
aboard a ship, boat or barge, safety is
a way of life. Or at least it should be.
Good safety habits can literally save
your life on the job!
Because safety is so important, good
work habits are taught in every course
at the Lundeberg School. Each job
aboard a vessel has its own special areas
where safety is critical. SlU members
have to know these areas and what the
correct work procedures are.
Tankermen, for example, must know
what precautions to take against the
ignition of fires; which substances they
work with that can be poisonous; and
the special hazards of each cargo they
handle.
A short lecture on safety might teach
a Seafarer or Boatman some of these
things. But safe work habits are just
that—HABITS. That's why the best
way to really learn and practice job
safety is to learn the job and the safest
way to do the job at the same time.
When a Seafarer comes to HLS, he
learns the job skills that will help him
earn more money—and he learns the
safe work habits that will make sure
he's alive and well to enjoy that money.
For example, QMED's at HLS learn
the proper handling of pressure vessels.
Tankermen learn emergency proced
ures for handling liquified, flammable
gases, and FOWT's learn the safe op
eration of steam boilers. At HLS, the
safe way to do the job is the only way
to do the job.
Some safety procedures are so simple
that they become second nature to HLS
upgraders during their on-the-job train
ing. For instance, every AB who leaves
the School knows he must wear gloves
when working with wire, wear a hard
hat when in port, walk carefully when
on deck, and never smoke on deck—
especially on tankers! These rules may
be so obvious that you think they're
funny—but just think about how many
brothers you know who've lost their
fingers or had other injuries because
they forgot about such simple rules.
Obviously, lots of shipboard acci
dents need never have happened. Up
grading at HLS can make the difference
between a safe trip and an on-the-job
injury.
So. when you're ready to upgrade,
don't just think about passing the Coast
Guard exam. Sign up for the course you
want at HLS and learn to do your new
job the right way—the safe way.
HLSS Instructor Bill Eglington shows his class how to operate firefighting
equipment—an essential skill to have in the interest of safety. Allowing him
self to be the object of study is Boatman Andrew Bentis.
Steward Department Instructor Laymon Tucker tells his class that safety is a
top priority item when working in the galley.
HLSS Plans AB Course
For Lakes Members
A special Able Seaman Course de
signed just for Seafarers who ship on
the Great Lakes will he offered at the
Lundeherg School in January. All
Lakers who want to earn this important
endorsement are encouraged to plan
ahead and enroll now.
Many Lakers can't come to HLS
during the summer months, since this is
the prime shipping season. But winter
is the ideal time for a change of scene
and a few weeks of quiet study— espe
cially when the time spent at HLS in
January will mean better pay next
summer.
During the AB Course, the students
will study deck seamanship, rules of the
road, marlinspike seamanship, hclmsmanship, cargo handling, sifety, firefighting and first aid. Instruction is very
individualized and lots'of time is spent
in practical, hands-on training.
REMEMBER!! The Coast Guard
requires ail able seamen to have a life
boat ticket. Lakers who don't yet have
a lifeboat mail eiidorseiiieiit must enroll
in the Lifeboat Course at HLS as well.
You'll he scheduled so that you can go
right into the AB Course when you
finish the Lifeboat Class.
So start making your plans to attend
the AB Course at HLS in January. It's
tailor-made for Lakers who want to get
ahead in their seafaring careers.
Seafarer Robert Franey is working the safe way, with a face shield, as he
operates drill press during upgrading program at HLSS.
A MESSAGE FROM YOUR UNION
October1977 / LOG / 11
�From Economy's Minutes: Saved Cubans in Dinghy 6 Days
Seafarers aboard the containership Sea-Land Economy had a lot
of action and high adventure in
Cuban refugees from the angry
sea. This occurred in the Florida
Straits nine miles off Key Largo's
Molasses Light. Ship's chairman
on the Economy is Recertified Bo
sun Luther V. Myrex.
The four "claimed to have been
in the water for six days in an
8-foot dinghy, paddling with a
makeshift oar and divers' foot
flippers."
Chief Steward L. Nicholas
added "They were served sand
wiches, ice cream, milk and ice
water before the Coast Guard took
them over."
The Sea-Land Economy had
been sailing from the port of
Houston to the port of Jackson
ville at the time of the rescue. At
Log press time, after a scheduled
the Florida Straits on Sept. 6.
As told in the Sept. 10 Ship's
Minutes the crew plucked four
Sorry, Martini
In last month's issue of the Log, we incorrectly identified SlU Boatman Martin
Gould, standing left in this photo, as Joseph Constance. Gould was partici
pating in the First Class Pilot's course at the Lundeberg School. Gould is from
Louisiana. Others in above photo are, seated left to right: Donald Downey,
Christopher Cusimano and Marvin Bowman. Standing alongside Gould is
Curtis Ledet.
Shipping Articles:
Requirements for Vessels
Involved in theValdez Oil Trade
1. Vessels involved in the transportation of Alaskan oil will perform several
types of voyages. The below listed descriptions should cover most of the
situations encountered. The information provided should be used to determine
what type of Shipping Articles or shipping agreement is necessary in conjunction
with the voyage which a vessel is about to undertake. These rules apply to U.S.
vessels regardless of the flag of the vessel involved in the lightering operations.
2. Vessels which sail from Valdez to perform lightering operations in INTER
NATIONAL WATERS and then return directly to Valdez are not required to
sign foreign articles or enter into an agreement between Master and crew. The
Master must, however, execute a Form CG-735(T). The services of a Shipping
Commissioner are not required.
3. Vessels which sail from Valdez to perform lightering operations in the
TERRITORIAL WATERS of another nation, except Mexico and Canada, and
return directly to Valdez must carry foreign articles entered into before a
Shipping Commissioner.
4. Vessels sailing from Valdez to perform lightering in INTERNATIONAL
WATERS and scheduled to call at a port on the West Coast of the U.S. prior to
their return to Valdez are required to enter into an agreement between Master
and Crew. The services of a Shipping Commissioner are not required.
5. Vessels sailing from Valdez to perform lightering operations in INTER
NATIONAL WATERS must carry Foreign Articles if there is a scheduled
Foreign port of call, other than Canada or Mexico, prior to their return to Valdez.
The services of a Shipping Commissioner is required.
6. Vessels carrying cargo from Valdez to ports on the East or Gulf Coast of
the U.S. must carry Intercoastal Shipping Articles entered into in the presence
of a Shipping Commissioner regardless of whether or not the vessel rounds the
Cape or transits the Panam.a Canal.
7. Vessels transporting cargo between Valdez and Ports on the West Coast of
the U.S. must have a written agreement between the Master and crew. The
services of a Shipping Commissioner are not required.
8. Vessels sailing from East Coast or Gulf Coast Ports of thu U.S. to perform
lightering operations in INTERNATIONAL WATERS of th' Pacific are not
required to enter into a Shipping Agreement so long as they rnurn directly to
the same State of Departure or an adjacent State.
9. Vessels sailing from East Coast or Gulf Coast Ports of the U.S. to perform
lightering operations in the TERRITORIAL WATERS of another Nation,
except Mexico, must carry Foreign Shipping Articles entered into in the presence
of a Shipping Commissioner.
10. Vessels sailing from East Coast or Gulf Coast Ports of the U.S. to perform
lightering operations in INTERNATIONAL WATERS of the Pacific and sched
uled to call at a Foreign Port, other than Canada or Mexico, prior to their return
must carry Foreign Articles entered into before a Shipping Commissioner.
11. Vessels which sail from East Coast or Gulf Coast Ports of the U.S. to
perform lightering operations in INTERNATIONAL WATERS of the Pacific
must carry Intercoastal Articles entered into before a Shipping Commissioner
if they are scheduled to call at a Port on the West Coast of the U.S.
12. Vessels which sail from East Coast or Gulf Coast Ports of the U.S. to
perform lightering operations in INTERNATIONAL WATERS of the Pacific
and are to return to a Port on the East or Gulf Coast of the U.S. other than the
same State of departure or an adjacent State, then the Master and Crew must
enter into a written agreement; but the services of a Shipping Commissioner are
not required.
12 / LOG / October 1977
Sept. 28 New Orleans payoff, she
was waiting in Rotterdam for the
ILA beef to end.
Also at the Sept. 10 shipboard
meeting. Brother Myrex pointed
out to the crew highlights in the
August Log. This included: the
President's Report; a story on the
oil cargo preference fight; another
on the Navy use of the private
Merchant Marine; a Notice to All
Deep Sea Members, and a story
on the all-Alaska gas pipeline.
Also during the weekly Union
meeting no beefs were reported by
the following: Chief Electrician
L. D. Costa, educational director;
Ship's Treasurer S. T. Fulford;
Deck Delegate B. Jarratt; Engine
Delegate Joseph N. Mouton, and
Steward Delegate S. Morris.
Waterways User Charge
Continued from Page 2
plained that TI is still definitely against
the idea of a user tax.
However, in view of both Houses'
decision that some sort of tax is to be
imposed, he indicated that H.R. 8309
would have less adverse impact on the
industry.
Department of Transportation Secre
tary Brock Adams testified in favor of
the system of higher fees at the Senate
Committee hearings. He said that Pres
ident Carter is not satisfied with H.R.
8309's lower user charge and would
veto the House bill. Adams maintained
that the Senate will have to compromise
on the issue, but come up with a higher
charge than that of H.R. 8309.
If the House bill is amended by the
Senate, it will have to go to a House
SI
and Senate conference for approval. It
would then be voted on separately in
each House of Congress.
The SIU and other critics of the user
charge have protested that the Locks
and Dam 26 project is being held hos
tage by the user charge issue. Moreover,
if a bill linking the user charge and the
Locks and Dam 26 project is passed,
there is no guarantee that the project
will actually be built.
The money which the bill would au
thorize for Locks and Dam 26, $432
million, could be held up at later stages
by Congress. This was the case in the
never completed Cross Florida Barge
Canal.
In the case of Locks and Dam 26,
this development would mean tl:^t the
industry would have a user charge but
no new Locks and Dam 26.
The SIU Wants Every Seafarer
To Be Aware That:
If You Get Busted
For Taking Or Possessing Drugs,
You Can Kiss
Your Seaman's Papers Goodbye,
Because The Coast Guard
Will Never Let You
Ship Out Again
•U
�An Industry-wide SlU Plan
More Boatmen Getting Vacation Checks
benefits that most Boatmen never even came close
to.
Before the Plan, few Boatmen received any
vacation benefit at all. Those who did often had
to work a full year before they were eligible and
then their vacation pay was usually small.
The beauty of the SIU industry-wide plan is that
you only have to work 90 days before you can file
for your first vacation check. And you can con
tinue to collect for every 90-day period of em
ployment.
In other words, the more days you work, the
more your vacation benefit builds up, since the
company contributes to the Plan for every day you
put in. iMoreover, the benefit increases in the sec
ond and third years of the contract.
Here's how it breaks down.
The amount you receive depends upon your
rating—the higher the rating, the higher the va
cation pay. The ratings are divided into five
groups. After 180 days of employment, the mini
mum benefits would be as follows:
Capt. Larry Robertson (right) plans to put his
vacation pay toward a new pleasure boat to do
co7ne serious fishing in his time off. lie is re"ceiving the check here from Neie Orleans Patrol
man Jim Martin.
"It's the greatest thing that ever happened to
Boatmen."
The man who made this claim knew what he
was talking about. SIU Boatmen Ivan Steffey of
Steuart Petroleum in Piney Point, Md. said it right
after he got his first inland vacation check this
month.
It is the largest vacation benefit Steffey has re
ceived in his many years as a tugboatman.
But for Brother Steffey and all other SIU Boat
men, it's only the beginning of bigger and better
things to come.
More and more Boatmen are now receiving
vacation checks because the SIU has been success
ful in getting more and more companies to accept
the industry-wide inland SIU Vacation Plan.
The first Plan was negotiated with Steuart
Petroleum and became effective in August, 1976.
It was the first jointly administered vacation plan
ever negotiated in the inland industry. By the end
of 1977, it will cover over half of the SIU Boatmen.
The Union's goal is to bring the Plan to all SIUcontracted tug, towboat and dredging companies,
one by one as each company's contract comes up
for renewal.
What this means is increasingly widespread
"This is great," SIU Boatman Walton Day
(right) of Willis Towing Co. said as he got his
vacation check from
Norfolk Port Agent
Gordon Spencer. "The more days you work,
the more vacation pay you get. "
Group I
Senior Captain,
junior captain,
and captain
Group n
Mate, pilot, chief
mate, senior chief
engineer, chief
engineer, junior chief
engineer and pilot
operator
First
Year
Second
Year
$700
950
Third
Year
1,200
no one lost in other ways. Some of the compa
nies that have accepted the industry-wide Plan
already had some form of vacation plan of their
own.
But the Boatmen who were eligible for this com
pany benefit did not lose anything when the in
dustry-wide Plan came in. In all ca.ses they arc
getting more vacation money now.
A Real Vacation
600
800
1,000
Group 111
Senior barge captain,
barge captain, assis
tant engineer, refrigera
tion technician, second
550
mate and leverman
700
900
Group IV
Able-seaman, cook,
tankerman, bargeman,
lead deckhand, deck
mate, utility engineer,
oiler striker, and
500
chute operator
Group V
Deckhand,
ordinary seaman,
utility man, wiper
and deck linesman
SIU Boatman Ivan Steffey (left) was a happy
man when he received his first vacation check
from Union Representative Richard .Iverv at the
Norfolk Hall this month.
450
600
550
800
700
Remember this is the minimum benefit. If Boat
men work over 180 days they will get more money
for vacation. Also, if a Boatman is getting a com
pany vacation now he will get much more money,
even if he only works 180 days.
Whatever vacation benefits you are getting now,
the SIU Vacation Plan pays more money and this
is jii.st the beginning.
Another important thing to remember about
the industry-wide Plan is that you can't lose it.
.Before the Plan, Boatmen who may have had a
company vacation benefit were out of luck If they
went to work for a different company without one.
But the growing number of SlU-contracted com
panies that have the industry-wide' Plan means
that you can change jobs in more and more cases
without this risk.
Your vacation pay is no longer a company bene
fit—it's a trust fund benefit that will eventually be
part of all SIU contracts.
The Union also made sure in negotiating the
industry-wide Plan with certain companies that
All in all, what the industry-wide vacation Plan
means for SIU Boatmen is that their vacation is
no longer just time off the boat. W ages go only so
far. Most Boatmen find it hard to stretch their sal
aries to cover a real vacation. But under the Plan,
for every day you work, you will now be earning
extra money. You can accumulate this money and
apply it toward the things you always wanted to do
in your time off.
Capt. Larry Robertson of Dixie Carriers in New
Orleans is using the vacation check he received this
month to take him one step closer to the 200 hp.
pleasure boat he's had his eye on. Many other
Boatmen will now be able to take a trip with their
families. Or they can go fishing or hunting without
the worry of financial burdens.
Others may want to u.se their vacation pay to
take care of bills at home while they attend the free
upgrading courses at the Harry Lundeberg School.
These courses lead to higher ratings, higher pay—
and higher vacation benefits.
In more ways than one, the industry-wide Vaca
tion Plan is the beginning of better things to come
for all SIU Boatmen.
Tankerman jerry Guillory (right) takes his vac
ation check and a handshake from SIU Patrol
man Louie Guarino in New Orleans. Brother
Guillory works for Dixie Carriers.
October 1977 / LOG / 13
h
�FOWT Course—A Step Up in the Engine Room
The FOWT endorsemenf is the first
important step for black gang members
who want to move up in their depart
ment. This course is available at tbe
Harry Lundeberg School, and all inter
ested Seafarers are encouraged to en
roll.
The FOWT Course will teach you
everything you need to know to get a
better job in the engine room. Class lec
tures are supplemented by lots of on-
During a recent FOVVT Course at HLSS, young Seafarers take their turns at
operating the School's full-scale ship's console.
the-job training. So, graduates of the
course are well-equipped with both
theory and practical knowledge about
the engine room. Firefighting, oil pollu
tion prevention and safety procedures
are also included in the course.
Every graduate of the FOWT Course
can look forward to better pay and
better job opportunities, too. The next
class begins on Jan. 5, 1978. So see
your SIU representative or contact the
Lundeberg School and enroll now.
Seafarers Gregory Perez, left, and Edward Lewis learn valve repair during
recent FOWT Program at the Lundeberg School.
Those Coast Guard exams are rough!
Why struggle on your own?
Come to HLS and get the help you need to upgrade!
s
I
COURSES STARTING IN JANUARY
i
Able Seaman—Special course scheduled for Great Lakes members
Jan. 5, 1978.
Diesel Eiigineering—The last class had a 100% success rate—all
nine students earned licenses! If you want
an engineer's license, you can't beat those
odds. This course is also open to any brother
who just wants to learn more about diesels,
but doesn't want to take the licensing exam.
FOWT—Your first step up the career ladder in the engine room.
QMED--If you want to earn this rating, sign up now! Only two
QMED Courses will be offered in '78 and enrollment is
limited. Plan ahead—come to HLS in January.
Welding—Welding skills mean more money for you aboard ship.
The Welding Class stresses practical training, so this is
your chance to learn an important skill that's useful at
sea or ashore.
WRITE TO THE LUNDEBERG SCHOOL FOR YOUR
UPGRADING APPLICATION TODAY!
Harry Lundeberg School
Vocational Education Department
Piney Point, Md. 20674
'
14 / LOG / October 1977
L
�Isolation and Many Mosquitoes
New Sailors Snug Harbor Too Nemote
The deserted grounds of the new Sailors Snug Harbor In Sea Level, N.C. tell the story of what the residents traded off in their forced move from Staten Island,
N.Y. They gained an attractive new home, but the price was isolation.
To visit Sailors Snug Harbor, the
home for aged seamen, at its new loca
tion in Sea Level, N.C., you have to
rent a car or own one. There is no pub
lic transportation from the nearest
town, Morehead City, N.C. (popula
tion 11,300), 35 miles away. You head
east to Beaufort, N.C., then follow
Route 70, a narrow road that winds
through the marshes and coastal wet
lands. You pass only an occasional
house or fishing boat.
You can reach Morehead City by
bus.' But coming from almost anywhere,
you must change several times. The
nearest airport is in New Bern, N.C., 80
miles from Sea Level. Again plane
changes must be made.
It is no wonder then that when a Lof>
reporter and photographer were sent to
look over the new home for retired
mariners Aug. 31, the only other visi
tors in sight came from a Faycttcvillc,
N.C. newspaper.
Sailors Snug Harbor was founded in
1801 under the will of Robert Richard
Randall. He was a sea captain who be
came wealthy from privateering during
the Revolutionary War. Capt. Randall
left part of his estate to support a home
for "maintaining and supporting aged
. . . and worn out sailors."
Was on Staten Island
His original land in lower Manhat
tan, N.Y.C. became too valuable to use
for the home. So in 1833 Snug Harbor
settled on 85 acres of land facing the
Kill Van Kull on Staten Island, N.Y.
Income from the property in Man
hattan is still used to Support the home.
Since it was founded, thousands of aged
sailors have anchored in Snug Harbor
when they retired from their life at sea.
When the trustees of Sailors Snug
Harbor decided to move the home away
from its Staten Island location, the New
York State attorney general, supported
by the SIU and many of the Harbor's
residents, tried to block the plan. The
courts had granted permission for the
move in 1972.
Many of the residents feared isola
tion at the new home in Sea Level. In
1976, 22 of them signed a petition
against the move. But on June 26, 1976
the Old Snug Harbor closed its gates
and the mariners were shipped down
South. Several refused to eo and a
monetary settlement was made between
them, and the Harbor.
For Sam Kraft, 84, who used to sail
SIU and Joe "Tomatoes" Stodolski, an
SIU pensioner, as well as for others we
visited, the isolation at Sea Level is de
pressing. Back in New York, old sailing
buddies used to visit Kraft whose career
at sea began on Norwegian tall ships
when he was 13-year.s-old. Stodolski
liked to visit his old stomping grounds,
several bars in niidtown Manhattan.
"Around there they knew my name was
'Joe Tomatoes'. I didn't have to tell
them," he explained.
At the old Snug Harbor on Staten
Island, friendly bars and stores, the
Seamen's Church Institute, and union
halls were nearby. Friends and relatives
dropped in. 'Residents who could get
about would stroll around the grounds.
They would watch the ships go by in the
harbor or sit on benches and talk.
But at Sea Level, not a soul was in
sight as we pulled up. Except for three
months out of the year, the mosquitoes
keep people indoors. Only a few hardy
souls step out to work in little gardens
they planted right outside their rooms.
All the rooms open out onto the
grounds.
Some residents go on trips—to
Sweden, for example, or to visit their
children in New York City or Texas.
But while at Sea Level they are stranded
inside the building. There is not even a
path cleared to the water yet.
Rely on Van
The five residents with cars get
around. The others must rely on the van
owned by Snug Harbor, it makes two
trips to Morehead City each week. For
$2.50, residents can make a few fixed
stops at stores and a restaurant and then
go home. "An average of scven-andone-half men go on each trip" the direc
tor of Snug Harbor, Capt. Leo Kras/.eski told us. However there is not much
going on in Morehead City. There are
no bars to speak of—just a few stores,
restaurants, and churches.
Inside Snug Harbor, the hobby .shop '
is not set up but there are other a jti .ities: cocktail parties; the Bum Boat
Coffee Shop; bingo games, and \ oodcutting classes. About 12 men attend
bingo, and fewer go to woodcutting,
Capt. Kraszeski said.
The prevailing atmosphere at Snug
Harbor is that of an old age home. The
isolation is partly responsible for this.
Also, the residents who made the move
did so because they had nowhere else
to go. "Where else could you get this
kind of service, such beautiful quarters
and such good care when you get old
and sick," said one lively resident, who
asked not to be named.
But A1 Bernstein, SIU welfare direc
tor, noted that in the past none of the
men viewed Snug Harbor as a place to
get old and sick. The move to Sea Level
changed the positive image the institu
tion once had. Brother Bernstein has
been helping Snug Harbor residents
with their problems for the past 20
years.
In addition, since the move to Sea
Continued on Page 16
SIU Welfare Director Al Be.rnstein has
been helping Snug Harbor residents
with their problems for the past 20
years.
October 1977 / LOG / 15
�SlU Pensioner Joe Tomatoes" Stodolski.
At the infirmary, a cocktail party is held every afternoon at four. Capt. Leo Kraszeski is sitting at the left while Sam
Kraft pulls up for his drink.
New Sailors Snug
Continued from Page 15
Level, Snug Harbor admissions policy
has given preference to sailors who can
not take care of themselves or who are
sick and cannot get around. According
to Capt. Kraszeski, with the pensions
and Social Security seafarers now re
ceive, few of them need Snug Harbor as
a place to retire as in the past.
Richard R^vnich, a quadraplegic, gets around the home in an electric wheel
chair which he operates by mouth controls.
120 Rooms
With the limited space available in
the new residence, this policy is prob
ably the fairest. The new facility has
120 rooms—40 of them in an infirmary
with skilled nursing and intensive care
facilities.
Since the men move between the
infirmary and their regular rooms, the
real capacity is 107 residents, Capt.
Kraszeski said. In the past. Snug Har
bor accommodated up to 900 men
which allowed for a good mix between
healthy and sick retired sailors.
People have mixed feelings about the
Sea Level home. They like the new
quarters which are modern and con
veniently laid out. It is a single, onestory building with four wings. Because
there are no stairs, the men in wheel
chairs can go everywhere. This mobility
within Snug Harbor was impossible at
the old location.
Each resident has his own room with
private bath and shower. This allowed
Snug Harbor to admit two women for
the first time. Mary Yakos, who worked
as a stewardess on deep sea vessels for
40 years said, "I wouldn't have lived
near New York anyway, not for one
million dollars."
Wc heard no complaints about the
staff of North Carolina residents. "They
are honest," Kraft declared. They
seemed pleasant to us.
A Key Question
The key question is: Why did Snug
Harbor move to Sea Level? The land
sale provides a clue. It was bought from
Residents gatfier in tine "Bum Boat" for coffee and pake In the afternoon and late evenings. Cigarettes, razors and other supplies are also sold here.
16 / LOG / October 1977
�SlU Pensioner Fred Murphy sailed out of Norfolk, Va. He recently
moved to Snug Harbor when he found it was difficult to take care
of himself.
Lunchtime and dinner brings most of the retired sailors to the dining room. It is easily reached
by the men in wheelchairs.
Harbor Too Remote
Daniel E. Taylor, a client and long-time
tested that poor management of funds
friend of Wilbur Dow. Dow was presi
was responsible for the cash s: ortage
dent of the Snug Harbor Board of
at Snug Harbor. As a result of poor
Trustees at the time the decision was
management, the Union says, the num
made to move. Later the trustees also
ber of people admitted was cutback
bought a motel at Sea Level built by
and the Staten Island buildings were al
Taylor, and some additional grounds.
lowed to deteriorate. Welfare Director
Their claim that Sea Level has a
Bernstein and SIU President Paul Hall
healthy climate proved false. So was the
then spearheaded the defense of resi
buildup given to a nearby hospital
dents' rights at Snug Harbor.
which turns out to have fewer than 10
Sailors Snug Harbor is one of the
general practicioners and no specialists.
three leading landholders in Manhat
Capt. Kraszeski told us that residents
tan. Income from the property occupy
are sent to New Bern for special treat
ing 10 blocks of choice Greenwich Vil
ment.
lage, Manhattan real estate should have
The Board of Trustees maintained . been sufficient to maintain the institu
that they had to give up the Staten
tion.
Island home. They said it was too ex
However, the land has been rented at
pensive to keep up the Greek Revival
far below its market value. Two years
buildings.Several of the buildings were . ago, the trustees sold off a piece of their
historical landmarks, which made them
property for $750,000. The new owner
difficult to renovate, the directors said.
turned around and put it up for resale
For several years the SIU has pro
at $1.5 million.
Sailing is only one part of George Mecham's color
ful background. He started out as a cowboy in the
Great Plains and spent some time in China in the
1920's as a photographer for the U.S. Marines.
Sam Kraft (left) talks with his old buddy, Jack Dennis. They once sailed to
gether on the Tusatala, the last U.S.-flag commercial square-rigged sailing
ship.
The one-story building allows residents in wheel
chairs to move easily throughout the new home.
Snug Harbor resident James Bowley is proud of
the flowers and shrubs he planted just outside his
room.
October 1977 / LOG / 17
�ST Golden Dolphin
ST Ogden Wabash
From Nov. 16-30, the ST Golden Dolphin (Westchester Marine) will carry
67,000 tons of heavy grains from a Gulf of Mexico port to a Russian Black sea
port.
From now through June 1978, the ST Ogden Wabash (Ogden Marine) will, on
each voyage, haul 37,000 tons of caide from a Gulf port to the Eastern Seaboard.
Baltimore, Md.
MV Sugar Islander
A 300-ton capacity derrick crane, biggest in the port, is now in place at the
new South Locust Point Marine Terminal here. The crane will be ready for work
early next year.
The new terminal will handle general cargo, containers, breakbulk and heavy
lift cargo. The terminal will have two 40-ton container cranes and a 100-ton
revolving crane.
Late this month, the ML Stt^ar Islander (Pacific Gulf Marine) carried 24,000
tons of corn and 26,.500 tons of wheat from the East Coast to the ports of Haifa
and Ashdod, Israel.
SS Delta Mar
The SS Delta Mar (Delta Line) communication system has been tied into the
MARISAT Satellite System which began operation last year. The telephone and
telex network equipment provides instant two-way contact worldwide.
The satellite system has two commercial Earth stations and three satellites in
stationary orbit 22,000 miles above the Equator. One is for the Atlantic Ocean,
one for the Pacific, and one for the Indian Ocean.
The communication signals are almost unaffected by atmospheric conditions.
So communication is possible anytime regardless of weather.
MARISAT nt)w has 65 ships and offshore rigs in the system.
Washington, D.C.
After 37 years of ocean weather station patrols, the U.S. Coast Guard has
ended the patrols.
On Sept. 30, the Coast Guard Cutter Taney left her station 200 miles off Mary
land to be replaced by a 40-foot wide buoy. The buoy collects and transmits data
on storms, hurricanes, air and water temperatures, barometric pressure, winds,
dew points, solar radiation, rain and surface currents.
The Coast Guard weather ships were stationed between Bermuda and the
Azores.
0
,
^ Brotherhood m Action
... for SlU members with Alcohol problem
Seafarers and Boatmen who are
recovering alcoholics often find they
have much in common because of
their uays of living and working
within the Brotherhood of the Sea.
Brother Rueben Salazar, of Hou
ston, Tex., recently shared his ex
periences as an alcoholic. From such
sharing, many Seafarers and Boatinen find the strength and encourage!Tient to continue their recoveries day
by day.
"Because I am an alcoholic, I am
different than some people," said
Boatman Sala/.ar, "But that does not
make me less valuable—my time, my
life and my work are just as impor
tant as anyone else's."
However, this feeling of self-worth
was not always Brother Salazar's way
of .looking at himself. "Alcohol
turned me against myself. Like many
people, I measured a man by how
much he can drink. I thought at first
South America
If Sea-Land gains admission to revenue and cargo pools in the South American
trade, it will expand its container runs to Brazil, Argentina and the east coast of
South America. Admission to the pools hinges on U.S. Government approval.
At present, three U.S.-Hag carriers have major trade runs to that area.
Sea-Land, which has had the project under study for the last two years, hopes
to begin operations on the route in early 1978. The operation will be from U.S.
Atlantic. Gulf and West Coast ports.
Recently, Sea-Land joined the Inter-American Freight Conference.
According to Sea-Land V.P., J. Scott Morrison, 26 sailings a year are planned
in the new operation. Three of Sea-Land's modified C-4 vessels, capable of carry
ing 600 35-foot trailers are slated for the run. These vessels are now on the
Rotterdam to Mideast shuttle run.
SS Delta Norte
The 32,306-ton LASH SS DELTA NORTE (Delta Line) suffered engine
trouble this month, 350 miles northwest of Trinidad. A tug towed the vessel to
Aruba.
that it was 'weak' to say a person was
an alcoholic, I lost initiative, ambi
tion, .self-confidence, self-respect—I
didn't like myself, and I found myself
on skid row."
But Salazar's attitudes towards the
"manliness" of drinking changed
when he accepted the fact that he
was an alcoholic. He realized that "I
had to learn to get honest with my
self. We all know how to get drunk
—what is important is how we stay
.sober. Alcohol, or any drug, will alter
the course of your life. I know. I used
to be a fighter. No professional
fighter ever knocked me out of the
ring. Alcohol knocked me out." Now
Brother Salazar feels, "My .sobriety
is a gift, just like my life is a gift. And
I'm thankful."
Sobriety for him has meant getting
ofT skid row and back into a fulfilling
life. Several months ago, he upgraded
at HLS and earned his mate's license.
"Now I can set goals that T can
reach," he said. "Soon I will be in
command of a boat."
Boatman Salazar's philosophy of
staying sober is ba.sed on the ap
proach of Alcoholics Anonymous.
"Practice and Apply are the two im
portant words. So long as we practice
this program, we can attain sobriety."
The same success and sobriety that
he now enjoys can be found by all
Seafarers and Bo-atmen who are al
coholics. The sole purpose of the
Seafarers Alcoholic Rehabilitation
Center is to help the.se men find a
new way of life through .sobriety.
For help with a drinking problem,
call the ARC anytime at 301-9940010 and ask for "The Center". Or
contact yourSIU representative.
Alcoholic Rehobilitation Center
I
1 am intcrestCLl in attending a six-week program at the Alcoholic
Rehabilitalitm Center. 1 understand that all m> medical and counseling
records w ill be kept strictly confidential, and that they will not be kept
an>where except at The Center.
Name
Book No
Address
(Street or RFD)
(City)
Telephone No
SlU Boatman Rueben Salazar attended the Alcoholic Rehabilitation Center
reunion with his family in August. Hit son Is a trainee at the Harry Lundeberg
School.
18 / LOG / October 1977
I
I
|
Mail to; THK CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hoiirs-a-day, (301 )V04-0010
,
:
I
I
(State)
(Zip) j
I
I
�What Does It Mean to the United States?
October 1977 /LOG / 19
�NMC, U.5. Navy League
Working to Educate America on Seapower
Seapower! What is it, and what
does it mean to the United States?
Ask those questions of the average
American and 99 out of 100 times
you'll probably draw a'blank for an
answer.
There's no question about it. The
American public in general knows
very little about America's seapower
needs, capabilities, or weakne.s.ses.
That's an unfortunate situation. Be
cause a .strong, sustained U.S. policy
concerning seapower is es.sential to a
healthy American economy and a
strong U.S. national defense.
In addition, this general lack of
knowledge about maritime is one of
the big factors in the decline of
American seapower since World
War II.
There are a couple of organiza
tions, though, that are trying to
change this situation. They are the
National Maritime Council (NMC)
and the Navy I.eagne of the United
States.
Tliese organizations are working
to inform the American public about
the nation's seapower situation. They
have found that one of the best ways
to do this is by sponsoring regular
Seapower Conferences in America's
major shipping cities.
The most recent such Conference,
co-spon.sored by the two organiza
tions, took place early this month in
Atlanta, Ga, It was held in Atlanta's
impressive new convention center,
the Georgia World Congress Center.
Although Atlanta is landlocked,
this rapidly growing city has emerged
as a major shipping center in the
South. A high percentage of goods
moving into and out of Atlanta have
been or will be transported via deep
sea shipping lanes.
The Atlanta Seapower Confer
ence was entitled "Seatrade: The
Southeast's Lifeline to the World."
It was attended by representatives of
more than 200 Atlanta-ba.sed im
porters and exporters. These people
ultimately depend on ocean shipping
to keep their businesses going.
Hall on Panel
The Conference featured a group
of five panelists each of whom spoke
More than 200 shippers turned out for the Atlanta Seapower Conference.
about a particular area of American
seapower. This was followed by a
press conference-type session during
which the panelists answered ques
tions from the audience.
The panelists included SIU Presi
dent Paul Hall; Clark Reynolds,
head of the Department of Humani
ties at the U.S. Merchant Marine
Academy in Kings Point, N.Y.; Rear
Adm. Max K. Morris (Retired),
now a member of the U.S. delegation
to the United Nations Law of the
Sea Conference; W. J. Amoss, Jr.,
president of Lykes Bros. Steamship
20 / LOG / October 1977
America.
Presiding over the Seapower Con
ference was J. J. Cornish of the
Lockheed-Georgia Co.
A welcoming address was deliv
ered by Richard L. Kattel, president
of the Atlanta Chamber of Com
merce.
The Seapower Conference itself
was put together largely through the
efforts of Capt. Thomas King, eastern
region director of the U.S. Maritime
Administration, and Burton Steele,
president, 6th Region, U.S. Navy
League.
Shippers Don't Know What U.S. Ships He
If you had some cargo to ship over
seas, what kind of vessel would you
prefer to send it in?
Would you prefer a 25-year-old ship
US. Navy League At a Glance
The Navy League of the
United States considers itself
totally an educational organiza
tion. The Navy League is non
profit. Despite its military
sounding name, its membership
is limited to civilians and re
tired members of the Armed
Services.
A number of SIU officials are
members of the Navy League
and actively participate in its
activities.
By their own definition, the
Navy League is *'an educational
Co., and Rear Adm. George H. Mil
ler (Retired), now serving on the
National Security Council.
The panelists represented a good
cross-section of American maritime
concerns. They provided the Con
ference with a well rounded view of
what U.S. seapower is all about. (See
related stories on next two pages.)
Despite their diverse backgrounds,
all of the speakers arrived at the same
basic conclusion: a strong U.S. sea
power policy, including the private
.sector of the merchant marine and
the U.S. Navy, is essential to a strong
organization dedicated to the
support of the services which
contribute to the natiouN sea
power ... and committed to
developing public understand
ing of the importance of the
seas to the well being of the na
tion and to providing assistance
to the maritime forces which
will enhance their efficiency."
The Navy League has a na
tional membership of 37,000
American citizens concerned
with the future of American
maritime interests.
registered in Panama, with a Greek
captain and a Chinese crew? Or would
you rather it be carried on a new Amer
ican-flag ship manned by an American
crew top to bottom?
This is the question W. J. Amoss,
president of Lykes Bros. Steamship Co.,
asked the more than 200 American im
porters and exporters who turned out
this month for the Southeast Seapower
Conference in Atlanta, Ga.
You would think that most people
would choose the American flag ser
vice. Unfortunately, this is not the case.
In fact, U.S.-flag ships carry only 6
percent of America's total foreign waterborne commerce.
The remainder, an incredible 94 per
cent, is carried in foreign-flag ships as
described by Mr. Amoss. That is ships
with a Greek captain and Chinese crew.
Or was it a Chinese captain and a Greek
crew? Whichever, this situation is a
sad commentary on America's sea
power situation as it applies to the U.S.
merchant manne.
Amoss said that he believed U.S.
shippers were not using American ships,
in large part, because they don't know
what the modern day American-flag
merchant fleet has to offer.
Amoss pointed out that since passage
of the Merchant Marine Act of 1970,
t
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I
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r
I
o
c
ei
tl
si
ti
ei
la
W. J. Amoss
Ci
tl
�Paul Hall
Seapower Will Suffer Without 9 5% Oil Bill
An adequate U.S.-flag tanker fleet is
essential to both a strong American
seapower policy and a strong national
defense. This is a view held by many
influential Americans. Secretary of the
Navy Claytor and Maritime Adminis
! trator Robert J. Blackwell are two of
them.
However, an adequate U.S. tanker
fleet does not now exist. Nor will one
be created unless it is mandated by law.
SlU President Paul Hall took up this
issue at the Southeast Seapower Con
ference in Atlanta, Ga. this month.
Hall told the gathering of more than
200 that the first step in creating an
adequate U.S.-flag tanker fleet can only
be taken with passage of the 9.5 percent
oil cargo preference bill. The bill is now
pending in Congress.
5
5
would realize significant advantages."
He said that the 9.5 percent bill
would "provide the minimal level of
tanker tonnage needed for national de
fense ... as well as preserving a ship
building mobilization base and help
save 200,000 jobs in shipyard and sup
plier industries, such as the steel in
dustry."
President Hall also told the Confer
ence that the 9.5 percent bill would
"guarantee an enhanced measure of
environmental protection for U.S. wa
ters at a time when they are threatened
by a growing number of hazardous
ships like the Liberian-flag Ar^o Mer
chant."
The Arfio Merchant dumped 7.5 mil
lion gallons of heavy crude into Amer
ican waters in Dec. 1976 after running
aground off Nantucket.
President Hall told the Conference
that the main opposition to the bill is
coming from the U.S. oil industry.
Presently, the oil companies own
huge fleets
of foreign flag tankers
registered in Panama, Liberia and other
small countries. These vessels carry the
majority of America's oil imports.
The 9.5 percent bill, of course, would
cut into big oil's transportation profits.
The oil companies claim that these
ships are under the "cfTective control"
President Hall spoke at the Confer
ence about the oil bill two weeks before
the House voted on it. The bill was
defeated 257-165. See story on Page 3.
s
The bill would immediately require
that 4.5 percent of all U.S. oil imports
be carried in American flag ships. This
share would rise one percent a year for
five years until the 9.5 percent mark
is reached in 1982. U.S. ships now
carry only 3.5 percent of the nation's
oil imports.
Hall affirmed that "even with this
limited amount of our oil imports re
served for the U.S. fleet, the country
SIL! President Paul Hall greets Rear .[dm. Max .Morris.
of the United States. And that these
ships would be available to the U.S. in
a national emergency.
President Hall called the oil com
panies' elTective control theory "effec
tive and dangerous nonsense." To sup
port his position. President Hall told
the Conference that in the 1973 Middle
East War, "Liberia prohibited any ship
flying its colors (including American
owned ships) from taking part in the
American efforts to resupply Israeli
forces."
Hall added, "how reassuring is the
strength of U.S. seapower when you
consider our dependence on two na
tions—Panama and Idbcria—for ship
ment of more than 53 percent of our
petroleum."
"In contrast,"he said, "the Russians,
in that same period of time, have come
from virtually nowhere to surpass us."
Hall stated that in the interests of the
U.S. national security, the economy and
our environment, "we must move
quickly to provide an American pres
ence on the high seas."
Hall pointed out (hat the 9,5 percent
bill would help provide this needed
presence. He also noted, that according
to the General Accounting Office, the
cargo preference bill would cost the
American consumer two tenths of one
cent per gallon of gas.
Hall asked, in closing, "can we not,
as Americans, afford this modest price
to insure the seapower of this country?"
A New Area in U.S. Seapower^ Deep Sea Mining
U.S. seapower is a lot of things. It's
the Navy, the merchant marine, the in
land waters and offshore oil drilling.
However, there is anothfer area of U.S.
seapower that is virtually in its infancy.
That is deep seabed mining.
According to Rear Adm. Max Mor
ris, though, deep seabed mining will
become an increasingly more important
area of the total American seapower
picture within the next decade.
Deep seabed mining holds a tremen
dous potential for the creation of signifi-
ave to Otter
the U.S. merchant fleet has undergone
a near complete overhaul.
He said that the trend in U.S. ship
ping is toward larger and faster vessels,
capable of providing U.S. shippers with
ide fastest, most reliable service in the
world.
Amoss brought a slide show with him
to demonstrate his point. He showed
slides of Sea-Land's SL-7's, the fastest
merchant ships in the world at 33 knots.
He also showed slides of the new U.S.flag LASH vessels, RO/RO's, super
tankers, and the brand new SIUmanned Aquarius, the first U.S.-flag
LNG carrier.
Amoss pointed out that with the help
of American shippers "the U.S. mer
chant marine can provide tremendous
economic arid military advantages to
the United States." He added that a
strong U.S. merchant marine "is essen
tial if America is to maintain a strong
economy."
In closing, Amoss asked that At
lanta's shippers consider using Ameri
can-flag service whenever possible for
their foreign consignments.
cant numbers of jobs for American mari
time workers. It can mean jobs for U.S.
workers in the construction of special
ized oceanographic vessels. And jobs
for Americans in manning these vessels.
America's thrust into this new area
of seapower, though, depends largely
on the outcome of negotiations at the
United Nations Law of the Sea Con
ference. Former Secretary of State
Henry Kissinger once called the Law of
the Sea Conference "one of the most
critical negotiations in history."
Adm. Morris is a member of the U.S.
delegation to the Law of the Sea Con
ference. He outlined for the Southeast
Seapower Conference some of the tough
issues preventing the U.S., and for that
matter, any nation, from becoming
deeply involved in undersea mining.
Morris told the Conference that there
is approximately $3 trillion worth of
manganese nodules just sitting on the
ocean floor. These nodules arc rich in
nickel, copper, cobalt and other im
portant minerals.
The big stumbling block that the Law
of the Sea Conference must overcome
is, who gets the nodules.
Morris said that a solid block of
underdeveloped nations want an inter
national authority to have total control
over marketing and production of the
seabed minerals.
The U.S., however suggested that in
dustrialized nations with deep seabed
jnining capabiilties be allowed access to
one half of the nodule fields. The rest
would be left for development by an
international seabed authority.
Adm Morris said that negotiations
on the seabed mining issue would prob
ably go on for two more years.
He added that American companies
arc not willing to make huge capital in
vestments in deep sea mining until they
are sure their investments will be pro
tected under terms of the Law of the
Sea.
Morris warned, however, that there
is "great potential for crisis and con
flict" if a treaty is not reached.
Morris said that when the U.N. Con
ference reconvenes in Geneva this
Spring "the U.S. will be looking for an
equitable agreement that will satisfy
the needs of all nations."
He said that if an agreement is
reached "it will take the U.S. eight to
10 years to fully develop our total deep
sea mining capabilities."
He added that when a treaty is
reached, "I am confident that Ameri
can industry and labor will cooperate
to make our deep sea .mining efforts
successful."
On top of an inadequate tanker fleet.
Hall told the Seapower Conference that
"in the last three decades alone, the
overall U.S. merchant fleet slipped from
first to tenth place among the world's
sea powers."
National Mantime Council At a Glance
The National Maritime
Council, which co-sponsored
the Atlanta Seapower Confer
ence, is an organization made
up of all segments of the U.S.
maritime industry. That in
cludes labor, management and
Government. It was established
in 1971 for the purpose of de
veloping a strong, competitive,
modern U.S.-flag merchant ma
rine.
The SIU is an active member
of the National Maritime Coun
cil (NMC). SIU President Paul
Hall is a member of the board
of governors of the NMC.
As pointed out in NMC
publications, the organization's
goal is as follows:
''To provide the nation's
shipper's with the best, most
economical and dependable
U.S. flag shipping service pos
sible."
"To achieve this goal, the
NMC seeks to foster greater
confidence by U.S. exporters
and importers in the reliability
and quality of the seagoiqg and
shoreside services of the U.S.
maritime industry. In addition,
the NMC attempts through its
diverse membership to encour
age all segments of the industry
to cooperate and work together
in their own mutual best inter
est and that of the entire na
tion."
October 1977 / LOG / 21
�m « -*-s» mt-ma. -i.rn'n
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
OCTOBER 1977
Adm. George Miller
4.^
Soviets Outnumber U.S. 4-7 on High Seas
When talking aboiil America's na
tional defense in any area, comparisons
are always drawn between the U.S. and
Russia. Rear Adm. George H. Miller
did just that in sizing up America's
present day seapower posture as he
spoke this month before the Southeast
Seapower Conference in Atlanta, Ga.
Adm. Miller told the Conference that
the U.S. now "has only 470 Navy ships
and 577 merchtmt ships, capable of car
rying only 6 percent of U.S. export and
import trade and only 3 percent of U.S.
oil imports."
In contrast, Miller said that Russia
"has 1,9U) Navy ships and 2,420 mer
chant ships capable of carrying over 50
percent of Soviet export and import
trade."
He added, "this gives the Soviet
Union a 4 to I superiority over the
U.S. in Navy and merchant ships. In the
50's, it was just the opposite. We had
four times as many ships as Russia."
Miller said that the unprecedented
Soviet maritime buildup is "their strat
egy of com|uest with trade penetration
and political pressure, without war."
Adm. Miller affirmed that if the U.S.
is to answer Russia's latest challenge,
"the United States needs a new mari
time strategy . . . We simply need more
ships."
A Long Way to Go
Adm. Miller said that America's sea
power decline "has placed the U.S. in
serious danger of defeat in event of war
with the Soviets, who arc rapidly ex
panding their merchant marine and
Navy."
He also charged that "the failure of
the U.S. to develop and pursue a pro
gram to meet the requirements of the
Merchant Marine Acts of 1936 and
1970 has seriously undermined U.S.
navy readiness for war and national
emergencies."
Miller offered a solution. He said,
"the only possible way the U.S. Navy
and merchant marine can prepare for
the statutory roles of sustained combat
at sea and protection of shipping is to
cooperate more closely at sea in times
of peace."
Right now, the U.S. merchant fleet
has virtually no role in at-sea maneu
vers with U.S. Navy forces.
Adm. Miller admitted, though, that
"the U.S. has a long way to go before
we can implement a national maritime
strategy of competing with the ,Soviet
Union."
Miller said that "over the past three
decades, U.S. international efforts have
been characterized by accommodation
and retreat."
He said that if America is to remain
competitive with the Soviet Union on
all levels "we must forge an integrated,
no-nonsense political-economic-mari
time strategy now."
Miller concluded, "if Americans still
prefer liberty to bondage, there may yet
be time to turn the tide."
Adm. George Miller
'U.S. Must Meet Soviet Challenge on the Oceans'
He didn't actually say it. But, in es
sence, what Vice Adm. William L.
Read told the Southeast Seapower Con
ference this month is that the U.S. has
fallen behind Russia in respect to sea
power.
Read did say, though, that "the
Soviets outnumber us on the oceans in
every way. They have more Navy ships,
more merchant ships, more oceanographic vessels and more fishing ves
sels."
He said that Russia's maritime rise
"has come about with amazing speed.
Ten years ago they had next to nothing.
Now they're all over the place."
Read said that Russia is using her
maritime program "as a weapon of
state policy to increase their political
RVINGf
Vice Adm. William Read
and economic influence throughout the
world."
Read said that "the U.S. Navy has a
slim margin of superiority over Russia
in areas of vital U.S. interests." How
ever, he admitted that in the event of
war "America might not be able to keep
the sea lanes open between the U.S. and
Japan."
Read added that "Russia intends to
continue expanding her seapower pro
gram. At their present rate of expan
sion, the balance of Navy superiority
will tip in their favor in the next five
vears."
Adm. Read said that the U.S. "has
come to rely on foreign countries for
large percentages of our raw materials,
including 50 percent of our oil."
He continued, "this reliance on im
ported materials demands that we
maintain control of the sea."
Read said, "the Soviets are challeng
ing us on the high seas. They have
adopted a policy of sea denial to pre
vent us from complete access to the
seas."
Read concluded that the "U.S. must
support the kind of programs that will
allow us to meet the Soviet challenge
on the high seas."
As Island Nation^ U.S. Needs Strong Navy Merchant Marine
Despite all the advances in air travel
and ground transportation, the United
States is still essentially an island nation.
America's economy and national de
fense today, as it has always been, is
inescapably tied to a strong seapower
policy.
This is the view of Clark G. Rey
nolds, a historian, and head of the De
partment of Humanities at the U.S.
Merchant Marine Academy in Kings
Point, N.Y.
Reynolds told the Southeast Sea
power Conference that the U.S. is one
of only five "true maritime states in his
tory." His other states include ancient
Athens, 13th and 14th century Venice
and Florence, 17th century Holland,
and 17th to 20th century (1650-1940)
Great Britain.
22 / LOG / October 1977
He said these maritime states shared
such characteristics as geographic isola
tion, capitalist economies, democratic
governments, and were advanced in sci
ence and technology.
Reynolds also gave a brief outline of
America's maritime history. He said
that between the years of 1775-1815 the
U.S. had its problems on the high seas
as the young nation underwent growing
pains. However, between 1815 and
1860, he said the U.S. built a merchant
marine second only to Great Britain.
At the same time, though, the U.S. Navy
was small and ineffective.
He continued that the U.S. merchant
fleet declined in the next 40 years. Rey
nolds blamed this decline on a "con
servative government unwilling to pro
vide shipping companies with subsidies
for the costly switch from sail to steam
powered vessels."
Presently, says Reynolds, the U.S.
seapower position is an exact reverse
of 150 years ago. That is, a large Navy
and a small merchant marine.
He said, though, that despite a small
merchant fleet, the U.S. merchant ma
rine has set the standard for the rest of
the world from a technological stand
point.
Reynolds did not say whethfer he felt
that the U.S. had slipped as a maritime
power.
However, he did say that a maritime
state, such as the U.S., needs both a*
strong Navy and strong merchant ma
rine to survive.
Clark Reynolds
�Paving the Way for More Environmental Disasters
A recent court decision, if allowed
to stand, could spell environmental
disaster for America's coastal waters.
It was a decision handed down on
Oct. 16, 1977 by the U.S. District
Court in Washington, D.C.
The Court's decision could gut the
American domestic tanker fleet. It
could also do the same to our domes
tic shipbuilding industry. The result
would be a major loss of jobs to U.S.
maritime workers.
In what we feel is a bad decision,
the Court ruled that it is legal for
Amerada-Hess to carry Alaska pipe
line oil in Liberian-flag tankers to
the company's refinery in the U.S.
Virgin Islands, After the oil is re
fined it will then be carried to the
U.S. East Coast. It will of course go
there in foreign-flag ships.
The decision has already been ap
pealed by the parties who filed the
original suit against the huge oil com
pany's action. This included the
American Maritime Association, the
Shipbuilders Council of America,
and the SIUNA.
However, with the backlog of
cases in the U.S. Court of Appeals
in Washington, it will take from three
reserves for use in American mar
to six months for a ruling on the
kets.
appeal.
• In the interest of the environ
In the meantime, Hess Oil can
ment, the oil would be carried to
legally carry Alaskan oil in American
these markets in the safest possible
coastal waters for use in U.S. mar
vessels—U.S.-flag vessels.
kets, via foreign-flag tankers. Pres
SIUNA Vice-President Frank
ently, the Hess refinery has the capac
Drozak said in Court that the use of
ity to handle every drop of oil coming
Liberian tankers is a violation of the
cut of the Alaska pipeline. The pipe
intent of the original pipeline bill.
line is not yet operating at its full
The District Court did not agree.
capacity.
However, even when the pipeline
The Court ruled that under existing
law, Hess had a right to use their
is going full blast, the Hess refinery
Liberian tankers in carrying the oil
would be able to handle about 60
to the Virgin Islands.
percent of the Alaskan crude.
As we see it, the real issue here is
In other words, there is a definite
possibility that substandard flag-ofnot so much the Court's decision, but
convenience vessels could be carry
the Jones Act.
ing the vast majority of the Alaska
The Jones Act requires that all
oil trade.
waterborne cargoes shipped between
In the court case, the SIU pointed
two U.S. ports be carried in Ameri
out that the original intent of the
can vessels. The Jones Act's provi
Trans-Alaska Pipeline bill was two
sions also cover waterborne ship
fold:
ments carried between the U.S. and
• To retrieve the North Slope oil
Puerto Rico, and the U.S. and Guam.
since changed. U.S. ships are ready
and able to handle all the U.S.-Virgin
Islands trade, in particular oil and
bauxite.
However, the Virgin Islands ex
clusion from the Jones Act still exists.
In the recent case involving Alaskan
oil transportation, Hess is obviously
using the "loophole" in the Jones Act
specifically to get around the use of
U.S.-flag ships.
As a result, there will be more
flag-of-convenience
tankers operat
ing in American waters. That's a sit
uation that no one wants. And it's a
situation that our offshore environ
ment may not be able to handle.
We believe that in the interests of
the environment and the U.S. mari
time industry. Congress must take
decisive action to close the Virgin
Islands "loophole" in the Jones Act.
CLOSE IT UPl
However, it has never applied to the
U.S. Virgin Islands.
When the Act was first passed in
1920, the U.S. Virgin Islands were
excluded from its provisions. This
was done because American ship
ping services were not available for
this trade. This situation has long
Whether we win or lose in our ap
peal in the Court case, the SIU in
tends to work towards this goal.
In the meantime, we sincerely
hope that one of Hess's Liberian
tankers, does not cause a major blem
ish in our coastwise waters. It's tough
to forget the Argo Merchant, another
Liberian vessel. In Dec. 1976, she
dumped 7.5 million gallons of heavy
crude into U.S. waters off Nantucket.
Alaska's huge reserves of oil were
meant to help alleviate the nation's
energy crisis. We hope Congress
takes action before it creates an en
vironmental crisis.
Letters to the Editor
Cot His Pilot's License
I was fortunate enough to have been one of those Boatmen who participated
in the most recent First Class Pilots Course at the Lundeberg School. I just
wanted to thank the Union for giving me the opportunity to upgrade. From
the fruits of the School, I have received my First Class Pilot's license.
I also want to say that the food, lodging, and all the good people that I had
dealings with at the Lundeberg School were fantastic.
Also a word of thanks to Paul Hall who started it all.
The instructors, Mr. Paul Allman and Mr. Abe Easter, were also great.
Without their help I don't think that I would have been able to make it.
Fraternally,
Vincent D'Errlco
October,
LOG
Officiol Publication of thv Seafarers International Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFL-CIO
Vol. 37, No. iO
Executive Board
Paul Hall
Thanks to Welfare Plan
I wish to express my thanks for the prompt and efficient handling of my
welfare claim. My wife had a stroke and was hospitalized for some time. In
ie.ss than a month, I had a huge hospital bill.
Thanks to the Welfare Plan, I am now out of debt without going broke in
the process.
President
Joe DiGiorgio
Executive Vice President
Secretary-T reasurer
Vice President
Lindsay Williams
Paul Drozak
Earl Shepard
Stafford McCormick
Vice President
Vice President
Vice President
Fraternally,
Cal Tanner
Frank Drozak
11
HL5S Treated Us Good"
Marietta Homayonpour
38?
Editor-in-Chief
James Gannon
Managing Editor
Ray Bourdius
Marcia Reiss
Edra Ziesk
'Assistant Editor
Assistant Editor
Assistant Editor
Frank Cianciotti
Dennis Lundy
Chief Photographer
Associate Photographer
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
In behalf of the Orgulf members of the SIU, we would like to express our
thanks and appreciation for the kindness that has been given us by the Harry
Lundeberg School. We attended a conference there recently to discuss our
contract goals.
We wish to extend our thanks to all. It has been a pleasure.
Fraternally,
SIU Members at
Orgulf Transportation
l •' ::i'h
paid at Brooklyn, N.Y.
October1977/LOG / 23 v
�I
Seventy-one cents of every dollar spent in shipping on Anierican-flag vessels
remains in this country, making a very substantial contribution to the national
balance of payments and to the nation's economy.
Use U.S.-flag ships. It's good for the American maritime industry, the Ameri
can shipper, and America.
I
Borinquen Committee
Personals
Angelo Mercado
Your wife asks that you call her at
(212) 287-2737.
Alex Vasquez
Your sister, Olga, asks that you con
tact her at 7232 Corsicana, Houston,
Tex. 77020.
Florance Francis, L. C. Francis
Mrs. Bessie Smith asks that you con
tact her at 1021 S. Chester Ave., Compton, Calif. 90221 or call (213) 6365078.
John Lloyd Williams
Please call the editor of the Log-col
lect at (212) 499-6600, ext. 242.
Edward Lawrence Farrell
Please call the editor of the Log col
lect at (212) 499-6600, ext. 242.
Anthony Rotunda
Please call the editor of the Log col
lect at (212) 49-6600, ext. 242.
N.Y. Patrolman Teddy Babkowski (seated) makes out SPAD receipt last month
for Recertified Bosun Dimas Mendoza (2nd I.) ships's chairman of the SS
Borinquen (Puerto Rico Marine) at a payoff in Port Elizabeth, N.J. With them
are the Ship's Committee of (1. to r.); Steward Delegate S. B. Ferrer; Engine
Delegate Angel Camacho, and Deck Delegate F. S. Sarmento.
KNOW YOUR RIGHTS
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The conslilution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, wiiich are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and .separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds arc made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the shipowners. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the shipowners, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20(h Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. The.se contracts specify the wages
and conditions under which you work and live ab6ard
.ship. Know your contract rights, as well as your obliga
tions, such as liiing for OT on the proper sheets and in
24 / LOG / October 1977
the proper manner. If, at any time, any SIU patrolman
or other Union official, in your opinion, fails to protect
your contract rights properly, contact the nearest SIU
port agent.
EDITORIAL POLICY — SEAFARERS LOG. The
Log has traditionally refrained from publishing any ar
ticle serving the political purposes of any individual in
the Union, officer or member. It has also refrained from
publishing articles deemed harmful to the Union or its
collective membership. This established policy has been
reaffirmed by membership action at the September, I960,
meetings in all constitutional ports. The responsibility for
Log policy is vested in an editorial board which consists
of the Executive Board ot the Union, ihe Executive
Board may delegate, from among its ranks, one individual
to carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone at
tempts to require any such payment be made without sup
plying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to headquarters.
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
EQUAL RIGHTS. All Seafarers are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no Seafarer may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing but not limited to furthering the political, social and
economic interests of Seafarer seamen, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and the
advancement of trade union concepts. In connection with
such objects, SPAD supports and contributes to political
candidates for elective office. All contributions are vol
untary. No contribution may be solicited or received
because of force, job discrimination, financial reprisal, or
threat of such conduct, or as a condition of membership
in the Union or of employment. If a contribution is made
by reason of the above improper conduct, notify the Sea
farers Union or SPAD by certified mail within 30 days of
the contribution for investigation and appropriate action
and refund, if involuntary. Support SPAD to protect and
further your economic, political and social interests,
American trade union concepts and Seafarer .seamen.
If at any time a Seafarer feels that any of the ahove
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Hall
at headquarters by certified mail, return receipt requested.
�Port of San Juan Sure Packs a Punch
\¥:
•if
SAN JUAN, PUERTO RICO—
Don't let the balmy breezes and palm
trees deceive you. Puerto Rico may
be a tropical pleasure spot. But like
the sweet rum drinks the island is
famous for, the port activity here
packs a strong punch.
The port of San Juan in Puerto
Rico is the jumping off point for the
busy island trade in the Caribbean.
And it has the biggest tug and barge
operation in the Caribbean to handle
it—the SIU-contracted Caribe Tug
boat Corp.
Caribe came to San Juan only a
year-and-a-half ago. It took over the
operation of another tug and barge
outfit, Puerto Rico Lighterage. In
that short time, the company doubled
the existing fleet to 13 boats and six
barges.
And it's still growing. Two more
Capt. Marcel Blancq takes reading aboard his containerboats are expected within the next
ship Manati. The 450 gross ton vessel is one of a kind in
few months.
Caribe's
tug and barge fleet.
Caribe is making plans to expand
its four basic runs: trailer barges to
Jacksonville, Fla. and the Dominican
Republic; molasses filled barges to
rum factories in the Leeward and
Windward Islands that curve down
to Venezuela.
It recently added a weekly trip for
general cargo to Cumana, Vene
zuela. The company is also looking
ahead to business with Cuba, should
that country and the U.S. open up
trade.
Job opportunities for SIU Boat
men are growing along with Caribe.
Moreover, the new three-year Union
contract is bringing Boatmen here
Crane operator Francisco Malave Rivera really knows his significant wage increases, work rule
way around the Caribe Tugboat yard. He has been on the changes and new welfare and vacation benefits. These are along the
job in this location on San Juan Bay since 1938.
lines of the Standard Agreement
which the Union is working toward
for the entire inland membership.
The Caribe contract was unani
mously ratified in June.
Caribe's boats carry a crew of
seven SIU Boatmen. The operation
also includes 17 engineers, mechan
ics, electricians and carpenters on the
beach, plus a shore pool of 10 men
for general maintenance. Boats from
Caribe's Jacksonville and Miami
branches generally come to the San
Juan base for repairs.
But San Juan is not only a grow Enrique Nieves, AB on the Manati, sees what a turn at the
ing hub in the towing industry. It is helm feels like.
also, of course, an active containerport.
Eleven deep sea vessels in the SIUcontracted Puerto Rico Marine Man
agement, Inc. fleet call regularly at
the port of San Juan.
Thus SIU Boatmen and deep .sea
members are .steadily at work here,
as steadily as the .sea breezes that rush
through this palm tree port.
•
Ricardo Caraballo, SIU delegate for the Caribe shore pool
(left) talks to his port agent in Puerto Rico, Juan Reinosa.
The engine room on the Manati is in the good hands of
Chief Engineer William Henry Lesher (left) and Wiper Reinaldo Ortiz.
October 1977 / LOG / 25
i
�The tug Fajardo (Caribe) gets ready to push the molasses-filled barge, shown in the foreground, to a
rum factory in St. Croix, V.I. In the background is a view of San Juan's containerport.
Engineer Arcadio Rivera (left) and Deckhand Edwin
Garcias are two of the Fajardo's crew.
Like mirror images, the tugs Monitor and Explorer wait at the Caribe dock for the return run to the mainland.
Posing in front of the tug El Morro (Caribe) are
(I to r). Union Chairman Louis Gonzalez, engineer,
Jose A. Gharries, captain, and Odilio Reza, engi
neer.
Automation can't do everything. Five mechanics apply real muscle power to remove worn out pistons
from the Monitor's diesel engine. They are (I to r): Miguel Vazquez, Florencio Guzman, Miguel Rodriguez
Pablo Baez, and Wilfredo Gonzalez.
V , iw.--
•:
Emllio Martinez, one of the Caribe shore pool, gets
the El Morro ready for a new paint job.
26 / LOG / October 1977
^L
An overhead shot of the above operation. Supervising, at right rear, is Francisco Malave.
�The crew of the GATCO Florida posed for a group shot while the tug was tied up in the San Juan harbor
They are, standing (I to r); John Kale, cook, Edward Schaffhauser, AB, and SlU Port Agent Juan Reinosa
Seated at counter (I to r) are: Pete Popour, AB, Erik H. Eriksen, relief captain, Charles Flowers, chief engi
neer, and William Brinkley, captain.
Thp containership Aguadllla (Puerto Rico Marine Management) was in San
Juan during the Log's visit this month. Shown here is the Chief Steward
Sidney Garner.
Another member of the Aguadllla steward department is John
Rodriguez.
The Florida is GATCO's only deep sea tug. The
3,000 hp. boat runs from Mobile to San Juan.
The Humacao. another SlU-manned containership also paid off in San Juan this
month. Making a SPAD donation at the time is Bosun Johannes Sorel (left). Port
Agent Juan Reinosa holds up the proof.
The Humacao committee includes (I to r): Johannes Sorel, chairman, Charles Fox, deck
delegate, B. Baa, steward delegate, and Clemente Figueroa, engine delegate.
October 1977 / LOG / 27
�The Jones Act:
It's a Tough Job Keeping It on the Books
MM
'/Vzc SI U has been fighting for 25 years to keef) the Jones Act intact so that America's coastwise trades will continue to be reserved for carriage in U S
flag equi/nncut as iji above photo.
.s
•
This is the 16th in a series of articles which the
Log is publishing to explain how certain organiza
tions, programs and laws affect the jobs and job
security of SIU members. This particular article,
though, is the second in a series of three articles
which deals with the Jones Act, the most impor
tant piece of maritime legislation on the books
today.
America's domestic waterborne trades—includ
ing deep sea eoastwise, inland waters and Great
Lakes—provide jobs for more than 185,000 U.S.
workers. The job breakdown looks something like
this:
• 20,000 U.S. shipyard workers engaged in
building oceangoing vessels for the domestic
trades.
• 40,000 workers in allied industries which
support domestic ocean shipbuilding programs.
• 20,000 employees in inland shipyards in
volved in the construction of tugs, towboats and
barges.
• 12,000 seamen (based on 2,5 jobs generated
by each shipyard position) aboard oceangoing
vessels in the domestic deep sea fleet.
• 93,000 workers on the nation's inland wa
ters, Lakes and nearby offshore.
Down to the last man and woman, these jobs
are maintained without Federal subsidies. But
more importantly, these jobs are protected from
foreign competition by- a relatively simple law
known as the Jones Act.
In brief, the Jones Act requires that only Amer
ican-built, American manned and American reg
istered vessels can be used in the nation's do
mestic waterborne trades. These trades refer to
all cargoes shipped by water from one U.S. port
to another U.S. port. They include deep sea coast
wise cargoes, as well as cargoes transported on
the nation's inland waters and between American
ports on the Great Lakes.
With all the benefits for U.S. workers and in
dustry that the Jones Act protects, you'd think
that this important law would be secure in its
position. Not true! In fact, for the past 25 years,
one of the SIU's top legislative priorities has been
L.
28 / LOG / October 1977
protection of the Jones Act's provisions.
National Emergencies
When the Jones Act was originally passed in
1920, Congress mandated that the law's provi
sions could not be waived for any reason other
than national emergencies.
The Jones Act, however, was first waived dur
ing World War II, when most of America's do
mestic fleet had to be committed overseas.
The Act was waived again in 1950 for the
Korean War. At this time. Congress gave the
Secretary of Defense the authority to grant ad
ministrative waivers of any U.S. navigation and
vessel inspection laws, including the Jones Act.
Under this unusual setup, the Treasury Secretary
was required to waive the Jones Act if requested
by the Secretary of Defense.
However, Congress indicated then that this
Jones Act at a
Glance
The Jones Act requires that all cargo car
ried between U.S. ports must be carried in
U.S.-flag ships or boats. Following are the
requirements a vessel must meet in order to
carry these domestic cargoes:
• The vessel must be owned, either
through an individual or corporation, by an
American.
• The vessel must be manned by U.S.
officers and crews.
• The vessel must be built and registered
in the United States.
• A vessel of more than 500 tons, which
is rebuilt abroad, cannot engage in the U.S.
trades.
The Jones Act applies to all vessels en
gaged in (he U.S. domestic trades. This in
cludes tugs, barges, ffshing vessels, deep-sea
ships, dredges, and related vessels.
statute would be rescinded at the end of the wqr.
That was 24 years ago. But it is still in effect today.
And because it is in effect, the Jones Act has
periodically come under attack by various inter
ests (in particular the oil companies) who would
like to bring foreign vessels into the U.S. domestic
trades.
In the past five years alone, attempts have been
made to waive the Jones Act for the coastwise
carriage of oil, LNG, coal and ammonia.
The most serious of these recent attempts came
in Dec. 1973. At that time. Senator Paul Fannin
(R-Ariz.) tried to get Senate approval for a Jones
Act waiver involving oil. Fannin wanted to grant
the Sec. of Commerce the right to allow foreignflag tankers to carry domestic U.S. oil cargoes "if
it is determined that U.S. flag vessels are not avail
able in sufficient numbers at reasonable rates for
the transport of emergency related products within
the American domestic trades."
If Fannin had gotten his way, it would have
given foreign ships that first crucial step in the
door into our domestic oil trade—by far the larg
est of all U.S. coastwise trades.
SIU Fought
The SIU fought Fannin's move by providing
the Senate with facts concerning the U.S. fleet's
ability to handle all our domestic oil carriage. The
Senate defeated Fannin's measure 60-27.
Around the same time, the SIU helped defeat
attempts to allow foreign vessels to carry LNG
from Alaska to New England, ammonia from
Alaska to the Pacific Northwest, and coal from
Hampton Roads, Va. to New England.
There has been relatively little action involving
the Jones Act in the last year or so. But from ex
perience, we can be sure that attacks on the Jones
Act will continue to be a part of the SIU's political
life.
The SIU's job in protecting the Jones Act is
simple. That is, keep on top of the daily legislative
happenings in Congress. And if something comes
up involving Jhe Jones Act, be ready to carry the
fight to keep the law intact.
[Next Month: The Jones Act and what we can
expect involving this law in the future.]
�|>;i6 Get ABji;
,}, Tickets ,1,
The Harry Lundeberg-|^-School of Seamanship
f
"For a better job today, andjob security tomorrow."
Recent Able-Seaman Class get together for a group shot after completing
deck course at the Lundeberg School. Kneeling from the left are: Wilbur
McAllister, Bobby Riddick, Melvin DiBiasi, Jack Prichard and Don Shadrick,
Standing from the left are: Craig Skerston, Augie Tellez, Jim Dawson, Andy
Grimes, Griffith Mutton, David McCullough, Billy Edwards, James Price, Rod
Clark, Steven Rainville, and Ray Waiters.
18 Get QMED Rating
Posing in front of full scale ship's console at the Lundeberg Upgrading Center
are, kneeling from the left: Craig Smith, Otis Sessions, William Sullivan, Steve
Kues, Diogenes Santos, Bruce Williams, Conrad Taylor, Robert Bunch and
Oliver Myers. Standing from the left are: Theopolis Jordan, Thomas Conway,
Erik Persson, Hanable Smith, Ross Hickenbotan, James McCrary, Paul Wolf,
James Badgett and Chris Killeen.
Couple of Cook and Bakers
t
t
t
t
t
t
jl! Lifeboats [iT
111 A-w 111
Twelve SlU members gather for class shot after completing recent Lifeboat
Course at HLSS. Front row from the left are: Santiago Cadiz, Bobby Riddic,
Jack Prichard, Julio Mango and Vicente Guzman. Back row from the left are:
Michael Warren, James Price, Francisco Orta, George Bradley, Peter Salzman,
William Morris and Gary Pierce.
Dozen LNG Upgraders
Twefve Seafarers from a recent LNG Course at the Lundeberg School get
together for photo after class. Seated left to right are: Pete Zukier, John
McLaughlin, Howard Webber, Charlie Clausen and Scotty Byrne. Standing
from the left are: Gregory Perez, Charles Boyle, A. R. Haskins, Thomas J.
Thomas, Pete Dolan, Ramon Echevarria and Richard Williams.
17 Black Gangers in
FOWT Course
A recent FOWT Class, 17 Seafarers in all, pose for pix after completing this
important black gang course. Front row from the left are: Martin Balagths,
Steve Bov^en, Randy McDonnell, Victor Vasquez and Mario Vasquez. Stand
ing from the left are Mickel White, Walter Deveraux, Bob Basher, Dave
Seafarers Tim Dean, left, and Steve Hamilton congratulate each other after
Mullenberg, Michael Capparo, George Castle, James Oliver, Ken Stratton,
achieving their cook and baker endorsements at the Lundeberg School.
f Jessie James, Leslie Gallo, Ray Browing and Scott Wilkinson.
October 1977 / LOG / 29
�a
Margarito Borja, 65, joined the
SIU in the port of Seattle in 1956
and sailed as a fireman-watertender.
Brother Borja sailed 26 years and
during the Vietnam War. He received
a 1960 Union Personal Safety
Award for sailing aboard an acci
dent-free ship, the SS Kyska (Water
man), Seafarer Borja was born in
Dalaguite, Cuba, P.I. and is a resi
dent of San Francisco.
Woodrow A. "Woody" Brown, 64,
joined the SIU in 1946 in the port of
New York sailing as an oiler.
Brother Brown sailed for 32 years.
He attended the 1971 Union Con
vention and a Piney Point Educa
tional Conference. Seafarer Brown is
a World War II veteran of the U.S.
Army. He was born in Dothan, Ala.
and is a resident of Tampa, Fla.
Theodore "Ted" Catharine, 65,
joined the SIU in 1942 in the port
of Galveston sailing as an OS.Brother
Catharine sailed for 43 years. He was
born in Texas and is a resident of
Galveston.
James H. Naylor, 55, joined the
SIU in 1945 in the port of Philadel
phia and sailed as a chief steward.
Brother Naylor walked the picket
line in the 1965 District Council 37
beef. He was born in Ft. Ogden, Fla.
and is a resident of Coden, Ala.
Vollie W. O'Mary, 60, joined the
SIU in 1947 in the port of Mobile
and sailed as a bosun. Brother
O'Mary sailed 32 years. He is a
World War II veteran of the U.S.
Navy. Born in Alabama, he is a resi
dent of Columbus, Miss.
>(, "'f'
N/*
August F. Reich, 67, joined the
SIU in the port of San Francisco in
1967 and sailed as a fireman-water
tender. Brother Reich sailed 25
years. He was born in San Francisco
and is a resident there.
f
John P. Zimmer, 67, joined the
SIU in 1946 in the port of New York
and sailed as a chief steward.
Brother Zimmer sailed 31 years. He
is a World War II veteran of the U.S.
Army Infantry Corps. Born in St.
Louis, he is a resident of New
Orleans.
fmiONCRS
Miguel Salcedo, 59, joined the
SIU in 1941 in the port of New York
and sailed as a deck engineer.
Brother Salcedo sailed 41 years. He
was born in Puerto Rico and is a res
ident of Catano, P.R.
Morton Trehem, 60, joined the
SIU in 1941 in the port of Mobile
and sailed as an AB. Brother Tre
hem sailed 32 years. He was born in
Moss Pt., Miss, and is a resident
there.
Alan D. Williams, 59, joined the
SIU in 1945 in the port of New York
and sailed as a chief steward. Brother
Williams sailed 35 years. He was.
born in Cornwall, N.Y. and is a resi
dent of Grayland, Wash.
Insley W. Coffey, 56, joined the
Union in the port of Houston in
1957. He had sailed as an oiler and
fireman-watertender for the Lykes
Brothers Steamship 'Co. in 1934.
From 1935 to 1977, Brother Coffey
sailed as a chief engineer for the
G & H Towing Co. He was bom in
Texas City, Tex. and is a resident of
Galveston.
Bennie W. Morgan, 65, joined
the SIU in the port of Mobile in
1959 and sailed as fireman-water
tender and in the steward depart
ment. Brother Morgan is a 1958
graduate of the Andrew Furuseth
Training School. He also attended a
Union Educational Conference in
Piney Point, Md. Seafarer Morgan is
a World War II veteran of the U.S.
Navy. A native of Jackson, Ala., he
is a resident of Chickasaw, Ala.
Cornelius C. Mahaney, 60, joined
the Union in the port of Detroit in
1960 and sailed as an oiler and conveyorman. Brother Mahaney sailed
for 40 years. He was born in Buffalo,
N.Y. and is a resident of Toledo,
Ohio. He played a key role in or
ganizing the Boland fleet and also
helped to organize other companies
in 1960 and 1961. He now plans to
do a lot of traveling.
Baltimore Committee
Smilin' Jack Caffey, N.Y. patrolman, (seated) takes time out from his payoff
report to pose with the Ship's Committee of the SS Baltimore (Sea-Land) on
Sept. 29 in Port Elizabeth, N.J. They are (I. to r.): Deck Delegate W. Kohut;
Engine Delegate Fred W. Neil; Steward Delegate I. Goncepcion, and Recerti
fied Bosun William Osborne, ship's chairman.
30 / LOG / October 1977
3m
a:
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Jl
I ^•
Bruno Jack Woturski, 65, joined
the SIU in 1946 in the port of Phila
delphia and sailed as a bosun.
Brother Woturski sailed 29 years.
He is a World War II veteran of the
U.S. Navy. Seafarer Woturski was
born in Wilmington, Del. and is a
resident of Philadelphia.
Andrew J. Ewing, 62, joined the
Union in the port of Mobile in 1957
and sailed as an engineer. Brother
Ewing sailed 22 years for the Bay
Towing and Dredge Co. and from
1974 to 1977 for the Radcliff Mate
rials Co. He was bom in Gasque,
Ala. and is a resident of Foley, Ala.
Wilbert D. Goodwin, 64, joined
the Union in the port of Baltimore
in 1962 sailing as an AB-carpenter.
Brother Goodwin sailed as a deck
hand for the Norfolk Dredging Co.
from 1955 to 1962, the Sheridan
Transportation Co. in 1962, and for
the Allied Towing Co. from 1968 to
1972. He was born in Cedar Is.,
N.C. and is a resident there.
Walter T. Pachulski, 60, joined
the Union in the port of Baltimore
in 1956 and sailed as an oiler and
engineer. Brother Pachulski sailed
from 1937 to 1977 for the C. H.
Harper Associates Co. He is a vet
eran of the U.S. Navy in World War
II. Born in Baltimore, he is a resi
dent there.
Henry D. Muzia, 65, joined the
Union in the port of Milwaukee in
1962. He sailed as an oiler for the
E. D. Gillen Co. from 1956 to 1976.
Brother Muzia is a resident of Mil
waukee.
George W. Parkin, 62, joined the
Union in the port of Philadelphia
in 1961. He sailed as mate, captain,
and first class pilot for 36 years.
Brother Parkin sailed as a mate and
master for the Graham Tugs Co. in
1941, Interstate Oil Co. from 1950
to 1951, as a captain for the Taylor
and Anderson Co. from 1951 to
1962, and as a tug mate for the
James McAllister Brothers Co. from
1973 to 1977. He also sailed for the
Moran Towing Co. in New York,
Wood Towing Co. in Norfolk, and
for the S. C. Loveland Co. in Phila
delphia. A native of Beaufort, N.C.,
he is a resident of Westville, N.J.
1
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TO AVOID DUPLICATION: If you are an old subscriber and have a change
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Editor,
LOG
675 Fourth Ave.,
Brooklyn, N. Y. 11232
�Core Trader Committee
Legal Aid
Notice to MonAors
On SIA^mg Protoduro
In the event that any SIU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
NEW YORK, N,Y.—Schulman,
Abarbanel & Schlesinger
350 Fifth Avenue
New York. N.Y. 10001
Tele. #(212)279-9200
BALTIMORE, MD.—Kaplan,
Heyman, Grecnberg, Engelman
& Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore. Maryland 21201
Tele. #(301)539-6967
HOUSTON, TEX.—Combs,
' Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713)659-4455
TAMPA, FLA.—Hamilton,
Douglas & Bennett
101 East Kennedy Boulevard
Tampa, Florida 33602
Tele. #(813) 223-3991
SAN FRANCISCO, CALIF.—
Jennings, Gartland & Tilly
Crocker Plaza
1 Post Street, Suite 2600
San Francisco, Calif. 94104
Tele, #(415) 781-1854
ST. LOUIS, MO.—Gruenberg
& Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314) 231-7440
NEW ORLEANS, LA.—Dodd,
Barker, Boudreaux, Lamy
6 Gardner
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
LOS ANGELES, CALIF.—Bodle,
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, Calif. 90036
Tele. #(213) 937-6250
MOBILE, ALA.—Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904
OETROIT, MICH.—Victor G.
Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220
FALL RIVER, MASS.—Patrfcic
H. Harrington
56 N, Main Street, Bennett Bldg.
Fall River, Mass. 02720
Tele. #(617) 676-8206
SEATTLE, WASH.—Vance,
Davies, Roberts, Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.—Katz &
Friedman
7 South Dearborn Street
Chicago, III. 60603
Tele. #(312) 263-6330
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, membei^ must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs siiall be
given to all seamen who possess
Lifeboatman eiidorsemeiit by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the .sole jiidgiiieiit of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
In for repairs last month at a Hoboken, N.J. shipyard is the ST Cove Trader
(Cove Tankers) with the Ship's Committee of (I. to r): Chief Steward Ed John
son, secretary-reporter; Deck Delegate Pete Sanchez; Bosun D. T. Ruiz, ship's
chairman, and Steward Delegate Norman Evans.
In Emergency Notify USPHS by Telegram
Any Seafarer or Boatman who
is taken to a ho.spital other than
a USPHS facility for emergency
treatment, must notify the nearest
USPHS hospital of his situation
within 48 hours, and it is suggested
that the notification be made by
telegram.
In the past, many of our mem
bers have made it a practice to
notify USPHS by phone. Unfortu
nately, when it comes time to pay
the bill, there have been cases
SEPT. 1-30 1977
'
Alpena
Buffalo
Cleveland
when USPHS has refused to pick
up the tab claiming they have no
record of the telephone call. How
ever, by using telegrams you will
have permanent proof that you ac
tually notified USPHS within the
prescribed period and at the same
time you will eliminate any confu
sion dealing with phone calls.
If you have no recourse, though,
but to use tlie phone, you should
make it a point to get the name,
title and department of the person
who handled your call.
Wage checks are being held for
Seafarers C. H. Lewis and William
E. Hampson aboard the Manhattan
Inland (North American Trailing
Co.). They .should contact: James R.
Gillespie, 228 N. LaSalle St., Chi
cago, 111. 60601.
TOTAL SHIPPED
All Groups
Class A Class B Class C
All Groups
Class A Class B Class C
0
1
0
Detroit
Duluth
15
11
1
0
Totals
60
4
Frankfort
Cfiicago
Wages Held
TOTAL REGISTERED
3
5
5
7
14
0
0
0
0
0
0
2
0
0
0
J"?
DECK DEPARTMENT
11
12
13
5
9
6
37
21
15
5
114
49
9
14
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
0
0
2
3
1
3
7
3
2
7
26
0
1
2
0
1
0
1
5
0
1
1
0
0
0
1
3
2
3
2
2
12
1
0
2
22
1
0
2
0
1
0
0
4
2
1
0
0
3
0
1
7
0
0
Q
0
0
0
0
0
0
0
0
5
0
1
0
6
0
0
0
3
0
0
0
3
0
0
0
0
2
0
0
2
4
4
4
28
2
2
0
44
98
14
1
11
22
4
3
1
56
68
16
7
1
12
12
0
0
48
60
3
0
4
2
0
1
6
ENGINE DEPARTMENT
Alpena
Buffalo
4
3
Cleveland
Detroit
Duluth
2
19
8
Totals
48
Frankfort
Chicago
5
7
2
0
0
0
2
3
1
8
0
0
7
4
13
0
6
9
3
1
0
0
1
2
23
10
1
61
0
0
0
0
3
2
7
1
1
0
0
0
29
STEWARD DEPARTMENT
Alpena
Buffalo
Cleveland
Detroit
Duluth
Frankfort
Chicago
Totals
0
0
0
5
2
1
4
12
0
0
1
6
0
0
0
7
0
0
0
0
0
C
0
0
1
2
1
12
5
2
5
28
4
0
l
7
0
1
3
16
ENTRY DEPARTMENT
Alpena
Buffalo
Cleveland
Detroit
Duluth
Frankfort
Chicago
Totals
Totals All Departments
3
2
0
28
8
6
3
H
4
10
27
6
7
3
0
4
0
5
2
0
1
50
68
12
170
87
13
203
94
8
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
''*"Registered on the Beach" means the total number of men registered at the port at the end of last month.
October 1977 /LOG/31
�SIU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Woikers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
Paul Drozak
HEADQUARTERS
ALPENA, Mich
675 4 Ave., Bklyn, 11232
(212) HY 9-6600
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
Dispatchers Report for Deep Sea
ViFPT 1^0 1077
I. I-OU, vy I I
*TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
3
79
22
24
15
5
26
66
34
34
13
50
6
74
1
0
452
1
is
4
2
6
i
0
15
4
1
2
6
0
4
9
1
69
0
4
0
1
2
0
0
1
1
0
1
3
0
7
Q
Q
20
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
3
65
9
I5
22
5
17
54
18
28
15
28
9
46
1
1
336
2
25
4
7
3
2
4
12
8
7
3
6
0
n
1
1
96
2
5
Q
Q
1
0
0
0
1
0
0
5
1
4
0
0
19
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Totals All Departments
4
30
5
6
7
0
5
19
6
10
4
4
0
11
18
1
130
1
5
0
0
0
0
0
1
1
0
1
2
0
11
0
0
22
3
61
12
13
20
6
18
47
20
13
12
27
12
61
1
0
326
1
27
5
4
10
5
5
20
9
13
5
11
0
15
14
1
145
0
3
0
Q
1
0
0
0
0
0
0
4
2
5
0
0
15
SF
3
15
4
3
10
0
3
17
5
5
2
8
2
10
0
0
87
0
3
1
1
3
1
0
3
2
0
2
1
0
9
0
0
26
3
128
11
28
26
10
28
98
41
55
19
46
13
86
0
1
593
4
28
5
13
4
2
6
20
13
11
6
6
0
21
0
0
139
4
8
0
0
2
0
0
1
3
0
0
1
0
4
0
0
23
1
36
0
10
0
0
1
.40
0
25
0
0
2
64
0
15
0
0
6
15
7
4
10
33
21
17
5
20
3
21
0
0
199
1
2
1
0
1
5
2
2
0
2
0
5
7
1
39
0
0
0
0
0
0
1
0
0
0
0
0
0
0
1
6
15
14
7
8
30
17
21
5
22
5
35
0
0
226
9
4
4
3
4
27
8
6
1
8
4
20
33
2
158
0
1
3
0
0
1
1
7
6
9
0
3
0
0
31
7
18
22
7
27
60
27
34
7
22
7
52
0
0
356
1
2
2
1
2
6
3
6
1
3
0
6
0
0
48
0
0
0
0
0
0
1
0
0
0
0
0
0
0
1
ENTRY DEPARTMENT
2
35
4
59
3
46
1
41
8
98
8
126
9
13
3
2
8
24
10
20
3
17
6
25
0
0
177
8
13
10
1
9
43
26
19
6
18
5
31
47
1
300
0
9
5
0
1
5
3
16
9
23
1
18
0
0
139
7
27
4
3
15
49
16
34
3
16
18
30
0
0
264
18
22
10
1
12
60
18
19
7
12
10
29
1
1
326
2
16
5
1
1
9
6
13
4
13
1
40
Q
1
246
M64
M4
179
1,986
600
2M
997
433
^
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
32 / LOG / October 1977
7
153
18
48
25
12
43
127
42
52
22
74
18
131
1
0
773
STEWARD DEPARTMENT
Port
Boston
New York
7
68
19
19
24
10
26
58
25
36
17
41
3
91
1
0
445
ENGINE DEPARTMENT
Port
Boston
New York
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
BUFFALO, N.V
215 Essex St. 02111
(617) 482-4716
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL.. 9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DETROIT , Mich.
10225 W. Jefferson Ave. 48218
(313) VI 3-4741
DULUTH, Minn
2014 W. 3 St.' 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main SI. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N.J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif.
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. 1313 Fernandez, Juncos,
Stop 20 00909
(809) 724-2848
SEATTLE, Wash. . . . . 2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 3.3609
(813) 870-1601
TOLEDO, Ohio ... .935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan
P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
Shipping at deep sea A&G ports re
mained from good to excellent in all
areas. A total of 1,508 Seafarers shipped
on SlU-contracted deep sea vessels. Of
this number, 997 were full book men,
while 443 were "B" seniority and 68
were "C" seniority. Shipping is expected
to remain good in all areas.
�dm.
The San Francisco Story
Union benefits are perhaps never more appreciated than M'hen they are put to work for the member who can no longer work himself. These Seafarers from the port
of San Francisco can attest to that. At the September membership meeting in San Francisco, photos above, several retired members came to collect their first pension
checks. Photo No. 1 shows new pensioner Jack C. Taylor; 2. SIU Headquarters Representative Steve Troy, center, congratulates two new pensioners at the same time,
Margarito Borja, left, and August F. Reich; 3. Wilbur Sink flashed a big smile after rccching his first pension check at the meeting. In photos below, disability pensioners
or other SIU members receiving in-hospital checks last month at the San Francisco U.S. Public Health Service Hospital, were also glad that they could count on their
Union benefits when they really needed them. They are; 4. Gordon Chambers, 5. Dioscoro B. Militar, 6. Raymond J. Phillips, 7. Luke Camholi, 8. Candeliario Ramos,
and 9. Patrick G. Fox.
October 1977 / LOG / 33
�€
SEA-LAND EXCHANGE (SeaLand Service), August 7—Chairman,
Recertified Bosun Perry Greenwood;
Secretary E. Heniken; Educational Di
rector George Renale; Deck Delegate
J. McLaughlin; Engine Delegate A.
Faria; Steward Delegate Robert Pimantal. $22.10 in ship's fund. No disputed
OT. Chairman reported to crew on
"Service" under the pension plan, as
noted on page 28 in the Log. Urged all
members to read the Log and all the
interesting articles contained therein.
Secretary reported that anyone who
needs any benefit forms to call at the
office. Educational director gave infor
mation on the upgrading courses of
fered by the Union and that all mem
bers should take advantage of them as
it means a better salary. It was also
noted that a new walking lane was
made at Hong Kong for the safety of
the members. Observed one minute of
silenee in memory of our departed
brothers. Next port, Yokohama.
PORT (Asbury Steamship), August
14—Chairman, Recertified Bosun J. C.
Northcutt; Secretary D. Collins; Educa
tional Director R. Davis; Deck Dele
gate Carlo J. >iarino; Engine Dele
gate C. W. Cunningham; Steward Dele
gate Herlies A. Evans. Some disputed
OT in deck department. Chairman re
ports that the cook and baker, Louis
Pinilla, was hospitalized in the Panama
Canal Zone. Secretary reports that
there were a good many back-dated
Logs on board ship which provided ex
cellent reading for everyone. A vote of
thanks was given to the steward and
chief cook for carrying on in fine SIU
style without a cook and baker. Next
port, Honolulu.
ANCHORAGE (Sea-Land Service),
August 21—Chairman, Recertified Bo
sun Sven E. Jansson; Secretary C.
White; Educational Director E. Neathery; Engine Delegate John J. Starr, Jr.
$3 in ship's fund. No disputed OT. En
gine delegate thanked the ship's chair
man for his cooperation in getting a few
problems settled in the engine room.
One of the members complained about
fumes from cargo placed up next to liv
ing quarters. Suggested that it be placed
forward away from crew. Report to
Log: "Would like it if the bosun was
commended for the good job he is doing
on this ship." Observed one minute of
silence in memory of our departed
brothers. Next port, Elizabeth.
CARTER BRAXTON (Waterman
Steamship), August 7—Chairman, Re
certified Bosun Richard Thoe; Secre
tary J, Pursell; Educational Director J.
Rogers; Deck Delegate Joseph Blanchard. No disputed OT. The crew and
officers made a donation for the chief
mate who passed away in Russia. Ob
served one minute of silence in memory
of our departed brothers.
ST. LOUIS (Sea-Land Service), Au
gust 7—Chairman, Recertified Bosun
Donato Giangiordano; Secretary T. R.
Goodman; Educational Director
F. Horn. $62 in ship's fund. No dis
puted OT. Chairman discussed the re
pair list, the drug problem and the
importance of donating to SHAD. Sec
retary Theodore R. Goodman in a fare
well speech thanked his department
and crew for 14 months of a beautiful
friendship and good sailing without a
major beef. Educational Director Fred
die Horn is doing a fine job keeping the
crew up-to-date on ship literature. All
communications received were read
and posted. A vote of thanks to the
steward department for a job well done.
34 / LOG / October 1977
TRANSCOLORADO (Hudson
Waterways), August 21—Chairman,
Recertified Bosun Ted Tolentino; Sec
retary Ceasar F. Blanco; Educational
Director Francis Sylvia; Deck Delegate
Walter Olivera; Engine Delegate Stan
ley Phillips; Steward Delegate John
Shaw. $14.50 in ship's fund. No dis
puted OT. All communications re
ceived were read and posted. Chair
man advised all entry rating men to
upgrade. Discussed the importance of
donating to SPAD. Observed one min
ute of silence in memory of our de
parted brothers.
THOMAS JEFFERSON (Waterman
Steamship), August 28—Chairman,
Recertified Bosun Glen Stanford; Sec
retary Bill Kaiser; Educational Direc
tor Lyle Clevenger; Deck Delegate
James S. Rodgers; Engine Delegate
Efraim Garcia; Steward Delegate John
nie H. Green. No disputed OT. Chair
man reports that this has been a good
trip. Engine Delegate Efraim Garcia
says that new gaskets should be put on
watertight doors aft of galley and messhall as it is unsafe to walk in water to
get to the messhall or galley. Next port,
Boston.
yUOlo):
STONEWALL JACKSON (Water
man Steamship), August 21—Chair
man, Recertified Bosun Carl Lineberry;
Secretary J. Gonzales. Some disputed
OT in the engine department. Secretary
reported that the launch service is very
inconvenient in Bombay. The Log was
received in the Persian Gulf. All com
munications received were read and
posted. Observed one minute of silence
in memory of our departed brothers.
ULTRAMAR (Apex Marine) Au
gust 28— Chairman, Recertified Bosun
N. F. Beavers; Secretary E. W. Lambe;
Educational Director G. Thompson.
No disputed OT. Secretary, E. W.
Lambe discussed with the crew the im
portance of going to upgrading school
at Piney Point. Also the importance of
SPAD. A vote of thanks to the steward
department for a job well done. Next
port in Turkey.
VANTAGE DEFENDER (National
Transport), August 28 — Chairman,
Recertified Bosun Raymond Hodges;
Secretary C. Scott; Educational Direc
tor Cooper. Some disputed OT in deck
department. Educational director dis
cussed the importance of donating to
SPAD. Advised all to be careful going
into tanks as the ladders are broken. A
vote of thanks was extended to Ray
Casanova, the baker, for the fine bak
ing he has performed aboard ship; also
to the steward department for their
wonderful effort and good food.
LONG BEACH (Sea-Land Service),
August 7—Chairman, Recertified Bo
sun B. R. Scott; Secretary W. J. Smith;
Educational Director S. Green; Stew
ard Delegate John R. Tilley. $19 in
ship's fund. No disputed OT. Chair
man reported that SIU Representative
George Ripoll was aboard ship in Eliz
abeth and informed the crew of LNG
ships and LNG Program. Also dis
cussed the new pension plan. A vote
of thanks to the steward department
for a job well done. Next port Long
Beach.
MEMBERSHIP MEETINGS'
SCHEDULE
Port
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Detroit
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Jersey City
Date
Nov. 7
Nov. 8
Nov. 9
Nov. 10
Nov. 10
Nov. 11
Nov. 14
Nov. 15
Nov. 16
Nov. 17
Nov. 21
Nov. 25
. Nov. 12
Nov. 10
Nov. 19
Nov. 15
Nov. 15
Nov. 16
Nov. 18
Nov. 17
Nov. 14
Deep Sea
Lakes, Inland Waters
2:30 p.m
2:30 p.m
2:30 p.m
9:30 a.m
2:00 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
10:30 a.m
2:30p.m.
—
—
—
—
2:30 p.m
—
—
UIW
7: 00 p.m.
7:00 p.m.
:G0 p.m.
7: 00 p.m.
7: 00 p.m.
7:00 p.m.
1:00 p.m.
OVERSEAS JUNEAU (Maritime
Overseas), August 21—Chairman, Re
certified Bosun Pablo Barrial; Secretary
J. D. Reyes; Educational Director Car
rol P. Boudreaux; Deck Delegate Ed
ward Adams; Engine Delegate Albert
W. Funk; Steward Delegate Henry
Christian. $63 in ship's fund. No dis
puted OT. Captain David Baldick gives
a lecture and instruction on lifesaving
and on the firefighting equipment every
week at the fire and boat drill. All ships
should have this.
NEWARK (Sea-Land Service), Au
gust 7—Chairman, A. Vilanova; Sec
retary L. Crane; Educational Director
R. Coleman; Deck Delegate R. Wood;
Engine Delegate W. West; Steward
Delegate D. King. $5 in ship's fund.
No disputed OT. Chairman suggested
that all members read the Log to keep
informed on what is going on. A vote
of thanks to the steward department for
a job well done. Next port, Anchorage.
BAYAMON (Puerto Rico Marine),
August 19—Chairman, Recertified Bo
sun Calixto Gonzales; Secretary J. Ross;
Educational Director Stanley Gondzar;
Deck Delegate Paul Butterworth. $33
in ship's fund. No disputed OT. Chair
man held a discussion on the definition
of "Service" under the pension plan. A
vote of thanks to the crew for their be
havior and to the steward department
for a job well done. Observed one min
ute of silence in memory of our de
parted brothers.
SEA-LAND TRADE (Sea-Land
Service), August 17—Chairman, Re
certified Bosun R. C. Meloy; Secretary
Raymond P. Taylor; Educational Di
rector R. Gallegos, Jr.; Deck Delegate
Timothy J. Bolen; Steward Delegate
Montgomery Martin. $80 in ship's
fund. Some disputed OT in deck de
partment. Chairman reported that all
repairs are being completed. A vote of
thanks to the steward department for a
job well done.
• it
Official ship's minutes were also re-^^^
ceived from the following vessels:
ROBERT E.LEE
BORINQUEN
BRADFORD ISLAND
MARY
FLOR
OVERSEAS TRAVELER
SUGAR ISLANDER
SEA-LAND RESOURCE
SEA LAND PRODUCER
MONTICELI.O VICTORY
ARECIBO
TAMPA
DELTA ARGENTINA
JACKSONVILLE
SEA-LAND GALLOWAY
OAKLAND
SAN JUAN
BOSTON
ACHILLES
SEA-LAND ECONOMY
COUNCIL GROVE
OVERSEAS JOYCE
MOHAWK
ALLEGIANCE
SEA-LAND MC LEAN
COLUMBIA
EAGLE TRAVELER
OGDEN CHAMPION
SEA-LAND CONSUMER
MARYLAND
SEA-LAND FINANCE
V
POINT JULIE
I ';
OVERSEAS VALDEZ
AMERICAN EXPLORER
POTOMAC
OVERSEAS ARCTIC
�Franklin W. Fyock, 53, died in the
Seattle USPHS Hos
pital on Sept. 3.
Brother Fyock
joined the SIU in
1948 in the port of
Baltimore sailing as a
l^ll FOWT and engine
delegate. He sailed 31 years. Seafarer
Fyock was a wounded veteran of the
U.S. Army in World War II. Born in
Baltimore, he was a resident of Seattle.
Surviving is a sister, Mrs. John (Irene)
M. Baerwald of Baltimore.
Charles H. Hazelton, 61, died in the
Seattle USPHS Hos
pital Sept. 1. Brother
Hazelton joined the
SIU in the port of
New York in 1959
sailing as a cook and
purser. He sailed 37
years, part of that time on the Great
Lakes and was also a former member
of the NMU. A native of Port Jervis,
N.Y., he was a resident of Seattle. Sur
viving is his mother, Virginia of San
Francisco.
Jessie L. Jones,
56, died on Sept. 20.
Brother Jones joined
the SIU in the port of
Norfolk and sailed in
the steward depart
ment. He sailed 16
years. Born in Ports
mouth, Va., he was a
resident there. Surviving are his widow,
Ella and a sister, Mrs. Elizabeth M.
Manzo of Portsmouth.
Pensioner Ru
dolph Karner, 73,
died of lung cancer
at home in Bergenfield, N.J. on Aug.
23. Brother Karner
joined the SIU in the
port of New York in
1951 and sailed as a
chief pumpman. He sailed 32 year,-;,
Seafarer Karner was also a machinist,
welder and pipefitter. A native of Esto
nia, USSR, he was a U.S. naturalized
citizen. Internment was in Hackensack
(N.J.) Cemetery. Surviving are his wid
ow, Ludmilla, and a son, Michael.
Pensioner Henry
J. McCue, 65, died
in the Boston USPHS
Hospital on Sept. 17.
Brother McCue
joined the SIU in the
port of Lake Charles,
'tjLa., in 1960 and
sailed as a bosun.
He served as ship's delegate. He was
also a member of the Atlantic Fisher
men's Union, which he helped to re
organize. Seafarer McCue sailed 45
years. Born in Newfoundland, Canada,
he was a resident of Woodbridge, N.J.
He was a U.S. naturalized citizen. Sur
viving are a son, Darrell, and three
daughters, Mrs. Mary E. Green of Nor
wood, Mass. and Baberta and Helen
of Woodbridge.
Raymond O.
Brown, 64, died on
Sept. 20. Brother
Brown joined the
Union in the port of
Norfolk in 1960 sail
- ^.
ing as a chief stew
• I
ard. He sailed 24
years. Seafarer
Brown was born in Massachusetts and
was a resident of Jacksonville, Fla. Sur
viving are his widow, Maymie; a son,
Jerry and a daughter, Raye.
Pensioner William
F. Cogswell, 74, died
of pneumonia in the
New Orleans USPHS
Hospital on Aug. 15.
Brother Cogswell
joined the SIU in
1947 in the port of
Mobile sailing as a
deck engineer. He sailed 41 years. Sea
farer Cogswell was a veteran of the U.S.
Navy in World War 1. He was born in
Staten Island, N.Y. and was a resident
of Mobile. Burial was in the Serenity
Memorial Gardens, Mobile. Surviving
is his widow. Flora Delia.
Pensioner Francis
B. O'Reilly, 73, died
of pneumonia in
Roosevelt Hospital,
Edison, N.J. on Sept.
9. Brother O'Reilly
joined the Union in
the port of New York
in 1960 and sailed as
a deckhand, mate and tug dispatcher
for the Penn-Central Railroad Co. from
1919 to 1970. Born in Jersey City,N.J.,
he was a resident of Edison. Burial was
in Hillside Cemetery, Metuchen, N.J.
Surviving are a son, Robert, and two
daughters, Marie and Phyllis of Edison.
Pensioner Freder
ick Edwards, 76,
passed away in the
New Orleans USPHS
Hospital on Aug. 13.
Brother Edwards
joined the SIU in the
port of New Orleans
ii in 1956 sailing in the
steward department. He also sailed in
the inland field. Born in New Orleans,
he was a resident there. Surviving are a
sister, Mrs. Alma M. Lewis, and a
nephew, Robert Lewis, Jr., both of New
Orleans.
Patrick J. Carey,
51, died on Aug. 30.
Brother Carey joined
the Union in the port
of Detroit in 1964
sailing as an AB for
the Boland & Corne
lius Steamship Co.
and Pringle Barge
Co. He sailed 22 years. Born in Detroit,
he was a resident there. Surviving is his
mother, Anne of Detroit.
Arthur V. Trotter,
/
,
51, died of a heart
' ^ - f
attack on the
Matadcll of! Lisbon,
Portugal on Sept. 2.
Brother Trotter
joined the SIU in the
A .
port of San Francis
co in 1968 and sailed
as a bosun. He served as ship's chair
man. He sailed 24 years. Seafarer Trot
ter was a veteran of the U.S. Navy in
World War 11. Born in Kansas, he v^as
a resident of San Francisco. Surviving
are his widow, Maxine; a daughter,
Mrs. Laura Bridges of Joplin, Mo., and
a stepdaughter, Mclanie Crawford.
William E. "BiU"
Nordland, 53, died
on Aug. 30. Brother
W, Nordland joined the
J|HPi|^
\
' .f-N;
4
New York in 1953
and sailed as a
OMED and ship's
'
delegate. He sailed
39 years. Seafarer Nordland worked
for the Union in an organizing drive
in Santurce, P.R. in 1962 and in 1964.
He also attended the HLSS in 1972.
He was a veteran of the U.S. Navy in
World War II and was an amateur oil
painter. Surviving is a cousin, Edwin,
of Philadelphia, Pa.
Pensioner Allan
G. Reese, 84. died
in the Baltimore
V
^
USPHS Hospital on
Aug. 26. Brother
Reese joined the SIU
'
in 1942 in the port
H
of New York sailing
as a chief steward.
He sailed 46 years. Born in the British
West Indies, he was a U.S. naturalized
citizen and a resident of Baltimore. Sea
farer Reese was a veteran of the U.S.
Army in World War 1. Surviving are
his widow, Bella, and a niece, Mrs.
Mary E. Wilson.
John Kordis, 62,
died on Sept. 1.
Brother Kordis
joined the Union in
the port of Detroit in
1960, sailing as a
conveyor man for the
American Steamship
Co.'s SS Buffalo and
the MV Diamond Alkali from 1974 to
1976. He sailed 31 years. A native of
Windber, Pa., he was a resident of Curtic, Ohio. Surviving is a son, John, of
Curtic.
e/'
•\
SIU pensioner
Sydney P. "Aussie"
Shrinipton, 71, died
of a heart attack in
.:r
Durham, N.C. on
Aug. 6. Brother
Shrimpton joined the
SIU in 1942 in the
port of Boston. He
sailed 53 years, 34 as a chief steward.
Seafarer Shrimpton also walked the
picketline in the 1965 District Council
37 beef. Born in Australia, he was a
resident at his death of the blue gra.ss
country in Wilmore, Ky. Steward
Shrimpton was also an avid collector
of U..S. and foreign gold coins. At one
time he was a journalist. Surviving is
his son. Dr. Philip F. Shrimpton,
D.V.M. (Doctor of Veterinary Medi
cine) of Wilmore who specializes in the
breeding of cattle. He won a four-year
SIU scholarship in 1967. Cremation
took place in the Triangle Crematory,
Chapel Hill, N.C.
Pensioner Alberto
Trevino, 81, died in
Miami, Fla. on Sept.
13. Brother Trevino
joined the SIU in
1948 in the port of
New York sailing as
a cook. He was born
in Tampa, Fla. and
was a resident of Miami. Surviving are
a daughter, Mrs. Adelaida Gonzales of
the Bronx, N.Y., and two sisters, Elisa
and Esperanza, both of Miami.
t
Milton R. Isaacs died on Aug. 22.
Brother Isaacs sailed with the SIU from
1962 to 1968. He was a resident of New
Orleans.
Andrew J. Blackmon, 34, died on
Aug. 19. Brother
Blackmon joined the
SIU in the port of
New Orleans in 1966,
the year he gradu
ated from the
Andrew Furuseth
Trainee School there. In 1968, he grad
uated from the HLSS in Piney Point,
Md. Seafarer Blackmon sailed as a
wiper and OS. He had two years of jun
ior college studying forestry and was
a veteran of the U.S. Marine Corps.
And he also worked as a welder for the
Alabama Dry Dock Co. in Mobile in
1965. Born in Greenville, Miss., he was
a resident of Long Beach, Miss. Surviv
ing are his grandmother, Mrs. L. A.
White of Natchez, Miss., and a brother,
Andre of North Hollywood, Calif.
Pensioner Carl
Ernest, 70, died of a
heart attack in Co
lumbia Memorial
Hospital, Hudson,
N.Y. on Aug. 25.
Brother Ernest
joined the SIU in the
port of New York in
1956 sailing as a chief steward. He
sailed 27 years and during the Vietnam
War. Seafarer Ernest walked the picket
line in the 1961 Greater N.Y. Harbor
beef and the 1962 Robin Line strike.
He was a veteran of the U.S. Army
Engineer Corps. A native of Germany,
he was a U.S. naturalized citizen and a
resident of Germantown, N.Y. Crema
tion took place in Cedar Hill Cremato
rium, Newburgh, N.Y. Surviving are a
brother, Walter of Mainz, West Ger
many; a nephew, Klaus, also of Mainz,
and a cousin, Mrs. Marie Nau of Schen
ectady, N.Y.
Pensioner Enrique
^
N. Con.stantino, 72,
,
died of pneumonia
•
"
in the Chalmette
(La.) General Hospital on Aug. 31.
Brother Constantino
\
joined the SIU in
"""
-"
1948 in the port of
New York sailing as a BR. He sailed
28 years and attended Piney Point Pen
sion Conference No 5 in 1970. A
native of Manila, P.I., he was a resident
of Chalmette. Internment was in Mem
orial Gardens Cemetery, Chalmette.
Surviving are his widow, Josephine; two
sons, Enrit|ue and Louis, and a sisterin-law, Mrs. Gloria Pantingo of Chal
mette.
August F. Thoinpson, 60, died
aboard the SS Del Sol (Delta Line) be
tween New Orleans and Pensacola, Fla.
on Sept. 23. Brother Thompson joined
the SIU in the port of New York in
1959 and sailed as a FOWT. He was a
veteran of the U.S. Army in World War
11. Born in Louisiana, he was a resident
of Baton Rouge, La. Sur\'iving are his
mother, Barbara, of Goodbee, La.; a
brother, Alton, and a niece, Mrs. Bar
bara T. Davis, both of Baton Rouge.
Glen Jamc.s, 34, died recently in a
Baltimore auto accident while of! duty
from the SS Carolina (Puerto Rico Ma
rine). Brother James joined the SIU in
the port of New York in 1964 and
sailed as an AB. He graduated from the
Andrew Furuseth Training School,
Brooklyn, N.Y. in 1966. Seafarer James
was born in New Orleans and was a
resident of Gardena, Calif. Surviving
are his widow, Lois, and his mother,
Bernice of New Orleans.
October 1977 / LOG / 35
�-r,7
Lundeberg Upgrading Schedule Thru 1978
rm.
m
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.
«
•
V
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i
Below is a complete list of all upgrading courses, deep-sea, inland, and Great Lakes, offered at the Lundeberg School in Piney
Point, Md. Also included is the starting dates for these courses for the remainder of 1977 and all of 1978. SlU members should be
aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will publish in
advance any such changes.
Deck Department
Courses
Course Name
Starling Dales
ABLE SEAMAN
Oeloh. r 27, 1977
Nov. 23, 1977
Jan. 19, 1978
March 2, 1978
April 17, 1978
May 25, 1978
July 6, 1978
Aug. 17, 1978
QUAKTEBiM ASTER
None Presently ScliecliihMl
TOW BOAT OPERATOR
(WcKlcrii Rivers)
Feb. 20, 1978
May 29, 1978
TOWBOAT OPERATOR
Oct. 31, 1977
March 20, 1978
June 26, 1978
(Inland Waters)
TOWBOAT OPERATOR
(Not More than 200 Miles
Offshore)
Oct. 31, 1977
March 20, 1978
June 26, 1978
MATE & MASTER
Sept. 4, 1978
FIRST CLASS PILOT
None Presently Scheduled
VESSEL OPERATOR
MANAGEMENT AND
SAFETY PROGRAM
Nov. 6, 1978
Dec. 4, 1978
Starting Sept. 1, 1977,
Lifeboatnian classes will
begin every two weeks right
through Dee. 21, 1978.
LIFEBOATMAN
TANKERMAN
Steward Department
Courses
Course Name
Starting Dates
CHIEF STEWARD
Nov. 10, 1977
Dec. 22, 1977
Feb. 7, 1978
March 23, 1978
May 4, 1978
June 15, 1978
July 27, 1978
Sept. 7, 1978
CHIEF COOK/TOWBOAT
COOK
Nov. 25, 1977
Jan. 12, 1978
Feb. 23, 1978
April 6, 1978
May 18, 1978
June 29,1978
Aug. 10, 1978
Sept. 21, 1978
COOK & BAKER
Starting Sept. 15, 1977,
Cook and Baker classes will
begin every two weeks until
Jan. 19, 1978. Then
starting Jan. 26, 1978, the
classes will begin every two
weeks running right
through lo Oct. .5, 1978
ASSISTANT COOK
Oct. 27, 1977
Dec. 8, 1977
Jan. 26, 1978
March 9, 1978
April 20, 1978
June 1, 1978
July 13, 1978
Aug. 24, 1978
Starting Sept. 1, 1977,
Tankerinan classes will
begin every two weeks right
through Dec. 21, 1978.
Engine Department Courses
Cour.sc Name
FIREMAN, OILER,
Starting Dates
WELDING
Nov. 28,1977
Dec. 27, 1977
Feb. 6, 1978
March 6, 1978
April 17, 1978
May 15, 1978
June 12,1978
July 24, 1978
Aug. 21, 1978
Sept. 18, 1978
Qualified Meniher of the
Engine Department (QMED)
Jan. 2, 1978
May 22, 1978
DIESEL ENGINEER
.Jan. 16, 1978
July 24, 1978
Jan. 5, 1978
WATERTENDER (FOWT)
March 16, 1978
April 13, 1978
June 22,1978
July 20, 1978
Oct. 2, 1978
LIQUIFIED NATURAL
GAS (LNG)
Nov. 15, 1977
Feb. 6, 1978
May 15, 1978
Aug. 21, 1978
MARINE ELECTRICAL
MAINTENANCE
Nov. 28, 1977
April 10, 1978
PUMPROOM OPERATION
AND MAINTENANCE
Oct. 17, 1977
Aug. 28, 1978
AUTOMATION
March 6, 1978
MAINTENANCE OF
SHIPBOARD
REFRIGERATION SYSTEMS
May 22, 1978
For further information regarding the courses offered at the Lundeberg School, members should contact their local SlU rep
resentative, or write to the Lundeberg School Vocational Education Department, Piney Point, Md. 20674.
36 / LOG / October 1977
�rgmrmix
John Hasson
Seafarer John
Has son J 23, has
been shipping with
the SIU ever since
he graduated from
Lundeherg School
Trainee Program in
1972. Just last year,
Hasson returned to
Finey Point to up
grade to AB. He also has lifeboat, firefighting and cardio-pulmonary resusci
tation cards. Brother Hasson was born
in Washington, D.C. and raised in
Maryland where he now lives. He ships
from the port of New Orleans.
Steve Williams
Seafarer Steve
Williams, 24, first
sailed with the SIU
in 1975 after grad
uating from the
Trainee Program at
the
Lundeberg
School. He began
sailing as steward
utility, but later up
graded to FOWT. He also earned his
cardio-pulmonary resuscitation card
and his lifeboat and fire fighting tickets.
Born in Jacksonville, Fla. Brother Wil
liams was raised in Mc Calenny, Fla.
where he still lives. He ships out of the
port of Jacksonville.
Robert Jones
Seafarer Robert
Jones, 23, has been
an SIU member
since he graduated
from the Lundeberg
School in 1975. He
has earned his life
boat, firefighting
and cardio-pulmon
ary cards and is
now sailing as FOWT. Brother Jones
was born and raised in San Francisco,
but resides in Daly City, Calif. He ships
out of the port of San Francisco.
Worcester Johnson, Jr.
Seafarer Worces
ter Johnson, Jr., 21,
began shipping as a
messman when he
joined the SIU in
1975 after graduat
ing from the Lunde
berg Trainee Pro
gram. He later re
turned for his
FOWT ratings and now holds his life
boat, firefighting and cardio-pulmonary
resuscitation cards. Brother Johnson
was born, lives and ships out of the port
of New Orleans.
Roger White
Seafarer Roger
White, 24, sails as
an FOWT in the
engine department.
He first went to sea
in 1974, after grad
uating from the
Lundeberg School
Trainee Program.
He has obtained his
firefighting and lifeboat tickets. And
just recently during the "A" Seniority
Program, he received his cardio-pul
monary resuscitation card. Brother
White was born in New Orleans, raised
in Los Angeles, Calif, and now resides
in Ocean Spring, Miss. He ships out of
the port of New Orleans.
Jim Mc Crary
Seafarer Jim Mc
Crary, 22, started
sailing as an assist
ant cook with the
SIU after graduat
ing from the Lunde
berg School T rainee
Program in 1974.
He returned to the
School in 1975 for
FOWT endorsement and now sails as a
fireman-oiler. Just recently, Mc Crary
completed the courses for QMED. He
now holds his lifeboat and firefighting
tickets, as well as his cardio-pulmonary
resuscitation card. Brother Mc Crary
was born in Fort Worth, Tex. and
raised in Dallas where he now resides.
He sails from the port of Houston.
Joseph Recile
Seafarer Joseph
Recile, 32, has been
an SIU member
since 1965 when he
started shipping as
; an OS. He has since
upgraded to AB
and works in the
deck department.
Recile obtained his
lifeboat, firefighting and cardio-pul
monary resuscitation cards. Born in
New Orleans, Brother Recile lives in
Independence, La. and ships out of the
ports of New Orleans and Jacksonville.
Robert Rush
Seafarer Robert
Rush, 18, has been
shipping with the
SIU since he at
tended the Lunde
berg School in
1975. While in
Piney Point, he
J
I
earned .his high
F
% r- school equivalency
diploma and also received his firefight
ing and lifeboat tickets. He later re
turned for his FOWT rating. During the
"A" Seniority Program he earned his
cardio-pulmonary resuscitation card.
Brother Rush was born and raised in
Buffalo, N.Y., but now lives in Detroit,
Mich. He ships out of the ports of New
York and Detroit.
Erik Persson
Seafarer Erik
Persson, 25, began
shipping with the
SIU when he com
pleted the Harry
Lundeberg Trainee
Program in 1974.
Since then he has
returned to Piney
Point to attend the
QMED Program. He has earned his
firefighting, lifeboat and cardio-pul
monary cards. A native of Maine,
Brother Persson lives in Seattle, Wash,
from where he ships out.
Tom Zien
Seafarer Tom
Zien, 22, started
shipping with the
SIU in 1975 after
graduating from the
Lundeberg School.
He earned his AB
ticket at Piney Point
in 1977. He has
.
4^1 also received his
lifeboat and firefighting tickets. While
taking the "A" Seniority Upgrading
Program he also earned his cardiopidmonary resuscitation card. Brother
Zien was born and raised in Wisconsin
and ships out of the port of New York.
Thomas Conway
Seafarer Thomas
Conway, 24, has
been a member of
the SIU since 1969.
Since then he has
upgraded at the
Lundeberg School
and now holds his
A B ticket as well as
^ his QMED any rat
ing. He also earned his firefighting, life
boat and cardio-pulmonary resuscita
tion cards. A native of Baltimore,
Brother Conway now lives in San Juan,
P.R. and ships out of that port.
Jose E. Del Rio
Seafarer Jose E.
Del Rio, 34, has
been a member of
the SIU since 1972.
Just this year he
went to the Harry
Lundeberg School
for some upgrading
courses and came
away with his fire
man-oiler, electrician and deck engi
neer endorsements. In addition he has
earned his lifeboat, firefighting and
cardio-pulmonary resuscitation cards.
A native and resident of Puerto Rico,
Brother Del Rio sails from the port of
New York.
Alcoholism
is o
disease.
It can be
treated.
Connecticut Committee
Early this month at Stapieton Anchorage, Staten Island, N.Y., SIU Patrolman
Teddy Babkowski (seated) is with the Ship's Committee of the ST Connecticut
(Ogden Marine). They are (I. to r.): Recertified Bosun Horace B. Rains, ship's
chairman: Engine Delegate A. Melanson; Steward Delegate L Lopez; Chief
Steward Sam Brown, secretary-reporter, and Deck Delegate Leonard Maham.
October 1977 / LOG / 37
�5!M» Have ll«mafe«l SiKNI or More
To 8I*AII Since Begiiiiiliig of *71
K
The following Seafarers and other concerned individuals, 596 in all, have demonstrated an active interest in participating in political and
legislative activities which are vital to both our fob security and our social and economic welfare, by voluntarily donating $100 or more to
the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as
dues, initiation fees, etc., for political activities. The most elective way the trade unionist can take part in politics is through voluntary political
contributions. SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political
activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of
reprisal.) Twenty-two who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, seven
have contributed $300, one has given $400, and two $600. For the rest of the year the LOG will be running the SPAD honor rolls because
the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy
of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington,
D.C.)
NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday
of the previous month.
Abadi, H.
Abobaker, F.
Adams, P.
Adams, W.
Adamson, R. R.
Adium, M.
Air, R. N.
Alderson, S.
Algina. J.
AIi,A.
Allen, J.
Albaj, Y.
Almuflichl, A.
Alradi, M.
Anders, T.
Anderson, A.
Anderson, A.
Anderson, R.
Antici, M.
Aqular, J.
Aquino, G.
Arle, J.
Aspseter, H.
Aumiller, R.
Avery, R.
Babkowski, T.
Badgett, J.
Bakarich, P.
Barroga, A.
Barry, J.
Bartlett, J.
Bartlett, J.
Bartlinski, J.
Bauer, C.
Baum, A.
Beeching, M.
Bellinger, W.
Bennett, J.
Benoit, C.
Bensman, D.
Bentz,H.
Bergeria, J.
Berglond, B.
Ber!a-, R.
Bigelow, S.
Bishop, S.
Blair, B.
Blanco, M.
Bland, W.
Bluitt, J.
Bobalek, W.
Boland, J.
Bonser, L.
Booker, M.
Borucki, J.
Botana, J.
Boudreaux, C.
Bourgois, M.
Boyle, D.
Boyne, D.
Bradley, E.
Brongh, E.
Brown, G.
Brown, I.
Brown, S.
Browne, G.
Bryan, E.
Bryant, B.
Bucci, P.
Buczynski, J.
Buffa, A.
Bullock, R.
Bui'ke, T.
Burnette, P.
Butts, B.
Byrd, J.
CalFey, J.
Caga, L.
Calefato, W.
Callahan, J.
Camaian, A.
Camarillo, F.
Camphell, A.
Campbell, A.
Campbell, A.
Campbell, A.
Campbell, W.
Carbone, V.
Castro, C.
Cataldo, J.
Cavanaugh, J.
Celgina, J.
Cheshire, J.
Cinquemano, A.
Cisiecki, J.
Clark, R.
Cofone, W.
Colier,L., Ill
Conklin, K.
Conning, E.
Conway, F.
Cookmans, R.
Cortez, E.
Costa, F.
Costango, G.
Cousins, W.
Cowan, T.
Cresci, M.
Cross, M.
Cruz, A.
Cruz, F.
Cunningham, W.
Curry, M.
Da Silva, M.
Dalman, G.
Dammeyer, C.
Danzey, T.
Daradise, R.
Dardcn, J.
Dauocol, F.
Davidson, W.
Davles, R.
38 / LOG / October 1977
Horn, F.
Howse, A.
Hunter, W.
Hurley, M.
Hussain, A.
lovino, L.
Gallegos, P.
Iverson, J.
Galliam, R.
Jacobs, R.
Ganthier, C.
Jackson, J.
Garcia, R.
Jansson, S.
Gard, C.
Japper. J.
E.
"•menj, C.
Gaston, T.
Johnson, D.
Gavin, J.
Johnson, R.
Gentile, C.
Johnson, R.
Gimbert, R.
Johnsted, R., Jr.
Glidewell, T.
Jones, C.
Goff, W.
Jones, R.
Goldberg, J.
Jones, T.
Golder, J.
Jones, W.
Gonzalez, J.
Jorge, J.
Gooding, II.
Juhasz, S.
Goodspeed, J.
Kahllo, R.
Gorbea, R.
Kastina, T.
Gosse, F.
Kauffman,
R.
Graham, E.
KeUer,D.
Graham, R.
Kelley, E.
Green, A.
Greene, H.
Kendricks, D.
Grepo, P.
Kenny, L.
Grima, V.
Keough, J.
Guarino, L.
Kerr, R.
Guillen, A.
Ketchbad, D.
Hackenberg, D.
Kingsley, J.
Hagerty, C.
Kirsch, J.
Hale, E.
Kitchens, B.
Hall, K.
Kizzire, C.
Hall, L.
Klavand, S.
Hall,M.
Klein, A.
Ha!l,W.
Knutsen, E.
Hannibal, R.
Koflowitch, W.
Harildstad, V.
Kouvardas, J.
Hart, R.
Kramer, M.
Harris, E.
Kwiatek, G.
Harris, W.
Kydd,D.
Harris, W.
Lambert, H.
Haskins, A.
Lang, R.
Hatton, M.
Lankford, J.
Hauf, M.
Larkin, J.
Haynes, B.
Lawrence, L.
Heimal, W.
Lawrence, R.
Heniken, E.
Lawrence, W.
Heroux, A.
Lee, H.
Hersey, G.
Lee,K.
Hess, R.
Legg,J.
Hidalgo, M.
Lelonek, L.
HiU, G.
Lennon, J.
Hines, L.
Lent, D.
Holmes, W.
Lesnansky, A.
Homas, D.
Lewis, L.
Homayonpour, M. Libby,H.
Hooker, G.
Laes,T.
SPAD Honor Roll
Davis, F.
Davis, J.
Davis, J.
Davis, L.
Davis, S.
Davison, J,
Debarrios, M.
Dechamp, A.
Delgado, J.
Delrio, J.
Demetrios, J.
Dembach, J.
Diaz, R.
Dickey, K.
Diercks, J.
DiGiorgio, J.
DiPreta, J.
Doak, W.
Dolgen, D.
Domenico, J.
Domingo, G.
Donovan, P.
Downon, P.
Drebin, L.
Drozak, P.
Drury, C.
Dryden, J.
Ducote, A.
Ducote, C.
Dudley, K.
Dukel,P.
Durden, D,
Dwyer, J.
Dyer, A.
Edmon, F.
Edmonds, F.
Ellis, F.
Eschukor, W.
Escobar, C.
Evans, M.
Fagan, W.
Fain, G.
Falcon, A.
Fanning, R.
Farnen, F.
Farrell, C.
Faust, J.
Fay, J,
Ferguen, M.
Fergus, S.
Fester, M.
Fgrshee, R.
Firshing, W.
Fischer, H.
Fiune, V.
Fletcher, B.
Fletcher, F.
Florous, C.
Foley, P.
Forgeron, L.
Fosberg, W.
Fox, P.
Fraiices, H.
Franco, P.
Francum, C.
Frank, S., Jr.
Frederickson, E.
Fuller, G.
Furr, J.
Forur;aw!-f. IH,
Galjaghcr, C.
Gallagher, L.
$600 Honor Roll
LUIedahl,H.
Pomerlane, R.
$400 Honor Roll
Manuel, R.
$300 Honor Roll
Andersen, R.
Curtis, T.
Frounfelter, D.
Quinfer, J.
Richhurg, J.
Romolo7v.
Weaver, A.
$200 Honor Roll
Abas, I.
Aronica, A.
Bailey, J.
Bernstein, A.
Brand, H.
Combs, W.
Drozak, F.
Ellis, P.
Filippitti, L.
Haggagi, A.
Hall, P.
Kerngood, M.
Kozicki, R.
McFarland, D.
Moore, A.
Pow, J.
Sanchez, R.
Seibel,E.
Shields, J.
Sholar, E.
Stephens, C.
Stewart, E.
Lindsay, G.
Lindsey, H.
Logue, J.
Loleas, P.
Lomas, A.
Lombardo, J.
Lundberg, J.
Lynch, C.
Lyness, J.
MacFadden, M.
MaETudar, W.
Maidonado, M.
Malesskey, G.
Mana, A.
Manafe, D.
Manen, J.
Manry, L.
Mansoob, A.
Marchaj, R.
Martin, T.
Martinez, L.
Martinussen,
McCarthy, L.
McCartney, G.
McCartney, K.
McCaskey, E.
McClinton, J.
McCorvey, D.
McCuUough, L.
McElroy, E.
Mclleamey, B.
McKay, D.
McMahon, T.
McMiUion,W.
McNabb,J.
McNally,M.
McNeely, J.
Mcaden, G.
Mehert, R.
Mesford, H.
Mielsem, K.
MiUer,D.
MoUard, C.
Mongelli, F.
Monteton, H.
Moody, O., Jr.
Mooney, E.
Morgan, J.
Morris, W.
Morrison, J.
Mortensen, O.
Mosley,W.
Muniz, W.
Munsle, J.
Murray, G.
Murray, J.
Murray, M.
Murray, R.
Musaid, A.
Mynes, A.
Myrex, L.
�Continued from preceding
N^ib, S.
Naji, A.
Napoli, F.
Nash, W.
Nauarre, T.
Neife, J.
Nielsen, R.
O'Brien, E.
O'Brien, T.
O'Donnell, J.
Olds, T.
Olson, F.
Omar, Y.
Facheco, E.
Paladino, F.
Papuchis, S.
Paradise, L.
Paschal, R.
Patterson, D.
Patton, S.
Paulovich, J.
Payle, M.
Pecquex, F.
Penry, R.
Perez, J.
Perez, L.
Periora, J.
Peth, C.
Phillips, D.
Picczonetti, M.
Piper, K.
Pollard, G.
Pool, D.
Powe, P.
Praza, L.
Prentice, R.
Pretare, G.
Prevas, P.
Price, R.
Primero, F.
Prirette, W.
Prott, T.
Pulliam, J.
Purgvee, A.
Quinnonez, R.
Quinones, J.
Quintella, J.
Quirk, J.
Raineri, F.
Rankin, J.
Rattray, W.
Reck, L,
Reed, A.
Reinosa, J.
Reiter, I.
Reyes, M.
Rhoades, G.
Richburg, J.
Riddle, D.
Ries, C.
Ripoll, G.
Rivera, H.
Roades, O.
Roberts, C.
Roberts, H,
Roberts, J.
Robinson, W.
Rodgers, J.
Rodriguez, F.
Rodriguez, R.
Rondo, C.
Rosenthal, M.
Roshid, M.
Roubek, J.
Roy, B.
Royal, F.
Rudnickl, A.
Rush, R.
Ruzyski, S.
Sacco, J.
Sacco, M.
Saeed, S.
Salanon, G.
Salazar, H.
Saleh, H.
San Fillippo, J.
Sanchez, M.
Santos, M.
Schneider, H.
Schov, T.
Schuffels, P.
Scott, C.
Scully, J.
Seabron, S.
Seagord, E.
Selzer, R.
Selzer, S.
Serall, R.
Shabian, A.
Shelley, S.
Shellubrad, R.
Shclton, J.
Sigler, M.
Silva, J.
Silva, M.
Simpson, S.
Singleton, R.
Sirignano, F.
Smith, L.
Smith, T.
Smith, W.
Snell, F.
Snyder, J.
Somerville, G.
Sores!, T.
Sovich, C.
Spencef, G.
Spencer, H.
Stancaugr, R.
Stankiewicz, A.
Stearns, B.
Stevens, W.
StubbIetield,P.
Stubblefird, B.
Sulaiman,A. Sullins, F.
Surrick, R.
Swiderski, J.
Tanner, C.
Taylor, F.
Taylor, J.
Telegadas, G.
Terpe, K.
Theiss, R.
Thompson, F.
Tillman, W,
Tobin, G,
Tobio, J.
Towsigmarf, A.
Troy, S.
Truenski, C.
Tsminrx, L.
Turner, B.
Turner, L,
Tutde, M.
Ulrich,H.
Underwood, G.
Vanluyn, W.
Vasquez, J.
Velandra, D.
Yelazsuel, W.
Velez, R.
Viles, J.
Villanova, A.
Vorchak, J.
Vukmir, G.
Walker, F.
Walker, T.
Wallace, E.
Washington, E.
Webh,J.
Weber, J.
West, D.
Westbrook, A. L.
Westerholm, G.
Whitmer, A.
Whitsitt,M.
Widman, J.
Wilbnm, R.
Winiams,L.
Williams, R.
Williams, S.
WUms,T.
Wilson, C.
Wilson, D.
Wilson, J.
Winder, R.
Wingfield,P.
Wolf, P.
Wood, C.
Woodhouse, A.
Woody, J.
Wooten, H.
Worley, M.
Worster, R.
Yarmola, J.
Yelland, B.
Young, R.
Zaiusky, S.
Zaiusky, T.
Zeagler, S.
I
SEAFARERS POLITICAL ACTIVITY DONATION
ISPADI
675 FOURTH AVENUE
BROOKLYN, N.Y. 11232
Date.
S.S. No.
Contributor's Name.
:
: V.V
.Book No..
Address
City
.State .
.Zip Code
I acknowledge and understand that SPAD is a separate segregated fund established and administered
by my Union to engage in political activities and to make contributions and expenditures for candidates
seeking political office and solicits and accepts only voluntary contributions, and I have the right to
refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun
tarily determine and I herewith contribute the sum of $
. This contribution constitutes my
voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A
copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from
the Federal Election Commission, Washington, D.C.
Signature of Solicitor
Solicitor's No.
1977
Port
Arthur Middleton Committee
At a payoff early last month at Pier 7 in Brooklyn, N.Y., the Ship's Committee
of \he SS Arthur M/do'/efon (Waterman) posed for a group photo in the ship's
messroom. Standing (I. to r.) are: Engine Delegate Napoleon Rivas, and
Educational Director Heard P. Mullett. Seated (clockwise from left) are: Re
certified Bosun Dan Dammeyer, ship chairman: Steward Delegate Murray
Wilkerson; Chief Steward R. M. Boyd, secretary-reporter, and Deck Delegate
Bill Penney.
Vantage Defender Committee
In for layup at the Seatrain Shipyard, Brooklyn, N.Y. early last month was the
SS Vantage Defender (Vantage Steamship). Members of the Ship's Committee
are (I. to r.): Deck Delegate S. Furtado; Chief Steward Charles Scott, secre
tary-reporter; Steward Delegate Ray Casanova; Engine Delegate G. E. Dalman, and Recertified Bosun Raymond Hodges, ship's chairman.
October 1977 / LOG / 39
�r'
LOG
filial Pt;hlicj(ion iif Ihc Scafari-rs it)tcrruti()n.il Uni<jn • Alldniic, (jiilf, Lakc^ and Inland Wdlci> Uislriii • Af- L-C(0
S8 ,o" OCTOBER T977
Scholarship Eligibility Requirements
For Seafarers and Boatmen
The four-year Scholarship Program and the tvroyear Scholarship Program are open to any Seafarer
or Boatman who meets the following requirements:
« a high school diploma or higli school equiv
alency diploma.
• at least two years of employment time on SIUcontracted ships or inland equipment.
• 90 days of employment with SlU-contracted
companies in the previous calendar year and one
day in the six months immediately preceding the
date of application.
Seafarers, Boatmen
Apply Now for Annual 5IU Scholarships
If you've ever thought you'd like to go to college,
you should find out about the Seafarers Scholarship
Program. It could be just what you're looking for.
The scholarships offered by this program are de
signed jor Seafarers and Boatmen. When you apply for
a scholarship, the other applicants are people just like
you—Seafarers, Boatmen and Lakers who've been
away from school for awhile. Many of them completed
high school by passing GED exams.
There's no age limit for the scholarship winners,
either. So you don't have to be young and brilliant and
a graduate of a fancy high school to get a scholarship
through this program.
Also, the scholarships can be pursued at any ac
credited college or post secondary school in the U.S.
or its territories. You choose the school and you
choose what you want to study. Also, if you have
money obligations and need to ship out from time to
time, you can. You are given six years to complete a
four-year college program and four years to complete
the two-year program.
Many Seafarers and Boatmen like yourself have
won scholarships and are now going to college or
vocational schools. Seafarer Pierangelo Poletti won
his two-year scholarship when he was 34-years-old,
after he completed the GED Program at the Lundeberg School. Brother
detti was born in Italy and
speaks English as a second language. Seafarer Bill
Lopez is also a GED graduate of HLS. He won a fouryear scholarship. Brother Derke, a Laker, and Boat
man Stephen Magenta are other four-year scholarship
winners.
Seafarer Jack Utz dropped out of school in the
sixth grade. He earned a GED diploma, overcame a
speech impediment, and acquired over 7,400 days of
seatime before he decided to give higher education a
try. Brother Utz won a two-year scholarship.
All of these Seafarers are just like you—working
men of many different ages and backgrounds. The
Seafarers Scholarship Program gave them a chance
to continue their education. It can do the same for you.
The program offers two kinds of scholarships for
Seafarers, Boatmen and Lakers; one (1) four-year
award worth $10,000 and two (2) two-year awards,
each worth $5,000. Try for the four-year scholarships
if you want a college degree. If you would rather im
prove your job skills or learn a shoreside trade, then
the two-year scholarships are for you.
But you should begin to get your scholarship ap
plication ready now!
It takes a few months to get everything ready on
your application. For example, you need to take the
SAT or ACT tests and have your scores put into your
application. This test is only given on certain dates
and it takes awhile for the scores to be returned. So
don't delay. Deadline for receipt of completed appli
cations is Apr. 1,1978.
Write to the following address and ask for the
Seafarers Scholarship Application:
Seafarers Welfare Plan College Scholarship
275 20th St.
Brooklyn, N.Y.11215
Or ask the Union representative in your port for
the application.
If you have any questions about the Scholarship
Program, or if you need help in filling out your appli
cation, contact Mrs. Margaret Nalen at the Harry
Lundeberg School, Piney Point, Md. 20674. She'll be
glad to give you any assistance you need.
Dependents of Seafarers and Boatmen Are Eligible for 4 $10,000 Scholarships
Pour scholarships are awarded each year to
the dependents of Seafarers and Boatmen. These
scholarships are worth $10,000 each. They are
good for a four-year course of study at any ac
credited college or university in the United States
or its territories.
These scholarships are open to:
• dependents of members who have three years
of employment time on SlU-contracted ships or
inland equipment, with 90 days of employment in
the previous calendar year and one day in the six
months immediately preceding the date of applica
tion.
• dependents of deceased Seafarers and Boatmen
who had made the employment requirement prior
to their death.
Furthermore, all dependents must be unmarried
and less than 19 years of age at the time they apply.
As with Seafarers and Boatmen, all dependents
are ui^ed to write for their scholarship application
immediately. Deadline for receipt of completed ap
plications is Apr. 1. Write to:
Seafarers Welfare Plan College Scholarship
275 20th St.
Brooklyn, N.Y. 11215.
�
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Seafarers Log Issues 1970-1979
Description
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Volumes XXXII-XLI of the Seafarers Log
Source
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Paul Hall Maritime Library Microfilm 1939-1993
Publisher
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Seafarers International Union of North America
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October 1977
Description
An account of the resource
HEADLINES
HOUSE PASSES THE FIRST WATERWAYS USER CHARGE BILL
HOUSE DEFEATS OIL CARGO PREFERENCE BILL
ST CANTIGNY CARRIES 1ST CRUDE FOR U.S. RESERVE
RAIN DOESN’T DAMPEN SAN JUAN MEETING
COAST GUARD PROPOSING NEW TANKER REGULATIONS
ILA STRIKE EFFECTS CONTAINERSHIPS ON EAST AND GULF COAST
AFTER ATTENDING HLS, NELSON BECAME MATE AT 22
UN SEA LAW CONFERENCE ENDS WITHOUT TREATY
BIG OIL DEFEATS CARGO EQUITY BILL IN CONGRESS
HOUSE APPROVES LOCKS AND DAM 26, VOTES USER FEE
GOOD SAFETY HABITS CAN SAVE YOUR LIFE
HLSS PLANS AB COURSE FOR LAKES MEMBERS
FROM ECONOMY’S MINUTES: SAVED CUBANS IN DINGHY 6 DAYS
SHIPPING ARTICLES: REQUIREMENTS FOR VESSELS INVOLVED IN THE VALDEZ OIL TRADE
WATERWAYS USER CHARGE
NEW SAILORS SNUG HARBOR TOO REMOTE
WORKING TO EDUCATE AMERICA ON SEAPOWER
SHIPPERS DON’T KNOW WHAT U.S. SHIPS HAVE TO OFFER
SEAPOWER WILL SUFFER WITHOUT 9.5% OIL BILL
A NEW AREA IN U.S. SEAPOWER-DEEP DEA MINING
SOVIETS OUTNUMBER U.S. 4-1 ON HIGH SEAS
‘U.S. MUST MEET SOVIET CHALLENGE ON THE OCEANS’
AS ISLAND NATION, U.S. NEEDS STRONG NAVY MERCHANT MARINE
PAVING THE WAY FOR MORE ENVIRONMENTAL DISASTERS
IT’S A TOUGH JOB KEEPING IT ON THE BOOKS
THE SAN FRANCISCO STORY
Creator
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Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
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10/1/1977
Format
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Newsprint
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Vol. 39, No. 10
1977
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/0227f6c28f94492fc8e5d335b3d6ce6a.PDF
7b2a510018cca78c61c37fb9b2d44b9f
PDF Text
Text
•? ',
s
••••4
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO
Battle
N2''9^® SEPTEMBER 1977
Hotter OyerCargd^Preference
See Page 3
SM Page 6
New SIU'Contracted Boat SeweU's Point
First
Living Sober
Reunion
Held
See Pages 19-21
See Page 10
Overseas New York Will Soon Join Union-Crewed Fleet
4-'
.^.•l
�Tug Geary Pushes First Part of World's Largest Oil Rig
Six SIU members recently took part
in an exciting and historic event on the
inland waterways. On July 19 the SlUcontracted towboat John D. Geary be
gan pushing the first section of the
world's largest oil rig through a
Louisiana bayou toward its destination
in the Gulf of Mexico.
The crew of the Geary, operated by
Orgulf Transport Co. of Cincinnati,
Ohio included the following SIU mem
bers: Dorothy Cripps, cook; Ike
O'Donoghue, mate; Frank Smith,
watchman, and Deckhands Joe Bishop,
Hollice Davidson and Robert Mehlbauer.
The oil rig, built by McDermott Fab
ricators of Morgan City, La. for the
Shell Oil Co., measures 175 ft. high,
380 ft. wide, and 400 ft. long. The rig
weighed only 14,000 tons, quite a bit
lighter than the 40,000-ton barge tows
that the Geary is accustomed to push
ing. But the size and shape of the fig
made its transport particularly tricky.
On the first part of the journey the
Geary had to navigate through a nar
row, winding, shallow waterway called
Bayou Chene, La. Periodically the
barge on which the rig rested touched
bottom or its cargo overlapped the
banks. But the 6,600 hp. Geary was
able to push through. Since the maze of
piping severely hampered the pilots'
vision, a man stationed at the head of
the barge radioed directions to the pilot
house of the Geary.
As one crewmember reported, the
view from the deck of the boat was most
unusual. "It was unreal. I've never seen
anything like it. Sometimes you could
hear trees along the bank being ripped
up."
The going was a little easier once
the Geary reached the open channel of
the Atchafalaya River and Atchafalaya
Bay. On the second day, the boat
reached its destination — a seabuoy
about 11 miles out in the Gulf of Mex-
Here's a rear view of the M/V John D. Geary (Orgulf) pushing the first section
of the world's biggest offshore oil rig. The rig towers over the trees of Bayou
Chene, La. on its way to the Gulf.
rh
0X0,
rp
The Log Is Your Publication
Pick up any daily newspaper and thumb through it. You'll find everything
from the local crime statistics to the college grid scores. But there's one thing
you won't see a whole lot about, and that's maritime—the industry we live by.
Papers do, of course, carry news about the maritime industry. Some more
than others. But these articles are often missing important facts. And all too
often they are written from our opponent's viewpoint, for example, some of
the current articles on cargo preference legislation.
As little as daily newspapers have about maritime, television and radio
have less.
My point is this. The U.S. maritime industry is an extremely complex one,
faced with many complex problems. And we as maritime people must have
a clear and accurate picture of what's going on in the industry if we are to
cope with and solve these problems.
Thai'» 'Vhere our newspaper, the Log, comes in. The Log, itself, is prob
ably the most comprehensive maritime newspaper in the country. And the
important thing is that the Log is written and published specifically for the
SIU membership.
Each month, the Log reports on virtually every issue involving the U.S.
maritime industry and its workers that has transpired over the previous
month. This ranges from legislation to ship and boat launchings.
However, the Log goes one very important step further than simply report
ing the facts about these issues. The Log interprets the facts, and then out
lines in detail how a particular issue will affect the job and job security of
SIU members.
Another very important job the Log performs is reporting on the news
within the Union itself. The Log carries detailed information on the Lunde-
ico. The barge was then turned over to
sea-going tugs which took the rig to its
drilling site.
The duties of the Geary's crew were
a little different from usual on this trip.
The deck crew hooked the boat up to
the barge which carried the rig. After
that they turned to other duties, such as
helping install splashboards in the door
ways to make the river boat seaworthy
for its trip into the Gulf. They also
helped out in the galley and served as
hosts to the extra people who were
around for this special trip.
The Geary's cook, Dorothy Cripps,
deserves special mention for the hard
work and long hours she put in. At one
meal she served over 100 extra people,
including a large crew of men who were
stationed on the rig and assorted com
pany and Government officials. Sister
Cripps reports that 7 pies, 4 gallons of
strawberries, 13 loves of bread, 75 hot
rolls and 60 pounds of roast were con
sumed for dinner one day.
Boatwoman Cripps summed up the
entire crew's attitude quite well: "It was
the hardest I've ever worked, and the
most thrilling experience I've ever had.
I considered it an honor."
The Geary's crew is already hoping
that they will be chosen next year to
take out another section of the huge rig,
which will eventually be 1,265 ft. tall.
As successful as this year's operation
was, their dream just may become a
reality.
berg School, the Welfare and Pension Plans, new contracts, shipping reports,
digests of ships' meetings and many other special features.
Overall, I think the Log does a good job of reporting on the things that
affect all our lives. I'm not the only one that thinks so, either. For three
years running now, the International Labor Press Association has Jiamed
the Log one of the best labor publications in the nation. (See story on page
10.) This is an important distinction, and the editors of the Log are proud
of it.
Another thing I believe that should be mentioned about the Log is~~the
amount of work and planning that goes into its publication.
Once each month, I and several other SIU officials from various segments
of the Union meet with the Log's editors. The purpose of these meetings, of
course, is to continually make the Log a better publication.
We discuss the previous issue in detail. Special emphasis is placed on how
a certain article has either succeeded or fallen short of telling the complete
story.
We also discuss the upcoming issiTe thoroughly. We talk about the articles
that will appear. But most importantly, we talk about how these articles can
be presented and illustrated to tell the story just like it is—plain and simple.
Nothing slick or fancy.
There is one other aspect that I believe adds something special to the Log.
That is the input to the paper by SIU members themselves.
The Log regularly receives photos, human interest items, and other stories
from the membership. This provides the Log with a nice balance. But most
important, it proves that the SIU membership, which is the bulk of the Log's
readership, wants to have a good newspaper. SIU members who do con
tribute to the Log should be congratulated.
From the front pap to the back page, I believe that the Log is a lot more
to the SIU membership than just a nt wspaper.
First of all, it is the only real means Union Headquarters has to effectively
communicate with a membership that is spread throughout the nation, and
for that matter, throughout the world.
The Log is also an important educational tool for us. It can and should
be used at Union meetings on ships and tugs to spur discussions about the
issues that profoundly affect our lives.
One other point. The Log provides us with a chronological history of the
SIU. Right now, you can look at back issues of the Log and see how the SIU
has progressed and evolved. You can also look at the present issue of the Log
and see where we stand today, as well as what the future has in store for us
and our industry.
The Log is a good publication. It's your publication. My only advice is,
read it and use it to its fullest extent.
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District AFL-Pin fiVR Fnnrth Awa RmnWiun N Y
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39. No. 9. September 1977.
'
^^e.. ttrooKiyn. IN.T.
2 / LOG / September 1977
�Oil Bigs All Out to Stop Cargo Preference
The U.S. oil companies have
launched an all out lobbying effort
to stop Congressional passage of 9.5
percent oil cargo preference for
American-flag ships.
The oil companies are supple
menting their efforts in Congress with
a heavy nationwide ad campaign in
scores of daily newspapers.
Not surprisingly, the newspapers
accepting oil company ads have al
most all come out strongly against
rjnyrjDEEP SEA
the cargo preference bill in conspicu
ously similar editorials.
The oil companies are fighting
hard against the 9.5 percent bill be
cause they stand to lose profits if the
bill is passed. The oil people own and
operate huge fleets of flag-of-convenience tankers. These ships carry the
majority of .America's oil imports. At
the same time, these ships avoid
Schulman Is Elected Bar Assn. Unit Head
Howard Schulman, SlU general
counsel, has been elected chairman of
the American Bar Association's Labor
Relations Law Section for the 1977-78
term.
Schulman will be in charge of direct
ing the affairs of the 10,000-member
Section. This Section consists of labor
and management lawyers and aca
demics throughout the United States
specializing in the field of labor law.
Numbered among its members are the
foremost authorities in the field.
Schulman was elected by the Section
membership at the American Bar Asso
ciation's Chicago Convention held in
August.
SlU General Counsel Schulman is
senior partner in the New York law
firm of Schulman, Abarbancl & Schlesinger. He also serves as a commissioner
of the Port Authority of New York and
New Jersey. He was appointed to this
post by New York Gov. Hugh Carey
and confirmed by the New York State
Senate earlier this year.
American taxes, U.S. environmental
standards, and of course, the use of
American labor in operating the
vessels.
House Vote Due
The cargo bill, itself, would re
quire that 9.5 percent of all U.S. oil
imports be carried in U.S. ships by
1982. American ships would imme
diately be guaranteed a 4.5 percent
share of all oil imports. This share
would increase one percent a year for
five years until the 9.5 percent mark
is reached. U.S. ships now carry only
3.5 percent of the country's oil im
ports.
The bill has the support of the
Carter Administration. The AFLCIO has pledged its all out support
for the bill. In addition, a coalition
of maritime labor (including the
SIU), U.S. shipping companies, and
U.S. shipbuilders is campaigning for
the bill's enactment. This coalition
has formed an action committee
known simply as the U.S. Maritime
Committee.
The 9.5 percent bill is expected to
come up for a vote on the House
floor in early October. Over a month
ago, the bill was voted favorably out
of committee by a bipartisan margin
of 31 to 4.
This impressive vote indicates
there is strong support for the bill in
the House, and it will probably pass.
However, the Senate may be a dif
ferent story. Ranking Republicans
have set up opposition to the measure
along party lines. They hope to bring
conservative Democrats into their
camp to defeat the bill.
One way or the other, the bill will
probably not come up for a vote in
the Senate this year. The Senate has
scheduled additional hearings for the
bill, delaying a floor vote. In addi
tion, Senate Majority Leader Robert
Byrd has indicated that the Senate
would not consider the bill until next
year.
There was even a late move in the
House to .send the bill back to com
mittee for additional hearings. But
the House Rules Committee voted
10-3 to .send the bill to the House
floor for action.
Maritime Campaigning, Too
To offset the oil companies' mass
ive lobbying effort against the bill,
the U.S. Maritime Committee is wag
ing its own fight for the bill's passage.
Continued on Page 29
SIU Reps Speak at MAR AD Firefighfing Hearings
Beginning with tankermen and sea
farers aboard LNG equipment, seamen
and boatmen with ratings will be re
quired to have firefighting training in
the future. To prepare for the increased
number of people who will be taking
the Maritime Administration's practical
INDEX
Legislative News
SIU in Washington
Oil cargo bill
Page 9
Page 3
Union News
President's Report
Page 2
SPAD honor roll
Pages 38-39
Headquarters Notes
Page 7
Lakes Picture
Page 8
Inland Lines
Page 6
At Sea-Ashore
Page 18
Fishermen Conference ..Page 10
Union appointments . .. .Page 10
General News
National unemployment . .Page 10
Carpenters' Union
Page 25
Firefighting hearings
Page 3
Offshore meeting
Page 5
Coast Guard inaction .... Page 5
Alaska oil on foreign ships . Page 5
Waterman subsidies .. . .Page 11
Log wins award
Page 10
Oxygen on ship
Page 22
On Ships and Boats
Sewell's Point
Page 6
Overseas New York
Page 10
Ships' Digests
Page 34
Manhattan, LNG Aquarius Page 25
In Norfolk harbor
Back Page
Flamingo and Gobbler .. Page 24
Basketball game in
Russia
Page 28
Ships' Committees
Pages 23, 38-39
firefighting course, MAELAD is plan
ning to build training facilities in the
port for the new facilities. However, the
Union believes that the Maritime Ad
Great Lakes and New Orleans areas.
ministration's main concern should be
During the past month, hearings were
held by MARAD on the proposed sites
for the firefighting schools. SIU repre
sentatives at the hearings expressed supDispatchers' Reports:
Great Lakes ...'
Inland Waters
Deep Sea
Tug Geary
Page 8
Page 14
Page 26
Page 2
Training and Upgrading
'A' seniority upgrading.. .Page 37
First Class Pilots course.. Page 12
GED graduate
Page 11
MLS courses and dates . .Page 35
Electrical Maintenance ..Page 27
Membership News
Upgraded to officer
Page 18
Former scholarship
winner
Page 14
New Pensioners
Page 28
Final Departures ... .Pages 32-33
"Red" Morris retires
Page 6
Special Features
Jones Act :
Page 13
Living Sober Reunion Pages 19-21
SIU clinics
Pages15-17
Pages from seamen's
history
Page 36
Articles of particular interest to
members, in each area—deep sea,
rivers. Lakes—can be found on the
following pages:
Deep Sea: 3,18, 22,23,25,26,
34
Inland Waters: 2, 6, 14, 24, Back
Page
Great Lakes: 3, 8
making the MARAD facility in Earle,
N.J. a model firefighting school.
As Lindsay Williams, SIU Gulf Coast
vice president put it at the New Orleans
meeting Sept. 9; "We feel'that since
many of our members will receive some
training through the Lundeberg School,
the firefighting they attend should be
the finest that can be found in any part
of the country."
All SIU trainees and upgraders get
classroom work in firefighting at the
Lundeberg School in Piney Point, Md.,
and then go to Earle for the practical
part. This averages out to over 600
Seafarers and Boatmen each year.
Brother Williams also asked
MARAD to build the Gulf area fire
fighting facility close to New Orleans.
That way, he said, members from the
inland waterways or deep sea vessels
could take the course while waiting for
a job at the Union hall. High transpor
tation expenses might prevent SIU
members from attending the firefighting
school if it were too far from New Or
leans.
Great Lakes Meeting
Jack Bluitt, SIU Detroit port agent,
attended the meeting in Toledo, Ohio
on Aug. 30 and expressed support for
the Toledo site that was chosen.
He reported to the Log that the Mari
time Administration has set a goal for
opening the Toledo facility in May
1978. He also noted that MARAD rep
resentatives agreed that improving the
facilities in New Jersey should get top
priority.
Representatives of other maritime
unions, port officials, and the shipping
industry also attended the hearings.
For many years the SIU has been
active in promoting and encouraging
firefighting training to improve safety
on board its contracted vessels. To
gether with other maritime training
schools, the SIU helped to work out
the course of study for the MARAD
firefighting school. This was done
through the Maritime Training Advis
ory Board.
!n Emergency Notify USPHS by Telegram
Any Seafarer or Boatman who
is taken to a hospital other than
a USPHS facility for emergency
treatment, must notify the nearest
USPHS hospital of his situation
within 48 hours, and it is suggested
that the notification be made by
telegram.
In the past, many of our mem
bers have made it a practice to
notify USPHS by phone. Unfortu
nately, when it comes time to pay
the bill, there have been cases
when USPHS has refused to pick
up the tab claiming they have no
record of the telephone call. How
ever, by using telegrams you will
have permanent proof that you ac
tually notified USPHS within the
'prescribed period and at the same
time you will eliminate any confu
sion dealing with phone calls.
If you have no recourse, though,
but to use the phone, you should
make it a point to get the name,
title and department of the person
who handled your call.
September 1977 / LOG / 3
1 -i
�51U Ships Take Active Role in Alaska Oil Run
Beer was flowing in the bars of Valdez, Alaska. Sirens wailed, and fire
crackers were lit like the fourth of July.
All this because the river of "black
gold" finally poured out of the Alaska
oil pipeline on July 29.
Some SlU-contracted tankers were
already in the area waiting for their
cargo. Others were heading up for the
Gulf of Alaska.
Approximately 25 SIU vessels will
be used in the Alaska trade, to bring oil
to the Continental United States.
But surprisingly, the first SlU-contracted ship to get oil was the S.S. Gal
veston (Sea-Land)—a containership.
The first 30 gallons of oil to arrive in
Valdez were poured into a souvenir
drum which was transported over-theroad to Sea-Land's port terminal in An
chorage, Alaska. There the Galveston
picked it up for delivery to Seattle.
SlU-contracted tankers have many
destinations after they leave Valdez.
For example, the Overseas Alaska
(Maritime Overseas) discharged her
first cargo in Nikiski, Alaska. The
Arriving with the first load of Alaskan crude to reach the East Coast, the Over
seas Valdez (Maritime Overseas) docked in Marcus Hook, Pa. on Sept. 18.
The SlU-contracted tanker picked up her cargo on the western side of the
Panama Canal in August.
The SlU-contracted supertanker SS New York (Interocean Manage
ment) was the first to arrive with Alaskan oil in the Gulf of Parita,
65 miles from the Panama Canal. (This photo was taken by SIU
Brother John Aversa.)
*
I
Overseas Alice took oil to San Fran
cisco. The Overseas Chicago unloaded
oil in Los Angeles and the Overseas
Natalie in the Panama Canal. Other
Maritime Overseas ships on the Alaska
run include the Overseas Ohio and
Overseas Joyce.
Oil that is slated for delivery to the
East and Gulf Coast sometimes
switches ships several times. For ex
ample, the SlU-contracted supertanker
SS New York (Interocean Manage
ment) left Valdez with oil on Aug. 13.
By the end of August she arrived at the
Parita Gulf, 65 miles west of the
Panama Canal.
Too large to pass through the Canal,
the New York transferred her shipment
to a large tanker which is serving as a
temporary storage depot. Some of that
oil was then transferred to a tanker
small enough to go through the locks
and on to the Gulf Coast.
The SIU-contractedOvcrjca.y Valdez
was the first ship to bring Alaska oil to
the East Coast. She will be on the
Panama-East Coast/Gulf Coast run.
The first barrel of crude off the Alaska pipeline arrived at Sea-Land's container terminal
in Seattle, Wash, aboard the SlU-contracted SS Galveston. The petroleum will be divided
into souvenier memorial samples.
i
„'• ' 'T:;„ :
5c-.
Just down from Valdez, Alaska, the SlU-contracted SS New York (top of
photo) pumped about 1.8 million barrels of crude oil into the storage tanker
MV British Resolution (center). Part was reloaded into the smaller Washington
Trader (bottom) to go through the Panama Canal. The transfer occurred in the
Gulf of Parita 65 miles from the Panama Canal, Aug. 28.
The Overseas Alice (Maritime Overseas) is one of the SlU-contracted ships
bringing Alaskan crude oil to the U.S. mainland.
A MESSAGE FROM YOUR UNION
BE ADVISED!!!!
IF YOU GET
BUSTED
FOR TAKING
..ORPOSSESSING
DRUGS YOU
CAN KISS YOUR
SEAMAN'S
PAPERS
GOOD-BYE
- t• - ;
4 / LOG / September 1977
�Coast Guard's Record of Non-Cooperation Intact
The U.S. Coast Guard is keeping its
record intact of not cooperating with
maritime labor on issues of manning
and shipboard safety.
In fact, the Coast Guard's latest ac
tion concerning blue ticket AB's ap
pears to be in retaliation to the SIU's
recent criticisms of the Coast Guard's
failures on safety matters.
Consider the following sequence of
events:
• Early last Spring, it became ap
parent that their was a shortage of green
ticket able-seamen (AB unlimited any
waters). The Coast Guard took the
proper action. They agreed to allow
blue ticket able-seamen (AB 12 months
any waters) to fill a maximum of 50
percent of a vessel's AB requirements.
This instead of a maximum of 25 per
cent. The SIU supported this action.
• On June 23, 1977, SIU Executive
Vice President Frank Drozak testified
before the House Merchant Marine
Subcommittee on Coast Guard. Drozak
heavily criticized the Coast Guard's ac
tions in setting low manning scales on
new U.S.-flag ships. He said the low
manning scales "have caused excessive
overtime and severe health and safety
risks for merchant marine crews."
• On July 14, SIU Detroit Port
Agent Jack Bluitt testified before the
same House subcommittee. He criti
cized the Coast Guard for cutting man
ning scales and eliminating deck
watches on new Great Lakes vessels.
Bluitt said the cuts were causing exces
sive overtime. And, he said it has
brought about labor jurisdictional dis
putes between officers and unlicensed
crewmembers.
• On Sept. 7, 1977, the Coast Guard
reversed its SlU-supported position on
the blue ticket AB situation.
As a result of the Coast Guard's ac
tion, maritime unions will have trouble
supplying a full complement of green
ticket AB's on some ships. Conse
quently, some ships will sail short, cre
ating an unnecessary burden on the rest
of the crew.
SIU Executive Vice President Dro work. Consequently, there is now the
zak, in a letter to Rear Adm. W. M. opportunity for blue ticket able seamen
Benkert, chief of the Office of Merchant to go to sea and to fulfill the statutory
Marine Safety, has asked the Coast requirements for endorsements as ableGuard to reconsider its position on blue seamen, unlimited, any waters."
ticket AB's.
Biting Their Nose
Drozak pointed out that the short
There appears no good reason why
ages of green ticket AB's was "due in the Coast Guard reversed its decision
large measure to the depressed state of on the AB issue.
the U.S.-flag merchant marine. Many
The rule itself, limiting blue ticket
vessels in the U.S. fleet have been laid- AB's to 25 percent of the deck comple
up for lack of available cargo, and this ment, is outdated. Merchant marine
in turn caused many green ticket able- training facilities today, such as the
seamen to retire."
Lundeberg School, are turning out
He added, "equally significant, the highly qualified blue ticket AB's. It is
lack of sufficient merchant vessel activ the position of the SIU that nothing in
ity prevented the large complement of
the interest of job efficiency would be
blue ticket able seamen from gaining lost if half the AB's on a vessel were
the requisite seatime so as to qualify for blue ticket holders.
upgrading."
However, if the Coast Guard remains
Drozak said, however, that this situa stubborn over the issue, it could create
tion is changing. He said that "with the serious shipboard safety hazards be
advent of the trans-Alaska pipeline and
cause ships will sail short.
the carriage of oil under the Strategic
Right now, though, it appears the
Petroleum Reserve, many previously Coast Guard is biting off its nose to
laid-up American vessels now have spite its face.
Carter OKs Canada— Not Alaska—Gas Pipeline
A trans-Canadian pipeline route to
carry natural gas from Alaska to U.S.
markets won President Carter's ap
proval this month. The Canadian proj
ect was accepted over an ail-American
proposal that would have carried the
gas through a combination Alaskan
pipeline and LNG tanker system.
The SIU liad strongly supported the
all-American plan because it would
have relied totally on American labor.
That project had been proposed by the
El Paso Alaska Gas Co. The El Paso
project promised thousands of jobs, not
only for maritime workers, but for an
enormous range of Americans involved
in its construction and operation.
The $10 billion, 2,700 mile Cana
dian pipeline is expected to be finished
by 1981. Pending final Congressional
approval, the pipeline will be built by
a group of three companies. Two of the
companies are Canadian and one is
American.
President Carter called the pipeline
the "largest project in the history of the
world". He said he cho.se it because it
has economic and environmental ad
vantages over its competing proposals.
A second Canadian project was also
under consideration along with El
Paso's.
El Paso had contested, however, that
its proposed pipeline would be cheaper
to build and would provide quicker de
livery of gas than the Canadian plans.
El Paso's shorter route would have
paralleled the 800-mile Alaskan Oil
Pipeline. It could have saved time and
money by being built in an area where
major construction had already taken
place.
Secretary of Energy James R. Schlesinger has estimated that cost overruns
might raise the price of the approved
Canadian pipeline to $13 or $14 bil
lion. It will go from Prudhoe Bay fields
in Alaska, southward along the Alaska
Highway, then through Canada's southexn Yukon and Alberta Provinces.
A spur may be added later to take
gas from the Mackenzie River Delta
and the Beaufort Sea in Arctic Canada.
This will be done if this northern Cana
dian reserve is considered rich enough
to justify the expense.
Meanwhile, the proposed southern
part of the line will supply the Ameri
can Middle West from the Prudhoe Bay
fields. A western leg of the Canadian
pipeline is also being considered to
bring the gas down to the U.S. West
Coast.
The El Paso Pipeline would have
brought the Alaskan gas down from
Prudhoe Bay to a liquefication plant
near Valdez, Alaska. From there it
would have been transported by LNG
tankers to the U.S. West Coast.
A regasification plant in California
and use of existing gas pipelines east
ward to other U.S. markets were also
discussed in conjunction with the El
Paso plan.
President Carter and Canadian
Prime Minister Pierre Trudeau an
nounced their agreement on the Cana
dian route on Sept. 20, ending months
of deliberation. A formal agreement be
tween the two countries was signed on
Sept. 20. The U.S. Congress will con
sider the project later this month. How
ever, no major Congressional opposi
tion to it is expected.
SIU Acts to Block Foreign Flags on Alaska Oil Run
The Liberian-flag tanker Hercules
pulled into the port of Valdez, Alaska
and took on a load of Alaskan North
Slope crude early in September.
The vessel then headed for Cape
Horn. She is due to deliver the oil to
the Amerada Hess refinery in the
Virgin Islands in mid-October. After
the oil is refined, it will be delivered by
foreign-flag ship to the mainland U.S.
The SIUNA believes this is a viola
tion of the "U.S. flag only" rule for
domestic shipping and the Alaskan
trade. Along with the American Mari
time Association and the Shipbuilders
Council of America, the SIUNA has
joined a lawsuit asking the Federal
courts to block further use of foreignflag ships on the Alaska run.
Under the law, the Federal " courts
can order the U.S. Treasury Depart
ment and Customs Bureau to enforce
the Jones Act. The Jones Act states that
U.S. bottoms must carry cargo between
two U.S. ports. (See story on Page 13.)
However, t'nere is a loophole in the
Jones Act that excludes the
U.S.
Virgin Islands.
According to the SIUNA, the Ship
builders Council and the American
Maritime Association, the Hercules'
stopover at the Virgin Islands does not
change the basic nature of the voyage.
It is still a coastwise voyage from Alaska
to the East Coast—which comes under
the Jones Act.
Furthermore, the law authorizing the
construction of the Alaskan pipeline
was passed in part to boost American
shipyards and the American-flag tanker
fleet. Using the Liberian-flag, Hercules
violates both these acts and opens the
door to knocking U.S. tankers out of
the Alaskan trade. The lawsuit begins
in Washington, D.C. Oct. 3.
Back in August, the SIUNA heard
that a foreign-flag tanker was going
to be used in the Alaskan trade. At
that time, SIUNA Vice President Frank
Drozak wrote to the U.S. secretary of
the treasury asking that the Union be
informed of any applications made to
use foreign ships to carry Alaskan
crude (see August Log).
Instead of answering, the Treasury
Department simply sent a note saying
the letter was received.
In a related development, the Treas
ury Department is proposing new regu
lations which would clearly spell out
when foreign ships could be used in the
domestic trades. Up until the present,
this was decided on a case-by-case basis
making enforcement of the Jones Act
haphazard. SIU lawyers are studying
the proposals and plan to comment
when hearmgs on the new regulations
are held.
Unions, Builders Push for U.S.-Made Gear in Offshore Drilling
Nine international unions and seven
construction companies will put their
combined muscle behind a "Build
American" Program in upcoming legis
lation on offshore oil and gas drilling.
The unions, which include the
SIUNA, and the companies formed a
legislative committee at a meeting late
last month in Washington, D.C. The
committee will push for a "Build Amer
ican" amendment to the Outer Conti
nental Shelf Lands Act (H.R. 1614).
The amendment to this, pending bill
would require that all equipment used
in the offshore drilling industtry 'in
American waters be made in the U.S.
It would be a major job producer for
American workers in this rapidly de
veloping industry.
The unions and the companies have
been meeting since last year. They have
already signed a contract known as the
General Presidents' Offshore Agree
ment. "This agreement insures jobs for
building and maritime union workers
on oil and gas rigs on the West Coast
outer continental shelf.
At meetings last month, plans were
made to expand the West Coast contract
to include all phases of offshore drilling
construction. Plans were also made to
secure jobs for union workers in the
East Coast offshore work, which is likely
to begin soon in several areas.
SIUNA Vice President Frank Drozak
is chairman of the unions' work group.
A policy group is headquartered in
Washington and East and West Coast
offices will soon be set up to coordinate
ongoing work for the entire group.
The nine international unions are:
International Brotherhood of Electrical
Workers; Seafarers International Union
of North America; United Brotherhood
of Carpenters and Joiners of America;
International Union of Operating Engi
neers; International Brotherhood of
Painters and Allied Trades; United As
sociation of Journeymen and Appren
tices of the Plumbing and Pipe Fittting
Industry of the U.S. and Canada; Inter
national Association of Bridge, Struc
tural and Ornamental Iron Workers;
International Brotherhood of Boiler
makers, Iron Shipbuilders, Blacksmiths,
Forgers and Helpers, and the Interna
tional Association of Heat and Frost
Insulators and Asbestos Workers.
The companies are: Donovan Con
struction; Kaiser Steel; J. Ray McDermott; Hudson Engineering; Tokola Off
shore; Comstock, and Offshore Weld
ing and Fabrication.
September 1977 / LOG / 5
•f
'i.
'Sj;.
V-
E
�Jacksonville
The new deep sea tug Explorer of SlU-contracted Caribe Tugboat just ar
rived in this port. She will join five other boats in Caribe's Miami-JacksonvillePuerto Rico run.
Puerto Rico
Caribe's expanding operation may take effect in a big way here. Nothing is
definite yet, but Caribe is talking about a new freight run, possibly involving
four boats, from this island to Central and South America.
Great Lakes
The SlU-contracted Luedtke Engineering Company has begun work on a
harbor deepening project in Arcadia, Mich. This is the first in a package of five
small projects awarded to the company by the Army Corps of Engineers.
It is part of the Army Corps' "testing the market program" which was begun
to gauge the effect of granting more Federal dredging projects to private indus
try. Tl'- development is the subject of a bill now before the House of Representativi^s and has strong support from the SiU.
The continuing U.S. Steelworkers strike at 12 iron ore mining and processing
plants in Minnesota and Northern Michigan is affecting tugboats in the Great
Lakes area. The strike, the first major walkout in the steel industry in 18 years,
has laid up about 40 ore-earrying steamships. As a result, many shipdocking
tugs are also idle.
Paducah, Ky.
Shipping has picked up in this coal transportation port with the recent settle
ment of the coal miners' strike in Kentucky and West Virginia.
Houston
Five SIU Boatmen here have just crewed the new 3,000 hp. tugJwno. She is a
brand new addition to the fleet of G & H Towing out of Todd Shipyards. She
will do harbor work between Houston and Galveston.
The newest SIU member with Cres
cent Towing is 18-year old deck
hand Joe Hughes. Brother Hughes
is shown here on the Shannon
Smith in his first week on the job
last month.
A recent trip to SiU-contracted
Crescent Towing in New Orleans
provided a chance to meet Monroe
Jackson, shown here in the engine
room on the tug Shannon Smith.
Brother Jackson, an oiler, has been
with Crescent since 1945 and holds
more seniority than anyone else in
the entire company.
August Jobless Rate Up to 7.1%; Blacks' Matches Postwar's 14.5%
WASHINGTON, D.C. —The U.S.
jobless rate for August rose to 7.1 per
cent from July's 6.9 percent. This puts
the nation's unemployed at 6.9 million
persons.
Bearing the lion's share of the high
unemployment rate were black work
ers. Their jobless rate of 14.5 percent
is up from July's 13.2 percent. It
matches a post-World War II high. This
high was also reached in Sept. 1975.
Also bearing the brunt of unemploy
ment are the 100,000 black youths—
aged 16 to 21—whose jobless rate last
month hit a record summertime high of
34.8 percent. White youths' jobless rate
in August was 12.6 percent.
Overall, 15.1 million U.S. youths
were jobless this July.
Hearing about the jump in unem
ployment figures, AFL-CIO President
George Meany observed that they
Photos tor Log
The crew of the SlU-contracted
USNS Columbia (Mount Shipping)
suggested that we print a notice
about whether or not the Log can
use color photos.
R!a>?k and white photos, especially
if they are sharp and focused well,
are much preferred. They reproduce
better than color photos in the news
paper. However, we can use color
shots if they are very clear and sharp.
Any deep sea. Lakes Seafarer and
any SIU Boatman who wishes to send
in photos, can address them to;
Editor, Log
675 Fourth Ave.
Brooklyn, N.Y. 11232
lacked any bright spots. He repeated
his proposal for a new program of direct
job creation by the Federal Govern
ment.
Meany warned that "the situation
will not improve until America really
begins to face up to the fact that there
must be a full scale Government pro
gram to achieve full employment. And
that drive still has not started."
Meany further declared that the
country's stagnant jobless rate does not
show the real story of unemployment in
America.
"When those too discouraged to look
for jobs are counted and when the 3.1
million who are forced to work parttime
because fulltime jobs are not available
are factored in, the true unemployment
rate is 9.8 percentl"
He noted that the economy is "quite
sluggish and nothing is being done to
give it a boost."
A bright spot in the unemployment
Jacksonville's Agent 'Red' Morris Retires
SIU Jacksonville Port Agent William
J. "Red" Morris, 57, has retired from
the Union after 38 years.
Brother Morris joined the SIU in
1939 in the port of Jacksonville sailing
as a bosun. He also sailed from the port
of Mobile. In 1947, he first sailed from
that port for the Moran Towing and
Transportation Co.
Seafarer Morris was Mobile joint
patrolman from 1969 to 1975. Alto
gether, he worked 13 years there.
During World War II, Brother Mor
ris made a trip of five months on the
Murmansk run in 1942. He also rode
a run to England in the War and was on
a convoy mat was sunk on its way to
Casablanca, Morocco.
6 / LOG / September 1977
Brother Morris says he was on the
picketline in all the major SIU beefs.
He added that he helped to organize
Cities Service, Isthmian Steamship Co.
and the Atlantic Steamship Co.
In September 1944, Morris worked
at SIU Headquarters. The next year he
was working for the Union in Jackson
ville with a few months spent back at
Headquarters.
Later on he had Union assignments
in the ports of Norfolk, Va.; Charleston,
S.C. and Savannah, Ga.
Born in Florida, Morris is a resident
of Jacksonville with his wife, Yvonne.
He intends to catch up on his fishing
during his retirement.
Brother Leo Bonser is replacing Sea
farer Morris as Jacksonville port agent.
WiUiam "Red" Morris
picture was that seven U.S. cities had
their jobless rate drop below 6 percent.
They are Stamford, Conn.; Michigan's
Grand Rapids, Kalamazoo, Portage and
Saginaw; Lorain-Elyria, Ohio, and Ra
cine, Wise.
In August, 86 U.S. cities were on the
list of cities whose jobless rate was
above 6 percent.
Seweil's Point Is
New SiU-Contracted
Tugboat
The Seweil's Point, a 2,360
hp. tugboat, is the newest ad
dition to the SIV-contracted
fleet of Curtis Bay Towing in
Philadelphia, Pa,
She came out of Jakobson's
Shipyard in Oyster Bay, N.Y.
and entered service in May.
She carries a crew of six SHI
Boatmen who enjoy air con
ditioned crew quarters and
galley.
Her vital statistics are:
length: 99 ft., 10 in.; breadth:
29 ft.; draft: 14 ft.; gross
tons: 237. She is classified
A-l-Ocean Towing, but will do
mostly harbor work in the
Philadelphia area.
The Seweil's Point brings
Curtis Bay*s total PhUadelphia
fleet up to eight boats. The
company also has offices in
Baltimore, Md. and Norfolk,
Va.
�Headquar
Notes
by SIU Executive Vice President
Frank Drozak
Too many people often confuse the leadership of a union for the union itself.
There is no doubt that strong leadership makes for a strong union. But no
group of officials, no matter how well-organized or hardworking, can do that
job alone.
The real definition of a strong union is the membership itself, working handin-hand with its leadership to insure the full rights of every member.
This is no easy task, especially for a union like the SIU. About 80 per cent
of our membership is always at sea. Yet we still believe that the Union is where
the membership is.
The great majority of our membership, constantly moving and physically cut
off from one another, is nevertheless the guts of the SIU.
The SIU, like all democratic trade unions, works from the membership up.
For the past two issues of the Log, I have devoted my column to where this
important process largely begins for us—in the Ship's Committee. In the July
issue, I discussed the importance of the Ship's Chairman. In August I outlined
the responsibilities of the secretary-reporter and educational director on board
each ship.
This month I want to focus on the remaining Ship's Committee members.
They are the Ship's delegates and they can make or break the working of the
entire Committee.
Three brothers serve as elected delegates on deep sea vessels, one each from
the Deck, Engine and Steward Departments. Their major responsibility is to
work together with the Ship's Chairman to enforce the Union contract at sea.
The Ship's Chairman, the Bosun, is the main spokesman for the unlicensed
crew. But he cannot always be in close touch with all brothers in all depart
ments. In fact, minimum vessel manning levels today often mean minimum
personal contact among the crew.
The Chairman, therefore, must depend on the delegates to report to him at
shipboard meetings or on their own if problems develop in their departments.
They can prevent a ship from sailing short by quickly notifying the Chairman
of missing crewmembers. And throughout the voyage, they are on the job in all
departments to see firsthand if the rights of any member arc not carried out.
The delegate's job is even more important in the inland division. Only one
delegate is necessary to represent the small crews on tugboats and towing
vessels. But he must exercise the duties of the entire Ship's Committee himself.
The inland delegate presides at Union meetings aboard his boat. He dis
tributes educational material to keep the crew up-to-date on current maritime
and Union issues. And, of course, he communicates the needs of the crew to
Union Headquarters.
Because inland crews are small, many Boatmen underestimate the impor
tance of the delegate. They may feel that formal Union meetings are not neces
sary since the handful of members onboard can talk to each other easily and
express their needs when an SIU patrolman services the boat.
But the basic democratic structure of our Union should not be taken lightly.
Your right to speak out at Union meetings at sea or on the rivers when you
can't attend regular membership meetings in port and to have a brother speak
for you to Headquarters is guaranteed by the delegate's role.
Don't ignore or dismiss his job. If you do, you are selling your own rights
short.
I strongly urge you not only to respect and cooperate with the delegate on
your ship or boat, but to run for that position yourself. It is an opportunity to
learn more about your Union and to make it a stronger organization for all of
your SIU brothers.
Without delegates, the Union cannot function at the most crucial part of its
structure—its rank and file. Delegates open up the vital line of communication
between the membership and the Union leadership. They insure your con
tractual rights on the job and convey your needs to the Union officials on the
beach so that they can represent you in Washington or at that next contract
negotiation.
You have both a right and an obligation to take an active part in the affairs
of the SIU. Exercise it through your Union delegate.
21 Seafarers Preparing for Future Thru LNC Program at HLSS
Twenty-one Seafarers are preparing
for the future right now at the Lundeberg School. They are participating in
the School's four-week long Liquified
Natural Gas (LNG) Upgrading Pro
gram.
This course must be taken before a
Seafarer can get a job on an SlU-contracted LNG carrier. Since the SIU will
have at least seven LNG ships under
contract by 1979, there is no better time
than right now to plan on taking this
important course.
Presently, SIU members are man
ning the only U.S.-flag LNG ship, the
Aquarius, in America's merchant fleet.
The Aquarius has a long-term charter
to carry liquified natural gas from Indo
nesia to Japan.
There is one more LNG class sched
uled to begin at the Lundeberg School
this year on Nov. 28, 1977. In addition,
there are three LNG classes scheduled
for next year. Their starting dates in
clude Feb. 6, May 15 and Aug. 21,
1978.
Each class is limited in size to 25 SIU
members. So if you are interested, it is
suggested that you get your applications
in as soon as possible. This will insure
The 21 SIU members participating in the Lundeberg School's LNG Program
are, kneeling from the left: Pete Zukier, Richard Duncan, Edward Savickas,
Wendell Burton, David Long, Vinnie Carrao and Ramon Echevarria. Standing
from the left are: Charles Boyle, Guy Debaere, John McLaughlin, Gregory
Porez, Tim Doherty, Thomas J. Thomas, Charlie Clausen, Robert Adams,
Scottie Byrne, Howard Weber, Pete Dolan, Edward Tinsley, John Reed and
Alfred Raskins.
you a seat in the class of your choice.
To be eligible for the course, engine
department members must hold a
OMED-any rating. Deck and steward
department members must simply hold
a rating in their departments.
As part of the course, Seafarers will
participate in classes dealing with the
properties and handling of liquified na
tural gas. They will study the LNG
ship's automated engine and cargo con
trol rooms, and the vessel's dual fuel
systems. Firefighting is also an impor
tant part of the LNG Program.
In addition to work at the Lundeberg
School, course participants will take a
field trip to the LNG Terminal in Cove
Point, Md. This will provide a firsthand
look at the kinds of shoreside equip
ment used for unloading LNG ships
and storing liquid natural gas.
The entire thrust of the course is
aimed at safety. That is, the safe opera
tion of an LISIG ship, as well as the
safety of the crew.
Galveston USPHS Hospital May Move to New Home in October
The job of transfering the deteriorat
ing Galveston USPHS Hospital to its
new home in Nassau Bay, Tex. may
begin early next month.
The move, itself, will take at least six
months. So at the earliest, the new
USPHS facility will begin full operation
in March 1978.
The U.S. Department of Health, Ed
ucation and Welfare (HEW) actually
okayed the move six months ago after
giving into pressure from the SIU. But
the move has been delayed since then
for a couple of reasons.
It was first delayed for four months
while the U.S. House of Representa
tives and Senate worked out differences
over an Appropriations Bill for HEW.
A House-Senate Conference Committee
finally agreed on the bill July 26.
The move might have begun then.
However, all new HEW appropriations
are frozen over the hotly debated abor
tion issue. In brief, this controversy in
volves whether or not Medicaid funds
should cover legal abortions for eligible
Medicaid recipients.
$185 Million for USPHS
When the abortion issue is settled and
HEW's funds are unfrozen, the USPHS
system will be allocated $185 million for
fiscal year 1978.
These funds include $170 million for
operation aitd maintenance, and $15
million for improvements and moderni
zation.
The move of the Galveston Hospital
to Nassau Bay will cost af)out $5.4 mil
lion. It would have cost the Government
nearly $35 million to refurbish the old
Galveston facility.
The new site in Nassau Bay is a virtu
ally brand new facility, the Space Cen
ter Memorial Hospital. It is a four-yearold, 130-bed facility.
It has been empty for a year-and-ahalf. Even though it is not in use, it is
costing the Government approximately
$80,000 per month in mortgage and
maintenance payments.
In contrast to the Galveston site, .the
new Nassau Bay facility is more cen
trally located to the main patient loads.
This includes the Houston, Beau
mont and Port Arthur port areas. It is
also more accessible to USPHS bene
ficiaries working at the Manned Space
flight Center and Ellington Air Force
Base.
Alcoholism is <
disease.
.n •
it can be treated
September 1977 / LOG / 7
I
1
�active in MTD Port Council affairs, fighting for the interests of workers in
maritime and related industries.
The
Lakes
Picture
Buffalo
The Maritime Trades Department held its annual Political Activity Com
mittee Dinner Dance and Cocktail Party Sept. 16. The funds go for political
endorsements and to support the new MTD truck. The truck, which was bought
last spring, has a stove, table and latrine. It has already proved useful on picket
lines, especially in cold weather.
SU Lawrence Seaway
A recent United States-Canada proposal to raise tolls on the St. Lawrence
Seaway, and impose tolls instead of locking charges on the Welland Canal,
has aroused a storm of protest from Lakes shipping interests and maritime
unions. SIU President Paul Hall sent a letter to the U.S. Secretary of Trans
portation William T. Coleman Jr. explaining the Union's objections.
An increase in cost of Great Lakes transportation would damage the ship
ping industry there just as it is beginning to develop and attract deep-sea vessels,
Hall explained. "For too long, the nation's Fourth Seacoast has had to fight
policies and attitudes which discriminate against the Great Lakes and its ports,"
President Hall said. "After many years, the Great Lakes have demonstrated
that they have the wherewithal necessary to provide this nation with oceangoing
service, deep in the country's agricultural and industrial heartland.'
"Even slight fluctuations in costs may divert Lakes cargo to other modes
and other regions," he continued. Lakes shipping competes with rail and other
modes which carry cargo to ports on the East and Gulf Coasts. The increase in
cost of shipping through the Welland Canal which connects Lake Erie and
Lake Ontario would hurt the domestic Lakes shipping industry.
At present, all SIU-Lakes shipping is domestic. International Lakes com
merce involves mostly foreign-flag ships. But each year, more American flag
ships are passing through the Seaway to pick up cargo at Lakes ports.
The new tariffs would not be in effect until they are considered by the U.S.
Seaway Corporation's Advisory Board and discussed at public hearings in the
U.S. If approved they would take effect with the opening of the 1978 Seaway
navigation season.
Detroit
Construction on the new Union Hall in Algonac, Mich, will be finished as
of the end of September.
The tug-barge combination M/V Presque Isle (Litton Great Lakes) laid up
for repairs first in Erie, Pa. on Aug. 1 and then the tug was moved to the drydocks at St. Ontario, Canada.
As the United Steelworkers Union strike in iron mining and processing
plants continues into the second month, more SlU-contracted ore-carriers are
laying up. The strike is affecting plants in Minnesota and Northern Michigan.
Ships in lay-up since last month's report include: American Steamship's Joseph
Young, Consumers Power, McKee Sons, and John T. Hutchinson, and Kins
man's George Gobel. Several of these ships are getting needed repairs during
the slack time .
The 1000-ft. ore and coal carrier M/V Belle River (American Steamship)
finally got her maiden voyage after a delay for repairs. Her SIU crew is glad to
be back on board.
Horace Brown, a trustee of the Maritime Trades Department Port Council
for Detroit, was recently elected vice president of the Retail Clerks Internanational Union. Brown is president and chief executive officer of Detroit's
Retail Clerks Local 876. He is also a member of the executive board and exec
utive committee of the Michigan AFL-CIO. He has always been extremely
Dispatchers Report for Great Lakes
•TOTAL REGISTERED
All Groups
Class A Class B Class C
AUG. 1-31,1977
Alpena
Buffalo
Cleveland
Detroit
Duluth
Frankfort
Chicago
Totals
.
0
1
1
0
0
0
1
3
0
1
0
4
3
0
0
8
9
13
30
10
4
9
82
TOTAL SHIPPED
All Groups
Class A Class B Class C
DECK DEPARTMENT
6
18
2
8
12
5
15
41
8
17
3
7
17
2
108
53
••REGISTERED ON BEACH
All Groups
Class A Class B Class C
0
0
1
3
0
0
2
6
6
3
8
9
4
2
3
35
0
0
3
1
2
0
0
6
1
2
2
2
4
0
1
12
0
0
0
0
0
0
0
0
3
2
2
13
3
0
2
25
1
0
2
0
1
0
0
4
2
1
0
0
5
0
1
9
0
0
0
0
0
0
0
0
0
0
1
2
0
0
1
4
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
2
3
4
8
28
4
3
1
51
13
0
10
13
2
0
2
40
25
6
9
20
29
4
0
93
115
50
116
ENGINE DEPARTMENT
Alpena
Buffalo
Cleveland
Detroit
Duluth
Frankfort
Chicago
Totals
0
0
0
0
0
0
0
0
1
0
3
3
2
0
0
9
5
5
7
6
9
14
9
5
3
53
9
0
8
5
2
0
1
25
STEWARD DEPARTMENT
Alpena
Buffalo
Cleveland
Detroit
Duluth
Frankfort
Chicago
Totals
3
0
1
3
1
0
r\
0
0
0
1
0
0
1
\j
0
1
1
2
0
5
0
1
9
7
0
1
11
2
3
3
27
9
0
1
4
1
2
3
20
ENTRY DEPARTMENT
Alpena
Buffalo
Cleveland
Detroit
Duluth
Frankfort
Chicago
Totals
3
Totals All Departments
17
0
10
17
5
4
6
59
12
3
3
11
3
0
1
33
81
37
188
98
6
•"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
_
It
8 / LOG / September 1977
-Jf''
i
�tit wa0l|tit0ton
Seafarers International Union of North America, AFL-CIO
SEPTEMBER 1977
Waterways Bill
On Fuel Tax
Is Moving
In Congress
Cargo Equity
Bill Faces
Tough Fight
In Congress
A bill which would tax fuel used
by tugs and towboats on the inland
waterways is moving in the House of
Representatives. The Bill is now in
the House Rules Committee.
In the meantime, the American
Waterways Operators group has de
cided to support the Bill. They ap
parently feel that there is no use in
fighting it any longer. They also be
lieve that if the Fuel Tax Bill is
passed, they will automatically get
the go-ahead for replacing Locks &
Dam #26.
The fact is that the fight against
the Fuel Tax is far from,over — and
there is no guarantee that Locks &
Dam #26 will be replaced even if
the fuel tax is passed. The "environ
mental groups" have already said
they are going to continue to fight
against replacing the locks and dam.
The Cargo Equity Bill is coming
up for a vote in the House of Rep
resentatives very soon. In the Senate,
the Bill is now scheduled for another
day of hearings on Oct. 4.
House Merchant Marine and Fish
eries Committee Chairman John
Murphy is all set to push ahead for
passage of the Bill. President Carter
has already said that he supports it.
But, the oil companies are putting
up a stiff fight—and they have most
of the big newspapers and TV sta
tions in their corner.
As we come down to the wire, the
SIU and the Maritime Trades De
partment in Washington are getting
support from the AFL-CIO and
other national unions. SIU and
MTD representatives are contacting
Congressmen. Our Port Maritime
Councils on the East Coast, the Gulf,
in Texas and on the West Coast are
also busy getting support for this bill.
COMPLETE DETAILS ON
PAGE 3.
Legislative, Administrative and Regulatory Happenings
SIU Fights
Virgin Islands
Oil Loophole
A loophole in the Jones Act is
being used by Amerada Hess to carry
oil on foreign-flag ships from Alaska
to the Virgin Islands, refine it, and
then ship it again on foreign-flag ves
sels to the U.S. East Coast.
But, this month the SIU went to
the Federal Court in Washington to
try to stop it. At an SIU Staff & Plan
ning meeting in Washington this
month, SIU General Counsel How
ard Schulman said he hoped for a
favorable decision.
Schulman said the loophole could
cost the jobs of hundreds of Ameri
can .seamen. He said that Congress
clearly intended that American ships
should be used to transport Alaska
oil.
COMPLETE DETAILS ON
PAGE 5.
Inland Boatmen
in Washington
SIU Boatmen get a first-hand look
at Washington. They learn what the
SIU is doing to protect their jobs and
promote the towing industry. They
see the Transportation Institute, the
Maritime Trades Department, and
they see Congress in session. Posing
here on the steps of the Capitol are
Vessel Operators Tony Thompson
and Joseph Robertson, First-Class
Towboat Operators Bill Lupton and
Vincent D Errico, and SIU Repre
sentatives George Co.^tango and
Dave Wierschem.
Here's What's Happening in Congress
. . . ALASKA GAS PIPELINE.
Both the House and the Senate are
holding hearings on the route of the
Alaska natural gas pipeline. The SIU
is backing the "All-America" route
which would run the pipeline across
Alaska where it would be liquefied
and shipped to the U.S. West Coast
on American-flag LNG tankers.
President Carter has selected a pipe
line route that would run through
Canada. Congress will make the final
decision.
•At
Deep Sea Upgraders
in Capital
Twelve more SIU deep sea Senior
ity Upgraders came to Washington
this month for a briefing on the
Union's Washington activities. They
met the officials and staff at the AFLCIO Maritime Trades Department
and the Transportation Institute.
With them on their trip were Mike
Sacco, SIU Headquarters representa
tive, and Dave Wierschem, SIU rep
resentative. Seen here are Thomas
Conway, Jose Delrio, John Hasson,
Robert Jones, James McCrary,
Joseph Montoya, Alan Nelson, John
Persson, Steven Williams, Thomas
Zien, Joe Recile, and Worcester
Johnson. Not in the photo is Upgrader Robert Rush.
!}:
. . . OCEAN MINING. Both the
House and Senate are moving ahead
on legislation which will encourage
American companies to go ahead
with plans to mine minerals on deep
seabeds. Because the recent Interna
tional Law of the Sea Conference did
not provide any guarantees to protect
the very heavy financial investments
of U.S. industries, it is now expected
that President Carter will support
this legislation. Under the proposed
law, only U.S.-flag ships will be used
for the mining, processing and trans
portation of the deep sea minerals.
This will open up many new job op
portunities for American maritime
workers.
*
*
Marine are holding hearings on set
ting safety requirements on the de
sign and use of cargo containers.
*
*
He
...TANKER OIL POLLU
TION. The House Government Op
erations Committee is looking into
a report on "Coast Guard Efforts to
Prevent Oil Pollution Caused by
Tanker Accidents."
In the Federal Agencies . . .
. . . SAFETY OF LIFE AT SEA.
Meetings were held earlier this
month at the Department of Trans
portation on a number of points
dealing with "Safety at Sea." Among
the items taken up at the meetings
were: safety aboard nuclear-pow
ered merchant ships, and ballast and
load-line requirements for off-shore
drilling rigs. Also on the list for
discussion were emergency radio
and beacon positioning equipment
aboard ship, and portable radio
equipment for survival boats and
rafts.
SPAD Is the SHJ'.s political fund and our political arm in
Washington, D.C. The SIU asks for and accepts voluntary
contributions only. The Union uses the money donated to
SPAD to support the election campaigns of legislators who
have shown a pro-maritime or pro-labor record.
SPAD enables the SIU to work effectively on the vital
maritime issues in the Congre.ss. These are issues that have
a direct impact on the jobs and job security of all SIU mem
bers, deep-sea, inland, and Lakes.
The SIU urges its members to continue their line record
of support for SPAD. A member can contribute to the
SPAD fund as he or she sees fit, or make no contribution at
all without fear of reprisal.
A copy of the SPAD report is filed with the Federal Elec
tion Commission. It is available for purchase from the FEC
in Washington, D.C.
*
...CARGO CONTAINER
SAFETY. The House Subcommit
tees on Coast Guard and Merchant
September 1977 / LOG / 9
•tah.jr:- --xa'
�Fishermen^ Cannery Workers Nix Sale of Catch to Foreigners
The SIUNA's-affiliated fishermen and
cannery workers unions have come out
strongly against a proposal that would
allow U.S. fishing boats to sell their
catches to foreign seagoing processing
"factories."
Presently, U.S. boats must sell their
catches to U.S. canners. The SIUNA
wants to keep it that way.
The unions took their position in op
position to the proposal at the SIUNA's
Fish and Cannery Workers Conference
held in San Diego, Calif, last month.
The SIUNA's affiliated fish and cannery
unions include: the Fishermen's Union
of America, Pacificand Caribbean; the
United Cannery & Industrial Workers
Union; the Atlantic Fishermen's Union;
the New Bedford Fishermen's Union;
the Alaska Fish Cannery Workers
Union, and the Alaska Fishermen's
Union.
In addition to the SIUNA, many Re
gional Fish Management Councils have
come out against the proposal. These
councils are responsible for enforcing
America's 200-mile zone fishing limit.
This latest controvery surrounding
America's fishing industry began sev
eral months back. At that time, a num
ber of owners filed applications with
the Commerce Department to sell their
catches to foreign vessels.
The Commerce Department has not
yet made a ruling on the issue. And one
is not expected for several months.
If the applications are okayed, the
end result would be a wholesale loss of
jobs for U.S. cannery workers.
It would also result in foreign boats
getting more fish than originally out
lined in the 200-mile fishing law.
Presently, though, it is felt that the
Commerce Department will rule against
the applications.
In the meantime, the SIUNA is con-
Officials of the SIUNA's affiliated fish and cannery workers unions met in San
Diego last month. The Fish and Cannery Workers Conference came out
against a proposal that would allow U.S. boats to sell their catches to foreign
seagoing fish processing "factories."
tinuing its work to block this export of
U.S. cannery jobs.
Porpoise Kill
Reduced
Environmental groups hailed
America's tuna fishermen for their
efforts in reducing the number of ac
cidental porpoise kills while fishing
for tuna.
National Marine and Fisheries
Service observers have reported that
the number of accidental porpoise
kills have dropped 500 percent.
At this rate, U.S. tunamen will
easily stay under the annual quota
of 63,000 porpoise that can be taken
incidental to tuna fishing. The quota
is set and enforced by the Fisheries
Service.
Presently, one Fisheries Service
observer is assigned to each U.S.
tuna boat to see that the boat does
not exceed its limit.
A spokesman for the environmen
talists said ''the industry has done
better than its wildest dreams."
LOG Wins First Prize for Editorials and Hall Columns
Three SlU newspapers won awards
this year in the 1977 International
Labor Press Association's Journalistic
Awards Contest. The prizes given to the
Seafarers Log, the SIU Inland Boatman,
and the Skipjack were for editions
printed during the 1976 calendar year.
Competing with all labor publica
tions that entered the contest, the Sea
farers Log won the First Award for best
editorial or column. This prize was
given for the following: September
1976 editorial entitled "Automation:
Human Being Must Be Considered";
October 1976 editorial on the oil indus
try's secret and dangerous proposals for
safety on offshore oil rigs and for sev
eral of SIU President Paul Hall's
columns.
Explaining their choice, the judges
said, "unlike many of the editorials read
by the judges that simply decried the
plight of their members, the editors of
the Seafarers Log offered solutions."
The Seafarers Log also won an Award
of Merit (.second place award) for gen-
Overseas New York Due For Alaska Run
The SS Overseas fSew York,
one of four new 89,700 dwt
tankers built by Maritime Over
seas Corp., will soon join ber
sistersbips in the Alaskan oil
trade.
She is expected to be ready
for service in November. She
will follow the SS Overseas
Ohio which is coming out in
October.
The first of the four SIUcontracted vessels, the SS Over
seas Chicago, was put into serv
ice in June as a pilot training
ship in the Valdez area. The
fourth new tanker, the SS Over
seas fFashington is expected in
February, 1978.
The New York, like all ber
sistersbips, was built at the Na
tional Steel Shipyards in San
Diego, Calif. She is 894 feet
long and ber beam is 106 feet.
When fully loaded, she will have
a 49-foot draft.
eral excellence for newspapers in its
category, which is international union
publications of newspaper format with
less than 100,000 circulation. Awards
for general excellence are given for
overall content.
In its category of regional publica
tions with 20,000 or less circulation, the
SIU Inland Boatman won an Award of
Merit (second place) for general excel
lence for "good graphics, many photo
graphs, and excellent use of cartoons
for illustration." The judges praised its
"helpful information such as the ex
planation of the new Federal pension
law." (The SIU Inland Boatmen was
combined with the Log when the SIU
and the IBU merged in October of
1976.)
The Skipjack, the newspaper of the
Harry Lundeberg School in St. Mary's
County, Piney Point, Md. won an
Award of Honor for the best use of
graphics. The bicentennial July 1976
issue was singled out for its replica of
an Independence Day, 1776, St. Mary's
County paper. Kathleen Kneeland is
editor of the Skipjack.
Log Staff
The editor-in-chief of the Log is
Marietta Homayonpour and James
Gannon is the managing editor. Assist-
SaccOf Troy Named Hdqs. Reps.; T Port
A number of new appointments in
Morris, who was recently a patrolman in
the SIU leadership went into effect re
York, had previously served the
Agents Picked New
cently. These changes were made in
Union as patrolman in San Francisco
order to fill the places of several retiring
officials and to better service the mem
bership.
Brothers Steve Troy and Mike Sacco
have been appointed Headquarters rep
resentatives. Troy, formerly San Fran
cisco port agent, will continue on the
West Coast in his new position in order
to handle the increase in shipping there.
This includes the growing Alaska oil
trade.
Sacco's Union experience has been
that of SIU patrolman in New York,
organizer in all ports, and most recently
director of Union education and vice
president of the Harry Lundeberg
• School. He will remain in his position
10 / LOG / September 1977
at the HLSS along with his new ap
pointment.
Seven New Agents
New port agents have also been ap
pointed in seven SIU ports. Houston's
new port agent is former San Francisco
Patrolman Joe Sacco.
In Jacksonville, replacing recently re
tired William "Red" Morris, is Leo
Bonser. Bonser was formerly a West
Coast SIU patrolman working in
Alaska.
Recently, lie was an SIU patrolman
at Headquarters.
Edd Morris has filled Steve Troy's
position as San Francisco port agent.
and the Far East.
Also on the West Coast, Luigi lovino,
another New York patrolman, has re
placed Mike Worley as Wilmington,
Calif, port agent.
Brother Worley is now port agent in
St. Louis, following Scottie Aubusson's
retirement from that post.
Gerry Brown, formerly port agent at
the Lundeberg School in Piney Point,
now holds the job of port agent in Mo
bile, following Louis "Blackie" Niera's
retirement. Before working at the
Lundeberg School, Brother Brown had
been port agent in Wilmington, Calif.
The new port agent in Piney Point,
Md. is George Costango.
ant Editors are Ray Bourdius, Marcia
Reiss and Ruth Shereff. Frank Cianciotti is chief photographer and associ
ate photographer is Dennis Lundy.
Production and design is directed by
George Vana and Marie Kosciusko is
the administrative assistant.
During 1976, James Mele and
Anthony Napoli were on staff as assist
ant editors and William Luddy as chief
photographer. James Gannon served as
editor of the Inland Boatman.
Enroll in Medicare
If You Are
All SIU members, pensioners and
their dependents, covered by the Sea
farers Welfare Plan, are reminded
that if they are eiigibie for the Medi
care Program they must enroll in
both Part A and Part B. Part A is
Hospital Insurance and Part B is
Supplemental Medical Insurance.
Part A is free of cost. However,
there is a monthly charge associated
with enrollment in Part B. The Wel
fare Plan pays this charge at the
standard premium rate for all elig
ible employees, pensioners and their
dependents.
The Plan coordinates its benefits
with Medicare. Upon enrollment in
Medicare, you must present ail bills
to Medicare for payment first. Then
they must be submitted to the Weifare Plan office along with the cor
responding Medicare Statements.
Upon receipt of this information the
Plan will determine if any of the ex
cess charges not covered by Medi
care, can be picked up under the
Seafarers Welfare Plan.
To find out if you are eligible for
Medicare and how to enroll in the
Program, contact your nearest So
cial Security Office.
For any questions on the Sea
farers Welfare Plan wri^e to; Claims
Department, Seafarers Welfare Plan,
275 20th St., Brooklyn, N^Y. 11215.
�Safety Suggestions Given After Miss. R. Collision
Safety recommendations based on
the collision between the Norwegian
bulk carrier SS Baune and the U. S.
tankership SS Keytrader on the heavily
traveled lower Mississippi River were
recently issued by the National Trans
portation Safety Board. During the ac
cident on Jan. 18,1974, six people were
killed, three were injured and 10 were
reported missing.
The bow of the Baime cut 20 feet
into the two forward cargo tanks on the
starboard side of the Keytrader. Gaso
line spilled from the tanks onto the
main decks of both vessels and onto the
surrounding waters and ignited. It took
53 hours to put out the blaze.
The report concluded that pilots on
the two vessels did not notice the other
approaching until it was too late. The
pilot of the outbound Keytrader mis
takenly thought the Baune was pulling
out of an anchorage when she was
really moving up river.
The radar on both ships, which oper
ated with manual plotting, was partly to
blame, according to this report. With
two-way traffic and restricted visibility,
manual plotting does not leave enough
time to work out a passing agreement.
Collision Avoidance Systems (CAS)
and Marine Radar Interrogation Trans
ponders (MRIT) might have avoided
the accident, the Safety Board con
cluded. Its recommendations to the
Maritime Administration suggested that
MRIT and CAS be put into use as soon
as possible.
In its report to the Coast Guard, the
National Transportation Safety Board
pointed out that in putting out the
blaze. Coast Guard firefighters did not
have adequate foam or protective cloth
ing. This was because the Coast Guard
has only enough firefighting capability
to protect its own facilities plus extra
where it has an agreement to help local
firefighting forces.
sels navigating with radar in limited
visibility.
The Board recommended that the
Coast Guard be ready to fight major
marine fires
on remote waterways
where local governments are unable to
do so on their own.
The failure to hear whistle signals is
common in marine casualties, the re
port added. This is because environ
mental conditions can distort sound
propagation and make whistle signals
unreliable. It was suggested that the
Coast Guard inform seamen of this
problem.
The Coast Guard was also told that
it should establish guidelines to deter
mine the maximum safe speeds for ves
For better fire prevention, the Coast
Guard should prohibit the use of metals
with low melting points and fire-con
sumable gaskets. These should be pro
hibited in both tank covers and deck
piping systems on tankerships, the re
port said.
House Approves $2.65 an Hour Minimum Vfage Bill
The House of Representatives ap
proved this month an increase in the
minimum wage that falls below the pro
posed increase sought by the AFL-CIO
and Carter Administration.
The House-passed bill will raise the
wage floor from the present $2.30 an
hour to $2.65 in January and, in two
years to $3.05.
However, if the House had accepted
the bill proposed by the AFL-CIO and
President Carter the minimum wage
would have increased to $2.65 in Janu
ary and then to $3.15 by 1980.
The AFL-CIO-Carter bill also sug
gested a proposal for a fixed indexing
mechanism. This system would have
brought the pay floor up to 53 percent
5 Upgrade to Assistant Cook
of the average factory hourly wage. It
would have kept it at that ratio through
automatic adjustments each year.
If this had been accepted there would
not have been any further need for
Congre.ssional action to raise, the mini
mum wage in the years to come.
But the House defeated this by a vote
of 223 to 193. Many of the House
members justified their vote against in
dexing by claiming that this "escalator
provision could be inflationary."
A False Fear
"This iiv a false fear," said George
Meany, president of the AFL-CIO.
"But the idle plants and machinery and
the idle men and women in America
are clearly inflationary. The additional
spending power generated by increas
ing the minimum wage to $2.65 in Jan
uary will put some of the idle machines
and people back to work and thus
counter inflation."
''AWt.
f-" ~
These five Seafarers have just completed the Lundeberg Schoors Assistant
Cook Program. They are, from the left: Philip Dunn, Stephen Boyd, Alton
Pollock, Glenn Bamman, and Michael Peck.
The proposed subminimum wage for
youths which was opposed by the AFLCIO also failed in the House by a vote
of 210 to 21 I. Opponents of the youth
differential amendments said the pro
vision would discriminate against young
workers. They claimed that employers
would be tempted to dismiss older
workers and hire people at the lower
rate if the subminimum wage was
adopted. The House-passed bill has somewhat
Dropped Out of School in 8th Grade,
He Gets His H. S. Diploma at HLSS
Seafarer Mike Mefferd of Gretna, La.
recently completed the high school
equivalency program at the Lundeberg
School. He dropped out of school in the
eighth grade.
In 1971, Brother Mefferd, 24, at
tended the basic vocational program at
HLS. Since that time, he has also par
ticipated in the FOWT and the Able
Seaman courses. Seafarer Mefferd said
that, "the school is the best thing that
could have happened to me." He has
been an SlU member for six years and
believes that travelling educated him.
Brother Mefferd said that he entered
the GEO program on the advice of Mrs.
Margaret Nalen, director of academic
education at the school. He knew that it
was going to be a long hard struggle for
him but he kept with it. Brother Mefferd
tried three times before he successfully
completed the program. But he never
lost the motivation to succeed. "I really
had the determination. After testing for
the first time, I knew what to expect."
Seafarer Mefferd is proud of the edu-
Mike Mefferd
cation he received at HLS. "Everyone
has helped me so much. My reading
level has increased tremendously. That
alone is very helpful."
Brother Mefferd also said, "the peo
ple at HLS really care, which is not like
most places. The students receive a lot
of individualized instruction and some
times personal counseling if you want
and need it. I don't think people realize
the good opportunities at HLS."
Brother Mefferd plans to return to
HLS for his QMED endorsement. His
future goals include getting a marine
engineer's license.
For anyone considering a career as a
seafarer. Brother Mefferd noted, "HLS
is a good place to start. I have come
such a long way since my first visit to
HLS. I know that anyone can do what
I have done. The results are unbeliev
able."
set back the AFL-CIO's many years of
hard work to improve the minimum
wage level. However, Meany said in a
statement, "We in the AFL-CIO, do
not intend to stop fighting until all
workers are above the poverty level."
He added that the House bill would
not put many working poor above the
poverty level.
Lower Than Original
When the Carter Administration and
the AFL-CIO had finally reached a
compromise last month on their pro
posed increase, the amount wasn't as
high as the AFL-CIO had originally
sought.
It was, however, a closer attempt at
fulfilling the Fair Labor Standards Act
than the bill the House had just passed.
The Senate Human Resources Com
mittee has accepted and passed all the
proposals in the AFL-CIO-Carter bill.
Labor and its allies in the minimum
wage coalition are hopeful that the full
Senate will restore the key escalator
provision to the final bill.
Waferman - MAR AD
Huddle on Subsidies
For Far East Runs
SlU-contracted Waterman Steamship
Corp. is holding ongoing discussions
with the U.S. Maritime Administration
in an effort to regain Federal subsidies
for its U.S.-Far East sen/ice.
Loss of the subsidies last May pre
sented financial problems for Waterman
and threatened to end the carrier's serv
ice on its Far East Trade Routes 12 and
22. However, at present none of Water
man's eight Mariner class vessels used
in the Far East trade are laid up. Most
are now carrying Government cargo on
other trade routes.
Waterman will have to commit itself
to some new ship construction, since
that is a requirement for receiving sub
sidy. The company originally forfeited
its subsidies when it failed to begin a
previously planned program of placing
new tonnage in its Far East operations.
Waterman is also negotiating with
shipyards for a new vessel on Trade
Route 18. It must commit itself to at
least one new vessel on this Middle East
route by mid November in order to keep
its subsidies for this service.
However, that date may be extended
if Waterman finalizes its plans for new
construction in its Far East service.
September 1977 / LOG / 11
�studying for their First Class Pilot's license for the Louisiana area are SlU Boatmen, seated from the left:
Donald Downey, Christopher Cusimano and Marvin Bowman. Standing are Joseph Constance, left, and
Curtis Ledet.
Boatman Thomas Doherty is hoping to get his
pilot's license for the port of Philadelphia.
Boatman Melvin Charnock points out area on chart
around Maryland he will be working as a First Class
Pilot.
Virgiria water may have four new First Class Pilots before long. They are, from the left, Diana Bandelean, James Voliva, Vincent D'errico and William Lupton.
11 Boatmen Studying for First Class Pilot s Licenses
One of the most important courses
the SIU has to offer its inland mem
bers is presently under way at the
Lundeberg School.
It is the First Class Pilot's Course,
and it leads to a Coast Guard license
in that rating. Participating in this
six-week program are 11 SIU Boat
men who hope to achieve this im
portant license.
They are Donald Downey, Chris
Cusimano, Marvin Bowman, Joseph
Constance and Curtis Ledet of Lou
12 / LOG / September 1977
isiana; Melvin Charnock of Mary
land; Diana Bandelean, James Vo
liva, Vincent Dierrico and William
Supton from the Virginia area, and
Thomas Doherty out of Philadelphia.
The First Class Pilot's Program,
itself, is a very comprehensive one. It
covers complete instruction in inland
rules of the road, chart navigation
and aids to navigation.
It includes specialized instruction
in pilot rules for the participant's par
ticular geographic area, as well as the
study of local winds, weather, tides
and currents.
The program also includes detailed
instruction in ship handling.
The First Class Pilot's Course is
only one of the inland programs of
fered at the Lundeberg School lead
ing to a marine license.
Other such programs include:
Original Towboat Operator (for
Western Rivers, Inland or Oceans
not more than 200 miles offshore);
Master, Mate and Diesel Engineer.
These licensing programs are per
forming two very important tasks.
They provide SIU Boatmen with the
unique opportunity to achieve a ma
rine license, which means a better
job and higher pay. In addition, the
courses help the Union to fulfill its
licensed manpower committments to
its inland contracted operators.
For complete details on these
courses, contact your local SIU rep
resentative, or write directly to the
Lundebei^ School.
�The Jones Act
Most Important Maritime Law on Books
This is the 15th in a series of articles which
the Log is publishing to explain how certain
organizations, programs and laws affect the
jobs and job security of SIU members. This par
ticular article, however, is the first of three
which will deal with the Jones Act, the most
important piece of maritime legislation on the
hooks today. The articles will deal with the
particulars of the law itself, as well as the his
tory and prospective future of this vital law.
It's often said that you can be sure of nothing
in politics. Well, that may be so. But here's two
items concerning politics you can bet your pay
check on.
First—if there were no Jones Act, there would
be virtually no modern-day American merchant
marine.
Second—unless the SIU and other U.S. mari
time interests continue to fight to keep the Jones
Act on the books, it won't be long before Ameri
can-flag vessels are a part of the past.
As far as the U.S. merchant marine is con
cerned, the Jones Act is the most important mari
time law on the books today.
Essentially, the Jones Act requires that only
American-built, American manned, and American
registered vessels can be used in the nation's do
mestic waterbome trades.
The domestic waterbome trades refer to all
cargoes shipped by water from one U.S. port to
another U.S. port. This includes deep sea coast
wise cargoes, as well as cargoes transported on the
nation's inland waterways.
The Jones Act^also applies to fishing vessels and
dredges involved in work in American waters.
In addition to ports within the United States,
the Jones Act requires U.S. vessels to be used in
transporting cargoes between the U.S. and Guam
and the U.S. and Puerto Rico. However, Ameri
can Samoa and the U.S. Virgin Islands are exempt
from the law.
From the point of view of the individual mari
time worker, the Jones Act means job security.
The law protects the jobs of American seamen,
boatmen, dredgemen, and fishermen.
The law also has a profound effect on the job
security of U.S. shipyard workers. In fact, more
than half of all vessels built in U.S. yards during
the 1960's were built for the U.S. domestic trades.
In other words, if it were not for the Jones Act,
The Jones Act requires that all U.S. domestic cargoes be carried in U.S. flagships. Above photo shows
SIU - manned containership Tampa on a coastwise run.
more than half of all U.S. shipyard workers would
have been out of those jobs during this period of
time.
built in and documented under the laws of the
United States and owned by citizens of the United
States. . ."
Historical Background
Comprehensive Cabotage Law
The Jones Act was originally passed 57 years
ago as an amendment to the Merchant Marine Act
of 1920.
The author of this vital measure was Senator
Wesley Jones, then chairman of the Senate Com
merce Committee.
At that time. Senator Jones said he was in favor
of the measure because when World War I broke
out the U.S. merchant fleet was inadequate to cope
with the situation.
He said, "everyone was in favor of an adequate
merchant marine . . . but when the World War be
gan, less than 10 percent of our trade was being
carried in American ships."
The original Jones Act read, in part:
"No merchandise shall be transported by water
or by land and wafer on penalty of forfeiture there
of between points in the United States, including
districts, territories and the possessions thereof em
braced within the coastwise laws, either directly or
via a foreign port, in any other vessel than a vessel
The Jones Act, itself, was and remains the most
comprehensive cabotage law ever passed in the
U.S. A cabotage law is simply a measure dealing
with domestic trade.
The original Jones Act did not sail through Con
gress, either. There was strong opposition to the
law from the State Department. It seems that the
State Department has always been a foe of a strong
U.S. merchant marine.
Cabotage laws in this country are not restricted
to maritime. A parallel to the Jones Act in another
U.S. industry can be found in the airline industry.
Presently, only U.S. airlines can carry passengers
and cargo between U.S. cities.
There has always been a great deal of contro
versy about the Jones Act. Throughout the history
of the SIU, protection of the Jones Act has been
one of the Union's top legislative priorities. And in
many cases, it has been the actions of the SIU that
has kept the Jones Act a strong, meaningful law.
[Next month: A history of some of the SIU's
toughest fights in keeping the Jones Act intact.]
Jones Act at a
Glance
The Jones Act also protects the U.S. towing industry from infiltration by foreign flag operators.
Above photo shows SIU - manped tow boat Frank Rater with tow on the Mississippi.
The Jones Act requires that all cargo car
ried between U.S. ports must be r,v. ' • Ita
U.S.-flag ships or boats. Following are the
requirements a vessel must meet in order to
carry these domestic cargoes:
• The vessel must be owned, either
through an individual or corporation, by an
American.
• The vessel must be manned by U.S.
officers and crews.
• The vessel must be built and registered
in the United States.
• A vessel of more than 500 tons, which
is rebuilt abroad, cannot engage in the U.S.
trades.
The Jones Act applies to all vessels en
gaged in the U.S. domestic trades. This in
cludes tugs, barges, fishing vessels, deep-sea
ships, dredges, and related vessels.
September 1977 / LOG / 13
�Former Scholarship Winner Will Soon
Be a Doctor
In the event that any SIU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
NEW YORK, N.Y.—Schulman,
Abarbanel & Schlcsingcr
350 Fifth Avenue
New York. N.Y. 10001
Tele. #(212) 279-9200
BALTIMORE, MD.—Kaplan,
Heyman, Greenberg, Engelman
& Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301)539-6967
HOUSTON, TEX.—Combs,
Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713)659-4455
l AMPA, FLA.—Hamilton,
Douglas & Bennett
101 East Kennedy Boulevard
Tampa, Florida 33602
Tele. #(813) 223-3991
SAN FRANCISCO, CALIF.—
Jennings, Gartland & Tilly
Crocker Plaza
1 Post Street, Suite 2600
San Francisco, Calif. 94104
Tele. #(415) 781-1854
ST. LOUIS, MO.—Gruenberg
& Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314)231-7440
It won't be long before former SIU
scholarship winner Ransom Simmons
gets his degrees as a medical doctor and
Ph.D. in biochemistry. Then he hopes
to start tracking down a cure for cancer
and similar diseases.
With his background, it's natural that
he should join the ranks of medical
investigators. As a doctor, he will un
derstand the human side of the problem.
And as a Ph.D. he will be qualified to do
the academic research.
"What I like about being a doctor
is that a person will come in with a
problem and I will be able to do some
thing about it," Simmons explained.
"You try to find out what is wrong and
see what kind of treatment will help."
His main interest is the study of
enzymes and hormones. They are chem
icals in the body that control everything
that goes on, from digesting food to
making people grow. When these chem
icals are missing or slightly off, things
go wrong. You get diabetes without the
hormone insulin, or gout if a particular
enzyme is missing.
Simmons then explained with great
interest, that in a cancer tumor, enzymes
which make body cells grow and multi
ply simply do not stop working when
their normal job is done, so the cancer
takes over the body. If a way could be
found to control these enzymes, cancer
could be cured.
He loves science, as he discovered in
high school chemistry class back in El-
Personals
David W. Ketchbaw
Please contact the Log office at your
earliest convenience. You can call col
lect (212) 499-6600 ext. 242, 243.
NEW ORLEANS, LA.—Dodd,
Barker, Boudreaux, Lamy
6 Gardner
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
Ransom Simmons
• seaman's papers
In addition, when assigning a
Job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
"Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated members
must show their last six months
discharges.
lisville. Miss. His teacher encouraged
him and soon he was reading every
science book he could find. "Something
clicked," he said, "and I knew it was
what 1 was meant to do."
While he was in his first year of col
lege in the University of Mississippi at
Oxford he won the 1970 SIU four year
scholarship. This enabled him to finish
school, studying full time, and to go
through his first year of the six year
medical program at the University of
Mississippi Medical Center in Jackson.
He will graduate in 1979. Already he
has helped write several scientific pa
pers.
"The scholarship came at a time
when I needed some help," he declared.
"Now I feel that if the Union needs
anything from me all they have to do is
ask."
Ransom Simmons now lives with his
wife, Leila and mother in Ridgeland,
FOR THE MONTH OF AUGUST 1977
TOTAL JOBS SHIPPED
Permanent Jobs
Relief Jobs
Class A
MOBILE, ALA.—Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904
!>KTRO!T, MICH.—Victor G.
Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220
FALL RIVER, MASS.—Patrfcx
14 / LOG / September 1977
Notiie to Uemhers
On SUpping Protedure
Shipping Report for Inland Waters
LOS ANGELES, CALIF.—Bodle,
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, Calif. 90036
Tele. #(213)937-6250
H. Harrington
56 N. Main Street, Bennett Bldg.
Fall River, Mass. 02720
Tele. #(617) 676-8206
SEATTLE, WASH.—Vance,
Davies, Roberts, Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.—Katz &
Friedman
7 South Dearborn Street
Chicago, 111. 60603
Tele. #(312)263-6330
Miss, outside of Jackson. His wife will
be going to nursing school in the fall.
William Simmons, Ransom's father,
was on his way to Egypt on the SS
Mohawk at the time the Log called.
"Dad is still going strong. He is sailing
regularly and shows no sign of stop
ping," Ransom said. "He is as spry as
a seaman half his age." Able Seaman
Willam Simmons is 62.
Class C
Class A
Class B
Class C
Class B
0
0
0
0
0
0
8
2
12
1
0
1
0
0
0
0
0
0
0
0
0
2
1
13
10
1
18
0
0
0
0
0
0
3
3
24
008
26
0
0
ST. LOUIS
13
23
21
0
0
0
15
18
0
0
0
0
0
0
0
0
63
30
97
206
73
45
207
121
TOTAL ALL PORTS
1
1
0
0
0
Q
0
0
0
0
Q
Q
0
0
0
107
0
0
18
0
0
0
0
Q
1
0
45
79
72
0
0
0
0
0
0
0
000
0
0
0
Class A
BALTIMORE
BOSTON
HOUSTON
JACKSONVILLE
NEW YORK
MOBILE
NORFOLK
NEW ORLEANS
PADUCAH
PHILADELPHIA
PINEY POINT
PORT ARTHUR
PUERTO RICO
RIVER ROUGE
TAMPA
r-
Class B
TOTAL MEN REGISTERED
ON BEACH
8
2
0
Q
13
3
0
Q
0
0
0
0
55
0
4
3
2
1
95
90
0
0
10
4
00
5
0
-
�Annual Physical Could Save Your Life
American are always being told by
educators, newspapers and TV stations
that they should get a yearly physical
examination. But for most people, this
is just another problem to add to their
list. Where do you get a medical check
up? And how much will it cost, espe
cially when you consider that most in
surance programs pay only when you
are sick. They give nothing to keep you
healthy.
For SIU Boatmen, deep sea and
Lakes sailors, pensioners and their de
pendents, getting a yearly check-up is a
snap. You are entitled to this exam
under the SIU Welfare Plan. The doc
tors—including gynecologists for the
wives and pediatricians for the children
—are waiting at your nearest SIU clinic.
To get the exam, go to your port agent
who will give you a clinic slip.
Many hidden diseases have been dis
covered in the nick of time during these
Careful lab work in the Brooklyn clinic
catches diseases early.
The SIU clinic in Brooklyn, N.Y. is located right next to the Union hall. Family day is held on Thursdays.
exams. Overweight, obesity and dia
betes ar^ the most common cases, ac
cording to Dr. Joseph Logue, SIU med
ical director. But cancer, heart disease,
ulcers, lung tumors and high blood pres
sure are also on the list. People with
these ailments have been saved by tak
ing the SIU yearly medical check-up.
During the last fiscal year ending July
1977, a total of 27,772 Union members
received medical exams; 1,812 wives
took advantage of the program and
1,346 children. These numbers include
exams done at the Chicago SIU clinic
for members of the SIUNA-affiliated
taxi drivers union there as well as exams
on other eligible affiliated union lueiiibers.
The clinics are diagnostic, which
means they basically find out what is
wrong. If any problem is found, the
'nside the Brooklyn clinic, two Union members wait their turn to see the doctor.
Boatman or Seafarer is referred for treatment to the Public Health Service
Hospital. Dependents are given letters
explaining the problem to take to their
own doctor or hospital.
The SIU clinic system was started in
the 1950's to help Seafarers who were
given worthless exams by company doc
tors before shipping out. Many seamen
thought they were O.K. after passing
these exams. In fact, their problems
were simply not noticed.
Now, Seafarers present a yearly clinic
card to the port agent before they ship
out. If they have a problem that needs
follow-up attention, it will be noted on
the card that they should return to the
• 3-1
clinic in say, three months or six
months.
In Baltimore, as in all the clinics,
Greater Boatmen Use
medical records are kept in neat, or
ganized files.
More and more Boatmen are using
the clinics also. For those on harbor
The Seattle clinic has been a Seafarer's port-of-call for many years.
In New Orleans, Boatmen and deep
sea sailors can rely on well trained,
efficient technicians.
tugs, clinics in SIU deep .sea ports are
the most convenient. On the Mississippi
River, clinics are located in St. Louis
and New Orleans. Lakers on deep draft
vessels, tugs and dredges have a wide
choice of clinics in Great Lakes ports.
The clinics in New York, Baltimore,
New Orleans and Chicago are operated
by the Seafarers Welfare Plan. In San
Francisco, San Pedro. Portland, Seattle
and Honolulu, clinic; are operated by
the SlU-Pacitic Disuict—Pacific Mari
time Association—Seafarers Medical
Center. These clinics are also affiliated
with the West Coast seamen's unions.
At the SIU and the Pacific Maritime
clinics. Seafarers can get their inocula
tions before shipping out. All the other
clinics are "contracted" and the Seafar
ers Welfare Plan pays back the clinic
for each medical exam.
Connected to the clinic system is the
SIU Blood Bank—located in New
Continued on next page
September 1977/ LOG / 15
�Medical technologists take blood samples in New Orleans as part of the yearly
check-up.
^
This three-year old looks doubtful as he gets a check-up at the Brooklyn
clinic. The verdict; salt water in his veins.
Ps-r^"--
m
.Y
£
» i
-T\
K
irXJl
K
Blood Bank Available
Continued from preceding page
York, Baltimore and Mobile. Seafarers
and Boatmen can volunteer to donate
blood at these clinics. The Blood Bank
then makes unlimited amounts of blood
available to eligible members and their
dependents when they need it—even if
the member didn't donate blood him
self. If a hospital will not accept blood
from the program, the Seafarers Wel
fare Plan pays for the blood that the
member and his dependents need.
The SIU clinic system and Blood
Bank are just two of the unusual services
that the Seafarers Welfare Plan offers
eligible members to help them make it
in a complicated and expensive world.
Other services include the Alcoholic
Rehabilitation Center at Valley Lee,
Md. Here Boatmen and Seafarers go to
kick the drinking habit and start new
n
c.
iii:
.4^
lives as sober, productive members of
society. All they pay is transportation
costs.
The Scholarship Program also comes
under the SIU Welfare Plan. The fouryear college scholarships available to
Union members and their dependents
and the two-year scholarships for active
Union members have put many people
on the road to rewarding professional
careers.
The maximum death benefit, the op
tical benefit and the benefit for acciden
tal dismemberment are other aspects of
the Plan.
In addition to these benefits, the SIU
Welfare Plan, like most medical insur
ance plans, pays much of the cost of
doctor, surgery and hospital bills when
eligible members and their dependents
are ill.
.7, .
J
VA i
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An SIU Boatman in St. Louis gets ready for his yearly medical exam.
16 / LOG / September 1977
--M
X-rays are just one of the services available in the Chicago clinic.
V v
�Here's Where Your Clinics Are From Santurce to Honolulu
ALPENA
James M. Greenwood, M.D.
115 N. First Ave.
Alpena, Mich. 49707
Phone: 313-354-8444
BALTIMORE
Seafarers Welfare Plan
Medical Department
1216 E. Baltimore St.
Baltimore, Md. 21202
Phone: 301-EA-7-4600
BOSTON
East Boston Medical Associates
79 Meridian St.
E. Boston, Mass. 02148
Phone: 617-L07-2755
CHICAGO
Seafarers Welfare Plan
Medical Department
1306 S. Michigan Ave.
Chicago, 111. 60605
Phone: 312-939-2337
CLEVELAND
Drs. Ramsay, Ramos & Assoc.
129-30 Terminal Tower Arcade
Cleveland, Ohio 44113
Phone: 216-621-2600
DULUTH
Giesen Clinic
1515 Ogden Ave.
Superior, Wise. 54880
Phone: 715-394-5557
FRANKFORT
Gordon Willoughby, M.D.
104 Fifth St.
Frankfort, Mich. 49635
Phone: 616-357-3521
HONOLULU
Seamens Medical Center
1133 Punchbowl St.
Honolulu, Hawaii 96813
HOUSTON
Jack B. Mazow, M.D.
1503 Medical Towers
Houston, Tex. 77025
Phone: 713-790-0571
JACKSONVILLE
Edward H. Williams Jr., M.D.
2237 Riverside Ave.
Jacksonville, Fla. 32204
Phone: 904-389-8818
MELVINDALE
Melvindale Medical Clinic
2429 Oakwood
Melvindale, Mich. 97222
Phone: 313-928-4700
MOBILE
Arthur A. Amendola, M,D.
263 St. Francis St.
Mobile, Ala. 36602
Phone: 205-433-4578
NEW ORLEANS
Seafarers Welfare Plan
Medical Department
630 Jackson Ave.
New Orleans, La. 70130
Phone: 504-529-7341
NEW YORK
Seafarers Welfare Plan
Medical Department
675 Fourth Ave.
Brooklyn, N.Y. 11232
Phone: 212-965-2440
At the Puerto Rico clinic, pediatricians give careful attention to each child.
"• • : '
^
^ '' •
--'-1
'
<. ,
;
I,'- V
At the St. Louis clinic, this Boatman prepares for his chest X-ray. It's a good
idea for catching lung diseases in time.
A Union member checks-in at the Brooklyn clinic.
NORFOLK
Rudolf Schuster, M.D.
327 W. Bute St.
Norfolk, Va. 23510
Phone: 804-MA7-7283
PHILADELPHIA
Union Health Center
925 N. Broad St.
Philadelphia, Pa. 19123
Phone: 215-PO-5-7300
PORTLAND
Seamens Medical Center
2220 S.W. First Ave.
Portland, Ore.
Phone: 503-226-6966
SAN FRANCISCO
Seafarers Medical Center
40 Lansing St.
San Francisco, Calif. 94105
Phone: 415-EX2-3611
SANTURCE, PUERTO RICO
Servicios Medico
Hospitalarios, Inc.
Ponce De Leon, Esq. Riera
Parada 26
Santurce, P.R. 00909
Phone: 809-725-6900
SAN PEDRO
Seamens Medical Center
Los Angeles Area
539 West Sixth St.
San Pedro, Calif. 90731
Phone: 213-TE2-1126
SAULT STE. MARIE
Sault Polyclinic
300-306 Court St.
Sault Ste, Marie, Mich. 49783
Phone; 906-ME-2-2251
SEATTLE
Seattle Medical Surg. Clinic
700 Broadway
Seattle, Wash. 98122
Phone: 206-EA-9-0200
ST. LOUIS
Kosciusko Medical Clinic
1705 S. Third St.
St. Louis, Mo. 63104
Phone: 314-436-5100
STURGEON BAY
Door County Medical Center
345 S. 18th Ave.
Sturgeon Bay, Wise. 53714
Phone:414-743-7261
TAMPA
Westcoast Cardiology Clinic
2912Swann #400
Tampa, Fla. 33609
Phone: 813-877-9483
Skilled nurses help the doctors with the medicals. This photo was taken in the
Baltimore clinic.
September 1977 / LOG / 17
�William Camacho Went From Factory Worker to Chief Engineer
William Camacho came to the States
at the age of 15 from his homeland of
Puerto Rico. He carried with him a
seventh grade education.
For four years, Camacho supported
him.self by working in factories, picking
tomatoes and doing whatever other jobs
he could find to make some money.
But William Camacho is a gutsy guy.
He wanted something better, and he
set out to get it. You have to admire his
degree of success, too, because today,
he sails chief engineer on steam pow
ered vessels.
Camacho got his break in 1959 when
he joined the SIU in the port of Phil
adelphia. He was 19 years old.
Brother Camacho, who now sails
with MEBA District 2, recalls, "I knew
right away on my first trip that I was
going to make a career of going to sea.
So I figured as long as I was going to
stick with it, I might as well try to get
as far as possible in the engine depart
ment."
Camacho entered the MEBA Dis
trict 2 School of Marine Engineering
and Navigation in Brooklyn, N.Y. in
1967. He got his original third assistant
engineer's license the following year.
He moved up steadily from there, and
in 1974 he reached the top by passing
his Coast Guard exam for chief engi
neer on steam powered vessels.
Just this month, Camacho took his
exam for a chief's license covering diesel engines. He says, "I'm waiting for
the results, but I feel very confident that
I passed the test."
Camacho is just one of many SIU
members who have upgraded to the
licensed ranks aboard deep-sea vessels.
Got H.S. Diploma
Despite his successes in the engine
department, Camacho always had one
other educational goal—a high school
diploma.
He took correspondence courses to
increase his knowledge of the basic
academic courses. But the courses did
not lead to a high school diploma.
Then in 1975, Camacho, who keeps
up his SIU book, went to Piney Point
specifically for the Lundeberg School's
GED program. He had his high school
diploma a few weeks later.
Camacho now says, "I only wish I
had the time to earn a college degree."
Encourages Others
Camacho feels that his educational
achievements encourage some of his
shipmates to upgrade themselves.
r
/
William Camacho
He says, "I know a guy who sailed
oiler for 20 years. He came on a ship on
which I was chief engineer. He remem
bered me from my old days of sailing
oiler. He started kidding me and said
for chrissakes, if you can do it anybody
can.' The last time I saw this particular
guy he was sailing electrician."
Camacho says, "I also encourage the
young guys just coming in as wipers to
upgrade themselves as soon as they can.
I tell them there is great opportunity for
advancement in today's maritime in
dustry, and that they are foolish not to
take advantage of it."
Brother Camacho has not given up
on his correspondence courses, either.
He is now taking one in income tax and
real estate "so I know how to spend
my money."
After living for 14 years in the States,
Camacho moved back to Puerto Rico.
He now resides in Carolina, P.R. with
his wife, Cloty, and three children,
Billy, 19, Marilyn, 18, and Ivette, 9.
His two eldest children are enrolled
at the University of Puerto Rico. They
hope to become pediatricians. He says,
"I am very proud of my kids. I always
emphasized the necessity of education
with them, and they listened to me."
Of his own achievements in the mar
itime industry, Camacho says proudly,
"I like to think I'm one of the best en
gineers in the business.
ST Overseas Chicago
Sfafen Island, N.Y.
Seafarers of the new tanker Overseas Chicago (Maritime Overseas) picked
up four survivors from a sunken commercial fishing boat 65 miles south of
Cordova near the port of Valdez in the Gulf of Alaska at 3 a.m. on July 15.
The lifeboat rescue of the fishermen "went very well" according to Recerti
fied Bosun James R. Colson.
Deck Delegate Marion R. Files said the "captain blew abandon ship and all
hands responded well."
Three extra Seafarers were put on board to support in-training exercises for
masters and mates for the run in and out of Valdez.
Former Seafarer Jimmy Lupo Jr. (1940 to 1960) writes that "My son.
Airman James T. Lupo III, who graduated from the Harry Lundeberg School
at Piney Point, Md. and sailed with your Union for a while, retired his book to
join the U.S. Air Force . .."
Lupo completed basic training at Lackland (Tex.) Air Force Base. He was
awarded the honor graduate ribbon for academic and military excellence. He
also earned credits toward a degree in applied science through the Air Force's
Community College.
The airman's brother, Steven Lupo, is also a Piney Point grad and an active
Seafarer.
MV Sugar Islander
Burial at sea funeral services were conducted for the late Seafarer Barney
C. Burnette on the MV Sugar Islander on June 22.
The ship's master, Capt. William P. McAuliffe, read from the Gospel and
led all hands in the Lord's Prayer at the services followed by one minute of
silence for the departed brother. He was then laid to rest at Latitude 32-39
North, Longitude 29-28 West.
Taking part in the services were Chief Male B. McCarthy, Recertified Bosun
William E. Joyner and AB Bob Callahan.
MEMBERSHIP MEETINGS
Port
Washington, D.C.
The U.S. Coast Guard has given the green light to two exposure suits for
survival in cold water.
The suits completely cover the body and keep the wearer afloat, warm and
dry.
Tests in freezing water show that the suits could protect against the effects
of hypothermia. Hypothermia is the loss of body heat caused by exposure to
cold temperatures.
Without the suits a person could survive only a few minutes in cold water.
Boston, Mass.
Sea-Land Service last month delivered containerloads of plastic underpadding blocks for the football home field of the New England Patriots Schaefer
Stadium in nearby Foxboro.
To finish the field's facelift, the French-manufactured blocks, good for 10
years, were covered with artificial turf.
SS Delta Norte
The SS Delta Norte called at three Brazilian ports in one day, Rio de Janeiro,
Septeiba and Santos. She unloaded 21 barges and 71 containers and onloaded
four barges and four containers.
18 / LOG / September 1977
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Detroit
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Jersey City
Date
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
Oct.
6
7
10
11
12
13
17
21
8
6
15
11
11
12
14
13
10
Deep Sea
Lakes, Inland Waters
2:30 p.m
2:30 p.m.
2:30 p.m
9:30 a.m
2:00 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m.
2:30 p.m.
2:30 p.m.
2:30 p.m.
10:30 a.m.
2:30 p.m.
—
—
—
—
...i... 2:30p.m.
~
—
7
7
7
7
7 00 p.m.
7:00 p.m.
1:00 p.m.
�5W«AaK-.tzi'.-'vsi. -
1st Annual Living Sober Reunion Hears of Recoveries
The Seafarers Alcoholic Rehabilita
tion Center (ARC) recently welcomed
many former residents and their fami
lies for the first annual Living Sober Re
union. The. reunion activities were held
at the ARC in Valley Lee, Md. and also
at the Harry Lundeberg School in Piney
Point, Md.
In welcoming these Brothers, Bill
Hibbert, director of the ARC, .said that
the philo.sophy of the Lundeberg School
—"developing the whole man"—is also
the philosophy that motivates the work
at the Center. "Treatment and recovery
for the whole person is our goal," he
noted. "Just staying dry is not enough.
It's the .starting point for building a good
life that's alcohol-free."
The fulfillment that tho.se who are re
covering alcoholics find in an alcoholfree life was evident throughout the re
union. Many Seafarers, in conversations
with their friends and families, told of
the new lives they have made .since be
ginning their recoveries. "I can live
without guilt, now," said one brother.
"I'm coping now," .said another Sea
farer, "Before I completed the program,
I really used to fear responsibilities."
Friends and families who accompa
nied the Seafarers also had high prai.se
for the ARC and its program. They
.spoke of welcoming back a father or
brother who had been lost to the family
for years becau.se of alcoholism. They
talked about increased security because
the Seafarer now could hold a job and
work steadily. They recounted stories
of family vacations—the first such vaca
tions since a loved one became an alco
holic years ago.
In listening to the comments of their
families and friends, many of the Sea
farers expressed surprise that their re
coveries made so many other people
,happy. Said one brother,"For years and
years I had taken my drinking problems
out on my mother. And I always felt
guilty about it and wanted to make up
The pleasant surroundings of the Alcoholic Rehabilitation Center in Valley Lee. Md. provided an attractive setting for
one of the open AA meetings of the Living Sober Reunion.
for it. Then I decided to get sober and
stay sober just for myself alone. When
I did, / realized that nothing could have
made her any happier."
During the reunion, the Seafarers
were joined in many of their activities
by residents of St. Mary's County who
are Alcoholics Anonymous (AA) mem
bers. The.se people were old friends to
many of the Brothers who had shored
their recovery experiences with them in
A A meetings.
Two open A A meetings were among
the many activities the Seafarers and
Boatmen enjoyed during the reunion
weekend. Other activities included a
banquet, a boat ride on the St. Mary's
River, and a cookout.
The Brothers, members of the com
munity and their families and friends,
were welcomed at the banquet by HLS
Pre.sident Hazel Brown.
The guest speaker was Harvey Me.sford, Seattle SIU port agent. A recover
ing alcoholic, he told his listeners, "I
was asked to be a speaker tonight, hut
I don't consider this speaking—/ con.sider it sharing."
The highlight of the banquet wa.v
when the Seafarers who are recovering
alcoholics .stood and were applauded by
all those in attendance.
Another featured speaker during the
reunion was merchant .sailor Bryan
Mynes. who .shared his experiences with
alcoholism and his recovery through
AA. He noted that a turning point in
his recovery occurred when his .si.ster
told him. "Bryan, it's manly to accept
help." He also di.scu.s.sed the A A con
cept of a "Higher Power". He told his
audience that, to him. God was simply
"Good. Orderly Direction" in his life.
The Living Sober Reunion is the first
such event to be held at the ARC. In
future years, as more and more Sea
farers and Boatmen take advantage of
the help available at the Center, the re
union will become even more of a cele
bration of .sobriety and Union Brother
hood.
iuKinuinHiHn
Alcoholic Rehabilitation Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and coun.seling
records will be kept strictly confittenfial. and that they will not be kept
anywhere except at The Center.
Name
Book No.
Address
(Street or RFD)
(City)
Telephone No
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call. 24 hours-a-day, (301) 994-0010
(State)
(Zip)
The main building of the Alcoholic Rehabilitation Center is a homelike, re
modeled farmhouse. Shown here on the spacious front lav;n is the Center's
permanent resident, "Minnesota," a purebred collie.
September 1977 / LOG / 19
�ARC Director Bill Hibbert urged continuing support at the
Reunion banquet for the unique and successful alcoholic
recovery program.
"Fighting alcoholism is something you've got to do
yourself," SlU Seattle Port Agent Harvey Mesford told
the iDanquet guests. The ARC program provides support,
but living sober is a personal victory for every recovered
alcoholic, he said.
Brian "Chubby" Mynes, a MEBA member and recovered alcoholic, shared his experiences at the Reunion with
other merchant seamen who have waged the same uphill fight against the disease that plagues their lives.
First "Living Sober" Reunion
r
It' '
I'It
The ARC program is an outgrowth of the Harry
Lundeberg School philosophy of developing the
whole man, HLS President Hazel Brown explained.
5&rotherhoodi. m Actiof^
A cake big enough to serve the many guests who
attended the first open AA meeting of the Reunion
was prepared for the occasion by the Harry Lundeberg School bakery staff. Sheila Eglinton, ARC
office manager, has it well in hand.
Bill Hibbert, on the steps of the ARC farmhouse residence, greets a graduate of the program, retired Seafarer Larry Haun. With Haun
at the Reunion are, from the left: his sister, Mary Hodges; SlU Seattle Port Agent Harvey Mesford, and Haun's brother-in-law Ed
Hodges.
... for SlU members with Alcohol problem
Seafarers Renew Their Pledge
ARC Cook Lee ''Buck" Buchan, right, took charge of the weekend cookout. Extra helping
——-
M—•—
.ByjiBMi
i
R^nJd^WindhamlromN^^
^ ^
ar'fB^rothrr?Ronald^^^
right, talks with two of the ARC residents who joined in the Reunion. From the left, on the center porch.
tiroiners Honaid Wood from Chicago and Charles Demers from Houston.
•«>>»•- f I:
Bill Hibbert. left, explains the program to an HLS upgrader, Mike Mefford, who visited the
Center during the Reunion Open House. At right is ARC Counselor Frank Conway.
20 / LOG / September 1977
September 1977 / LOG / 21
�Oxygen on Ships Could Save Lives
In April of this year a young SIU
member died at sea of ap apparent
heart attack. Ward Anderson, an OS
on the SS Flor, was found uncon
scious and breathing rapidly in his
bed. The bosun on board, Albert
Schwartz, had completed a first aid
course in the Bosun Recertification
Program and tried everything he had
learned to revive the young Seafarer.
Artificial respiration, mouth-tomouth resuscitation, chest thumps
and heart massage restored Ander
son's heart beat for a short time. But
with no other medical resources
available to sustain him, he died.
Last month the victim's father,
Fred Anderson, wrote a letter to the
Log and made a simple suggestion
that could prevent this kind of
tragedy.
"It is in the interest of all Seafarers
that a couple of tanks of oxygen be
mandatory on all ships," he wrote.
"Oxygen on the SS Flor might have
helped save my son."
We couldn't agree more. A tank
of oxygen might have kept Ward An
derson alive until he reached port
and got professional medical care in
a nearby hospital.
Of course, no one knows for sure
if his life or the lives of other Sea
farers who have died in similar cir
cumstances could have been saved by
a few tanks of oxygen on board ship.
But it seems a small thing to ask that
this simple precaution be followed if
it could help in some way to prevent
future deaths.
We checked with the Coast
Guard's Maritime Safety Division
and learned that oxygen for first aid
purposes is not required on any ves
sels. It may seem like a simple re
quest to change this policy. But if the
Coast Guard's past performance in
providing for shipboard safety and
health is any indication, it won't hap
pen without a struggle.
The SIU has carried on the
struggle for enforcement of ship
board health and safety measures in
recent Congressional
committee
hearings on the Coast Guard. Over
the past few months. Union officials
have presented strong testimony
against the Coast Guard for failing
to carry out its responsibility to in
sure the health and safety of Amer
ican seamen.
As we see it, the lack of oxygen
tanks for first aid purposes aboard
ship is one more example of the
Coast Guard's negligence. We only
hope that this simple safety require-
Letters to the Editor
THE CHARLES W MORGAN
u&Kc
HISTORIC PRESERVATION
Thanks Ogden Champion Crew
I would like to express appreciation to the crew of the SS Ogden Champion
for their thoughtfulness upon the death of my sister last July.
The donation will go towards the payment of her debts and a memorial fund
set up in her name.
Fraternally,
Steve Venus
Slidell, La.
Asleep on the Job
ment can be enacted without the long
delays of mere lip service and indif
ference that have been the Coast
Guard's response to our previous
requests.
It is time to consider the men who
man merchant vessels and not just
vessel safety devices. We have said
this in Congressional testiiiiuny and
we say it again now.
A great deal of money has been
spent—and well spent—to install the
expensive technical safety devices
that are now required on many ships,
such as collision avoidance systems.
Certainly the little amount needed to
provide oxygen tanks or other med
ical equipment necessary for human
emergencies should be no problem.
Yet medical shipboard resources
have always been a low priority for
the Coast Guard. Researchers who
visited ships to gather evidence for
the SILI testimony on Coast Guard
§
LOG
New Pensioner Says So Long
I would like to take this opportunity to commend the Log on the nice retire
ment story about me carried in the New Pensioners section of the August issue.
I would also like to say so long rmd good sailing to all of the friends I have
made in the SIU over the years.
Fraternally,
N. J. McKenven
Jacksonville, Fla.
"Treated Me Like a Brother" C
I would like to extend my sincere thanks and appreciation to everyone in the Seafarers Welfare Plan office, which has been so kind and courteous. I had
been getting a runaround at Public Health, but the SIU people treated me like
a brother and a human being. Words cannot tell how proud I am to be a mem
ber of a Union with such fine people.
Thanking you very much and wishing you fair winds and following seas,
lam,
Fraternally,
A,
Thomas McGuni, Retired
V,
v: .
•
22 / LOG / September 1977
September, 1977
practices found that even the medi
cine chests on many vessels were
sorely inadequate. The medicine bot
tles often had only foreign labels
since they were purchased outside of
the United States and were useless or
even dangerous for use by the Eng
lish-speaking crew.
SIU crews are trained to handle
medical emergencies through pro
grams such as Bosun Recertification
and the Cardiac Life Support Course,
which is a requirement for all Harry
Lundeberg trainees and "A" Senior
ity upgraders. But our members'
hands are tied if they don't have ade
quate medical equipment.
Bosun Schwartz did the best he
could to save Brother Anderson's
life. But without oxygen tanks
aboard, he could not go one step
further. How many Seafarers lives
will be lost before the Coast Guard
decides to act?
Official Publication of the Seafarers International Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFL-CIO
Vol. 39, No. 9
Executive Board
Paul Hall
President
Frank Drozak
Joe DiGiorgio
Executive Vice President
Secretary-T reasurer
Earl Shepard
Lindsey Williams
Vice President
lumnrESSl
i
1
Vice President
Cal Tanner
Vice President
Paul Drozak
Vice President
Marietta Homayonpour
Editor-in-Chiep
389
James Gannon
Managing Editor
Ray Bourdius
Ruth Shereff
Marcia Relss
Assistant Editor
Assistant Editor
Assistant Editor
Frank Cianciotti
Dennis Lundy
Chief Photographer
Associate Photographer
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers Internationa' Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y.
�Sf-onewall Jackson Committee
. \S.
^•y.
'•
'j ^> •
.
-I:
-"y,
J ••^<^ ••'••' ,•^v'*^•• •
Seventy-one cents of every dollar spent in shipping on American-flag vessels
remains in this country, making a very substantial contribution to the national
balance of payments and to the nation's economy.
Use U.S.-flag ships. It's good for the American maritime industry, the Ameri
can sbipper, and America.
Boston Committee
On Aug. 30, the SS Stonewall Jackson (Waterman) paid off at Pier 7, Brooklyn,
N.Y, At left SlU Patrolman Jack Caffey waits while SIU Representative Harvey
Mesford (seated, rear center) checks crew list. Attending the shipboard
meeting is the Ship's Committee of (I. to r.): Engine Delegate Tony Garza;
Steward Delegate Joseph Roberts (standing); Educational Director Ben
Cooley, and Recertified Bosun Carl Lineberry, ship's chairman.
Transindiana Committee
At a payoff of the containership SS Boston (Sea-Land) on Aug. 31 at Port
Elizabeth, N.J., SIU Representative George Ripoll (seated right) makes out
a dues receipt. Also seated Is Deck Delegate Nicholas Lekkas. Other members
of the Ship's Committee are (I. to r.): Engine Delegate Manuel PIdal; Recerti
fied Bosun Leyal Joseph, ship's chairman; Steward Delegate C. Madsen, and
Educational Director D. R. Pase.
John B. Waterman Committee
Recertified Bosun Lancelot Rodrigues (right), ship's chairman of the ST
Transindiana (Seatrain), listens to SIU Representative George Ripoll (seated)
at a payoff on Aug. 5 at Weehawken, N.J. The other menibers of the Ship's
Committee are (I. to r.): Engine Delegate Luis Rivera; Deck Delegate Enrique
Vargas, and Steward Delegate R. Torrez.
I
Editor,
Change of Address Or New Subscriber
LOG
675 Fourth Ave.,
Brooklyn, N. ¥. 11232
I would like to receive the LOG—please put my name on your mailing
list.
{Print Information)
NAME
ADDRESS
CITY
STATE
ZIP
SIU members please give:
Bk #
Soc. Sec. #
TO AVOID DUPLICATION: If you are an old subscriber and have a change
of address, please give your former address below or send mailing-label from last
issue received.
ADDRESS ......;
-CITY .............. ^..:.. V..... STATE.
.ZIP.....;...
Filling out an overtime report last month for Deck Delegate B. Nolan (2nd left)
on the 'SS John B. Waterman is SIU Representative George Ripoll (right) at a
payoff at Pier B, Hoboken, N.J. The rest of the Ship's Committee are (I. to r.
clockwise): Bgsun C. C. Smith, ship's chairman; Engine Delegate R. Stewart;
Steward Delegate E. C. Ponson, and SIU Representative Don Tillman. The
ship crewed up on Sept. 12 after a layup.
September 1977 / LOG / 23
�m
m
Two SlU Boats Join
Forces on Ala. R.
T"! ?• Sr"
the
is then
crushed VnH
«nv sand
c^nH'/^^
•he riverbed.
riverbed. The
The gravel
gravel is
then crushed
and anv
rha.
barges. The Gobbler fakes over from here tnwina th h
tows them back to the dredge site.Z^ to Lr ba^^
terials.
®
'og^'"" '» P™""' "•-
wi^h
«' i^Idbdnid
Alai
uoes ner
up rock gravel
f' aredging in the Alahama Rivet sucking "P.™'.''
g"™' from 7 fo 12 feet below
m'xed m is sifted out. The finished product is loaded by conveyor belt onto awaiting
^^e barges are unloaded, the Gobbler
"Peration dally. Both vessels are owned and operated bySIU-contracted Radclilfe Ma-
1
L-'
-is i -.
>
• :^
'
•
3'»fi
.s«*
—» '
twe'
opev a\\ov^
va,W\n9
t)eci a
''e A
gra'.Nje\
—"la-ii-ff-wv
- —
F^iver
g3|i'CTl-il|fVTkȣ^^
|glrT«-Tfjl^l»l.-
iing°
nii/e,
••|*--ti^Ti|lrry-?ill
iTl-fi
•^1
it »oad'"l_
I
llUi-T
tSin;
JHI
?2^i
Iflt-
.a:
+l**i
\p\S
dsL
'^gate^Teii w
' aoo/f- Wu-' •
t
g0 o^
jte gtavel.
jovevo*^
t,eU tue dteoa
r»--=»5
. *:
.....I
.r-f*1
.r/['M-
ii
if
'••fiC
• „ T^9.m
m
fef:a5*3
24 / LOG / September 1977
- WJ
i J ,; ; c j .j i
.• ixi-
�•'
-_J»
The Manhattan recently docked In Mitsubishi Yard in
Yokohoma, Japan to be painted, cleaned and repaired.
-
..,!>;• i'.-' '•'^'r/'-'"•-'••• ••>*-"••/'••
.••'>.-'.y
•••J
' ' "-tj
• • !' - ' • -'V....v;
-' ," . . '••'•
After a fresh coat of paint and a thorough cleaning the
Manhattan is in tip-top shape for her voyage to Valdez,
Alaska.
Chief Steward H. L. Durham is stand
ing on the deck of the Manhattan
while she docked in Mitsubishi Yard.
SlU-Crewed Aquarius, Manhattan Dock in Japan
rphe SS Manhattan (Hudson Waterways) docked in Mitsiibichi Yard recently in Yokohama, Japan to be painted,
M. cleaned and repaired before delivery to the Exxon Company. She had just completed a trip to Russia. The SIUcrewed oil tanker was chartered by Exxon to transport crude oil from Valdez, Alaska to the lower 48 states. Also in
Japan recently was the newly built, SlU-contracted LNG Aquarius, the first ll.S.-flag LNG ship. She has a 25.year
charter to carry liquified natural gas from Indonesia to Japan. The Aquarius, is operated by Summit Marine Opera
tions, a subsidiary of Energy Transportation.
» •
jV
,
,
^
"•
. ..I •
:-3r
The Aquarius is docked in the Osaka
Terminal in Japan where
Tviiv^iv^ her
IIS./I cargo
ociiyw of
liquified natural gas is being unloaded
The new 936 foot Aquarius has a 25-year charter to haul liquified natural gas
fmm
lonon
from InHnnaoio
Indonesia tn
to Japan.
Standing outside the deckhouse of
the LNG Aquarius is Frank Boyne, SIU
Dort aaent in Jaoan.
Carpenters' Label:
6tlll Goinq 6tron9l
The United Brotherhood Of Carpenters and Joiners of America
represent more than three-quarters of a million carpenters, cabinetmen, millwrights, and allied tradesmen in North America.
As one of the oldest of the Building Trades, the United Brother
hood learned early of the value of the union label as a consumer
weapon. As far back as 1869 the Carpenter's Eight-Hour League of
San Francisco issued a stamp to planing mills working an eight-hour
day. This stamp helped to identify work from such mills against
competing ten-hour day mills.
However, it was not until the turn of the Twentieth Century that
the carpenters union officially adopted a stamp, emblem, or label
which would be attached to products produced by its members. At the
Carpenter's 11th General Convention, held in .Scranton, Pa., in 1900,
Cabinetmakers Local 309 of New York City presented a resolution,
calling for the adoption of a standard union label for use throughout
the Brotherhood. In the following year the union's General Executive
Board adopted a design and directed the General .Secretary to have
it registered with the United .States Patent Office in Washington.
At that time, the Patent Office contended that the label could not
be registered, and the Brotherhood then took action to have the
label registered in each of the States and Provinces of North America.
Today the label is officially recognized throughout the continent, and
two years ago the Patent Office in Washington belatedly accepted
the registration of the Brotherhood's label.
In early days of the labor movement, the carpenters were directed
by the AEL to lead the fight for an eight-hour work day. Pursuing
this goal, the carpenters would allow no shop or mill to use the
label unless its work day was eight-hours or less and unless the mill
met minimum standards of pay.
Today the Brotherhood issues periodically a small pocket .size
booklet, totaling approximately 132 pages, which is a "list of union
shops and firms granted the use of the union label." This directory
is updated each year.
TTie label can be found on furniture, in houses of worship,, on
desks, in the .schools of America and the Halls of the Congress of
the United States; even on the very rafters of the White House, as
well as on all the manufactured items of the forest products industry.
The union label of the United Brotherhood of Carpenters and
Joiners of America is made available to manufacturers in four appli
cation forms. (1) a rubber stamp is used to place an impression of
the label upon millwork and manufactured material, (2) a brass die
is available for sinking an impression of the label in boxes, flooring,
etc.. (3) a transfer label is made up in colors, and is generally used
for finished products such as fixtures and furniture, and aiooisica!
instruments, including pianos and other wood instruments, and (4)
a special cellophane sticker label is made for metal trim, metal doors
and sash.
The Carpenter's Label appears on the following products:
Aluminum doors, sash and windows
Awings and metal products
Boxes
1^ Barber and beauty shop furniture, etc.
Bowling alleys, pool tables, etc.
1^ Boats
Cabinet Work and Cabinets
Caskets
Concrete forms
Church furniture
Cooling towers
Doors, reg., fireproof, etc.
Displays
Furniture
Hardwood floors and Hardwood
Insulation
Laboratory furniture and equipment
Lumber
Ladders and Scafoiding
u' Millwork
Mobile homes
u' Musical instruments
Metal Trim, doors, partitions, etc.
Overhead doors
Office Furniture
w Prefabricated garages
Prefabricated fiouses
Prefabricated Houses/Modules-TriTrades
Plastics
Plywood and veneer
Restaurant Furniture
Refrigeration
Specialty products
Screens
School furniture, etc.
u* Shingles
Stair builders products
V Trusses
Venetian blinds
* a union label feature
September 1977 / LOG / 25
�>«- MVSP!—
It"
"i'
-F
SIU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Woikers
of North America
i
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
Paul Drozak
HEADQUARTERS
ALPENA, Mich
Dispatchers Report for Deep Sea
*TOTAL REGISTERED
All Groups
Class A Class B Class C
AUG. 1-31,1977
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
9
109
11
21
71
39
18
45
12
63
0
'
482
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
3
3
2
1
4
0
2
9
2
5
2
2
1
8
0
0
52
0
0
1
0
2
1
0
2
5
0
1
0
0
5
0
0
25
TOTAL SHIPPED
All Groups
Class A Class B Class C
DECK DEPARTMENT
7
112
15
29
13
7
18
55
43
29
21
38
8
70
0
0
465
1
47
6
7
4
1
4
17
9
12
6
11
4
10
12
0
151
0
5
1
1
4
0
0
0
4
0
0
0
0
6
0
0
21
*i
'REGISTERED ON BEACH
All Groups
Class A Class B Class C
11
167
18
53
35
17
53
139
52
57
31
71
18
139
0
1
862
4
11
2
2
9
1
4
12
2
7
1
4
3
10
0
0
72
0
8
1
0
2
2
0
3
2
0
1
0
0
6
0
0
25
ENGINE DEPARTMENT
1
31
2
7
4
4
4
12
13
13
6
9
1
12
7
1
127
0
4
0
0
0
0
0
1
2
0
0
1
0
2
0
0
10
2
146
16
33
25
11
29
117
52
49
16
44
13
104
0
0
657
5
26
3
11
7
3
9
19
15
12
5
13
0
19
0
1
148
3
9
0
0
2
1
0
1
3
0
0
0
0
5
0
0
24
1
65
9
21
28
11
27
69
33
36
10
19
6
62
0
0
397
0
9
0
2
2
0
1
13
3
7
2
4
1
4
0
0
48
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
2
2
40
8
31
12
3
15
53
13
32
4
11
22
. 30
0
0
274
6
134
23
35
17
8
14
71
14
26
8
13
10
31
2
1
413
14
142
2
12
2
2
0
5
5
12
0
9
2
37
0
1
245
2,190
1,049
455
41
148
575
1,297
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
681
296
Port
Totals All Departments
26 / LOG / September 1977
0
1
0
0
0
0
0
0
0
0
0
1
0
1
0
0
3
3
45
3
3
4
5
7
16
12
12
4
7
5
16
9
2
153
STEWARD DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico ............
Houston
Piney Point
Yokohama
Totals
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
1
81
7
26
14
5
11
37
33
26
8
21
4
38
0
4
316
2
41
35
0
236
0
10
0
1
1
1
0
8
1
6
2
4
0
6
4
0
44
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
1
0
37
4
9
3
0
5
10
12
14
5
10
7
13
22
0
151
0
0
1
3
2
0
2
0
5
0
0
2
0
2
0
0
17
Mm
ENTRY DEPARTMENT
«
;
2
61
9
20
10
5
11
35
23
32
6
15
9
29
0
1
268
2
23
8
21
6
3
6
25
14
30
1
7
13
21
0
180
6
99
17
13
7
3
17
50
.22
23
6
9
-10
37
32
1
352
4
52
2
5
6
1
2
4
8
5
0
3
1
19
0
0
112
675 4 Ave., Bklyn. 11232
(212) BY 9-6600
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Bultimorc St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.V
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL.. 9383 S. Evving Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DE I ROIT, Mich.
10225 W. Jefferson Ave. 48218
(313) VI 3-4741
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex.
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N.J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif.
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. 1313 Fernandez, Juncoy,Stop 20 00909
(805) 724-2848
SEATTLE, Wash.
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois'Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio .... 935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan
P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
Shipping increased considerably
last month at deep sea A&G ports
thorughont the country. A total of
1,545 deep sea SIU members found
jobs on SlU-contraded vessels.
That's an increase of 292 jobs
shipped over the previous month.
Shipping is expected to remain good
at all ports for the foreseeable
future.
�Lundeberg Upgrading Schedule Thru 1978
Below is a complete list of all upgrading courses, both deep-sea and inland, offered at the Lundeberg School in Piney Point,
Md, Also included is the starting dates for these courses for the remainder of 1977 and all of 1978. SlU members should be
aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will publish in
advance any such changes.
Deck Department
Courses
Course IVame
Starting Dates
ABLE SEAMAN
October 27, 1977
Nov. 23, 1977
Jan. 19, 1978
March 2, 1978
April 17, 1978
May 25, 1978
July 6, 1978
Aug. 17, 1978
QUARTERMASTER
None Presently Scheduled
TOWBOAT OPERATOR
(Western Rivers)
Feb. 20, 1978
May 29, 1978
TOWBOAT OPERATOR
(Inland Waters)
Oct. 31, 1977
March 20, 1978
June 26, 1978
TOWBOAT OPERATOR
(Not More than 200 Miles
Offshore)
Oct. 31, 1977
March 20, 1978
June 26, 1978
MATE & MASTER
Sept. 4, 1978
FIRST CLASS PILOT
None Presently Scheduled
VESSEL OPERATOR
MANAGEMENT AND
SAFETY PROGRAM
Nov. 6, 1978
Dec. 4, 1978
Starting Sept. 1, 1977,
Lifehoatman classes will
begin every two weeks right
through Dec. 21, 1978.
LIFEBOATMAN
Steward Department
Courses
Course Name
Starting Dates
CHIEF STEWARD
Nov. 10, 1977
Dec. 22, 1977
Feb. 7, 1978
March 23, 1978
May 4, 1978
June 15, 1978
July 27, 1978
Sept. 7, 1978
CHIEF COOK/TOWBOAT
COOK
Nov. 25, 1977
Jan. 12, 1978
Feb. 23, 1978
April 6, 1978
May 18, 1978
June 29, 1978
Aug. 10, 1978
Sept. 21, 1978
COOK & BAKER
Starting Sept. 15, 1977,
Cook and Baker classes will
begin every two weeks until
Jan. 19, 1978. Then
starting Jan. 26,1978, the
classes will begin every two
weeks running right
through to Oct. 5, 1978
ASSISTANT COOK
Oct. 27, 1977
Dec. 8, 1977
Jan. 26, 1978
March 9, 1978
April 20, 1978
June 1, 1978
July 13, 1978
Aug. 24, 1978
Starting Sept. 1, 1977,
Tankernian classes will
begin every two weeks right
through Dec. 21, 1978.
TANKERMAN
Engine Department Courses
Course Name
FIREMAN, OILER,
Starting Dates
Nov. 28,1977
Dec. 27, 1977
Feb. 6, 1978
March 6, 1978
April 17, 1978
May 15, 1978
June 12, 1978
July 24, 1978
Aug. 21, 1978
Sept. 18, 1978
Qiialifietl Member of the
Engine Departiiient (QMED)
Jan. 2, 1978
May 22, 1978
DIESEL ENGINEER
Jan. 16, 1978
July 24, 1978
Jan. 5, 1978
WATERTENDER (FOWT)
March 16, 1978
April 13, 1978
June 22, 1978
July 20, 1978
Oct. 2, 1978
LIQUIFIED NATURAL
GAS (LNG)
Nov. 28, 1977
Feb. 6, 1978
May 15, 1978
Aug. 21, 1978
MARINE ELECTRICAL
MAINTENANCE
Nov. 14, 1977
April 10, 1978
PUMPROOM OPERATION
AND MAINTENANCE
Oct. 17, 1977
Aug. 28, 1978
AUTOMATION
March 6, 1978
• .K;
WELDING
MAINTENANCE OF
SHIPBOARD
REFRIGERATION SYSTEMS
May 22, 1978
For further information regarding the courses offered at the, Lundeberg School, members should contact their local SItl rep
resentative, or write to the Lundeberg School Vocationfil Eduqation Department, Piney Point, Md. 20674.
September 1977 / LOG / 27
�•. 4'
•» *•.»
f
, V •
Robert H. Bennett, 70, joined the
SIU in the port of Tampa in 1956
and shipped as a deck engineer.
Brother Bennett sailed 31 years. He
served in the U.S. Coast Guard from
1928 to 1932 and in the U.S. Navy.
He has also worked on a Pan Amer
ican Airlines cableship from 1965 to
1966. Born in Georgia, he is a resi
dent of Milton, Fla.
Recertified Bosun Vernon W. Bry
ant, 65, joined the SIU in 1938 in
the port of Tampa. He graduated
from the December 1973 class of
the Bosuns Recertification Program.
Brother Bryant sailed 46 years. He
was born in Florida and lives in
Tampa.
David L. Williams, 51, joined the
SIU in 1948 in the port of New York.
Brother Williams sailed 30 years. He
shipped as a bosun. He is a veteran
of the U.S. Navy during World War
II. Born in Georgia, he resides in
Slidell, La.
Mathew Gichento, 64, joined the
SIU in 1938 in the port of Mobile
and sailed as a bosun. Brother Gi
chento sailed 42 years. Born in Ohio,
he is a resident of New Orleans.
t;:;, '-
Paul E. Reed, 65, joined the SIU
in 1947 in the port of New Orleans
and sailed as a chief steward. Brother
Reed sailed 32 years. He worked for
Cities Service from 1966 to 1976.
Born in Quincy, Mass., he resides in
Morrow, Ga.
Loyad W. White, 60, joined the
SIU in the port of Norfolk in I960
and sailed as an AB. Brother White
sailed 37 years. He served in the U.S.
Army. He was born in Norfolk and
is a resident there.
Leo L. Crawford, 59, joined the
SIU in the port of New Orleans in
1939. Brother Crawford sailed as a
chief electrician. Seafarer Crawford
was on the picketline in the 1962
Robin Line strike. He was born in
Pearl River, La. and resides there.
Jack C. Taylor, 55, joined the SIU
in the port of Seattle in 1955. Brother
Taylor sailed 29 years. He shipped
as a wiper. Born in Madison, Kans.,
he is a resident of Garden City, Mich.
Salvador Fertitta, 59, has been on
pension since July 1, 1977. Brother
Fertitta resides in New Orleans, La.
.. "m"
Robert Myrick, 65, joined the SIU
in 1944 in the port of New York and
sailed as an AB. Brother Myrick
sailed 33 years. He served in the U.S.
Army prior to World War II. Born
in New York, he resides in Visalia,
Calif.
>,
Herbert J. Laicbe, 64, joined the
SIU in the port of Seattle in 1955
sailing as a cook. Brother Laiche
sailed 29 years. He served in the U.S.
Army artillery during World War
II. He was born in Pauline, La. and
resides in Gramecy, La.
•« >
N*# L
Joseph L. Acy, 69, joined the SIU
In 1941 in the port of New Orleans
and sailed in the steward depart
ment. Brother Acy sailed for 45
years. He was born in Louisiana and
resides there.
Arnold Munter, 65, joined the SIU
in the port of Wilmington in 1959
and sailed as a junior engineer.
Brother Munter sailed 34 years.
Born in Estonia, USSR, he now re
sides in Long Beach, Calif.
Sze Yu Chen, 65, joined the SIU
in the port of New York in 1955 and
sailed as an electrician and in the
steward department. Brother Chen
has sailed 29 years, and was on the
picketline in the 1961 Greater N.Y.
Harbor strike, as well as the 1965
District Council 37 beef. He also
served in the U.S. Army during
World War II. Born in China, he
is a naturalized U.S. citizen. Seafarer
Chen is a resident of New York
Fred Z. Caiiania, 65, joined the
SIU in the port of New York in 1962
and sailed as a baker. Brother Callanta sailed 35 years. Born in the
Philippines, he is a resident of vSeattle.
Julio Figueroa, 62, joined the SIU
in 1944 in the port of New York and
sailed as a steward utility. Brother
Figueroa sailed 35 years and served
as a delegate aboard ship. He was on
the picketline in the 1961 N.Y. Har
bor beef and the 1962 Robin Line
beef. Born in Puerto Rico, he now
resides in the Bronx, N.Y.
v'^';
'
i"ik-
Wilbur C. Sinks, 65, joined the
SIU in 1947 in the port of New Or
leans and sailed as a chief steward.
Brother Sink sailed 31 years and was
on the picket line in the 1962 Robin
Line beef. He is a World War II
veteran of the U.S. Navy. Seafarer
Sink was born in Nebraska and re
sides in San Francisco, Calif, where
he will pursue his hobby as a radio
buff.
Nathaniel V. Sharon, 63, joined
the Union in the port of Houston in
1960 sailing as a boat pilot for the
Kansas City Bridge Co. from 1946
to 1948. He also sailed as a tankerman for the National Marine Service
Co. from 1946 to 1962, and for the
w.. G
H Towing Co. from 1973 to
1977. Brother Sharon is a veteran
of the U.S. Army in World War II.
He was born in Paquemine, La. and
is a resident of Pasadena, Tex.
Alan A. Granstrom, 62, joined the Union in the
port of Philadelphia in 1961 and sailed as a cook.
Boatman Granstrom worked for Taylor and Ander
son Towing Co. from 1953 to 1977. He is a U.S. Army
veteran of World War II and also worked for the
U.S. Government in 1953. Born in McMurray, Wash.,
he resides in Audubon Park, N.J.
Lloyd J. Jarrett, 56, joined the Union in the port
of New Orleans in 1974 working for Radcliff Ma
terials Inc. until his retirement. Boatman Jarrett
resides in Morgan City, La.
Charles R. Price, 62, joined the Union in the port
of Norfolk in 1961 sailing as a mate for Curtis Bay
Towing. Brother Price is a World War II veteran of
the Navy. Born in Catawbaco, Va., he now resides in
Norfolk.
Walter R. Grimstead, 64, joined the Union in the
port of Norfolk in 1941 sailing as a tankerman on
the tug Rebecca for M. Lee Hudgins & Son Co. from
1941 to 1962. He sailed as chief engineer for Allied
Towing from 1962 to 1977. He also worked for the
U.S. Government from 1938 to 1940. Boatman
Grimstead was born in Mathews, Va. where he now
resides.
Manhattan's Minutes Heveal Fast^ Furious^ Friendly Came
The crew of the SS Manhattan
may be the best thing that's hap
pened to American-Soviet rela
tions since U.S. astronauts and
Russian cosmonauts shook hands
in space last year.
The ingredients in the Manhat
tan s formula for spreading inter
national good will consists of the
following items: live American
Seafarers; five Russian longshore
men. and one basketball.
The results? A lot of laughs and
a good time for all involved.
As related in the Ship's Minutes
bv Pete Sheldrake, bosun and
28 / LOG / September 1977
ship's chairman of the Manhattan,
the big tanker's crew gets up a
team to play the Russian long
shoremen whenever they are in
the USSR.
The games take place at the
Seaman's Club auditorium in Ilyichevsk. Russia.
The American team was made
up of SIU members Peter Gill,
Jack Kane, John Schonstien,
Chick Nealis, and Zachary Taylor
Brown. The team was coached by
.Seafarer Don Allcnder. Radio of
ficer Tom Nichols did the officiat
ing.
According to Bosun Sheldrake,
"the game was fast and furious,
and for awhile could have gone
cither way. Till the final whistle,
though, the Manhattan 'Maniacs'
gave it their all."
Unfortunately, "their all" wasn't
enough. The Russians beat our
boys by a score of 62 to 34.
Without making long, drawn
out excuses. Bosun Sheldrake .said
simply, "there are no basketball
courts on the Manhattan. The
Russian.s' experience and stamina
came through in the end."
But in the be.st tradition of
American sports competition, the
losing .squad left the auditorium
echoing the words, "never say die;
wait till next time."
After the game, the Russians
gave the SIU cagers some presents.
And the Russian coach presented
them with badges and pins as me
mentos.
Bo.sun Sheldrake concluded,
though, "it didn't really matter
who won the game because a good
time was had by all."
�Oil Bigs Ail Out to Stop Cargo Preference
Continued from Page 3
The SIU is actively involved in the
fight.
The Committee has taken out fullpage ads in several large newspapers
to present the case for cargo prefer
ence.
The ads have appeared in the
Washington Post, the Washington
Star and the New York Times.
In at least one instance, involving
the N.Y. Times, the U.S. Maritime
Committee appears to have had its
rights violated under the First
Amendment.
The Committee took an ad out in
the Times that was critical of an ar
ticle carried by the Times concern
ing the preference issue.
The headline over the Maritime
Committee's ad read, "Why Did the
N.Y. Times Publish a Story That
Was Totally Inconsistent With the
Facts."
'Below is a reprint of the ad that the New York Times would not accept without editing it first.
WHJir ARE THE lACTS
BEHIND THE COST OF OIL CARGO
EOUITY LEGISUinON?
Opponents of cargo equity legis
lation, including big oil companies,
consistently have ignored the facts in
their efforts to defeat this proposal.
It may be practical politics. But
the American people deserve better.
Now, those opponents have
gone too far—and some of the Amer
ican press and national political lead
ers have become unwitting pawns in
their game.
On August26, ThcNrirYork Times,
and many newspapers subscribing to
its news service, published a front
page stoiy suggesting that a cost es
timate of oil cargo preference by the
General Accounting Office, an inde
pendent arm of Congress, had been
suppressed by a proponent of the
legislation. The reason, presumably,
was that the G. A.O. estimated the
legislation would cost $240 million a
year (abtiut two-tenths of a cent per
gallon); while ear'ier, the Adminis
tration, which supports the legisla
tion, estimated it would cost between
.$110 and $180 million a year.
Opptmentsof the legislation
have stated publicly the bill would
cost at least feOO million a year.
On August 28, The NeieYork Times,
and many subscribers to its news ser
vice, published a second story. In this
one, the Republican National Chair
man accused a proponent of the bill
of "suppression" of the G. A.O, cost
estimate. He suggested this action
was "criminal in nature."
Apparently, neitlier he nor the
media knew the facts.
1. On J uly 25, four days before the
G.A.O. transmitted its cost estimate
to theHouseCommitteeon Merchant
Marine and Fi.sherie.s, Committee
Chairman John Murphy discmssed
the report, then in preparation, at a
aublic hearing on cargo preference
egislation. Mr. Murphy remarked
that he understtxad the G.A.O. report
would indicate a cost of abcaut twice
the Administratis
• Umale- hut
still a fraction of the cost estimates
made by the bill's opponents.
2. On July 29, the Committee con
ducted another public hearing on the
bill. The Chairman announced that
the G.A.O. report had been received
and that it estimated the bill would
cost $240 million a year. A Committee
member. Rep. Pete McCloskey
WHY DID THE
NEW YORK TIMES
PUBLISH A STORY
THAT WAS TOTALLY
INCONSISTENT
WITH THE FACTS?
(R-CA), an opponent of cargo prefer
ence, asked for and riveived unani
mous consent to include the G.A.O.
report in the Committee record.
3. Moments later, at the same
public hearing. Rep. McCloskey and
a witness for the Administration, As
sistant Secretary of Commerce Rob
ert Blackwell, engaged in a discussion
on the differences Ix'lween the Admin
istration and the G.A.O. estimates.
4. In an Associated Press dispatch
by Don McLeod, datelined Wash
ington on August 1, both the G.A.O.
and administration estimates were
reported and compared.
5. In a letter published by The Wall
Street loiininl on Augu.st 15, Chair
man Murphy referred to the G.A.O.
cost estimate as being higher than
the Administration'.s, but far lower
than opponents have suggested.
6. \nThe Christum Science Monitor
of August 25, Reporter John Dillin re
ferred to the G.A.O. estimate as being
IVz times higher than the Adminis
tration estimate, but far lower than
figures cited by opponents.
7. For the past month, the U.S.
Maritime Committee, a private coali
tion of supporters of cargo preference,
has cited tlie G.A.O. estimate in
public forums, including an August
18 appearance (.>n the Washington
television program Pnnormna. The
Committee challenged opponents'
estimates that the bill wou d cost at
least $8(X) million a year.
Thus, for the past month the
G. A .O. cost estimate e.f cargc> pref
erence has been part of the public
record, discussed in public learings
in Congress and published widely in
the media. The proponents of the
legislation quoted it toshow that
while it is higher than Administra
tion estimates, it would cost each
American only $1 a year in return for
much-needed job.s, improved na
tional security, and a measure of
environmental protection.
Yet, this old story became a
front-page story in one of America's
leading newspapers and was dissem
inated to others. It was developed
into a story suggesting "suppres
sion" of a report that had been widely
available for a month. It was then
further developed into a story in
which a highly-placed political lead
er, believing that the non-news was
factual, accused a committee chair
man of the House of Representa
tives of an act that could be "criminal
in nature."
How could this happen?
It could happen only if an op
ponent of cargo preference foisted a
"story" on an unwitting repcirter at a
time when most members iff Con
gress who were priw tcf the facts
had left Washington during the Con
gressional recess. Therefcfre, they
would be difficult, if not impossible,
to reach for verification.
It could happen only if the re
porter, still believing the non-news
to be factual, presented the material
to the Republican National Chairman.
Then theChainnan, in his eagerness
tif comment about a bill to which he
had announced this opposition ear
lier, failed to learn the truth before
denouncing the non-events.
How can the record be set right?
Sadlv, only Ihrifugh this means.
When Chainnan Murphy con
ducted a hastily-called news confer
ence on the matter in New York, it
received relatively little attention in
the media. TheNrwYork Times
published a story of the press con
ference on its financial page — hardly
likely to attract the same number of
readers as did its earlier front-page
non-news story. TheWashington Star,
which prominently displayed the
denunciation of the non-events,
confined the response to a three
paragraph story in its "wrap-up"
column called "The Nation."
By now, do/.ens of editorials
around the nation may have been
written denouncing the non-events
disclosed in a non-news story.
We cannot ccfrrect those mis
leading impressions, but we can
hope that the media wall get both
sides of the cargo equity story,
before goijfg to press.
U.S. Maritime Committee
Suite 420
600 New Hampshire Avenue
Washington, D.C. 20037
A i(i.ilitiiin lit shiphiiiiaiTs, shi|H)pi.'r.iti>rs, ni.iriiu'suppurlivi- inaustrios, iind
unimis.
,'«o
!i^!
The Times would not accept the ad
without editing it. The edited version
read, "Here's the Truth Behind the
Controversy, Contrary to Published
Reports in Leading Newspapers."
(See reprint of ad the Times would.
not accept on this page.)
Robert Smith of the Times adver
tising board said that in the original
ad, "the headline itself was inconsis
tent with the facts ... We try to be
as fair as we can to everyone . . .
We're allowed to be fair to our
selves."
Herb Brand, president of the
Transportation Institute, and a mem
ber of the U.S. Maritime Committee,
took exception to Smith's remarks.
Brand said that Smith's explana
tion "is far from adequate." He said
that "when the Times wrote an edi
torial recently calling cargo prefer
ence in a headline, The Great Ship
Robbery, we were not given an op
portunity to express our difference in
interpretation, or to suggest that the
headline was about as close to libel
as anyone can get."
Carter Under Fire
President Carter has also come
under heavy fire for his support of the
9.5 percent bill.
Several high ranking Republican
senators have called the President's
support a "blatant political payoff"
to the maritime industry. The news
media has also chimed in on this
charge.
The fact is that President Carter,
early in his campaign for office, an
nounced his support for some type of
cargo preference. He announced this
support before the maritime industry
contributed anything to his cam
paign.
Benefits Overlooked
What the newspapers and other
news media have overlooked
throughout this controversy is the
benefits the preference bill will pro
duce for the nation.
For instance, the bill will create
thousands of shipyard and related
industrial jobs in the construction of
new U.S. tankers. It will create 3,600
new Jobs on these tankers for U.S.
seamen by 1982. There will be a re
duction in the U.S. balance of pay
ments deficit. And there will be a re
duction in the use of unsafe, unre
liable foreign-flag tankers for the
transportation of our oil imports.
Most importantly, though, the bill
will not cost the American consumer
dearly as the news media suggests.
On Sept. 20. 1977, the Depart
ment of Commerce (DOC) reite
rated its position that the 9.5 percent
bill would cost no more than $130
million a year (or one tenth of one
cent per gallon in added cost).
The DOC also called a recent
General Accounting Office (GAO)
estimate of $610 million per year in
added fuel costs "overstated." The
DOC noted that it had "reviewed its
own estimates ($130 million annu
ally) in light of the GAO report on
cargo preference cost, but finds no
basis for revising them."
September 1977 / LOG / 29
�fc—
•P
c
Below is a reprint of a brochure put out by the AFL-CIO to help rally nationwide labor support for the 9.5 percent oil cargo preference
bill. The brochure was sent to all AFL-CIO affiliated international and local unions, as well as to every U.S. Congressman and Senator.
AFL-CIO
Special Report
Cargo Equity
3/ENVIRONMENTAL
PROTECTION
^LABOR LAW REFORM
H.R.1037
S.61
A BILL
TO
CREATE
I.iiM December, llie I.iberi:in l;mkcr Arssn Mercham.
vvliicb IKIJ been banned from the port of Philadelphia as
dangerous and defective, nonetheless sailed into American
w.iters near Nantucket.
There, the ship ran aground on a well marked shoal.
While the captain and the helmsman tried vainly to com
municate (they spoke different hmgutiges). the vessel
broke up and spilled 7..S0n.0()0 gallons of oil into our
seas. That was the worst domestic oil spill in history.
A few years before, tmother l.iberian tanker, the Tnrrcy
Canyon, ran aground in the English Channel precipitating
the world s worst oil spill. I he captain of thtit vessel had
worked for .tfi6 days consecutively at the time of the acci
dent.
More recently, a tanker blew up in the Los Angeles
1/jOBS
2/SECURITY
3/ENVIRONMENTAL
PROTECTION
—Cargo equity legislation—H.R. 1037 and S. 61—will create 20,000 jobs in maritime and
related industries. More important!^, it will prevent 200,000 American workers
in these industries from losing their jobs.
—The legislation would guarantee that the United States and its government would have
at all times access to sulhcient seaborne oil and available tankers to meet an international crisis.
—H.R. 1037 and S. 61 would mean that more oil would enter our waters aboard a greater
number of tankers which meet safer U.S. requirements and are manned by qualified
American crews. Fewer unsafe ships manned by unqualified .seamen would threaten our shores.
Page 1
"... most of the pbs
are in hard-core
unemployment areas
where jobs are
needed most."
—Jacques Cousteau
The major nil companies arc fighting H.R. 10.17 and
.S. 61 with a vigoriuis public relations and lobbying cflorl. This Iceislalion. they fear, would reduce their
profits by requiring them to pay their fair share of taxes
antf prevent them from continuing to conceal the true
cost of oil. transportation to the United States.
You can help create and protect U.S. jobs, strengthen
our national security, and itnprove our etivironment
Tell your Congressman of your strong support for H.R.
1017 and your .Senator of your strong support for S. 61.
AddrtM your (•ntri to:
Hon.
House Office Building
Wethinglon. D.C. 20515
M.C.
Dear Rep.
Urge a vote FOR H.R. 1037
Hon.
Senate Ottice Building
Washington. D.C. 20501
Dear Senator
U.S.S.
Urga a vote FOR 8. 81
Page 4
1/JOBS
Cargo equity legislation (H.R, 1037) will create 20,000
new jobs in the (naritime industry and in those industries
responsible for supplying our nation's shipyards.
More importantly, the bill would save 200.000 existing
jobs now threatened in those industries. These jobs are
imperiled because the major oil companies are building
more ships abroad and operating them with foreign crews.
"In Liberia,
... a shoemaker
can buy a captain's
license for $150."
harbor, killing I I sailors because it did not have an adcquatc safety system, even though they are relatively inex
pensive; another lost .S.OOO gallons of fuel in a Connecticut
river; still another caused I 33.0(K) gallons of crude oil to
be spilled in the Delaware River; another went aground in
Puerto Rico.
All flew the l.iberian flag.
American tankers are buift and operated under the most
rigid safety standards in the world; American seamen are
the world's most highly trained and qualified; only Americart tankers must undergo thorough U.S.-standard safety
inspections every year.
J.acques Cousteau. the world-renowned oceanographer.
said recently that in Liberia or Panama, "a shoemaker
can buy a captain's license for SI.IO." He added: "Unfor
tunately the safety of oil tankers is left in the hands of the
oil companies. It must be regulated."
in August. British authorities announced that 170 highranking ofTtcers on Liberian tankers were sailing with
forged certificates of sea competency.
H.R. 1037 would be a step toward protecting our
beaches, shorelines, fish and wildlife. It would mean that
more oil would be arriving here in American ships. Less
oil. therefore, would be arriving in unsafe vessels. The
almost impossible task of inspecting foreign ships before
they enter our waters would be made a little easier. And
it would increase American demands for foreign tankers
to meet American safety requirements.
The best time to stop an oil spill is before it happens.
H.R. 1037 would help meet that goal.
2/SECURITY
•And most of the existing and new jobs are located in
hard-core unemployment areas where the jobs arc needed
most.
Here's how it works:
H.R. 1037 would require that a fixed percentage of oil
imports—416 T now and a maximum of
five years
from now—wriulil be carried on American-flag tankers:
vessels built in the United States and manned by Ameri
can crews.
These vessels now carry only 3C!- of the 8.000.000 bar
rels of oil imported to this country every day. Meanwhile.
.64''; of American oil imports arrive in tankers flying the
flags of Libeii;i ami Panama—so-called "flags of conve
nience" created by the American oil companies to avoid
taxes and this nation's standards of ship construction and
seamanship qu:difications for crews.
By requiring a reasonable amount of oil to be reserved
to .American tankers, shipbuilding will be encouraged and
,Americ;in crews vvdl be hired to man existing ,ind new
tankers.
"I he Administration estimates that increased transpor
tation costs would add one-tenth of one cent to each gal
lon of oil; the General Accounting Office, an independent
investigative arm of Congress, says it might be as high as
twivtenths of one cent per gallon.
In return, the American economy would benefit through
new tax revenues and additional spending power by newly
employed workers—not to mention the savings in uncm[iloyment and welfare benefits to thousands of workers
who otherwise would lose their jobs. And the savings in
human dignity, by keeping American workers on the job
are inestimable.
The maritime industry is among the nation's leaders In
employing members of r.acial minorities and women in
responsible, well paying jobs. In shipyards, more than
30T of the work force is composed of minority-group
members. More than 59!! of the blue-collar jobs belong
to women. On shipboard, more than I7V5% of the crews
are members of racial minorities. In the nation, only 11 %
of the work force is made up of minorities.
H.R. 1037 is a key step in this nation's goal of reducing
unemployment generally—and in striking at the most stubbom of our nation's unejiploymen! problems: the crisis
of the inner city job market.
Page 2
While many think of national security in terms of wea
pons, a crucial factor is the ability to supply vital goods
and services to the civilian population as well as to our
Armed Forces.
No commodity is more crucial to the nation's security
than oil.
"
At present, more th;m 459; of the total oil consump
tion of the United Stales depends on imports—and the
figure is rising. Yet only 3';! of oui total oil imports are
on tankers under the control of the U.S. government—and
that figure is falling.
In a domestic fuel crisis, or in a movement of uoops.
or i". a crisis involving an ;illied nation, it is vital that the
American government have at its disposSI sufficient oil to
meet :iny emergency.
Part of the problem is being solved by the creation in
this country of a strategic oil reserve. But the other part
if the problem is the ability to transport that oil quickly
and efficiently to any place in the world.
With the enactment of H.R. 1037. the United States
would have, at any given time. 24.000.000 barrels of oil
seaborne on tankers flying the American flag and manned
by American crews.
In the Middle East war. in 1973. Liberia prohibited
vessels flying its fl;ig from transporting war materials to
Israel, contrary to U.S. policy. Many of these vessels were
owned by Americans. Only American-flag ships with
American crews can be relied upon to heed American
policy in a crisis. While foreign-flag vessels may be owned
by American companies, they are responsible to the gov
ernments of those countries. And the crews of Liberiafiflag tankers typically represent several nationalities; such
crews may not support a goal of the U.S. government.
The President, a former naval officer, has said that
cargo equity legislation is in our nation's interest. He said
strengthening of the merchant marine is vital. As Com
mander-in-Chief, he wants at his disposal a guaranteed
amount of seaborne oil to meet an emergency.
Some foreign nations may wish to help—and their
tankers would then be available for our use.
But the United States must be in a position to rely first
and foremost on its own resources. A precious commodity
like oil cannot be abandoned totally to the whims and
hoped-for cooperation o: iotcigr. nations.
3% U.S. FLAG
97% FOREIGN
FLAG
"Only American flagships
with American crews
can be relied on
In a crisis."
Page 3
30 / LOG / September 1977
. - -J,.- -'u
�I
'9.5 Percent Oil Cargo Preference:'
Jobs For Americans. Safer Waters
The oil cargo preference bill (H.R. 1037) would require
that 9.5 percent of all U.S. oil imports be carried in Ameri
can-built, American-manned vessels by 1982.
The U.S. fleet would immediately be guaranteed a 4.5
percent share. This would increase one percent a year for
S
five years until the 9.5 percent mark is reached. U.S. ships
now carry 3.5 percent of our oil imports.
If passed, the bill would create the following benefits
for the nation:
M
• Thousands of shipyard and related indus
n IPYAIRDJOBS
trial jobs in the construction of new U.S.-fiag
tankers.
5
• 3,600 new jobs for American seamen on
these ships.
• A reduction in the use of unsafe, unreli
able fiag-of-convenience tankers for the trans
portation of America's oil imports.
• A reduction in the nation's balance of pay
ments deficit.
^
j
^
• The gradual buildup of the U S. tanker
fleet to 3.3 million dwt for close military support
i for the U.S. Navy.
^
American consumer? The Depart- ^
ment of Commerce says one tenth of one cent per gallon
of gas.
ft* - . /
*
,
•**1'^.', '^4^—
"
..
w~^
^ai
• ^ - fw'i
�II
Jfmal
John R. Scardis,
42, died of a heart
i attack in Freehold
(N.J.) Hospital on
I July 25. Brother Scardis joined the Union
! in the port of New
^ York in 1961 sailing
—^ as a floatman and cap
tain on the Tug Steering. He also sailed
as a deckhand for the Brooklyn Eastern
District Terminal from 1973 to 1977,
for the A & R Marine Towing and
Transportation Co. from 1969 to 1973,
and for the Penn Railroad Marine Di
vision from 1957 to 1969. Inland Boat
man Scardis was a veteran of the U. S.
Army in Korea in 1962. Bom in Jersey
City, N.J., he was a resident of Morganvillc, N.J. Burial was in St. Gabriel's
Cemetery, Malboro Twsp., N.J. Surviv
ing are his widow, Agnes; a daughter,
April; his mother, Ann of Jersey City
and his father, Raphael.
Pensioner Philip
W. West, 72, suc
cumbed to a heart
attack in Frankford
Hospital, Philadel
phia on Aug. 2.
Brother West joined
the Union in the port
of Philadelphia in
1951 sailing as a deckhand and pilot.
And as a captain from 1959 to 1967.
And as a mate for the P. F. Martin Co.
from 1956 to 1958. He was born in
Millville, Del., and was a resident of
Philadelphia. Interment was in St.
George's Cemetery, Clarksville, Del.
Surviving is his widow, Ethel.
Pensioner John M.
Dunbar, 49, died of a
heart attack in Slidell
(La.) Memorial Hos
pital on July 6. Sea
farer Dunbar joined
the SIU in the port of
Jacksonville in 1967
sailing as a AB. In
land Boatman Dunbar was also a first
class pilot and tugboat captain for the
last 10 years. He was a veteran of the
U.S. Army after World War II. Born in
New Orleans, he was a resident of Pearl
River, La. Interment was in New Pales
tine Cemetery, Picayune, Miss. Surviv
ing are his widow, Alicia; a son, David;
a daughter, Jean of New Orleans and his
father, James of Picayune.
Royal S. Bendall,
74, passed away on
Aug. 14. Brother
Bendall joined the
Union in the port of
Philadelphia in 1959.
He sailed as an AB
for the NBC Lines
from 1976 to 1977,
for the Marvin Steamship Co. from
1959 to 1963 and for the Graham
Transportation Co. from 1958 to 1959.
From 1974 to 1977 he worked at the
Moon Shipyard, Norfolk, as a tinsmith.
Boatman Bendall was also a member of
the NMU from 1938 to 1943. Born in
Virginia, he was a resident of Washing
ton, D.C. Surviving are a son, Leonard
and a daughter, Mrs. Connie B. Kitchen
of Washington, D.C.
32 / LOG / September1977
Pensioner Freder
ick "Joe" Aysien, 55,
died of a heart attack
in the New Orleans
USPHS Hospital on
July 26. Brother Ay
sien joined the Union
in the port of New
Orleans in 1959 sail
ing as a tankerman and mate for Tide
Inc. from 1955 to 1958, Coyle Lines
from 1958 to 1970 and as a barge cap
tain for the Mariner Towing Co. from
1969 to 1974, IBC in 1974 and for the
Interstate Oil Co. He was a veteran of
the U.S. Army in World War II. A na
tive of New (Drleans, he was a resident
there. Burial was in Westlawn Ceme
tery, Gretna, La. Surviving are his
widow, Marian; a son, Joseph and three
daughters, Catherine, Carol and Eliza
beth and his parents Mr. and Mrs. Ellis
and Kate Aysien.
James H. Alcox,
63, died of injuries in
Wilson (N.C.) Me
morial Hospital on
June 23 after an
auto accident nearby.
Brother Alcox joined
the Union in the port
of Norfolk in 1969
sailing as a cook for for the N.C. Tucker
Towing Co. from 1969 to 1977, IBC
Co. from 1975 to 1976 and for the
Interstate Oil Co. in 1977. He was born
in Belhaven, N.C. and was a resident of
Hobucken, N.C. Burial was in Flowers
Cemetery, Hobucken. Surviving are his
widow, Gertrude and a sister, Mrs.
Ruby Fodrey.
Pensioner Thomas
H. Hudgins, 76, died
I of a heart attack at
J home in Mathews,
'^^Va. on July 21.
fBrother Hudgins
3 joined the Union in
{the port of Norfolk in
1960. He sailed 36
years on tugs for the Penn Railroad.
Boatman Hudgins was born in Hallieford, Va. Burial was in Mathews Chapel
Cemetery, Cobbs Creek, Va. Surviving
is his widow, Edith.
Robert B. King,
35, died on Aug. 26
in Port Arthur, Tex.
Brother King joined
the Union in Port Ar
thur in 1970 sailing
as a chief mate and
captain on the Tug
Lsther (Moran Tow
ing) and the D.M. Picton Towing Co.
from 1966 to 1977. He was a veteran
of the U.S. Army during the Vietnam
War from 1966 to 1970. A native of
Bayville, N.J., he was a resident of Fort
Lauderdale, Fla. Surviving are his
widow, Joan and two sons, Ian and
Shawn.
Kenneth E. Siebert,
20, died on Aug. 28.
Brother Siebert
joined the Union in
the port of St. Louis
in 1976 sailing as a
deckhand on the Tug
Enterprise (National
Marine). Boatman
Siebert graduated from the Diesel Tank
erman Course at the HLSS in 1976.
Born in Vandalia, 111., he was a resident
of Granite City, 111. Surviving are his
parents, Mr. and Mrs. Harold and Ka
ren Siebert; a brother, Steven of Collinsville, 111. and a stepdaughter, Sonya
Womack.
Anthony (Tony)
Skalamera, 70,
passed away on April
6. Brother Skalamera
joined the Union in
the port of Philadel
phia in 1961. He
sailed as a deckhand,
fireman, and watch
man for the Penn Railroad from 1943
to 1964 and for the Reading Railroad
from 1923 to 1933. A native of Austria,
he was a U.S. naturalized citizen. Boat
man Skalamera was a resident of Phila
delphia. Surviving are his widow, Anna;
four sons, Edward, Anthony, James,
and Joseph and three daughters, Anna,
Mary and Theresa.
-
.
Pensioner Stanley
C. Poskonka 68, died
of natural causes in
the USPHS Hospital,
Staten Island, N.Y.
on June 16. Brother
Poskonka joined the
Union in the port of
New York in 1960
sailing as a deckhand and mate for the
Baltimore & Ohio Railroad from 1937
to 1960, on the Tug Intrepid for the
Brooklyn (N.Y.) Eastern District Ter
minal from 1960 to 1977 and for the
Russell Towing Co. from 1928 to 1937.
He was a veteran of the U.S. Army in
World War II. Born in Brooklyn, he was
a resident of Astoria, Queens, N.Y.
Burial was in Long Island National
Cemetery, Pinelawn, N.Y. Surviving are
his widow, Edna; a son, William and
two daughters, Rose Marie and Geraldine.
Oreste Vola, 50,
died of a heart attack
III ^ aboard the SS Afoundria (Sea-Land) on
July 30. Brother Vola
joined the SIU in the
li port of New York in
FT1958 sailing as a
i chief steward and
ship's delegate. He sailed 24 years and
walked the picketline in the 1961 Great
er N.Y. Harbor beef. Seafarer Vola was
a veteran of the U.S. Army in World
War II. A native of New York, he was
a resident of Elizabeth, N.J. Surviving
are his mother, Mary of Elizabeth and
two sisters, Mrs. Marie Frustaci of Elmont, N.Y. and Mrs. Josephine Petrosino of Brooklyn, N.Y.
Pensioner Anthony
R. Brania, 68, passed
away at Sailors Snug
Harbor, Sea Level,
|N.C. on July 14.
Brother Brania join
ed the SIU in the port
of New York in 1962
sailing as a pump
man. He sailed 30 years. Seafarer Bra
nia was a veteran of the U.S. Army in
World War II. He was born in Chicago,
111. Surviving is a sister, Mrs. Walter
Brozowski.
Joseph W. FairI cloth, 63, died on
June 21. Brother
Faircloth joined the
SIU in 1942 in the
port of Philadelphia
sailing as a chief
steward and in the
' engine department.
He sailed 41 years. Born in Georgia, he
was a resident of San Francisco. Sur
viving are his parents of Millew, Ga.
and a brother. Hardy of Cordale, Ga.
Monta L. Garber,
I 44, died on Aug. 5..
Brother Garber join
ed the SIU in the port
of New York in 1968
sailing as an AB. He
'sailed 15 years and
was a veteran of the
U.S. Navy after
World War II. A native of Olympia,
Wash., he was a resident of Seattle.
Cremation took place in Seattle. Sur
viving are his widow, Margaret; five
sons, Dan, Donald, Drew, David and
Daryl and three daughters, Deanna,
Danette and Mrs. Debbie M. Warde.
Theron J. Ross, 61,
died in the San Fran
cisco USPHS Hos
pital on Aug. 17.
Brother Ross joined
the SIU in the port of
Seattle in 1964 sailing as a chief cook.
HB ^ mKM He sailed 33 years. A
native of Lake Placid, N.Y., he was a
resident of San Francisco. Surviving are
two sons, Donald, and Bernard of
Lewis, N.Y.; his mother, Mrs. Edna
Gordon of North Grafton, Mass. and a
sister, Mrs. Rosamond Footc also of
North Grafton.
Fred C. Schuler,
55, was found dead
of an apparent heart
attack at his home in
Bristol, Fla. on June
16. Brother Schuler
joined the S.IU in the
port of Lake Charles,
La. in 1957 sailing as
an AB. He sailed 26 years. Seafarer
Schuler was a veteran of the U.S. Army
in World War II. He was born in Hosford, Fla. Burial was in Mitchem Ceme
tery, Liberty County, Fla. Surviving are
his parents, Mr. and Mrs. Jacob and
Nora Schuler of Bristol and a sister,
Mrs. Evie S. Robertson, also of Bristol.
Pensioner Samuel
[ B. Sediff, 72, suci cumbed to pneumo
nia in the Morehead
Memorial Hospital,
j Eden, N.C. on July 2.
Brother Setliff joined
the SIU in 1947 in
the port of New York
sailing as a bosun. He sailed 26 years
and was on the picketline in the 1962
Robin Line beef and the 1965 District
Council 37 strike. Seafarer Setliff was
a veteran of the U.S. Navy in World
War I and an auto painter. Born in
Newport News, Va., he was a resident
of Eden. Interment was in Dan View
Cemetery, Eden. Surviving are two sis
ters, Mrs. Margaret Fargis of Eden and
Mrs. Isabelle Massey of Wilmington,
N.C. and a stepdaughter, Mrs. Adele
Behar of Westport, Conn.
Samuel A. Solo
mon Sr., 58, died of
cancer in Jackson
Hospital, Montgom
ery, Ala. on May 2.
Brother Solomon
joined the SIU in the
port of Mobile in
1952 sailing as a
chief steward. He sailed 30 years and
attended a Union Educational Confer
ence at HLSS. A native of Montgomery,
he was a resident there. Burial was in
County Line Cemetery, Dalleville, Ala.
Surviving are his widow, Annie; a son,
Samuel; three daughters, Wendy, San
dra and Mrs. Judith A. Harrison; his
mother, Alda and a sister, Mrs. C; E.
Brophy of Montgomery,
�i
Pensioner Frank
E. Borst, 65, passed
away on Aug. 20.
Brother Borst joined
the SIU in 1939 in
the port of New York
sailing deck mainte
nance and quarter
master. He also
served as deck delegate on several ships.
He sailed 35 years and during the Viet
nam War. Seafarer Borst attended the
1971 Union Educational Conference in
Piney Point. He was a veteran of the
U.S. Navy before World War II. Born
in New York City, he was a resident of
Jamaica, Queens, N.Y. Surviving are
his mother, Mrs. Jsabelle Borst of South
Ozone Park, Queens, N.Y.; three sis
ters, Mrs. Eleanor Schreibman of Bellerose, L.I., N.Y., Mrs. Helen Blasso of
Bayside, Queens, N.Y. and Mrs. Etliel
Stock of Roswcll, N.M.
Pensioner William
"Chubby" Morris,
70, died of natural
causes in the Coney
Island Hospital,
Brooklyn, N.Y. on
July 25. Brother
Morris joined the
SIU in the port of
New York in 1951 sailing as a firemanwatertender for 15 years. He walked
the picketline in the 1961 N.Y. Harbor
strike and was on the Sea-Land Shoregang in Port Elizabeth, N.J. from 1966
to 1970. Seafarer Morris also attended
the 1968 and 1970 HLSS Pensioner
Conferences. A native of New York
City, he was a resident of Brooklyn,
N.Y. Burial was in Mt. Zion Cemetery,
Maspeth, Queens, N.Y. Surviving are
his widow, Betty; three sons, Charles,
Edwin and Lawrence; a brother, Frank
and a sister, both of Savannah, Ga.
Charles H. Behrens, 50, drowned off
the ST Golden En
deavor (Westchester
Marine) at Stapleton
Anchorage, S.I., N.Y.
on Aug. 22. Brother
Behrens joined the
SIU in the port of
New Orleans in 1967 sailing as a
QMED. He sailed 21 years, during the
Vietnam War, with the Miltary Scalift
Command and in World War II aboard
the destroyer USS Walter X. Young and
USS Brooklyn. He also sailed on the
aircraft carrier USS Midway and the
SS Gen. W. J. Bradley. Seafarer Behrens
attended the 1970 Union Educational
Conference at Piney Point. Born in
Brooklyn, N.Y., he was a resident of
Lynbrook, N.Y. Surviving are his wid
ow, Ruth; his mother, Ethel of Lyn
brook and a sister, Mrs. Marie Connor.
Michael Mohamed
N. A. "Mike" Shariff,
41, died in the Luth
eran Medical Center,
Cleveland in July.
Brother Shariff joined
the SIU in the port of
Detroit in 1967 sail
ing as a wiper, fireman-watertender and gateman for the
Reiss Steamship Co. He was born in
Yemen and was a U.S. naturalized citi
zen. Seafarer Shariff was a resident of
Detroit. Burial was in Roselawn Park
Cemetery, Berkley, Mich. Surviving are
his widow, Hayla Jamileh Wassa; a
brother, Abdul of Detroit; his parents,
Mr. and Mrs. Ahmed S. Guban of
Yemen and a sister-in-law, Rebbeca of
Detroit.
William R. Finley, 23, died on Aug.
17. Brother Finley joined the SIU in the
port of Cleveland in 1977 sailing as a
deckhand on the SS McKee Sons (Boland Steamship). He was born in Cali
fornia and was a resident of Cleveland.
Surviving are his parents, Mr. and Mrs.
J. P. Finley of St. Petersburg, Fla.
Pensioner Oren C. Johnston, 71, died
of a stroke in the Alpena (Mich.) Gen
eral Hospital on July 5. Brother John
ston joined the SIU in 1942 in the port
of Detroit sailing as a wheelsman and
AB for the Huron Cement Co. in 1962
and 1965 and for the American Steam
ship Co. in 1963 and 1968. He sailed
48 year§. A native of Alpena, he was a
resident of Hubbard Lake, Mich. Burial
was in Hubbard Lake Cemetery, Al
pena. Surviving are his parents, Mr. and
Mrs. William Johnston and a sister,
Mrs. H. J. (Alice) M. Beauchamp of
Eaton Park, Fla.
William A. Litzner, 63, succumbed
to cancer at home in Sault Stc. Mane,
Mich, on June 23. Brother Litzner
joined the SIU in the port of Alpena,
Mich, in 1960. He sailed as an OS for
18 years. Laker Litzner also worked for
the Lake Superior State College, Brevort, Mich. He was a native of Allenville, Mich. Burial was in the Oakland
Chapel Gardens Cemetery, Chippewa,
Mich. Surviving is his widow, Ann Marguerite of Moran, Mich.
Dominic A. Oliver, 60, died on Aug.
21. Brother Oliver joined the SIU in the
port of Cleveland in 1955 sailing as a
cook. Laker Oliver was a veteran of the
U.S. Air Forces in World War II. He
was born in Johnstown, Pa. and was a
resident of River Rouge, Mich. Surviv
ing is a sister, Mrs. Julia Penna of
Johnstown.
Pensioner Bernard
"Whitey" M. Moye,
66, died of a stroke
in the West Jefferson
General Hospital,
Marrero, La. on July
14. Brother Moye
joined the SIU in
1947 in the port of
Mobile sailing as an AB and deck
maintenance. He sailed 49 years and
was a ship's delegate. Born in Barrington, N.S., Canada, he was a naturalized
U.S. citizen and a resident of Marrero.
Burial was in Restlawn Park Cemetery,
Avondale, La. Surviving are his widow,
Elizabeth Jane; two sons, Joseph and
Bernard; a daughter Patricia; his
mother, Mrs. Marie McNeil of Wildwood, N.J. and a sister, Erma of
Marrero.
Pensioner Edward
J. Myslinsk;, 72, died
of a heart attack on
June 30. Brother Myslinski joined the
Union in the port of
1 Baltimore in 1956
I sailing as a firemanwatertender and
welder for the Curtis Bay Towing Co.
A native of Baltimore, he was a resident
there. Interment was in St. Stanislaus
Cemetery, Baltimore. Surviving is his
widow, Anna.
Thomas C. Boling died in Mobile on
July 16. Brother Boling sailed in the
steward department. He was a resident
of Mobile.
Michael "Mike Jaski" Jaskulski, 68,
died on July 31. Brother Jaskulski
joined the Union in the port of Balti
more in 1956 sailing as a deckhand for
the Curtis Bay Towing Co. He was born
in Maryland and was a resident of Balti
more. Surviving is his widow, Frances.
Pensioner Ralph
R. Knowles, 74, died
of heart failure on
July 3. Brother
Knowles joined the
SIU in 1949 in the
port of New York
sailing as a cook for
36 years. He was a
veteran of the U.S. Army in World War
I and World War 11. Seafarer Knowles
was born in Milo, Me. and was a resi
dent of Indian Harbor Beach, Fla. Sur
viving are his widow, Alyce of Milo and
a sister, Mrs. Harry (Pearl) A. Willey
of Brownville, Me.
Pensioner TheoV
dore R. Maples, 73,
^
^ succumbed to pneu^
monia in the Spring*
hill Memorial Hospi^ tal. Mobile on Aug.
9. Brother Maples
joined the SIU in the
^
'
port of Mobile in
1957 sailing as a fireman-watertcnder.
He sailed 25 years. Born in Wilmer,
Ala., he was a resident there. Interment
was in Joyner Cemetery, Tanner Wil
liams, Ala. Surviving are a brother,
Julius of Crichton, Ala. and two sisters,
Mrs. Edna Dunn and Mrs. Dorothy
Dunn, both of Wilmer.
Roland C. Livernois, 55, died of a
heart attack on June
30. Brother Livernois
joined the SIU in
I 1943 in the port of
New York sailing as
' an AB for 27 years.
He also sailed during
World War II and the Korean War. Sea
farer Livernois was born in Worcester,
Mass. and was a resident of Southbridge, Mass. Surviving is his widow,
Ruth.
Hizam N. Murshed, 39, died on
Aug. 15. Brother
Murshed joined the
SIU in the port of De
troit in 1958 sailing
as a cook. He was
born in Yemen and
was a U.S. natural
ized citizen. Seafarer Murshed was a
resident of Baltimore. Surviving are a
brother, M. N. Murshed of San Fran
cisco; a brother-in-law, Mesan Negi of
Dearborn, Mich, and two cousins, Mo
hamed A. Zobadi of San Francisco and
Nagi Ali El Matrhi of Baltimore.
Pensioner Lambert
iMartindale, Sr., 75,
succumbed to arterioI scleriosis in New Or
leans on July 5.
Brother Martindale
I joined the SIU in
1943 sailing as a
chief steward. He
sailed 23 years and during the Korean
War. Born in Barbados, B.W.I., he was
a resident of New Haven, Conn. Crema
tion took place in St. John's Crematory,
New Orleans. Surviving are his widow,
Doris; a son, Clayton of New Haven; a
daughter, Cecile of the Bronx, N.Y. and
a sister, Mrs. Lucy Burton of New Or
leans.
Gillis L. Smith died on July 28.
Brother Smith was a resident of Port
Huron, Mich. Surviving are an uncle,
Henry Bimeson of St. Clair, Mich, and
a cousin, Nioma Heath, also of St. Clair.
Pensioner Marcel
Mitchell, 73, died of
arterioscleriosis at
home in New York
Craig A. Lopiccolo, 21, died on Aug.
City on July 21.
27. Brother Lopiccolo joined the SIU
Brother Mitchell
in the port of Cleveland in 1975 sailing
joined the SIU in the
as an OS aboard the SS J. A. Kling for
port of New Orleans
the Boland Steamship Co. from 1975 to
W- sailing as a chief
1977, for the American Sand Co. and
cook. He sailed for 37 years. Seafarer
the Erie Sand Co. Born in Cayahoga,
Mitchell was born in St. Martinsville,
Ohio, he was a resident of Lakewood,
La. Surviving is a son, Marcel of Los
Ohio. Surviving is his mother, Mrs.
Angeles.
Donna O'Reilly of Lakewood.
James T. Smith,
Wendell Embry, 44, died of a heart
76, passed away on
attack in Parsner Creek (Ky.) Hospital
Mar. 8. Brother Smith
on July 9, 1977. Brother Embry joined
joined the SIU in the
the Union in the port of Paducah, Ky.
port of Baltimore in in 1970 sailing as a deckhand for ACBL,
1957 sailing in the
Inland Tugs from 1970 to 1971 and for
steward department
National Marine Service from 1975 to
for 35 years. He also
1976. Burial was in Goldsbury Ceme
served as a ship's
tery, Sias, W. Va. Surviving are his
delegate. A native of North Carolina, he
widow Mrs. Dotty Gay Adkins of Grifwas a resident of Baltimore. Seafarer
fithville, W. Va.; two sons, Duane and
Smith was also an auto mechanic. Sur
Kenneth; four Urtughters, Christine of
viving is a sister, Mrs. Bertha L. Todd
Louisville, Ky., Doris, Debbie, and
of Baltimore.
Robin and his parents, Mr. and Mrs.
Wilkie and Dcomey Embry.
Pensioner William M. Hightower, 74,
succumbed to arterioscleriosis in the
Pensioner Oland R. Home, Sr., 72,
John Sealy Residence, San Antonio, died of a stroke in the Bay Medical Cen
Tex. on June 26. Brother Hightower
ter, Panama City, Fla, on July 24.
joined the SIU in 1949 in the port of
Brother Home joined the Union in Port
New York sailing as a fireman-waterArthur in 1963. He sailed as a chief en
tender and in the steward department. gineer for the Sabine Towing and Trans
He sailed 45 years. Born in Georgia, he portation Co. from 1945 to 1963. Boat
was also a printing pressman. Interment
man Home was also a welder at the
was in th" Grace Memorial Park Ceme-t
Wainwright Shipyard from 1940 to
tery, Alta Loma, Tex. Surviving are his 1945. Born in Douglasville, Ga., he was
widow, Elizabeth; a son, Herbert Oscar; a resident of Panama City. Interment
two daughters, Shirley and Mrs. Ann C.
was in Callaway Cemetery, Panama
Tracy of San Antonio; his mother. Hat- City. Surviving are his widow, Lillian;
tie of Rex, Ga.; a stepsister, Camella
a sister, Mrs. May L. Phillips of KirbyNotto of Galveston and a cousin, Kay
ville, Tex. and a granddaughter, Mrs.
Irwin, also of Galveston.
Linda Patterson.
September 1977 / LOG / 33
�SEA-LAND FINANCE (Sea-Land
Service), July 17—Chairman, Recerti
fied Bosun James Pulliam; Secretary
Benish; Deck Delegate J. Long; Stew
ard Delegate F. Pappone. No disputed
OT. The June issue of the Log was re
ceived and the chairman urged all crewmembers to read it and pass it along.
Shipboard safety was brought up and
discussed. Also the importance of do
nating to SPAD. Report to Log: "Jitney
service is needed in the ports of Yoko
hama, Kobe, and Hong Kong from the
ship to the gate." Next port, Seattle.
BAYAMON (Puerto Rico Marine
Mgt.), July 3— •Chairman, Recertified
Bosun Calixto Gonzalez; Secretary Jose
Ross. No disputed OT. $27 in ship's
fund. A vote of thanks to the steward
department for a job well done. Report
to the Log: "The ship's chairman held
a discussion on the President's Report,
Why Is a Merger so Significant?, Wash
ington Activities, McKinney Amend
ment, and Prohibit Oil Export."
OVERSEAS CHICAGO (Maritime
Overseas), July 17—Chairman, Recer
tified Bosun J. Colson; Secretary T.
Navarre; Educational Director J. Wade.
No disputed OT. Chairman reported
that the Overseas Chicago picked up
four survivors from a sunken commer
cial fishing boat 65 miles south of Cor
dova in the Gulf of Alaska 3 a.m. on
Friday, July 15, 1977. The survivors
were rescued with the ship's lifeboat
which went very well. The captain blew
abandon ship and all hands responded.
Secretary reported that everything is
running well.
TRANSCOLORADO (Hudson Wa
terways), July 10—Chairman, Recertilied Bosun Ted Tolentino; Secretary
Ceasar F. Blanco; Educational Director
John Kirk; Deck Delegate Melvin
Keefer; Engine Delegate Luke A. Ciamboli; Steward Delegate John G. Shaw.
$4.80 in ship's fund. No disputed OT.
Chairman advised that the June 16,
1977 pay increase information has been
received and is being posted on the
board. More information pertaining to
the increase will be printed in the Log.
Chairman urged all crewmcmbers to
slay active in the Union and also dis
cussed the importance of SPAD. Secre
tary reported that the SlU benefit ap
plications are available for the asking.
The next port is in Yokosuka, Japan for
bunkering only and then back to Port
Chicago, Calif.
SEA-LAND EXCHANGE (SeaLand Service), July 3—Chairman, Re
certified Bosun-Perry Greenwood; Sec
retary E. Heniken; Educational Director
G, Renale. $22.10 in ship's fund. No
disputed OT. Chairman advised all
crcwmembers to read the Log to keep
up on all the latest events. Also dis
cussed the importance of SPAD. All
communications received were read and
posted. Observed one minute of silence
in memory of our departed brothers.
Next port, Yokohama.
OGDEN WILLAMETTE (Ogden
Marine), July 17—Chairman, Recerti
fied Bosun E. K. Bryan; Secretary E.
Kelly; Educational Director A. T. Bax
ter; Deck Delegate B. Anding; Engine
Delegate L. Campos; Steward Delegate
D. Sessions. Some disputed OT in deck
department. Chairman advised all crewmembers to read the Log and it will
answer your questions about retirement.
A vote of thanks was given to all de
partment delegates for their fine work
and to the steward department for a
job well done.
MOUNT EXPLORER (Cove Ship
ping), July 31—Chairman, Recertified
Bosun Peter Garza; Secretary A. Salem;
Educational Director Fred Harris; Deck
Delegate Fred Schwarz; Engine Dele
gate E. H. Nordstrom; Steward Dele
gate C. Hall. No disputed OT. Chair
man held a discussion on the early
normal pension and how it works. Sec
retary advised all crewmcmbers to read
the Log so you can get all the news on
what is going on in the Union. A vote
of thanks to the steward department for
a job well done. Observed one minute
of silence for our departed brothers.
Next port, Texas City.
• CONNECTICUT (Ogden Marine),
July 3—Chairman, Recertified Bosun
H. B. Rains; Secretary Sam Brown; Ed
ucational Director F. Torres. No dis
puted OT. Park Dampson, oiler was
taken off the ship in Houston ill and
had passed away before he got to the
medical center. A collection was taken
up from the crew and sent to his widow.
Report to Log: "Anyone who gets the
chance should make at least one trip to
Russia via the Dardanelles Straits.
Hopeful it will be in the daylight hours.
It is a camera buff's delight taking pic
tures going through the straits in the
daylight hours." Observed one minute
of silence in memory of our departed
brothers.
HUDSON (Mount Shipping), July 17
-Chairman, Recertified Bosun Dave
LaFrance; Secretary Robert A. Outlaw;
Deck Delegate William F. McKinnon;
Steward Delegate Jessie Winfield. $22
in ship's fund. No disputed OT. Chair
man reports that there has been a no
ticeable change in the morale of the
crev, since the new captain. Captain
Glotfelter has been aboard. He is in
terested in a happy crew. We offer a
vote of confidence. A vote of thanks to
the steward department for a job well
done.
4 Become Assistant Cook
In the Lundeberg Schoors galley, a congenial group of Seafarers hold assis
tant cook endorsements they achieved through the School's Steward Depart
ment Upgrading Program. They are. from the left; Francisco Ancheta, Julian'
Primero, Billy Wilkerson and James Wordsworth.
34 / LOG / September 1977
MASSACHUSETTS (Interocean
Mgt.), July 10—Chairman, Recertified
Bosun Don Fleming; Secretary A. Has
san; Educational Director Don E.
Leight. No disputed OT. All communi
cations received were read and posted.
Chairman explained about the safety
precautions that will be taken for clean
ing tanks, preparing ship for shipyard
in Japan. Also the importance of SPAD.
Next port, Sasabu, Japan.
MOHAWK (Ogden Marine), July 17
—Chairman, Recertified Bosun J. W.
Garner; Secretary W. G. Williams;
Deck Delegate W. Simms. Chairman re
ports that everything is going along fine
and all repairs arc being taken care of.
Secretary reported that the captain no
tified everyone concerning company
and Coast Guard policy about alcoholic
beverages on board ship. Also the im
portance of SPAD. Educational direc
tor adviy.d all crcwmembers that there
is educational material in the recreation
room. A vote of thanks to the steward
department for a job well done. Next
port, Gibraltar.
SEA-LAND MARKET (Sea-Land
Service), July 3—Chairman, Recerti
fied Bosun D. Rood; Secretary R. Hutchins; Deck Delegate K. Wright; Engine
Delegate E. Liwag; Steward Delegate
A. Mohamed. No disputed OT. The
chairman held a very interesting discus
sion on "Turn the Tide" and brought
out some good points on why every sea
man should take part in the fight. He
received a majority of support. Ob
served one minute of silence in memory
of our departed brothers. Next port,
Portsmouth.
SEA-LAND ECONOMY (Sea-Land
Service), July 31—Chairman, Recerti
fied Bosun L. V. Myrex; Educational
Director L. D. Acosta; Secretary L.
Nicholas; Deck Delegate B. Jarratt; En
gine Delegate W. N. Sears; Steward
Delegate S. Morris. $105 in movie fund.
No disputed OT. Chairman extended a
vote of thanks to all delegates for their
cooperation for helping to maintain a
smooth operation without any major
beefs. Expect to dock in New Orleans
on Thursday afternoon and asked for
all repairs and safety suggestions. A
vote of thanks to the steward depart
ment for continuous good food and
service.
ANCHORAGE (Sea-Land Service),
July 24—Chairman, Recertified Bosun
Jose Gonzalez; Secretary C. L. White;
Educational Director Hubert P. Calloe.
$3 in ship's fund. No disputed OT.
Chairman discussed the importance of
donating to SPAD. Also urged all crewmembers to upgrade themselves in the
department they like best by going to
Piney Point to better their future. A
vote of thanks to the steward depart
ment for a job well done. Observed one
minute of sUence in memory of our de
parted brothers.
Official ship's minutes were also re
ceived from the following vessels:
NEW YORK
SEA-LAND COMMERCE
PENN
OVERSEAS ARCTIC
TRANSCOLUMBIA
MERRIMAC
SHOSHONE
SEA-LAND PRODUCER
ROBERT E. LEE
ULTRASEA
OVERSEAS JOYCE
BRADFORD ISLAND
SEATTLE
BEAVER STATE
OAKLAND
ACHILLES
ROSE CITY
SEA-LAND TRADE
OGDEN CHALLENGER
HUMACAO
ALLEGIANCE
GOLDEN MONARCH
THOMAS NELSON
VIRGO
TEX
WALTER RICE
ZAPATA ROVER
BOSTON
SEA-LAND GALLOWAY
CAROLINA
SEA-LAND RESOURCE
COLUMBIA
BALTIMORE
ULTRAMAR
MONTICELLO VICTORY
OVERSEAS NATALIE
THOMAS NELSON
FORTHOSKINS
COUNCIL GROVE
SEA-LAND CONSUMER
OVERSEAS TRAVELER
JAMES
AQUILA
CANTIGNY
PORTLAND
COVE COMMUNICATOR
JOHN TYLER
ARECIBO
POTOMAC
SEA-LAND McLEAN
ALEX STEPHENS
HOUSTON
PHILADELPHIA
GUAYAMA
OVERSEAS ALICE
PUERTO RICO
TRANSINDIANA
AGUADILLA
�9 Black Gang Men Taking Marine Electronics Course at HLSS
The operation and repair of complex
shipboard electrical systems is becom
ing an increasingly more important part
of a black gang member's job.
These skills are especially needed in
manning the new automated vessels of
today's modem American merchant
fleet.
It's not difficult to acquire these
skills, either, because the Lundeberg
School regularly offers courses cover
ing this material.
J
1
Right now, a group of nine SIU en
gine department members are partici
pating in this six week Lundeberg
course, entitled Marine Electrical Main
tenance. They are SIU members Bob
Prentice, Dale Susbilla, Julius Johnson,
Eugene Gonzalez, Jean Charles Morris,
Richard Adams, Willard Smith, Steve
Kues and Roy McCauley.
The course material covers electrical
power systems and electrical measuring
instruments. It includes instruction on
the control, operation and maintenance
of rotating electrical machinery, con
trollers and solid state motor control.
The course also includes instruction
on trouble shooting and repair of the
ship's electrical systems.
To be eligible for the course, a mem
ber must hold a QMED-any rating.
Besides acquiring new and important
skills, those who take'the course arc in
creasing their own job security. In addi
tion, by learning this material, they are
helping to protect the job jurisdiction of
SIU engine department personnel in
general.
The Lundeberg School will hold two
more Marine Electrical Maintenance
Courses within the next seven months.
Their starting dates are Nov. 14, 1977
and April 10, 1978.
Class size is limited to 12. So if you
are interested, get your applications in
as early as possible.
The nine SIU biackgang members participating in the Lundeberg Schoors
Marine Electrical Maintenance Course are, seated from the left; Bob Prentice,
Dale Susbilla, Julius Johnson and Eugene Gonzalez. Standing from the left
are: Jean Charles Morris, Richard Adams, Willard Smith, Steve Kues and
Roy McCauley.
KNOW YOUR RIGHTS
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these, funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the shipowners. Get to know your shipping
rights. Copies of thc.se contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the shipowners, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIlJ contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
yhip. Know your contract rights, as well as your obliga
tions, such as filing for OT on the proper sheets and in
the proper manner. If, at any time, any SIU patrolman
or other Union official, in your opinion, fails to protect
your contract rights properly, contact the nearest SIU
port agent.
EDITORIAL POLK Y —SEAFARERS LOG. The
Log has traditionally refrained from publishing any ar
ticle serving the political purposes of any individual in
the Union, officer or member. It has also refrained from
publishing articles deemed harmful to the Union or its
collective membership. This established policy has been
reaffirmed by membership action at the September, 1960,
meetings in all constitutional ports. The responsibility for
Log policy is vested in an editorial board which consists
of the Executive Board ut the Union, i he Executive
Board may delegate, from among its ranks, one individual
to carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone at
tempts to require any such payment be made without sup
plying a receipt, oi if a member is required to make a
payment and is given an oflicial receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to headquarters.
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHIS AND OBLIGA
TIONS. Copies of the SIU constitution arc available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
EQUAL RIGHTS. All Seafarers are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the ccmtracts which the Union has negotiated with the
employers. Consequently, no .Seafarer may be discrimi
nated against because of race, creed, color, sex and natit)nal or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are irsed to further its objects and purposes includ
ing but not limited to f urthering the political, social and
economic interests of .Seafarer seamen, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for .seamen and the
advancement of trade union concepts. In connection with
such objects, SPAD supports and contributes to political
candidates for elective oflice. All contributions are vol
untary. No contribution may be solicited or received
because of force, job discrimination, financial reprisal, or
threat of such conduct, or as a condition of membership
in the Union or of employment. If a contribution is made
by reason of the above improper conduct, notify the Sea
farers Union or SPAD by certified mail within 30 days of
the contribution for investigation and appropriate action
and refund, if involuntary. Support SPAD to protect and
further your economic, political and social interests,
American trade union concepts and Seafarer seamen.
If at any time a Seafarer feel.s that any of the above
rights have been violated, or that he has been denied his
constitotional right of aece.ss to Union records or infor
mation, he should immediately notify SIU President Hall
at headquarters by certitied mail, return receipt requested.
September 1977 / LOG / 35
�• i*-;
t
The old-time black gang mem
bers are the "forgotten men" of
the merchant marine. The unsung
toilers of the sea were the coal
passers, the firemen, the watertenders and the oilers on the
tramps, the tugs, and the liners
between the period of an all-sail
merchant marine and the steam
turbine and diesel shipping mer
chant fleet today.
These are the men who literally
made the ships go through North
Atlantic storms and the killing
heat of the tropics, where only the
toughest of men could stand the
intense heat of the firerooms.
This portion of an article from
the Seafarers Historical Research
Department tells what life was like
in the "black gang" on a transAtlantic liner more than 75 years
ago. The complete article, called
"The Ships Company", originally
appeared in Scribner's Magazine
for May, 1891.
The engine-rooms and stoke-holes of
a great steamer are forbidden ground,
are lands taboo, save to those specially
asked to visit them. Here no inter
ruptions may enter, for speed is the
price of ceaseless vigilance, and horse
power spells fame and dividends. When
you come to measure the region fairly,
it broadens into a wonder-land; it
shapes itself into a twilight island of
mysteries, into a laboratory where grimy
alchemists practice black magic and
white. At first all seems confusion, but
when the brain has co-ordinated certain
factors, harmony is wooed from discord
and order emerges from chaos. It is in
the beginning all noise and tangled mo
tion, and shining steel and oily smells;
then succeeds a vague sense of bars
moving up and down, and down and up,
with pitiless regularity; or jiggering
levers, keeping time rhythmically to any
stray patter you may fit to their chant
ing; and, at last, the interdependence of
rod grasping rod, of shooting straight
lines seizing curved arms, of links limp
ing backward and wriggling forward
upon queer pivots, dawns upon you, and
in the end you marvel at the nicety with
which lever, weight, and fulcrum work,
opening and closing hidden mechan
isms, and functioning with an exactness
that dignifies the fraction of a second
into an appreciable quantity. Cranks
whirl and whirl and whirl incessantly,
holding in moveless grip the long shaft
ing turning the churning screws; pumps
pulsate and throb with muffled beat;
gauge-arms vibrate jerkingly about nar
row arcs, setting their standards of per
formance; and everywhere, if your ear
36 / LOG / September 1977
be trained to this mechanical music, to
this symphony in steam and steel, you
see the officers and greasers conducting
harmoniously the smoothly moving
parts, as soothed with oil and caressed
with waste they work without jar or
friction, and despite the gales to:^sing the
ship like a jolly-boat, on the angry
ocean. It is a magic domain, and one
may well wonder at the genius which,
piling precedent upon precedent, chains
these forces and makes them labor, even
on an unstable platform, as their masters
will.
In the stoke-hole, however, one leaves
behind the formal and mathematical,
and sees the picturesque with all its dirt
unvarnished, with all its din and clangor
unsubdued. Under the splintering sil
ver of the electric lamps cones of light
illuminate great spaces garishly and
leave others in unbroken masses of
shadow. Through bulkhead doors the
red and gold of the furnaces chequer
the reeking floor, and the tremulous
roar of the caged fires dominates the
sibilant splutter of the steam. Figures
nearly naked, gritty and black with coal,
and pasty with ashes, and soaked with
sweat, come and go in the blazing light
and in the half gloom, and seem like
nightmares from fantastic tales of demonology.
When the furnace-doors are opened,
thirsty tongues of fire gush out, blue
spirals of gas spin and reel over the
bubbling mass of fuel, and great sheets
of flame suck half-burnt carbon over the
quivering fire wall into the flues. With
averted heads and smoking bodies the
stokers shoot their slice-bars through
the melting hillocks, and twist and turn
thenx until they undulate like serpents.
The iron tools blister their hands, the
roaring furnaces sear their bodies; their
chests heave like those of spent swim
mers, their eyes tingle in parched sock
ets—but work they must, there is no
escape, no holiday in this maddening
limbo. Steam must be kept up, or per
haps a cruel record must be lowered.
Facing the furnaces, the hollow upscooping of the stoker's shovel echoes
stridently on the iron floor, and these
speedmakers pile coal on coal until the
fire fairly riots, and, half blinded, they
stagger backward for a cooling respite.
But it is only a moment at the best, for
their taskmasters watch and drive them,
and the tale of furnaces must do its stint.
The noise and uproar are deafening;
coal-triniincrs trundle their barrows un
ceasingly from bunker to stoke-hole, or,
if the ship's motion be too great for the
wheels, carry it in baskets, and during
the four long hours there is no rest for
those who labor here.
In the largest ships the engineer force
numbers one hundred and seventy men,
and in vessels with double engines these
are divided into two crews with a double
allowance of officers for duty. One en
gineer keeps a watch in each fire-room,
and two are stationed on each engineroom platform. Watches depend upon
the weather, but, as a rule, the force, of
ficers and men, serves four out of every
twelve hours. Should, however, the
weather be foggy or the navigation haz
ardous, the service may be more oner
ous; for then officers stand at the throt
tles with preemptory orders to do no
other work. In relieving each other great
care is taken; those going on the plat
forms feeling the warmth of the bear
ings, examining the condition of the pins
and shafting, testing the valves, locating
the position of the throttles, counting
the revolutions, and by every technical
trial satisfying themselves before rssuming charge that all is right. In the stoke
hole the same precautions are taken, the
sufficiency and saturation of the water,
the temperature of the feed, injection,
and discharge, and the steam-pressure
being verified independently by both
officers.
The pay of the chief engineer is said
to be about £30 per month, in addition
to a commission upon the saving made
in a fixed allowance of coal for a given
horse-power and an assumed speed. As
some ships are economical, this reaches
at times a handsome bonus. And it is
well this pay should be large, for many
of these officers have given their best
days to one employ and deserve much
of it in every way. It is said that some
of the old chiefs are the greatest travel
lers in the world, so far as miles covered
may count. Here, for example, is one
who has made in one line 132 round
trips, or traversed 841,000 shore miles
—a distance four times that between the
earth and the moon; and still higher is
the record of another, who completed
before his retirement 154 round trips,
or made in distance over one million of
statute miles.
The messes of the crew are divided
into three classes: First, that of the
seamen, quartermaster, carpenter, etc.;
secondly, that of lamp-trimmers and
servants and miscellaneous people; and
thirdly, that of the stokers, greasers,
and trimmers. The seamen sleep and
mess in the forecastle, the stewards in
the glory hole, and the engineer force
in the port forecastle, or, on board the
new ships, in an apartment just forward
of the stoke-hole. In all these quarters
the mess-tables trice up to the under
side of the upper deck, and the bunks
are two or three tiers deep. As a rule
the men provide their own bedding
and table-gear, the company agreeing to
give good food in plenty, but nothing
more. This seems shabby, even if in
these degenerate days we need not hope
to find a ship's husband like Sir Francis
Drake, who not only '^procured a com
plete set of silver for the table, and fur
nished the cook-room with many vessels
of the same metal, but engaged several
musicians to accompany them." I am
afraid the only music you will hear in
these dreary quarters is the shout when
the "snipes," as my lieges the stokers
call the coal-trimmers, rush in at eight
in the evening with the high feast known
as the black pen. This olia podrida
consists of the remains of the saloon
dinner, and is always saved for the
watch by the cooks and bakers in pay
ment for the coal hoisted for the kitch
ens and galleys. It is a gruesome feast,
as one may well imagine, but it is the
supreme luxury in the sea life of the
stoker and his pals, and is enjoyed point,
blade, and hilt.
Thrown together as the people are
for a run only, you find iittie of the
messmate kinship which is so strong in
longer voyages among seafaring men.
Should any one of them become unfit
for work through sickness (and very ill
he must be when the doctor excuses him
from dutv> his mates, the one he should
hutc .eiieved and the other who would
have relieved him, each stand two hours
of his watch. But as the attendant abuse
is great, and the curses are loud and
deep and bitterly personal, no one, save
a very hard case, will leave his work as
long as he can stand up to it. As for
kindness and usefulness, or any other
saving grace, they are unknown; are, in
the grim pessimism of this iron trade,
never expected. It is a hard, hard life
measured by decent standards, and,
messieurs, when you stray below, and,
as tradition demands, they "chalk you"
—ring you about with the mystic circle
which means drink-money—be sure the
ransom is not niggard, be certain that
with it you lend them from your brighter
world the sunshine of a cheery greeting,
the tonic of a friendly smile.
For, God help them, they need it
always.
�Victor De Jesus
Seafarer Victor
De Jesus, 25, sails
as an AB with the
SIU. He obtained
that endorsement at
the Lundeberg
School in 1976. He
^
in g from the
School's Trainee Program. He also has
his firefighting and lifeboat ticket. Bro
ther De Jesus was born in New York
City and raised in Brooklyn where he
makes his home. He ships on* from the
port of New York.
Darrell Camp
Seafarer Darrell
Camp, 24, started
shipping with the
SIU in 1974 after
graduating from the
Lundeberg School.
He sails in the en
gine department.
This year he got his
FOWT endorse
ment at the School and took the basic
welding course. He also has the firefighting and lifeboat endorsement and
the cardio-pulmonary resuscitation
card. A native and resident of Pensacola, Fla., Brother Camp ships out of
all Gulf Coast ports.
Charles Allen
Seafarer Charles
Allen, 24, shipped
out as an ordinary
seaman after com
pleting the Lunde
berg School Trainee
Program in 1975.
Now he sails as an
AB. Brother Allen
earned his cardio
pulmonary resuscitation card during
the "A" Seniority Program and has a
firefighting and lifeboat ticket. Born in
Columbus, Ohio, he was raised in Flor
ida and now lives in Baton Rouge, La.
Seafarer Allen ships from the port of
New Orleans.
John Rountree
Seafarer John
Rountree, 23, grad
uated from the
Harry Lundeberg
School in 1974 and
then shipped out
with the SIU. A
member of the deck
department, he is
an AB and also
holds firefighting and lifeboat endorse
ments. During the "A" Seniority pro
gram, he earned his cardio-pulmonary
resuscitation card. Brother Rountree is
a native and resident of Portsmouth,Va.
and ships out of the port of Norfolk.
Jose Ferreira
Seafarer Jose
Ferreira, 37, started
sailing with the SIU
in 1971 as an oilermaintenance. In
1976 he went to the
Harry Lundeberg
School and com
pleted the courses
for QMED, lifeboat
and firefighting. During the "A" Senior
ity. Course he got his cardio-pulmonary
resuscitation card. Brother Ferreira was
born in.Valencia, Spain.: He now Jives
in West New York, N.J. and ships from
the port of New York.
Jean Charles Morris
Seafarer Jean
Morris, 34, a mem
ber of the black
gang, ships out as a
QMED. He started
his scaling career
with the SIU after
W, graduating from the
A ndrew Furuseth
Training School in
New York City in 1965. At the Lunde
berg School in Piney Point, he earned
his firefighting and lifeboat ticket in
1972, his QMED endorsement in 1973,
and his cardio-pulmonary resuscitation
card in 1977. Brother Morris was born
and raised in Lincoln Park, Mich. He
lives in San Francisco, and ships from
that port.
I
I
I
I
I
Larry M. Clement
Seafarer Larry
Clement, 19, grad
uated from the
Lundeberg School
I in 1975 then went
to sea with the SIU.
His chosen depart
ment is the engine
room. This year he
returned to the
School for the FOWT endorsement and
then the basic welding course. While
taking the welding class he helped out
as an assistant instructor for FOWT
students. He has his firefighting, lifeboat
and cardio-pulmonary resucitation en
dorsements. Brother Clement is a native
and resident of New Orleans and ships
out of that port.
New Full Book
*A' Seniority Upgraders
I
I
I
I
I
li
Isidore Henry
Seafarer Isidore
Henry, 26, has been
shipping out with
the SIU ever since
completing the
Trainee Program at
the Harry Lunde
berg School in
1969. He returned
to the school in
1976 for his FOWT endorsement. Dur
ing the "A" Seniority course, he re
ceived his firefighting certificate and
cardio-pulmonary resuscitation card.
He also has a lifeboat ticket. A native of
Louisiana, Brother Henry lives in New
Orleans and ships out of that port.
Robert Sickels
Seafarer Robert
Sickels, 26, gradu
ated from the Harry
Lundeberg "School
in 1969. Since then,
he has been sailing
with the SIU in the
deck department as
an Ordinary Sea
man. Before taking
the "A" Seniority Course, he upgraded
to AB at Piney Point. He also has his
firefighting, lifeboat and cardio-pul
monary resuscitation cards. Brother
Sickels is a native and resident of Sac
ramento, Calif, and sails from the port
of San Francisco.
Jeffrey Davis
Seafarer Jeffrey
Davis, 23, has been
shipping with the
SIU ever since he
graduated from the
Trainee Program at
the Lundeberg
School in 1975.
This year, before
taking the "A" Sen
iority Course, he upgraded at Piney
Point to AB and took the basic welding
class. He has his cardio-pulmonary re
suscitation card, and the firefighting and
lifeboat tickets. He was born in WijkesBarre, Pa., raised in Pennsylvania, Jer
sey, and Florida and now lives in
Cherry Hill, N.J. He ships from the
port of Philadelphia.
Mark C^iven
Seafarer Mark
Given, 18, has been
sailing with the SIU
since 1975. A grad
uate of the trainee
program at the
Harry Lundeberg
School, Brother
Given also up
graded to FOWT at
the School before attending the "A"
Seniority Program. He holds the fire
fighting and lifeboat endorsements and
successfully completed the cardio-pul
monary resuscitation course. Born in
San Diego, Calif. Brother Given was
raised and lives in New Orleans, and
ships from that port.
Rick Stewart
Seafarer Rick
Stewart, 22, is a
1973 graduate of
the Harry Lunde
berg School. He
sails as a member
of the black gang
and got his FOWT
endorsement at the
school in 1975. Re
cently, he obtained his firefighting cer
tificate and completed the cardio-pul
monary resuscitation course. He has a
lifeboat endorsement as well. Brother
Stewart was born and raised in Long
Beach, Calif, and lives in Redondo
Beach. He ships out of Gulf Coast and
West Coast ports.
Joseph Barry
Seafarer Joseph
Barry, 21, a mem
ber of the engine
department, gradu
ated from the
Lundeberg School
Trainee Program in
1975. He recently
went back to the
school and obtained
his FOWT endorsement. In addition, he
has earned the firefighting and lifeboat
tickets, and the cardio-pulmonary re
suscitation card. Born and raised in
Daytona Beach, Fla.. Brother Barry
lives in Jacksonville, Fla. and ships out
of that port.
DEEP SEA
Rainey George Tate
Seafarer Rainey
- Tate, 37, has been
sailing in the stewtifd department
with the SIU since
1966 when he ship
ped out of San
Francisco as a
messman. This past
year he went to the
Harry Lundeberg School for some up
grading courses and came away with
his firefighting, lifeboat, and chief cook
endorsements. He now has a cardio
pulmonary resuscitation card as well.
A native of Alabama, Brother Tate was
raised in Mobile and still lives there and
ships out of that port.
Raymond Grace
Seafarer Ray
mond Grace, 25, a
member of the deck
department, re
cently upgraded to
AB at the Lunde
berg School. He
started sailing with
the SIU in 1975
after completing the
HLSS Trainee Program. He holds a
firefighting and lifeboat endorsement.
Brother Grace was born and raised in
Los Angeles, and now makes his home
in Glendale, Calif, with his wife Su.san.
He ships out of the port of Wilmington.
Jim Gihnartin
Seafarer Jim Gilmartin, 25, first
went to sea after
graduating from the
HLSS Trainee Pro
gram in 1971. He
went back to Piney
Point earlier this
year to upgrade to
AB. He also has the
firefighting and lifeboat tickets and the
cardio-pulmonary resuscitation card.
Brother Gilmartin was born in New
York City and raised in Broad Chan
nel, Queens, N.Y. where he makes his
home. He .^hips out of the port of New
York.
Michael Fester
Seafarer Michael
Fester, 24, went to
sea with the SIU in
1975 after graduat
ing from the Lunde
berg School. A
member of the
blackgang, he up
graded to FOWT in
1977 at Piney Point.
He obtained his firefighting and lifeboat
ticket at the School, and completed the
cardio-pulmonary resuscitation course
as well. Brother Fester was born in
Kearney, Neb. and raised in White Sal
mon, Wa.sh. where he now lives. He
.ships from the port of Seattle.
David C. Shaw
Seafarer David
Shaw, 23, .started
sailing in the engine
department after
completing the
Lundeberg School
Trainee Program in
1973. In 1976 he
upgraded to FOWT
at the School. Bro
ther Shaw also, has a firefighting. life
boat, and cardio-pulmonary resuscita
tion card. Born and raised in A labama,
he now lives in Easton, Md. Seafarer
Shaw ships out of the port of Hou.ston.
September 1977 / LOG / 37
�MOri
Bmumi
imimt
3112 Have llonateil $HNI Alore
To SI'AII Siiiee Bejiiniiiiiji of '77
The following Seafarers and other concerned individuals, 502 in all, have demonstrated an active interest in participating in political and
legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to
the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as
dues, initiation fees, etc., for political activities. Th^ most effective way the trade unionist can take part in politics is through voluntary political
contributions. SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political
activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of
reprisal.) Seventeen who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, five
have contributed $300, one has given $400, and two $600. For the rest of the year the LOG will be running the SPAD honor rolls because
the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy
of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington,
D.C.)
NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday
of the previous month.
Abadi,H.
Anderson, A.
Cisiecki, J.
Calefato, W.
Abobaker, F.
Anderson, A.
Clark, R.
Callahan, J.
Adams, P.
Anderson, R.
Camarillo, F.
Cofone, W.
Adams, W.
Bariy, J.
Bentz,H.
Antici, M.
Botana, J.
Browne, G.
Campbell, A.
Conklin, K.
Adamson, R. R.
Aquiar, J.
Bartlett, J.
Bergeria, J.
Boudreaux, C.
Bryan, E.
Campbell, A.
Conning, E.
Adlum, M.
Aquino, G.
Bartlett, J.
Berglond, B.
Bourgois, M.
Bryant, B.
Campbell, A.
Conway, F.
Air, R. N.
Arle, J.
Bartlinski, J.
Berlin, R.
Boyle, D.
Bucci, P.
Campbell, A.
Cortez, E.
Algina, J.
Aspseter, H.
Bauer, C.
Bishop, S.
Boyne, D.
Buczynski, J.
Campbell, W.
Costa, F.
AIi,A.
Aumiller, R.
Baum, A.
Bland, W.
Bradley, E.
Bullock, R.
Carbone, V.
Cosfango, G.
AUen,J.
Beeching, M.
Avery, R.
Bluitt, J.
Brongh, E.
Burke, T.
Cavanaugh, 3.
Cousins, W.
Alhaj, Y.
Bellinger, W.
Badgett, J.
Bobalek, W.
Brown, G.
Burnette, P.
Cclgina, J.
Cowan, T.
Almuflichi, A.
Bakarich, P.
Bennett, J.
Boland, J.
Brown, I.
Caffey, J.
Cheshire, J.
Cresci, M.
Anders, T.
Barroga, A.
Benoit, C.
Bonser, L.
Brown, S.
Caga, L.
Cinquemano, A.
Cross, M.
SPAD Honor Roll
Transcolumbia Committee
The Ship's Committee and some of the crew of the ST Transcolumbia (Hudson
Waterways) pose for a group photo recently at a payoff at the Military Ocean
Terminal in Bayonne, N.J. They are (rear I. to r.): Steward Delegate P. Saquilayan; Deck Delegate Bob Garcia; Recertified Bosun James W. Cheshire,
ship's chairman; Engine Delegate Ken Bowman and, Chief Steward Henry
Donnally, secretary-reporter. In front are (I. to r.): crewmembers Mich&el J.
Cresci, Rufino Galderon, Sam Solomon Jr., and Tommy Danbeck.
38 / LOG / September 1977
�0^
Cruz, A.
Goldberg, J.
Lennon, J.
Prevas, P.
Cruz,F.
Golder, J.
Lesnansky, A. Price, R.
Cunnin^am, W. Gooding, H.
Primero, F.
Lewis, L.
Curry, M.
Goodspeed, J.
Prirette,
W.
Libby,H.
Gorbea,
R.
Da Silva, M.
Prott,T.
LUes, T.
Gosse, F.
Dalman, G.
Pulliam, J.
Lindsey, H.
Dammeyer, C.
Graham, E.
Purgvee, A.
Logue, J.
Graham, R.
Danzey, T.
Quinnonez, R.
Loleas, P.
Darden, J.
Green, A.
Quinones, J.
Lomas, A.
Dauocol, F.
Greene, H.
Lombardo, J. Quintella, J.
Grepo, P.
Davidson, W.
Quirk, J.
Lundberg, J.
Davies, R.
Grima, V.
Lynch, C.
Raineri, F.
Gnarino, L.
Davis, J.
Lyness, J.
Rankin, J.
Guillen, A.
Davis, J.
Magruder, W. Rattray, W.
Hagerty, C.
Davis, S.
Maldonado, M. Reck, L.
Haggagi, A.
Debarrios, M.
Malesskey, G. Reed, A.
Hall, K.
Manafe, D.
Dechanip, A.
Reinosa, J.
Hall, L.
Manen, J.
Delgado, J.
Reiter, J.
Hall,
M.
Manry, L.
Delrio, J.
Reyes, M.
Hall,W.
Mansoob, A.
Demefrios, J.
Rhoades, G.
Marchaj, R.
Hannibal, R.
Richburg, J.
Dembach, J.
HarUdstad,V.
Martin, T.
Riddle, D.
Diaz, R.
Hart, R.
Ries, C.
Dickey, K.
Martinez, L.
Harris, E.
Martinussen, C. Ripoll, G.
Diercks, J.
Harris, W.
McCarthy, L. Roades, O.
Digiorgio, J.
Harris, W.
Doak,W.
McCartney, G. Roberts, C.
Haskins, A.
McCaskey, E. Roberts, H.
Dolgen,D.
Hatton, M.
Douienico, J.
McClinton, J. Roberts, J.
Robinson, W.
Hauf,M.
Domingo, G.
McElroy, E.
Rodgers, J.
Haynes, B.
Donovan, P.
McKay, D.
Heimal, W.
McMahon, T. Rodriguez, F.
Downon, P.
Drebin, L.
McNabb,J.
Heniken, E.
Rodriguez, R.
Rondo, C.
Drozak, P.
McNally, M.
Heroux, A.
Rosenthal, M.
Drury, C.
McNeely, J.
Hersey, G.
Dryden, J.
Roshid, M.
Mehert, R.
Hess, R.
Mesford,
H.
Roubek, J.
Ducote, A.
HiU,G.
Mielsem, K.
Roy, B.
Holmes, W.
Ducote, C.
MoUard, C.
Royal, F.
Dudley, K.
Homas, D.
Rudnicki,
A.
Homayonpour,
M.
Mongelli,
F.
Dwyer, J.
Dyer, A.
Rush, R.
Hooker, G.
Mooney, E.
Edmon, F.
Ruzyski, S.
Morgan, J.
Horn, F.
Edmonds, F.
Sacco, J.
Howse, A.
Morris, W.
Ellis, F.
Sacco, M.
Morrison, J.
Hunter, W.
Mortensen, O. Saeed, S.
Hussain, A.
Eschiikor, W.
Salanon, G.
Mosley, W.
lovino, L.
Evans, M.
Muniz, W.
Salazar, H.
Fagan, W.
Jacobs, R.
Munsie,
Falcon, A.
Saleh, H.
J.
Jackson, J.
Fanning, R.
Murray, G.
Jansson, S.
San Fillippo, J.
Murray, J.
Famen, F.
Sanchez, M.
Japper, J.
Farrell, C.
Santos, M.
Murray, M.
Johnson, D.
Schov, T.
Faust, J.
Johnson, R.
Murray, R.
Schuffels, P.
Musaid, A.
Fay, J.
Johnson, R.
Fergus, S.
Seabron, S.
Jobnsted, R., Jr. Mynes, A.
Seagord, E.
Myrex,
L.
Fester, M.
Jones, C.
Fgrshee, R.
Selzer, R.
Nagib, S.
Jones, R.
Selzer, S.
Naji, A.
Firsbing, W.
Jones, T.
Shabian,
A.
Fiscber, H.
Napoli,
F.
Jones, W.
Shelton, J.
Nash, W.
Fiune, V.
Jorge, J.
Sholar, E.
Nauarre, T.
Fletcher, B.
Kastina, T.
Sigler, M.
Nelfe,J.
Florous, C.
Kaulfman, R.
Silva, M.
Nielsen, R.
Foley, P.
KeUer,D.
O'Donnell, J. Siiiipson, S.
Forgeron, L.
Kendricks, D.
Sirignano, F.
Keough, J.
01ds,T.
Fosberg, W.
Smith,
L.
Olson,
F.
Kerngood, M.
Fox, P.
Smith, T.
Omar, Y.
Frances, H.
Kerr, R.
SiieiS, F.
Pachcco, E.
Kcichbad, D.
Firani'o, P.
Snyder, J.
Paladino,
F.
Kingsley, J.
Francum, C.
Somerville, G.
Papuchis, S.
Kirscb, J.
Frank, S., Jr.
Soresi, T.
Paradise, L.
Frederickson, E. Kizzire, C.
Spencer, G.
Paschal, R.
Fuller, G.
Klavand, S.
Patterson, D. Spencer, H.
Furr, J.
Klein, A.
Stancaugr, R.
Patton, S.
Furukawa, H.
Knutsen, E.
Stankiewicz, A.
Gallagher, C.
Koflowitch, W. Paulovich, J.
Stearns, B.
Pecquex, F.
Gallagher, L.
Kouvardas, J.
Stevens, W.
Perez, J.,
Galliam, R.
Kozicki, R.
Stubblefield,P.
Periora, J.
Gantbier, C.
Kramer, M.
Sulaiman, A.
Peth, C.
Garcia, R.
Kwiatek, G.
Picczonetti, M. Sullins, F.
Gard, C.
Kydd,D.
Surrick, R.
Piper, K.
Lambert, H.
Gardner, E.
Swiderski, J.
Pollard,
G.
Gaston, T.
Lankford, J.
Tanner, C.
Pool, D.
Gavin, J.
Larkin, J.
Taylor, F.
Porter, B.
Gentile, C.
Lawrence, L.
Taylor, J.
Praza, L.
Gimbeii,R.
Lawrence, W.
Telegadas, G.
Prentice, R.
Glidewell, T. Lee,K.
Terpe, K.
Pretare, G.
Lelonek, L.
Golf,W.
Tbeiss, R.
Thompson, F.
TUlman,W.
Tobin, G.
Tobio, J.
Towsigmart, A.
Troy, S.
Truenski, C.
Tsminrx, L.
Turner, B.
Turner, L.
Tuttle,M.
Underwood, G.
Vasquez, J.
Velandra, D.
Velez,R.
VUes, J.
Vukmir, G.
Walker, T.
Washington, E.
Webb, J.
Weber, J.
West, D.
Westbrook, A. L.
Westerholm, G.
Whitmer, A.
Whitsitt, M.
Widman, J.
WUbum, R.
Williams, L.
Williams, R.
WiUiams, S.
Wilson, C.
Wilson, J.
Winder, R.
Wingfield,P.
Wol^P.
Woodhouse, A.
Woody, J.
Woriey, M.
Worster, R.
Yarmola, J.
Yelland,B.
Young, R.
Zeagler, S.
-
SEAFARERS POLITICAL ACTIVITY DONATION
(SPAD)
675 FOURTH AVENUE
BROOKLYN, N.Y. 11232
S.S. No.
Date.
Contributor's Name .
.Book No.
Address
City
.State,
_Zip Code
I acknowledge and understand ttiat SPAD is a separate segregated fund establistied and administered
by my Union to engage in political activities and to make contributions and expenditures for candidates
seeking political office and solicits and accepts only voluntary contributions, and I have the right to
refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun
tarily determine and I herewith contribute the sum of $
. This contribution constitutes my
voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A
copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from
the Federal Election Commission. Washington, D.C.
Signature of Solicitor
Solicitor's No.
1977
$400 Honor Roll
$600 Honor Roll
Lm(;dahl,H.
Port
Poiuerlane, R.
Manuel, R.
$300 Honor Roll
Curtis, T.
Quinter, J.
Richardson, J.
Romolo, V.
Weaver, A.
$200 Honor Roll
Abas, 1.
Aronica, A.
Bailey, J.
Bernstein, A.
Brand, H.
Combs, W.
Drozak, F.
Ellis, P.
Frounfelter, D.
Hall, P.
McFarland, D.
Moore, A.
Stephens, C.
Pow, J.
Seibel, E. Stewart, E.
Shields, J.
Golden Endeavor Committee
Chief Steward H. 0. McCurdy (left), secretary-reporter of the ST Golden
Endeavor (Westchester Marine) and Recertified Bosun Juan Vega (center),
ship's chairman, talk with SID Representative Luigi lovino (seated right).
Others of the Ship's Committee are QMED William "Flattop" Koflowitch (2nd
left) engine delegate and Steward Delegate Charles Hall. The vessel paid off
last month at Stapleton Anchorage off Staten Island, N.Y.
September 1977 / LOG / 39
�'•: •'(. ,
•f.'-. • • -,
' ;£ .'?>?^V-.^'',v' ' •".,*
The boat R. B. Claytor is docked in the port of Norfolk.
Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District
AFLcio
SEPTEMBER 1977
Tying the line on the Claytor is Boatman Joseph
Surwilla deckhand.
Port of Norfolk—Busy Area for SiU Boatmen
Captain James Forrest of the Teal (Al
lied) takes a break in the galley.
jpfnl
^jphere are over 70 vessels that
operate in or around the Nor
folk area or regularly call at this
important maritime port.
Aboard the tugs of Allied or
Curtis Bay or McAllister, Boat
men perform the vital task of
keeping ships and their cargoes
freely moving in and out of the
Chesapeake Bay area.
These tugs dock the ships that
come calling at the port of Nor
folk and they also push the barges
carrying oil and other necessary
bulk cargoes in and out of this
area.
Norfolk and the entire Chesa
peake Bay area has always been
a good place for marine workers
to earn a living and SIU members
are doing their share to see that it
stays that way.
If cargo keeps growing in the
years to come, SIU members will
find an increasing number of jobs
opening up on these boats.
Brothers Joe Williams (I.),deckhand and Charles Ruperti, mate on the/sabe/A.
(McAllister), are working together to splice an eye in the line.
Sitting on the stern is the new SIU crew of the Sharon B (Allied). The five new
Boatmen are (I. to r.): Paul Keane, relief captain; Lloyd Sutton, cook and deck
hand; Tom Ranken. chief engineer; Lonnie Warren, AB, and Don West, mate.
m
George Menge (I.), port engineer for McAllister, and Boatman John Keech,
engineer, join forces to repair an air valve on the Frances K. McAllister.
�
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Seafarers Log Issues 1970-1979
Description
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Volumes XXXII-XLI of the Seafarers Log
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Paul Hall Maritime Library Microfilm 1939-1993
Publisher
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Seafarers International Union of North America
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September 1977
Description
An account of the resource
HEADLINES
TUG GEARY PUSHES FIRST PART OF WORLD’S LARGEST OIL RIG
OIL BIGS ALL OUT TO STOP CARGO PREFERENCE
SCHULMAN IS ELECTED BAR ASSN. UNIT HEAD
SIU REPS SPEAK AT MARAD FIREFIGHTING HEARINGS
SIU SHIPS TAKE ACTIVE ROLE IN ALASKA OIL RUN
COAST GUARD’S RECORD OF NON-COOPERATION INTACT
CARTER OKS CANADA-NOT ALASKA-GAS PIPELINE
SIU ACTS TO BLOCK FOREIGN FLAGS ON ALASKA OIL RUN
UNIONS, BUILDERS PUSH FOR U.S.-MADE GEAR IN OFFSHORE DRILLING
SEWELL’S POINT IS NEW SIU-CONTRACTED TUGBOAT
JACKSONVILLE’S AGENT ‘RED’ MORRIS RETIRES
21 SEAFARERS PREPARING FOR FUTURE THRU LNG PROGRAM AT HLSS
GALVESTON USPHS HOSPITAL MAY MOVE TO NEW HOME IN OCTOBER
WATERWAYS BILL ON FUEL TAX IN CONGRESS
CARGO EQUITY BILL FACES TOUGH FIGHT IN CONGRESS
SIU FIGHTS VIRGIN ISLANDS OIL LOOPHOLE
HERE’S WHATS HAPPENING IN CONGRESS
FISHERMAN, CANNERY WORKERS NIX SALE OF CATCH TO FOREIGNERS
LOG WINS FIRST PRIZE FOR EDITORIALS AND HALL COLUMNS
OVERSEAS NEW YORK DUE FOR ALASKA RUN
SACCO, TROY NAMED HDQS. REPS. 7 PORT AGENTS PICKED
SAFETY SUGGESTIONS GIVEN AFTER MISS. R. COLLISION
HOUSE APPROVES $2.65 HOUR MINIMUM WAGE BILL
WATERMAN-MARAD HUDDLE ON SUBSIDIES FOR FAR EAST RUNS
11 BOATMEN STUDYING FOR FIRST CLASS PILOT’S LICENSES
THE JONES ACT MOST IMPORTANT MARITIME LAW ON BOOKS
ANNUAL PHYSICAL COULD SAVE YOUR LIFE
WILLIAM CAMACHO WENT FROM FACTORY WORKER TO CHIEF ENGINEER
1ST ANNUAL LIVING SOBER REUNION HEARS OF RECOVERIES
OXYGEN ON SHIPS COULD SAVE LIVES
TWO SIU BOATS JOIN FORCES ON ALA. R.
SIU-CREWED AQUARIUS, MANHATTAN DOCK IN JAPAN
OIL BIGS ALL OUT TO STOP CARGO PREFERENCE
WHAT ARE THE FACTS BEHIND THE COST OF OIL CARGO EQUITY LEGISLATION?
9.5 PERCENT OIL CARGO PREFERENCE: JOBS FOR AMERICANS, SAFER WATERS
9 BLACK GANG MEN TAKING MARINE ELECTRONICS COURSE AT HLSS
PORT OF NORFOLK-BUSY AREA FOR SIU BOATMEN
Creator
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Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
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Seafarers International Union of North America
Date
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9/1/1977
Format
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Newsprint
Type
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Text
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Vol. 39, No, 9
1977
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/d8be82e21b15822e936590bf2ab07bcd.PDF
44ad99e04a8f307d1aa27b13d1488b26
PDF Text
Text
Official Publication of the Seafarers International Union • Atlantic, Gulf; Lakes and Inland Waters District • AFL-CIO
K-i-v
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VOL. 39
NO. 8
AUGUST 1977
51U"Contracted Dredge Idanhattan Island
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The Hinton—A New
Union-Manned Boat
See Page 13
Boatmen Upgrade to Licensed Ratings
See Special Supplement
�New,3-Year Contracts Ratified at ABL, Inland Tugs
A very important issue was won by
the SIU recently in getting American
Barge Lines and Inland Tugs Canal
Division to use the Standard Language
in their contracts. In this way, ABL and
Inland Tugs have been brought closer
to the industry-wide contract that the
SIU would like to see for all its con
tracted towing companies.
This is just one of the many gains
found in the new three-year contracts
ratified by unlicensed SIU members at
these towing companies.
sides that, many of the suggestions
made by delegates at the Boatmens'
Educational Conferences were put into
effect. Here are some highlights,
• Boatmen cannot be humped, fired,
or disciplined for no reason. The com-
• Provisions have been established
for seniority within each job classifica
tion. Present employees will be consid
ered first in making promotions. At
American Barge Lines, the categories
of probationary deckhand and proba
tionary cook have been eliminated. Now
all deckhands and cooks will receive the
full rate of pay.
Both companies have their head
quarters in Jeffersonville, Ind.
Boatmen voted on the new contracts
in July in a secret mail ballot. When the
tallying committee counted the votes on
July 18, they found the members were
overwhelmingly in favor of the new
agreements. At American Barge Lines,
105 voted yes and 10 voted no.
• The car allowance has been in
creased from 10 cents to 15 cents per
mile. In addition, if an employee travels
to meet a vessel and the boat is delayed,
he still goes on the payroll as of the
original estimated time of arrival.
At Inland Tugs Canal Division, only
one member was against the contract.
Big Pay Increases
Of course, a big increase in pay was
won during negotiations. Also, for the
first time, the hourly overtime rate is
now above the hourly straight time rate.
And for ABL employees and Inland
Tug employees working on line boats in
the Intra-Coastal Canal, there is a va
cation plan for the first time. But be
pany must give the crewmember a writ
ten notice of any disciplinary action and
the reasons, with a copy for the Union.
But the brothers on the rivers must re
member that unless they work together
to enforce the provision, things will go
on like before. Call the Union Hall if
there is any trouble.
The American Barge Lines Contract Committee met at the Lundeberg School
on June 6 to go over the contract proposals. Clockwise from the far left they
are: Randy Crosby, deckhand; Bob Sells, cook; Mike Worley, SIU St. Louis
port agent; Paul Drozak, SIU vice president; Chuck Mollard, SIU Inland co
ordinator, and Ronnie Campbell, lead deckhand.
ru
Paul Hall
Cargo Preference Fight HeatsUp
It may not be easy making a living in today's U.S. maritime industry.
But you have to admit one thing about working in our industry—there's
never a dull moment.
In the past month, scores of newspapers and T.V. stations from around
the country have been running editorials calling U.S. maritime unions
everything from political thieves to rampaging pirates. The editorials have
also accused President Carter of making political payoffs to the maritime
industry.
The reason for all the controversy is this. Maritime labor's longtime
fight for a fair oil cargo preference bill for U.S. tankers is heating up again.
The new cargo preference bill, which has received the complete endorse
ment of President Carter, would guarantee that 9.5 percent of all U.S. oil
imports be carried in U.S. ships by 1982. Xhe U.S. fleet presently carries
only 3.5 percent of the nation's oil imports.
The U.S. fleet's share, however, will not jump to 9.5 percent right away
if the bill is passed. American tankers would immediately be guaranteed a
4.5 percent share. That figure would increase 1 percent each year for
five years until the 9.5 percent mark is reached in 1982.
y Editorials against cargo preference are really nothing new to us. During
our fight for the Energy Transportation Security Act two years ago, hun
dreds of articles flooded the newspapers damning cargo preference.
The newspapers, of course, have a right to print what they want. The
.sad thing is, though, that these editorials are one-sided and inaccurate. As
a result, the American people, who deserve to know the facts about cargo
preference, are being misled on this important issue.
The editorials against cargo preference all u.se one argument, and only
• Big increases were won in the Sea
farers Welfare Plan covering hospital
extras, intensive care, maternity bene
fits, surgery, doctors calls and death
benefits. A new benefit was added for
accidental dismemberment.
• The companies also agreed to re
imburse the members for round trip
transportation costs when they go to
tlie Harry Lundeberg School to up
grade.
one argument. They claim that the 9.5 percent oil preference for U.S. ships
would increase the price bf oil products to the American consumer. One
editorial claimed that consumers would pay "$200 to $800 million" more
for their oil products each year if American ships were guaranteed the 9.5
percent share.
The papers and other media, however, are fed these figures from studies
supplied by the oil companies. Not surprisingly, the oil companies, which
operate huge third-flag tanker fleets, stand to lose profits if cargo preference
for U.S. ships is passed.
Also not surprisingly, the editorials against oil preference fail to give
the other .side of the coin.
Some of the important points these articles leave out include:
• The findings of a recent study on the 9.5 percent bill conducted by the
Commerce Department. This study notes that if consumer prices go up at
all because of the increased use of U.S. ships, they will go up no more than
one tenth of 1 cent per gallon.
• The bill will create tens of thousands of shipyard and related industrial
jobs in the construction of new U.S.-flag tankers.
• It will create as many as 3,600 new jobs for U.S. seamen on these tank
ers by 1982.
• There will be a reduction in the U.S. balance of payments deficit.
• There will be a reduction in the use of unsafe, unreliable foreign-flag
tankers for the transportation of our oil imports.
• There will be a gradual buildup of a U.S. tanker fleet to 3.3 million
dwt for close military support for the U.S. Navy.
The point is this. The 9.5 percent oil cargo preference bill is a good one.
It will create thousands of much needed jobs for American workers. And
it will represent an important boost to the American economy.
But the most important point is that all these jobs and other benefits will
cost the American consumer virtually nothing.
We must work very hard to see that the 9.5 percent preference bill will
be passed into law this y6ar.
Before Congress left on its August recess, the House Merchant Marine
and Fisheries Conihiittee voted in favor of the bill by an impressive bi
partisan margin of 31 to 4. This overwhelming support for the bill in the
Merchant Marine Committee indicates strong support for the measure
in the House.
We are taking nothing for granted in the House. But I believe our real
fight will be in the Senate. Already, several ranking Republican Senators
have lined up opposition to the bill along party lines.
Regardless, the SIU, from members and staff to officials, has done a good
job in preparing for this fight. It will not be an easy fight. But no one ever
expected it to be.
'
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District AFL-rio fiVK Pmirth Aua
11232. Published monthly. Second Class postage paid at Brooklyn. N.Y. Vol. 39, No. 8, August 1977.
'
2 / LOG / August 1977
z'
RmnHv/n N Y
BrooKiyn, IN.T.
�SlU Tells Committee
Coast Guard Ignores Seamen Safety on the Lakes
WASHINGTON, D.C. —As Con
gressional hearings on the Coast Guard
continued, SIU Detroit Port Agent Jack
Bluitt told the investigating committee
on July 14 that the situation on the
Great Lakes Avas just as bad as that on
deep sea vessels.
The Coast Guard ignores the wellbeing Md safety of the seamen and the
environment, he said. It also interferes
with labor-management agreements by
stepping in and cutting down on the
manning scales.
Bluitt appeared before the House
Merchant Marine and Fisheries Sub
committee on Coast Guard and Navi
gation. Last month, SIU Executive
Vice-President Frank Drozak and SIU
General Counsel Howard Schulman ap
peared before the same committee. (See
stories on page 5 of July Log.)
The elimination of deckwatches on
Lakes vessels built after 1970 was
Bluitt's first example of Coast Guard
negligence. The Coast Guard claimed
the new vessels were automated and so
they cut the three deckwatches from the
13-man deck crew. These deckwatches
performed deck maintenance work. But
Bluitt pointed out that "nothing in the
deck department operation is auto
mated."
To the contrary, "The newer vessels
are substantially much larger and re
quire as much if not more work to keep
Ihem in navigational condition."
Describing the result he said, "This
condition has increased overtime by
more than 50 percent and brought about
Coast Guard induced jurisdictional la
bor disputes with the licensed deck
officers doing work regularly and
historically performed by unlicensed
personnel."
Not Enough People
In many engine rooms on Lakes ves
sels, he stated, the Coast Guard elimi
nated the three unlicensed oilers. It
added one licensed watch standing en
gineer instead. Maintenance and emer-
GREAT LAKES
gency repairs are impossible under these
circumstances, he warned. There are not
enough people for back-up when the
automated equipment fails.
With regard to engine rooms, the
Coast Guard ignores its own standards,
he noted. He then cited Navigation and
Vessel Inspection Circular (NVIC) No.
1-69.
Look-outs are not required on Great
Lakes ships, Bluitt protested. "On the
Great Lakes, often in congested waters,
when a look-out is imperative he is per
forming other work because the ship is
short-handed. . . . The underlying con
cept for look-outs on deep sea vessels—
for safe navigation, to protect life and
property and the environment, should
be equally applicable to Great Lakes
vessels."
Jack Bluitt
Bluitt blamed the manning scale cuts
on the Coast Guard's refusal to abide by
the nation's labor laws. Under the law,
the union and management agree on the
work loads and adjustments for automa
tion, he explained.
The Coast Guard is only supposed to
make sure the manning scale provides
for safe vessel operation. Yet the Coast
Guard takes it upon itself to determine
vessel manning and therefore "unlaw
fully interferes with labor-management
bargaining."
As further evidence he mentioned a
draft of a NVIC which favors a generalpurpose crew approach that would
water down the unlicensed seaman's
job classification and make him an all
purpose general worker.
Another future Coast Guard policy
is the "reduction-in-crew concept."
Bluitt drew the conclusion that as
part of its general philosophy on man
ning, the Coast Guard believes that it
should consult with the operator and
ignore representatives of merchant sea
men.
Looking at the Coast Guard record
on crew safety, Bluitt found "abject
failure." The Coast Guard claims juris
diction over enforcement of the Occu
pational Safety and Health Act at sea.
But at a March 1977 Cleveland semi
nar, "they admitted that OSHA type
regulations were of a 'low priority' "
Bluitt revealed.
"Interviews with scores of our mem
bers, as well as our investigations, show
that it is not unusual for no lifeboat
drill to be held aboard vessels during
an entire shipping season." Yet the
Coast Guard has no check-up system
on this, he added. Lifesaving equipment
is outdated and often is not replaced
after 30-40 years' exposure to the en
vironment.
Straight Ladders
Although the SIU brought up the
Continued on Page 32
House Committee OKs Oil Cargo Bill;Fight Goes On
• .A U.S. cargo preference law may
soon be a reality. This legislation would
guarantee that a share of America's oil
imports be carried on American-flag
tankers. But already, opposition to this
INDEX
Legislative News
Washington Activities
Page 9
Oil cargo bill
Page 3
Coast Guard hearings .... Page 3
Waterways' taxes
Page 6
Union News
President's Report .......Page 2
ABL, Inland contracts .....Page 2
Great Lakes contract
Page 5
Notice on Alaska run
Page 13
Headquarters Notes
Page 7
Brotherhood in Action ... Page 38
Lakes Picture
Page 8
Inland Lines
Page 6
At Sea-Ashore
Page 12
SPAD honor roll
Page 39
N.Y. membership meeting .Page4
General News
National unemployment .. .Pcige7
Restaurant union
Page 30
Sale of Prudential ships ... Page 5
Alaska oil shipments
Page 5
Navy meetings
Page 5
Labor law reform
Page 13
Shipping
Manhattan Island
Pages 10-11
Around St. Louis
harbor
Back Page
The Hlnton
Page 13
Ships' Committees . .Pages 30-31
When leaving ship
Page 7
Ships' Digests
Page 37
the oil imported into the United States
to be carried in American-flag tankers.
The amount slated for U.S. ships would
begin at 4.5 percent and rise each year
by 1 percent. At present, less than 4
percent of the nation's imported oil is
carried on American ships.
Maryland wins race ..... Page 27
At first the committee was consider
Dispatchers' Reports:
ing a bill that would guarantee a 30 per
Great Lakes
Page 8 cent share of oil for American ships.
Deep Sea
Page 26 But when the Carter Administration
Inland Waters
Page 32 came out in favor of the lower figure,
the bill was rewritten and passed by a
Training and Upgrading
committee vote of 31-4.
'A' seniority upgrading ...Page 38
Carter's support for the bill is im
Upgrading means
portant. When another oil cargo pref
more money
Page 33 erence bill passed Congress in 1974 it
HLS courses and
was vetoed by President Gerald Ford.
application
Pages 34-36
The SIU fully backs the Carter posi
Licensed Boatmen
tion. "It represents the beginning of a
feature ...Special Supplement new maritime policy and era for this
nation," SIU president Paul Hall de
Membership News
clared.
Former scholarship
The bill still must be approved by
winner
Page 32 the House of Representatives when it
Engineer Frank Travis .. .Page 12 reopens in September after the summer
Laker Martinussen
Page 31 break. Then it must pass through the
New pensioners ... .Pages 24-25 Senate and be signed by the President
Final Departures ... .Pages 28-29 before it becomes law.
Member writes book
Page 25
At present, a wide attack on cargo
preference legislation is being mounted.
Special Features
Three national Republican leaders
Inland sweep and
opened by accusing President Carter of
conference
Pages 14-17 a "payoff" to maritime unions for sup
Military cargoes
Page 23 port during his presidential campaign.
Newspapers and T.V. stations across
Articles of particular interest to the country are denouncing the cargo
members in each area cati be found preference law. Political contributions
from the maritime unions to congres
on the following pages:
sional campaigns are getting big play
Deep Sea: 3, 10-11, 12, 13, 26, in the press—even though these dona
tions are legal and above board.
30-31,37, 38
Carter's Support
Inland Waters: 2, 6. 14-17, 19In response, the White House noted
22, 27, Back Page
that
Carter made a clear and public
Great Lakes: 3,5,8,31
promise during his campaign to build
law is rallying throughout the nation.
Here are the latest developments.
In August, the House Merchant Ma
rine and Fisheries Committee approved
a bill that would require 9.5 percent of
a strong American merchant marine.
Assuring American ships a fair share of
cargo was the way to do this, he said at
the time. Carter, as an ex-navy man,
has clear understanding of the impor
tance of sea power to national security.
The multinational oil corporations
with their flag-of-convenience ships are
the main opponents of cargo prefer
ence. Their contributions are rarely
mentioned in the newspapers—partly
because it is difficult to find out how
much they have given or to whom.
Job offers and legal fees for ex-gov
ernment officials are another form of
persuasion used by giant oil firms. In
addition, their huge advertising bud
gets amount to millions of dollars for
the press.
Three-Pronged Campai^
To Insure a fair hearing for the cargo
preference law, the Maritime Trades
Department of the AFL GIO and the
SIU have set up a three-pronged cam
paign.
1. Unions on the local, state, and
national levels are being given infor
mation about the law and are being
asked for their support. The executive
councils of both the Maritime Trades
Department and the AFL-CIO en
dorsed cargo preference legislation at
their winter meetings.
2. Shipowners and shipbuilders are
letting their fellow businessmen know
how much cargo preference means in
terms of helping the American econ
omy.
3. Letters are being sent to civic
groups pointing out how important
cargo preference legislation is for the
nation's security.
August 1977/LOG/3
�The future coming of oil cargo preference was the
theme of SlU President Paul Hall's address at the
August membership meeting in Headquarters.
SlU Secretary-Treasurer Joe DiGiorgio gives the
monthly financial status report.
New SlU Pensioner Sze Yu Chen says his farewells
to his brothers of the sea.
Talking about the need for members to stay aboard
ship until they're properly relieved is Recertified
Bosun Calvain James.
Without opposition, seven Seafarers were elected for the Quarterly Financial Committee. They are (I. to r.):
Terry Mouton; Charles Mann; Jack Kelly; Juan Patino; Guy De Baere (at rear, not fully shown); Recertified
Bosun Robert Gorbea, and William Jones.
Cargo Preference, Focus of Headquarters Meeting^
At the monthly memhership meeting in Union Headquarters on
Aug. 8, President Paul Hall discussed President Carter's support of
an Oil Cargo Preference Bill. He noted, however, that "in the Senate
it will face a knockdown, dragout tight."
Hall emphasized that "the rest of labor is going all o^t for us."
Regular reports were read and acted upon, such as shipping and
Welfare. Also, a Quarterly Financial Committee was elected at the
meeting.
Among other activities, "A" seniority upgraders had a chance to
speak to the members as did an SlU brother who was retiring.
"A" Seniority Upgrader Nazareth Bat
tle thanks the membership for helping
in his advancement.
Talking about the need to upgrade is
SlU Executive Vice President Frank
Drozak.
SlU Vice President Earl Shepard tells
what's going on legislatively in Washington, D.C.
"A" Seniority Upgrader Tommy Lister
expresses his gratitude for his full
book.
4/LOG/August 1977
Here's Seafarers raising their hands in response to a quorum
start of the New York meeting.
count at the
�SlU Makes Five Proposals
Merchant Marine ASd Role for Navy Is^Encouraging
The private sector of the U.S. mer
chant marine may soon be given an
active role in at-sea U.S. Navy fleet sup
port missions.
This role would include the refueling
of Navy combat ships at sea. It could
also include the use of Union-manned
tugs for harbor duties at Navy installa
tions, as well as in at-sea support duties.
SIU Executive Vice President Frank
Drozak has been meeting with officials
of the Navy, Military Sealift Command
and the Maritime Administration on
this issue. Drozak says that the outlook
for an active fleet support role for the
private sector is "encouraging."
Drozak also noted that the U.S. mer
chant marine has efficiently supported
the Navy in three modern wars. He said,
"there is no reason why the private sec
tor should not continue this vital sup
port role during peacetime."
Presently, the Navy and the Military
Sealift Command controls a large fleet
of non-combat vessels for fleet support
duties.
Private Sector Mare Economical
The SIU has been fighting to secure
an active role for privately operated
merchant ships in fleet support maneu
vers for many years. The U.S. merchant
fleet has proven that it can do the job.
But more importantly, it has done the
job at significant savings to the U.S.
Government.
The experiment of the SlU-manned
tanker Erna Elizabeth in March and
April of 1972 proved this fact.
At that time, the Erna Elizabeth re
fueled 41 Navy and NATO combat
ships in at-sea maneuvers. The Erna
Elizabeth carried a crew of 33 men.
This is in contrast to the 200-man crews
the Navy was then using on their own .
refuelers.
After this experiment, the Erna Eliz
abeth and her crew were commended
for their work by then Maritime Ad
ministrator Andrew Gibson and then
Chief of Naval Operations Adm. Elmo
Zumwalt.
Unfortunately, despite the success of
the Erna Elizabeth experiment, the
Navy has continued to resist the use of
private merchant ships for fleet-support
operations.
Privately operated tugs have also
proven cheaper to use than Navymancnd tugs tor the Navy's tug needs.
In 1975, the General Accounting
Office released a study supporting this
fact. It noted that a privately owned tug
could be had for $5,000 a day. This was
in contrast to the $9,000 a day cost for
Navy operated tugs.
SIU Proposals to Navy
Earlier this month, the SIU proposed
to the Navy a five-point plan covering
the use of private merchant ships for
Naval fleet support operations.
These proposals are as follows:
• The Navy should cease to build
non-combat support vessels for its own
operations.
• The Navy should gradually phase
out its existing non-combat support
fleet. These ships should be replaced
by existing merchant vessels, or new
• The new vessels should then be
operated
by
private companies
and manned by a merchant marine
crew.
• The Military Sealift Command
should act only as the charter agent and
manager of the ships' movements and
cargoes. The MSG should also grad
ually end its role as an independent
manpower agent when its present ship
assets reach the end of their economic
lives.
The SIU is not alone in the fight for
an active role for the private merchant
marine in military maneuvers. Marine
Engineers Beneficial Association Dis
tricts 1 and 2, the National Maritime
Union and the Radio Officers Union
are working with the SIU on this issue.
In addition, the U.S. Maritime Ad
ministration supports the use of pri
vately owned ships for at-sea Naval
support.
As far back as 1972, Assistant Secre
tary of Commerce for Maritime Affairs
Robert J. Blackwell made this fact
known. At that time, he stated: "Im
mediate results can be obtained by
phasing in existing merchant vessels to
perform functions usually performed
by Navy-owned ships."
Bid of Foreign Flags for Alaska Oil Run Is Hit
Now that oil is finally flowing through
the Trans-Alaska Pipeline, Americanflag ships are lining up in the port of
Valdez for their cargoes of Alaskan
crude. But the SIU recently learned that
one oil company is already looking for
a way to use its foreign-flag tankers in
the trade.
Because the oil, by law, is supposed
to be used in the United States, it must
be carried on American vessels. This is
because the Jones Act requires that
American boats and ships transport all
cargo between two American ports.
However, a loophole in the Jones Act
allows foreign ships to be used in the
U.S. Virgin Islands trade to America.
The company wants to take the oil
from Alaska to the Virgin Islands where
it would be refined and then shipped
to the East Coast. But in order to do
this, the company must first get per
mission from the U.S. Treasury Depart
ment.
Letter to Treasury
On Aug. 4, Frank Drozak, SIUNA
vice-president protested this possibility
in a letter to W. Michael Blumenthal,
secretary of the Treasury. "The lan
guage and legislative history of the
Trans-Alaska Pipeline Authorization
Act should be considered," as well as
Delta Line to Buy 12 Prudential
Ships; Will Double Fleet
The SlU-contratced Delta Steamship
Line of New Orleans will more than
double its fleet by purchasing Pruden
tial Lines' entire South American oper
ation of ships and trade routes, it was
disclosed recently.
The sale will add 12 ships to Delta's
fleet, bringing their total to 23 vessels.
It will put Delta's service on all three
U.S. sea coasts.
The 12 ships are:
• Four combination cargo-passen
ger "M" ships which Prudential has
been operating from the West Coast of
the U.S. around South America. They
are the Santa Mariana, Santa Maria,
Santa Mercedes and Santa Magdalena.
• Two C-4 freighters, the Prudential
Seajet and Prudential Oceanjet, which
are in service from West Coast U.S.
vessels chartered from the merchant
marine.
• The Navy should develop perfor
mance standards which private compa
nies would have to meet when building
future support ships for the Navy.
ports to the west coast of South Amer
ica, and
• Six C-4's operating from the U.S.
East Coast to the South American west
coast. These are the Santa Lucia, Santa
Clara, Santa Barbara, Santa Elena,
Santa Cruz and Santa Isabel.
Delta now plans to continue Pruden
tial's West Coast passenger service.
Delta operated three cargo-passenger
ships of its own from the Gulf to South
America some 20 years ago before
closing out the passenger service in
1967.
The sale must be approved by several
Government agencies, which may take
about six months.
Delta hopes to finalize the terms of
the sale, valued at $75 million, by the
end of the year.
the Jones Act in making a decision, he
wrote.
When Congress authorized the pipe
line, the representatives assumed that
because the oil was slated for the United
States, it would be shipped under the
American flag. During the discussion
on the bill, many stated they were in
favor of the idea because it would pro
vide jobs for American seamen, taxes
for the U.S. Treasury, and would stim
ulate the American shipbuilding in
dustry.
Therefore, if Congress' reasons for
passing the bill are taken into considera
tion, only United States-flagships could
be used in the Alaskan trade, Drozak
suggested.
He asked that the SIUNA be notified
if any application is made to use foreign
tankers in the Alaska trade. The
SIUNA, which is a federation of 33
unions, would like a chance to com
ment before the Treasury Department
makes a decision.
Great Lakes Contract
The SIU and the Great Lakes As
sociation of Marine Operators have
agreed to extend the present Great
Lakes contract until June 15, 1978.
SIU Executive Vice President Frank
Drozak said, however, that all in
creases in wages and overtime nego
tiated in the new contract will be
retroactiye to Aug. 1,1977 when the
old contract expired.
Drozak said that the Union agreed
to extend the contract "so that we
will have more time to study the
special problems and conditions,
such as an abbreviated shipping sea
son, encountered by Great Lakes
Seafarers." He added that having the
extra time "will enable the Union to
win a contract that will meet the
special needs of our Great Lakes
members."
While the present contract is still
in effect, Great Lakes Seafarers will
continue to receive cost of living ad
justments according to the terms of
that contract.
Starting Aug. 1, 1977, Great
Lakes Seafarers will receive a cost of
living adjustment of 12 cents addi
tional per hour. This brings the Great
Lakes COLA increase for 1977 to
31 cents per hour, counting the in
creases received in January and
May. The increases in wages will be
paid on the basis of total hours
worked.
As provided in the contract, the
31 cents is considered an "add-on"
adjustiiient. But at the end of the
calendar year, it will be permanently
"rolled-in" to the rate of pay.
5. D. Cab Union Picks Officers
SIU Representative Johnny Yarmola (right) installs and congratulates new
officers of the SlUNA-affiliated San Diego (Calif.) Cab Drivers Union at union
headquarters there. The new officers are (r. to I.): President Ed Allensworth;
Vice President Bidel Orozco; Secretary-Treasurer Jeri Coffman, and Trustees
Hank Hockstadter, Richard Ontiveros, Charlie Hipkins, and Richard Valdez.
August 1977 / LOG / 5
�Headquarters Rep, Edward X. Mooney Retires
He looks like a bishop, talks like a
detective and has the likeable person
ality of a neighborhood bartender. And
it's all topped off by a freewheeling
heart.
He is Edward X. "Monsignor"
Mooney, 60, SIU Headquarters repre
sentative since 1961 and a member of
the Union since 1944.
A lot of people were sad to hear it,
but Brother Mooney retired recently
due to poor health.
Mooney left a job as a bar manager
to get his first SIU ship in 1944. After
the war, he shipped on several of the
old Alcoa and Bull Line passenger
ships.
He sailed as bartender and smoking
room steward on the SS A Icoa Cavalier,
and chief steward on the SS Alcoa Cor
sair. He also sailed steward on Bull
Line's SS Puerto Rico.
Mooney says, "I could tell a million
stories about the old passenger ships,
but the really good ones are unprint
able."
Active in Union Affairs
From the very start, Mooney was
active in Union affairs and programs.
He served as ship's delegate on a num
ber of vessels. He also participated in
the Wall St. Strike, the General Strike
of 1946, the Canadian beef and the
Puerto Rico longshore beef.
In 1951, Mooney ran for Union office
for the first time and was elected joint
patrolman for the port of New York.
Two years later he became assistant
House Committee Passes Waterways Fuel Tax
After only one week of discussion,
the House Ways and Means Committee
on July 25 passed a bill linking the re
building of Locks and Dam 26 to a fuel
tax.
The tax on tug and towboat fuel
would be four cents per gallon begin
ning in 1979 and would increase to six
cents per gallon in 1981. It would hit
the commercial towing industry on the
nation's inland and intracoastal water
ways.
The Committee was under a lot of
pressure to push the tax through. Earlier
in the month, the Senate passed a sim
ilar bill that tied construction of a new
Locks and Dam 26 to a charge for using
the inland waterways. At the time. Pres
ident Carter told the Senate that he
would not approve rebuilding the Locks
unless a user Ice was attached. Railway
lobbyists were also pushing for a tax.
During the Committcc'.s hearings on
the bill. Herb Brand, president of the
Transpoi^ation Institute (TI), testified.
He a.sked the iiienibers to "he rational",
ignore the pressures, and take their time
before making a move. It isn't fair to
lump the two issues together, he said,
because a waterways tax would affect
the entire towing indu.stry, not jiRt op
erators using Locks and Dam 26.
Rebuilding Is Urgent
Brand declared that rebuilding Locks
and Dam 26 was "urgent" but should
be "considered on its own merits". As
many of our members know, there can
be days of delay at the broken down
facility near Alton, 111.
Brand was completely opposed to the
waterway user fee.
Before a tax is passed, he warned that
the Committee should first study "the
impact of a user charge on industries
that use water transportation". They
must also study the impact on consum
ers he said. A user tax might price water
transportation—which is cheap, clean.
Photos for Log
The crew of the SlU-contractcd
USNS Columbia (Mount Shipping)
sugge.sted that we print a notice
about whether or not the Log can
use color photos.
Black and white photos, especially
if they are sharp and focu.sed well,
are much preferred. They reproduce
better than color photos in the news
paper. However, we can use color
shots if they are very clear and sharp.
Any deep sea. Lakes Seafarer and
any SIU Boatman who wishes to send
in photos, can address them to:
Editor, Log
675 Fourth Ave.
Brooklyn, N.Y. 11232
Thanks to the crew of the Colum
bia for the good suggestion.
and energy efficient—right out of the
market.
The Transportation Institute is a
Washington, D.C.-based research and
educational organization.
It is composed of 140-member ship
ping companies. All SlU-contracted tug
and barge companies are members of
TI.
The SIU has also taken a strong po
sition against waterways user charges
and has been working hard for the re
construction of Locks and Dam 26.
Although the proposed tax is less
than what the Administration wanted,
both the SIU and TI feel it is harmful
to the industry.
Before this bill becomes a law, it
must be voted on by the House Rules
Committee, the House of Representa
tives as a whole, and the Senate.
Buffalo
Great Lakes Dredge and Dock Co., an SlU-contracted company, will
begin two dredging jobs in the Buffalo area next month. SIU members will be
working on the annual dredging of the Buffalo River to remove the season-long
build-up of sediment. They will also be working on a special pioject to deepen
the Buffalo Harbor.
Washington, D.C.
There has been no action on the Locks and Dam 26 issue this month because
Congress is on its August recess. Action is expected next month, however, on
the Navigation Improvement Act which includes authorization of the replace
ment of Locks and Dam 26. However, it also includes a fuel tax on users of
specific segments of the inland waterways, and a study of the effects of waterway
user taxes. Floor action on the bill is not likely until the week of Sept. 12 at
the earliest.
Port Arthur
New construction is really booming in this SIU port. The new deep sea tug
Explorer of Caribe Towing was recently erewed here. The company expects
to put another new boat in service between Port Arthur and Puerto Rico in
the next few months. In addition, two new harbor tugs will be erewed here
next month—the Mary Moran of Moran of Texas, and the Titan of Sabine
Towing. Needless to say, shipping is pretty good in this port.
Chicago
There was a lot of excitement in this port when lightning struck a grain
elevator just across the Calumet River from the SIU Hall here. The grain
elevator exploded with such force that windows in the building housing the
SIU Hall were broken. All river traffic was held up for several days while
firemen and fire tugs battled the blaze.
secretary treasurer, lie held that post
for eight years.
In 1961, Brother Mooney was elected
Headquarters representative, a post he
held until his recent retirement.
During his years as an SIU official,
Mooney mainly worked out of the port
of New York. However, he did work
for two years in the port of Buffalo.
And he taught a Union Education
Course at the Lundeberg School in
Pincy Point for a brief time. He also
served as manager of the Port O' Call
Bar and Nightclub in 1951-52.
In more recent years. Brother Mooney
helped represent the SIU's interests
in the Maritime Trades Department
New York Port Council, as well as in
the National Maritime Council.
Mooney was also quite active in rep
resenting the Union's political interests
in New York on both the local and
state levels.
Was Union Trustee
When he retired. Brother Mooney
was also serving as a Union trustee
for the Seafarers Pension and Welfare
Plans. He has served as a delegate rep
resenting the SIU A&G District at every
SIUNA Convention since 1953.
In addition, Mooney has .served as
labor representative on the Puerto Rico
Wage and Hour Committee for the past
15 years. Mooney's appointments to the
committee came from AFL-CIO Presi
dent George Meany.
Looking back on his life in the SIU,
Mooney says, "the Union and this
membership have come a long, long
way since I joined. And I'm happy and
proud to have been a part of it.
"But as far as we have come as a
successful organization, we still have a
long way to go," continued Mooney.
"We have a lot of important irons in
the fire down in Washington, D.C., es
pecially with respect to the Oil Cargo
Preference Bill. If our industry is going
to continue to expand and continue to
meet the needs of its workers, we must
be successful in these vital political is
sues."
Mooney added, "we have a lot of
work left to do, but the SIU has always
come out on top, and I don't think that's
about to change."
Brother Mooney now resides in Se
attle, Wash, with his wife, Wilma.
Mooney also has two offsprings, a
daughter, Pat, and son, Steve, who have
moved from New York to Seattle. His
son, Steve ships as OMED out of Se
attle.
Does Ed Mooney have any regrets
about retirement? Says Mooney, "no
regrets. I've had a good life working for
the SIU and now I'm going to try to
enjoy my retirement years. But believe
me when I say, mv heart will always
be with the SIU."
At Sea
The SIU crew aboard the deep sea tug, Gatco Florida, report that they have
carried out the last request of their late shipmate, Stephen F. "Ski" Muranski,
scattering his ashes to the wind. The service took place June 10, 1977 at 1900
hours at Lat. 19-19 N and Long. 68 degrees 42' W.
Padueah, Ky.
Shipping has slowed down in this port due to a three-week old strike by coal
miners in Kentucky and West Virginia. Much of the waterborne commerce in
this area is coal transportation. At least 56,000 mine workers walked off their
jobs when reductions in health benefits were announced.
Ed X. Mooney
6 / LOG / August 1977
�When Leaving a Ship, Be Sure
You Have a Replacement
Seafarers who leave their ships
before someone takes their place
should think about how this affects
their fellow crewmembers and
their Union. They should also real
ize that in certain cases, according
to the contract, leaving a ship
without a replacement constitutes
neglect of duty. Disciplinary ac
tion can then be. taken against
them.
When you leave a ship and there
is no replacement, the other Sea
farers must do your job. Often the
work load and overtime is just too
much. The crew becomes tired and
strained and accidents soon fol
low. In port, crewmembers cannot
leave the ship because there are
not enough people left to cover
for them. Ship's maintenance is
neglected.
Leaving a ship when there is no
replacement can mean the loss of
job opportunities for all Seafarers.
The SIU is fighting to keep the
proper manning scales for each
ship. When a ship sails shorthanded, even though this causes
severe hardship, the Coast Guard
Headquarters
Notes
and company can say the men
were not needed to begin with.
Shipping Rules
Under the Shipping Rules, Sea
farers on foreign voyages lasting
more than six months can leave
their vessel after six months—only
if a replacement is available.
Otherwise you must wait till the
shipping articles expire. You may
not leave the vessel before the six
months is up.
On domestic voyages you must
give the proper 24 hours notice be
fore leaving a ship. If the vessel is
to arrive or depart on a weekend,
you must give notice before 1 p.m.
on that Friday.
Violating any of these Shipping
Rules means you are not perform
ing your duties and you may be
subject to disciplinary action as
spelled out in the contract.
However, even if you give
proper notice, if no replacement
is found, use your good sense—
think about your brothers—and
wait for a replacement before leav
ing the ship. The Union, for its
part, will be trying hard to find a
replacement for you.
by SIU Executive Vice President
Frank Drozak
July Jobless Rate Fails to 6.9%
WASHINGTON, B.C. —The U.S.
jobless rate for July fell to 6.9 percent
from June's 7.1 percent.
The U.S. Labor Department attrib
uted the drop in unemployment to the
flood of high school and college students
who found jobs for the summer.
"We wish that we could say these
figures represent 'good news'," AFLCIO President George Meany declared.
"But the cold fact is that for the last
four months, the unemployment rate
has plateaued because not enough jobs
are being created to get the jobless back
to work and to take care of a growing
labor force."
The Labor Department's Bureau of
Statistics reported that 218,000 persons
found new jobs last month. That put the
official number of jobless at 6,744,000.
But the AFL-CIO contends that the
true rate of unemployment was closer
to 9.6 million. That would make a true
jobless rate of 9.8 percent.
"Our figures include those too dis
couraged to seek work as well as half of
the 3.4 million who want fulltime jobs
but are forced to accept parttime em
ployment," Meany pointed out.
"There should be no cheering when
people are no longer counted as un
employed only because they have be
come so discouraged that they have
stopped looking for jobs," he added.
The Government's figu es showed
that the jobless rate in July for 18- and
19-year olds was 15.3 percent. For all
teenagers, the rate.fell from 18.6 per
cent in June to 17.4 percent last month.
For adult women, the jobless rate fell
to 6.9 percent from 7.2 percent. The
rate for adult men rose to 5.1 percent
from 5 percent.
While our members are out on a deep sea voyage, the Ships Committee is
the vital link that keeps them in touch with Union Headquarters ashore. The
Ships Committee is also the communication link between the crews of all SlUcontracted ships throughout the world. Each member of the Committee has a
vital function to perform.
Last month, we discussed the Ship's Committee chairman. This month, I
would like to outline the responsibilities of the secretary-reporter and educa
tional director on board each ship. Their duties are outlined in the SIU contracts
and general union procedures.
To understand how important these positions are, I first must repeat that
the ship's meeting is the key to democratic Union participation for the mem
bers at sea. For one thing, beefs on board the ship can be brought up and aired
at the meeting. Union business can be discussed and every one gets a chance
to air their opinion.
Through the shipboard meeting. Headquarters tries to keep the members
aware of what is going on back home. We send out the Log, educational
pamphlets and notices of important events and decisions. With today's chang
ing technology, an informed membership is the key to strength and growth.
In turn, we expect to hear what the brothers on board have on their minds.
Here is where the secretary-reporter comes in. The chief steward is the secre
tary-reporter for the ship's committee. He keeps minutes of the shipboard
meetings and forwards them to Headquarters.
These minutes should be as complete as possible so that Headquarters is
aware of any resolutions that are passed. Writing down the beefs that are men
tioned is also important. Headquarters representatives go over these minutes
to see if there is need for changes in the contract or other procedures.
The secretary-reporter also handles all paper work involved in documenting
matters brought to the attention of the superior officers. It is his responsibility
to prepare a list of all crewmembers and.send the list to Headquarters. He
should also write up the repair lists for the patrolman and for Headquarters.
The chief electrician or chief pumpman is the permanent ship's committee
education director. If there is no electrician or pumpman on board, the
OEMD.'s and the engine utility are the next in line.If none of these ratings are
on board, the ship's chairman and secretary-reporter should pick a qualified
member of the engine department to serve.
It is the education director's job to distribute and make available to the crew
all the educational and other materials sent to the ship by the Union and make
certain there is an ample supply of books and other reading material available.
It is also his responsibility to set up and maintain all the ship's educational
audio-visual equipment.
The education director is extremely important. Look at it this way. Every
member of our Union needs to be aware of the latest Union affairs and na
tional and international affairs that will affect our ability to earn a living and
protect our job security. A change in the Jones Act, the passage of cargo pref
erence legislation, whether or not natural gas comes down from Prudhoe Bay,
Alaska through an all-Ameriean pipeline—these issues can mean the difference
between no jobs in the future and plenty of jobs for everyone. All of these
issues are clearly explained in the Log and other materials that Headquarters
sends to the ships.
Even though he may be away at sea much of the time, a well-informed Sea
farer can back up the Union in its struggle to represent his interests on Capitol .
Hill. When he goes home, his family, friends and neighbors want to know what
he thinks. The ship's education director should have this in mind when he
performs his duties.
I
Editor,
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Seventy-one cents of every dollar spent in shipping on American-flag vessels
remains in this country, making a very substantial contribution to the national
balance of payments and to the nation's economy.
Use U.S.'-flag ships. It's good for the American maritime industry, the Ameri
can shipper, and America.
August 1977 /LOG/7
�SmPPtNG
The
Lakes
Picture
DETROIT
The big news in Detroit and all Lakes halls this month is the United Steelworkers Union strike at 12 iron ore mining and processing plants in Minnesota
and northern Michigan. As a result of the strike several SlU-contracted orecarriers have been laid up due to lack of cargo. Ships crewed by unlicensed
sailors of the Steelworkers Union have been laid up as well, although that divi
sion is not on strike.
Iron ore workers walked off their jobs Aug. 1 because of grievances on local
issues and working conditions. The strike is the first since the experimental
negotiating agreement was adopted by the United Steel Workers and the steel
industry in 1973. This agreement bars nationwide strikes on economic issues
but permits stoppages on a plant level over local issues.
During the first week in August, four ships of the SlU-contracted Kinsman
fleet laid up: The Paul Tietjen, Merle McCurdy, Henry Steinbrenner and
George Steinbrenner. The George Steinbrenner probably would have laid up
anyway because it is old and may be scrapped. The American Steamship Co.
is using the time to send the SlU-contracted Roger Kyes to a Chicago shipyard
for repairs.
FRAIVKFORT
This summer the passenger business has been picking up on the SlU-contracted carefcrry Viking, which has been shuttling private cars and trailers
between Kewaunee Point, Wise, and Frankfort, Mich, in addition to the usual
load of railroad containers.
The increase in passengers is probably due to ConRaiTs advertising the ferry
run and publishing a schedule for the first time in several years.
The ferry makes two round trip runs a day averaging between thrcc-and-ahalf to four hours each way. To drive around Lake Michigan between the two
points would take 10 hours.Vacationers ride the boat to save time and do some
thing different.
The Chief Wawatan left for its Coast Guard five-year inspection, July 21.
The inspection will be done in Sturgeon Bay, Wise.
Personals
Ommaney Bay C.V.E. 79 Crew
All who served on the Ommaney Bay
C.V.E. 79 that was sunk in the Pacific
Ocean 33 years ago—there is going to
be a reunion. John Mitchell asks that
you contact him at Box 127, Phelps,
Wise. 54554, (715) 545-2730.
Albert Schwartz, Tom Reynolds
Mr. and Mrs. Fred Anderson, the
parents of Ward Anderson, ask that you
contact them at Box 425, Keene, Tex.
76059.
Charlie Gard
Chris Killeen asks that you contact
him as soon as possible at 926 Monroe,
Scranton, Pa. 18510.
Marshall M. Bennett
Your wife Nancy asks that you con
tact her at (516) 226-8535. You can
call collect.
Herbert T. Archer
Your daughtei Annette asks that you
contact her at 1718 E. Trey Way Lane,
Corpus Chrisli, Tex. 78412.
Earl T. Holman
Please be so kind as to call the editor
of the Log collect at (212) 499-6600,
ext. 242 or 243.
Joseph A. McDougall
Your daughter Jacy asks that you
contact her at 5603 Haywood St.,
Houston, Tex. 77016.
8 / LOG / August 1977
The new 1,000-ft. ore carrier M/V Belle River laid up July 29 shortly after
her launching. Some plates were damaged, probably during^ the-launching, and
the ship had to be drydocked. The SIU crew was laid off as of Aug. 5, but all
hands were scheduled to return in late August for the maiden voyage.
*
*
*
Massive flooding of the cargo hoid because of leaky hatch covers was respon
sible for the wreck of the Edmund Fitzgerald according to a Coast Guard board
of inquiry. However "Seafarers on the Great Lakes aren't buying the story,"
SIU Detroit Port Agent Jack Bluitt said. The Fitzgerald sunk during a storm
on Lake Superior Nov. 10, 1975 and was later found broken in half at the
bottom of the lake.
At a news conference in Cleveland, Aug. 2, when the report was released,
Capt. J. A. Wilson, a member of the inquiry board, said that the captain and
the crew didn't notice the leaking hatches because they were concerned with
repairing damaged ventilators.
He added that most of the Lakes ships inspected in 1976 had similar prob
lems with hatch covers that were not watertight. He said the lips or coamings on
which the hatch covers fit and clamps which hold the covers in place are often
damaged during routine loading and unloading.
Port Agent Bluitt said he doubted that the captain and crew would not notice
leaking hatch covers. "Any experienced sailor, even a greenhorn deckhand,
knows to check the hatch covers during a storm. The captain was in the wheelhouse and when he spoke to the other ships he didn't seem alarmed. If the
hatch covers were leaking he would have been able to see it because he was
situated in the bow."
Bluitt explained that if there were not enough unlicensed men available to
deal with the situation that was because of the low Coast Guard manning cer
tificates. Several years before the accident, the Coast Guard eliminated three
deck watchmen (one per watch) leaving only three deckhands who worked on
the day shift. (The Fitzgerald went down around 3:30 in the morning.)
He thought overloading was the real cause of the wreck. "During the past
few years the Coast Guard regulations regarding load lines for ships in the
Fitgerald's class were changed allowing them to ride three feet deeper in the
water," he said. The Coast Guard permitted the Fitzgerald to load much deeper
than had been thought safe at the time of its construction. "When the ship ran
into a heavy sea and the bow went under, then the cargo would shift to the bow
and the ship would not be able to rise again," he explained.
The board of inquiry seemed to recognize this and recommended that regula
tions be changed back to the pre-1969 loading standards. However, Coast
Guard Commandant Owen Siler rejected the proposal. At the news conference,
Capt. Wilson also denied that overloading was a factor in the accident.
Siler said he may require the entire Great Lakes fleet of about 160 bulk
carriers to have watertight bulkheads dividing the cargo hold, as the board of
inquiry recommended. Then, if one area flooded, others would not and the
ship would stay afloat.
However in the past other boards and the maritime unions recommended
the same thing, but (he Coast Guard never adopted the proposal. Whether Siler
will really demand watertight bulkheads remains to be seen.
The Edmund Fitzgerald was not an SlU-contracted vessel although the
steward, R. Ralph C. RafTerty, was an SIU brother.
Dispatchers Report for Great Lakes
JULY 1-30, 1977
*TOTAL REGISTERED
All Groups
Class A Class B Class C
TOTAL SHIPPED
All Groups
Class A Class B Class C
DECK DEPARTMENT
Alpena
Buffalo!
Detroit:^
Duluth;^i
chicagbs^:^...:
Totalis -
Alpena
Buffalo
Cleveland
Detroit . .
Dulutfi . .
Frankfort
Chicago .
Totals .
Alpena . ;
Buffalo .
Cleveland
Detroit ..
Duluth . .
Frankfort
Chicago .
Totals . .
Alpena
Buffalo
Cleveland
Detroit'
Duluth
Frankfort
;i!{«©hicago.
Totals
Totals All Departments
*"Total Registered" means the number pf men who actually registered for shipping at the port last mos
""Registered on the Beach" means the total number of men registered at the port at the end of last month
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
�Interior Committee for consideration; favorable action is expected.
Manganese nodules, potato-shaped formations found on the ocean floor,
contain copper, nickel, cobalt and manganese. They could provide important
resources for the United States. Several American companies have already de
veloped the technology to scoop up the nodules, but they want Congress to
insure their investments against losses which could be caused by future treaty
terms.
During mark-up of H.R. 3350, Representative John Murphy (D-N.Y.) of
fered an amendment requiring mining vessels instead of ore carriers to be U.S.
documented. He explained that it is more important for the mining vessel to be
under U.S. control than the carriers, because the mining vessel is far more
technologically advanced. He also noted that construction and operation of
the mining vessel involves many more jobs than an ore carrier. The amendment
was passed by a 12-6 roll call vote.
There has been no action in the Senate.
OIL RESERVES
Congress is in recess for the month of August. Both houses will return on
Sept. 7.
CARGO PREFERENCE
The House Merchant Marine and Fisheries Committee voted out H.R. 1037
Aug. 2, after a full day session of considering amendments to the bill.
Robert Blackwell, assistant secretary of Commerce for Maritime Affairs,
testified three times during the week ending July 29—twice before the House
committee and once before the Senate.
Blackwell te.stified for the Administration in favor of a requirement that the
formula be 4.5 percent in the beginning, increasing one percent each year until
it reaches 9.5 percent maximum.
He said that without the legislation, there is danger of a massive transfer of
ships to foreign registry. He noted that after President Ford vetoed the Cargo
Preference Bill in December of 1974, the Maritime Administration (MARAD)
received a number of applications to transfer foreign.
H.R. 1037 will guarantee for the first time that a percentage of commercial
cargo be reserved for U.S.-built and manned vessels. The program will generate
jobs for seamen, shipyard workers and other related industries, and has long
been a top legislative priority of the SIU.
H.R. 1037 is expected to go to the House Rules Committee when Congress
returns fr^m its August recess, where it will be cleared for floor action.
The Senate Commerce Committee will hold its mark-up after the recess.
Federal Energy Administration officials have announced that the first oil
is now being placed in an underground salt dome ,near Lake Charles, La. This
oil will serve as a reserve to be used only in an emergency.
Strategic petroleum reserves were ordered in Dec. 1975 by Congress. Lake
Charles is one of eight sites being used along the Gulf Coast. The sites are
located in Texas, Louisiana, Ohio, and Kentucky.
President Carter expects that the reserve, when completed, will make it pos
sible for the United States to withstand a serious supply interruption for 10
months.
Under the requirements of the strategic petroleum reserve porgram, 50 per
cent must be carried in U.S. ships.
SENATE CONFIRMATION HEARINGS FOR DASCHBACH
Richard Daschbach, staff counsel to the Senate Committee on Commerce,
Science and Transportation, was nominated July 26 to fill a vacancy on the
Federal Maritime Commission. This vacancy was created by the retirement of
Ashton Barrett.
Hearings were completed Aug. 2 and confirmation by the Senate followed.
Daschbach, a graduate of Georgetown University Law School, served as a
staff assistant to Senator Russell B. Long from 1963 to 1968. He then served
as Washington counsel to the Gulf South Research Institute from 1968 to
1969. At that time he was retained as staff counsel by the Senate Commerce
Committee.
LOCKS AND DAM 26 AND USER CHARGES
The House Public Works and Transportation Committee and the Ways and
Means Committee have concluded mark-up of H.R. 8309. This bill would
authorize replacement of Locks and Dam 26 and would impose a fuel tax on
shallow-draft traffic on 26 major inland and intracoastal waterway segments.
If passed, the bill would impose a fuel tax of four cents per gallon, beginning
Oct. 1, 1979, on commercial shallow-draft cargo vessels using inland and intra
coastal waterways. The tax would be increased to six cents per gallon in Octo
ber 1981.
In another version, H.R. 5885, the Senate tied together waterway user
charges and reconstruction of Locks and Dam 26. This caused a protest that
tlie charge was a tax, and therefore could only originate in the House of
Representatives.
H.R. 8309 has been sent to the Rules Committee and should go to the House
floor in September.
DEEP SEABED MINING
A bill to regulate taking of minerals from the deep ocean cleared the House
Merchant Marine and Fisheries Committee'July 28 and now goes to the House
Legal Aid
In the event that any SIU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
HOUSTON, TEX.—Combs,
Archer & Peterson
Americana Building
811 Dallas Street
Houston, Texas 77002
Tele. #(713) 659-4455
SAN FRANCISCO, CALIF.Jennings, Gartland & Tilly
Crocker Plaza
1 Post Street, Suite 2600
San Francisco, Calif. 94104
Tele. #(415) 781-1854
ST. LOUIS, MO.- -Grucnberg
& Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314)231-7440
NEW ORLEANS, LA.—Dodd,
Barker, Boudreaux, Lamy
& Gardner
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
NEW YORK, N.Y.—Schulman,
Abarbanel & Schlesinger
350 Fifth Avenue
New York, N.Y. 10001
Tele. #(212) 279-9200
BALTIMORE, MD.—Kaplan,
Heyman, Greenberg, Engelman
& Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301) 539-6967
SPAD is the union's separate segregated political fund. It solicits and accepts
only voluntary contributions. It engages in political activities and makes con
tributions to candidates. A member may voluntarily contribute as he sees fit
or make no contribution without fear of reprisal.
Seafarers are urged to contribute to SPAD. It is the way to have your voice
heard and to keep your union effective in the fight for legislation to protect the
security of every Seafarer and his family.
A copy of our report is filed with the Federal Election Commission and is
available for purchase from the Federal Election Commission, Washington,
D.C.
TAMPA, FLA.-—Hamilton,
Douglas & Bennett
101 East Kennedy Boulevard
Tampa, Florida 33602
Tele. #(813) 223-3991
LOS ANGELES, CALIF.—Bodle,
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, Calif. 90036
Tele. #(213) 937-6250
MOBILE, ALA.—Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904
DETROIT, MICH.- -Victor G.
Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220
FALL RIVER, MASS.- -PatricK
H. Harrington
56 N. Main Street, Bennett Bldg.
Fall River, Mass. 02720
Tele. #(617) 676-8206
SEATTLE, WASH.—Vance,
Davies, Roberts, Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
CHICAGO, ILL.—Katz &
Friedman
7 South Dearborn Street
Chicago, 111. 60603
Tele. #(312)263-6330
August 1977 / LOG / 9
�SlU Crews Manhattan
Island, First Private'V
•-=
She looks like a ship.
. • ,
loaded draft >s
deep sea
i„
in harbors.
S.«-S".
all possible.
connected torwa
;«clude two
hinge systems w
^
Recently
!>"'• hydraulic ramsJhejams^^^^
the Manhattan Island I
Opening or
vately constructe
.
5j,g was an opposing
sudden
impa
propelled hopper d«d8e_
^
closing of the hull. , ^ ^ j^oi^the
Lltby North AmerrcanTrarUng
trolled dumping P"»f
up to
hull bottom at
Xhes.
a maximum of 16 feet, SIX in
Surprises Many
but in every respect, shes o
...,r!:rasy
technology-
lenethwise into
that her technology surprises n^
£^rs'r-stisrssss;sns
ships as Ihird male on
Henry Poulsen, lirst engineer, taltdng
to the bridge10 / LOG / August 1977
the Manhattan Island.
Leroy Piatt, captain.
'•4
•lUi
�Constructed, Operated Hopper Dredge
J. A. Smith, welder, tries out the drag tenders seat in the wing console.
veteran mariners who see her in ac
tion for the first time. The top to
bottom SIU crew is now on training
runs out of Gulfport, Miss.
Several described how nearby
boats often circle around her in shock
and concern when she opens her hull
at sea.
She is an impressive dredge on
measurements alone. Her hopper
capacity is 3600 cubic yards. Two
dredge pumps, each with a 27-iiich
suction pipe diameter and 24-inch
discharge pipe diameter, together
work at 1700 hp. Dredging capacity
is 70 feet and total hp is 6750.
The Manhattan Island is a mile
stone in the history of dredging in
this country. She represents a strong
Steward/Cook Mario Bruschini unloads the dish
washer in the dredge's modern galley.
commitment by the industry to the
development of a privately operated
dredging fleet to work with the U.S.
Army Corps of Engineers.
This Important development has
had the long-standing support of the
SIU. The Union has worked hard
backing legislation which would in
creasingly allow private industry to
bid for Federal dredging projects.
Hearings on this legislation are being
held in the U.S. House of Represen
tatives.
Passage would mean that the Man
hattan Island, now one of a kind,
would be the first of her kind. She
points the way to more job oppor
tunities and bigger and better devel
opments in the dredging industry
for the SIU membership.
First Mate Ray Hurst, left, strikes a friendly pose with AB Norman MacBean.
MacBean is a 1974 graduate of the Harry Lundeberg School.
A view of the 3600 cubic yard capacity hopper which splits open for dumping
through an hydraulic hinge and ram system.
August 1977/LOG/11
�Grand Isle, La.
Corpus Christ!, Tex.
Five big oil companies are planning to build a $1-billion deepwater Gulf oil
port for supertankers 18 miles off this island by the 1980s. Early this month
they signed a U.S. Department of'Transportation license agreement for that
port called the Louisiana Offshore Oil Port (LOOP).
The license requires the oil biggies to begin building by Jan. 17, 1979. By
1984 the port must be able to handle 1.4-million barrels of crude daily. The
port's top capacity would be 3.4-million barrels a day to be stored via under
water pipeline in the Clovelly Salt Dome near Galliano, La.
This will be the first deepwater port to be built under the 1976 Deepwater
Ports Act. The five oil companies in LOOP are Ashland Oil, Marathon Oil
Pipeline Co., Murphy Oil, Shell Oil, and Texaco.
This port is in the race to build the first onshore supertanker oil port in the
Gulf. If the U.S. Army Corps of Engineers gives the go ahead soon, construction
could start at the beginning of 1978 financed by revenue bonds.
Freeport, Tex.
A similar $750-million deepwater oil port, Seadock, slated to be built 26
miles off this southeast Texas port, has been stalled until Oct. 29. By then six
companies have to come up with new partners and financing. They are Cities
Service, Continental Oil Pipeline Co., Phillips Petroleum Co., Crown Central
Seadock Petroleum Pipeline Corp., Dow Chemical, and Shell Oil.
Seadock calls for installations where supertankers could discharge 2.5million barrels of oil daily into a submarine pipeline to shore tanks.
In case private capital can't be raised to build the superport by the Oct. 29
deadline, Texas Gov. Dolph Briscoe has signed into law the Superport Authority
Bill which would allow the state to issue up to $750-million of tax-exempt
revenue bonds to build the project if private firms fail to build it. The bonds
would be repaid entirely from payments from oil companies using the superport.
The State Legislature would be prohibited from spending state money on the
project.
ST Transeastern, ST Erna Elizabeth
The ST Transeastern and the ST Erna Elizabeth (both Seatrain) have been
chartered by Standard Oil Co. of Ohio (SOHIO) for a year to move Alaskan
oil.
SS Transindiana
The containership SS Transindiana (Seatrain) starting Sept. 18, will carry
U.S. Department of Defense general cargo to the U.S. Naval Base at Guantanamo Bay, Cuba. The 14-day voyages will start in the port of Norfolk.
Washington, D.C.
MARAD is warning U.S.-flag ships to exercise caution while in Cuban
waters. Vessels may be stopped and boarded by Cuban military personnel
unless ships take care of their positions in regard to Cuba's 12-mile territorial
sea limit.
The U.S. Maritime Administration says Cuba was "vigorously enforcing"
a 12-mile limit, but because it is laid out on straight baselines, in some areas
the limit extends 20 miles outward from the coast.
Paris, France
The Organization for Economic Cooperation and Development (OECD)
has asked its 24 government members to take all possible action to confront
the problems raised by substandard ships. These vessels are largely found
sailing under flags-of-convenience.
The group noted "the growing concern among maritime and coastal states
of the dangers which are posed in the fields of maritime safety and marine
pollution by ships which do not meet internationally agreed standards."
The OECD recommended that all member countries "undertake all necessary
measures to give full compliance within their jurisdictions to the minimum
standards and procedures" laid out by the following: (1) International Labor
Organization (ILO) in its 1976 convention on the manning of ships and (2) the
various Intergovernmental Maritime Consultative Organization (IMCO) con
ventions on ship design, maintenance, safety and anti-pollution provisions.
Washington, D.C.
The week of Sept. 5-10 has been designated "Union Label Week' by the
AFL-CIO and its national Union Label Service Trades Department.
"Union Label Week" will remind^consumers of the importance of buying
union-made products and of using services bearing the union label.
SS Mayaguez
Sea-Land Service President Charles I. Hillzheimer presented the ship's bell
and copies of the ship's log of the containership SS Mayaguez—rescued by the
U.S. Marines from Cambodia two years ago—to Gen. Louis H. Wilson, Marine
Corps commandant. The items are for display in the Corps Historical Center
in the Washington, D.C. Navy Yard.
In presenting the bell and log extracts, Hillzheimer said: "We will always be
grateful to the hundreds of Marines whose intense bravery made possible the
safe return of the Mayaguez and her crew."
ST Overseas Chicago
This SlU-contracted tanker will be operated by First Shipmor Associates.
Built by Maritime Overseas Corp., the brand new ship is being used in the
Alaska oil trade.
Frank Travis Is Shipping Out As Second Assistant Engineer
You have to admire people like
Frank Travis. He's a guy who never got
much of an education. In fact, he only
completed the seventh grade in school.
Yet, this month Seafarer Frank
Travis, 49, stepped onto the tanker,
Monticello Victory, as a second assist
ant engineer. And if all goes well for
him, in a few years he will be shipping
out as chief engineer.
As might be expected. Brother Travis
always felt that his lack of education
would stop him from getting a marine
license.
But as it turned out. the only thing
that was holding him back from getting
that license was the fear that he couldn't
pass the test.
Brother Travis started his sailing ca
reer in 1945 shipping out as a wiper on
an Army transport. He was only 17 at
the time. Three years later, he joined
the SlU and continued to ship in the
black gang.
Travis recalls, "1 often thought about
getting a marine license. But I just kept
talking myself out of it because I didn't
have an education."
The turning point for Broth'^r Travis
came in 1970. He remembers, "there
12 / LOG / August 1977
was a shortage of engineers then be
cause of the increase in shipping during
the Vietnam War. At the time I was sail
ing pumpman."
He adds, "Bob Mathews (retired SlU
vice president) encouraged me to try
to get my license. He said he was sure
I could do it. He had more confidence
in me than I had ii; myself."
Brother Travis, who hadn't been in a
classroom in nearl> 30 years, took the
advice. He enrolled 1 the MEBA Dis
trict 2 School of Ma ine Engineering
and Navigation in Brooklyn, N.Y.
do the trick. I went back to sea for
three months, then returned to Jhe
School. I still had trouble with math,
but this time I passed my test. It was
a great feeling."
Brother Travis went back to the Dis
trict 2 School earlier this year to pre
pare for his second assistant's exam. He
passed the test in February.
Travis, who still maintains his SIU
book, had high praise for the Engineer's
School and its staff. He said, "the Coast
Guard tests are rough, but the people at
the School will make sure that you are
ready and able to pass the exam."
Terrible Trouble With Math
"Real Career Opportunities"
Travis recalls, "I had terrible trouble
with my math, and I actually failed my
Coast Guard test for third assistant en
gineer the first time I took it."
He continued, "even though I failed,
I felt that a little more training would
Brother Travis, who lives in Mindenn. La. with his wife, Bobbie, also
had some words of advice to younger
SIU members. He said, "today's mer
chant marine has real career opportuni
ties for young people. With a little effort
and determination, a young seaman can
advance to the top very quickly."
He added one more thing. "I only
wish these opportunities existed back in
the early 50's."
DEEP SEA
Frank Travis
�Boatmen From 3 Gulf Companies Discuss Upcoming Contracts
PINEY POINT, MD. — Delegates
from three SlUrContracted Gulf Coast
towing companies talked about what
they would like to see in their next con
tracts at a meeting at the Lundeberg
School, Aug. 15-17. In addition to going
over a list of proposals from their fel
low workers, they discussed the eco
nomics of the towing industry with SIU
officials.
Four rank-and-file delegates from the
New Orleans-based Orgulf Transport
attended. Orgulf engages in river tow
ing. There were three delegates from
Red Circle Transport of New Orleans,
which is an offshore towing company.
Two delegates came from the ship dock
ing company. Mobile Towing of Mobile,
Ala.
The present contracts for the three
firms expire in the last half of Septem
ber.
The representatives from the three
companies asked the SIU Contract De
partment to try to get them the industry
wide vacation plan, improved welfare
benefits, and wage increases. They
agreed that having the standard lan
guage for each type of operation in the
contract was high on the list of priori
ties.
They also want to tie-in their con
tract expiration dates with that of other
SIU companies engaged in similar oper
ations. Having standard language and
having all contracts expire at the same
time would make negotiations easier in
the future.
In addition, there were proposals for
work rules covering the special condi
tions at each company.
Lucille Thompson, cook, presents the views of the
Orgulf Transport Rank and File Committee.
E. D. Kittrell, AB, reads the recom
mendations of the Mobile Towing
Rank and File Committee.
Going over contract proposals are (clockwise, starting from front
center): SIU Vice President Frank Drozak (back to camera); SIU
Inland Coordinator Chuck Mollard; Lucille Thompson, William
O'Donoghue, and Jeff Gremmilion from Orgulf Transport; Nick
Lomas, George Bodden and Nick Scopolites from Red Circle Trans
port; and SIU New Orleans Patrolman Jim Martin (sitting against the
wall). Continuing around the table are: HLSS Vice-President Mike
Sacco; W. L. Broadus, Mobile Towing; SIU Mobile Port Agent Gerry Nick Lomas from Red Circle Towing tells the dele
Brown; E. D. Kittrell, Mobile Towing; SIU St. Louis Port Agent Mike gates about the contract ideas from his company's
Woriey, and Frank Smith, Orgulf Transport.
Rank and File Committee.
Carter Bids Congress Put Teeth^ Speed in NLRB Act
Federal law supposedly protects the
right of many workers to organize
unions and bargain collectively with
their employers. In reality though, it is
easy for companies to break the law and
get away with it.
Long delays in the operations of the
National Labor Relations Board
(NLRB) are partly to blame. Besides
that, the law has no bite when it comes
to punishing bosses who violate work
ers' rights. The NLRB supervises union
elections and collective bargaining.
Relief may now be in sight. In July,
President Jimmy Carter sent Congress
The Hinton,
Brand New SiUControcted Boat
The Hinton, a brand new,
1800 hp. twinscrew tugboat,
just arrived at the docks of Ma
rine Contracting & Towing in
Charleston, S.C. this month.
The new tug brings the fleet
of this recently SlU-contracted
company up to seven boats.
The Hinton came out of the
Multi-Marine Shipyard in Mor
gan City, La. She was built up
to all modem standards as set
by the American Bureau of
Shipping (ABS-Class A-1).
several proposals for making the Na
the National Labor Relations Board
tional Labor Relations Act more effec
more efficient, it would be expanded
tive. His program for reforming the 42from five to seven members. The new
year-old labor law has the support of
members could help with the growing
the AFL-CIO. Officials and members
case load. Rules for elections would be
of n..: iy different unions have been ap
streamlined.
pearing in Congress to testify about in
Without resorting to the courts, the
equalities in the present law.
NLRB would be allowed to impose
Labor law reform has been one of 'penalties such as double back pay to
the major goals of the AFL-CIO.
workers who were illegally fired for
Here are some of the problems they
union activities. This back pay would
spoke about.
not be affected by any wages the worker
earned
in the meanwhile at another job.
• After workers sign pledge cards
Also,
the board would be required to
and file for an election, they are frus
trated by a two month wait before the
vote takes place—sometimes 10 months
if there are complications. During this
delay, workers who are in favor of the
union are often illegaliy fired and intim
Your Union has
successful
idated.
in having approximately 25 SIU ves
sels engaged in the transport of
• Getting reinstated on the job with
Alaskan oil directly to various U.S.
back pay can take years. Right now,
ports, or via transfer to storage ves
the t|,ack pay process must go through
sels
off the coast of Panama.
the courts. Employers have learned that
it is cheaper to hire lawyers to delay
Although these vessels will be
the case than to obey NLRB decisions.
signed on for twelve (12) months
• Even when unions win an election,
articles to meet the routing of vessels
a company can get away with refusing
by the chartering parties, every ef
to bargain for the first contract—even
fort will be made to schedule regular
though this is illegal. For example,
payoffs between 60 and 90 days, de
workers at seven J. P. Stevens textile
pending on the practicality of die
plants in Roanoke Rapids, N.C. voted
situation.
for union representation three years
Because of dils unique operation,
ago. They are still without a utiion con
crewmembers desiring to payoff
tract.
prior to the termination of articles
may do so by providing a twentySpeedy Elections Needed
four (24) hour notice to the Masier
Carter's proposals would make
prior to the vessePs arrival in port
speedy elections a top priority. To make
seek court injunctions against employ
ers who violate the law. At present, the
board is only required to seek injunc
tions against unions.
Denying Federal contracts to firms
that disobey NLRB decisions would be
one of the most important new rules.
^As a case in point, the Department
of Defense recently awarded J. P.
Stevens a $3.4 million contract for cloth
for Army and Air Force uniforms. The
Stevens firm got the contract although
it has repeatedly violated the nation's
labor laws.
NOTICE TO ALL DEEP SEA MEMBERS
provided he has a replacement. On
weekends such notice is required not
later than 1 p.m. on Friday. Crewmembers will only be paid off in
continental U.S. ports.
Vessels specifically engaged in this
trade shall receive the same time off
and transportation provisions as ap
ply to coastwise vessels re^rdless of
whether they are on coastwise or
foreign articles.
The continued use of SIU vessels
in this operation will depend on the
performance exhibited by the crews.
Your job security demands proper
performance. Before accepting a job
on these vessels give proper con
sideration to the limitations of shore
leave, particularly on diose vessels
operating between Valdez and
Panama.
August 1977/ LOG / 13
�Mark Gilbert, deckhand on the towboat Skimmer
(Radcliff), pauses for a coffee break. The boat was
in Mobile Bay, Ala.
Here is part ot the crew of the Mobile-based Skimmer. From the left are: Henry McCormack, deckhand;
Marvin Flowers, deckhand; Kurt Kennedy, deckhand; Thomas Stevens, second engineer, and Ray Brown,
captain.
Boatmen Servicing
The Atlas (Sabine Towing) was serviced during the sweep through Mobile Bay. Left photo: Clarence Ladd, pilot.
Right photo: The crew meets with Union representative. From left are: Clayton Lawrence, deckhand; Willy R.'short,"
deckhand; Tom Glidewell, SlU Patrolman from Mobile; and Arne E. Carlson, captain.
Boatmen talked about the local towing industry on board the Seafarer (Mariner
Towing) while It was In Tampa, Fla. Pictured (I. to r.) are: Dave LeBarron, SIU
representative from the Great Lakes; W. R. Wyatt, captain; Ronald Russell, AB;
John R. O'Reilly, mate; G. Triguero, cook, and Joe Perez, SIU patrolman from
Houston.
DIXIK PROGRKSS
14 / LOG / August 1977
•• «
J /
.-
Deckhand Jeff Dailey ties up the pusher towboat Genie (Radcliff) in Mobile.
.ATI. AS
r 1!,
Mississippi, Alabama and Florida
were the latest stops in the SIU's pro
gram of dispatching teams of Union
representatives to service tugs,
dredges and towboats in the SIU's
inland fleet.
During the last week in June and
the first week in July, six SIU rep
resentatives split into two-man teams
and met first hand with SIU Boatmen
aboard 62 pieces of equipment in the
Gulf.
The servicing teams made the
members aware of the many pro
grams the Union has for inland
Boatmen. Answering questions and
SEAFARER
�While In Tampa, Fla., Dave Le Barron, SlU representative from the Great Lakes
(back to camera) had a chance to rap with crewmembers of the Dixie Progress
(Dixie Carriers). They are (I, to r.): Paul Soper, engineer trainee: Marty Coyne,
cook, and Morgan Hansen, mate.
ABs Richard McEvoy (I.) and Alvin Edison work on the harbor tug Dorado
(Caribe) in Jacksonville, Fla.
Sweep Continues in Gulf
explaining benefits and political ac
tion, the representatives gained new
support from the membership and
greater unity for the Union's inland
goals.
Many of the SIU Boatmen from
the serviced boats decided to attend
the sixth Boatmen's Educational
Conference the following week at
Piney Point, Md. There they gained
greater insight into the operations of
the Union and a direct chance to par
ticipate in its activities.
After discussing the latest Boatmen's Conference, there is time for a photo on the deep sea boat Defender (Caribe)
which docked in Jacksonville. Sitting around the galley are (from the left): SIU New Orleans representatives Don
Tillman and Lou Guarino; Captain Charles Bishop; AB S. Krawezynski; Second Mate Carl Hubner; Cook Bill Durham;
Trainee Engineer Jay LeCiair; Chief Mate John Baucom; AB L. A. Davis; OS Roman Williams, and Chief Engineer Dick
Jerry Parnham (r.) thanks Capt. Charles Bishop for
saving his life. While the Defender was en route
from San Juan to Jacksonville, the crew rescued
Parnham when he had to ditch his plane at sea.
DORADO
The galley is a popular spot with the crew of the towboat
CZ/pper. From left are: Captain R. Gardiner; AB George Critch;
Engineer Jim Daisey (a member ol MEBA District 2). and AB
Jack McDermott. The Mariner Towing boat was docked in
Pascagoula, Miss.
While dockside in Jacksonville, SIU Rep.
Don Tillman (I.) signs up Michael "Taco"
Sanchez for upgrading at the Lundeberg
School. Brother Sanchez is an engineer
with Caribe Towing.
Cl-IPPKRrWITH BARGK 0>CEA,rS 262
August 1977 / LOG / 15
�"The most effective union is one
based on a well-informed member
ship," HLS Vice-President Mike
Sacco told the Conference delegates.
"There's only one way for the SID to go—and that's up," Mobile Port Agent
Gerry Brown said. "And there's only one way to do it—unity." To his right is
Carolyn Gentile, SID Special Counsel.
Brother Robert Davis, a captain with
Sabine Towing studies some of the
Union literature which each delegate
received at the Conference.
6th Boatmen s Conference
The largest group of Union delegates
to attend the recent series of Boatmen's
Educational Conferences, began their
work on July 10 in Piney Point, Md.
The sixth Conference at the Harry
Lundeberg School was attended by 36
delegates from 12 SlU-contracted in
land companies based in Alabama, Mis
sissippi and Florida.
Previously, the largest group to at
tend the Conferences numbered 23.
The 36 delegates had only a vague
idea of what was in store for them in the
week ahead. Most had never seen the
School. All had brought with them ques
tions, comments or criticisms about
what the Union was doing for the mem
bership.
E. D. Kittrell, who works for Mobile
Towing, was an active participant at
the Conference.
Dorothea Constas, an attorney in the
SlU Legal Department, makes some
notes at the Conference.
Captain "Pee Wee" J. Butterworth,
Dixie Carriers, joined in the discus
sion.
Brother Charles Mull, a mate with Caribe Towing,
makes a point during one of the Conference ses
sions.
16 / LOG / August 1977
SlU Inland Coordinator Chuck Mollard explained the many Government
agencies and committees fhat have a hand in maritime affairs
"We all have to be involved in the Union," Captain
Ralph Gardner, Mariner Towing, said.
Frank Edmonds, an AB with Mobile Towing told of
his participation in the 1947 Wall Street beef during
the session on Union history.
�New SlU members who also took the oath and received their books are, i.
Jim Franceschi, chief mate (Caribe); Lonnie Gartman, welder (Radciiff),
viames Byrd, engineer (Caribe).
SID Vice-President Paul Drozak (1.), Chairman of the Conference, administered
the swearing in oath for new SlU full 'A' book member Clifford James, a cook
with Radciiff Materials.
Held at Lundeberg School
"We are trying through these Con
ferences to let you know what you have
in the SIU," Paul Drozak, SIU vice
president and chairman of the Confer
ence told the group on the first day of
the meetings.
All 36 delegates knew what it means
to be an SIU member at the end of the
week. It was a week filled with down-toearth discussions, slide and film pre
sentations and question and answer
sessions.
There were also tours both of the
School and of maritime labor and in
dustry headquarters in Washington,
D.C.
Conference delegates from Radciiff Materials included Roger Nunn (I.).
leverman, and Joel Robinson, oiler.
INLAND
A highlight of the Washington trip for the delegates was a visit with Congress
man Jack Edwards (R-Ala.) in his House of Representatives office.
/
Willie Lee James, a Radciiff leverman,
enjoyed a chance to visit the Halls of
Congress during the delegates' trip
to Washington, D.C.
The delegates got a thorough picture of current maritime issues from
Richard Saul, standing left, of the Transportation Institute, a Washingtonbased research and educational organization for the maritime industry.
George Critch, a mate with Mariner
Towing, reads about towing industry
news during the delegates' visit to the
Maritime Trades Department in the
AFL-CIO Building in Washington.
August 1977 / LOG / 17
m
�Carter Mulls Alaska Gas Pipeline Route
On or about Sept. 1, 1977, Presi
dent Jimmy Carter will make one of
the most important decisions of his
young Administration.
At that time, he will decide whether
a proposed natural gas pipeline
will take an all-Alaskan (all-Ameri
can) route, or a trans-Canadian
route. The pipeline will originate on
Alaska's North Slope.
For the sake of this nation's eco
nomic and job situation, we sincerely
hope the President will endorse an
all-American line.
We are not alone on this issue.
The AFL-CIO Executive Council
has voted its complete support for
the all-American project. So has the
AFL-CIO Maritime Trades Depart
ment.
In addition, at least six State Leg
islatures have passed resolutions
calling for the all-American pipeline
route.
As we see it, the most important is
sue at hand involves jobs, and lots
of them, for American workers.
• Another 540 tugboat and shoreIf the President decides on the allAmerican delivery system for the gas side support jobs in the transporta
tion of construction and other ma
pipeline it will mean:
terials
to Alaska from the lower 48
• 22,500 jobs for Americans in
the construction of an 800-mile gas
states.
• 1,470 permanent U.S. jobs in
pipeline. This pipeline would run from
Prudhoe Bay in the north of Alaska
the operation of the pipeline after it
to Vaidez in the south of Alaska.
is completed.
All this adds up to a whole lot of
These workers would also build a gas
liquification plant near Vaidez to
jobs for American workers. And,
turn the gas into a liquid form.
they are much needed jobs at a time
• 68,000 man years of employ
when the national unemployment
ment in U.S. shipyards for the con
rate stands at 6.9 percent.
struction of 11 LNG tankers. These
Tragically, though, most of these
ships would be used to transport the
jobs would be lost if the President
liquified gas from Vaidez to Southern
decides on the alternate Canadian
California.
route. This route would run to the
• 16,500 man years of employ U.S. Midwest.
ment in the construction of a regasiIn addition to the jobs picture,
fication plant in Southern California.
there are several other factors favoring
A regasification plant would turn the
the all-American gas delivery system. •
liquid back into gas. From here, the
It has been judged environmentally
gas would be shipped inland by pipe safer than the Canadian route. And
lines.
it has been judged that the American
• 578 jobs per year for American
route includes less chance of con
seamen manning the 11 new LNG struction cost overrun and delay.
tankers.
In a nutshell, the situation is this.
The all-American route for the nat
ural gas pipeline would inject $8 bil
lion directly into American jobs,
goods and services.
On the other hand, a similar
amount of money would be invested
into foreign markets if the pipeline
goes through Canada.
Either way, the American gas con
TURN IT ON, MMMYl
sumer is going to pick up the tab.
Our contention is this. Why should
the American consumer pay $8 bil
lion for foreign jobs, goods and serv
ices when the project can be handled
just as well by American workers and
companies?
To invest this kind of capital in the
foreign market when America can
handle the job just doesn't make
sense.
Furthermore, it would almost seem
criminal to export so many thousands
of jobs at a time when the American
workforce is suffering from job mal
nutrition.
President Carter is faced with a
tough decision. If he chooses the
Canadian route, it would no doubt do
wonders for political relations be
tween the U.S. and Canada,
But if he does choose the Canadian
route, he will be throwing away a
great economic and job-creating op
portunity for the U.S.
We firmly believe that if the Amer
ican public was given a chance to
vote on the issue, it would over
whelmingly vote for the all-American
pipeline route. It makes economic
sense, and it makes job sense.
We hope the President sees the
handwriting on the wall, and keeps
the natural gas pipeline exclusively in
American hands.
LETTERS TO THE EDITOR
Dad Says Oxygen on Ship May
Have Helped to Save Son
Auguit, 1977,
Official Publication of the Seafarers International Union of
North America. Atlantic, Gulf, Lakes and Inland Waters District,
AFL-CIO
Vol. 39, No. 8
Executive Board
Paul Hall
President
Frank Drozak
Joe DiGiorgio
Cal Tanner
Executive Vice President
Secrelary-T reasurer
Vice President
Paul Drozak
Vice President
Earl Shepard
Lindsey Williams
Vice President
Vice President
Marietta Homayonpour
339
Editor-in-Chief
James Gannon
Managing Editor
Ray Bourdius
Ruth Shereff
Assistant Editor
Assistant Editor
Marcia Reiss
Assistant Editor
Frank Cianciotti
Dennis Lundy
Chief Photographer
Associate Photographer
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Union. Atlantic. Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn. N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y.
18 / LOG / August 1977
We just received the Log, in which the Final Departures showed our son,
Ward Anderson. This issue (May 1977) carried a letter to the editor from
Thomas Reynolds who was on the SS Flor when our son died.
First, I want to add our sincere gratitude to Bosun Albert Schwartz for the
help he gave. Also our appreciation to the SIU for the progressive program of
Bosun Recertification. It is truly commendable.
I sailed SUP a number of years in the 40's and was on some SIU ships as
AB and Bosun.
I have a suggestion to make. It seems that if should be in the interest of all
Seafarers that a couple tanks of oxygen be mandatory on all ships. Oxygen on
the SS Flor might have helped save my son.
My brother also died at sea. He was NMU. With him also, oxygen would
have been enough help to get him to port.
Again, our most sincere appreciation to the Bosun Albert Schwartz and the
SIU for a real interest in the practical needs of the membership.
Brother Reynold's letter to the Log was the most complete story we as
parents have received. Also if Bosun Schwartz or Tom Reynolds happens to
read this letter, we would appreciate it if they would contact us.
Fraternally,
Fred Anderson
Box 425
Keene, Tex. 76059
Steward Dept. Top Notch .
After reading some of the more recent issues of the Log, I-have noticed that
some of our cooks and stewards were called "super." Well, I want this to go
on record. With the whole-hearted endorsement of the entire crew and ofiQcers,
we think we have one of the best steward departments afloat today right here
on the Sea-Land Consumer. The food is well prepared and served graciously
by people who take pride in their work. Sometimes on this run from the Gulf
to North Europe we are shorthanded due to our fast turnaround, but we still
receive the finest service and food. Special thanks to our Chief Steward Jimmy
Gillian, our Chief Cook Vincent Sanchez, and Baker Paul Cox who put out
the goodies. I think the steward departments on all ships deserve a vote of
thanks for their efforts.
Fraternally,
i
C.Walker
/
Sea-Land Consumer
�Special Supplement
For SIU Boatmen
Getting a License Loo.
A Rewarding Move
Anyway you look at it, getting a license in the towing industry is taking
a step in the right direction.
It means moving up to a higher paying job. And it can mean the
difference between keeping and losing a good job or even having a chance
to get it.
Since September 1973, when the Tounng Vessel Licensing Act took
effect, a licemed operator is required (or every uninspected towing
vessel over 26 feet in U.S. waters. Boatmen ivho had been working in the
xuheelhouse before that time had to pass the Coast Guard licensing exam
to keep their jobs. And boatmen just starting out had to pass a more
difficult^iew exam before they could be eligible for those positions.
The towing industry is not just changing. It's growing. More boats and
more jobs for boatmen are coming out every day. SIU Boatmen now have
an excellent opjwrtunity to become. licen.sed operators, pilots, mates, mas
ters or engineers—if they take the time to pref)are themselves for the
licensing exams.
To meet the challenge of increa.sing job opportimities and stricter re
quirements, the SIU began a full fnogram of upgrading courses leading
to inland licenses at the Harry Lundeberg School in Piney Point, Md. It
includes Towboal Operator, First Class Pilot, Mate and Mast.er, and Diesel
Engineer Courses.
Like all HLS training programs, the inland licensing courses are free
and include room and board at the attractive 60-acre School site in southern
Maryland. The courses were designed jointly by the HLS staff and repre
sentatives from the towing industry and the Coast Guard to make sure
that particifmting members learyi everything they need to know to become
fully qualified, licensed Boatmen. Special reading programs are also avail
able for those members luho may have extra difficulty getting through the
written exams.
In addition, the SIU is negotiating transportation provisions to and
from the School in all new contracts. This, together with the new inland
Vacation Plan, removes all economic problems for Boatmen desiring to
attend the many courses offered through the inland program at the School.
The number of SIU Boatmen who have successfuly completed the pro-
^That^s the Place to
Floyd Simmons has been sailing
with the SIU since 1946. He has a
lot of memories, like the time that
year when he hit the bricks in the
LOG
Official Puhlication of the Scafaii'is Inii'maliond! Onion • Atlantic, (»ulf. l.aKc'» and Inlaiul \Salcis Disitu t • >\f t t ID
" AUGUST 1977
Everything you need to know to become a fully qualified, licensed SIU Boat
man is provided in the HLS Inland Upgrading Program. Shown here getting
practice using the sextant in the Mate and Masters Course last year are (I, to
r.): Boatmen Steve Nelson; Bert Thompson, and Jim Walters. All now hold
mate's licenses.
gram speaks for itself. In only five years, 21S have gone through it and
received their licenses.
But the Boatmen themselves tell the whole story, as the fiages of this
special suf)l?lement reveal. These men are noxe u'orking as high paid,
licensed boatmen because they took advantage of the program. Their
experiences prove that the HLS Inland Upgrading Program is a step no
SIU Boatman should fail to take.
Engineer Simmons Says of Piney Point
General Strike on the waterfront.
He was 19-years-old then. He
walked the picketline with his father,
an SIU deck engineer, in front of a
tugboat on the Norfolk, Va. docks.
When it was all over, they both got
a job on the same tug.
Brother Simmons now sails on
\
Floyd Simmons, shown in insert, now has a chief engineer's job thanks to the HLS Diesel Engineer Course. He works on
the Maggie Swann.a new 1600 hp.towboat in the recently SIU organized Swann Oil fleet of Portsmouth, Va.
another boat in the Norfolk area that
just went SIU. But he has come a
long way since that first tug in 1946.
He is chief engineer on the Maggie
Swann, a 1600hp pushboat owned
by the recently organized Swann Oil
Co.
When that high paying job opened
up, Simmons was ready for it be
cause he held an assistant engineer
license. And he got the license after
taking the Diesel Engineer Course at
the Harry Lundeberg School in 1976.
"That's the place to go," he said.
"I never would have made it on my
own."
Simmons got a 95 score on the
difficult three-and-one-half day li
censing exam.
Simmons was thinking about up
grading for a long time before he
actually applied to the School. He
needed more seatime to be eligible
and a friend of his urged him not to
wait any longer but to "go out and
get it."
Simmons now gives other SIU
Boatmen the same good advice. In
fact, he recently gave it to Norfolk
SIU Boatman Michael Pritchard who
just completed the course and got his
engineer's license. "The HLS instruc
tors guide you so well that if you try,
you can't fail," he told Pritchard.
Simmons hasn't stopped practicing
what he preaches. His next step is to
go back to the School to prepare for
his chief engineer's license.
�m
Mate, Masters Course Pays Off for Boatmen Thompson, Fuller
Boatmen Bert Thompson, photo at left, shown when he was a deckhand on the Sturgeon for G & H Towing in Houston. Right after he got his mate's license he moved
up to the wheelhouse as captain of the same boat (center photo). Boatman Leonard Fuller, photo at right, was one of Thompson's HLS classmates and,is now
captain of the Barbara George for G & H.
After he got his towboat operator license, Boatman Bane went to work as pilot
for National Marine Service on the towboat National Freedom, shown here.
From Deckhand to Pilot,
Less than a-year ago, Bert Thomp
son was a deckhand and Lennard
Fuller, Jr. was working as an un
licensed mate with G & H Towing in
Galveston, Tex. Today both SIU
Boatmen are captains of their own
tugboats and bringing home a big
increase in their paychecks.
Allit took was the six-week Mate
and Masters Course at the Harry
Lundeberg School in Piney Point,
Md.
After completing the course in
December, 1976, Boatman Thomp
son passed the exam for his mate
license and Boatman Fuller got his
masters. Captains' jobs were waiting
for both when they got back to G&H.
"Being a captain carries a lot more
responsibility than a deckhand,"
Thompson said as he stood in the
wheelhouse of his 2150 hp tug
SturgeonyBiit it's definitely worth it.
Why not get the most return for your
effort?"
Many Boatmen put off upgrading
because they don't want to lose their
paychecks while they go to school.
"But my increase in salary now that
I have my license has already more
than paid off the investment of time
of going to school," Thompson ex
plained.
Brother Fuller, who works as cap
tain of the Barbara George said he
found, at the School, the type of en
vironment that he needed to prepare
for the licensing exam. Moreover, he
was "surprised to find the School it
self and its surroundings so nice."
"I was highly impressed with all
aspects of Piney Point," Thompson
said. "It's a beautiful place and we
were treated beautifully. There was
good food, good accommodations
and the instructors went out of their
way to help us."
Both Boatmen said they will re
turn to the School for more upgrad
ing. Right now Fuller plans to get
a pilot license and Thompson a
masters. "Eventually I want to get
every endorsement I can there,"
Thompson said.
Brother Bane Climbs to the Top
Ever since he first walked into the
SIU Hall in St. Louis, Mo. almost
four years ago, Boatman Jim Bane
has been steadily climbing to the top
of his profession—from deckhand
to tankerman to steersman to pilot.
Brother Bane received his license
as towboat operator (Western Rivers,
Inland, and International) last sum
mer at the Harry Lundeberg School
in Piney Point, Md. He has nothing
but praise for the School and its staff.
"I doubt if I could have made it
without the teachers at Piney Point,"
he modestly insists.
For six months after he received
his license. Bane worked as a steers
man for National Marine Service.
This SlU-contracted
company
pushes chemicals and petroleum
products on the Mississippi River sys
tem and the Gulf Intracoastal Water
way. As a steersman, Bane worked
in the wheelhouse of the towboat
National Freedom under an experi
enced captain, SIU member Merrick
"Blackie" Chapman.
captain, and thus master of the ves
sel, on only his second trip alone at
the sticks. We asked him whether
being captain felt different from be
ing pilot. "I guess the extra responsi
bility made me a little anxious," he
says. "But the most noticeable differ
ence was the extra three hours of day
light on the captain's watch." (On
the river, the pilot works the 12 to 6
watch and the captain works from
6 to 12.)
He's working as pilot agam now.
But at the rate he's moving up, it
shouldn't be long now before the Log
can report that Boatman Jim Bane
is regular captain of his own boat.
Pilot on the Ranger
,i-
This spring Brother Bane was
made full-fledged pilot of the Na
tional Ranger. His first trip as a pilot
was one he'll never forget—"It was
the biggest tow I'd ever pushed, seven
loaded chemical barges put out of
Chicago." When asked how he felt
about that first big responsibihty.
Bane answered with a grin, "I wished
I was a steersman again."
Through an unusual circumstance,
Brother Bane temporarily became
SIU Boatman Jim Bane recently vis
ited the Union Hall in St. Louis.
Towboat Operator Course Saves Job for Capt. Le Blanc
Capt. Gus "Harmonica" Le Blanc
was one of the first SIU Boatmen to
take advantage of the HLS Towboat
Operator Course when it began in
1973.
At the time, Capt. Le Blanc had
been in the wheelhouse at Crescent
Towing of New Orleans for 15 years.
But without the course he could have
been out of the job.
In 1972 the Towing Vessel Li
censing Act was signed into law re
quiring all towboats to have licensed
operators by September, 1973. Le
Blanc took the course in April of that
year and the next month got his
operator's license for Inland, Western
Rivers and Ocean-200 miles.
"I wouldn't have taken the time to
study properly without the course,"
Le Blanc said. "But once T went there
I was committed to coming home
with my license."
Le Blanc has been with the Union
30 years since his first days of ship
ping out as a deep sea member in
1947. He became an Inland Boat
man on Mississippi River tugs the
following year. Now he travels up
and down the river as a licensed cap
tain. His boat is usually the 2600 hp
shipdocking tug Brian Smith, one of
1.3 boats in Crescent Towing's rap
idly growing fleet.
Le Blanc revisited the Harry Lun
deberg School in Piney Point, Md.
this year as one of the New Orleans
delegates to the Fifth Inland Boat
men's Educational Conference held
there from June 19 to 26.
There he had the opportunity to
get in direct touch with the new de
velopments in the Union for Inland
Boatmen. And he also had a chance
to entertain the other delegates in the
evening hours with his expert har
monica playing.
He also observed some of the cur
rent towboat operator classes while
at the School. He said the material
presented had been greatly expanded
since his first course to keep up with
changes in the industry.
"I recommend that all brothers
take advantage of the facilities at
Piney Point," he said. "They are
there for your benefit."
Captain Gus LeBlanc has been with the Union for 30 years. He kept his job security through the HLS towboat operator course
that led to his license.
Boatman Tom Patterson moved closer to his goal of becoming a captain
thanks to the Lundeberg School. He is shown here working as mate on the
4300 hp. tug Cape Hatteras for Curtis Bay in Norfolk, Va.
'/Cs the Best Way to Get a License^
Says Patterson of HLS
"If I'm going to work in this in
dustry until I'm 65, I might as well
advance myself as much as I can
by upgrading."
This is SIU Boatman Tom Patter
son's philosophy. Through the Harry
Lundeberg Inland Upgrading Pro
gram, he has been able to put it into
practice.
Brother Patterson joined the Union
in 1969 as a relief deckhand in Nor
folk, Va. He shipped out with Curtis
Bay and McAllister Brothers until
1971 when he got a steady deckhand
job,
"But it was not my ambition to re
main a deckhand for the next 30
years or more."
With this in mind, Patterson took
full advantage of what the Lundeberg
School in Piney Point, Md. had to
offer. He upgraded three times there
and came home with a first class
pilot license in 1974 and a mate's
license in 1975. That year he also
successfully completed the Radar
Observer Course.
"As soon as I got my pilot license,
I got a mate's job for more money
than I was making as a deckhand
and one step closer to my goal of
becoming a captain."
Brother Patterson currently works
as a mate for Curtis Bay but decided
last year to sit for the masters license
in order to move toward his career
goal. He is now a licensed master of
Lakes, Bay and Sounds, Unlimited.
"Now I am registered for a mas
ter's job. As soon as one opens up
and my turn comes, I'll get it."
Patterson strongly recommends
the School for other Boatmen. "It's
the best way to get a license and any
body with a license now can get a
job on a tugboat just about any
where."
• I.
''W
Patterson proudly displays his first
class pilot license which he prepared
for at the Lundeberg School.
August 1977 / LOG / 21
20 / LOG / August 1977
/,
�Special Supplement
otlrii.il I'Nhlu.iMoii .)! Ilir Sc.if.mis liilci ruKMiijI Uiiiiiii • All.irilic.
LOG
l^.ikr'. .iml Inl.ind Wjriis DiMim • AFL CIO
NS'.'" AUGUST 1977
Boatmen Garcia, O^Neal Get
Career Headstarts at HLSS
At :1-ycars-old, SIU Boatman
Richard Garcia is the youngest dock
ing master in the Norfolk Harbor.
At 27, Brother Dan O'Neal, his
fellow Boatman at the SlU-contracted McAllister Brothers in Nor
folk, is a licensed mate there. He is
also on his way to a promising career
in the wheelhouse.
Both Boatmen owe their good jobs
and secure futures to the Inland Up
grading Program at the Harry Lundeberg School in Piney Point, Md.
Brother Garcia took the First
Class Pilot Course there in 1973, the
year it began at the School. Brother
O'Neal took it along with the lylate
and Master Course the next year.
Both men passed their tests and re
ceived their licenses immediately
Boatman Richard Garcia explains how he became a'docking master for Mc
Allister Brothers in Norfolk after getting his first class pilot license.
after completing the courses.
"The day they put the pilot license
in my hand," Garcia explained, "I
was employed by McAllister as a
captain."
He had been working before then
— for much less pay — as an un
licensed mate for another company
where he gained experience in the
wheeIhoii.se. He had heard that Mc
Allister had an opening for a captain.
But without his pilot license, he never
would have gotten the job.
He also would have missed the
chance at McAllister to become a
docking master. This job means even
more money for Garcia above his
captain's salary, since he is paid extra
for every ship he brings in.
With on-the- job training with oldtime McAllister captains like Brother
Wade "Sparky" Roughton, Garcia
became a first-rate docking master.
"I was nervous at first, especially Dan O'Neal upgraded three times at
docking some of those 700-foot long HLS and Is on his way to a fulltime job
ships," he said. "But I saw it as a in the wheelhouse for McAllister
challenge and I'm glad I took advan Brothers in Norfolk.
tage of it."
the test without that help," they said.
Both Boatmen have a special feel
On Way to Being Captain
ing about the time they spent at the
Brother O'Neal works as regular School. It marks a career and a fam
mate and relief captain at McAllister. ily milestone for each. Garcia's son,
With both his pilot and mate licenses Richard Garcia, III, was born while
in hand, he is well on his way to be Garcia was studying there in 1973.
coming captain of his own boat. A year later, O'Neal also briefly in
O'Neal liked the Lundeberg School terrupted his Pilot Course to drive
so much that he went back a third home to Norfolk for the birth of his
time to take the Radar Observer son, Dan Gregory.
Course.
But Garcia and O'Neal's tugboat
Garcia and O'Neal praised the careers have always been family af
School highly for the extra time the fairs. Garcia's father, Richard Garcia, instructors were willing to devote to Sr., was a captain for 21 years with
the class. "They were always avail McAllister. O'Neal's SIU brothers
able after class time if you needed there include his father, Beverly Moss
help, even at 10 or 11 o'clock at O'Neal who works as a mate, his
night."
cousin, Almy J. O'Neal, deckhand,
They also pointed out that the and his uncle, Randall O'Neal who
School's special reading courses also took the Pilot Course and got
made it possible for some of the men his license at the School.
in their class with reading problems
Boatmen Garcia and O'Neal are
to get their licenses. These men following in their family's footsteps
would never have even tried to take —with a headstart from HLS.
Istlntand Contract Spurs Ben Whaley to Upgrade to Captain
SIU Boatman Ben Whaley had
been in the Union only a few months
when he brought home one of its
biggest benefits.
Whaley had been a deckhand with
Marine Contracting and Towing for
five years when he and 25 other
Boatmen at this Charleston, S.C.
company unanimously accepted their
first union contract this year.
The contract made the new. SIU
members the highest paid Boa'tmen
working the Charleston Harbor. But
it also gave Whaley the opportunity
for further career advancement
which he may never have achieved on
his own.
In fact, he had already tried once
and failed.
Brother Whaley did not pass the
exam for an inland towboat operator
license after studying for it several
months at home. But two months
after the SIU wrapped up the con
tract, Whaley entered the six-week
Towboat Operator Course at the
Harry Lundeberg School and got his
license in July.
Whaley is back on the job now at
Marine Contracting where he will
soon be assigned as captain. In the
wheelhouse of the Charleston, one of
the company's seven boats, he ex
plained how the School helped him
reach his goal.
"The course I wanted to take had
already started. But the people at the
School told me to come ahead. Two
days later I was in the class and
quickly caught up with the extra
material through the help they pro
vided."
Boatman Ben Whaley is now captain of his own boat thanks to the HLS Towboat Operator Course.
"I'm not sure that I would have
passed the licensing exam on my own
even a second time," he said, "be
cause it includes a lot of material that
I don't have a chance to leam on the
job. But the School prepared me for
everything I needed to know."
Whaley took the course along with
another young SIU Boatman from
Marine Contracting, John Kershaw.
Brother Kershaw also got his inland
operator license and, like Whaley,
has a high paying, secure job future
ahead of him now as a captain.
Both Boatmen got another valu
able learning experience soon after
they joined the SIU when they served
as the two delegates in the contract
negotiations with Marine Contract
ing.
While Whaley and Kershaw were
at the School, they received a visit
from their boss, Louis Seabrook of
Marine Contracting. Seabrook said
he was "most impressed" with the
School. He found it to be a "firstclass" training facility as well as a
very attractive and pleasant place to
stay.
"We want a lot more of our Boat
men to attend the School," he said.
�Military Cargo Helps Keep U.S. Ships On Job
This is the Hth in a series of articles which
the Log is publishing to explain how certain
organizations and programs affect the jobs and
job security of SIU members. This particular
article deals with the movement of military
cargo in U.S. merchant vessels. It also deals
with the possibilities and probabilities of using
U.S. merchant ships in military support opera
tions.
Last year, the U.S. Government shipped eight
million tons of military type dry cargo. All but 5
percent of this cargo was carried on privately
owned, civilian manned merchant vessels under
charter to the Military Sealift Command.
Also last year, the Government shipped 11 mil
lion tons of petroleum products to U.S. military
bases around the world. All but 15 percent of this
cargo went on private merchant ships.
In all, more than 50 privately owned merchant
men, many of them manned by SIU members, took
part in the movement of this cargo.
These impressive figures all point to one vital
fact. The movement of U.S. military cargoes is
extremely important in keeping America's mer
chant ships and merchant seamen on-the-job in
stead of on-the-beach.
Actually, the movement of military cargo has
always been an important plus for the U.S. mer
chant marine. More significantly, though, this
situation is not about to change for one very good
reason. U.S. military cargoes, by law, are almost
exclusively reserved for American-flag ships.
Laws Protecting Military Movement
W;
The first law reserving military cargo for U.S.
ships came in the form of an amendment to rhe
Merchant Marine Act of 1936. This amendment
stated that at least 50 percent of all "Government
impelled" cargo must be carried by U.S.-flag ships.
This was updated in August 1956 when another
law was enacted that states: "Only vessels of the
United States or belonging to the United States
may be used in the transportation, by sea, of sup
plies bought for the Army, Navy, Air Force or
Marine Corps . . ."
There is one more important law reserving
military cargo for U.S. ships. This |aw involves
the sale of U.S. arms to foreign nations financed
through the Export Import Bank. The law states
that these arms must be carried on a 50-50 bi
lateral basis. That is, 50 percent on U.S. ships and
50 percent on ships of the purchasing nation.
The kinds of military cargo carried on U.S.
ships is really quite varied. The cargoes include
light and heavy strategic arms, as well as food and
petroleum products. The cargoes also include
general necessities, like household goods, for U.S.
bases around the world.
The SlU-manned Erna Elizabeth during at-sea support maneuvers In 1972. The SIU has been fighting for
significant role for U.S. merchant ships in at-sea military support missions with Navy combat vessels.
was conducted in March and April of 1972.
The Erna Elizabeth was manned by 33 civilian
seamen. This is in sharp contrast with the 200 men
then used to man a Navy oil tanker.
During the experiment, the crew of the Erna
Elizabeth refueled 41 U.S. combat and NATO
vessels in the Caribbean, Mid-Atlantic, and Medi
terranean.
The experiment was so successful that the Erna
Elizabeth's crew received the applause of then
Maritime Administrator Andrew Gibson, and
Chief of Naval Operations, Adm. Elmo Zumwalt.
Shortly after this experiment, the Navy reduced
crew sizes on its own refueling tankers to 121.
However, the Navy continued to resist the use of
civilian crewed vessels for at-sea support opera
tions.
This situation has not really changed much
since 1972. But the SIU is still working hard to
change the Navy's mind on this vital issue. (See
related stories on Page 5 of this Log.)
The SIU is not alone in this fight either. Robert
Blackwell, assistant secretary of commerce for
maritime affairs, also advocates the use of civilian
manned ships for routine underway refueling jobs.
Several years back. Sec. Blackwell, in a letter
to then Secretary of the Navy John Warner, wrote:
"Progress can be made by transition from Navy to
civilian operation of non-combatant ships. Im
mediate results can be obtained by phasing in
existing merchant vessels to perform functions
usually performed by Navy-owned ships." Blackwell also noted, "merchant crews are accustomed
to working with a minimum of manpower."
SIU Pushing Tug Use, Too
The SIU is also working hard to get the Navy
to use civilian manned commercial tugs instead of
Navy manned tugs for its tug needs. Presently,
the Navy requires tugs at Naval installations for
ship docking,'firewatch and other duties. They also
use tugs in fleet support operations.
The Navy has been criticized by the General
Accounting Office for using Navy-manned tugs
when cheaper commercial boats are available.
Navy manned support tugs carry crews of 33.
Privately owned commercial tugs could do the
same job with crews of five to nine people.
' The SIU maintains that the private .sector of
the merchant marine, both deep-sea and inland,
should be used in Naval support missions. Civilian
manned merchant vessels are cheaper to use and
just as effective as Navy manned oilers and tugs.
The U.S. needs a merchant licet capable of
serving as a military support arm for the Navy.
The SIU intends to keep working toward this goal
until it is achieved.
SIU Pushing Further Military Role
There is no question that the private sector of
the U.S. fleet participates fully in the movement
of America's military cargoes. And there is no
question that these cargoes are important to the
economic health of the private merchant sector.
However, for many years now, the SIU has been
pushing for an even greater role for the U.S.
merchant fleet in America's military operations.
This "greater role" would involve civilianmanned U.S. merchant ships in at-sea support
missions and maneuvers. It would also include
the increased use of civilian-manned commercial
tugs for military harbor and at-sea operations.
So far, the Navy has resisted any fullscale use
of civilian-manned merchant ships in these kinds
of maneuvers. But there have been experiments—
very successful experiments.
One of these experiments involved the SIUmanned tanker Erna Elizabeth. The experiment
The Seatrain Florida, laden with surplus helicopters, is shown in port of Philadelphia in 1973 after return
ing from Vietnam. The movement of military cargo provides a good deal of employment for U.S. merchant
ships and merchant seamen each year.
August 1977 / LOG / 23
�I"
Gideon A. Allen, 67, joined the
SIU in 1938 in the port of Baltimore
sailing as a fireman-watertender.
Brother Allen sailed 41 years. He is
a veteran of the U.S. Navy. Born in
Texas, he is a resident of Long
Beach, Calif.
Robert Alvarado, 55, joined the
SIU in 1947 in the port of Galveston
sailing as an AB. Brother Alvarado
sailed 29 years. He is a veteran of
the U.S. Army in World War II. A
native of Texas, he is a resident of
Galveston where he will pursue his
hobby of photography.
Eldcn R. Ariiot, 64, joined the
SIU in 1944 sailing as fireman-watertender. Brother Arnot sailed 35
years. He attended a SIU-MEBA
Engineering Upgrading Program in
Brooklyn, N.Y. in 1966. Seafarer
Arnot was born in North Bend, Ore.
and is a resident of Gretna, La.
Jose E. "KikI" Bonilla, 51, joined
the SIU in the port of New York in
1952 and sailed as a bosun. Brother
Bonilla sailed 33 years and was a
deck delegate. He is a veteran of the
U.S. Army Engineers Corps during
the Korean War. A native of Ponce,
P.R., he is a resident of Bayamon,
P.R.
Charles G. Ashcom, 65, joined the
SIU in the port of New York in 1950
and has sailed as a QMED since
1974. Brother Ashcom sailed 35
years. He attended a 1972 Union
Educational Conference at the
HLSS. Born in Baltimore, he is a
resident of Vienna, Va.
Charles P. Breaux, 62, joined the
SIU in 1938 in the port of New Or
leans and sailed as a chief steward
since 1961. Brother Breaux sailed
35 years. He is a veteran of the U.S.
Army in World War II. Born in
Goodhope, La., he is a resident of
New Orleans.
Frank C. Camarillo, 76, joined the
SIU in the port of Seattle in 1960
and has sailed as a cook, wiper and
deck maintenance. Brother Cama
rillo sailed 26 years. He was born in
the Philippines and is a resident of
Seattle.
Enoch Buster Collins, 64, joined
the SIU in 1939 in the port of New
York sailing as a cook. Brother Col
lins sailed 46 years. He walked the
picket line in the 1962 Robin Line
strike and the Bull Line beef. A
native of Jacksonville, he is a resi
dent of Mobile.
Juan De Dlos Diaz, 65, joined the
SIU in the port of New York in
1965 and sailed as a junior engineer.
Brother Diaz is a 1965 Andrew Furuseth Training School gradiiate. A
native of Ponce, P.R., he is a resident
of New York City.
24 / LOG / August 1977
John L. Ohannasian, 54, joined
the SIU in 1949 in the port of New
York and sailed as a bosun. Brother
Ohannasian sailed 30 years. He is a
graduate of the 30th class of the
Bosuns Recertification Program in
November 1975. Seafarer Ohanna
sian is a World War II veteran of
the U.S. Navy. Born in Detroit,
Mich., he is a resident of Miami, Fla.
Robert F. "Frenchy'* DTerrafiat,
50, joined the SIU in .1949 in the
port of Tampa sailing as an OS.
Brother DTerrafiat sailed 33 years,
was on the picket line in the 1961
Greater N.Y. Harbor strike and was
a deck delegate. Born in Pennsyl
vania, he is a resident of Chalmette,
Si La.
Dominic J. FuschiUo, 66, joined
the SIU in 1944 in the port of New
York and sailed as a bosun. Brother
Fusehillo sailed 36 years and was
on the picket line in the 1962 Robin
Line beef. He was born in Italy and
is a resident of New Britain, Conn.
John R. Talbot, 55, joined the
SIU in 1943 in the port of Baltimore
and sailed as a bosun. Brother Talbot
sailed 37 years and was a deck dele
gate. He was born in Chester, Pa.
and is a resident of Houston.
Charles Furedi, 60, joined the
SIU in the port of New York in 1958
and sailed as a bosun. Brother Furedi
sailed 25 years. He also upgraded at
Piney Point. Born in Budapest, Hun
gary, he is a naturalized U.S. citi
zen. Seafarer Furedi is a resident of
Houston.
Perry S. Payne, 64, joined the SIU
in 1942 in the port of New York
sailing as a cook. Brother Payne
sailed 36 years and is a wounded
World War II veteran of the U.S.
Coast Guard. A native of Mississippi,
he is a resident of New Orleans.
Raymond Hodges, 49, joined the
SIU in the port of New York in 1953
and shipped as a bosun. Brother
Hodges sailed 33 years. He gradu
ated from the February 1974 class
of the Bosuns Recertification Pro
gram. Born in Mobile, he is a resi
dent of Irvington, Ala.
Jose D. Pineiro, 64, joined the
SIU in 1939 in the port of Baltimore
sailing as a fireman-watertender.
Brother Pineiro sailed 45 years, was
on the picket line in the 1961 N.Y.
Harbor strike, and was a ship's dele
gate. He was born in Puerto Rico
and is a resident of Brooklyn, N.Y.
Leo M. Praza, 72, joined the SIU
in the port of Seattle in I960 and
sailed as a chief cook. Brother Praza
sailed 28 years. He was born in Sto
Tomas Pang, Philippines, and is a
resident of Seattle. •
pPENSIONfRS
Nicholas Mallette, 65, joined the
SIU in the port of Mobile in 1952
sailing as an AB. Brother Mallette
sailed 30 years. He was born in
Louisiana and is a resident of Bayou
La Batre, La.
Narcisse J. McKcnvcn, 64, joined
the SIU in the port of Boston in 1957
and sailed as a bosun. Brother McKenven sailed 29 years. He is a
World War II veteran of the U.S.
Navy and is also a taxidermist. A
native of Derry, N.H., he is a resi
dent of Jacksonville, Fla.
William T. Murrcll, 59, joined the
SIU in 1938 in the port of Mobile
sailing as a bosun. Brother Murrell
sailed 41 years and was a deck dele
gate. Born in Mississippi, he is a resi
dent of New Orleans.
Stan O'Brien, 65, joined the SIU
in the port of New York in 1961
sailing as an oiler. Brother O'Brien
sailed 46 years. He attended the SIUMEBA Engineering School in
Brooklyn, N.Y. in 1966. Born in
Canada, he is a resident of Brooklyn.
Raymond H. Orso, 65, joined the
SIU in the port of Mobile in 1955
sailing as an oiler. Brother Orso
sailed 25 years. He was born in Ala
bama and is a resident of Mobile.
t M
Bernardino Rivera, 65, joined the
SIU in 1940 in the port of New York
and sailed as a chief electrician.
Brother Rivera sailed 36 years. He
was born in San Juan, Puerto Rico
and is a resident of Guaynabo, P.R.
Gonzalo Rodriguez, 65, joined the
SIU in 1947 in the port of Philadel
phia and has sailed as a firemanwatertender and carpenter. Brother
Rodriguez sailed 32 years. He was
born in Puerto Rico and is a resident
of Philadelphia.
Walter Smith, 53, joined the SIU
in the port of Baltimore in 1954 and
sailed as an AB. Brother Smith
sailed 24 years. He is a veteran of
the U.S. Army. Born in Baltimore,
he is a resident there.
�Leo F. Brown, 65, joined the
Union in the port of Detroit in 1961
sailing as an AB. Brother Brown
sailed 46 years. He was born in
Michigan and is a resident of St.
Ignace, Mich.
George E. Hudgins, 67, joined the
Union in the port of Norfolk in 1967
sailing as a mate for the Southern
Materials Co, from 1950 to 1956
and as a captain for the Association
of Maryland Pilots from 1956 to
1977. Brother Hudgins was born in
Motorun, Va. and is a resident of
Bavon, Va.
Eusebio M. Velazquez, 65, joined
the SIU in the port of New Orleans
in 1955 and sailed as a fireman-watertender. Brother Velazquez sailed
31 years. He was born in Puerto Rico
and is a resident of New Orleans.
Charles A. Lodriguss, 66, joined
the Union in the port of New Orleans
in 1956 sailing as an AB and chief
engineer for Dixie Carriers. Brother
Lodriguss sailed 49 years. He was
born in Pierre Port, La. and is a resi
dent of Harvey, La.
George Vidrine, 67, joined the
SIU in the port of Houston in 1961
sailing as a fireman-watcrtender.
Brother Vidrine sailed 24 years. He
was born in Ville Platte, La. and is
a resident of Obeilin, La.
Charles A. Miller, joined the Union
in the port of New Orleans in 1956
sailing as an engineer for Radcliff
Materials from 1952 to 1977. Broth
er Miller is a veteran of the U.S.
Army in World War 11. He was born
in Oppala, Ala. and is a resident of
Mobile.
Odell D. McAvoy, 66, joined the
Union in Port Arthur, Tc,\. in 1966
sailing as a tankerman. boiler opera
tor, reefer technician, boat operator,
and mate for National Marine Serv
ice in St. Louis and Houston from
1966 to 1977. Brother McAvoy has
been a labor union member since
1962. He was born in Helena, Ark.
and is a resident of Wynne, Ark.
Robert C. McDonald, 66, joined
the Union in the port of Detroit in
1961 sailing as a lineman for Merritt,
Chapman and Scott from 1960 to
196.S and for the Great Lakes Tow
ing Co. from 196<S to 1977. Brother
McDonald has been a union member
since 1937. He was born in De Tour,
Mich, and is a resident of St. Ignace,
Mich.
Seafarers Welfare, Pension and
Vacation Plans Cash Benefits Paid
Number
June 23-July 27, 1977
i
SEAFARERS WELFARE PLAN
ELIGIBLES
Death
In Hospital Daily @ $1.00
In Hospital Daily @ $3.00
Hospital & Hospital Extras
Surgical .
Sickness & Accident @ $8,00
Special Equipment
Optical
Supplemental Medicare Premiums
DLPLNUEN IS OF ELIGIBLES
Hospital & Hospital Extras
Doctois' Visits In Hospital
Surgical
Maternity .
Blood Transfusions
Optical
Amount
MONTH
TO HATE
YEAR
TO DATE
10
282
54
14
4
5.882
~
109
9
93
2,500
J ,467
95
17
37,453
13
782
190
$ " 37,000,00
282.00
162.00
1,989.93
652.00
47,056.0t)
1,215.20
3,245.35
207,80
$ 312,043.06
2,502.00
4,401.00
13,536.66
2,331.00
299,624.00
5,776.75
24,001.1!
9,166.60
346
73
98
17
3
97
2,780
539
763
130
16
641
115,565,92
3,492.18
15,463.05
6,960.00
168.00
2,760.30
867,638.61
27,361.51
130,788.64
49.594.00
1,515.86
18,796.3!
MONTH
TO DAI E
YEAR
TO DA I E
J
. .,
..'
^. ..
—
/
,&
• •>' -•
7 1
PENSIONERS & DEPENDENTS
•••'• ff
I3eath ..............................
^^3-4^7^ 98
202.,,f'f-'«*.:v"L200
Hospital & Hospital Extras
Doctors' Visits & Other Medical Expenses .
101
ci
724
16
f ' • 92
Surgical ........ , .............. *
49
#-367
CJptical .........
..........
. —1
Blood Transfusions
:
6
Special Equipment —
Dental
4
Supplemental Medicare Premiums
^ 59
12,916
SCHOLARSHIP PROGRAM
TOTALS
Total Seafarers Welfare Plan >... -.......
Total Seafarers Pension Plan . •..........
Total Seafarers Vacation Plan . ^ . , .......
Total Seafarers Welfare, Pension & vacation
51,000.00
46,818.26
5,035.52 ,
4,154.65
1,454.75
56.25
852.84
387,600.00:
219,668.38
32,830.80
16,629.20
11,137.70
218.75
5,290.84
1.204.00
17,060.30
102,325.40
^•••i28,2 i 6;'5T''
9,547
2,758
1,028
13,333
62,988
16.307
6,376
85.671
362,652.30
2,574,198.7'54l».>,:»<,>..
704,457.91
4,162,610.28
938,672.36
6,153,875.05
$2,005,782.57 $12,890,684.08
Anthony A. Laus, 62, joined the
Union in the port of New York in
1963 sailing as a deckhand and
bridgeman for the Erie-Lackawanna
Railroad from 1936 to 1977. Brother
Laus is a veteran of the U.S. Navy
in World War II. He was born in
Hoboken, N.J, and is a resident of
ClilTside Park, N,J.
DEPOSIT IN THE
SIU
^
BLOOD DDNK-
IT'S YOUR LIFE
SIU Brother
Writes Book
About the Sea
Seafarer John T. "Jack" Kelly ha.s
recently written an autobiographical
account of hi.s life at sea, entitled "Es
cape to the Sea." The book, which is
the author's first, was released recently
by Exposition Press, Inc. of Hicksville,
New York.
The Brooklyn-born Seafarer, who
joined the SIU in the port of New York
in 1968, details the bitter reasons for
his first voyage to sea. In addition, as
Kelly tells of his excursions to ports,
near and far, he describes a man's at
traction to the sea.
Prior to becoming a sailor, Kelly
worked for the Civilian Conservation
Corps, as a forest firefighter in Mon
tana. riien, at the outbieak of World
War 11, he enlisted in the Army and
served in the Pacific Theater for four
years.
After attending the Harry Lundeberg
School in Piney Point. Md., the author
was able to ujigrade himself. Although
he began with only an eighth grade ed
ucation and his knowledge of the
"schLH)i of hard knocks." the SIU
brother now has obtained all the un
licensed ratings in the deck department.
Brother Kelly, who is 54 years old.
presently resides in Queens. N.Y. with
his wife, Lucv.
August 1977 / LOG / 25
�•p
SIU Atlantic, Gulf, Lakes
& Inland Waters
United Industrial Woikers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
Paul Drozak
HEADQUARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
Dispatchers Report for Deep
*TOTAL REGISTERED
All Groups
Class A Class B Class C
JULY 1-30, 1977
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
6
129
11
29
11
40
50
22
22
24
40
7
89
0
485
2
15
1
4
2
0
5
7
0
8
3
5
1
9
1
0
62
0
5
0
1
3
0
0
0
5
0
0
0
1
4
0
0
19
Port
Boston
New York
Philadelphia
Baltirhore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
5
103
9
12
14
3
26
51
13
12
10
33
6
43
0
3
343
1
51
2
3
6
0
5
16
6
3
3
5
4
10
8
0
123
0
4
0
1
2
0
1
0
5
0
0
0
2
10
0
0
25
3
10
1
4
6
3
5
13
2
9
1
8
3
6
0
1
75
1
108
8
18
5
25
50
24
61
3
26
1
3
5
2
5
5
4
9
2
3
2
9
1
0
80
2
5
0
0
2
0
3
0
1
0
0
0
0
3
0
0
16
0
91
6
7
11
0
19
45
20
8
5
24
16
31
0
1
284
0
43
1
1
8
0
7
15
4
9
1
5
5
15
8
0
122
0
4
1
0
1
0
3
0
2
0
0
1
0
2
0
0
14
1
153
16
38
19
10
27
114
49
46
13
44
12
90
0
2
633
6
21
4
6
6
3
9
15
10
8
4
12
0
18
0
1
123
3
6
0
0
2
1
0
0
1
1
0
0
0
7
0
0
21
0
72
12
24
21
4
25
72
32
32
9
18
7
61
0
2
391
0
7
0
3
2
0
1
7
2
6
1
2
2
4
2
0
39
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
1
1
55
5
34
11
3
16
59
12
30
6
17
20
30
0
0
299
2
136
21
46
19
8
10
58
23
31
11
30
12
28
3
2
440
12
133
1
11
2
1
0
1
2
10
2
10
1
35
0
1
222
677
263
STEWARD DEPARTMENT
,
..
1
51
6
5
11
1
16
30
18
15
8
17
4
36
0
1
220
0
6
0
1
2
0
1
4
1
5
1
2
0
2
5
0
30
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
55
4
8
9
2
17
27
13
18
5
24
7
25
0
0
218
1
27
5
1
2
1
8
9
3
8
3
5
4
8
20
0
105
0
0
1
3
4
0
0
0
3
0
0
2
0
6
0
0
19
ENTRY DEPARTMENT
51
0
5
2
12
23
9
2
19
10
19
0
0
184
2
108
12
13
15
4
14
31
12
18
7
12
12
15
31
0
306
3
42
2
5
5
0
0
0
4
1
1
3
0
29
0
1
96
Totals All Departments
1,291
478
131
845
350
58
2,186
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
26 / LOG/August 1977
0
8
0
1
3
1
0
1
1
0
1
0
0
3
0
0
19
9
173
17
57
27
20
46
139
60
53
35
69
17
138
0
3
863
ENGINE DEPARTMENT
. .. .
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Port
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
BUFFALO, N.V
215 Essex St. 02111
(617) 482-4716
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL.. 9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DETROIT, Mich.
10225 W. Jefferson Ave. 48218
(313) VI 3-4741
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKF ORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, N.J.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK. Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . .534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif.
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. 1313 Fernandez, Juncos,
Stop 20 00909
(809) 724-2848
SEATI LE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. . .4581 Gravois Ave. 63116
(314) 752-6500
T.".MPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio ... .935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan
P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
Shipping remained good to excel
lent at most deepsea A&G ports last
month. A total of 1,253 Seafarers, 845
of them 'A' seniority full book mem
bers, found jobs on SlU-contracted
deepsea vessels. With the opening of
the Alaska pipeline late last month,
shipping will remain good for Sea
farers, especially on the West Coast.
�. .
.
''' '
;
•' ^ • •- • " '-• •
'• - . ._ -
-•*>:i.-^. •i. • !,• *-1% •. ...s.
-fiT
Top Photo: One mile gone in the four mile race and it's still anyone's race to win. Photo Left: Byron Kelley (far right), SlU Great Lakes area director-inland
division, was on board the victorious SlU-contracted tug Maryland to congratulate three of the happy victors. From left are: Julius Johnson, engineer; "Wally"
Waldrop, captain, and Richard Gimpel, deckhand and Detroit area SlU steward.
Tug Maryland Beats Field of 14 to Win Race
The SlU-contracted fug Maryland
(Great Lakes Towing) churned her way
to victory in the 1977 International
Tugboat Race on the Detroit River, the
boundary between Michigan and Can
ada. The race, held on July 2, was a
special feature celebrated by the U.S.
and Canada as part of the week-long
Windsor-Detroit International Freedom
Festival.
The 96-foot Maryland led a fleet of
14 speedsters over the four-mile course.
She crossed the finish line at least 50
feet in froi<>t of the Canadian tug
Atomic. The race began as the tugs
lined up below the Ambassador Bridge
and ended when they reached the finish
ing line at Dieppe Park.
It has been 17 years since tugboat
racing between Windsor, Canada and
Detroit, Mich, has taken place on the
Detroit River. For many, this event was
a throwback to those glorious days from
1950 to 1960 when the race captivated
attention across North America. It was
the classic hcad-to-hcad battle between
tugs from opposite sides of the border.
This year's race for the supremacy of
the river rekindled old but friendly ri
valries as an estimated 100,000 people
viewed the race from both banks of the
river.
Awards were presented on the motor
yacht Queen City. The Maryland's
skipper, Wally Waldrok, received the
Windsor Harbor Commission Cup for
finishing first overall in the race. He
also accepted the Hal Jackson Memori
al Trophy for the Maryland's first place
finish in the 750 to 1300 horsepower
class.
According to Freedom Festival offi
cials a race next year seems certain to
take place after this year's successful
event.
Top Photo: The winning tug Maryland is one of the 46 harbor tugs operated by Great Lakes Towing Co. Photo Right: Captain Milton "Wally" Waldrop accepts
The Champions Trophy for 1977 International Tugboat Race.
August 1977 / LOG / 27
�Pensioner Percy L.
Foster, 83, passed
away on July 20.
Brother Foster joined
the SIU in 1941 in
the port of New York
sailing as a chief
steward. He sailed 30
years. Seafarer Foster
was a World War I veteran of the U. S.
Army and was also a barbef and morti
cian. Born in North Carolina, he was
a resident of Schenectady, N.Y. Sur
viving are his widow, Emma and a
daughter-in-law.
Pensioner James
Demetrius Bergerla,
58, died of natural
causes at home in
Philadelphia on June
20. Brother Bergeria
joined the SIU in
1942 in the port of
Philadelphia sailing
as a wiper and cook. He sailed 31 years.
Seafarer Bergeria was born in Phila
delphia. Interment was in St. Mary's
Cemetery, Abington, Pa. Surviving are
his mother, Mrs. Mary Pastuch, and
three brothers, SIU pensioner and Re
certified Bosun Steve Bergeria, Seafarer
John Bergeria, and George Bergeria, all
of. Philadelphia.
James K. Cann,
48, died on June 26.
Brother Cann joined
the SIU in 1947 in
the port of New York
sailing as a bosun. He
sailed 32 years and
was on the picketline
in the 1961 Greater
N.Y. Harbor strike. Born in Brooklyn,
N.Y., he was a resident there. Surviving
are his widow, Kathleen; four daugh
ters, Deborah, Maureen, Laura and
Nancy, and a brother, Mohland of
Brooklyn.
Pensioner Thomas
L. Crosby, 77, passed
away on July 12.
Brother Crosby
joined the SIU in
1945 in the port of
Mobile and sailed as
a chief steward. He
sailed 43 years. A
native of Alabama, he was a resident of
Mobile. Surviving is his widow, Melda.
and
Apology
Due to inadvertent errors on the
Log's part, we incorrectly reported
in the June 1977 Seafarers Log that
Brothers Rodolfo 1. Rodriguez and
Damaso De Jesus had passed away.
We are very happy to report that
both brothers are alive and well.
Brother Rodriguez lives in Brook
lyn, N.Y. and Brother De Jesus re
sides in Fajardo, Puerto Rico. Both
are SIU pensioners.
We are truly sorry for the mistake
and extend our sincere apologies to
both Seafarers.
Sidney Z. Berger,
64, died in Baltimore
on July 18. Brother
Berger joined the
SIU in 1949 in the
port of Baltimore
and sailed as a chief
I steward. He sailed 42
I years, from 1935 to
1937 with the Military Sealift Com
mand, was a former NMU member
from 1937 to 1947 and sailed on one
of the first Victory Carriers ships in
1948 from Baltimore. Seafarer Berger
was hit in the leg by shrapnel during the
invasion of Algiers, North Africa on
the SS Jeb Stuart. Born in Hungary, he
was a naturalized U.S. citizen and a
resident of Baltimore. Surviving are his
widow Loraine; a son, Joseph; two
daughters, Mrs. Marie A. Dean, and
Margaret and two granddaughters.
Donna and Valerie.
George W. Baker,
53, died on June 21.
Brother Baker joined
the SIU in 1944 in
the port of Baltimore
sailing as an AB. He
was also a deck dele
gate. Seafarer Baker
was born in Balti
more and was a resident there. Sur
viving are his mother, Helen, and a
sister, Mrs. Catherine D. Newton, both
of Baltimore.
Clarence A. Cyres,
22, died of illness at
home in New Orleans
on July 23, 1973.
Brother Cyres joined
the SIU in the port of
New Orleans in 1968
sailing in the steward
department. Seafarer
Cyres was born in New Orleans. Sur
viving are his mother, Mrs. Gladys Bell
of New Orleans, and his father, Joseph.
Edward C. Donery, 54, died on July
1. Brother Donery
joined the SIU in the
port of Seattle in
1958 and had sailed
as an. assistant cook
and OS. He sailed 25
years and was a ship's
delegate. Born in Omaha, Neb., he was
a resident of Seattle. Surviving are three
sons, David, Edward and Douglas, and
his father, Roy of Seattle.
John L. Gates, 51,
died on July 14.
Brother Gates joined
the SIU in 1945 in
the port of Baltimore
sailing as a wiper. He
sailed 31 years and
was a veteran of the
U.S. Army. Born in
Uniontown, Pa., he was a resident of
New Orleans. Surviving are his widow.
Alma; a daughter, Ann; a stepson,
Michael Le Dane; a stepdaughter, Jo
Ella Johnson; a brother, Stan Suchevits,
and a sister, Elizabeth Suchevits, both
of Uniontown.
Pensioner John Fabis, 69, passed
away on July 4. Brother Fabis joined
the SIU in 1947 Jn the port of New
York sailing in the steward department.
He sailed 30 years and was a veteran of
the U.S. Army in World War II. A na
tive of New York City, he was a resi
dent of New Orleans. Surviving are his
widow, Feme; a daughter, Anne of
New Orleans; a brother, Frank of the
Bronx, N.Y., and a sister, Mrs. Bette
F. Haverling.
Jlmmie Jones, 32,
died on June 25.
Brother Jones joined
the SIU in the port of
New Orleans in 1975
sailing in the steward
department. He was
born in New Orleans
jUi and was a resident
there. Surviving are his widow, Shirley;
two sons, Jimmie, Jr. and James, and
a brother, Willie of New Orleans.
Pensioner John C.
Long, 82, passed
away on July 8.
Brother Long joined
the SIU in 1947 in
the port of New Or
leans and sailed as a
chief electrician. He
sailed 39 years. A
native of Fort Baker, Calif., he was a
resident of New Orleans. Surviving are
his widow, Laura, and a brother, N. C.
Long of Philadelphia.
Pensioner Antonio
A. Mangao, died on
May 23. Brother
Mangao was a resi
dent of Wilmington,
Calif. Surviving is his
widow, Cleo.
Car! Messer, 55,
died of a liver ail
ment in Houston on
May 9. Brother
Messer joined the
SIU in the port of
Detroit in 1963 and
sailed as a pumpman.
He served as engine
room delegate. Brother Messer sailed
16 years. Born in Ferrellsburg, W. Va.,
he was a resident of Mt. Clemens, Mich.
Burial was in Harrison Cemetery, Frye,
W. Va. Surviving are a son, Alvin of
Chapmanville, W. Va.; his parents, Mr.
and Mrs. Richard C. Messer of West
Virginia, and a nephew, Rodney O.
Lambert of Logan, W. Va.
Kenneth W. Osburn, 56, died of
natural causes in
Newell, W. Va. on
May 21. Brother Osburn joined the SIU
in the port of Norfolk
in 1971 sailing as an
AB. He served 28
years in the U.S. Navy and received the
Purple Heart medal for a wound while
on the destroyer SS E. G. Sonall off
Hungnam, Korea during that conflict.
Seafarer Osburn was born in Newell and
was a resident of Norfolk. Interment
was in Locust Hill Cemetery, Chester,
W. Va. Surviving arc his widow,
Dorothy; a son, Michael; a daughter,'
Cynthia, and his parents, Mr. and Mrs.
Fred K. Osburn of Newell.
Pensioner Vincente Villacian, 85,
died of pneumonia in
Church Home Hos
pital, Baltimore on
June 16. Brother Vil
lacian joined the SIU
in 1939 in the port of
Baltimore and sailed
^ as a deck engineer. He sailed 49 years.
A native of Spain, he was a resident of
Baltimore. Burial was in Oak Lawn
Cemetery, Baltimore County. Surviving
is his sister, Mrs. Pomplya Castro of
Baltimore.
Pensioner Angel
Valdes, 72, passed
away on July 12.
Brother Vaides
joined the SIU in
1946 in the port of
I Philadelphia sailing
in the steward de
partment. He sailed
32 years and during the Vietnam War.
Seafarer Valdes was a veteran of the
U.S. Army in World War II. Born in
Florida, he was a resident of New Or
leans. Surviving are his widow, Delia; a
daughter, Angelita of New York City;
a brother, Eduardo, and a sister, Mar
garita, both of Tampa.
Pensioner Fred
Vykruta, 71, passed
away on July 6.
Brother Vykruta
joined the SIU in
1946 in the port of
New York sailing as
an AB. He sailed 52
years. Seafarer Vyk
ruta was a World War II veteran of the
U.S. Navy. Born in Czechoslovakia, he
was a resident of Baltimore. Surviving
are two brothers, Joseph and Charles of
Berwyn, 111., and two nieces, Mrs.
Karen Leonard of Berwyn and Dee of
Chicago.
James E. Ward,
59, died in Los An
geles on July 7.
Brother Ward joined
the SIU in 1941 in
the port of Mobile
^
^nd sailed as a chief
m I xHP' I cook. He sailed 37
H
>
years. Born in Ala
bama, he was a resident of Los Angeles.
Surviving are his widow, Elouisc, and
two sons, Jay and Kenneth.
Edward D. Ander
son, 62, died on May
1. Brodier Anderson
joined the Union in
the port of Buffalo in
1961 sailing as a
dredgeman since
1937 and for the
Great Lakes Dredge
and Dock Co. from 1961 to 1974. He was
born in Oswego, N.Y. and was a resi
dent of Riverview, Mich. Surviving are
his widow, Eileen; a son, James, and
two daughters, Eileen and Mrs. James
(Judy) Parsons of Wilmington, Del.
Pensioner Ferris
B. Oakley, 53, died
on July 13. Brother
Oakley joined the
Union in the port of
Elberta, Mich, in
1971 sailing as an
AB for the Ann Ar
bor (Mich.) Car Fer
ries from 1947 to 1965. He was born
in Mason, Mich, and was a resident of
Elberta. Surviving are a son, Fred and
two daughters. Rose and Mrs. Marie
Messer of Arcadia, Mich.
Pensioner Elvin L. Clifton, 72, died
of a stroke at home in Groves, Tex. on
May 31. Brother Clifton joined the
Union in Port Arthur, Tex. in 1963
sailing as a deckhand and cook for the
Sabine Towing and Transportation Co.
which he helped to organize. He also
worked as a welder in the Bethlehem
Steel Shipyard, Beaumont. Inland Boat
man Clifton was a native of Alto, Tex.
Burial was in Greenlawn Memorial
Park Cemetery, Port Arthur. Surviving
is his widow, Mattie.
28 / LOG/August 1977
•i'
�Francis J. HIggins,
36, died on June 29.
Brother Higgins
joined the Union in
the port of Buffalo in
1970 sailing as an
AB for the Reiss
Steamship Co., Erie
Sand, Huron Cement,
Kinsman Marine, American Steamship
and the Gartland Steamship Co. He was
born in New York City and was a res
ident of Detroit. Surviving are his
widow. Pearl; his mother, Agnes of
Brooklyn, N.Y., and a sister, Mrs. Mad
eline Christiansen.
1,^1
^
Willard L. Tolberl,
52, died of heart disease in South Chicago
(111.) Hospital on
June 14. Brother
Tolbert joined the
Union in the port of
Detroit in 1960 sail
ing as an OS, wiper
and cook for the American Steamship
Co. He was a World War II veteran of
the U.S. Army Medical Corps. Born in
Clay City, 111., he was a resident of
Centralia, 111, Burial was in Elmwood
Cemetery, Centralia. Surviving are two
sons, Robert and Daniel of Centralia,
and a daughter, Mary.
;0
Pensioner Ante
Baric, 62, died on
July 14. Brother Ba
ric joined the Union
in the port of Phila
delphia in 1961. He
sailed as a mate and
tug captain on the
Tug Trojan (Inde
pendent Towing) from 1952 to 1977.
A native of Lukoran, Yugoslavia, he
was a resident of Sharon Hill, Pa. In
land Boatman Baric was a naturalized
U.S. citizen. Surviving are his widow,
Mary; two sons, Daniel and Josko, and
three daughters, Linda, Maria and
Ruzaria.
Roy L. Diehl, Jr.,
53, died of a heart at
tack in Lourdes Hos
pital, Paducah, Ky.
on June 17. Brother
Diehl joined the Un
ion in the port of Pa
ducah in 1976 sailing
as deckhand, engine
utility and mate for Gulf Canal Lines.
Inland Boatman Diehl was a veteran of
the U.S. Army in World War II. Born
in Memphis, Tenn., he was a resident
of Paducah. Interment was in Mt. Carmel Cemetery, Paducah. Surviving is
his mother, Susie of Paducah.
Pensioner Sol I.
iBIeeker, 73, passed
! away in Lutheran
Medical Center,
Brooklyn, N.Y. on
July 16. Brother
I Bleeker joined the
j Union in the port of
I New York in I960
sailing as a deckhand, floatman and
bridgeman operator for the Penn-Central Railroad from 1941 to 1968. He
was born in Russia and was a natural
ized U.S. citizen. Inland Boatman
Bleeker was a resident of Little Neck,
Queens, N.Y. Surviving are his widow,
Lillian, and a daughter, Mrs. Florette
Henner.
Pensioner Wyndham R. Shelby, 63,
died of heart failure
in the Galveston
USPHS Hospital on
Apr. 17. Brother
Shelby joined the
Union in the port of
Houston in 1957 sail
ing as an AB. He also worked in the
steward department for the G
H
Towing Co. from 1948 to 1952. He
was a World War II veteran of the U.S.
Navy. A native of Canton, China, he
was a resident of Galveston. Cremation
took place in the Brookside Crematory,
Houston. Surviving are his widow, Lu
cille and a brother, William of Louis
ville, Ky.
Isaac S. Antonio,
49, died in Septem
ber 1976. Brother
Antonio joined the
SIU in 1945 in the
port of New York
sailing as a steward
utility. He sailed for
34 years. Born in
New York City, he was a resident of
the Bronx, N.Y. Surviving are his
mother, Harriet, and his brother, Jacob,
both of the Bronx.
•
Pensioner Samuel
T. "Brutus" Fatterson, 69, passed away
on Oct. 19, 1976.
Brother Patterson
joined the SIU in
1938 in the port of
New York and sailed
as chief steward. He
sailed 53 years and walked the picket
line in the 1961 N.Y. Harbor beef. Sea
farer Patterson was born in Jackson
ville, Fla. and was a resident of New
York City. Surviving are his widow,
Virginia, and a son, Samuel, Jr. of New
York City.
Pensioner Millard M. Cutler, 62, died
of cancer in the Norfolk USPHS Hos
pital on July 3. Brother Cutler joined
the Union in the port of Baltimore in
1955 sailing as a cook. He was born in
Beaufort, N.C. and was a resident of
Blounts Creek, N.C. Burial was in the
Cutler Family Cemetery, Blounts Creek.
Surviving are his widow, Adelaide; a
daughter, Mrs. Mildred D. Rogers of
Baltimore, and a sister, Mrs. Edna
Chamberlain of Chesapeake City, Va.
'Me Zhought Me Was
If you smoke pot or hashish or use
any kind of drugs at all on ship or
ashore, you might be interested in the
following unusual story. It's true, no
kidding.
This guy, his name was Tom, went
to a party this particular Saturday night,
and between him and about five or six
of his friends, smoked a couple of good
sized pipes of hashish. In his own
words, he "was smashed."
The party broke up at about 3 o'clock
in the morning, so Tom figured he'd
call it a night and head home. As he
stumbled down the block humming a
tune, all he could think about was sink
ing his oversized cranium into the soft
pillow on his bed.
He fumbled around a bit looking for
his car keys and then took a minute or
two trying to find the keyhole in the car
door. He finally got the door opened,
positioned himself in the driver's seat,
started it up and turned the radio on.
He let the car warm up for awhile
as he listened to the music. He then
turned the wheel and stepped on the
gas but the car just whined a bit and
wouldn't move. He went into a minor
panic because he knew absolutely noth
ing about cars. But he glanced at the
column and noticed the car
was still in neutral. Crisis over.
He eased away from the curb and
drove a few blocks to the entrance of
the Grand Central Parkway in Queens,
N.Y. He had already gotten one speed
ing ticket on this exact same road the
previous month, so he promised him
self to be extra careful this night for
two reasons: first, he was flying high
and was afraid of killing himself; sec
ond, he had half an ounce of grass and
a small chunk of hashish on him, and
he was in no shape to face the law if he
got stopped.
So as he drove along the parkway,
he stayed exclusively in the far right
lane letting the faster traffic pass him
on the left.
Flashing Lights
Everything seemed to be going fine as
he cruised along listening to the music.
But sure enough, he was on the highway
no more than five minutes when he no
ticed the flashing lights of a police car
alongside him to the left. The cop in
the passenger seat was motioning him
to pull over to the shoulder.
Tom obeyed promptly, but as he
pulled over he went into a mild para
noid panic. What was he going to say?
How was he going to face these cops in
his condition?
Pensioner Albert
W. Hembury, 75,
passed away on July
4^
5. Brother Hembury
joined the Union in
the port of New York
in 1960 sailing as a
floatman for the New
York, New Haven
Railroad from 1926 to 1967. He was
born in the Bronx, N.Y. and was a resi
dent there. Surviving is a brother, Sid
ney of the Bronx.
Alcoholism Is a
disease.
It can ha treated.
' Migh at-MPMZ
As one of the policemen walked over
to the car,-Tom tried to calm himself
down. He figured that the best tact
would be to remain as cool as possible,
answer all questions politely, admit that
he was speeding and simply accept the
ticket without an argument.
The cop, a man of about 50 or so,
bent down a bit and asked Tom how he
was feeling. Tom nervously answered
that he felt fine.
The cop then asked him if he thought
he deserved a ticket. Tom immediately
expressed his sorrow for speeding and
told the cop, yes, he did deserve a ticket.
The policeman, looking a little bit
shocked, then asked Tom how fast he
thought he was going. Tom didn't really
know for sure, but since the speed limit
was 50 mph, he said he thought he was
doing about 60 or 65.
The cop, looking more shocked than
ever, opened Tom's door and politely
said, "Son, would you mind stepping
out of the car."
In a deep panic now, Tom blurted
out, "Why, what seems to be the matter
officer?" The cop said simply, "Son, you
were doing four."
Tom was arrested for driving while
under the influence of drugs, and was
booked for possession after a search
turned up his grass and hashish.
In the long run, Tom got off pretty
easy, though. He was convicted of pos
session of small amounts of grass and
was given a fine. And the traffic judge
suspended his license for one year,
along with slapping him with a fine.
All in all, things worked out okay for
Tom. But if he had been a merchant
seaman, his trouble would just have
started.
You see, any drug conviction of any
kind is a sentence of life for a merchant
seaman. That is, the Coast Guard, by
no means as lenient as some local au
thorities when it comes to drugs, will
revoke your seaman's papers for life,
and that means the end of your career
at sea.
No matter what anyone says about
pot, however, there are some people
who will smoke it anytime, anywhere.
If you're one of those people, at least
have the courtesy not to smoke while
on duty, for your own good and the
good of the entire crew. There are
enough dangers involved with working
at sea. So don't make the situation
worse for anyone by trying to work
while flying alongside the flying bridge.
August 1977 / LOG / 29
�Orerseas Joyce Committee
Charlesfon Committee
r-
N.Y. Patrolman George Ripoli (seated center) holds shipboard meeting with
the Ship's Committee of the SS Charleston (Sea-Land). Seated left is Re
certified Bosun Jan Beye, ship's chairman. From left standing are; Deck
Delegate Walter Gustavson; Steward Delegate Robert Frazier, and Engine
Delegate John Pasko. Seated right is Chief Steward W. Seltzer, secretaryreporter. The ship paid off at Port Elizabeth, N.J. on July 21.
Sea-Land Resource Committee
Flelping to crew up on Aug. 1 is the Ship's Committee of the ST Overseas Joyce
(Maritime Overseas). From left are: Engine Delegate J. Ashley; Deck Delegate
J. Nava; Chief Steward Steven Szeibert, secretary-reporter; Recertified Bosun
Alfred Anderson, ship's chairman, and Steward Delegate Jose Rivera. The
tanker sailed from Stapleton Anchorage, S.I., N.Y.
Delta Paraguay Committee
On his next to last voyage before retirement is Seafarer Allen Batchelor
(fourth from left) of the SS Sea-Land Resource. The Ship's Committee and a
crewmember, from left are: Engine Delegate Rod Borlase; Steward Delegate
Phil Pron; Recertified Bosun Peter Drewes, ship's chairman; Charles Wilson
of the steward department, and Educational Director K. Katsalis. The containership had a payoff in late July in Port Elizabeth, N.J.
Posing for a group photo Is the Ship's Committee of the SS Delta Paraguay
(Delta Lines). From left are: Chief Steward W. Miles, secretary-reporter; Third
Cook J. Melendez, steward delegate; Educational Director Frank W. Chavers,
and Recertified Bosun Robert D. Schvyarz, ship's chairman. The ship paid off
late in July in the port of New Orleans.
H&RE&BIU:
At Your Service
The Hotel and Restaurant Employees and
Bartenders International Union is 450,000
chambermaids, bellmen, waiters, waitresses,
bartenders, cooks, cafeteria employees, and
miscellaneous restaurant and hotel workers.
Each believes in the great union tradition of
a good day's work for a good day's pay. All
take pride in serving you, the public.
The next time you go out to dinner or order
a drink at a bar, make sure that you are being
served by someone wearing a union button.
For 85 years, the Hotel and Restaurant Em
ployees and Bartenders International Union
has requested that all its members, while on
the job, wear the working button appropriate
to their trade. The H&RE&BIU feels that this
is an important way in which a member can
express pride in the labor movement and faith
in the collective bargaining efforts of their In
ternational Union.
30/LOG/August 1977
HOTCL $ RtjituMi Immnia
>B«»TthOm IHTUUTIOIIAI UNION #
m
HOTCI * Rf JTNUNNNT ENNIOTKI
OttNKHOINO iMTlNEaTIOIUl. UNION O
HOTCL iRCSTAUIANT EMNiotcn
O juBTiNOHo INTVINAHOHAL UNION #
-r.-cio
ffflS
UNIO
The H&RE&BIU requires in its standard con
tract that employers display one of the Union
cards: The Union House card, the Union Bar
card, or the Union Motel card. Like the but
ton, the LJnion cards make people aware of
the H&RE&BIU, reminding them that the
quality service they are receiving is typical of
the service they can'expect at all Union estab
lishments.
The cards and buttons also benefit the em
ployer. Today, nearly 20 million families de
rive their income from employment that is
protected by collective bargaining agree
ments. These millions represent enormous
a UNION LABEL feature
buying power, if all union families could be
educated to buy union and patronize union
establishments, the employer would soon
realize that it is his great privilege to display
the Union Label.
So, when you are in the market for food or
lodging, look for the H&RE&BIU cards and
buttons. They are your guarantee of quality
service and professionalism. View your pa
tronage as a personal contribution to the
strength of American Labor, for a strong labor
movement means security and prosperity for
all of us.
�Sea-Land Venture Committee
Sea-Land Economy Committee
Here's part of the SS Sea-Land Venture's Ship's Committee at a payoff in the
port of New Orleans late in July. From left are: Engine Delegate A. R. Brown;
Steward Delegate L. O. Hansen, and Recertified Bosun William L. Robinson,
ship's chairman.
Paying off late in July in the port of New Orleans was the Ship's Committee of
the SS Sea-Land Economy. From left are: Chief Cook S. Morris, steward dele
gate; Recertified Bosun Luther V. Myrex, ship's chairman; Chief Steward Leroy
Nicholas, secretary-reporter, and Deck Delegate Benjamin "Tiny" Jarratt.
KNOW YOUR RIGHTS
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SlU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
tRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees'
in charge of these funds shall equally consist of Union
and management representatives and their alternates. Ail
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the shipowners. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there ims boon any viohulon
of your shipping or seniority rights as contained in the
contracts between the Union and the shipowners, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
ship. Know your contract rights, as well as your obliga
tions, such as filing for OT on the proper sheets and in
the proper manner. If, at any time, any SIU patrolman
or other Union ofiicial, in your opinion, fails to protect
your contract rights properly, contact the nearest SIU
port agent.
EDITORIAL POLICY — SEAFARERS LOG. The
Log has traditionally refrained from publishing any ar
ticle serving the political purposes of any individual in
the Union, officer or member. It has also refrained from
publishing articles deemed harmful to the Union or its
collective membership. This established policy has been
reaffirmed by membership action at the September, 1960,
meetings in all constitutional ports. The responsibility for
Log policy is vested in an editorial board which consists
of the Executive Board of the Union. The Executive
Board may delegate, from among its ranks, one individual
to carry out this responsibility.
PAYMENT OF MONIES. No monies are to he paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone at
tempts to require any such payment be made without sup
plying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to headquarters.
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so alVected
should immediately notify headquarters.
EQUAL RIGHTS. All Seafarers are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no Seafarer may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing but not limited to furthering the political, social and
economic interests of Seafarer seamen, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and the
advancement of trade union concepts. In connection with
such objects, SPAD supports and contributes to political
candidates for elective oflice. All contributions are vol
untary. No contribution may be solicited or received
because of force, job discrimination, financial reprisal, or
threat of such conduct, or as a condition of membership
in the Union or of employment. If a contribution is made
by reason of the above improper conduct, notify the Sea
farers Union or SPAD by certified mail within 30 days of
the contribution for investigation and appropriate action
and refund, if involuntary. Support SPAD to protect and
further your economic, political and social interests,
American trade union concepts and Seafarer seamen.
If at any time a Seafarer feels that any uf the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Hall
at headquarters by certified mail, return receipt requested.
Once an Arctic Ocean Fisherman, He Sails Deck on Great Lakes
Seamen from all over the world have
settled on the Great Lakes. From
Norway came Fridtjof "Fritz'* Martinussen who has been an SIU member
since 1946, sailing as an AB, wheels
man, quartermaster and bosun. He
began his career in his native country in
1930, on a fishing boat in the Arctic
Ocean.
"The sea was a way of life in North
ern Norway," Brother Martinussen
said. In those days most of the young
men from his area joined the fishing
fleet. He remembers working the lines
and nets all day to catch halibut and
cod until he was ready to drop from
exhaustion.
Later he took off on deep-sea freight
ers. When the Germans invaded Nor
way during the Second World War he
was on a Norwegian ship in Yokahama,
^REATLAICES
Japan. "I signed up on a Norwegian
ship headed for England," he recalled.
"Then upon arriving Christmas Day of
1940, I joined the Free Norwegian
Navy." About two-thirds of the Nor
wegian merchant fleet was out at sea
when the Germans invaded. These
ships joined the freedom forces under
the Norwegian king who had set up a
government-in-exile in London, he ex
plained. The Free Norwegian Navy
fought alongside the Allies against the
Germans.
Later Martinussen was transferred to
the merchant fleet. "In December of
1944 I paid off a ship in New York
City. I have been in the States ever
"Fritz" Martinussen
since," he told the Log. He joined the
SIU on the Lakes in 1946 and worked
steadily there except for a few deep-sea
trips. Now he works on the Bo-Lo boats
but he also sailed on the old Milwaukee
Clipper, the D&C ships, and passenger
sidewheelers that went out of business
in the early 1950's. He chose the Lakes
bcrause his brother, who is now retired,
was sailing as mate on a Lakes ship.
When the conversation turned to
safety on the Lakes, Brother Martinus
sen outlined his idea for a new type of
lifeboat. "An enclosed capsule that is
self-launching would be the best, be
cause in a storm you can die from ex
posure in an open craft. Even in sum
mer the water temperature of Lake
Superior does not go above 39-40
degrees. Also, the Lakes boats sink sud
denly. By the time you launch a life
boat it is too late."
He continued, "It is my personal
opinion that the Lakes vessels arc, often
overloaded and the captains are under
pressure from the company office to sail
even in bad weather. It has been like
that for years and years."
August 1977 / LOG / 31
�1970 Scholarship Winner Finds College Diploma Boosts Career
Deciding what to do with your life
is a major step for most young people.
Although college does not always solve
the problem, it makes it easier to suc
ceed in whatever career you finally
choose.
Lynn Karpiak Turley, a 1970 SlU
scholarship winner found this out last
year when she decided to stop working
for an insurance company and become
a nurse.
Because she already had a college
diploma, she was able to enter Seton
Hall University College of Nursing in
South Orange, N.J. in June 1976. She
hopes to graduate in December 1977.
Otherwise, to get a Registered Nurse's
degree might have taken four years. In
addition, having both degrees betters
her chances for getting a job after grad
uation.
As a life service representative for
the insurance company, Mrs. Turley
would answer agents' questions about
the policies. "After I learned about all
the policies, I didn't enjoy the job any
more," she noted, "because there was
nothing left to learn." The company
had no need for an underwriter trainee.
Wanting to move along in the career
world, she then began to look elsewhere.
Loves Nursing School
"I had always thought about medi
cine in some form," she continued. So
when her sister-in-law mentioned nurs
ing, she decided to give it a try. "I love
nursing school," she said.
"In nursing school, you learn all
about the human body and how it func
tions. As a nurse I will be responsible
for passing this information along to
the patients. For example, I may have
to teach a diabetic patient how to take
care of himself. The idea of helping
someone when they are in pain also is
very satisfying."
She hopes to eventually get a master's
degree in midwifery, which will enable
her to take care of expectant mothers
and deliver babies.
"Now that I am paying my own way
through nursing school," she declared,
"I have found out how fantastic the SIU
scholarship was. I didn't fully appreci
ate it when 1 was in college, although
my parents certainly did."
Lynn Karpiak attended St. Peter's
College in Jersey City, N.J. and gradu
ated with a degree in psychology in
1974. While at school, she met her
MEMBERSHIP MEETINGS'
SCHEDULE
Port
Dale-
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Detroit
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis ...
Cleveland
Jersey City
Sept. 6
Sept. 6
Sept. 7
Sept. 8
Sept. 8
Sept. 9
Sept. 1 2
Sept. 1 3
Sept. 1 4
Sept. 15
Sept. 19
Sept. 23
Sept. 10
Sept. 8
Sept. 17
Sept. 13
.Sept. 13
Sept. 14
Sept. 16
Sept. 15
Sept. 12
Lynn Karpiak Turley
a member of the RMR Division of the
husband, Jim Turley.
then SlU-affiliated Inland Boatmen's
"I liked having to take all kinds of
Union
at the time she won the scholar
courses at college," she explained.
"Even subjects you didn't want, turn ship. The family lived in Jersey^City,
out to be enjoyable. It's a real switch Right now Karpiak is working for a
from high school. The instructors treat drug store. He and his wife spend their
weekends at their house in the Pocono
you like an adult."
Mountains of Pennsylvania.
Joseph Karpiak, Lynn's father, was
Seamen s Safety Ignored
Deep Sea
Lakes, Inland Waters
2:30 p.m
2:30 p.m
2:30 p.m
9:30 a.m
2:00 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
2:30 p.m
10:30 a.m,
2:30 p.m
—
—
—
—
2:30 p.m.
—
—
UIW
7:00 p.m.
7:00 p.m.
7:00 p.m.
7:00 p.m.
—
—
7:00 p.m.
7:00 p.m.
—
—
—
Continued from Page 3
subject of gangway ladders at the Coast
Guard seminar in March, Bluitt said.
Lakes vessels still use straight metal
ladders. These ladders are without hand
rails or cargo nets and often there is
no gangway watch to help in case of.
trouble. In 1976, three SIU members
aboard Great Lakes vessels were killed
in falls from these ladders.
U.S. Rep. Philip Ruppe (R-Mich.)
even suggested a suitable type of gang
way/ladder carried aboard Finnish ice
breakers. Yet nothing has been done.
Bluitt also called for watertight com
partments to divide the holds of Great
Lakes bulk carriers.
Intolerable Conditions
1:00 p.m.
A final issue was the intolerable
working conditions of gatemen and conveyormen who operate the self-unload
ing equipment aboard Lakes carriers.
The unloading department consists
of from two to four men, Bluitt said.
These men work around the clock while
the vessel is unloading. Since they work
Shipping Report for Inland Waters
FOR THE MONTH OF JULY 1977
TOTAL JOBS SHIPPED
Permanent Jobs
Relief Jobs
BALTIMORE . .
BOSTON , V. . .
HOUSTON ^ . ,
JACKSONVILLE
NEW YORK
MOBILE
NORiFOLK
NEW ORLEANS
PADUCAH .
PHILADELPHIA
PINEY POINT
PORT ARTHUR
PUERTORICO
RIVER ROUGE
^ ST. LOUIS . . .
TAMPA
TOTALALL PORTS
Class A
Class B
Class C
0
0
4
1
0
0
0
1
4
0
0
7
0
7
7
0
0
3
0
0
0
0
0
1
0
0
3
0
0
8
0
0
4
0
0
0
•
Q Iv-:
• .31
15'": •
ll'/7'-'lls
10
8
8
0
IS
/0
55
Class A
Class B
• .
3
L..
0
0
0
0
0
0
104
0
23
0
0
0
3
• 3
84
27
0
0
0 ..U:.., 0 ,
0
0 ,
0
0
0
0..
- 0'
0
, 215
•
33
TOTAL MEN
ON BE/\CH
Class C
Class A Cisss B
•' 1 •
1
3
0
0
0
, 0 .
9
6
0
0
1
0
0
0
0
0
0
• 0
45
0
0
4
1
48
2
1 'I
144
0
. 79J
0
• 0
Q&M
9
0
0
1 .V0
'/":••••-.5/
0
18
0 .
i39
104
m the poorly ventilated ship's tunnel
where the conveyor is located, the men
breathe toxic dust from the coal, ore,
and gypsum cargoes.
"Many must retire early because of
respiratory ailments," he explained.
"The masks for respiration supplied to
them are of little use since they are
cumbersome and difficult to wear while
working."
The Coast Guard has never dealt with
this occupational hazard. Nor has it
considered the workload in the unload
ing department and "the need for regu
lar and constant relief."
The Detroit port agent concluded his
testimony by requesting a thorough in
vestigation and corrective legislation.
Notke to Members
Oil
ProteJure
When throwing in for work dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
e registration card
• clinic card
• seaman's papers
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Subsection 7 of the SIU Shipping
Rules:
^^Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, imdue hardship will result
or extenuating circumstances war- >
rant such waiver."
Also, aU entry rated members
must show their last six months
dischaj^es.
-.'A,.
32 / LOG / August 1977
�Tlie Harrv LuiKieberg -%Q' School of Seamanship
—
V
•-
-O
"for a hotter job today, and jot) security tomorrow. *"
f
fi--
Al
Wv
i
V
4
t
vJ\
Fifteen SlU members gather for photo after completing Able-Seaman Program
at the Lundeberg School. They are, front row from the left, Samuel Baugh,
Raymond Grace, John Mitchell, Diana Bandelean, Ken Leiby, Keith Orbyan
and Michael Willis. Back row from the left are, Jim Gllmartin, Sean Rafferty,
Jeff Davis, Lawrence Osemjart, Ben Belli, William Munroe, Kenneth Chrisman
and Dave Wallin.
Big Jump in Pay Goes Along With Upgraded Skills
There are many good reasons why
Seafarers should upgrade their skills
at the Lundeberg School. But from the
well as higher overtime and premium
rates.
It's as simple as that. Each time a
Seafarer increases his skills and his
rating, he also increases his earning
power.
Especially for our entry-rated
members, there is no better time
than right now to take advantage of
the Lundeberg School's upgrading
programs.
Shipping has been, and is expected
to remain good to excellent in most
deep sea ports. This trend in shipping
is providing more jobs for Seafarers
right across-the-board. But the biggest
increase in job opportunities for Sea
farers is in llie middle ratings of ableseaman, assistant cook and fireman,
oiler, watertender (FOWT).
This increase in middle-rated jobs
for Seafarers, then, presents a perfect
opportunity for entry rated men to
upgrade their skills and move up into
these jobs.
At the same time, as our entry mem
bers move up, the Union will be able
to bring new men into the Union and
the industry. This kind of manpower
individual member's point. of view,
the most important reason is—money.
That is, higher base monthly wages as
Twenty-one Seafarers who had been sailing in the entry ratings recently took
the opportunity to upgrade their skills to FOWT at the Lundeberg School. They
are, kneeling, Stan Orlands, left, and Joe Mispagel. Front row from the left are.
Seafarers Bill Atwell, Gregory Patino, Hector Toro, Mike Fester, Clark Cosner,
Joe Barry, Ed Sanderson, Bob Scrivens and Sal Mobile. Back row from the
left are. Seafarers Walt Davison, Michael Moore, Alfred Gonzalez, Tim Stagg,
Jiiii McNeely, Richard Schwender, Jr., Richard Holmes, Buz Morrison, Harry
Gearhart and Jim Emidy.
Wage Comparisons of Entry, Middle Rated Deep-Sea Jobs
Below is a coniparisoii of wage scales between the entry rated jobs and the middle rated jobs on
deep-sea vessels. It compares ordinary seaman with able-seaman, messman with assistant cook and
wiper with fireman, oiler, watertender (FOWT). The scales are based on the present Standard
Freightship Agreement.
Middle Rated Jobs
Entry Rated Jobs
Base Monthly
Wages
Premium
Rate
Ordinary Seaman
5.40
617.59
612.78
Messman
5.38
733.92
Wiper
6.42
Overtime
Rate
3.51
3.51
3.51
Base Monthly
Wages
Prtnninm
Rate
Overtime
Rate
790.10
Able-Seaman
6.89
4.43
779.42
Assistant Cook
6.83
4.43
790.10
FOWT
6.89
4.43
Why wait any longer, increase your wages significantly. Upgrade at the Lundeberg School.
cycle is the cornerstone of the SlU's
job security structure.
The difference in pay between the
entry rated and middle rated jobs is
significant. For instance, under the
present Standard Freightship Agree
ment, base monthly wages for an
ordinary seaman is $617.59. How
ever, an able-seaman's base pay is
$790.10 per month.
In the steward department, base pay
for a messman is $612.78 per month.
But an assistant cook's I»ase pay is
$779.42 per month.
In the engine department, a wijier's
base pay is $733.92 per montii. But an
FOWT's base pay is $790.10 a montli.
In addition to base pay, of course,
overtime and premium rates are
higher for middle rated Seafarers.
(Refer to wage chart on this page
for comparisons.)
To accommodate our entry rated
members' upgrading needs, the Lunde
berg School has scheduled numerous
classes for able-seaman, FOWT and
assistant cook for the rest of this and
next year.
Three able-seaman classes are
scheduled for the remainder of this
year on Sept. 2, Oct. 27 and Nov. 23.
In addition, the School has jilanned
seven AB classes for 1978.
There are two FOWT classes re
maining this year which begin Sept.
30 and Oct. 31. Six FOWT classes are
scheduled for next year.
For assistant cook, three cla.sses re
main for this year. They will begin
Sept. 15, Oct. 27 and Dee. 8. Six as
sistant cook courses are planned for
1978.
Upgrading opportunities for all de
partments are readily available to all
Seafarers at the Lundeberg School.
But it is up to you to take advantage
of them.
If you are interested in upgrading
at the Lundeberg School, talk to your
local SIU representative. Or, fill out
an upgrading application (opposite
page) and send it directly to the
Lundeberg School Vocational Educa
tion Department.
August 1977 / LOG / 33
�SIURep Luigi lovino Gets His High School Diploma at HLSS
Long-time SIU Representative Luigi
lovino recently achieved what he con
siders a very important goal for him.
He completed the high school GED
Program at the Harry Lundeberg
School and earned his high school
equivalency diploma.
Brother lovino has been a member
of the SIU for 31 years. Eighteen of
those years have been spent as an SIU
oflicial. He has sailed in the deck de
partment as bosun and AB. He also
shipped in the steward department
for 12 years. During his travels he has
been to many different climates
which include England, Germany,
France, Spain, Italy, Greece, Africa,
Turkey, Arabia, South America, the
Far East, Japan, the Phillipines and
Indo China.
Seafarer lovino decided to get his
high school diploma "to better myself
for speaking and reading."
He added, "Even though I didn't
have an education, I did read quite a
hit. I believe that this helped me dur
ing the program. But it took the school
and teachers to put it all together so
that I could get my diploma."
Brother lovino feels that "every
body in the SIU should take advantage
of the programs at HLS. It is here for
all members to attend, whether young
or old."
The High School Equivalency Pro
gram is "wonderful". Brother lovino
said. "The teachers take an interest in
helping you. The methods they use are
very effective. I really liked the entire
program."
If you are interested in the High
School Equivalency Program offered
at HLS, contact your port agent or
write to the Academic Department at
the Harry Lundeberg School, Piney
Point, Md. 20674.
The Harry Lundeberg-^ School of Seamanship
V
"For a belter job today, and job security tomorrow."
Deck
jparlnient
LIFEBOATMAN
The course of instruction is two weeks
in length and leads to the Coast Guard
endorsement of Lifeboatman.
ABLE SEAMAN
Course Requirements: Musi have
90 days seatime in any tlepartment.
The course of inslruclion is four weeks
in leiigtli and leads lo ihe (.'oast (niard en
dorsement of Able Seaman—12 Months
—Any W aters or Able Seaman—Unlim
ited—Any Waters.
Course Requirements: Able Sea
man 12 Months—Any Waters. You
must:
• He 19 years of age
• Have 12 months seatime as Ordi
nary Seaman, OK
Be a graduate of HLS at Piney Point
and have eight months seatime as
Ordinary Seaman
• He able to pass tin- ))rescribed physi
cal. including eyesight requirements.
Able Seaman Unlimited — Any
Waters. You must:
• He 19 years of age
• Have 36 months s(>atime as Ordinary
.Seaman or 12 Months Able Seaman
• He able to pass the prescribed physi
cal, including eyesight requirements.
Starting dates: June 9, 23; July 7,
21; Aug. 4, 18; Sept. 1, 15, 29, and
Oct. 13, 27.
.Starting dales: Sept. 2, Oct. 27 and
Nov. 23,1977.
Pumproom Course
To Begin Oct. 17
On Oct. 17, 1977, the Lundeberg
School will offer an important course
for rated black gang men. The course
is Puinprooin Operation and Mainte
nance. It i.s open to those engine room
niember.s who hold a QMED any
rating.
The course will deal with the opera
tion and inaintenance of valves, load
ing procedures, cargo pump operation
and cargo measurement.
The course will also include instruc
tion in discharging procedures, ballast
ing procedures, tank cleaning, inert
gas systems, firefighting
and safety,
pollution control and cargo control
systems.
Members interested in taking the
course are advised to contact the l^eal
Union ofhce as soon as possible.
Steward
De[)arlment
All Steward Department Courses
Lead To Certification By HLSS.
CHIEF STEWARD
Kngine
De|)artmeiit
FOWT
The cours(> is four weeks in length and
leads lo endor.semenl as Fireman, W alertender. and/or Oiler.Course Requirements: If you have
a Wiper endorsement only, you
must:
• He able to pass the pri-.scrihed physi
cal, including eyesight requirements
• Have six months seatime as W iper,
OR
He a graduate of HLS at Piney Point
and have three months seatime as
Wiper
• If you have an engine department
rating there are no requirements.
Starting dates: Sept. 30 and Oct. 31,
1977.
LNG/LPG
The course of instruction leading to
certification as LNG/LPG crew consists
of basic chemistry, tank and ship con
struction, gasification, reliquehcalion
procedures, inert gas and nitrogen sys
tems, instrumentation, safely and firefighting, loading, uidoading and trans
porting LNG/LPG.
Course Requirements: Engine
room personnel must hold QMED
—Any Rating. Others, deck and
steward department personnel must
hold a rating in their department.
The normal length of the course is
four (4) weeks.
Starting date: Nov. 28.
34 / LOG / August 1977
SIU Representative Luigi lovino, second from left, is the happiest guy in Piney
Point after completing the School's GED Program and achieving his high
school equivalency diploma. Congratulating him, from the left are: Roman
Gralewicz, president of the SIU of Canada; Margaret Nalen, director of aca
demic education at the Lundeberg School, and Mike Sacco, vice-president
of the Lundeberg School.
The course of instruction is six weeks
long and covers all phases of steward
department management and operation.
Course Requirements: All candi
dates must have seatime and/or
training in compliance with on® of
the following:
• Throe years seatime in a rating
above 3rd cook or assistant cook OR
• Six months seatime as 3rd cook or
a.ssistant cook, six months seatime as
cook and baker, six months seatime
as chief cook and hold HLS certifi
cates of completion for each pro
gram OR
• 12 months seatime as 3rd cook or
assistant cook, six months seatime as
cook and baker, .six months seatime
as chief cook and hold HLS certifi
cates of completion for the cook and
baker and chief cook programs OR
• 12 months seatime as 3rd cook or
assistant cook, 12 months seatime as
cook and baker, and six months sea
time as chief cook and hold an HLS
certificate of completion for the
chief cook program.
Starting dates: July 7, Aug. 18, Sept.
29, and Nov. 10.
ASSISTANT COOK
The course of instruction is six weeks
in length and students specialize in the
selection and preparation of vegetables
and salads.
Course Requirements: All candi
dates must have 12 months seatime
in the steward department, OR
three months seatime in the steward
department and he a graduate of the
HLS entry rating program.
Starting dates: Sept. 15, Oct. 17 and
Dec. 8,1977.
CHIEF COOK
The course of instruction is six weeks
in length and students specialize in the
preparation of soups, sauces, meats, sea
foods, and gravies.
Course Requirements: All candi
dates must have seatime and/or
training in compliance with one of
the following:
• 12 months seatime as cook and baker
OR
• Three years seatime in the steward
department, with six months as 3rd
cook or assistant cook and six
months as cook and baker OR
• Six months seatime as 3rd cook or
assistant cook and six months as
cook and baker OR
• 12 months seatime as 3rd cook or
assLstant cook and six months sea
time as cook and baker and hold a
certificate of completion for the HLS
cook and baker training program.
Starting dales: June 9, July 21, Sept.
1, Oct. 13, and Nov. 25.
COOK AND BAKER
The course of instruction is six weeks
in length and students specialize in the
selection and preparation of breakfast
foods, breads, des.serts, and pastries.
Course Re«pjireiiueiit8: All eaudidates must have seatime and/or
training in compliance with one of
the following:
• 12 months seatime as a 3rd cook or
assi.stant cook OR
• 24 months in the steward depart
ment with six months as a 3rd cook
or assistant cook OR
• Six months seatime as 3rd cook or
assistant cook and hold a certificate
of completion from the HLS assist
ant cook training program.
Starting dates: June 9, 23; July 7,
21; Aug. 4, 18; Sept. 1,15, 29, and
Oct. 13,27.
Note: Course.s and starting dates are
subject to change at any time. Any
change will he noted in the LOG.
�4 \
FOWT Graduates
6 Are Lifeboatmeii
Recent FOWT grads display their FOWT endorsements. They are from the
left, Seafarers Ned Pedersen, Larry Clement, Marcel Scuderi, Jose Del Rio
and Martin Sweeney.
Recent grads of the Lundeberg School's Lifeboat course are, front row from
the left: Harry Smith, Steve Theobald and Jake Gimbert. Back row from the
left are Seafarers D. Ketchum, Dave Brunsburg and Tom Bluitt.
He's a Chief Cook
Happy Chief Cook
Seafarer Michael Laurie recently got
his chief cook's endorsement at the
Lundeberg School.
Seafarer Earl Gray couldn't be hap
pier after completing Chief Cook's
program at Lundeberg School.
8 Complete Welding Course
Eight Seafarers completed the basic welding course at the Lundeberg School
this month. They are, standing from the left, Philip Booher, Spero Moche, Jr.,
Richard Bramley, William Lee Thomas, Don Dokulil and Michael Phillips.
Kneeling are Seafarers Worcester Johnson, left, and Darrell Camp.
Illlllllllllllll'llillll
Lifeboat Grads
2 Assistant Cooks
Recent graduates of the Lundeberg School's Lifeboat program are Seafarers
Jennings Hockman, left, and Michael Laurie.
Holding assistant cook endorsement after completing program at the Lunde
berg School are Seafarers Javan W. Currie, left, and Laird Mills.
August 1977 / LOG / 35
�HIGH SCHOOL EQUIVALENCY DIPLOMA AVAILABLE TO ALL
Get the reading, writing and math
skills you need for joh security and
upgrading through the high school
equivalency (General Educational De
velopment) program at the Harry
Lundeherg School.
It lakes only four to eight weeks,
and your fellow Boatmen and seamen
who have gone through the program
can tell you that it's really worth it.
Interested? Pick up a copy of the
pre-test kit in your port, or write to:
Margaret Nalen, Director
Academic Education Department
Harry Lundeherg School
Piney Point, Md. 20674
When you have completed the test,
return it to the Lundeherg School.
HLS will tell you the results and give
you an estimate of the length of time
you'll need to complete the GED Pro
gram.
KEIMEM BER ! This test is not to see
who scores high or low. It helps HLS
design a study program just for you—
seatime with a contributory employer.
Your classes will he small (usually
just six or eight students.) You'll get
lots of individual help. And, complet
ing the GED Program opens the door
a program that will enable our teach
ers to help you get your high school
diploma as soon as possible.
So, apply today. It's easy to qualify.
Just Qiake sure you have one year of
Three Become Assistant Cooks
to the other educational opportunities
that the SIU has for you. A high
school diploma is the first step to
wards qualifying for one of the three
scholarships for seamen and Boatmen
that are offered each year.
Directory of All
Upgrading Courses
DEEPSEA, LAKES COURSES
•
•J
•
•
•
•
^1
These three Seafarers look plenty happy after completing Assistant Cooks
Program at Lundeherg School. They are, from the left, Ronald Dawsey, Luccan
Hood and Virgilio Rivera.
•
•
•
•
•
•
•
•
•
7 College Scholarships Awarded
Yearly to Members^ Dependents
Another part of the .Sll "s total educa
tional program for its members is the
I nion's (.ollege Seliolarships Fund. Each
year the SIL awards five .SI0,000 fouryear scholarships. of which one is reserved
for a I nion member and four for depiuidents of members.
number of years, .so you will only be comjieting with other .seamen with similar
educational backgrounds. The awards are
granted in .April of i-aeh year and tlie
deadline for the receipt of all application?
is usually around A{)ril 1.
Eligiiiility rerpiirements are as follows;
The I nion al-so awards two S.o.OOO twoyear seliolarships reserved exclusively for
members. Tin- two-year scholarships offer
various opjiortunities especially for the
member who plans to keep shipjiing. In
such a program you may develop a trade
or skill (whieh would improve your performanee aboard ship as well as helping
you obtain a better paying job when you
are ashore.
• Have not less than two years of ac
tual employment (three years for the par
ent or guardian of dependents) on ve.s.sels
of eomj)anies signatory to the .Seafarers
Welfare Plan.
The SI0.000 scholarships may be used
to pursue any held of study at any ac
credited college or university in the I .S.
or Ms terriiories.
In regard to our members, aiiplieation
recpiirements are geared for the man or
woman who has been out of school for a
Upgrades to FOWT
Seafarer Chris Benzenberg shows
certificate of achievement he re
ceived after recently completing
FOWT program at Lundeherg School.
•
•
•
•
Deck Departnienl
Able-seaman, 12 Months Any
W^aters
Able-seaman, Unlimited Any
W^atcrs
Lifeboatman
Quartermaster
Engine Department
Firemaii, Oiler, Watertender
(FOWT)
,
r
QMED—Any Rating
Advanced Pumpman Procedures
Automation
LNG-LPG
Refrigerated Containers
WYIder
Diesel Engines
Marine Electrical Maintenance
Pumproom Maintenance and
Operation
Steward Departmenft
Assistant C.ook
Cook and Baker"
Chief Cook
Chief Steward
•V,;-
INLAND WATERS COURSES
• Have one day of «-mployment on a
ve.ssel in the six-month period immediatelv i)reeeding date of aj>fdication.
• Have 90 days of employment on a
vessel in the previous calendar year.
Pick >ip a seholarshiji aj)plieation now.
They are available for you and vour de
pendents at the local I nion hall or by
writing to the .Seafarers Welfare Plan.
College .Scholarships. 27.5 2()th St.. RrookIvn. \.Y. 1121.5.
•
•
•
•
•
•
•
•
ty
^
Able-Seaman
; ;
Pre-lYw-boat Opt'ratQC
'
Original Towboat Operator,,^fT^
Master/Mate Uninspected Ves.<els Not Over 300 Gross Tons
L'pon Oceans
•
First Class Pilot
Radar Observer
Pre-Engineer Diesel Engines
Assistant Engineer Uninspected
Motor Vessels
t'
I
LUNDEHERG UPGRADING APPLICATION
Do you hold a letter of completion for Lifeboat:
U] Yes
Q No;
Firefighting: • Yes • No
Date of Birth
Name
Dates Available for Training
(Middle)
(Kiial)
-
Mo./Day/Year
Address
(Refer to Directory for all course listings.)
(Street)
1 Am Interested in the Following Course(s)
Telephone #.
(City)
(State)
Deepsea Member Q
(Zip Code)
'
(Area Code)
lidand Waters Member Q
Lakes Member Q
Seniority
Book Number
Date Book
Was Issued.
Port Presently
Registered ln_
Port Issued-
Endorsement (s) Now HehL
Social .Security #.
Piney Point Graduate: • Yes
No Q
Entry Program: From
to
RECORD OF EMPLOYMENT TIME—(Show only amount needed to up- '
grade in rating noted above or attach letter of servictg whichever is applicable.) |
VESSEL
RATING
HELD
DATE
SHIPPED
DATE OF
I
DISCHARGE
I
(if so, fill in below)
Endorsement (s) Received
(Dalt"^ Altrndcd)
SIGNATURE.
DATE.
I pgrading Program:
From
to
(Daft's .Atlcndcd)
Endorsement (s) Received
RETURN COMPLETED APPLICATION TO:
LUNDEBERG UPGRADING CENTER,
PINEY POINT, MD. 20674
I
I
I
I
I
.J
36 / LOG / August 1977
�COLUMBIA (Mount Shipping), June
26—Chairman, Recertified Bosun Gus
Magoulas; Secretary O. Oakley; Edu
cational Director H. Hunt; Steward
Delegate Osborne Williams. No dis
puted OT. Secretary reported that a let
ter concerning getting a new TV was
written to Frank Drozak and his reply
was posted for everyone to read. Re
port to the Seafarers Log: "We have
been receiving the Seafarers Log quite
regular now and thank you. Would like
to know if color photos can be reprinted
by the Logl We have heard pro and con
concerning the subject. We suggest that
you have a little note printed in the Log
so that everyone will know what to do
and more photographs can then be sub
mitted to the Log for publication."
Ed. NOTE:
(A reply was sent to Chairman Gus
Magoulas in answer to the above re
quest on July 15. In this issue of the
Log there is an explanation for all mem
bers as to the best way to submit photos
for use in the newspaper.)
'
\
NEWARK (Sea-Land Service), June
12—Chairman, A. Vilanova; Secretary
Ken Hayes; Educational Director R.
Coleman; Steward Delegate Donald M.
King. $8.12 in ship's fund. No disputed
OT. Crew was asked to read Education
Series No. 8 which was received. Chair
man discussed the May issue of the T.og
and requested all crewmembers to read
up on the position of the Union on
several bills now in the House. Also re
minded everyone of the importance of
donating to SPAD. Observed one min
ute of silence in memory of our departed
brothers.
GALVESTON (Sea-Land Service),
June 12—Chairman, Recertified Bosun
Charles Dawson; Secretary L. Crane;
Deck Delegate Robert Erickson; Engine
Delegate A. G. Andersen; Steward
Delegate W. Davcy. No disputed OT.
Crewmembers were advised by the
Chairman to read the articles in the
latest Log and also on the importance
of donating to SPAD. A vote of thanks
was given to : ic j. jward department for
good food and service and to the other
departments for helping to keep a clean
ship. Next port, Seattle.
WACOSTA (Sea-Land Service), June
26—Chairman, Recertified Bosun Wil
liam Feil; Secretary R. De Boissiere;
Educational Director Ewald P. Fahle;
Deck Delegate William Vortier; Engine
Delegate Rick Sayers; Steward Dele
gate Samuel Satomayor. $30 in ship's
fund. Some disputed OT in deck de
partment. A vote of thanks to all dele
gates for a job well done. Report to the
Seafarers Log: "The crew of the SS
WACOSTA wishes to send regards to
Chief Steward Ivan Buckley who was
seriously ill while aboard said vessel.
Get well Buck we miss you." Next port,
Naples.
DEL ORG (Delta .Steamship Lines),
June 5—Chairman, Recertified Bosun
D. Pool; Secretary Teddy Kross; Edu
cational Director Joseph G. Arch; Deck
Delegate James T. WoKT; Engine Dele
gate John Vieira; Steward Delegate Eladio Grajales. $385 in movie fund.
Some disputed OT in engine depart
ment. Received the Seafarers Log in
Abidjan and the card contained in the
envelope was sent to Headquarters for
receipt of same. Also received was the
Education Series No.. 8. Secretary
thanked the SIU crew for their fine
cooperation. Next port, New Orleans.
MASSACHUSETTS (International
Ocean Transport), June 26—Chair
man, Recertified Bosun J. L. Bourgeois-,
Secretary A. Hassan. No disputed OT.
A discussion was held on the ads in lo
cal magazines about "Turn the Tide on
Foreign Tankers." The ad was posted
on the board and every member, their
families and friends were advised to
write to the U.S. Maritime Committee,
To Turn The Tide, P.O. Box 32236,
Washington, D.C. 20007 to tell them
that we all support the using of U.S.
flag tankers in the importing of our
country's oil needs. These letters will
help in our fight to get a Cargo Prefer
ence Law through. Three days after this
discussion 24 letters had been received
from the crew in regard to their support
o£ U.S. flog tankers. These letters will
be mailed to "Turn the Tide on Foreign
Tankers" upon our return to the States.
A vote of thanks to the steward depart
ment for a job well done. Next port in
Brazil.
DELTA BRASIL (Delta Steamship
Lines), June 12—Chairman, Recertified
Bosun Charles Faircloth; Secretary B.
Guarino; Educational Director Hugh
Wells, Jr. $95 in ship's fund. No dis
puted OT. Chairman gave a talk on the
importance of taking the upgrading
courses at Piney Point. Shipping is good
and rated men are needed. Also dis
cussed the importance of SP.AD. Next
port Vitoria, Brazil.
Official ship's minutes were also re
ceived from the following vessels:
OVERSEAS ARCTIC
OVERSEAS ULLA
OVERSEAS ALEUTIAN
BORINQUEN
WARRIOR
BAYAMON
DELTA ARGENTINA
SEA-LAND MARKET
HUMACAO
HOUSTON
GOLDEN MONARCH
SEA-LAND CONSUMER
OGDEN WABASH
OGDEN CHAMPION
SEA-LAND EXCHANGE
PANAMA
ti'p.
i
OGDEN WILLAMETTE (Ogden
Marine Transport), June 6—Chairman,
Recertified Bosun E. K. Bryan; Secre
tary E. Kelly; Educational Director H.
Meredith; Deck Delegate B. Anding;
Engine Delegate L. Campos; Steward
Delegate R. N. Sessions. No disputed
OT. Chairman held a discussion on
President Hall's report and on President
Carter's stand for a strong maritime pro
gram as outlined in the Seafarers Log.
Requested all crewmembers to read the
Log to obtain all the information you
want on what is going on in the Union.
The steward department extended a
vote of thanks to the crew for keeping
things clean.
OVERSEAS NATALIE (Maritime
Overseas), June 12—Chairman, Recer
tified Bosun Carl Thompson; Secretary
M. Deloatch; Educational Director B.
Ginter; Engine Delegate Charles D.
Polk. No disputed OT. Chairman re
ports that the ship will layup in Jack
sonville, Fla. and will be laid up for
two weeks. They will call the crew back
for those who want to come back. A
vote of thanks to the steward depart
ment for very good and well prepared
food. The menus have been very varied.
Next port in California.
MOUNT EXPLORER (Mount Ship
ping), June 26—Chairman, Recertified
Bosun Peter Garza; Secretary A. Salem;
Educational Director Fred Harris; Deck
Delegate F. R. Schwarz; Engine Dele
gate E. H. Nordtromp; Steward Dele
gate Young McMillan. No disputed OT.
Chairman held a discussion on im
portant items in the Seafarers Log es
pecially the new wages effective June
16, 1977 and the new retirement pro
gram. Also discussed the importance of
donating to SPAD. A vote of thanks to
the steward department for excellent
food preparation and good service. Ob
served one minute of silence in memory
of our departed brothers. Next port,
Texas City.
OVERSEAS ALASKA (Maritime
Overseas), June 19—Chairman, Recer
tified Bosun W. L. Tillman; Secretary
T. Bolton; Educational Director Joa
quin Miller; Deck Delegate Calvin
Smith. No disputed OT. Chairman dis
cussed the importance of donating to
SPAD. All Union mail was read and
posted on the bulletin board. A vote of
thanks to the Crew Messman Lloyd
Clark for a very good job serving the
crew. A special vote of thanks to the
deck department for helping keep messroom and pantry clean at night. Next
port, Portland, Ore.
AGUADILLA
JACKSONVILLE
SEA-LAND GALLOWAY
SEA-LAND MCLEAN
EAGLE TRAVELER
TAMARA GUILDEN
FOINTE JULIE
DELTA SUD
BALTIMORE
CHARLESTON
SAM HOUSTON
JOHNPENN
YELLOWSTONE
GEORGE WALTON
DELTA ARGENTINA
OAKLAND
PISCES
SEA-LAND ECONOMY
MAYAGUEZ
PONCE
ZAPATA PATRIOT (Zapata Bulk
Transport), June 26—Chairman, Re
certified Bosun R. Murry; Secretary D.
E. Edwards; Educational Director G.
R. Meaden; Deck Delegate James A.
Wade; Steward Delegate Charles D.
Locke. No disputed OT. The chairman
reports that he has been on board 16
months and has had no beefs. A vote of
thanks to the steward department for a
job well done. Also a vote of thanks to
the Radio Officer and Master for show
ing movies every night even in port and
anytime someone wanted to see one.
SEA-LAND COMMERCE (SeaLand Service), June 19—Chairman,
Recertified Bosun Lothar Reck; Secre
tary S. S. Schuyler; Educational Di
rector F. Sayo. No disputed OT. $37 in
ship's fund. Chairman advised all crew
members to take advantage of the Harry
Lundeberg School and try to upgrade
themselves in Piney Point, Md. Next
port, Seattle.
SEA-LAND FINANCE (Sea-Land
Service), June 26—Chairman, Recerti
fied Bosun J. Pulliam; Secretary W.
Benish; Engine Delegate W. B. Austin.
No disputed OT. The May issue of the
Seafarers Log was received and Chair
man discussed several articles contained
therein. A vote of thanks was given to
F. Pappone for showing movies and
taking care of the movie machine. Re
port to Seafarers Log: "Mooring
winches would make things a lot safer;
anything would be better than it is
now." Next port. Long Beach.
OVERSEAS ANCHORAGE (Mari
time Overseas), June 12—Chairman,
Recertified Bosun Elmer Baker; Secre
tary A. Arellano; Educational Director
A. Clark; Deck Delegate T. R. McDuffy; Engine Delegate C. Gallegher;
Steward Delegate R. Hirsch. Some dis
puted OT in deck and engine depart
ments. Educational Director requested
that reading material be placed aboard
vessels as it would be helpful to the
morale of men off watches. Next port
in Puerto Rico.
ULTRA MAR (Westchester Marine
Shipping), June 26—Chairman, Recer
tified Bosun Norman P. Beavers. No
disputed OT. It was requested that an
entry be made in the ship's minutes that
when the Steward Paul Hunt came
aboard the vessel that everything was
in bad shape. He squared everything
away by working 16 and 18 hours a day.
He had the initiative to make decent
menu for all personnel involved. We,
the crew all appreciated it very much.
We feel that this should be noted on his
record. Next port, Trinidad.
SEA-LAND RESOURCE
COUNCIL GROVE
OVERSEAS VIVIAN
PORILAND
THOMAS J EPPERSON
NECHES
TRANSEASTERN
TAMPA
SEA-LAND PRODUCER
PORT HOSKINS
SEA-LAND TRADE
lyONG BEACH
iOtELRIO
SEA-LAND VENTURE
51T f nrtic
COVE COMMUNICATOR
SHOSHONE
BEAVER STATE
THOMAS NELSON
DEL SOL
August 1977 / LOG / 37
�Nazareth Battle
'A Seniority Upgraders
Carlos Rodrigues
MarkSawin
Richard Sanderson
Seafarer Carlos
Rodrigues, 24,
graduated from the
Harry Lundeberg
School of Seaman
ship (HLSS) in
Piney Point, Md. in
1973 returning to
the school ifi 1975
to upgrade to fireman-watertender. l^e completed the
Cardiac Life Support and First Aid
Courses. He also has his lifeboat and
firefighting endorsements. Brother Rod
rigues was born in Brooklyn, N.Y. He
lives in Jersey City, N.J. and ships out
of the port of New York.
Seafarer Mark
Sawin, 20, gradu
ated from the HLSS
in 1975 and up
graded to firemanwatertender in
1976. He has the
Cardiac Life Sup
port, First Aid,
Lifeboat and Fire
fighting tickets. Brother Sawin was born
in Oklahoma. He lives in Slidell, La.
and .ships out of the port of New
Orleans.
Seafarer Richard
Sandserson, 21, is a
1974 HLSS gradu
ate. He upgraded to
3rd cook there this
year. He has the
Cardiac Life Sup
port, First Aid,
Lifeboat and Fire
fighting tickets.
Brother Sanderson was born in Vienna,
Va. where he resides. He ships out of
the Gulf.
Larry Watson
Seafarer Larry
Watson, 25, gradu
ated from the HLSS
Trainee Program in
1971 upgrading to
AB at the School in
1973. He completed
the Cardiac Life
Support, First Aid,
Lifeboat and Firefighting Classes. Brother Watson is a
native and resident of the port of Seattle
from where he ships out.
Michael Derrlnge
Seafarer Michael
Derringe, 24, first
sailed with the SIU
in 1974 following
his graduation from
the HLSS. He up
graded to firemanwatertender at the
school. And he has
his Cardiac Life
Support, First Aid, Lifeboat and Firefighting tickets. Brother Derringe was
born in the port of Norfolk where he
still lives. He ships out of the port of
Jacksonville.
Stanley. La Grange
Seafarer Stanley
La Grange, 25,
graduated from the
HLSS in 1972. He
now has his AB
rating. Also he has
Cardiac Life
Support, First Aid,
Lifeboat and Firefighting qualifica
tions. Brother La Grange was born in
Saramayo Hospital, across the street
from the New Orleans Union Hall. He
lives in the port of New Orleans and
ships out from there.
Edward Craig
Seafarer Edward
Craig, 26, is a 1973
graduate of the
Lundeberg School.
In 1974, he up
graded to firemanwatertender there.
Last year, he up
graded to QMED at
the HLSS. He has
completed the Cardiac Life Support,
First Aid, Lifeboat and Firefighting
Courses. Brother Craig was born in
Newton Hamilton, Pa. He lives there
and .ships out of the port of New York.
38 / LOG / August 1977
DEEP SEA
Thomas McQuay
Seafarer Thomas
McQuay, 25, is a
1970 graduate of
the HLSS. He up
graded to third cook
this year. He has
finished the Cardiac
Life Support, First
Aid, Lifeboat and
Firefighting
Courses. Brother McQuay is a native
of the port of Jacksonville where he
lives and from where he ships out.
Spero Moche, Jr.
Seafarer Spero
Moche, Jr., 30,
graduated from the
Harry Lundeberg
School in New Or
leans in 1971. This
year he upgraded to
fireman-watertender at Piney
Point. He has the
Cardiac Life Support, First Aid, Life
boat and Firefighting qualifications.
Brother Moche was born in Wilson,
N.C. He lives in St. Petersburg, Fla. and
ships out of the ports of New Orleans
and Tampa.
Ricardo C. Quinones
Seafarer Ricardo
C. Quinones, 28,
has been sailing
with the SIU since
his graduation from
the HLSS in 1971.
In 1974, he got his
AB rating at the
school. Also he has
the Cardiac Life
Support, First Aid, Lifeboat and Fire-*
fighting tickets. He is a Navy veteran.
A native and resident of The Bronx,
New York City, Brother Quinones ships
out of the port of New York.
Seafarer Naza
reth Battle, 26,
started sailing in
1972 after graduating from the Lundeberg Trainee Pro
gram. A month after
his graduation, he
earned his 3rd cook
rating there. This
year he intends to take the LNG
Course at Piney Point. In 1978, he in
tends to upgrade at HLS to cook and
baker. He completed the Cardiac Life
Support, First Aid, Lifeboat and Fire
fighting Courses. Brother Battle was
born and raised in the port of Balti
more. He ships out of the port of Jack
sonville where he lives with his wife,
Sharon Elaine and their daughter.
Mark Petterson
Seafarer Mark
Petter.son, 25, be
gan his sailing ca
reer in 1972, the
year he graduated
from Piney Point.
This year he up
graded to assistant
cook at the HLSS.
He has finished the
Cardiac Life Support, First Aid Life
boat and Firefighting Classes. Brother
Petterson was born in Evanston, 111. A
resident of North Carolina, he ships out
of the port of New Orleans.
Tommy Hartman
Seafarer Tommy
Hartman, 22, grad
uated from the
HLSS in 1975. He
upgraded to fireman-watertender at
Piney Point this
year. He also has
his Cardiac Life
Support, First Aid,
Lifeboat and Firefighting endorsements.
Brother Hartman was born in San Fran
cisco. He lives there and ships out of
that port city.
Srotherhood'm Action
...forSIU members with Alcohol problem
The Seafarers Alcoholic Rehabilita
tion Center holds its first annual re
union this month. Every Seafarer can
feel a sense of real pride and brother
hood in this event.
Through cooperation, support, and
trade union spirit, we have helped many
of our fellow brothers on the road to
recovery from alcoholism.
The theme of the reunion is "Living
Sober". As these men gather at the ARC
to enjoy Living Sober, every Seafarer
can share the spirit of their celebration.
We celebrate because the Brother
hood of the Sea has brought a better
way of life to these members. And any
thing that helps one of us helps all of us.
Every brother who has come to the
ARC and recovered from alcoholism
can now enjoy the good wages, working
conditions and other benefits of union
ism. Before, when alcohol ruled his life,
I
these benefits were meaningless to him.
Through union brotherhood, every
one of us has helped to save the lives
of these Seafarers. We did this by suppuriing the ARC program and otif
brothers' decision not to drink.
The Brotherhood of the Sea has real
meaning for each brother at , the Living
Sober Reunion and for the many other
brothers who are recovered alcoholics
now at work aboard ships and boats
throughout our country and the entire
world. Their successful new lives are a
triumph for all of us.
But we must remember that this re
union is our first celebration of an im
portant first success. The work is far
from over. We must renew our support
for the ARC and our alcoholic brothers.
We must keep on working until every
Seafarer who has alcoholism is able to
celebrate the freedom of Living Sober.
Alcoholic Rehabllitotion Center
I
I am interested in attending a six-week program at the Alcoholic
Tommy Lister
j
Rehabilitation Center. I understand that all my medical and counseling
Seafarer Tommy
Lister, 35, made his
first voyage with the
SIU in 1963 sailing
as an OS. Previous
ly that year he had
graduated from the
Andrew Furuseth
Training School
• (AFTS) in New Or
leans. In 1966, at the AFTS, he up
graded to AB. He also has his Cardiac
Life Support, First Aid, Lifeboat and
Firefighting endorsements. Brother
Lister, who ships out of the port of
Mobile, was born and grew up in Neely,
Miss. He lives there with his wife, Phyl
lis and two children.
I
records will be kept strictly confidential, and that they will not be kept
j anywhere except at The Center.
I
j Name
Book No
I
I
j Address
I
(Street or RED)
(City)
(State)
Telephone No
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, (301) 994-0010
(Zip)
�431 Have llonatcil $100 or iUore
To SPAII Since licj|iiiiiiiif| of '77
The following Seafarers and other concerned individuals, 451 in all, have demonstrated an active interest in participating in political and
legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to
the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as
dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political
contributions. SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political
activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of
reprisal.) Seventeen who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, three
have contributed $300, one has given $400, and two $600. For the rest of the year the LOG will be running the SPAD honor rolls because
the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy
of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington,
D.C.)
NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday
of the previous month.
Lomas, A.
Jacobs, R.
Campbell, A. Fester, M.
Roubek, J.
Abadi,H.
Reyes, M.
Napoli, F.
Selzer, S.
Lombardo, J.
Jackson, J.
Abobaker, F. Campbell, A. Fgrshee, R.
Rhoades,
G.
Roy,
B.
Nash, W.
Shabian, A.
Lundberg, J.
Japper, J.
Adams, P.
Campbell, W. Firshing, W.
Richburg, J.
Royal, F.
Nauarre, T.
Shelton, J.
Lyncb, C.
Jobnson, D.
Carbone, V.
Fischer, H,
Riddle, D.
Rudnicki, A.
Adams, W.
Neffe,J.
Sholar, E.
Lyness,
J.
Johnson,
R.
Ries,
C.
Ruzyski, S.
Adamson,R.R. Cavanaugh,J. Fiane,V.
Nielsen, R.
Sigler,M.
Johnsted, R., Jr. Magruder, W.
Ripoll, G.
Sacco, J.
Adlum, M,
Celglna, J.
Fletcher, B.
O'Donnell, J.
Silva, M.
Maldonado, M.
Jones, C.
Roades, O.
Sacco, M.
Cheshire,!.
Florous, C.
Air, R. N.
01ds,T.
Smith, L.
Malesskey, G.
Jones, R.
Roberts, C.
Saeed, S.
Cinquemano, A. Foley, P.
Olson, F.
Algina, J.
Smith, T.
M
anafe,
D.
Jones,
T.
Roberts,
H.
Forgeron,
L.
Salanon,
G.
Omar,
Y.
Cofone,
W.
AIi,A.
Sncll, F.
Manen, J.
Jones, W.
Roberts, J.
Fox, P.
Salazar, H.
Conkiin, K.
Pacheco, E.
Allen, J.
Snyder, J.
Manry,
L.
Jorge,
J.
Robinson,
W.
Saleh, H.
Franco, P.
Conning, E.
Paladino, F.
Alhaj, Y.
Somerville, G.
Mansoob,
A.
Rodgers,
J.
San
Fillippo,
J.
Kastina,
T.
Francum,
C.
Papuchis, S.
Almuflichi, A. Conway, F.
Soresi, T.
Martin, T.
Rodriguez, F.
Sanchez, M.
Kauffman, R.
Frank, S., Jr.
Paradise, L.
Anders, T.
Cortez, E.
Spencer, G.
Martinez,
L.
Rodriguez, R.
Schuffels, P.
Frederickson, E. KeUer,D.
Paschal, R.
Stancaugr, R.
Anderson, A. Costango, G.
Martinussen,
C.
Kemgood,
M.
Fuller,
Rondo,
C.
Seabron,
S.
G.
Patterson, D.
Stankiewicz, A.
Anderson, A. Cousins, W.
McCarthy,
L.
Kerr,
R.
Rosenthal,
M.
Seagord,
E.
Furukawa,
H.
Patton,
S.
Steams, B.
Cresci,
M.
Andci^on, R.
McCartney,
G.
Ketchbad, D.
Roshid, M.
Selzer, R.
Gallagher, L.
Paulovich, J.
Cross, M.
Stevens, W.
Antici, M.
McCaskey,
E.
Kingsley,
J.
Galliam,
R.
Cruz, F.
Pecquex, If.
Aquino, G.
Stubblelield, P.
McClinton, J.
Kizzire, C.
Cunningham, W Ganthier, C.
Perez, J.
Arle,J.
Sulaiman, A.
McElroy, E.
Klein, A.
Garcia, R.
Periora, J.
Aspseter, H. Cuny, M.
Sullins, F.
McKay,
D.
E.
Gard,
C.
Da
Silva,
M.
Knutsen,
Aumlller, R.
Pomerlane, R.
LUIedahLH.
Peth, C.
Surrick, R.
McNabb,
J.
Koflowitch,
W.
Gardner,
E.
Avery, R.
Swiderski, J.
Picczonetti,
M.
Dalman, G.
McNally,
M.
Kouvardas, J.
Badgett, J.
Piper, K.
Tanner, C.
Dammeyer, C. Gaston, T.
McNeely,
J.
Kozicki,
R.
Gavin,
J.
Bakarich, P.
Pool,
D.
Taylor, F.
Danzey, T.
Mehert, R.
Kramer, M.
Gentile, C.
Barroga, A.
Porter, B.
Taylor, J.
Darden, J.
Manuel. R.
Mesford,H.
Kwiatek,
G.
Gimbert, R.
Praza, L.
Barry, J.
Telegadas, G.
Dauocol, F.
MoUard,
C.
Kydd,
D.
Glidewell,
T.
Prentice,
R.
Teipe, K.
Barflett,!.
Davidson, W.
Mongelli, F.
Lambert, H.
Goff, W.
Pretare, G.
Bartlett, J.
Theiss, R.
Davles, R.
Mooney,
E.
Bartlinski, J. Davis, J.
Lankford,
J.
J.
Goldberg,
Prevas, P.
Tillman, W.
Curtis T. Quinter, J. Romolo, V.
Morris,
W.
Larkin,
J.
Golder,
J.
Bauer, C.
Primero,
F.
Tobin, G.
Davis, J.
Morrison,
J.
Lawrence, L.
Gooding, H.
Baum, A.
Prirette, W.
Tobio, J.
Davis, S.
Mortensen,
O.
Lawrence,
W.
Goodspeed,
J.
Beeching, M. Debarrios, M.
Prott,T.
Troy, S.
Mosley,
W.
Lee,K.
Gorbea,
R.
PuUiam,
J.
Bellinger, W. Dechamp, A.
Truenski, C.
Abas, I.
Frounfelter, D.
Muniz, W.
Lelonek, L.
Gosse, F.
Purgvee, A.
Tsminrx,
L.
Benoit, C.
Delgado, J.
Aronica, A.
Hall, P.
J.
Munsie,
Lennon,
J.
Graham, E.
Bentz,H.
Quinnonez, R.
Turner, B.
Delrio, J.
Bailey, J.
McFarland, D.
Murray,
G.
Lesnansky,
A.
Graham,
R.
Quirk,
J.
Bergeria, J.
Turner, L.
Demetrios, J.
Bernstein, A.
Pow,J.
Murray, J.
Lewis, L.
Greene, H.
Raineri, F.
Ber^ond, B. Dembach, J.
Tutde, M.
Richardson, J.
Brand, H.
Murray,
M.
Libby,H.
Grepo, P.
Underwood, G.
Rankin, J.
Berlin, R.
Diaz,R.
Seibel,E.
Combs, W.
R.
Murray,
Liles,
T,
Gnarino, L.
Rattray, W.
Vasquez, J.
Bishop, S.
Dickey, K.
Drozak, F.
Shields,!.
Musaid,
A.
Lindsey,
H.
Guillen,
A.
Bland, W.
Reck,
L.
Velandra, D*
Diercb, J.
Stephens, C.
Ellis, P.
Mynes,
A.
Logue, J.
Hagerty, C.
Reinosa, J.
Velez, R.
Bluitt, J.
Diglorgio, J.
Stewart, E.
Myrex,
L.
Loleas,
P.
Vuksiiir, G.
Haggagi,A.
Bobalek,W.
Doak, W.
Walker, T.
Boland, J.
Hall,K.
Dolgen, D.
Weaver^ A.
Bonser, L.
Domenico, J. Hall,M.
4?^
Webb, J.
Botana, J.
Domingo, G. Han,W.
Hannibal,
R.
Weber,
J.
Boudreaux, C. Donovan, P.
SEAFARERS
POLITICAL
ACTIVITY
DONATION
iWest,D.
Bourgois, M.
Harildstad, V.
Downon, P.
(SPAD)
Westbrook, A. L.
675 FOURTH AVENUE
BROOKLYN, N.Y. 11232
Boyle, D.
Harris, E.
Drebin, L.
Westerholm,
G.
Boyne, D.
Harris, W.
Drozak, P.
S.S. No..
Whitmer, A.
Bradley, E.
Harris, W.
Drory,C.
Whitsitt, M.
Brongh, E.
Book No..
Contributor's Name
Haskins, A.
Dryden, J.
^j|widman,J.
Brown, G.
Hatton, M.
Ducote, C.
Address.
/ Wilbum, R.
Brown, I.
Hauf,M.
Dudley, K.
Williams, L.
Brown, S.
.Zip Code
City .
.State.
Haynes, B.
Dwyer, J.
Williams,
S.
Browne, G.
Heimal, W.
Dyer, A.
I acknowledge and understand that SPAD is a separate segregated fund established and administered
^ ^ Wilson, C.
Bryan, E.
Heniken, E.
by my Union to engage in political activities and to make contributions and expenditures for candidates
Edmon, F.
seeking political office and solicits and accepts only voluntary contributions, and I have the right to
\ Wilson, J.
Bryant, B.
Heroux, A.
Edmonds, F.
refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun
Winder, R.
Bucci, P.
Hersey, G.
Ellis, F.
tarily determine and I herewith contribute the sum of $•
. This contribution constitutes my
voluntary
act
and
I
am
to
to
receive
a
copy
of
this
receipt
showing
the
amount
of
my
contribution.
A
Wingfield,P.
Bliczynskl, J. Eschukor, W. Hill, G.
copy of SPAD's report Is filed with the Federal Election Commission and is available for purchase from
|Wolf,P.
Holmes, W.
Bullock, R.
the Federal Election Commission, Washirigton, D.C.
Evans, M.
Woodbouse, A.
Homas, D.
Burke, T.
Fagan, W.
Woody, J.
Homayonpour, M.
Signature of Solicitor
Burnette, P.
Falcon, A.
Port
j)i|Worley, M.
Caffey, J.
Hooker, G.
Solicitor'!
•'s No.
Famen, F.
Worster, R.
Howse, A.
Caga, L.
Farrell, C.
^Yarmola,
J.
Hunter, W.
Callahan, J.
Faust, J.
relland, B.
Hussain, A.
Camarillo, F. Fay, J.
'Zcag!cr,S.
lovino, L.
Campbell, A. Fergus, S.
$600 Honor Roll
$400 Honor Roll
%
%
$300 Honor Roll
$200 Honor Roll
i
•
1977
M
�msi
Pleasant snniling cook, Violet Dallas, does berthing
St. Louis—Hub of Nation's Inland Waters System
S
T. LOUIS is the hub of our na
tion's uiland waterways syslem.
Just above St. Louis, the Illinois Wa
terway branches off to the northeast.
The Missouri River branches off to
the west there, and the Upper Missis
sippi River continues to the north.
About 200 miles below St. Louis,
the Ohio River empties into the
Lower Mississippi.
Because of its central location, the
port of St. Louis is a good place to
catch SlU-contracted lineboats as
they pass through town. When the
Log visited St. Louis we boarded
three boats with SIU crews.
At the American Commercial
Barge Line fleeting area in Alton,
111., across the river from St. Louis,
we found the Charles Lehman* The
Lehman was just in from the Upper
Mississippi and had stopped off for
minor repairs before heading north
again.
Back in the city, at St. Louis Ship
yard, we caught the National Gate
way of National Marine Service. She
was on her way to pick up a tow of
chemical barges destined for the
Lower Mississippi River.
A few miles upriver we found the
crew of Ozark Marine's Ed Renshaw
making up a tow of barges to be
delivered on the Illinois Waterway.
Other SlU-contracted companies
whose boats sometimes pass through
the port of St. Louis include: Orgulf
Transport; Dixie Carriers, and Delta
Queen Steamboat Co.
After breaking up tow, SIU Deckhand David Colboth, left, and Lead Deckhand Don "Red" Harris
stack ratchets. The two Boatmen are part of the
SIU crew on the Charles Lehman.
'
-.--V-i.-' Ati*'.,
As far as deckhands Bill Shands (top photo) and Gregg Piatt (bot
tom photo) are concerned, there is no such word as grime as the
two keep their boat, the Ed Renshaw, looking sharp.
�
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Title
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Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
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Title
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August 1977
Description
An account of the resource
HEADLINES
NEW, 3-YEAR CONTRACTS RATIFIED AT ABL, INLAND TUGS
COAST GUARD IGNORES SEAMAN SAFETY ON THE LAKES
HOUSE COMMITTEE OKS OIL CARGO BILL; FIGHT GOES ON
MERCHANT MARINE AID ROLE FOR NAVY IS ‘ENCOURAGING’
BID OF FOREIGN FLAGS FOR ALASKA OIL RUN IS HIT
DELTA LINE TO BUY 12 PRUDENTIAL SHIPS; WILL DOUBLE FLEET
GREAT LAKES CONTRACT
HEADQUARTERS REP. EDWARD X. MOONEY RETIRES
HOUSE COMMITTEE PASSES WATERWAYS FUEL TAX
WHEN LEAVING A SHIP, BE SURE YOU HAVE A REPLACEMENT
SIU CREWS MANHATTAN ISLAND, FIRST PRIVATELY
CONSTRUCTED, OPERATED HOPPER DREDGE
FRANK TRAVIS IS SHIPPING OUT AS SECOND ASSISTANT ENGINEER
BOATMEN FROM 3 GULF COMPANIES DISCUSS UPCOMING CONTRACTS
CARTER BIDS CONGRESS PUT TEETH, SPEED IN NLRB ACT
BOATMEN SERVICING SWEEP CONTINUES IN GULF
6TH BOATMENS CONFERENCE HELD AT LUNDEBERG SCHOOL
CARTER MULLS ALASKA GAS PIPELINE ROUTE
GETTING A LICENSE IS A REWARDING MOVE
‘THAT’S THE PLACE TO GO’ ENGINEER SIMMONS SAYS OF PINEY POINT
BOATMEN GARCIA, O’NEAL GET CAREER HEADSTARTS AT HLSS
1ST INLAND CONTRACT SPURS BEN WHALEY TO UPGRADE TO CAPTAIN
MILITARY CARGO HELPS KEEP U.S. SHIPS ON JOB
TUG MARYLAND BEATS FIELD OF 14 TO WIN RACE
ONCE AN ARCTIC OCEAN FISHERMAN, HE SAILS DECK ON GREAT LAKES
BIG JUMP IN PAY GOES ALONG WITH UPGRADED SKILLS
SIU REP LUIGI IOVINO GETS HIS HIGH SCHOOL DIPLOMA AT HLSS
HIGH SCHOOL EQUIVALENCY DIPLOMA AVAILABLE TO ALL
ST. LOUIS-HUB OF NATION’S INLAND WATER SYSTEM
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
8/1/1977
Format
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Newsprint
Type
The nature or genre of the resource
Text
Identifier
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Vol. 39, No. 8
1977
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/31823b63db317c98e10af15b75013162.PDF
14a7c651c3cb4ee2f8f398ea77ee7148
PDF Text
Text
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Carter Backs 9.5% O// Cargo Preference
See Page 3
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SlU Attacks Coast
Guard at Hearings
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See Page 5
Alaskan Oil Swap
Plan Rejected
See Page 10
SlU. NMU
Sign Agreement
to Study Merger
See Page 11
i •'•.
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' '!I
�s
Boatmen at CaribeTowing Approve 3-Year Contract
A new three-year contract with Caribe Towing was recently wrapped up
and overwhelmingly ratified by SIU
Boatmen employed by Caribe in San
Juan, Puerto Rico and on Caribe's off
shore boats running from the U.S.
mainland to the islands.
At a special contract ratification
meeting in the Santurce Union Hall on
June 18, the members voted unani
mously to accept the new agreement. It
was also ratified aboard each offshore
boat and by the two crews on the har
bor boat in Jacksonville, Fla. .
The new contract was drawn up
along the lines of the "standard agree
ment" which the SIU is negotiating for
all the members in the towing industry.
What happened with Caribe, therefore,
is a step forward for all SIU Boatmen.
The new contract won SIU Boatmen
in both Caribe operations significant
wage increases, welfare benefits and
many beneficial work rule changes.
Most important, it established an in
dustry-wide SIU Vacation Plan for Ca
ribe Boatmen.
Vacation benefits will now be based
on the number of days worked and will
be paid to qualified employees for every
90 days worked after the effective date
of the contract, July 1, 1977.
The contract also made major im
provements in the Seafarers Welfare
Plan, including:
• Full cost coverage for hospital ex
tras
• Full cost coverage for intensive
care
• Increased maternity benefits from
$300 to $500
• Increased maximum surgery cov
erage from $450 to $600
• Increased coverage for doctor calls
• Increased death benefit to $5,000,
and
• A new benefit up to $5,000 for ac
cidental dismemberment or loss of
eyes.
Higher pension benefits were an
other major gain. All SIU Boatmen em
ployed by Caribe are currently eligible
for a $240 per month pension. The new
contract increases the monthly payment
to $340 for anyone eligible to retire
after July 1, 1979.
The contract made an important
change in the grievance and abitration
procedure requiring Caribe to give em
ployees written notice of disciplinary
action and the reasons, with a copy to
the Union.
Seniority provisions were also es
tablished within each job classification.
Layoffs and recalls must be in accord
ance with seniority and present employ
ees must be considered first in making
promotions.
ru
D
Ln
Paul Hail
[S©[o)®i7^
Oil Cargo Preference Hears
For the U.S. Maritime Industry
The U.S. maritime industry is on the verge of achieving a landmark goal
that we, especially in the SIU, have been fighting to win for a long, long time.
That goal is oil cargo preference for American-built, American-manned
tankers.
The breakthrough in this battle came earlier this month when President
Carter announced that he will support a bill to require that 9.5 percent of
all U.S. oil imports be carried in American bottoms by 1982.
Under the provisions of this bill, U.S. tankers, which now carry only
3.5 percent of America's oil imports, would immediately be guaranteed a
4.5 percent share. The U.S. fleet's share would then increase 1 percent each
year for five years until the 9.5 percent mark is achieved. (See full news
story on Page 3)
Before I talk about the benefits of this bill, however, I think everyone
should be aware of two very important points.
First, oil cargo preference is not now, nor has it ever been, strictly a
maritime issue. When we talk about cargo preference, we are also talking
about the economic and job structures of this nation, as well as America's
overall national security picture.
Second, President Carter's proposal concerning cargo preference is still
just that—a proposal. The bill must clear both the House and the Senate,
and we can expect strong opposition on this issue from our traditional
opponents, the multinational oil lobby and foreign maritime interests.
However, with the Administration's support, coupled with the continued
grassroots political work of rnaritime labor, I am very confident that the new
oil bill will soon be law.
Now the question. What does it all mean?
First of all, 9.5 percent oil cargo preference means the creation of as many
•
The new contract also provides that
in the event of a death in the immediate
family, the employee shall be given
three days off with pay.
Pay Transportation Costs
Another highlight of the contract—
one that benefits both the SIU Boatmen
and the Union as a whole—is that Ca
ribe agreed to pay round trip transpor
tation costs incurred by an employee
goine to the Harry Lundeberg School
for upgrading courses.
So that unlicensed personnel can get
the necessary practical experience to
upgrade, the Union was also successful
in getting Caribe to carry trainee en
gineers and trainee mates on its boats.
The Caribe contract is an important
step toward achievement of the SUTs
long range goal to make benefits like
these standard for employees of all its
contracted towing companies.
SIU Inland Boatmen from Puerto Rico gathered in the Union Hall to consider
the new contract with Caribe Towing. Several of the members brought along
their children—Boatmen and Boatwomen of the future.
as 3,600 new jobs for American seaman on U.S.-flag tankers.
It also means the creation of tens of thousands of new shipyard and related
industrial jobs for Americans in the construction of new tankers. These
vessels will represent both new additions to the existing U.S. tanker fleet, as
well as replacements for older, worn-out ships that otherwise would simply
be scrapped.
In this regard, the new oil bill will further guarantee that America's
peacetime shipbuilding industry, the life blood of the U.S. merchant fleet, will
continue to expand its activities and help launch the U.S. fleet into a better
competitive position among world merchant marine powers.
In addition, the legislation will reduce America's dependence on the use
of unsafe, undependable foreign-flag and flag-of-convenience ships for the
carriage of our oil imports.
Also, the increased use of U.S. ships will substantially help the U.S.
balance of payments picture, which so far this year has been operating in
the red.
Despite all these positive benefits, though, I believe that the single most
important point concerning this legislation that must be made here is this:
for the first time in many, many years, a national Administration has recog
nized the fact that a modern, industrial nation cannot expect to remain a
a world economic or military power without a modern, competitive merchant
marine.
And I believe that it is only this kind of positive attitude toward maritime,
both in the White House and in Gongress, that will enable us to achieve our
ultimate goal of a completely revitalized, globally competitive U.S. merchant
fleet.
One more thing. Whether this particular bill makes it or not, SIU members
in general should be proud of the critical role they have played in carrying
the fight for oil cargo preference for U.S. ships this far.
It was this membership's support of the Union's political apparatus that
enabled the SIU to begin this fight in the first place. That was nearly seven
years ago in the 92nd Congress. At that time, cargo preference was defeated
in the Senate by seven votes.
A few yearsv later, the SIU succeeded in mobilizing virtually the entire
labor movement in support of a new oil bill, the Energy Transportation
Security Act of 1974. As you know, we got that bill as far as President
Ford's desk, where it died.
Even though we were ultimately defeated both of these times, the SIU's
work and perseverance throughout is what has now brought us to the
threshold of victory on oil cargo preference.
It has been a long and difficult fight, and it would be wrong to say that
the fight is over.
Quite the opposite, the fight to perpetuate our industry to the point where
American ships carry a significant percentage of all U.S. cargoes is just
beginning. It won't be easy. But then again, it never has been.
Change of address cards on Form 3579 should be sent to Seafarers International Union, jAtfantic^Gulf Lakes and Inland Waters District, AFL-CIO, 675Tourth Ave., Brooklyn, N.Y.
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 7,
2/LOG / July 1977
�Starts at 4.5%
11; '
Carter Backs 9.5% Oil Cargo Preference
WASHINGTON, D.C.—In a move
that could nearly triple the amount of
oil cargoes presently carried in Ameri
can bottoms, President Jimmy Carter
announced this month that he will sup
port a bill to require that 9.5 percent of
all U.S. oil imports be carried in U.S.built, U.S.-manned tankers.
The Carter supported bill would ini
tially set a 4.5 percent quota for U.S.
tankers, with that figure rising 1 percent
a year for five years until the 9.5 percent
figure is reached in 1982. Presently,
U.S. ships carry only 3.5 percent of
America's oil imports annudly.
Committee, predicted that with the
President's support "this legislation will
pass the Congress and be signed into
law in very short order."
Murphy, whose committee has al
ready begun hearings on such a bill,
added that the move to oil cargo pref
erence for U.S. ships "is the cornerstone
of a realistic national maritime policy,"
and it marks "the beginning of a new
era for America, which may well
achieve again the number one position
in the world as a maritime nation as we
were during World War II."
SIU President Paul Hall called Presi
dent Carter's decision to support oil
cargo preference for U.S. ships ''an im
portant step" towards strengthening the
national security and creating needed
johs.
Shipyard Jobs
In addition to new seagoing jobs, the
bill will also create thousands of new
jobs for Americans in shipbuilding and
related industries.
An extremely important aspect of the
bill rejects the so-called concept of "reflagging," that is, allowing U.S. opera
tors to buy idle foreign tankers, register
them under the U.S. flag and participate
in the oil trade.
The rejection of the "reflagging" con
cept guarantees that American yards
will be kept busy in the construction of
numerous new tankers, representing
both new additions to the U.S. merchant
fleet, as well as replacements for old
Robert J. Blackwell, assistant sec
retary of commerce for maritime af
fairs, estimates that the bill will create
between 2,500 and 3,600 "additional
and much-needed jobs for American
seamen" by 1982.
The bill, of course, must still pass
both the House and Senate before
becoming law. However, Rep. John
Murphy (D-N.Y.), chairman of the
House Merchant Marine and Fisheries
tankers scheduled to be scrapped.
Also in regard to the shipbuilding
aspect, Secretary of the Navy W. Gra
ham Clayton, in testimony before the
House Merchant Marine Committee,
said that the increased activities of
American yards in the construction of
commercial tankers caused by a 9.5 per
cent oil cargo preference bill, would not
interfere with the Navy's shipbuilding
program for the future.
Presently, the entire U.S. tanker fleet
consists of about 250 ships.
In addition to the thousands of jobs
the new bill will create on ships, in ship
yards and related industries, the bill will
also:
• Reduce America's dependence on
unreliable, often unsafe, foreign-flag
vessels for the carriage of America's oil
imports.
• Provide for the maintenance of the
shipbuilding industrial base required by
our national security.
• Substantially help relieve the defi
cit knthe U.S. balance of payments pic
ture.
Opposition Expected
Despite the support of the White
House on the 9.5 percent oil preference
bill, stiff opposition is still expected
from the oil companies and foreign
maritime interests.
In fact. President Carter ignored a
last minute effort by 11 maritime na
tions, including Great Britain, Norway
and Japan, to get the President to
change his mind.
In a note delivered to the State De
partment two days before Carter made
his announcement, this coalition of 11
nations said that they would be opposed
to even a compromise plan on cargo
preference for U.S. ships. They con-
DEEP SEA
eluded the note by saying that they
hoped "the United States will bear in
mind the common interest of her mari
time trading partners.
The oil companies are expected to
come up with their old argument that
consumer prices would be pushed up if
a percentage of oil cargoes were re
served for U.S. ships.
However, a Commerce Department
report on the legislation has already
shot some holes in this argument.
The report noted that even at maxi
mum use of U.S. tankers, added transContiniied on Page 34
Flexibility^ Education Answering Maritime Industry's Needs
Flexibility—it's the key to the SIU
and the Lundeberg School's answer to
industry needs. Our union and its con
tracted companies are always studying
shipping trends to forecast the need for
men and skills in our industry.
HLS has programs to give Seafarers
new and better skills to meet these in
dustry needs.
Today, the future of American mer
chant shipping looks very bright. All
signs point to more and more ships un
der the U.S. flag. This means many
good jobs for Seafarers. HLS has the
programs to help every member get
ahead. At the same time, HLS gradu
ates are ready to meet every manpower
need of our industry.
Seafarers know this. In recent
months, many members have come to
the school to upgrade. So, the school
has scheduled more courses and has
even doubled the size of some pro
grams.
During the month of July, for
example, 260 Seafarers completed
courses at HLS and moved up to higher
ratings. Most of these Seafarers now
hold jobs in the middle ratings—AB,
FOWT and Assistant Cook.
As these Seafarers move up, their
former entry jobs will be filled by grad
pared for better jobs and a brighter
uates of the Basic Vocational Program
future.
at the school. The trainee classes at
Today, these members are meeting
HLS are growing, too. In the last three
the manpower demands of U.S.-flag
months, 163 trainees graduated and
ships finally coming out of their long
signed on their first vessel. This means
lay-ups. When the industry was ready,
there are trained Seafarers aboard
so was the SIU.'
¥
every SIU ship at all job levels.
Flexibility is the key to this readi
But even "with these large numbers
ness. Through the educational pro
of students, quality is never lost at the ing and engineroom operations of these grams at HLS, Seafarers can meet any
Lundeberg School. New staff members ships. Their former ratings were filled industry need and build good careers,
have come to HLS as full- or part-time by graduates of other HLS upgrading too.
instructors, teachers; tutors and aides. courses, who were followed in the entry
Every Seafarer should be ready to
Individual help for each student is re
ratings Ijy HLS trainees.
take advantage of the great job oppor
sponsible for the success of HLS grad
An even more recent example of tunities that are available now. Take a
uates. These graduates have the read career growth for Seafarers and skilled big step ahead in your shipping career
crews for industry is the manning of —fill out the upgrading application in
ing, math and job skills to do their work
the
LNG Aquarius. Every unlicensed this edition of the Log and mail it to
with real know-how. This quality of
crewmember aboard this vessel grad HLS today.
education at the school will never
uated from the Lundeberg School's
change.
Of course, the present growth of the LNG Program. The entire standby crew
also completed this program. As the
U.S.-flag fleet is not the first time the
Aquarius' 11 sister ships are launched,
Lundeberg School and the SIU have
there will be qualified Seafarers stand
met the need for flexibility. There are
many examples of this approach to ing by to man them.
Entry-rated seamen
Most Seafarers remember, too, those
education.
in all ports must showtheii
gray days not too long ago when Amer
A few years ago, many big tankers
last six months' discharges he^
ican shipping was very slow because of
and other new ships were launched.
fore they can register for
To get ready for these vessels, 623 Sea third flag ships and cut throat rates.
shipping.
So, many Seafarers spent their time on
farers upgraded to QMED. They stood
the beach studying at HLS. They pre
ready to handle the complicated pump-
Six Months'
Discharges
Overseas Chicago
Dispatchers' Reports:
Great Lakes
Deep Sea
Inland Waters
Nev/ Houston Hall .. .Pages 12-13
INDEX
Legislative News
Washington Activities
Coast Guard hearings
Oil cargo preference .
.. Page 9
..Pages
..Page 3
Union News
President's Report —
Caribe contract
SlU-NMU agreement .,
Headquarters Notes ..,
Brotherhood in Action ,
Lakes Picture
Inland Lines
At Sea-Ashore
Sabine: Dixie contracts
SPAD honor roll
. MCS and SIU merger .
..Page 2
..Page 2
. Page 11
.. Page 7
.Page 38
.. Page 8
.. Page 6
. Page 17
Page 27
. Page 39
.Page 6
General News
National unemployment •.. Page 27
Locks and Dam 26
Page 18
Laborers Union
Page 32
Oil swap rejected ......Page 10
. PHS facilities
Page 6
Adm. Moore telegram ... .Page 9
Ringling Bros
..Page 9
Shipping
Tug Dennis Hendricks .... Page 7
77 Stuyvesant
Page 27
LNG Aquarius
'
Page 10
Around Houston
harbor
Back Page
Wilt Colonna-Christine E. . Page 25
Ships' Committees
Page 4
Ships' Digests
Page 23
Page 7
Page 30
Page 24
Page 34
Training and Upgrading
Inland upgrading
Page 36
Meeting manpower needs . Page 3
Seafarers participate in
'A' seniority upgrading .Page 38
HLS courses and
application
Pages 36-37
Membership News
Former scholarship
winner
Page 26
Engineer Lonnie Dooley . .Page 17
Boatwoman Bandelean .. Page 37
Laker Martinussen
Boatman Whightsil
New Pensioners
Final Departures
Page 26
Page 27
.Page 35
Page 33
Special Features
Louisiana sweep and
conference
Pages 19-22
PL 489 cargoes
Page 29
Swedish labor
Pages 14-16
Articles of particular interest to
members in each area can be found
on the following pages:
Deep Sea: 3. 4, 7.10.17. 23. 24. 38
Inland Waters: 2, 6. 18. 19-22.
Back Page
Great Lakes: 8, 26,30
July 1977/LOG/3
!•
"T , ,
'
y
I
1
}
7.
J.
�Pisces Committee
Overseas Vivian Committee
Last month at a payoff in the port of Baltimore, the Ship's Committee and a
crewmember of the ST Pisces (Westchester Marine) were lead by (right) Re
certified Bosun Burton Owen, ship's chairman. Others of the committee and
the crewmember are (I; to r.) Deck Delegate F. M. Rose,- Education Director
Thomas Long, Steward Delegate 0. Loper and AB S. Thomas.
The ST Overseas Vivian (Maritime Overseas) paid off late last month at the
GATX Dock in Carteret, N.J. Having their group photo aboard are the Ship's
Committee and a crewmember of (I. to r.) Steward Delegate R. Gonzales,
Chief Steward Dario Martinez, secretary-reporter;
BR Herman Miller,
Recertified Bosun J.W.Parker, ship's chairman; Deck Delegate A. G.Wilson.
THE COMMITTEE PAGE
Carter Braxton Committee
Baltimore Committee
Recertified Bosun Richard "Blackie" Thoe (2nd right) ship's chairman of the
Mariner SS Carter Braxton (Waterman) poses with the-rest-of the Ship's Com
mittee of (I. to r.) Chief Cook Johnny Young, Deck Delegate Joseph Blanchard,
Steward Delegate Fred N. Lindsey and Education Director George Connell.
The ship paid off recently at Brooklyn's Pier 7 in the port of New York.
Here's the full Ship's Committee of the SS Baltimore (Sea-Land) at a payoff in
Newark, NJ. They are (I. to r.) Deck Delegate Frank Buhl, Engine Delegate
Frederick W. Neil, Recertified Bosun Bill Osborne, ship's chairman; Education
Director N. Reiddi, Chief Cook E. Dale, Chief Steward Joseph De Use, sec
retary-reporter and Steward Delegate Oscar Gatlin.
Boston Committee
Early last month in Port Elizabeth, N.J. at a payoff. Recertified Bosun Leyai
Joseph (right) ship's chairman of the SS Boston (Sea-Land) is with the Ship's
Committee and some of the crew. They are (I. to r.) Chief Cook S. Bell, steward
delegate; Oiler R. Rodgers, Wiper Charles A. Campbell, OS Tom Carroll, Chief
Steward James Keno, secretary-reporter: AB T. Ryan, deck delegate and
Education Director D. R. Pase.
4/LOG/July 1977
Sam Houston Committee
N.Y. Patrolman Teddy Babkowski (seated right) answers question of EngineDelegate Richard Hannon (seated center )as the rest of theShip'sCommittee of
the LASH ship Sam Houston (Waterman) await a payoff. They are (I. to r.)
seated Recertified Bosun Homer Workman, ship's chairman and standing.
Deck Delegate Gordon L. Davis and Steward Delegate Ahmed Alammari. The
payoff took place at Pier 7, Brooklyn. N.Y. on June 24.
�Ai House Hearings on Coasf Guard:
Drozak Blasts USCG Failures on Safety
The SIU fired its first round of heavy
criticism at the Coast Guard in hearings
which began last month in Washington,
and which could prove to be an historic
step fbrward for the health and safety
of American seamen.
"The Coast Guard's actions have had
dire implications for merchant seamen,"
SIU Executive Vice President Frank
Drozak testified on June 23 before the
House Coast Guard Subcommittee's
hearings on merchant marine safety.
"The time is long overdue for Con
gress to undertake an extensive compre
hensive investigation of the Coast
Guard practices," he insisted, and "to
decide whether another Federal body
should be entrusted with jurisdiction
over the merchant marine."
A group of about 25 concerned SIU
members came to Washington from a
conference at Piney Point, Md. to hear
Drozak's important testimony. His
presentation is the first of several to be
made at the Subcommittee hearings by
StU. repi^sentatives.
^ :
The hearings are the culmination of
the SIU's intensive efforts over the past
SIU Executive Vice President Frank
Drozak shown testifying before the
House Coast Guard Subcommittee.
SIU members came to Washingtorv to see the. actual presentafHon of the Union's Importanttestimony on theCoast Guard.
year to bring the Coast Guard's long
standing failures to public attention.
They follow the Union's unsuccessful
attempts to gain the Coast Guard's co
operation in correcting widespread ma
rine safety problems.
The hearings are also Congress' first
long look at Coast Guard activities since
it gave the Coast Guard the legal re
sponsibility for merchant marine safety
in 1946.
Drozak's testimony was backed up
by the Union's interviews with approxi
mately 40 Seafarers, and by docu
mented examples of accidents and
deaths that might have been prevented
by the Coast Guard. Incident after inci
dent, Drozak said, proves that "the
Coast Guard cannot be trusted to en
force Congressionally-mandated na
tional policy."
Instead of preventing hazardous ship-
hoard conditions, the Coast Guard has
allowed these conditions to exist and, in
some cases, has even created them, he
explained.
The conditions exist on deep sea,
Great Lakes and inland vessels and in
clude excessive overtime, too little port
time, excessive engine room noise and
dangerous vertical climbs aboard .ship.
Drozak's examples revealed that these
conditions lead to fatigue, tension, psy
chological isolation, alcoholism, deaf
ness, marine accidents and death.
"For too long, American merchant
seamen have been subject to the uni
lateral whims of the Coast Guard. The
results have been disastrous."
Drozak explained to the Subcommit
tee in detail how the Coast Guard's
manning standards have caused exces
sive overtime and severe health and
safety risks for merchant marine crews.
He cited overtime rates as high as 120
to 160 percent on the Falcon tankers
and from 115-120 percent on the super
tankers Brooklyn, Williamsburg and
Massachusetts, where reduced manning
has been in effect.
The reduced crews on these ships and
others such as the Chevron, Zapata and
Sugar Islander class tankers, where the
Coast Guard has eliminated all engine
room ratings, not only must work ex
cessive overtime in order to operate the
vessel, but suffer an "intolerable bur
den" if one seaman becomes ill and
cannot perform his duties, Drozak said.
Even in port, he continued, seamen
often cannot take adequate time off be
cause the Coast Guard's manning scales
do not allow the necessary relief man
power.
Three men were killed, the Master,
Continued on Page 30
Schulman: U.S, Seaman Have Rights, Too
Howard Schulman, SIU general
counsel, attacked the Coast Guard
before a Congressional hearing last
month for refusing to recognize that
merchant seamen, "as American em
ployees, are entitled to the protection of
our national labor laws."
Schulman testified along with SIU
Executive Vice-President Frank Dro
zak on June 23 before the House Coast
Guard Subcommittee which is holding
hearings on merchant marine safety.
Both men strongly criticized the
Coast Guard's reduced vessel manning
policies because they threaten the safety
of merchant seamen and violate their
rights as American workers.
Schulman stressed that labor and
management have the sole rights, under
national labor law, to determine work
loads, hours and the number of workers
on the job. The Coast Guard has a
"limited veto power," he said, to inter
fere in these agreements if they conflict
with safe navigation.
But the Coast Guard has reversed
this procedure by determining vessel
manning in advance without consulting
the maritime unions, he explained.
Moreover, it has done so in spite of its
commitment before a Hcu.se Coast
Guard Subcommittee meeting in 1975
that it would consult with labor on ves
sel crews, he added.
"We believe the Coast Guard's un
willingness to carry through on its com
mitments is a clear indication of its
indifferent attitude towards the overall
safety and well being of the seagoing
work force."
Instead of setting manning scales that
would insure safe navigation of ves
sels, the Coast Guard has eliminated
ratings and caused the remaining crew
to work excessive overtime, Schulman
said. The result has been overworked
crews operating vessels with a high risk
of accident due to fatigue.
yiolates OSHA Standards
This policy not only violates labor
law, but also the Occupational Safety
and Health Act of 1970, which was
passed to establish safe and healthful
working conditions. Seven years after
the passage of this act, Schulman,
pointed out to the Subcommittee, the
Coast Guard has still not done any
thing to carry out its provisions in the
maritime industry.
Schulman also attacked the Coast
Guard's "brazen disregard for the law
by permitting the use of riding crews,"
that is, laborers who are employed to
do maintenance and repair work on
vessels instead of regular merchant sea
men crew members. The law allows
only regular crewmembers or passen-
SIU General Counsel Howard Schul
man explained to the Subcommittee
how the Coast Guard has ignored the
rights of American merchant seamen.
gers to sail aboard merchant vessels.
This practice "not only increases the
risk of accident and injury," Schulman
said, "but aLso, again runs counter to
the Congressionally-mandated labor
policy" of collective bargaining. By al
lowing riding crews, he explained, the
Coast Guard encourages employers to
contract out work, which is "a proper
matter of collective bargaining between
representatives of merchant seamen
and vessel operators."
The Coast Guard also has failed to
exercise its authority for safety of life
on Outer Continental Shelf oil drilling
rigs, Schulman charged. Many accidents
resulting in death and destruction of
property continuously occur in this in
dustry, yet the Coast Guard has not is
sued any safety regulations for work on
this equipment, he said.
Its only response has been to estab
lish an advisory group to set regula
tions, which has no labor representa
tion. The group, composed almost
entirely of industry representatives, has
proposed regulations which would
allow workers with no maritime train
ing, or experience to work on these mo
bile. self-propelled rigs, he protested.
Schulman criticized another Coast
Guard proposal, an amendment to the
Independent Safety Board Act of 1974
which requires investigations of major
marine casualties.
"The Coast Guard would consider
a major marine casualty only if six per
sons were killed. We find such a pro
posal the most shocking. The death of
one person in a civilized society such
as ours is a major marine casualty.
Obviously the Coast Guard believes
otherwise."
Schulman concluded his remarks by
asking for a Congressional investiga
tion of the Coast Guard's practices, for
new legislation to correct its failings
and consideration for giving its author
ity for merthant marine safety to an
other Federal agency.
July 1977 / LOG/5
�GAO Study Proves PHS
Needs More Money
After a General Accounting Office
(GAO) study revealed that service and
care in the PHS hospitals has been slid
ing since 1973, Senator Warren Magnuson (D-Wash.) went to bat to get the
hospitals and clinics more money. The
GAO study, which was completed in
May, blamed the problems in the PHS
hospital system on spiraling inflation
and limited budget increases.
Based on the report, in June the Sen
ate Committee on Appropriations voted
$270 million for the PHS system; $210
million for patient care and back debts
and $60 million for hospital and con
struction and modernization which will
help put the eight hospitals and 26
clinics in line with present life-safety
and fire codes.
Magnuson is chairman of the Senate
Labor, Health Education and Welfare
Appropriations Subcommittee which
handles the PHS budget. He has closely
followed the situation in the PHS sys
tem and back in 1973 authored a bill
requiring the hospitals to provide a
level and range of services at least equal
to that provided on Jan. 1, 1973.
However, since 1973, the GAO re
port revealed, the PHS system has had
to reduce the level and range of health
related activities, including training and
research. It has not been able to main
tain the staff at the authorized level, or
keep an adequate inventory of drugs
and other supplies. Obsolete equipment
is not replaced, new advanced equip
ment is not bought, while the whole
system is deteriorating because there is
not enough money to repair existing
equipment and facilities.
Alarmed at Trend
The GAO expressed concern that
"some hospitals and clinics are reduc
ing direct patient care services or are
increasing the waiting time to obtain
such services." The study said that hos
pital employees and officials were also
alarmed about the trend. The GAO is
the investigative arm of Congress.
The $60 million for modernization
of the buildings and facilities was in
cluded as a result of an HEW study
that Magnuson requested last year.
An SlU-manned tug, the Maryland, operated by Great Lakes Towing Com- j
"HEW reported to us that more than
pany, won this year's International Tugboat Race on July 4th. The Maryland I
$110 million would be needed to do
beat out 13 other American and Canadian tugs in the race which is part of j
the job completely," he said, noting that
the annual Freedom Festival held between Detroit and Windsor, Ontario.
•
the $60 million would get the program
under way.
Jacksonville
Magnuson favors more money for
the PHS system partly because he I
A new three-year contract has been unanimously ratified by SIU Boatmen
thinks that the hospitals can expand j working for Caribe Towing Co. The wages and conditions in the new contract,
their function in the future. He sug I which includes the SIU Vacation Plan, are among the best in the industry.
gested that PHS hospitals which are lo I
cated in medically underserved urban I
St. Louis
areas would be used as special com
A week of rainfall has raised the water level of the Mississippi River above
munity health centers. "Why should we I
spend millions of dollars for new pro j the dangerously low level it had reached last month, but more rain will be
grams and new facilities when we I needed this summer to assure unhampered navigation when the low water
should be able to use a sound PHS hos I season hits this fall.
Here's another weather-related item (and a nice cooling thought!): The
pital system which is already in exis j
tence," he asked. "The hospitals could I Coast Guard hopes to have at least one and possibly two air-cushion iceconduct some important studies which I breakers operating in the St. Louis District next winter, in order to keep the
would help us get ready for any national J Illinois Waterway free of ice. The ice-breaker will hopefully prevent major ice
health insurance program. And their I gorges which halted navigation last winter.
professional staffs are more than capa
ble of doing that type of work."
Norfolk
!
Although there was some opposition,
The SlU-manncd Eileen McAllister of McAllister Brothers Towing has just j
the PHS appropriation passed the Sen
been crewed and put into service in the Hampton Roads harbor area. The i
ate vote as part of the general aproprianew 6290 hp. tug joins a fleet of seven other company tugs in the area and is j
tions for the Departments of Labor and
the most powerful of them all.
|
Health Education and Welfare. As the
Log goes to press, the bill is in confer
Cleveland
|
ence between the House and Senate.
The SlU-contracted Great Lakes Dredge and Dock Co. was the low bidder •
The House had voted only $135 million
on
a harbor-deepening project to begin soon in Ashtabula, Ohio near here.
S
for the PHS hospitals and clinics, which
I
is exactly the amount the Carter Ad
ministration requested, so the final ap
Mobile
I
propriation has not yet been decided.
Construction of the Tennessce-Tombigbee Waterway is moving along right '
on schedule. This important new waterway, which will connect the Ohio River j
system with the Gulf of Mexico at Mobile, should be completed by 1980. Ac- i
cording to SIU Port Agent Gerry Brown, the port of Mobile is busy getting '
ready for the large increase in traffic which is expected upon the completion j
of U.S.-flag ocean carriers, maritime
of
the Tenn-Tom project.
i
labor unions, and shipbuilders.
The NMC, a non-profit organization
Port Arthur
founded in 1971, has been credited
with the creation of a new climate of
I Two SlU-contracted companies, Sabine Towing and Moran of Texas, are
unity within the entire U.S. maritime ' constructing new harbor tugs to be crewed sometime in the late summer or
industry. It has also been influential in ! early fall.
bringing about the existing labor-man I SIU representative Don Anderson reports that shipping is excellent in this
agement stability and the development J port and all SIU book men are welcome.
of a more responsive relationship be
tween the exporter-importer community
and the U.S. shipping industry.
The organization consists of repre
sentatives from labor, management,
and Government.
Barker Elected NMC Chairman
WASHINGTON, D.C.—The Na
tional Maritime Council Board of Gov
ernors recently uanimously elected as
their new chairman, James R. Barker
who is chairman and chief executive
officer of Moore-McCormack Re
sources, Inc., in Stamford, Conn.
He will succeed Paul R. Richardson
of Paul Richardson Associates, Inc.,
Holmdel, N.J. Barker previously served
as chairman of the NMC's Executive
Committee.
SlU President Paul Hall is also a
member of the Board of Governors
along with 34 other chief exccuuves
Belle River Gets Set to Sail
On July 12 the new 1000-ft. Great Lakes carrier M/V Belle River was
christened at the Bay Shipbuilding Corp. Yard,' Sturgeon Bay, Wise. After
trial runs it will join the SlU-contracted American Steamship Co. fleet in
August. The self-unloader will go into exclusive service as a carrier of low
sulfur Western coal to the Detroit Edison Co.
6 / LOG /July 1977
MC&S Merger With SIU A&G
District Is Proceeding
The SIU A&G District and the Ma
rine, Cooks and Stewards' Union mem
bers, at recent regular membership
meetings, voted overwhelmingly in fa
vor of a proposal for MCS to merge
with the A&G. This action, as further
directed by the membership, has been
followed by meetings between commit
tees representing both unions working
out the details of the merger.
The, committees have agreed upon
many of the merger details so as to as
sure that each respective niembership's
job rights, security, pension and all
other benefits are fully protected."
At the same time, the committees
have explored and tentatively devel
oped programs which would make
available greater job security and op
portunities for each union's member
ship.
Of course, all final proposals which
the committees may agree upon will
ultimately be acted upon by the respec
tive memberships in a referendum vote.
Conferences and checking of legal
documents and similar materials are
continuing between representatives of
the MCS. and the A&G lawyers, ac
countants and other technicians. In this
way, the merger, when submitted to and
if adopted by the memberships, will be
in accord with the many legal require
ments and governmental rules and
regulations.
It is anticipated that the legal and
paper work which the merger requires,
including governmental action of ap
proval of certain items where necessary,
will be completed shortly.
When finalized, the committees' ac
tion which will constitute the merger
proposal, will be submitted to appro
priate membership meetings of both
unions, publicized and then voted upon
in a referendum by the memberships.
�Headquarti^r^i
by SIU Execiilive Vice President
Frank Drozak
Since its beginning, the SIU has faced a special challenge within the
American labor movement: to maintain unity and solidarity for a member
ship that is always on the move.
At any given time, most of our members are away from home, spread out
on waters throughout the country and the world. Yet we have never allowed
our members to remain at sea in the sense of being out of touch with
the Union.
The Union is not just the officials and the hiring halls on the beach. It is
for the most part, the shipboard members themselves who must keep up the
flow of Union activity that binds us all together whether on land or sea.
And the shipboard member who plays the most important part in this
essential activity is the Ship's Chairman.
The responsibilities of the Ship's Chairman are set forth in the SIU
contract and in general Union procedures. Whether or not he carries them
out can affect not only the crew aboard an individual vessel, but also the
entire Union membership.
The Ship's Chairman, designated by the contract as the Bosun, is the link
between the shipboard crew and the Union leadership in the nearest Union
Hall and in Headquarters. His duties in this capacity begin even before the
vessel sails.
It is the Ship's Chairman who must notify the Union if any member of the
unlicensed crew do not report for duty. And he must do so within ample time
for the Union to contact the missing member or to find a replacement.
This is a major responsibility because it is the Union's last chance to
prevent a ship from sailing short. And this is especially important now so that
the Union can continue to prove its ability to meet the maritime industry's
growing need for manpower.
If the Ship's Chairman fails to do his part in seeing to it that all SIU crew
positions are filled, he endangers the job security of all members. We have a
contractual obligation with our operators to provide necessary personnel. If
we don't, we are hurting our own reputation and our own chances to negotiate
that next contract.
But it hurts us in other ways too.
For every ship that sails short, the Union loses money, or to be more
accurate, you as an SIU member lose the money that would have been paid
by the operator into the Union's Welfare, Pension and Vacation Plans for
every day the missing SIU crewmember should have been on the job.
A vessel that sails short also means the remaining crew has to bear the
burden of performing the missing member's job in addition to their own.
With vessel manning scales already at a minimum, this makes excessive
overtime, fatigue and high accident risk inevitable.
The Ship's Chairman also must notify the Union if the vessel will arrive
in port short any crewmembers she sailed with. This gives the Union adequate
time to line up relief manpower for shoreside duties.
Once the ship sails, the Ship's Chairman takes on the important job of
acting as the primary spokesman for the unlicensed crew. He presides at
weekly shipboard meetings where he has the responsibility to bring any
problems to light and to resolve them as quickly as possible.
Since the crew cannot attend the membership meetings in port, these
shipboard meetings are the crew's only chance at sea to exercise their rights
as Union members.
The SIU learned early in its history that a successful union is one that runs
on strong leadership and a well-informed membership. And we have worked
hard to make this ideal a reality for our highly mobile membership.
A good Ship's Chairman not only deals with problems at shipboard
meetings but uses this time to keep the crew up-to-date on important maritime
issues. This is the time when he should bring out copies of the Log and other
material sent to the ship.
Reading and discussing articles at shipboard meetings is the way the Ship's
Chairman can foster understanding and solidarity among the membership on
the issues that affect our livelihood as merchant seamen.
One Ship's Chairman at sea cannot alone meet the challenge of uniting a
mobile, isolated membership, no more than one port agent or other Union
official can, working alone on the beach. But if we all work together and carry
our share of Union responsibility, we will achieve a network of effective
communication and action that will defy our physical barriers.
SlU-Contracted Overseas Chicago Used for Training
The ST Overseas Chicago may not
be the very first tanker to load oil from
the Alaska Pipeline, but this SIUcontracted ship will probably know her
way around the port of Valdez better
than any other tanker by the time she
takes on her first load of Alaskan crude.
The Chicago, Maritime Overseas
Corp.'s (MOC) new 89,700 dwt
tanker, is seeing her first service as she
trains ship's officer personnel for pilot
and port familiarity in the Valdez area
during July and August.
She is the first SlU-contracted vessel
used for this purpose.
But before her training sessions even
began, the Chicago carried off a rescue
operation for the four survivors of a
commercial fishing vessel that sank in
the Gulf of Alaska. She picked up the
four and the body of a fihh crewmem
ber from a liferaft they used after their
fishing vessel, the Pacific Surf, sank on
July 11.
The Chicago is being used in two
training sessions, the first from July l.'i
to July 22, and the second scheduled
for July 23 through the first week in
August. About 35 officer personnel
from MOC and other companies are
participating in each session.
The ship carries a full SIU crew dur
ing this time, plus additional members
in the steward department to handle the
extra officer personnel.
The training takes place primarily
from Cape Hinchenbrook to Bligh
Reef, and includes familiarization op
erations from Bligh Reef up to the
port of Valdez.
The Chicago is one of four brand
new SlU-contracted MOC tankers un
der time charter to Standard Oil Com
pany of Ohio (SOHIO). She is due to
load her first oil around Aug. 13.
The first SOHIO oil out of the Alaska
pipeline will be loaded by another SIUcontracted MOC tanker, the Overseas
Alaska, on Aug. 5, to be followed by
the SIU- contracted Overseas Arctic on
Aug. 7.
These dates may change, however,
because of the several accidents that
have plagued the pipeline operation
since the oil started flowing on June 20.
The most serious caused a 10 day
shutdown following an explosion on
July 8 that destroyed Pump Station No.
8 on the pipeline and took the life of
one worker. This occurred after a twoday shutdown on July 4 due to cracks
in a section of the pipe near Pump
No. 8.
Two other accidents happened this
month, each time when a construction
vehicle hit a section of the line. As of
July 20, the oil was flowing again.
The three other new SlU-contracted
MOC tankers which will transport
Alaskan oil are; the ST Overseas Ohio,
due for service in October, the Overseas
New York, due in November, and the
Overseas Washington due in February,
1978. All four sisterships were built at
the National Steel Shipyards in San
Diego, Calif.
SIU Executive Vice-President Frank Drozak, third from left, took part in the
naming ceremony of the SlU-contracted SS Overseas Chicago in April at the
National Steel Shipyard in San Diego, Calif.
The Dennis Hendricks
The SlU-contracted SS Overseas Chicago saw her first service this month
training ship's officer personnel for pilot and port familiarity in the Alaska
pipeline trade. She is shown here after leaving San Diego, Calif, for Alaska.
The newest (and one of the
prettiest) SlU-contracted towboats is the M/V Dennis
Hendricks. The new 8,400 hp.
boat was buUt at the Jeffboat
Yard in Jctfersonville, !nd. for
Northern Towing Company,
also of Jeffersonville.
Because of its large size the
Hendricks will operate pri
marily on the Lower Mississippi
River, which has a relatively
wide, deep channel. The new
boat will push large tows of gen
eral cargo barges.
Northern Towing currently
operates f^ree boats and plans
to add several more to their fleet
in the coming months. The
company's next new boat will
be another 8,400 from Jeflboat,
the Joe Bobzien, to be chris
tened this fall.
July 1977 / LOG / 7
�The
Lakes
Picture
Mariners' Church Remembers
Sons Lost to the Great Lakes
Cleveland
Port Agent George Telegadas was taken suddenly ill in his office in June and
is now recovering at the Huron Road Hospital, 13951 Terrace, Cleveland,
Ohio. He will be away from the office for a while.
Chicago
Business is going on as usual with Lakes freighters bringing limestone and
aconite (iron) pellets to the Inland Steel Company in East Chicago, Ind., and
carrying coal out of Chicago, 111. to the Michigan and Wisconsin power plants.
SIU ships stop in Chicago almost every day.
Alpena
The steamer/. B. Ford (Huron Cement), which laid up May 16, was sched
uled to fit out on July 20. Her cre\v is looking forward to getting back to work.
Diiliith
On July 14 the old Ben Morell (Kinsman) was christened the Alastair
Guthrie (Kinsman). The ship is named after Alastair Guthrie, who owned a
shipping company in Duluth. More ships have been pulling into Duluth lately
o pick up loads of low sulfur coal.
Shipping
The 1000-ft. self-unloader M/V Belle River was christened July 12 in
Sturgeon Bay, Wise. After the trial runs, the bulk carrier will begin her first
voyage during the first week in August.
The SlU-contracted sandsucker Niagara recently celebrated her 80th birth
day. The Niagara was launched at the Wheeler and Co. Shipyard in Bay City,
Vlich. on May 29, 1897. In recognition of this, her captain was presented with
a plaque by the Bay Area Chamber of Commerce on May 23.
According to the Lake Carriers' Association, iron ore, coal and grain ship
ments on the Great Lakes in May totaled 20,137,172 tons, slightly more than
during May 1976. This is the best monthly figure during the past three years.
Shipping is good for SIU Lakes sailors as well.
Detroit
The Great Lakes may get a Federal Maritime Commission office next year,
if the Senate approves the funding. Although the Administration did not request
money for a Great Lakes district office, the House of Representatives added the
money to the Administration's budget proposal. Rep. James Oberstar
D-Minn) was instrumental in getting the appropriation passed.
The Federal Maritime Commission enforces the maritime commerce laws of
he United States and works against discriminatory practices. Oberstar felt that
a Lakes office would help the growth of U.S. flag service in Lakes ports, equalize
competition with the ports of the East, Gulf and West Coasts, and help slow
down the diversion of U.S. cargo through Canadian ports.
The FMC now handles Lakes affairs through the New York office. Even
though the Merchant Marine Act of 1970 named the Great Lakes as the fourth
seacoast, the Government has been slow in implementing this. Officials in the
area feel that a local office would be more sensitive to the needs of Lakes
shipping interests.
Altar boys lead procession In commemorative ceremony at the Mariners'
Church in Detroit. The ceremony is held annually in memory of those seamen
who lost their lives to the Great Lakes during the year.
"In a musty old hall in Detroit they
prayed, in the Maritime Sailors' Cathe
dral. The church bell chimed 'till it
rang twenty-nine times for each man
on the Edmund Fitzgerald."
Even before Gordon Lightfoot made
the Mariners' Church famous nation
wide in his song, "The Wreck of the
Edmund Fitzgerald", it was a landmark
in downtown Detroit, Mich. Built in
1849 to serve the seamen of the Great
Lakes, the stone Gothic church was
GREAT LAKES
moved en masse in 1955 to become a
part of Detroit's new multi-million dol
lar Civic Center. Since Lightfoot's song
became popular, however, the Marin
ers' Church has included the new-found
title "Maritime Sailors' Cathedral" on
all its bulletins.
Each year, on the third Sunday in
Lent, the Octorara Bell of the Mariners'
Church chimes once for each seaman
who lost his life on the Great Lakes
during the past year. The ringing of the
bell is part of the Annual Blessing of
the Fleet, which many SIU Lakes Sea
farers attend. The bell also rang over a
sad city the day the Edmund Fitzgerald
went down.
During the Annual Blessing of the
Fleet, the captains of Lakes vessels
bring their ship's flags to be blessed and
wreaths are presented to memorialize
"all the Mariners of our Great Lakes
who have lost their lives by storm . . .
by reef ... by fire and by collision."
This unique service uses the Seaman's
Version of the 23rd Psalm and erids
with the Mariners' Hymn. It is broad
cast over Detroit radio and television
stations.
The Octorara Bell was originally
built for the passenger steamer Octorara
which began sailing the Lakes in 1910
on a Detroit-Buffalo run for the Penn
sylvania Railroad. It is the largest
bronze bell ever cast for a Great Lakes
vessel. Many decorations on the walls
and ark of the church also depict the
waters and the seaman's trade.
Announcing the First Annual
'Living Sober' Reunion
August 19.20.21.1977
Schedule of EvcHts
Friday^ Aupist 19
8:vJCp.m,
Saturday, August 20
9:00 a.m. Open House
6:00 p.m. Come and visit the
Center staff and your
old friends
6:30 p.m. "Living Sober" Banquet
v.,
8:00 p.m.
•
Sunday, August 21
,
'^ r V* ^
• '-A- / '
:
8/LOG / July. 1977
12:00 p.m.
Open AA Meeting
Everyone is Invited to
share their experiences '
with others
AA Speakers Meeting
Guest speaker—Harvey
M., fellow Seafarer,
Seattle, Wash.
Open AA Meeting
Everyone is invited
Renew your decision
to stay sober
1:00 p.m. Cookout
Call the Center at (301) 994-0010, Ext. 311.
I'he Center .
The Center^
• ••
Anchor
Dining Room
Anchor
Dining Room
The Center
The Center
]
�MARITIME AUTHORIZATION
The legislation to provide funds for fiscal year 1978 and 1979 has been
reported out of the House Merchant Marine and Fisheries Committee and is
expected to go to the floor within the next week or two.
The Senate has already completed action on a similar bill.
COAST GUARD AUTHORIZATION
House and Senate conferees have finished work on H.R. 6823, to authorize
$1.26 billion for the Coast Guard for fiscal year 1978.
The conference report, which is a compromise between the House and Sen
ate proposals, has passed both houses and is awaiting the President's signature.
COAL SLURRY PIPELINE
The Subcommittee on Mines and Mining of the House Interior and Insular
Affairs Committee adopted by a 13-12 vote Congressman Philip Ruppe's
(R-Mich.) amendment to postpone until next year, action on H.R. 1609
which would grant the right of eminent domain over private lands to coal slurry
pipeline operations.
ALASKA GAS PIPELINE
The President's recommendation for a route to transport Alaska natural gas
is due Sept. 1.
Three routes are being considered. The route which SIU strongly supports
is the one proposed by El Paso Gas, also referred to as the All-America TransAlaska Project. The other two proposals are for routes a'cross Canada.
El Paso Gas has agreed to buy all possible goods and services in the United
States. It will mean a total of 765,500 man years of labor for Americans.
The 20-year financing of the project would pay approximately $10 billion in
taxes to the U.S.
Canadian routes would have to be approved by each province and native
claims must be negotiated. Each year of delay is estimated to add a cost of
$1 million.
If a Canadian route is chosen, it will always be subject to Canadian Govern
ment taxes and control.
The El Paso route consists of a 801 mile, 42-inch pipeline parallel to the
oil pipeline, terminating at Gravina Point where gas would be liquefied and
shipped on LNG carriers to California.
Congress has 60 days after the President's decision to approve or reject it.
OCEAN MINING
The Subcommittee on Oceanography is to begin mark-up after the July
recess of H.R. 3350 to allow Federal licensing programs for deep seabed min
ing. Congressman John Breaux (D-La.) is chairman of the Subcommittee.
OUTER CONTINENTAL SHELF
Chairman John Murphy (D-N.Y.) has announced mark-up of H.R. 1614,
on management and development of oil and gas on the outer continental shelf.
Support SP/\1)
LOCKS AND DAM 26 AND USER CHARGE
The Senate has passed and sent to the House a bill to place user charges on
barge lines. However, it may not come to the floor of the House because of a
Constitutional question. If it is determined to be a revenue measure, only the
House has authority to originate revenue bills and the Senate's move would be
invalid.
Several senators favored an 18-month study of the consequences of water
way user charges; the point was made that railroads operate on rights-of-way
given them by the Government. The debate lasted nine hours.
Under the Senate provisions, the Secretary of Transportation would be re
quired to set up a schedule by Jan. 1, 1979, to return 100 percent of Govern
ment cost of operating and maintaining the inland waterways and 50 percent
of Federal construction costs.
The House Ways and Means Committee is asking that conferees not be ap
pointed, since they consider it a tax bill.
SPAD is the union*s separate segregated political fund. It solicits and accepts
only Toluntarv contributions. It engages in political activities and makes con
tributions to candidates. A member may voluntarily contribute as he sees fit
or make no contribution without fear of reprisal.
Seafarers are urged to contribute to SPAD. It is the way to have your voice
heard and to keep your union effective in the fight for legislation to protect the
securitv of everv Seafarer and his familv.
A copy of our report is filed with the Federal Election Commission and is
available for purchase from the Federal Election Commission, Mashinglon,
D.C.
Retiring MSG Chief Says Seapower Essential to U,5.
"Maritime labor and maritime man
agement constitute an industry which
perhaps has contributed more to the
security and economic well being of our
nation than any group of comparable
size."
These are the words of Rear Adm.
S. H. Moore, commander of the Mili
tary Sealift Command, who retired this
month after 35 years of active service
in the U.S. Navy. The statement is part
of a telegram Rear Adm. Moore sent
to SIU President Paul Hall in announc
ing his retirement from the Navy.
- We think it appropriate that Rear
Adm. Moore's statement be reprinted
here in full. It reads:
"As I end 35 years of active Navy
life and relinquish command of the
Navy's Military Sealift Command to
Rear Admiral John D. Johnson, Jr., I
take this opportunity to again express
my appreciation for the support and co
operation provided MSC by the SIU
during the period I have served as MSC
Commander.
"The ships, services, counsel, man
agement experience, skills, general ex
pertise and other forms of assistance
which have been provided to the De
partment of Defense by commercial
maritime organizations and the Unions
have enabled the military services to
fulfill demanding logistical require
ments of U.S. military forces in both
peacetime and emergency situations.
"As was demonstrated during the
evacuation of South Vietnam when
merchant mariners employed by com
mercial maritime organizations exerted
tremendous personal efforts the skills
and dedication of American seamen are
as evident today as they have been
throughout 200 years of U.S. history.
"Together, maritime labor and mari
time management constitute an indus
try which perhaps has contributed more
to the security and economic well being
of our nation than any group of com
parable size. As in all forms of en
deavor, however, that record reflects
the accomplishments of many organi
zations and individuals.
"During my many years in Navy
uniform, I have developed a great ad
miration for the U.S. merchant marine,
which has been an indispensable ele
ment of U.S. seapower. Though I am
retiring, I intend to continue my efforts
to support those who understand that
seapower is as essential to maintenance
of U.S. power and policy as it has been
throughout the past 200 years.
"Despite the technological achieve
ments which have revolutionized the
transportation industry, seafaring men
and the ships they sail move the bulk
of U.S. international trade and stand
always ready to maintain the logistical
lifelines necessary to sustain the opera
tions of any military forces we may
need to deploy. Please extend my best
wishes for a satisfying and rewarding
maritime career to the many members
of the SIU as well as my thanks for the
contributions they have made to MSC's
successful accomplishment of its own
sealift missions."
AFL-CIO Ends Boycotf Of Ringling Bros.
The AFL-CIO's nationwide con
sumer boycott of the Ringling BrothersBarnum & Bailey Circus was ended on
June 6 when the American Federation
of Musicians (AFM) signed "a satis
factory contract."
The boycott was started in March by
the AFL-CIO Executive Council after
the circus derpanded elimination of
long-standing conuact provisions thai
the Musicians" Union said would have
seriously, eroded working conditions.
The new contract provides for the em
ployment of local musicians in conjunc
tion with a traveling cadre of musicians.
During the dispute, the circus had ar
ranged for band music from a group
described as "an avowed bitter enemy"
of the Musicians' Union.
An official of the union said the boy
cott "was very effective. Many, many
block tickets weren't sold."
AFL-CIO President George Mcany
joined AFM chief Hal C. Davis in
thanking AFL-CIO affiliates and their
members and state federations and lo
cal central bodies for giving full sup
port to the boycott.
Meany asked that all union members
be told that "the circus is all union
again." He added that, "those loyal
sons and daughters (of union mem
bers) who supported the boycott" be
given "that age-old reward for good
children—a trip to the circus."
July 197? / LOG / 9
�BB
Alaskan Oil Swap Plan to Japan Rejected
Plans to sell surplus Alaskan Prudhoe Bay oil to Japan have been re
jected by the Carter Administration.
Under the "Alaska oil swap", in ex
change, Mideast oil bound for Japan
would have been shipped to the U.S.
East Coast and Gulf Coast ports.
As a result of Carter's decision, all
the oil flowing through the Alaska
pipeline will be reserved for American
use. An estimated 500,000 barrels a
day of oil that cannot be used by West
Coast refineries will be shipped on
American-flag tankers through the
Panama Canal to the Gulf Coast and
Northeast.
The President's energy advisor,
James Schlesinger, made the an
nouncement July 10 while appearing
on the NBC-TV interview program
"Meet the Press." He said the oil swap
was nixed "partly for political grounds,
partly for other technical reasons."
After sizing up the national mood,
the President's advisors told him the
public would have trouble believing
in an energy crisis if American oil were
sold abroad. Apparently, letters to the
White House have been overwhelm
ingly against it. In addition, the ad
visors maintained, selling Alaskan oil
to Japan would make it harder for
Carter to get his energy program
through Congress.
Already Congress has passed legis
lation allowing either house to over
rule any presidential decision to
exchange Alaskan oil. That law was
flag tankers both to ship the oil to
Japan and to bring the oil from the
Mideast. Under the Jones Act, only
American ships can carry oil from
SIU Opposed Swap
Alaska to other U.S. ports.
Advocates of the oil exchange said
The SIU had opposed sending
that
it would save money on trans
American oil overseas while there is
an energy crisis at home. Exchanging portation costs. However Schlesinger
Alaskan oil for Mideast oil, the SIU noted that the Administration has been
said, would only increase this nation's "unable to demonstrate clear-cut sav
dependence on an insecure oil supply. ings to consumers" as a result of the
Ironically, while the "swap" was l^ing swap.
He added that the rejection of the
considered, the Administration was
making plans for a strategic oil re oil exchange "will have the advantage
serve to tide the nation over in the of increasing pressure on the compan
ies to bring pipelines from the West
event of another Arab oil boycott.
The oil industry had favored the Coast into the interior part of the
swap partly because it would have country." It would take at least two
allowed them to use their runaway- years to complete these lines.
passed as a compromise after the
House had voted to ban the exchange.
Aquarius Completes Trial Cargo Runs in England
The facts that the 936-foot LNG
Aquarius is the first liquified natural gas
carrier ever built in the United States,
and the first such vessel to fly the Amer
ican flag, are not the only distinctions
that set her apart from all other U.S.
merchant vessels.
She is also the most carefully engi
neered vessel ever built in the U.S., or
for that matter, anywhere else in the
world. And her unlicensed crew of Sea
farers and licensed crew of MEBA Dis
trict 1 members have probably under
gone more intensified training for the
operation of this ship than any crew
has for any type ship in the history of
the American merchant marine.
Presently, the Aquarius, which is op
erated by Summit Marine Operations, a
subsidiary of Energy Transportation, is
on her maiden voyage. According to
Joe Cunio, president of Energy Trans
portation, the ship has a 25-year time
charter to carry liquified natural gas be
tween Indonesia and an LNG terminal
in Osaka, Japan.
Before she actually took on her first
full load of cargo in Indonesia, though,
the Aquarius, the first of 12 identical
sisterships planned to be built at the
General Dynamics Shipyard in Quincy,
Mass., visited various ports in England
for extensive testing of her cargo tanks
under actual sailing, loading and un
loading conditions.
SIU Executive Vice President Frank
Drozak visited the Aquarius while she
was in England to observe the vessel
during one of her trial cargo runs. Upon
his return to Union Headquarters, Dro-
zak stated that "the Aquarius is func
tioning beautifully, and all crewmembers are carrying out their duties in the
highest tradition of professional sea
manship."
Safety Is the Thing
The entire thrust of the Aquarius'
special engineering features, coupled
with the extensive training of the crew,
is aimed at one very important goal—
safe operation of the vessel.
Among some of her more outstand
ing safety features are a double bottom
hull; a collision avoidance system, and
the most sophisticated kind of naviga
tion and electronics equipment. She is
also equipped with extensive firefighting
capabilities, including automatic sprin
kler systems and eight dry chemical
firefighting stations located at strategic
points on deck.
Safety was also the top priority in the
design of the ship's five spherical cargo
tanks and the cargo loading and un
loading systems.
The eight-inch thick aluminum cargo
tanks are 120 feet in diameter and
weigh 800 tons each. And they are pro
tected by a thick steel outer shell, in ad
dition to the protection of the ship's
double hull.
The cargo loading, unloading and
ballast systems are completely moni
tored from the ships automated Cargo
Control Room, located on deck just
above the manifold.
The Cargo Control Room is super
vised by a Cargo Engineer, a new rating
developed specially for LNG vessels.
Some of the unlicensed crewmembers of the Aquarius (Summit Marine) get
together in the crew messroom «^lii!e the ship was in England for a photo with
SIU Executive Vice President Frank Drozak, standing center, and Leon Sha
piro, secretary-treasurer of MEBA District 1, standing to Drozak's left. Seated
from the left are SIU members Neil McGowan, ordinary seaman; Emrriett Al
bert, utility messman; Ed Sullivan, ordinary seaman; James Mullally, Billy
Mitchell and Joe Morrison, able-seamen, and Tom Murray, wiper. Standing
from left are Billy Nuckols, recertified bosun; Imro Solomons, QMED; Frank
Drozak and Leon Shapiro; Frank Costango, steward/cook; Vasco Worrell,
QMED, and Gene Bousson, able-seaman.
10/LOG/July 1977
iii
SIU Executive Vice President Frank Drozak, left, conducts Union meeting
aboard Aquarius. With him is Leon Shapiro, secretary-treasurer of MEBA Dis
trict 1. Drozak met the ship in England where she underwent extensive sea
tests on her cargo tanks.
Because of the sophistication of the study of very low temperatures ).
On top of their training at Piney
cargo system, the Aquarius can load or
unload a full cargo of 125,000 cubic Point, the entire licensed and unli
meters of LNG in 12 hours. The LNG censed crew participated in a monthis maintained in the tanks at a tempera long training program in Quincy, Mass.
just prior to boarding the Aquarius for
ture of 265 degrees below zero fahrenher maiden run.
heit.
This program included more classes
Also in relation to her cargo, the
Aquarius is equipped with a huge inert on the properties and handling of the
gasification plant to purge the cargo special LNG cargo. And the crew was
tanks of active gases, such as oxygen, able to get a first hand look at the
Aquarius and become more familiar
after unloading.
with her specifics before actually taking
the vessel to sea. The course in Quincy
also included an intense firefighting pro
gram, given with the aid of the Boston
Fire Department.
No matter how many safety features
are incorporated into a vessel's design
Praise From Captain, Engineer
though, the ship will not function prop
erly without a well-trained crew.
The most important thing, though, is
In that case, there should be no prob that all this training has paid off. In
lems at all in the operation of the separate letters to the Log, both the
Aquarius because her crew of Seafarers Captain and the Chief Engineer of the
underwent two full months of training Aquarius have commended the crew for
before taking the vessel out on her their professional work aboard ship.
maiden voyage.
Chief Engineer R. Boemer wrote:
The crew spent one complete month
"The crew of this vessel has been out
at the Lundeberg School in Piney Point standing during the first weeks of oper
participating in the School's special ation. They have been cooperative,
LNG Program.
knowledgeable and willing in the per
During the Piney Point course, the formance of their duties.
crew had classes dealing with the prop
Capt. H. Van Leuven wrote: "I
erties and handling of liquid natural
would like to advise you of the profes
gas, and of course, classes on the poten sionalism that all members of the crew
tial dangers of LNG and how to handle have shown in the performance of their
emergencies should they arise.
work since delivery of the Aquarius.
The crew also studied the automated
"During the voyage from Boston to
features of the Aquarius' engine room
England and during the gas trials, all
and special Cargo Control Room, as
personnel exhibited a wide spectrum of
well as participating in a two-day expertise in handling all situations."
course in firefighting. They also went
The next LNG ship, to be named the
on a field trip to the LNG terminal in
Aries, is scheduled to be out in late Au
Cove Point, Md., where they received gust. Like the crew of the Aquarius, the
special safety hints from a Coast Guard crew of the Aries will undergo the same
expert in the area of cryogenics (the kind of rigorous training schedule.
�Will Set Up Committee
SIU^ NMU Sign Agreement to Study Merger
On June 20, 1977, SIU President Paul Hall and NMU President
Shannon Wall signed an agreement to set up a joint committee "to
develop steps which can be taken by both organizations to work more
closely together in the maritime industry, and to outline steps that should
lead to the eventual merger of the two organizations."
According to the agreement, the Committee will begin work as of
Oct..1, 1977, and will submit its first report by the end of the year.
The complete text of the SlU-NMU agreement is reprinted below:
MARITIME, NMU-SIU
1. The NMU and the SIU agree that it would be in the best interest of
American seamen to have one union of seamen. This unity would make a
contribution to the American merchant marine, its management, and to
the national interests as well.
In the past decade the number of jobs and the number of seamen and
officers has declined sharply. In many ports there are duplicate halls.
Duildlngs and training facilities. Consolidation could provide more effective services to seamen. In the declining merchant marine, the conflict over
the union representation of new vessels is a source of serious conflict.
2. In the same way, it would be in the best interests of maritime officers
—represented by MMP-ILA, MEBA and two radio officers unions—to
have one union of officers.
3. The NMU and the SIU, in cooperation with all other maritime
unions, have agreed to begin regular meetings in Washington to be better
informed and more effective in the legislative arena and before executive
and administrative agencies.
4. The NMU and the SIU have agreed to establish by October 1st a
joint committee to develop steps which can be taken by both organizations
to work more closely together in the maritime industry, and to outline
steps that should lead to the eventual merger of the two organizations. An
initial report shall be submitted by the joint committee by the end of 1977.
Ad Hoc Committee Has Helped Union Cooperation
If you had to describe the relation to work more closely together in the simply "to provide an opportunity has led to victories involving the
ship of America's major maritime maritime industry, and to outline for all the unions in the maritime in bilateral shipping agreement cover
unions in the last three years in just steps that should lead to the eventual dustry to meet on a regular basis and ing U.S. grain shipments to Russia,
one word, that word would have to merger of the two organizations." discuss their problems."
as well as several successful defenses
be—cooperation.
(see statement reprinted on this
It was totally left up to the mem of the Jones Act.
It wasn't always that way, but page. )
ber unions of the Committee to de
Presently, the Committee is work
since the formation of the Ad Hoc
The issue, itself, of one unlicensed velop the structure of the Committee, ing on a coordinated legislative effort
Committee on Maritime Industry seamen's union is not a new one. In and of course, by their actions or on such vital maritime issues as ocean
Problems in June 1974 by AFL- fact, in the SIU's original proposals inactions, decide whether the Com mining; oil rig drilling on the U.S.
CIO President George Meany, Amer in 1974 to the Ad Hoc Committee, mittee would be a success or a failure. Outer Continental Shelf; oil cargo
ica's maritime unions have worked the SIU called for the eventual "mer
The member unions took this preference for U.S. tankers; mari
together in a spirit of cooperation on ger of all unlicensed AFL-CIO opportunity very seriously. They set time authorizations for fiscal 1978,
vital issues regarding maritime legis seamen's unions into one AFL-CIO up a number of Subcommittees to and legislation to require the Defense
lation; training and education; inter unlicensed seamen's union."
deal specifically in such areas of im Department to use the private mer
national maritime affiairs; jurisdic
However, the latest SIU-NMU portance as legislation, training, and chant marine sector to the fullest pos
tional disputes; Coast Guard regula agreement to talk about merger is a Coast Guard regulations. And they sible extent.
tions, and Federal maritime policies. more concrete proposal for one very fulfilled their commitment to meet
As important as all these legis
When the Ad Hoc Committee was important reason. In the past three on a regular basis.
lative issues, however, is the simple
first set up, no one was really sure years, the SIU and NMU have met
As a result of the total effort, there fact that the Ad Hoc Committee is
how effective the Committee would at intervals under the auspices of the is no question that the cooperative functioning, and that maritime labor
be in dealing with the many difficult Ad Hoc Committee and have both work of the member unions in the is working together for the good o:
problems facing the U.S. maritime talked about the possibility of mer Committee has made it a definite all concerned in the industry. Mos
industry. Yet, in its 36 months of ger, and have worked out some long success.
importantly, though, it looks like
existence, the Committee has proven standing disputes between the two
In the past, the Committe's work more of the same for the future.
over and over again tha: it is an unions.
\
effective body in promotiijg the
growth and stability of the industry
West Coast Merger
as well as jobs and job security for
In addition to the SIU-NMU
U.S. maritime workers.
agreement,
the open forum provided
For instance, in the last two
• Seafarers International
• National Marine Engineers
months alone, the grass roots work by the Ad Hoc Committee has also
Union of North America
Beneficial Association
of the Ad Hoc Committee has helped helped to bring the SIU A&G District
• American Radio Association
• National Maritime Union
bring about three significant devel a good deal closer to a merger with
• United Steelworkers of
opments concerning the health and at least one of the SIUNA's affiliated
America
• International Longshore
well-being of the U.S. maritime in West Coast seamen's unions — the
• Oil, Chemical and Atomic
men's Association (Masters, Mates
dustry and its workers. These devel Marine Cooks and Stewards Union.
Workers International Union
and Pilots Union)
The SIU A&G District offered a
opments are:
merger proposal to all three West
• President Carter's announced,
Coast unions last February, but to
support of 9.5 percent oil cargo pref
date only the MC&S leadership has
erence for American-flag ships.
agreed to the merger, while the
• The Admiiiistration's veto of
leadership of the Sailor's Union of
any plan that would include the
the Pacific and the Marine Firemen,
export of Alaskan oil to Japan or any
Oilers and Watertenders Union have
other foreign nation.
temporarily delayed any actions in
• The establishment of hearings
this area. (The membership, of
by the House Merchant Marine and
course, of the SIU and the MC&S
Fisheries Committee to study the
will have to note on any final merger
Coast Guard's failures in fostering proposal.)
safety on America's merchant vessels.
Not a Cure-All
SIU-NMU Agreement
Taking an objective look at the
One other recent development that Ad Hoc Committee on Maritime In
is a direct result of cooperation dustry Problems, it is not a cure-all
through meetings of the Ad Hoc for the many difficulties facing to
Committee is last month's agreement day's merchant marine. And no one
between the SIU'and the National ever expected it to be.
The original intent in setting up The Ad Hoc Committee on Maritime Industry Problems meets regularly
Maritime Union to establish "a joint
to discuss pressing issues involving the U.S. merchant marine. Above
committee to develop steps which the Committee, as noted by AFL- photo shows one of these meetings that took place in February 1975.
can be taken by both organizations CIO President George Meany, was
Member Unions of Ad Hoc
Committee
July 1977 / LOG / 11
�N.
The spacious new lounge and TV area was designed for the
convenience of SlU brothers.
SlU members are standing at the counter on the second floor of the new
Houston Hall awaiting job postings.
New Houston Hiring Hall
'T^he Houston Hiring Hall has reA cently been moved to a more
modern, spacious and very im
pressive building, just in time to
bouse this month's regular mem
bership meeting.
The Houston Seafarers and
staff all admit that the new Union
facility is much more comfortable,
better equipped and more acces
sible now that it is in the down
town area at 1221 Pierce St. (the
new phone number is: 713-6595152).
Joey Sacco, headquarters rep-
An outside view of the new Houston Hall at 1221 Pierce St.
Taking advantage of the air-conditioned Hall are (I. to r.): Fernando Urias,
cook-baker; M. Degollado, cook-baker, and Johnny Corso, a visitor.
Assisting Robert Black (far left), chief cook, and Patrick Henry Key, firemanwatertender, are, from left behind the counter: SlU Patrolmen "Sal" Salazar
and Joe Perez, and Port Arthur Agent Don Anderson.
Browsing through the Seafarers Log are (k to r.): Donald Foster, chief cook; T. Garcia, fireman; Frank Radz'vila, chief
steward and a charter member of the SlU, and Tony Rabago, bedroom utility.
12/LOG/July 1977
that the facility is centrally
located and has better accommo
dations, including modern fur
nishings, air conditioning, a TV
ton^Joey sIccT a^^^
bership at the July meeting.
�The Houston staff agree that this new facility is better equipped
and more comfortable. From (i. to r.) are: Flossy Peak; Margaret
Jett; Christina Frybarger (standing at tjie copy machine), and
Dale Trahan.
Opens; July Meeting Held
room, and a larger shipping board.
The Houston Hall is just one of
many planned changes in a series
of general upgrading for all the
SIU's hiring facilities. The Jack
sonville Union Hall in Florida has
already moved and the one in San
Francisco, Calif, has been reno
vated.
Later in August or early Sep
tember, the Detroit Union Hall
will he moved to Algonac, Mich.,
where a new building is now being
completed.
Although the surroundings
were different, business went on
as usual at the July membership
meeting where Seafarers heard
updated reports on the many is
sues and problems facing the mar
itime industry today.
Some Seafarers are gathered in the lounge to await the regular membership
meeting.
The July membership nneeting was held in the new meeting room on the third floor.
Houston Seafarers listen attentively to reports given at the regular membership meeting on July 11.
-
Patrolmiin Joe Perez (right) helps to fill out forms for Seafarer E. Wilson to take AB job on the Zapata Courier.
A Seafarer listens attentively at the regular membership
meeting.
Brother Oscar Raynor of the steward
department stands to ask a question
at the membership meeting, while
others look on.
July 1977/ LOG / 13
* v .• I
�Workers' Progress Stands Out in Visit to Sweden as
officers and one union for all unlicensed
seamen.
We discussed shipping in both our
countries and I learned that flags-ofconvenience vessels are also hurting
Swedish shipping and shipbuilding con
siderably. (Sweden is the third largest
shipbuilder in the world.)
by Marietta Homayonpour
Editor, Seafarers Log
"Production must be organised in
such a way that human labour comes
first."
This simple sentence from an LO
"Report on Labour Market Policy"
helped sum up for me the many good
feelings I had about the Swedish labour
movement—what it has done and is
striving to do to insure that the worker
"comes first."
As editor of the Log I was invited to
be part of a 10-member AFL-CIO dele
gation that visited Sweden for six days
in April.
The Swedish trade union movement
and the Swedish Government had asked
the AFL-CIO to send over a group of
labour editors to meet with their union
publicists and labor representatives.
Never having gone on a trip like this,
I was both looking forward to the visit
and a little apprehensive. Two things
can be said right away: the visit proved
to be far beyond my expectations, and
there was no need to worry.
First of all, the people were delight
ful. The warmth and friendliness of
those 1 met made the trip personally
rewarding.
Secondly, the range of places visited
and the type of program that was
planned made the trip extremely mean
ingful to me as a labour editor and
strong supporter of the working man's
rights.
1 also learned that one of the biggest
problems confronted by Swedish sea
men is the same one that plagues their
American brothers, namely, Hags-ofconvenience ships.
Perhaps the best way to provide a
good rundown of the trip is to first
explain the Swedish labour movement
structure and to then give a day-byday account of the trip's highlights.
A Way of Life
Unions and unionism are a way of
life in Sweden. Ninety-live percent of
all blue collar workers in Sweden be
long to unions and 75 percent of
Swedish white collar workers are
union members.
Most blue collar workers are mem
bers of unions that belong to a national
confederation called Landsorgnisationen i Sverige, or LO. Founded in 1898,
LO consists of 25 trade unions that
represent 1.9 million workers. (The
total population of Sweden is approxi
mately eight million. Of that number.
Participating in a discussion with union and management representatives at
the Saab-Scania plant are, seated from left: Ken Lohre, editor of the Utility
Reporter; Al Zack, who headed the delegation and who is director of the AFLCIO Department of Public Relations, and Olle Rytterbrant, press officer for
LO. (Photo by Bjorn Myrman)
about four million are in the work
force.)
Most white collar workers belong to
unions that are members of an organi
zation founded in 1944. Called the
Tjanstemannens centralorganisation, or
TCO, the group now has 24 member
organizations that represent 950,000
workers.
A much smaller confederation of
unions in Sweden contains profes
sionals, such as doctors, and is called
the Sverigcs adademikers centraorganisation, or SACO. In 1975 it merged
with the National Federation of Civil
Servants (SR). Together they represent
165,000 people.
But if workers in Sweden are well
organized, so too are the employers.
There are very strong employer organi
zations, the largest of which is the
Swedish Employers' Confederation
(SAP) founded in 1902. Within this
confederation there are 26,000 com
panies alliiliated to 38 employer
associations.
On the whole, bargaining takes place
between the labour confederations and
the employer confederations. Of course,
individual unions and employers would
negotiate for their particular situation
but the general terms would be worked
out by the confederations. For instance,
a six percent wage increase for one year
might be negotiated by the Confedera
tions. How that six percent is actually
used by particular unions would be the
decision of the individual union.
The outline I've given of the Swedish
labour movement is of course rough
and oversimplified. For instance, there
are some white collar workers in LO
and some blue collar workers in TCO.
But it should serve as a good general
outline in describing the Swedish visit.
DAY ONE: It was a day for meeting
and learning. We met with some of the
people who would accompany us on
much of our travels. For instance, there
was Bjorn Pettersson, Swedish labour
attache to the U.S.; Olle Rytterbrant,
press officer for LO, and Nils Ellcbring,
press officer for TCO.
These men and their assistants not
only helped us in learning about Swe
den and the trade union movement, but
were very helpful in aiding us with any
traveling problems. Their warmth and
friendliness were an outstanding fea
ture of the trip.
On this first day we also met a num
ber of union publication editors as well
as union officials. Among them was
Lennart Bodstrom, president of TCO,
who expressed the desire for continued
cooperation between his confederation
and the LO. He noted that LO and
TCO have similar aims and objectives
and that the only real difference is in
the area of politics. This was something
that had also been pointed out to us
earlier in the day at the lovely LO
school outside Stockholm.
LO actively .supports and closely co
operates with Sweden's Social Demo
cratic Party. LO is a socialistic trade
movement and supporting the Social
Democrats is one of the ways it ex
presses its beliefs.
TCO, however, does not support any
particular party. It is a very progressive
confederation, though, and of course it
does back legislation which it feels is
good for the working man.
One of the editors I met the first day
was Borje Hammargren of the Swe
dish Ship Officers' Association. In Swe
den there is one union for all ships
LO School
The LO school we visited this day is
truly breathtaking. Located at Hasseludden, about 20 kilometers from Stock
holm, the school is set in the midst of
beautiful forest and sparkling water.
Finished in 1974, it is the fourth
school built by the LO. It contains 160
individual bedrooms with private bath.
There are 15 teachers at the school and
the courses can run anywhere from one
week to three months.
Among the courses offered to LO
trade union members are: political sci
ence; economics; negotiations; infor
mation and communication.
Individual trade unions can also con
duct courses at the school.
The school itself is a pleasure to be
in. Plenty of clear glass used through
out the facility lets in a great deal of
natural light as well as'wonderful views
of the magnificent scenery. Quite mod
ern, uncluttered and neat, the school
also seems to be very solidly built.
There are a wide variety of recreational
facilities in the school including an
Olympic-size swimming pool in a room
whose right wall is clear glass.
DAY TWO: Democracy at the work
place was the theme of the day as we
visited the Saab-Scania plant in Sodertalje, not far from Stockholm. Produc
ing trucks, buses and diesel engines,
the plant employs approximately 5,000
workers. Since 1969, this plant, to
gether with the trade unions, has been
experimenting with new work forms.
The purposes have been: (1) to let the
worker have a greater say in his job
situation (2) to make work more pleas
ing (3 ) to increase production.
We toured the truck engine assembly
plant where a very unique work form
is in operation—group assembly. In
stead of the traditional assembly line,
workers form teams and each team as
sembles a complete engine. Each group
determines how it wishes to distribute
the work among themselves.
This innovative work scheme is the
result of worker-management partici
pation groups known as production
groups and development groups.
A production group is a number of
workers who make a finished product.
Basically their job is to produce and
they can make certain decisions on how
10-i
That Visited Sweden
The following people comprised
the ten-member AFL-CIO delega
tion that visited Sweden:
t
Looking at a truck (diesel engine at the Saab-Scania plant in Sodertalje are,
from left: Elizabet Hoglund, from the LO press department; Mel Stack, as
sistant editor of the Retail Clerks Advocate; Joan Kelley, managing editor of
the Michigan AFL-CIO News; Marietta Homayonpour, editor of the Seafarers
Log, and Mr. Selzer, a representative from Saab-Scania. cpnoto by sjom Myrman)
14/LOG / July 1977
• Albert J. Zack, Director of the
AFL-CIO Department of Public Re
lations—^he headed the delegation
• Albert Herling, Managing Edi
tor, B & C News, Bakery and Con
fectionery Workers
9 Mel Stack, Assistant Editor,
Retail Clerks Advocate, Retail
Clerks International Union
• Marietta Homayonpour, Edi
tor, Seafarers Log, Seafarers Intcrnationl Union
• Joan Kellcy, MauagiKtg Editor,
Michigan AFL-CIO News, Michigan
State AFL-CIO
• Sal Perrotta, Editor, Los An
geles Citizen, Los Angeles Coun^
Federation of Labor
• Kenneth Lohre, Editor, Utility
Reporter, International Brotherhood
of Electrical Workers Local 1245
• Bob Kalaski, Associate Editor,
The Machinist, Machinists and Aero
space Workers Union
• Ted Bleecker, Editor-in-Chief,
The New York Teacher, New York
State United Teachers
• Bill Lawbaugh, Editor, The
Ironworker, Iron Workers Interna
tional Union
�Participant in 10-1^ember AFL-CtO Delegation
to accomplish their work. Development
groups were formed so that workers
could have some say in the development
and improvement of working methods
and conditions. Made up of manage
ment, industrial engineers and repre
sentatives from the product groups, any
one inside or outside the development
group may make suggestions.
Another form of work place democ
racy—one that has been going on for
27 years at Saab-Scania—is the Works
Council. The Works Council has nearly
400 members who come from manage
ment and from the three unions whose
members work at the plant. This Coun
cil is "a body for information and con
sultation between the management and
employees." The purpose of the Coun
cil is to increase both job satisfaction
and productivity.
A Mini-Library
After visiting other parts of the SaabScania complex, such as the truck chas
sis plant where there was a mini-library
and green "plants" in the middle of the
factory floor, we met with union and
M^gemdnt repre^hftlfltdS'dt the fac
tory for a question and answer session.
Among the points made during this
session, two stand out in my mind: (1)
the company is working toward the
elimination of any layoffs (2) when
there are changes to be made in vehicle
design, the changeover is made during
the four-week vacation period. In the
U.S., when there is a design change,
workers are often laid off till the change
is completed.
When the session ended, A1 Zack
who headed our delegation, noted a big
difference between union-management
relations in Sweden and the U.S. He
said that "management has accepted
unions in Sweden." Zack pointed out
that in the U.S. it is an uphill struggle
for workers; management still has not
accepted the concept of unionism.
DAY THREE: Beautifully combin
ing old and new designs in architecture,
the TCO operates a lovely school called
Bergendal on an inlet of the Baltic Sea
not far from Stockholm.
Around a solid wood horeshoe
shaped table, our group discussed the
issues of industrial democracy and work
environment with LO and TCO repre
sentatives involved in these areas.
A booklet put out by the Swedish
Ministry of Labour entitled "Towards
Democracy at the Workplace," begins:
"Means of providing workers with a
larger say in the running of their work
places—whether described as workers'
participation, co-management, co-deci
sion, co-determination or joint regula
tion—are at present a topic of lively
discussion in many parts of the world."
It was a topic with our group too, one
that came up quite often during our visit
since a law went into effect in Sweden
on Jan. 1, 1977 called "The Joint Reg
ulation in Working Life Act."
The author of the above quote points
out that the terms he used are not nec
essarily synonymous. The term our
group seemed to use most often was
co-determination. What is co-determin
ation? This morning in Bergendal the
Swedish union representatives made
some points about co-determination. It
might include such things as: the right
of workers to negotiate in all fields; the
fact that an employee should be able
to exert strong influence on the work
situation—for instance, he could be in
a position where he could influence the
elimination of layoffs.
These are general ideas. As we will
learn later that afternoon, exactly how
the new Swedish work law will be ap
plied has not been worked out yet.
Work Environment
A good part of our discussion in
Bergendal this morning was on a sub
ject of great importance to Seafarers—
work environment. Ingrid Wahlund
from TCO gave us an excellent run
down of a survey conducted by TCO
entitled "Work Environment of White
Collar Workers." I felt that many of its
points could easily be valid for blue
collar workers too.
One of the survey's main aims was
to study mental well-being. To quote
from a booklet on the survey: "In a
contemporary perspective, the working
environment forms part of the work
er's total environment. Accordingly the
concept of work environment is now
taken to include both the physical and
the psychosocial conditions in which
work is done. Work for the improve
ment of the working environment,
therefore, should not be confined to the
elimination of factors which are known
to be^ q^pable of causing iajury and dis
ease; importance should also be at
tached to the establishment of positive
conditions conducive to mental health
and job satisfaction." (Italics are my
own.)
The survey was begun in 1975 when
a questionnaire (consisting of about
100 questions) was sent to every 70th
member of TCO, that is, about 12,000
people. There was a very high response
—10,000 replies. Of those, one third
felt mental strain while one fourth sel
dom or never felt mental strain.
Some things that lead to mental strain
were: inability to take time off; being
too controlled by customers or patients;
demands for high concentration.
Among those who felt mental strain,
nervous problems, gastric problems,
etc., were experienced.
The survey also found that two thirds
of those surveyed felt their jobs gave
them personal satisfaction.
It is hoped that the results of the sur
vey, which have been made into a film
and slide presentation, will bring
changes in the workplace.
Also, TCO hopes to use the results
in future labor-management negotia
tions.
Union Safety Representative
In talking about work environment,
a very interesting point was made. If a
union safety representative thinks there
is enough danger, he or she can close
down a plant, mine, etc. While the work
is stopped the company must still pay
its employees. Of course, if the Swedish
equi^'alent of the U.S. Occupational
At the mini-library in the Saab-Scania chassis plant, Al Herling, managing edi
tor of the 6&C News, holds up a plastic bag that says, "I have visited the li
brary. Have you?" With him is Sal Perrotta, editor of the Los Angeles Citizen.
(Pholo by Bjorn Myrman)
Safety and Health Administration finds
there was insufficcnt reason to have the
work place shut down, then the com
pany must be reimbursed.
Also discussed was the Swedish labor
ipovement'^ l^elief in job security for all,
including making work available for
people who would like to be employed
but who feel there are no openings for
them, such as, the handicapped and
elderly.
This feeling is well expressed in
a January 1977 publication. Current
Sweden-No. 143.
"The following principles have acted
as a guideline for labor market policy
in Sweden in recent years:
"Work is the basis of all welfare and
every human being has the right to par
ticipate in working life according to his
ability. Every human being also has the
right to work which can be experienced
as meaningful. ....
"The right to work is asserted with
particular force-in the case of persons
with handicaps. By means of labor mar
ket policy society tries to give special
protection to handicapped persons' op
portunities for work. Working life
should be designed according to the
changing requirements of individuals,
and work and work places must be
adapted to individual needs."
Meeting in Parliament Building
One of the highlights of this trip was
an afternoon meeting in the Parliament
Building in Stockholm with the heads
of LO and TCO and with Olof Palme,
former Swedish Prime Minister and
leader of the Social Democratic Labor
Party, the party that had been in power
for 44 years until the September 1976
elections.
We met with each man separately,
starting with Gunnar Nilsson, a man in
his early fifties who is president of the
two-million member LO and is also a
member of Parliament as a Social Dem
ocrat.
Much of the discussion with Mr.
a:»well afivyith Mr.PaJme, con
cerned the recent transition of the gov
ernment from Social Democratic to a
coalition of Center, Liberal, and Con
servative Parties. As of the September
1976 elections the Swedish Parliament
contained 349 members, broken down
as follows:
Communists
17
Social Democrats
152
Center
86
Liberals
39
Conservative
55
LO supports the Social Democrats
and for 44 years that party was in
power. But the Center Party gained
seats in the 1976 elections and together
with the Liberals and Conservatives
they formed a coalition which has one
more vote than the Social Democrats
and Communists.
Mr. Nilsson noted that conservative
forces are quite strong.
He also pointed out that negotiations
with employers had been going on for
five months (this was in mid-April)
with no result. Industrial actions, he
said, were a possibility for the future.
(A number of people we talked with
in Sweden felt that employers were
toughening their positions because they
felt that they had the new government
behind them.)
Energy and inflation took up a good
part of the diseussion. Inflation is eat
ing away at the Swedish worker's pay
check. Energy in a country like Sweden
where there is no oil and coal, is of
course, a vital issue.
Mr. Nilsson also noted that "we try
to have full employment." This is a be
lief and practice 1 found expressed quite
often during our Swedish visit. The un
employment rate isj"arely over two per
cent. Right now it is 1 Vi percent and
that is felt to be much too high.
Wide Variety of Issues
The above photo shows part of a new work form at Saab-Scania called group
assembly. Instead of being on the traditional assembly line, these workers are
members of a group helping to assemble a truck diesel engine. They decide
among themselves how the work is to be distributed.
The head of TCO, Lennart Bodstrom
who we had already met at a dinner,
and some of his staff, discussed a wide
variety of issues with us.
Talking about world inflation, the
TCO representatives said they had
studied the problem and felt the inter
nationalization of capital was the main
cause. They felt that increased trade
union cooperation around the world
would help combat the problem.
Turning to work methods, the TCO
Continued ort next page
July 1977 / LOG / 15
�10-Member AFL'C10 Delegation Visits Sweden
Continued from preceding page
group then discussed some successful
experiments that have been done to
eliminate the piece rate system. For in
stance, in a shipyard in Molmo, Sweden
a system of monthly salaries was tried
and productivity has increased.
Mr. Bodstrom then talked about how
important trade union education is.
Right now in TCO's local study circles
there are 40,000 participants. TCO
thinks the number will eventually climb
to 60,000-70,000.
It was pointed out that co-determina
tion and how it will or should work is a
topic that has very much interested the
members.
Talking about labour laws, it was
noted that there is very little legislation
on trade union matters. The law simply
states that labour and management
must negotiate if either side requests it.
After that, the government does not
interfere. I'here is a Swedish Labour
Court whose job is to interpret con
tracts when there is a problem. Other
wise, it is up to labour and management
to control their own members.
In Sweden a heavy responsibility is
therefore placed on both labour and
management, Bodstrom noted, and so
a high degree of information is needed
by both sides.
ish kronors (lSwK=$.23) must in
form a general planning board.
The BPA representatives explained
that piece rate is based on the team.
They also noted that there is a great
deal of debate going on now about the
forms of work and about the work en
vironment. Of special concern are dan
gerous materials. Because of possible
dangers, they explained that many
young people don't go into construc
tion.
For those who do, however, they can
learn their crafts in public school and
then can go on to gain more hours of
experience as an apprentice. We saw
recruitment signs encouraging young
people—both male and female— to go
into construction.
The BPA representatives, in answer
to our questions, pointed out that con
struction does not stop in the long,
cold winter months. The buildings are
planned so construction can continue
throughout the year.
Visited Building Site
Visiting a BPA building site near
Solna, we met with some of the workers
who have almost completed a low rise
the rest of the land was either rented
out to others or was forest.
Those 1,065 hectares were worked
by a total of 26 people: nine men in
agriculture; eight running the tractors;
three in the cattle factory; four people,
two of whom worked half a day, in the
hen house; one hunter; one steward;
one clerk, and one foreman.
Annual production was: 3,300 tons
of corn; 1,500 tons of sugar beets, and
450 tons of green peas. There were
60,000 hens on the farm as well as
cattle.
The foreman explained that the
workers were in LO and the adminis
trators in TCO unions. As far as union
activities, he noted that one of the dif
ferences between a farm and a factory
is that there is no union club on the
farm (mainly because there are so few
people.) There is, however, a union
representative.
An important point made at the farm
was that farm workers have the same
rights as all other workers in Sweden.
We met with the farm workers' union
representative who, in answer to our
questions, explained that there are
really no migrant farm workers in Swe-
Meet With Palme
A man who obviously enjoys discus
sion, Olof Palme was a delight to talk
with.
He noted that the Social Democrats
lost by a small margin and that the Cen
ter Party had tried to scare people over
the issue of nuclear power plants. The
Social Democrats feel that cautious use
of nuclear power is necessary in Swe
den. However, the Center Party, stress
ing possible environmental dangers,
had contended it would greatly curb the
use of nuclear power and would build
no more plants.
Citing the backdown on the pledge
to curb nuclear power as one example,
Palme said there has been "a period of
broken expectations from the present
government."
He noted that the future of the Social
Democrats "looks good" and that he
sensed a revitalization of the labour
movement in the 1970s.
Pointing to three phases of democ
racy—political, social and economic—
Palme said that the first two have been
achieved in Sweden. He defined eco
nomic democracy as the power of pro
duction lying in the hands of the people.
DAY FOUR: In a suburb of Stock
holm called Solna, we visited the BPA
Byggproduktion AB, or simply, BPA.
A construction firm, BPA is different
from most businesses in that it is owned
by the Swedish Trade Union movement
and the Swedish Co-operative Union.
The largest builder of private houses
in Sweden, the BPA also builds many
other structures, including administra
tive buildings, hospitals, schools, and
reservoirs, to name a few.
Founded in 1967, BPA can handle a
construction job from planning the site
to putting in the last doorknob.
We met with company and union
officials of BPA. They told us that the
construction industry was doing well in
Sweden and that, in fact, there was a
need for more pebple in carpentry and
plumbing.
In order to maintain full employment
and to plan properly, any builder in
Sweden who wishes to construct .some
thing worth more than 200,000 Swed
16/LOG / July 1977
for a number of hours to discuss prob
lems, production and other issues.
DAY SIX: We visited one of the
largest affiliates of LO, the Swed
ish Commercial Employees' Union, or
Handels. Founded in 1906, the Union
represents shop employees, warehouse
staff and clerical staff.
Our group toured Handels' head
quarters in Malmo and met with a num
ber of the union officials. In answer to
our questions, they explained that there
is an equal wage principle for men and
women (women comprise the vast ma
jority of their members.) But in reality,
they noted, women get less qualified
jobs. Although minimum wage stan
dards have been set, men will some
times be paid higher than women by the
employer, they pointed out.
One of the union's biggest problems
is that only 50-60 percent of their field
is organized.
We discovered also the fact that sales
personnel, work, in general, on the
basis of a group piece rate rather than
on an individual one.
Talking about unusual store hours,
the officials explained that workers re
ceive compensation for inconvenient
working hours.
Also, the union is trying to get em
ployers to keep more than one person
in a store at night in order to lessen the
risk of robbery.
Consumer Cooperative Movement
The Saab-Scania plant at Sodertalje, near Stockholm, Sweden.
apartment complex. One of the men we
met was the club chairman of Building
Workers Union Local 1. He explained
that the workers were getting a very
good hourly wage, since they were fin
ishing the complex ahead of schedule
and their pay went up accordingly.
He also explained that almost all
their work is done in normal working
hours—approximately 7 to 4 with
lunch break—since the workers do not
believe in overtime if it can be avoided.
A project that is not finished on sched
ule, we learned, is subject to heavy
fines.
We were shown around some of the
completed apartments as well as some
units still being built. I have no exper
tise in construction but some of my
fellow delegates who do, felt that the
buildings were very well constructed.
The site confirmed what we felt from
the men we met—a real pride in work
manship.
DAY FIVE: Early in the morning we
left Stockholm for the third largest city
in Sweden, Malmo, which is located in
the extreme south of the country, just
across the water from Copenhagen,
Denmark.
Here, in the morning, we visried a
modern, higKly lhecfianized farni called
the Trollenas estate and had a chance
to talk with union representatives there.
The foreman of the farm explained
that of the estate's 2,700 hectares (ap
proximately 6,700 acres), 1,065 were
actually worked by the owners while
den. At the peak of the harvesting sea
son though, young people come from
other countries, particularly Poland, to
work on the Swedish farms. The union
representatives explained that, at Trol
lenas, the workers have no objection to
the owners hiring help for harvesting,
as long as they join the union.
He graciously showed us around his
home which is located on the farm and
explained that the farm's owner rents
him the house at a very reasonable
amount. This contributed to his general
satisfaction with the salary and work
ing conditions on the farm which he
said were quite good. However, he
noted that not all farms had such good
working conditions.
See Food Processing Plant
In the afternoon our group visited
Foodia, a food processing plant built in
1971.
Belonging to the Consumers Cor
poration, the factory employs 400 peo
ple who are members of three different
unions. The workers' hours are 7 to 4
with 48 minutes for lunch and 12 min
utes for a coffee break.
There is a testing laboratory at the
factory where each day the foremen and
technicians check the processed food
for its quality.
A management representative, after
a tour of the plant, explained to some
of us that union and management rep
resentatives get together once a week
From Handels headquarters we went
to a cooperative store to learn a little
about the Swedish consumer coopera
tive movement, a movement that is an
important part of Swedish economic
life.
According to information published
by the movement, more than 50 per
cent of Swedish households are mem
bers of one or more coop organizations.
Wherever we had gone in Sweden,
we often saw on the sides of buildings
the mathematical sign for infinity «>. It
stands for a large cooperative move
ment called the Kooperativa forbundet
(KF)—the Swedish Cooperative Union
and Wholesale Society. In existence
since 1899, KF is owned and managed
by the Swedish local consumer coop
societies which in 1974 numbered
1,757,000 people.
We met with representatives of one
of the KF affiliates—Solidar,.. a co
operative retail society located in the
southwestern part of Sweden. At the
end of 1976, Solidar had 155,782
members. Many operations are run by
Solidar including 89 supermarkets, 15
restaurants and 13 department stores.
Solidar employs 4,300 people.
Among its operations are two "hy
permarkets," i
Obs!. It was one
of these that we visited and were told it
contained 30,000 items. The store car
ries clothing, household items, and lots
of food. (I bought two kilos of a delici
ous and wonderfully strong Swedish
coffee blend). The hypermarket also
has a bakery, a restaurant and lots of
space. It was a very pleasant place in
which to shop.
*
*
•
To say the least, I was highly im
pressed with what I saw in Sweden. Of
course, everj'thing is not perfect and
there is always' room for improvement
—as Swedes would agree since they
seem to have very critical personalities
themselves. But from what I saw, Swe
den has gone tremendouslv far in
achieving a just and meaningful life for
working men and women.
�Governors Island, N. Y.
New international rules of the road to prevent collisions at sea went into
effect on July 15, according to the U.S. Coast Guard.
Among the rules are new dividing boundary lines between the high seas and
inland waters.
Other changes include strict responsibilities for lookouts, safe speed opera
tion at all times, new sound signals and new lights.
The boundary changes require both pleasure boaters and commercial opera
tors to observe international navigational rules in some areas where U.S. inland
rules apply.
Major boundry changes in the Mid Atlantic area are at the entrances to N.Y.
Harbor, Delaware Bay and L. I. Sound.
Transport to haul 200,000 tons of coking coal until June 1978 from ports in
Hampton Roads, Va. and the port of Baltimore to Alexandria, Egypt.
ST Columbia or ST Potomac
From Aug. 10-21, the ST Columbia or the ST Potomac (Hudson Water
ways) will carry 21,652 tons of bulk wheat from a Gulf of Mexico port to
Port Said or Alexandria, Egypt.
SS Flor
From Aug. 15-31, the SS Flor (Altar Steamship) will transport 23,000
metric tons of wheat from a Gulf port to Beirut, Lebanon.
San Pedro, Calif.
San Juan, P.R.
President Steve Edney of the SlU-affiliated United Cannery and Industrial
Workers of the Pacific, who is also a vice president of the California AFL-CIO,
has been given the "Man of the Year" Award for 1977 by the Southern Cali
fornia Ports Council of the AFL-CIO Maritime Trades Department.
Head of the AFL-CIO California Labor Federation, John F. Henning,
praised Edney for his outstanding contributions to the cause of advancing work
ers rights.
Sea-Land Service has begun a direct containerships run between the ports
of Baltimore, Charleston, S.C., Jacksonville and San Juan.
Previously, the run had been routed through Port Elizabeth, N.J.
SS Robert E. Lee
Disabled after an explosion in her engine room caused major damage was
the 32,269 dwt LASH SS Robert E. Lee (Waterman) at Lat. 23.96 N., Long.
36.56 E. The vessel proceeded in tow to the Suez Canal. No injuries to per
sonnel aboard the ship were reported by the company.
SS Delta Mar
»
Twenty-five year old Seafarer Anthony Benedict aboard the LASH SS Delta
Mar (Delta Line) fashioned a 1,700-knot shawl, 11 inches wide and 60 inches
long. It took him 20 days to make. He noted that if any Seafarer wants to learn
how to make a belt he would gladly teach him.
Hew York, N. Y.
SlU-contracted Ogden Marine has chartered part of her fleet to Maritime
New Orleans
Delta Line reports new trouble with Guatemala and wants the Federal
Maritime Commission (FMC) to push its fine fees (50 percent of cargo value
on her ships calling at U.S. ports) against that country's merchant fleet.
On June 9, the Guatemala Congress enacted a law which allegedly deprives
600 importers of U.S. goods there of tax benefits if other than Guatemalan
National Line or runaway vessels are employed.
The FMC had until July 29 to impose the fines. Delta has had trouble with
Guatemala since 1974.
SS Delta Norte
The SlU-contracted SS Delta Norte (Delta Line) has become the first LASH
vessel to receive a Capt. Jones F. Devlin Safety Award. The ship sailed 827
days without a lost-time accident. The line's fleet had the lowest accident rate
among dry cargo ships with a record average of 3.36 accidents for the year
ending Dec. 31,1976.
The award was given by the American Institute of Merchant Shipping in
New York.
Where Did Lonnie Doo/ey Get The Time to Do If All?
If you look at all the things Lonnie
Dooley has achieved in his 22-year
career as a merchant seaman, you have
to wonder where he found the time to
do it all.
He sailed on the old passenger ships
as purser, yeoman, storekeeper and
more. He sailed in every entry rating in
Personals
the deck, engine and steward depart
ments.
He has completed such courses at
the Lundeberg School as QMED, Weld
ing, LNG/LPG, Lifeboat and Firefighting.
He achieved his 3rd Assistant Engi
neer's License at the School of Engi-
Personals
Edward Eric "Scotty" Kunchich
George Pierre
Your daughter, Shirley, asks that you
contact her at (201) 335-7734, 812
Cedar St., Boonton, N.J. 07005.
(Day man on the Delta Argentina,
summer of '75.) Mark S. Johnson asks
that you contact him at 1805 Kempci
Lane, Knoxville, Tenn. 37920, (615)
577-0548.
George M. Miller
Please contact the Log office at
(212) 499-6600 ext. 242, 243.
Orville Stitch
Crewmembers of the SS Overseas
Natalie
M.A. "Bud" Gamblin asks that you
contact him as soon as possible at
Mike's, 98 Mason St., San Francisco,
Calif., DO-2-0326.
Crewmembers of the 55 Overseas
Natalie, Voyage 3B, which left Corpus
Christi, Tex. around June 16, 1975
headed for Odessa, Russia with a wheat
shipment: the wife of AB Chadwick,
Tarkenton asks that you contact her at
Route 3 Box 38A, Powhatan, Va.
23139.
Joseph Michael Novotny
Your son Michael ask that 3'ou con
tact him at 817 Main St., Portage, Pa.
15946 or call collect (814) 736-8236.
Joseph A. McDougall
Martin J. Irwin
Mr. Hasey asks that you contact him
as soon as possible.
Your daughter Jacy asks that you
contact her at 5603 Haywood St.,
Houston, Tex. 77016.
neering and Navigation in Brooklyn,
N.Y. in 1966. He got his 2nd Assistant's
license 14 months later, and his 1st
Assistant's license in 1973.
And to do all this, the 52-year-old
Seafarer, a life-long resident of Liberty,
S.C., maintains a book in both the SIU
and District 2 MEBA.
Brother Dooley speaks modestly of
his accomplishments as a merchant sea
man. He attributes much of his success
to the Union's educational programs at
the Lundeberg School, which he calls
"nothing short of excellent."
Dooley also notes that "if an SIU
member expects to ship in the future,
he must get his training now," adding
that "no other School (than HLSS) can
offer this kind of comprehensive train
ing in seamanship."
Brother Dooley also had some advice
for SIU members just starting out. He
says that young seamen "should set
their goals early in their careers and
then pursue them vigorously."
He added that a young seaman
should not bounce around from depart
ment to department, noting that "a sea
man should choose his department
when he first comes into the industry, .
and then work his way up the ladder
until he reaches the top of this depart
ment."
Dooley says that this type of special
ization will "better equip a young sea
man for the future, and will make it
easier for him to get a license if he
wishes to do so."
DEEP SEA
Lonnie Dooley
Lonnie Dooley knows what he's talk
ing about because has just about every
engine room rating and license except
Chief Engineer.
Presently, Brother Dooley, who
joined the SIU in 1955 after serving in
the Army during the Korean War, is
waiting toxatch a ship "to accumulate
some seatime."
July 1977 / LOG / 17
�User Fee Not Answer to Locks & Dam 26
The improvement of Locks and
Dam 26, the sorely outmoded navi
gation facility on the Mississippi
River at Alton, 111., continues to run
into delays and difficulties.
In the latest round of trouble, the
Senate tied the authorization for re
construction of Locks and Dam 26
to the establishment of a system of
user charges for commercial users of
the waterways.
Just this month, the House Ways
and Means Committee approved its
own version of the controversial is
sue, linking the new project to the
imposition of a towboat fuel tax in
some areas of the inland waterways.
While some segments of the Inland
industry support the proposed House
bill, the SIU and the Transportation
Institute, a Washington-based re
search and educational group for the
maritime industry, have been the
only voices consistently and flatly op(posed to any user charge or tax in
any area.
And the SIU maintains this posi
tion because we believe it is the only
way to prevent a dangerous prece
dent for financing Federal navigation
improvements.
A user charge is too high a price
to pay for Locks and Dam26. It would
further delay and finally defeat the
benefit of this badly needed new
project.
The present complex is 38 years
old, deteriorating badly, and is too
small to handle the increasing flow of
barge traffic between the Lower Mis
sissippi and the Upper Mississippi
and Illinois Rivers. Designed as a key
facility in the entire river system, it
has become a major bottleneck caus
ing costly delays.
Cost efficiency and energy con
servation—the great advantages of
water transportation — are seeping
away day-by-day at Alton. But if a
user charge is tied to the improve
ment of Locks and Dam 26, the
widespread benefits the new project
could bring to the towing industry
and the economy of the Midwest may
go down the drain.
There is good reason to fear that
the added cost of a user charge could
not be absorbed by the inland water
ways industry without hurting the
industry itself, its labor force and
finally the American consumer.
We believe that the much-needed
replacement of Locks and Dam 26
must be considered separately from
the controversial and complex user
charge issue. As a recent St. Louis
Post-Dispatch editorial maintained:
"In holding the Alton project host
age in the user fee issue, the U.S.
Senate has unnecessarily added com
plications to a waterways project that
even the strongest supporters of
barge line fees say is necessary."
Locks and Dam 26 has been under
consideration for replacement for al
most 10 years. During that time in
flation has increased its estimated
construction cost by millions of dol
lars and rapidly growing barge traf
fic on the Mississippi has overreached
LETTERS TO THE EDITOR
LOCKED UP!
July, 1977
Rep.McKlnney:'Ship American'
Should Be More Than Slogan
The current edition of the Log and the June 17 issue of The Oil Daily ar
rived in the same mail today and both contained stories concerning the possi
ble export of Alaskan oil to Japan. The Log noted my efforts to prevent that
from occurring and quoted the question 1 posed on the House floor: "Why,
then, should we create more work for the foreign tanker industry by transport
ing the oil to Japan while our merchant tank fleet suffers through hard times?"
The story also quoted Federal Energy Administrator John O'Leary as
saying that a U.S. flag fleet could be put together to handle the surplus of
Alaskan crude.
The Oil Daily story recounts a speech delivered in San Francisco by the
president of Chevron Shipping Co., Lawrence Ford, wherein he advocates
the deal with Japan and he points out that this arrangement "would save both
money and fuel; a dollar per barrel in shipping costs."
I instructed my staff to contact Chevron's Washington office to ask if
it was correct that this $1 per barrel saving could only be accomplished with
the use of foreign flag tankers. The answer: "Yes."
While it's true, as Mr. O'Leary says, a U.S. flag fleet could be put together,
let me assure you that if Alaskan oil is sent to Japan, that fleet won't be used.
Believe me, the phrase "Ship American" has got to become more than just a
slogan.
Sincerely,
Rep. Stewart B. McKlnney
4th District, Connecticut
Pensioner Misses Friends, Sea
My good brothers and friends of the Great Lakes and seas. Being retired, I
miss all of you from Captain to Messman. I miss the great spirit of brotherhood
that is found among good seamen.
There has been so much we learned from one another while working and
sailing together. Thoughts of this, and the keen interest good seamen show in
mankind remain with me. I am grateful for the experience.
_
Fraternally,
Moses Crosby
Seattle, Wash.
18/LOG/July 1977
the facility's capacity by millions of
tons.
We can't afford another 10 years
of complications. Locks and Dam 26
must be authorized now, on its own,
as a much deserved Federal naviga
tion project.
Official Publication of the Seafarers international Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFL-CIO
Executive Board
Paul Hall
President
Frank Drozak
Joe DiGlorgio
Executive Vice President
Secretary-Treasurer
Earl Shepard
Lindsey Williams
Paul Drozak
Vice President
Vice President
Vice President
Gal Tanner
Vice President
Marietta Homayonpour
339
Editor-in-Chief
James Gannon
Managing Editor
Ray Bourdius
Ruth Shereff
Marcia Reiss
Assistant Editor
Assistant Editor
Assistant Editor
Frank Cianciotti
Dennis Lundy
Chief Photographer
Associate Photographer
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y.
We Need Your Latest Address
The SIU needs your latest address so that we can maintain an up-to-date
mailing list and can be sure that important correspondence gets to you at your
home. So please fill out the address form below and mail it to SIU Welfare
Plan, 275 - 20th St., Brooklyn, N.Y. 11215.
SIU
See. Sec. No.
Name
Print Last Name
First Name
Print Number and Street
City
Middle Initial
Address
Date of Birth
Mo / Day / Year
^
Vol. 39, No. 7
State
Zip Code
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Transportation Institute President Herb Brand (center) explains the role of the Institute to
the Boatmen when they visited there on June 23.
On the steps of the Capitol In Washington, D.C. are the 21 Boatmen
who attended the Louisiana Conference at Piney Point from June
20-6, along with Union officials.
SlU Executive Vice President Frank Drozak (front left) with counsel Howard Schulman
testifies June 23 before Rep. Mario Blaggl's (D-N.Y.) House Subcommittee on the Coast
Guard. An attentive audience includes the 21 Boatmen and a Coast Guard delegation at
the (right) rear.
21 From Louisiana Learn About SlU, industry
Sth Boatmen's Conference Is an Education
PINEY POINT, MD. — "Times
are changing" in the towing industry,
SIU Vice President Paul Drozak told
21 Inland Boatmen from eight Gulf
companies who came to find out how
it's changing at the Sth Boatmen's
Educational Conference at the Harry
Lundeberg School of Seamanship
here from June 20 to June 26.
One who found out by the end of
the conference was Deckhand Lester
Ledet who's been sailing with the
Crescent Towing Co. for five years
up the Mississippi. He exclaimed that
"Times are changing fast." So fast
that before he came to the conference
he ". . . didn't know what his $50
(Union) dues and $600 (Union)
initiation fee were for. Before I didn't
go to the Hall or vote." Now he says
he'd "fight" for the Union.
Two weeks before in conjunction
with the start of the Conference, the
SIU sent two-man service teams to
"sweep" the New Orleans Harbor
and surrounding areas. Besides serv
icing Inland Boatmen on the boats
there, they opened new channels of
communication with Louisiana
members of such companies as Dixie
Carriers, National Marine, Red
Circle and Baroid Co.
A top highlight of the conference
was seen on June 23 when the Boat
men went to Washington, D.C to
hear SIU Executive Vice President
Frank Drozak blast the Coast Guard
for lax safety and manning enforce
ment in testimony before Rep. Mario
Biaggi's House Subcommittee on the
Coast Guard. Later they saw and
heard more House of Representa
tives' politics in action in a floor deContinued on Page 22
INLAND
•..
•1•
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Here's a front view of'the pushboat Dixie Power tied up to a Mississippi River
dock last month In New Orleans Harbor.
MIATFRR
N.Y. Patrolman George RIpoll (seated center) heads meeting aboard the Dixie
Power (Dixie Carriers). Listening are (I. to r.); Tankerman Ron Noble; Chief
Engineer Dudley Bonvillln; Engneer Fred Adams; HLSS VP Mike Sacco, and
Patrolman Lou Guarjpo,
July 1977 / LOG / 19
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HLS President Hazel Brown tells the group that the School Is free
for all SID Boatmen who want to attend any of the academic or vonational courses. She encouraged members to participate and also
urged them to recruit young men for the Entry Training Program.
SlU Vice President Paul Drozak (center) gives "A" Seniority books
to Deckhand Mike Henson (left) of Crescent Towing and AB James
Larkin Jr. of Red Circle In Tampa, Fla. Not shown Is Deckhand Allen
Rudd of Inland Tugs who also received his "A" book.
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New Orleans Patrolman Don Tillman (right) tells Deckhand Curtis
Ledet that "organizing is the key to calling the shots."
Oiler Larry "Red" MInchew (left) of Mobile's Radcllff Materials
swears to Union oath given by N.Y. Patrolman George RIpoll. After
ceremony. Boatman MInchew said the "Union book made me
someone.
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"The Union helped me," says Oiler Paul
Solid of Radcllff Materials.
"It's a nice school you have here. It's
YOURS!" HLSS Port Agent George Costango
tells the conferees.
^
Pfimeaux. a 1b-yeaF4®l^b of OMe Camem,
SlU Inland Coordinator Chuck Mollard
explains the economics of the industry.
Ir x-i^ah SerYicf Teams
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Pi.'
Tankerman Harold Whightsll, Jr. of Dixie
Carriers shows off his SPA'D receipts.
A:
Giving a tour of the HLSS library is librarian Mrs. Zenaida Schuffels (left) with vocational
instructor Joe Wall. From left are: Dale Koenig; Capt. Paul Latiolais; Jim Larkin. Jr.; Kirby
Jones; Graylow Hester, and SlU Representative Byron Kelley.
Eduction Ccinfab^^
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AB James Larkin. Jr. (2nd left) who later took part In the 5th Boatmen's Conference at PIney Point, Md.. watches as HLSS VP Mike Sacco (right) hands Log
to Chief Engineer Frank Labrache of the Theresa F. (Red Circle). ABs John C.
Colombo and Nick Lomas (center I. to r.) are lntei..3ted spectators.
;
;—;
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The Theresa F. nudges a giant barge, the Freeport 2 of Cincinnati. Ohio, near the On the Mississippi pushing a barge load of tanks is the Baroid 108 of the port of
shoreline of the river.
New Orleans.
^
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Aooard tho Barold 108 (Baroid Co.) Pilot Larry Martin (center) .
Patrolman Lou Guarino (right) straighten out a paycheck problem
Deckhand J. Boudreaux looks on.
Pilot B. Hines (seated center) of the National Venture (National Marine) asks a question of Patrol
man Lou Guarino (left). Tankerman Adell Gauthler (right) and HLSS VP Mike Sacco ( far left)
await their turn to join in on the conversation.
Reading Log is Capt. R. Asbrlde of the Venture. Tankerman 0. Sullivan of the National Venture.
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�Engineer Dale Koenig of Whitman
Towing declares that "It's good to
know you have someone behind you."
"It's a strong Union, " says Engineer
Jimmy Rosser of Crescent Towing.
learned a lot, too," emphasized
Engineer W. Webb of Whitman Tow
ing about the conference. "Before
was ignorant, now I have a clear understanding." He plans to get others
to join the Union.
Capt. Marion Goodman of National
conference). More than in the last 39
I
t
The conference was "The best opportunity in my life," said Capt. Paul
Latiolais of Dixie Carriers.
didn't know about the Union until
now," exclaims Capt. Tim Donner, 23,
of Crescent Towing.
Capt. Gus "Harmonica" Le Blanc of
Crescent Towing says the "SlU gave
him his license and job as a captain."
Deckhand Morris Thibodeaux of Whitman Towing said he likes the Union's
"esprit de corps" and brotherhood.
21 From Louisiana Learn About SlU, industry
Sfh Boatmen's Conference Is an Education
Continued from Page 19
bate on economic aid to South Korea.
In the afternoon, they toured the
Transportation Institute and the
AFL-CIO's Maritime Trades De
partment.
On the Conference's first day the
Boatmen were shown the value of
upgrading as they toured the HLSS
educational facilities, especially the
new Vocational Building. They then
visited the Valley Lee Farm nearby
which provides Piney Point with
most of its food. By day's end, they
viewed films and slides on the history
of the American labor movement
and the inland towing industry.
The next morning they learned
more about the maritime labor move
ment and the SIU Constitution. Next,
all welfare benefits and forms were
HLSS Vice President Mike Sacco (left) talks ~1o Boatman Daniel E. Liddic
(right) of the Dixie Charger (Dixie Carriers) who was the first-inland grad at the
HLSS in March this year. At (center) is New Orleans Patrolman Jim Martin.
explained.
Continuing the following morn,
pension benefits and the new U.S.
pension law were gone over. Later
the politics and economics of the
inland field were discussed. That
night the delegates visited the Sea
farers Alcoholic Rehabilitation
Center.
The last few days were spent in
observing the HLS Hiring Hall and
the Shipping Rules and going over
the new standard contracts for both
the unlicensed and the licensed in the
towing business.
Summing it all up. Deckhand and
Boat Delegate Allen Rudd of InlandTugs confessed to one and all, "I was
a dummy about the Union. When I
got questions on the boat I couldn't
answer them. Now I can. Soon I hope
to get more members into the Union."
SIU Patrolman Lou Guarino (right) makes a point with Tankerman
McLain of the Charger.
Ray
22/LOG/July 1977
t-
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�ALLEGIANCE (Interocean Mgt.
Corp.), May 22—Chairman, Recerti
fied Bosun A. Lasnansky; Secretary G.
Richardson; Educational Director J.
Boyce. $24 in ship's fund. Some dis
puted OT in engine department. Secre
tary read the minutes of the last meet
ing. Chairman reports that the Seafarers
Log is received regularly and read by
all crewihembers. A vote of thanks to
the steward department for a job well
done. Next port Lake Charles.
NEWARK (Sea-Land Services Inc.),
May 12—Chairman A. Vilanova; Sec
retary Ken Hayes; Educational Director
R. Coleman; Engine Delegate W. West;
Steward Delegate Edward J. Kilford Jr.,
$8 in the ship's fund. No disputed OT.
Chairman reported that the last payoflf
ran very smoothly. Harvey Mesford,
Seattle port agent who attended the
payoff left reading matter in regards to
the merger with the MCS which will be
read and discussed at the next weekly
meeting. The April issue of the Log is
aboard the ship and the crew is re
quested to read the Log to find out what
is going on in the Union. There are
some vacation plan applications on ship
and they are available to those who
want them. Educational director will
hold a discussion on Union business for
all crewmembers, on the topic, "Your
Union and What It Means to You" in
the coming week. A card was received
from Marietta Homayonpour, editor
of the Seafarers Log which was filled in
and forwarded to the Log office advis
ing them of our receipt of the Seafarers
Log aboard ship. Next port Seattle.
MASSACHUSETTS (International
Ocean Transport), May 8—Chairman,
Recertified Bosun J. L. Bourgeois; Sec
retary Abdul Hassan. No disputed OT.
Received the February and March issue
of the Seafarers Log which was passed
around and enjoyed by all. Chairman
held a discussion on these issues on the
Maritime Trades meetings and AFLCIO Executive Council maritime en
ergy resolutions. Noted that every mem
ber who reads the Log should realize
the effort and the time it takes our
Union officials to keep the membership
working. Also discussed the importance
of donating to SPAD. A vote of thanks
to the steward department for a job well
done. Next port Brazil.
ZAPATA RANGER (Zapata Bulk
Transport), May 14—Chairman, Re
certified Bosun Don Hicks; Secretary
G. DeBaere; Educational Director J.
Bailey. Chairman reports that the Sea
farers Log is received regularly. Also
that he would like to extend his appre
ciation to Captain S. S. Griffin for his
consideration, effort and thoughtfulness
during this trip and during the hospitali
zation of the chairman in Leningrad, A
vote of thanks to the steward depart
ment for a job well done.
OGDEN WABASH (Ogden Marine
Transport), May 12—Chairman, Re
certified Bosun J. Frazier; Educational
Director A. Ratkovick. No disputed
OT. Chairman reported that the April
issue of the Log was received in Panama
and the crew was asked to pass it
around so everyone will have a chance
to read it. The crew gave a vote of
thanks to the steward and the BR for
the good food and service when they
were short three men. The steward did
the chief cook's work and his ov/n job.
The BR did the bakers job and his own
job. Our Union needs more men like
this steward and BR in the steward de
partment. We repeat our thanks to
these Union brothers.
Digest of
SEA-LAND CONSUMER (SeaLand Service Inc.), May 1—Chairman,
Recertified Bosun F. Pehler; Secretary
J. Davis; Educational Director K. Hart.
No disputed OT. Chairman discussed
the article in the Seafarers Log concern
ing upgrading. Also on the merger with
Marine Cooks and Stewards Union and
the move of the USPHS hospital from
Galveston to Houston. Next port Rot
terdam.
SEA-LAND FINANCE (Sea-Land
Service Inc.), May 5— Chairman, Re
certified Bosun J. Pulliam; Secretary
Benish; Deck Delegate J. Long;'Engine
Delegate A. Austin; Steward Delegate
F. Pappone. Received the April issue of
the Log which contained coverage of
the Pension Supplement. Also received
the Education Series No. 8 and the
March Maritime News which were
passed around for all to read. Next port
Seattle.
PANAMA (Sea-Land Service Inc.),
May 7—Chairman, Recertified Bosun
T. Chilinski; Secretary Higgins; Educa
tional Director Subbillo. $12.20 in
ship's fund. Some disputed OT in deck
department. Educational director re
quested all crewmembers to bring back
educational material that is placed out,
and magazines that have to do with our
trade so everyone can enjoy them. Ex
ecutive Vice President Frank Drozak's
letter on matter sent to Headquarters
during April meeting was read and will
be posted. We appreciate the prompt
reply that we received. A vote of thanks
to steward department from ship's
chairman for good food and a job well
done.
PISCES (Apex Marine Co. Inc.),
May 22—Chairman, Recertified Bosun
B. Owen; Secretary C. Loper; Engine
Delegate James McDermott. No dis
puted OT. The following motion was
made and voted on: "Whereas, the
present agreement lacks an index and
without an index it is time consuming
and difficult for many members to find
the section they want. Many of them
give up in disgust and lose money be
cause they do not realize the benefits
they have. Therefore, be it resolved that
an index to the contracts be prepared
and included in all future printings."
Next port San Juan.
SEA-LAND GALLOWAY (SeaLand Service Inc.), May 29—Chair
man, Recertified Bosun George Burke;
Secretary A. Seda. No disputed OT.
Chairman suggested that all crewmem
bers should read the Seafarers Log.
Also discussed the importance of donat
ing to SPAD. A vote of thanks to the
steward department for a job well done.
Next port Elizabeth.
SEA-LAND VENTURE (Sea-Land
Service Inc.), May 22—Chairman, Re
certified Bosun Joe I. Justus; Secretary
Roy R. Thomas; Educational Director
Sam Hacker. No disputed OT. Chair
man led a discussion on the good things
in the April Log and that every crewmember should read the Log more.
Also on the importance of donating to
SPAD. Next port New Orleans.
Official ship's minutes were also received from the following vessels:
TRANSCOLORADO
SEA-LAND MARKET
BOSTON
GALVESTON
DELTA MAR
CAROLINA
SAN FRANCISCO
EXCHANGE
DEL RIO
LONG BEACH
SAMUEL CHASE
OGDEN WILLAMETTE
WACOSTA
OVERSEAS ARCTIC
SEA-LAND COMMERCE
WESTWARD VENTURE
MERRIMAC
DEL ORO
SEA-LAND ECONOMY
PONCE
TRANSINDIANA
AQUILA
DELTA NORTE
EAGLE TRAVELER
LOS ANGELES
MONTPELIER VICTORY
COLUMBIA
COASTAL CALIFORNIA
TRANSCOLUMBIA
MARY
CHARLESTON
TAMPA
GOLDEN DOLPHIN
JAMES
EAGLE VOYAGER
SEA-LAND PRODUCER
TEX
YELLOWSTONE
DELTA BRASIL
MAUMEE
CARTER BRAXTON
BALTIMORE
INGER
SEA-LAND MC LEAN
PUERTO RICO
SEA-LAND TRADE
RAPHAEL SEMMES
BORINQUEN
BAYAMON
MAYAGUEZ
ARTHUR MIDDLETON
ALEX STEPHENS
AGUADILLA
SEA-LAND RESOURCE
JOHN PENN
ARECIBO
FORT HOSKINS
ROSE CITY
TAMARA GUILDEN
ROBERT TOOMBS (Waterman
Steamship Corp.), May 29—Chairman,
James L. Danzey; Secretary John S.
Burke, Sr.; Educational Director Wil
liam F. Egan. No disputed OT. Chair
man reported that Brother John M.
Cataldo, OS, fell and he was put ashore
in the Azores, San Miguel Islands. The
crew gave a vote of thanks to the cap
tain for acting as fast as he did by wiring
in to have the injured man removed
from the ship. Observed one minute of
silence in memory of our departed
brothers. Next port Suez Canal.
GUAYAMA (Puerto Rico Marine
Mgt. Inc.), May 23—Chairman, Re
certified Bosun W. Velazquez; Secre
tary A. Aragones; Educational Director
C. Mainers; Engine Delegate H. F.
Welch; Steward Delegate R. Evans. No
disputed OT. All communications re
ceived were read and posted. Chair
man discussed the importance of donat
ing to SPAD. Educational director re
ported on the rehabilitation program
going on at Piney Point and how it was
of great advantage and benefit to those
who need it. Advised all brothers who
need it to attend. Also, to contact Piney
Point or any Union representative and
they will gladly help any member with
information. Observed one minute of
silence in memory of our departed
brothers. Next port Elizabeth.
ZAPATA COURIER (Zapata Bulk
Transport), May 8—Chairman, Re
certified Bosun Sal Sbriglio; Secretary
Paul Franco; Educational Director A.
Bell; Deck Delegate Jones Ard; Engine
Delegate James Chiaesc; Steward Ron
ald Fluker. No disputed OT. Chairman
reported that all the crewmembers were
pleased to read in the Log about the
new pension benefit. Steward advised
all members to read the Log to know
what is going on in the Union. Next
port Frceport, Tex.
BANNER (Interocean Mgt. Corp.),
May 20—Chairman, Recertified Bosun
I. Fahri; Secretary G. Rosholt; Educa
tional Director F. Figuera; Deck Dele
gate Henry Perkins; Engine Delegate
Joseph Schueler; Steward Delegate
Walter Cutter. $32.69 in ship's fund.
No disputed OT. Chairman declared an
open meeting and urged all members
to speak on anything that was on their
minds. The only way to have an open
association is to have all problems
brought forward at these meetings and
have them resolved in the best possible
way. Request lines at spaces where
there are no rails on catwalk. Also lad
ders are slippery to the captain and pilot
room decks. Also advised all crewmem
bers to fill in repair lists and everything
possible will be done to see that these
things are taken care of. Observed one
minute of silence in memory of our de
parted brothers. Next port Flushing,
Holland.
WORTH (Apex Marine Transport),
May 14—Chairman, Recertified Bosun
Emilio Sierra; Secretary J. W. Young.
Some disputed OT in deck and engine
departments. Two members of the crew
were sent to the hospital in Singapore—
James Ward with an apparent heart at
tack, and John Mattingly who had an
accident. Next port Anacortes, Wash.
Six Months'
Discharges
Entry-rated seamen
in all ports must show their
last six months' discharge-s be
fore they can register for
shipping.
July 1977/LOG/23
"> '
1
�SlU Atlantic, Golf, Lakes
& Inland Waters
United Industrial Workers
of North America
PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
HTIVri? 1 '*n lOTT
J
JL lOU, ly / /
*TOTAL REGISTERED
Q^up,
Class A Class B Class C
Port
TOTAL SHIPPED
Groups
Class A Class B Class C
'^REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
3
116
14
26
22
12
29
90
49
33
17
47
7
68
0
4
537
0
17
1
1
5
3
1
16
3
3
1
6
2
4
0
0
63
0
9
0
0
3
1
0
1
4
1
0
1
0
5
0
0
25
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
2
99
15
18
15
9
3
20
2
3
6
i
1
5
0
0
1
2
Mobile
22
7
0
25
6
0
23
6
0
70
25
31
8
27
6
54
0
3
404
14
7
6
4
10
3
15
0
2
103
0
2
0
0
0
0
4
0
0
15
46
21
38
9
20
3
75
0
2
359
14
5
6
7
14
6
19
7
1
145
0
0
0
0
2
0
4
0
0
10
109
36
39
12
40
14
66
0
1
561
25
6
7
3
12
0
14
0
1
114
0
3
1
0
0
0
6
0
0
19
0
61
15
27
17
1
5
0
4
0
0
0
0
0
0
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Yokohama
Totals
Totals All Departments
1
45
6
8
3
1
1
29
11
6
6
8
2
26
6
1
160
0
6
0
0
3
0
0
0
4
0
0
1
0
6
0
0
20
7
157
15
46
29
12
31
137
54
64
25
66
19
104
0
6
772
2
15
0
4
6
3
3
13
2
5
2
7
2
7
0
1
72
1
7
0
0
1
1
0
1
1
1
1
0
0
5
0
0
19
0
3
0
0
0
1
2
139
16
34
27
3
3
17
3
7
8
2
1
6
0
0
1
1
ENGINE DEPARTMENT
5
1
73
48
8
1
15
4
7
5
11
1
STEWARD DEPARTMENT
..
0
43
6
18
14
1
2
0
2
0
0
0
0
0
0
2
-56
2
13
7
1
25
2
5
2
0
2
0
2
1
8
0
14
34
30
17
6
14
1
37
0
0
8
1
7
2
1
2
2
5
0
6
0
0
4
0
0
0
0
1
2
0
1
0
0
0
16
42
21
23
6
13
6
48
0
5
18
8
13
1
9
6
12
15
0
0
3
2
0
1
0
4
0
21
57
26
31
6
21
7
48
0
1
5
2
7
2
1
2
2
2
0
0
1
1
0
1
0
0
0
0
0
0
lO
0
0
1
0
0
242
33
4
261
122
15
342
34
3
3
127
21
47
18
7
10
57
31
37
11
36
12
39
2
12
122
0
11
1
1
0
1
2
10
2
11
1
33
0
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
SeatUe
Puerto Rico
Houston
Piney Point
5
112
7
14
11
12
30
68
31
30
15
38
6
76
0
1
456
ENTRY DEPARTMENT
1
32
5
16
8
4
13
33
11
28
5
11
17
20
0
1
89
10
26
7
5
6
44
24
15
3
19
10
33
22
7
55
0
7
2
1
0
1
4
7
0
8
1
12
0
1
47
5
25
I4.
2
18
58
15
39
7
13
21
26
0
0
1
0
2
3
0
204
315
105
293
461
207
1,387
514
149
1,968
681
2«
1,076
427
45
"Total Registered" means the number of men who actually registered for shipping at the port last month.
'"'Registered on the Beach" means the total number of men registered at the port at the end of last month.
24/LOG / July 1977
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
Paul Drozak
HEADQUARTERS
675 4 Ave., Bklyn. 11232
(212) HY 9-6600
ALPENA, Mich
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, ILL..9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DETROIT, Mich.
10225 W. Jefferson Ave. 48218
(313) VI 3-4741
DULUTH, Minn
2014 W. 3 St. 58806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
1221 Pierce St. 77002
(713) 659-5152
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, NJ.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502) 443-2493
PHILADELPHIA, Pa. .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex. . . 534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, Calif.
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. 1313 Fernandez, Juncos,
Stop 20 00909
(809) 724-2848
SEATTLE, Wash.
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo. .4581 Gravs;5 ; Ave. 63116
(314) 752-6500
TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813) P70.1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan ..... P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
Shipping at deep sea A&G ports
picked up considerably last month as
1,648 Seafarers found jobs on SIUcontracted ships. That's an increase
of 414 jobs over the previous
month's figures, and an increase of
415 jobs shipped over the same pe
riod last year. Shipping is expected
to remain from good to excellent at
most ports for the foreseeable icuture.
�Captain Charlie Bonniweii of the Will Colonna gives his book number and Social Security
number to N.Y. Patrolman Ted Babkowski (left) for completion of a Patrolman's Report
While aboard the Will Colonna, Assistant Engineer John
Thomas (I) and Deckhand Richard Finley take a break to
glance at the Log.
•
t ^
'ft
Posing on the stern of the Will Colonna are crew members (I. to r.); Charlie Bonni\A/oll, captain;
John Thomas, assistant engineer; Jiles Hamon, cook, and Richard Finley, deckhand.
Will Colonna and Christine E Visit N.J.
fT^he Will Colonna (owned by Colonna and presently chartered by Steuart Transportation) was serviced by an SlU patrolman on Apr. 19,
X while the tug unloaded a shipment of coal for the Kearney Generating Co. in Kearney, N.J. The patrolman helped clear up some probems and
questions the crew had regarding pension, welfare and medical forms. He advised the crew members to always keep a completed medical claims
form available at home in the event a member of their families became ill while they are on the boat.
Recently in the New Jersey area also was the Christine E (Marine Towing and Transportation), up for repairs at the Tug and Barge Dry
Dock in Jersey City, N.J. Upon completion of these repairs, the Christine E\s next scheduled stop was Port Everglades, Fla. to resume hauling oil.
The cre//members of the Christine E (Marine Towing and Transportation) are posing in the
galley /mile the tug awaits repairs. From (I. to r.) are: Paul Parson, AB; Richard Robinson, AB;
Torn Ferguson, Cook, and Ken Davis, captain.
The tug Christine E is shown laid up for repairs at the Tug and
Barge Dry Dock in Jersey City, N.J.
July 1977 / LOG / 25
�64 Scholarship Winner Joined the Peace Corps
For Larry Carleton, a college educa
tion provided the ticket for some faroff adventures and exotic study in grad
uate school. The 1964 winner of the
SIU four-year scholarship majored in
mathematics at Michigan State Univer
sity, East Lansing, Mich. After gradu
ating in 1968, he joined the Peace
Corps and worked in Swaziland, Africa
for three years.
Putting his education to good use,
his job in the Peace Corps was to intro
duce the new math into the junior high
school system. First he taught the stu
dents themselves. Then he spent a year
training the teachers. "It was quite a
challenge," Carleton said. "The native
languages there are Swazi and Zulu.
Although the students spoke English,
they thought in their own language and
as they translated back and forth in
their mind, communication became
difficult because languages have a
different way of looking at the world."
He also had to track down tubercu
losis patients and encourage them to
go for treatment, build his own school
room, and teach basic science and Eng
lish literature.
ton said. Later on he hopes to continue
his work while teaching at a university.
The SIU scholarship got him off to
a good start. "I was offered other schol
arships," he said, "but the SIU grant
was the best. As a full scholarship, it
allowed you to study fulltime."
While he was in college, his mother
Ruth Carleton won a scholarship to
study English at the same school. So
the family gave up the farm in St. Clair,
Mich, and moved to East Lansing.
Lawrence's father, Monroe Carleton,
stopped sailing wheelsman with the SIU
on the Lakes in 1966 when he became
a licensed officer. Right now, he is sail
ing as a first mate on the Great Lakes.
He recently earned his master's license.
Larry Carleton
He was fascinated by teaching. When
he came back to the States in 1973, he
went for a Masters degree at Michigan
State University. Studying philosophy,
his particular subject was how knowl
edge is communicated or how people
learn things. At present, he is continu
ing this study while earning a doctorate
degree at the University of Minnesota,
Minneapolis. He chose that school be
cause it has a good psychology depart
ment. Unlocking the secret of how
people learn is important for philoso
phy, psychology and education. Carle-
Once an Arctic Ocean Fisherman, He Sails Deck on Great Lakes
Seamen from all over the world have
settled on the Great Lakes. From
Norway came Fridtjof "Fritz" Martinussen who has been an STU member
since 1946, sailing as an AB, wheels
man, quartermaster and bosun. He
began his career in his native country in
1930, on a fishing boat in the Arctic
Ocean.
During the Piney Point course, the
crew had classes dealing with the prop
erties and handling of liquid natural
gas, and of course, classes on the poten
tial dangers of LNG and how to handle
emergencies should they arise.
The crew also studied the automated
features of the Aquarius' engine room
and special Cargo Control Room, as
well as participating in a two-day
course in firefighting. They also went
on a field trip to the LNG tcminal in
Cove Point, Md., where they received
special safety hints from a Coast Guard
expert in the area of cryogenics (the
study of very low temperatures).
On top of their training at Piney
Point, the entire licensed and unli
censed crew participated in a monthlong training program in Quincy, Mass.
just prior to boarding the Aquarius for
her maiden run.
This program included more classes
on the properties and handling of the
special LNG cargo. And the crew was
able to get a first hand look at the
Aquarius and become more familiar
with her specifies before actually taking
the vessel to sea. The course in Quincy
also included an intense firefighting pro-
GREAT LAKES
gram, given with the aid of the Boston
Fire Department.
The most important thing, though, is
that all this training has paid off. In
separate letters to the Log, both the
Captain and the Chief Engineer of the
Aquarius have commended the crew for
their professional work aboard ship.
Chief Engineer R. Boerner wrote:
"The crew of this vessel has been out
standing during the first weeks of oper
ation. They have been cooperative,
knowledgeable and willing in the per
formance of their duties.
Capt. H. Van Leuven wrote: "I
would like to advise you of the profes
sionalism that all members of the crew
have shown in the performance of their
work since delivery of the Aquarius.
"During the voyage from Boston to
Seafarers Welfare, Pension and
Vacation Flans Cash Benefits Paid
Number
May 26 - June 22,1977
SEAFARERS WELFARE PLAN
ELIGIBLES
Death
In Hospital Daily @ $1.00
In Hospital Daily (§ $3.00
Hospital & Hospital Extras
Surgical
^ Sickness & Accident @ $8.00
Special Equipment
Optical
Supplemental Medicare Premiums
DEPENDENTS OF ELIGIBLES
Hospital & Hospital Extras
Doctors' Visits In Hospital
Surgical
Maternity
Blood Transfusions .
Optical
PENSIONERS & DEPENDENTS
Death
Hospital & Hospital Extras
Doctors' Visits & Other Medical Expenses ..
Surgical
Optical
Blood Transfusions
:
Special Equipment
Dental
Supplemental Medicare Premiums
TOTALS
Total Seafarers Welfare Plan
Total Seafarers Pension Plan
Total Seafarers Vacation Plan
Total Seafarers Welfare, Pension & Vacation
26/LOG/July 1977
Amount
MONTH
TO DATE
YEAR
TO DAI E
10
256
130
7
1
4,626
1
95
15
83
2,218
1,413
81
13
31,571
11
673
181
354
53
91
1,0
—
73
MONTH
TO DATE
$
YEAR
TO DATE
27,500.00
256.00
390.00
393.65
100.00
37,008.00
396.84
3,214.45
1,274.30
$ 275,043.06
2,220.00
4,239.00
11,546.73
1,679.00
252,568.00
4,561.55
20,755.76
8,958.80
2,434
466
665
113
13
544
128,120.87
3,132.10
15,479.85
4,800.00
752,072.69
23,869.33
115,325.59
42,634.00
1,347.86
16,036.01
19.
159
91
7
44
I
7
—
2,163
85
998
623
76
318
3
29
4
10,757
68,000.00
27,257.19
3.304.82
1,037.00
1,476.90
92.50
1,137.25
17,036.70
336,600.00
172,850.12
27,795.28
12,474.55
9,682.95
162.50
4,438.00
1,204.00
85,265.10
3
69
2,924.92
28,216.57
8,216
2,738
803
11,757
53,441
13,549
5,348
72,338
346,524.84
697,139.51
731,694.69
$1,775,359.04
2,211,546.45
3,458,152.37
5,215,202.69
$10,884,901.51
SCHOLARSHIP PROGRAM
"Fritz" Martinussen
England and during the gas trials, all
personnel exhibited a wide spectrum of
expertise in handling all situations."
The next LNG ship, to be named the
Aries, is scheduled to be out in late Au
gust. Like the crew of the Aquarius, the
crew of the Aries will undergo the same
kind of rigorous training schedule. And
no doubt, they will respond in the same
professional manner.
2,191.50
•
�Contracts Ratified at Sabine Towing; Dixie Carriers
In June, SIU Boatmen at Sabine
Towing and Transportation and at
Dixie Carriers voted to accept a new
three year contract. The terms of these
excellent new agreements brought all
SIU Boatmen closer to the goal of
establishing an industry-wide standard
contract,
As the most important step, the mem
bers in both these Gulf Coast outfits
will now receive vacation benefits which
had previously been denied most Boat
men in the Gulf area.
The SIU aims to bring all the Union's
contracted tug, towboat and dredging
companies into the Seafarers Vacation
Plan one by one as each company's con
tract comes up for renewal.
The decision to use standard lan
guage and plans was made by delegates
at the Boatmen's Contract Conference
held at the Lundeberg School in Piney
Point, Md. last March.
In addition to the vacation benefit,
both the licensed and unlicensed crews
won wage increases that will amount to
about 40 percent over the life of the
agreement, an increase in overtime pay,
cost of living adjustments, many new
welfare and fringe benefits, and im
provements in working conditions.
After the negotiations were com
pleted, the proposed contracts were first
presented to the rank and file commit
tee members who had attended the
March confab. After the committee's
recommendation, they were then sent
to the members for a ratification vote.
Voting Results
At Dixie Carriers, crewmembers
voted 104 to 13 to accept the contract.
At Sabine Towing, the vote was 60 to
14 for acceptance.
The industry-wide vacation plan was
the most important new benefit nego
tiated; The vacation pay depends upon
the number of days worked and the
rating sailed. Benefits may be cashed in
every 90 days or accumulated for up to
one year.
For example, in the third year of the
contracts, based on 240 days of em
ployment, the yearly vacation benefits
for various ratings in Dixie Carriers and
Sabine Canal Division would be:
• $933.60 for deckhands
• $1,065.60 for tankermen, cooks.
ABs, pilot trainees, engineer train
ees and utility tankermen
• $1,334.40 for pilots and licensed
chief engineers
• $1,600.80 for captains
Boatmen on Sabine harbor and off
shore boats will be receiving an addi
tional sum over and above the vacation
they already have.
Major improvements in the welfare
plans for all ratings include: full cover
age of hospital extras and intensive care
and an increase in maternity benefits
and death benefits. A new benefit has
been added which provides up to
$5,000 for accidental loss of hands, feet
or eyes.
The agreement with Sabine and Dixie
includes many advances in terms of
Union recognition. For example, not
only the company but any subsidiaries
it forms during the life of the agreement
must recognize the Union as collective
bargaining agent. Moreover, the com
pany has agreed to give the Union 24
hours notice for replacements which
will give the SIU enough time to send
these replacements from the Union Hir
ing Hall.
Important language has also been in
cluded in the contracts that will assist
the SIU in meeting the manpower need
in the industry. Seafarers at Sabine and
Dixie will have their round trip trans
portation paid by the companies when
they attend the Lundeberg School to up
grade. And so that unlicensed person
nel can receive the necessary practical
experience to upgrade, the Union was
successful in getting the companies to
carry trainee engineers and trainee
pilots on the boats.
Both companies also agreed to grant
three days off, with pay, to employees
in the event of a death in their immedi
ate families.
New contract provisions have been
set up for seniority within each job
classification and present employees
will be considered first in making pro
motions.
Also, disciplined employees shall be
given written notice of disciplinary ac
tion and the reasons for it, with a copy
for the Union. In addition, the contract
includes big improvements in the trans
portation provisions.
All in all, the new Sabine and Dixie
contracts have brought SIU Boatmen in
these companies important advance
ments which the Union hopes to extend
to all members of the towing industry.
The Supertanker TT Stuyvesanf Is Set for Crewing
The newly-coinpleted
225,OOO dwt supertanker, the
TT Stuyvesant (Polk Tanker
Corp.) now resting in the Seatrain shipbuilding facility in
Brooklyn, N.Y., is scheduled to
be crewed for her maiden voy
age near the end of this month.
The SllJ-contracted turbine
tanker was chartered recently
for three years to the Standarrl
Oil Co. of Ohio (SOHIO).
Preceded by her SlU-contracted sisterships, the TT
Brooklyn in 1973 and the TT
Williamsburgh in 1975, the
1,000-foot long, six-stories high
TT Stuyvesant has completed
her sea trials.
The supertanker is powered
by 55,000-hp turbines which
turn a single screw. The ship can
carry 1.5-niillion barrels of
crude.
A fourth sistership, the TT
Bay Ridge is just about half
completed at the Seatrain fa
cility.
All the ships were built by
members of the SlU-affiliated
United Industrial Workers of
North America.
A New Inland Contract Saves Member $9,604.35!
PINEY POINT, MD.—A new SIU
inland contract meant a $9,604.35 diference to Tankerman Harold Whightsil
Jr., 47, who works for Dixie Carriers of
New Orleans, La.
"I would have had to pay a
$9,604.35 hospital bill under the old
contract. But I didn't have to pay a
nickel, except for the telephone bill,"
Whightsil told his fellow Boatmen at
the 5th Boatmen's Educational Con
ference held here from June 20 to 25.
Harold WhightsU Jr.
"I'm so happy now I don't believe
it!" he exclaimed to the conference
delegates.
The SIU had been successful in ne
gotiating a contract with Dixie Carriers
which included an increased hospital
and surgical benefits plan for depen
dents. Only three days after the new
contract went into effect on Apr. 6,
Whightsil's son, Allan Lee, was rushed
to Chalmette (La.) General Hospital in
a coma and convulsing due to lack of
oxygen.
Surgeons there immediately per
formed open-heart surgery when the
12-year-old boy's heart stopped. They
then corrected a congenital narrowing
June Unemployment Up to 7.1%
WASHINGTON, D.C.—June's U.S.
unemployment rate rose to 7.1 percent
from May's 6.9 percent though for the
eighth straight month the number of
Americans with jobs increased. Accord
ing to the Labor Department, 271,000
people returned to work.
This brings the total workforce pop
ulation to 90.68 million, reports Labor
Commissioner Julius Shiskin.
Highlighting the jobless climb are the
483,000 adult women and teenagers
out of school looking for work. Teenage
unemployment climbed to 18.6 percent
frcxn 17.9 percent. The jobless rate for
adult women rose to 7.2 percent from
6.6 percent matching February and
March's levels.
AFL-CIO President George Meany
said that unemployment, not inflation,
''remains the nation's No. 1 economic
problem."
He asserts that if one added to the
•>
jobless those who sought fulltime work
but found only parttime jobs and those
who gave up looking for work as futile,
the "true" unemployment rate in June
would be 10 percent.
Unemployment for adult men
dropped to a 5 percent rate from 5.3
percent.' The jobless rate for fulltime
workers has stayed at a steady 6.5 per
cent since April.
The longterm unemployed — 15
weeks and longer — dropped by
100,000 to 1.7 million in June. Their
ranks have shrunk by 775,000 since
December 1976.
Contrastingly, there was a sizable
increase, 275,000, in those jobless for
fewer than five weeks. The average
duration of unemployment moved
down to 14.4 weeks from 14.9 last
month. The new level was the same as
April and two-and-a-half weeks lower
than June 1976.
INLAND
im
of the main heart artery to put Allan
Lee on the road to recovery.
Under the new benefit plan at Dixie
Carriers, the SIU paid the total
$11,164.35 hospital bill; the old plan
would have paid only $1,560!
Included in the bill was $8,839.35
for the lad's hospital extras; the old plan
paid only $300 for hospital extras—a
big difference to Whightsil of $8,539.35!
Also included in the bill was inten
M H BBl
JWATERS
sive care costs which came to $1,740;
the old plan would have picked up only
$675—a difference of $ 1,065.
Hospital room and board came to
$585 and blood transfusions $740—
both paid in the old and new plans.
Whightsil, originally from Allenville,
111., has another son, Harold III, 17.
The Boatman joined the Union in 1966
when he came to work for Dixie Car
riers.
Tankerman Harold Whightsil, Jr. (center) listens to SIU Claims Director Tom
Cranford (right) explain welfare benefits at fifth educational conference in
Piney Point, fvld. Looking on (left) is Union Vice President Paul Drozak.
July 1977 /LOG/27
�r
Eighth Part of Series
Social Security, Medicare, Medicaid Are for You
by A. A. Bernstein, SIU Welfare Director
This is the eighth part in a series of articles which the Seafarers Log will
be running, over the next few months, concerning Social Security, Medicare
and Medicaid and how these Government programs affect you and your
families. (This installment deals with the Medical Insurance part of Medi
care. The next article will deal with Medicaid.)
Eventually the series will be compiled into a booklet so that Seafarers can
have all the information on these programs in one place.
I hope this series will be an aid to you. Please let me know if you have any
questions. Just write to me, care of Seafarers International Union, 675
Fourth Ave., Brooklyn, N.Y. 11232.
MEDICAL INSURANCE
Medical insurance under Medicare helps pay for doctors' services and a number of other medical services and supplies not covered by hospitalinsurance.
People who want medical insurance pay a monthly premium. (See information later in this article about the medical insurance premium.)
How you get medical insurance protection
Nearly all people who become entitled to hospital insurance are automatically enrolled for medical insurance.
If you can be enrolled automatically for medical insurance, you will receive information in the mail about 3 months before you become entitled to hospital
insurance. The information you receive will tell you exactly what to do if you do not want medical insurance.
Automatic enrollment for medical insurance, however, does not apply to people living in Puerto Rico or in foreign countries or to people who continue
to work past age 65. These people sign up for medical insurance if they want it.
Medical insurance has a 7-month initial enrollment period. This period begins 3 months before the month you become eligible for medical insurance
and ends 3 months after that month. If you turn down medical insurance and then decide you want it after your 7-month initial enrollment period ends,
you can sign up during a general enrollment period—January 1 through March 31 of each year. If you enroll during a general enrollment period,
however, your protection won"t start until the following July, and your premium will be 10 percent higher for each 12-month period you could have
been enrolled but were not.
If you decide to cancel your medical insurance, your coverage and premium payments will stop at the end of the calendar quarter following the quarter
that your written cancellation notice is received by the Social Security Administration. You can re-enroll in medical insurance only> once after
canceling your protection.
Medical insurance benefits
Medical insurance will help pay for the following services:
• Physicians' services no matter where you receive them in the United States—in the doctor's office, the hospital, your home, or elsewhere—including medi
cal supplies usually furnished by a doctor in his office, services of his office nurse, and drugs he administers as part of his treatment which you cannot
administer yourself. There is a limit on payment for covered psychiatric services furnished outside a hospital. Physicians' services outside the U.S.
arc covered only if they arc furnished in connection with covered care in a foreign hospital.
• Outpatient hospital services in an emergency room or an outpatient clinic of a hospital for both diagnosis and treatment.
• Up to 100 home health "visits" each calendar year, if all the following four conditions are met:
—You need part-time skilled nursing care or physical or speech therapy,
—A doctor determines you need the services and sets up a plan for home health care,
—^YoU are confined to your home, and
—^The home health agency providing services is participating in Medicare.
These visits are in addition to the post-hospital visits you get if you have hospital insurance.
• Outpatient physical therapy and speech pathology services—whether or not you are homebound—^furnished under supervision of participating hospitals,
skilled nursing facilities, or home health agencies; or. approved clinics, rehabilitation agencies, or public health agencies under a plan established and
periodically reviewed by a doctor.
• A number of other medical and health services prescribed by your doctor such as diagnostic services; X-ray or other radiation treatments; surgical
dressings, splints, casts, braces; artificial limbs and eyes; certain colostomy care supplies; and rental or purchase of medically necessary durable medical
equipment such as a wheelchair or oxygen equipment for use in your home.
• Certain ambulance services.
• Limited services by chiropractors.
• Home and office services by licensed and certified physical therapists, with certain payment limitations.
How much does medical insurance pay for these services?
Each year, as soon as your covered medical expenses go over $60 (the annual deductible), medical insurance will pay 80 percent of the "reasonable
charges"^ for all covered services you have for the rest of the year regardless of the number of bills you have.
There are four exceptions to this general rule:
• Laboratory and radiology services by doctors while you are an inpatient of a hospital are paid at 100 percent without your meeting the $60 deductible.
• Home health services are paid at 100 percent after the $60 annual deductible.
• Payment for services of independent physical therapists is limited to a maximum of $80 a year.
• Payment for physicians' psychiatric services outside a hospital is limited to a maximum of $250 a year.
1 "Reasonable charges" are determined by the Medicare carrier—the organization selected by the Social Security Administration to handle medical insurance claims in the area where you
receive services.
What services are not covered?
Medical insurance does not cover some services or supplies. For example, the insurance does not cover:
• Services or supplies that are not necessary for the diagnosis or treatment of an illness or injury.
• Routine physical checkups.
• Glasses and eye examinations to fit glasses.
• Prescription drugs and patent medicines.
• Immunizations.
• Hearing aids and examinations for hearing aids. • The first 3 pints of blood you receive in each calendar year.
• Dentures and routine dental care.
• Orthopedic shoes.
• Personal comfort items.
FINANCING MEDICARE
The hospital insurance part of Medicare is financed by special contributions from employees,-their employers, and self-employed people. Each group
pays the same rate. The contribution rate is 0.9 percent of the first $14,100 of yearly earnings for 1975.
Medical insurance is financed by monthly premiums paid by people enrolled in this part of Medicare and by at least an equal amount paid by the Federal
Government. If program costs increase because of higher charges for medical services, the premium may be increased. People who have medical insurance are
always notified of any increase in the medical insurance premium.
The present basic premium, is $7.70 a month plus 10 percent for each 12-monih period a person could have been enrolled for medical insurance but
was not.
WHO CAN GET MEDICARE?
Practically everyone 65 or older is eligible for Medicare. Also, the following people under 65 are eligible:
• Disabled people who have been entitled to Social Security disability benefits for 2 consecutive years or more; and
• People insured under Social Security who need dialysis treatments or a kidney transplant because of permanent kidney failure. Wives, husbands, or
children of insured people may also be eligible if they need kidney dialysis or a transplant.
28/LOG/July 1977
�•>
An Imporfanf Victory for U.5. Seamen
)
How the 1954 Cargo Preference Act Helps the Fleet
This is the 13th in a series of articles which the
Log is publishing to explain how certain organi
zations and programs affect the jobs and job se
curity of SIU members. This particular article^
however, is the second dealing specifically with
cargo and cargo sources for American-flag ships.
It was one of the SIU's first and most successful
campaigns conducted on Capitol Hill. And in the
23 years since its passage, it has probably provided
more cargo for U.S. ships and more jobs for U.S.
seamen than any single piece of legislation passed
since the end of World War II.
It is the Cargo Preference Act of 1954, a mea
sure the SIU fought to enact for a full seven years.
Essentially, the 1954 Cargo Preference Act
provides that at least 50 percent of all U.S. Gov
ernment-financed foreign aid cargoes, be carried
on American-flag ships.
However, before more is said about the 1954
Act, Seafarers should be aware of the long and
interesting history leading up to the bill's passage.
At the end of World War II the U.S. initiated
extensive foreign aid programs for the rebuilding
of Europe (under the Marshall Plan) and the Far
East. Although U.S. ships were getting as much
as 30 percent of the aid cargoes, there was no law
on the books guaranteeing the U.S. fleet a sub
stantial percentage of these cargoes, or for that
matter, any percentage at all.
However, it was not until 1948 that the situa
tion started to get out of hand. At that time, Paul
Hoffman, head of the Economic Cooperation Ad
ministration, proposed to Congress that U.S. ships
be totally ignored in transporting foreign aid car
goes on the grounds that U.S. ships were "too
costly" to use.
The SIU rose to block this attempt to scuttle the
U.S. merchant fleet, and the Union initiated the
fight for the so called "50-50" bill.
Between the years 1948 and 1954, when the
Cargo Preference Act was passed, the U.S. fleet
managed to carry only 30 to 35 percent of the
foreign aid cargoes. However, when the "50-50"
bill was finally passed by Congress, it was done so
against tremendous opposition from the State and
Defense Departments, farm groups and foreign
shipping interests.
Covered PL-480 Cargoes
One of the more important sections of the 1954
biU, though, provided that American ships were
Many LASH ship operators today depend on PL-480 cargoes to top off their regular commercial cargoes.
PL-480 cargoes often mean the difference between making or losing money on a voyage. Shown here is
the SlU-contracted Robert E. Lee (Waterman).
also entitled to at least 50 percent of all cargoes
generated by the Agricultural Trade Development
and Assistance Act, better known as Public Law
480, or simply PL-480.
Public Law 480, which was also passed in 1954,
was actually broken down into two parts. First, it
authorized the low cost sale of America's surplus
agricultural commodities to friendly governments.
It also authorized the donation of agricultural
goods to underdeveloped nations for humanitarian
purposes.
Originally, the emphasis of the PL-480 Pro
gram was on the sale of surplus agricultural goods.
However, in 1966 Congress placed foremost inter
est on the humanitarian nature of the program
by increasing shipments to underdeveloped coun
tries."
Kept Fleet Employed
It is difficult to calculate exactly how much
cargo has actually been carried in American bot
toms since passage of the 1954 Cargo Preference
Act. The important thing, however, is that the
1954 Act has provided U.S. shipping companies
with a constant source of cargo for more than two
decades.
In addition, no one section of the merchant fleet
has been able to monopolize carriage of the PL480 cargoes. When it was first passed, the bill
specifically benefitted the U.S.-flag tramp ship
fleet, which had been in a constant state of decline
since the end of World Warll.
In later years, PL-480 cargoes helped the U.S.
tanker fleet in the form of grain shipments to India,
Bangladesh, Egypt and other nations in the Mid
dle East and the Far East.
Presently, U.S. liner operators of LASH vessels
and containerships depend heavily on PL-480
cargo.
In many cases today, PL-480 cargo for U.S.
liners is the difference between sailing half full or
fully laden, and the difference between losing
money and going out of business or turhing a
profit.
From the standpoint of U.S. seamen, of course,
PL-480 and other Government financed cargoes
mean jobs on U.S.-flag ships. There is no question
that since the 1954 Act's passage, American sea
men literally have filled thousands of jobs that
would otherwise have gone to foreign sailors.
Program May Expand
Containership operators also depend on PL-480 cargoes to run their vessels fully loaded.
More important, though, than what PL-480
cargo has already done for U.S. ships and U.S.
seamen, is what this program will continue to
mean for us in the future.
Foreign aid in the form of agricultural com
modities is still an important part of U.S. foreign
policy, and will continue to be. In fact, the Carter
Administration has indicated that this program
may be expanded.
In other words, U.S.-flag operators will have
more cargo for their ships, and U.S. seamen will
have greater job opportunities from which to
choose.
What has the 1954 Act really meant to the U.S.
merchant marine? An independent study, con
ducted last year to research the merits of the Cargo
Preference Act of 1954 and PL-480, came to the
following conclusion:
"Whatever the merits for continuation or aban
donment of the Cargo Preference Act, there is no
dispute about the importance of the Act as a
source of cargo for American carriers
Plainly,
without the Cargo Prefei'ence Act, the American
merchant marine would not exist."
At
July 1977/LOG/29
�/
Drozak Blasts USCC Failures on Safety
Continued from Page 5
Chief Mate and Second Mate of the 55
William T. Steele, Drozak told the Sub
committee, in a tank loading operation
of benzene in 1972. The National
Transportation Safety Board found
that a tank leak had occurred due to an
oversight by the fatigued crew and li
censed personnel, some who had been
working over 24 hours at the time of
the accident. Yet the Coast Guard chose
to reject the NTSB's recommendation
to establish guidelines to prevent such
excessively prolonged duty periods.
t'
The Coast Guard also ignored a sim
ilar NTSB recommendation which fol
lowed the tug Carolyn's collision with
the Chesapeake Bay Bridge Tunnel in
the same year. The Board had deter
mined that the Master's state of fatigue
had contributed to the accident, Drozak
reported.
"How many more marine accidents
must there be, and how many more
merchant seamen must he injured or
killed due to excessive overtime, fatigue
and tlie resultant inability to respond
and perform properly before the Coast
Guard decides to act?" Drozak asked.
The NTSB is only one of many Gov
ernment bodies ignored or opposed by
the Coast Guard with regard to mer
chant marine safety, Drozak added. The
Coast Guard also ignored its own com
mitments made in 1975 to the House
Coast Guard Subcommittee to provide
maritime labor with notice and an op
portunity for comment on new manning
scales.
And it has "vigorously opposed" the
efforts of the Occupational Safety and
Health Administration, Drpzak said,
to make maritime safety regulations.
OSHA has the power to step in when
another Federal agency does not issue
necessary occupational safety and
health regulations, which it proposed
to do in the maritime industry last year.
"OSHA expressed the opinion that it
can promulgate occupational safety and
health standards for merchant seamen
because the Coast Guard has failed to
Notke to MeaAers
(h
Proteihre
When throwing in for work dur
ing a job call at any SlU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
In addition, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SlU SSiipplng
Rules:
"Within each 'class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman ehdorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment^ of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Also, all entry rated seamen
must show their last six months
discharges.
and often with no help from a dockman,
lookout or helmsman to assure safe un
loading, Drozak said. Yet the Coast
Guard's regulation would allow a li
censed member of the watch to also
serve as a tankerman.
"We believe that combining the dis
tinct and equally important responsibil
ities of a tankerman and an officer in
one person precludes the proper per
formance of either," Drozak main
tained.
The Coast Guard has refused to
recognize that proper working condi
tions for vessel personnel can prevent
pollution accidents as much as proper
vessel design, he added.
Although the Coast Guard has done
nothing to enforce the Ports and Water
ways Safety Act, it ironically has used
this law as an excuse for not carrying
out a vital safety problem in another
area, Drozak stated—one that has al
ready taken the lives of Seafarers.
to do so," Drozak stressed. This means
that "not only do we, as representatives
of maritime labor believe the Coast
Guard has been derelict in implement
ing Congressionally-mandated national
policy, but that another Federal agency
has determined on its own that ship
board conditions have deteriorated to
such an extent that it must step in."
Efforts Are 'Lip Service'
The Coast Guard's failure to insure
merchant marine safety are becoming
increasingly dangerous, Drozak pointed
out, in our growing coastwise, intercoastal and oceangoing tug and barge
traffic. The Coast Guard has admitted
that there is a problem here enforcing
the three-watch statute on every tug
and barge voyage over 600 miles, but
its efforts to correct it have not gone
beyond mere "lip service," he com
plained.
"We can no longer afford to allow
the Coast Guard to shirk its responsi
bilities under the Saw and to disregard
the national policies and purposes em
bodied in such laws as the Occupational
Safety and Health Act of 1970 and the
three-watch statute."
Barge traffic involves the dangerous
operation of unloading oil or other haz
ardous cargo, yet here again, Drozak
said, the Coast Guard has not enforced
Congressionally-mandated safety reg
ulations, namely the Ports and Water
ways Safety Act of 1972 which au
thorized the Coast Guard to take all
necessary steps to prevent pollution of
U.S. waters. Rather it has proposed a
manning regulation which does just the
opposite, he explained.
The regulation would allow vessels
carrying hazardous cargoes to be op
erated without a separate certified tankerman. Tankermen are already over
burdened, working long hours alone
3 Lost on Lakes
Three SIU members were killed in
1976 in accidents involving the use of
household ladders instead of gangways
on Great Lakes vessels. But when the
Union asked the Coast Guard for action
to provide safe climbs aboard ship, Dro
zak reported, it responded (at the Coast
Guard Marine Seminar in Cleveland,
this year) that recent oil pollution inci
dents have made the development of
OSHA regulations on Great Lakes ves
sels a low priority now.
Another area that demands close at
tention, Drozak told the Subcommittee,
is the operation of uninspected towing
vessels in the inland waters. Over 4,000
self-propelled vessels, many carrying
hazardous materials, go uninspected
and their crews are virtually free from
Coast Guard training or work regula
tions, he said.
Yet of the 557 marine casualties re
ported by the Coast Guard in 1975 on
the inland waterways, 85 percent of the
vessels involved are uninspected by the
Coast Guard.
"The potential for accidents is great
in this rapidly growing area," Drozak
said, as is the risk of loss of life. In fact,
the information we received in our dis
cussions with inland boatmen is fright
ening and points up the need for swift
corrective action."
Drozak reported that tankermen off
loading certain cargoes entails not only
excessively long hours of work (12 to
40 hours) but inhalation of the fumes
causes sickness, dizziness, fatigue and
the chance of accidents.
Engine noise oh tugs was also a
frequent and serious complaint by in
terviewed crew members. "The men
complained about reduced hearing cap
ability; nearly all older engine room
employees are said to experience deaf
ness," Drozak said. Moreover, they
said that the noise prevents the engine
room crew from communicating with
the deck crew in the event of an emer
gency such as a man overboard or an
obstacle in the water.
In spite of the high risk and proven
danger in the inland towing industry,
the Coast Guard's recent proposed reg
ulations (Navigation and Vessel Inspec
tion Circular #76) continue to allow
reduced, untrained crews, excessive
overtime and a two watch system which
are all contrary to protecting safety of
life and property at sea, Drozak pro
tested.
"We do not know," Drozak con
cluded, "if it is by design or if there is
some reason why the Coast Guard has
for so long failed to act in these im
portant areas. We do know, however,
that the reasons are immaterial and
that no excuse would justify the con
tinued neglect of merchant seamen who
are the wards of the Coast Guard."
Dispatcheri Repoti
TOTAL SHIPPED
*TOTAL REGISTERED
All Groups
Class A Class B Class C
JUNE 1-30,1977
**REGI$TERE0 ON BEACHf'rf-'rri
AilGpiups
All Groups
Class A Class B Class C
Class A Class B Class C
DECK
Alpena
Buffalo
Cleveland
Detroit
Duluth
Frankfort
ChicagoI .
.-..J
* a • V '« '• ••••,»»•••• T
^
ki Mi:
. .
•
,.v .,v
If- V•
' •••
t
• 7T
• •..If .*.
X-
•2
••-i"
1
?.
0
0
6 _ 10
'J• S
-.yryi-fy
a .y -.Wy "•
1
^
5
0
0
0
'is'""''"""""
0
0
o
'0
.... ,•••• •7 ' ' 2
1
8^;
''••4
19
5
Frankfort .:.-,;7vv7.-t7:77'777 7.7v.;:;'t' 8
Chicago
2
47
Totals* •
t'ft •»ft'. • ft,'ft. ftft ft ft
•
•
137
Totals All Departments
t 't,.t
.t 4'.
y'Total Registered/ means the number of
^'jft^ist^d on the,i|gach"'rn^^
••
0
0
23
I
m
6
0 ,"
0
0
JPWARP OEPARTMEr^
7
Alpena ..
Buffalo .
Cleveland
Of
3^^
0
0
4
0
^
'0.
t'-V" •'.i •
't,t
-filKgi
ENOiNEDEP/^TMENl
-j;
Chicago , ..........
. t... .... /. 7
Totals •v";
.7-v.#;- ....... 4
•,
t
2
0
3
0
19
.j:;
Alpena
Buffalo .........
Cleveland ...... ..
Detroit ......
Duluth
•"•f- a
Frankfort .... .7
Detroit
Duluth . •
3
0
/jte
Alpena
Buffald1.',-" aa
Cleveiapd
Detroit .it
Duluth
Frankfort
Chicago
Totals
•-
8
6
• 6
:7>
11 „^7
•.5 ^7:' 'V
4
4
44
''} *•.* '-O.'O-.-O, :
0
0
2
0
0
0
2
4
21
5
1
0
51
65
0
0
0
0
0
o
0
0
. 7:
12
21
5
2
63
5
0
0
10
3
2
1
21
X
6
0
2
8
2
G
0
18
•
0
0
2
0
0
..
••
wm
-x.,-
150
88
12
77
actually registered for shipping at the port last month.
of imen registered af the port at the end of last month.
B
m
0
1
fL
13
24
0
0
0
0
0
2
0
2"7. 26
3
1
20
10
4
17
12
8
51
4
3
53
2
3
17
2
1
1
35
29
135
94
42
219
30/LOG/July 1977
f
0
I
1
,
�Two Old Battlers Remember Snug Harbor and Its Founder
It was once a place where old, home
less seamen could go and live in com
fort with other men who had shared the
trials and good times of long careers as
merchant seamen.
The place is Sailor's Snug Harbor,
located on the picturesque rolling hills
of the Kill Van Kull on Staten Island,
in full view of New York City's sprawl
ing harbor. But today it houses only
memories, as New York City prepares
to turn it into a cultural center.
All but a few of the old "Snuggies"
have been moved to the Harbor's new
facility in Sea Level, N.C., a move that
many of the residents did not want, but
a move that they were powerless to stop.
Two of these old battlers, though,
fought the system and won. When every
one else was moved from the Staten
Island grounds to Sea Level, these two
men refused to go. They wanted to stay
in New York near their friends, so they
fought it out in the courts for an equit
able settlement.
They won their settlement late last
MEMBERSHIP MEETINGS'
SCHEDULE
Port
i
>y
Date
New York
Philadelphia ....
Baltimore
Norfolk
Jacksonville ....
Detroit
....
Houston
. ...
New Orleans . . . . . . .
Mobile
San Francisco . .
Wilmington ....
.. ..
Seattle
Piney Point ....
San Juan
Columbus
Chicago
... .
Port Arthur
Buffalo
. .. ,
St. Louis
Cleveland
Jersey City
Deep
Lakes, Inland Waters
Randall, himself, would have enjoyed
knowing.
Capt. Bugel as a young seaman and a
member of the SUP, remembers well
conversations he had with Andrew
Furuseth, the father of the American
seamen's labor movement. And
Anthony Pujol sailed on the famous
Liberty ship, the Marcus Daly, in
World War II, one of only a score or so
of merchant ships that have been
granted the title "Gallant Ship" of the
U.S. merchant marine.
From time to time, the two old
sailors pass- by the Log office to say
hello, and treat us to some of the best
sea stories ever told. We wish them, and
all the other "Snuggies" down in Sea
Level, good sailing for the coming year.
UIW
7 :00 p.m.
7 :00 p.m.
:00 p.m.
:00 p.m.
2:30 p.m
2:30 p.m
Aug. 12
Aug. 15
Aug. 16
year, and now live in a pretty apartment
complex not far from the old Snug Har
bor itself.
The two men. Captain Joha.^Bugel
and Anthony Pujol, will never forget
their old home, and last month on
Memorial Day, they got together some
friends, returned to the Harbor, and
carried out an annual tradition. They
placed a wreath, and said a prayer over
the grave of Capt. Robert Richard
Randall, who founded the home for
"aged, decrepit and worn out seamen"
in 1831. The wreath ceremony was a
simple task, but one these men will
faithfully try to carry out each year at
this time.
The two men, themselves, are quite
a couple of characters, who Captain
2:30 p.m.
7:00 p.m.
Aug. 26
Aug.
Aug.
Aug.
Aug.
Aug.
11
20
16
16
17
1:00 p.m.
Anthony Pujol lays a wreath over the grave of Snug Harbor founder Capt.
Robert Richard Randall, as former "Snuggies", Capt. John Bugel, center,
and Lars Enberg join in the simple ceremony. The old sailors performed the
annual ceremony appropriately on Memorial Day.
Aug. 15
KNOW YOUR RIGHTS
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SlU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. Ail trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund finaneial records are avuilable at the hcadqu.irlcrs of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the shipowners. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls, if you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the shipowners, notify
the Seafarers Appeals Board by certitieil mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, Chainiiati, Seafarers Appeals Luard
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts .specify the wages
and conditions under which you work and live aboard
ship. Know your contract rights, as well as your obliga
tions, such as filing for OT on the proper sheets and ,in
the proper manner. 11, at any time, any SIU paliolnian
or other Union ofiicial, in your opinion, fails to protect
your contract rights properly, contact the nearest SIU
port agent.
EDITORIAL POLICY — SEAFARERS LOG. The
Log.h.as traditionally reftained from publishing any ar
ticle serving the political purposes of any individual in
the Union, oHicer or member. It has also refrained from
publishing articles deemed harmful to the Union or its
collective membciship. This established policy has been
reallirmed by membership action at the .September, 1960.
meetings in all constitutional ports. I he responsibility for
Log policy is vested in an editorial board which consists
of the Executive Board ot the Union, i he Executive
Board may delegate, from among its ranks, one individual
to carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any ollicial capacity,in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt, in the event anyone at
tempts to require any such payment be made without sup
plying a receipt, or if a member is required to make a
payment and is given an ollicial receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to headquarters.
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize them.selves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so alfected
should immediately notify headquarters.
EQUAL RIGHTS. All Seafarers are guaranteed equal
rights in employment and as members of the SIU. These
rights arc clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no .Seafarer may be liisciiminated against because of race, creed, color, sex and na
tional or geographic t>rigin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify headquarters.
SEAFARERS POLIT ICAL ACTTVIT Y DONAT ION
—SPAD. SPAD is a separate segregated lund. Its pro
ceeds an? used to further its objects and purposes includ
ing but not limited to furthering the political, social and
economic interests of .Seafarer seamen, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and the
advancement of trade union concepts. In connection with
such objects, SPAD supports and contributes to political
candidates for elective office. All contributions are vol
untary. No contribution may be solicited or received
because of force, job discrimination, linancial reprisal, or
threat of such conduct, or as a condition of membership
in the Union or of employment. If a contn'bution is made
by-reason of the above improper conduct, notify the Sea
farers Union or SPAD by certified mail within 30 days of
the contribution for investigation and appropriate action
and refund, if involuntary. .Support SPAD to protect an-l
further your eeonomic, political and social interests.
American trade union concepts and Seafarer seamen.
If at any lime a Seafarer feels that .any of the above
rights have been violated, or tbat Tie bas been denied his
constitutional right of accc.s.s to Union records or infor- •
Illation, he should iminediatcly notify SIU President Hall
at headquarters by certified mail, return receipt requested.
July 1977 / LOG / 31
.
�1
LIU- On the job in the shop
More than a half million crafts
men, highly skilled in building
and construction, proudly bear
the title of member in the LA
BORERS' tNTERNATIONAL UNION
OF NORTH AMERICA.
The term "laborer" is a very
general one, used to describe
workers who perform a variety of
tasks ranging from general con
struction workers to compressed
air workers, who are among the
most skilled in the construction
industry.
The public can be assured that
when they use a project con
structed by union Laborers, it has
been built by skilled workers. The
Laborers' Unioti emphasizes train
ing and education to keep mem
bers abreast of rapid technological
developments.
The Laborers' International Un
ion (LIU) was founded in April
1903 when 25 delegates met in
Washington, D.C. They formed
the International Hod Carriers'
and Building Laborers' Union of
America. The Union's present
name was adopted in 1965.
The charter delegates at that
historic meeting represented 8,000
members of locals in 17 cities.
Today, the LIU has more than
650,000 members, including more
than 100,000 public sector em
ployees, in some 900 locals in the
U.S. and Canada.
The Union Label and Shop Card
of the LIU were developed and
used for the first time in 1968.
Recognizing the Union's growth
and increased organizing efforts
In the building materials and re
lated fields, the Union's leader
ship devised the label and card
to signify the quality work done
by LIU members.
Trade union members and their
families can be assured that the
LIU Union Label and Shop Card
stand not only for decent wages
a UNION LABEL feature
UNION
UIOIIEIS- INTCKNATIONAl UWON Of NORTH AMESKA, AFl-OO-CLC
!>..
,• t*«
•< rw
aimMfirtoMiw wtrea 9t moiH »m*KA
and benefits to Laborers, but also
for excellence in craftsmanship uS
well.
Members of LIU adhere to the
principle that by patronizing un
ion shops and buying union goods
they are helping to make their
own jobs more secure and
strengthening their own standards
of living.
Zhought Me Was Jly'm' Migk at—MPMZ
If you smoke pot or hashish or use
any kind of drugs at all on ship or
ashore, you might be interested in the
following unusual story. It's true, no
kidding.
This guy, his name was Tom, went
to a party this particular Saturday night,
and between him and about five or six
of his friends, smoked a couple of good
sized pipes of hashish. In his own
words, he "was smashed."
The party broke up at about 3 o'clock
in the morr'.ng, so Tom figured he'd
call it a night and head home. As he
stumbled down the block humming a
tune, all he could think about was sink
ing his oversized cranium into the soft
pillow on his bed.
He fumbled around a bit looking for
his car keys and then took a minute or
two trying to find the keyhole in the car
door. He finally got the door opened,
positioned himself in the driver's seat,
started it up and turned the radio on.
He let the car warm up for awhile
as he listened to the music. He then
turned the wheel and stepped on the
gas but the car just whined a bit and
wouldn't move. He went into a minor
panic because he knew absolutely noth
ing about cars. But he glanced at the
steering ctdumn and noticed the car
32/LOG / Jui/1977
jariB'.-fff •
As one of the policemen walked over
was still in neutral. Crisis over.
'
turned up his grass and hashish.
to the car, Tom tried to calm himself
He eased away from the curb and
down. He figured that the best tact
drove a few blocks to the entrance of
In the long run, Tom got off pretty
would be to remain as cool as possible,
the Grand Central Parkway in Queens,
easy, though. He was convicted of pos
answer all questions politely, admit that
N.Y. He had already gotten one speed
session of small amounts of grass and
he was speeding and simply accept the
ing ticket on this exact same road the
was given a fine. And the traffic judge
ticket without an argument.
previous month, so he promised him
suspended his license for one year,
The cop, a man of about 50 or so,
self to be extra careful this night for
along with slapping him with a fine.
bent down a bit and asked Tom how he
two reasons: first, he was flying high
All in all, things worked out okay for
and was afraid of killing himself; sec
was feeling. Tom nervously answered
Tom. But if he had been a merchant
that he felt fine.
ond, he had half an ounce of grass and
seaman, his trouble would just have
a small chunk of hashish on him, and
The cop then asked him if he thought
started.
he deserved a ticket. Tom immediaieiy
he was in no shape to face the law if he
You see, any drug conviction of any
expressed his sorrow for speeding and
got stopped.
kind
is a sentence of life for a merchant
So as he drove along the parkway,
told the cop, yes, he did deserve a ticket.
seaman. That is, the Coast Guard, by
he stayed exclusively in the far right
The policeman, looking a little bit
no means as lenient as some local au
lane letting the faster traffic pass him
shocked, then asked Tom how fast he
thorities
when it comes to drugs, will
on the left.
thought he was going. Tom didn't really
revoke your seaman's papers fur life,
Flashing Lights
know for surt. but since the speed limit
and
that means the end of your career
Everything seemed to be going fine as was 50 mph, he said he thought he was
at sea.
he cruised along listening to the music. doing about 60 or 65.
. But sure enough, he was on the highway
The cop, looking more shocked than
No matter what anyone says about
no more than five minutes when he no ever, opened Tom's door and politely
pot, however, there are some people
ticed the flashing lights of a police car said, ''Son, would you mind stepping
who will smoke it anytime, anywhere.
alongside him to the left. The cop in out of the car."
If you're one of those people, at least
the passenger seat was motioning him
In a deep panic now, Tom blurted
have the courtesy not to smoke while
to pull over to the shoulder.
out, "Why, what seems to be the matter
on duty, for your own good and the
Tom obeyed promptly, but as he oflicer?" The cop said simply, "Son, you
good of the entire crew. There are
pulled over he went into a mild para were doing four,"
enough dangers involved with working
noid panic. What was he going to say?
Tom was arrested for driving while
at sea. So don t make the situation
How was he going to face these cops in under the influence of drugs, and was
worse for anyone by trying to work
his condition?
.bookP-d f'or.,.po.s.sessioa jafxer -a-search - -while flyrng alongside the ffying bridge."
�Stanton A. Jones,
43, died of lung can
cer in the New Or
leans USPHS Hospi
tal on May 27.
Brother Jones
\
joined the SIU in the
port of Baltimore in
^ 1958 sailing as an
oiler. He was a graduate of the Andrew
Furuseth Training School, Brooklyn,
N.Y. that year. Seafarer Jones was born
in French Harbour, Honduras and was
a resident of New Orleans. Interment
was in the St. Vincent de Paul Mauso
leum, New Orleans. Surviving are his
widow, Melva; a son, Stanley; two
daughters, Selma and Carol and his
parents, Mr. and Mrs. Archie Jones of
French Harbour.
Walter R. Kristianseii, 66, died of nat
ural causes in a Hong
Kong hospital on
Apr. 4. Brother
Kristiansen joined
the SIU in the port of
Seattle in 1961 sail
ing as an AB. He
sailed 44 years. Seafarer Kristiansen
was born in Oslo, Norway, was a U.S.
naturali2;ed citizen and was a resident
of Yokohama, Japan. Cremation took
place in Hong Kong. Burial was in the
Foreign General Cemetery, Yokohama.
Surviving are his widow, Chiyoko; his
mother, Mrs. Mathilde J. Becklund,
and a sister, Mrs. Edel Grav, both of
Tonsberg, Norway.
Pensioner Andrew
Lewis, 55, died of a
heart attack in the
San Francisco
USPHS Hospital on
Apr. 30. Brother
Lewis joined the SIU
in the port of New
York in 1954 sailing
as a chief cook for Seatrain. Seafarer
Lewis sailed 22 years. He walked the
picketline in the 1961 Greater N.Y.
Harbor strike and the 1962 Robin Line
beef. Born in Ouccn City, Tex., he was
a resident of Berkeley, Calif. Burial was
in the Skyview Memorial Lawn Ceme
tery, Berkley. Surviving are his widow,
Mary; two sons, Benjamin and Melvin;
eight daughters, Rosemary, Gallene,
Ethel, Maxine, Jessica, Gwyn, Monica
and Cozy; his parents. Emmet and
Alberta Lewis of Berkeley; a brother,
Willard, also of Berkeley and a sister,
Ethel of Bowie, Tex.
William E. "Bill"
Oduni, 64, died on
May 23. Brother
Odum joined the SIU
in the port of Norfolk
in 1954 sailing as a
fireman- watcrtender.
He sailed 37 years.
Seafarer Odum was a
veteran of the U.S. Marine Cdrps in
World War II. A native of North Caro
lina, he was a resident of Houston. Sur
viving are his widow, Tessie; a daugh
ter, Louise; a stepson, James Earl
Toole and two sisters, Mrs. June L.
Channell and Ella Sue, both of
Houston.
Pensioner Harold
H. Hollingsworfh,
65, died on May 21.
Brother Hollingsworth joined the SIU
in the port of Mobile
in 1960 sailing as a
cook. He sailed for
21 years and was a
veteran of the U.S. Army in World War
II. A native of Lake Charles, La., he
was a resident there. Surviving are his
mother, Maria of Elton, La. and a sis
ter, Mr. Claude E. Donahue of Lake
Charles.
Pensioner Edwin
W. Bartol Jr., 59,
died of pulmonary
disease on Mar. 22.
Brother Bartol joined
the SIU in the port of
Baltimore in 1951
sailing as a firemanwatertender and
QEMD. He sailed for 26 years and
was an HLSS upgrader in 1968. Sea
farer Bartol was a veteran of the U.S.
Army in World War II. Born in Balti
more, he was a resident of Hanover, Pa.
Surviving are his parents, Mr. and Mrs.
Edwin and Katherine Bartol Sr. of
Reisterstown, Md.; a brother, Raleigh,
also of Reisterstown and two sisters,
Mrs. Everett Treadway of Baltimore
and Mrs. Ann Utz of Reisterstown.
^
Pensioner Thomas
W. Brightful, 53*
died of a heart attack
in the Baltimore
Cancer Research
Center on Mar. 30.
He joined the SIU in
1948 in the port of
Baltimore sailing as
a cook. He sailed 29 years. Seafarer
Brightful was a veteran of the U.S.
Army's Chemical Warfare Service in
World War II. A native of Baltimore,
he was a resident there. Burial whs in
Crest Lawn Cemetery, Baltimore. Sur
viving are his widow, Nathalia and his
parents, Oden and Beatrice Brightful
of Baltimore.
Pensioner Jarred G. Morton, 68,
died in the Tampa (Fla.) Veterans
Administration Hospital on June 1.
Brother Morton joined the Union in the
port of Duluth in 1955 sailing as an
oiler for the Kinsman Marine Transit
Co. He sailed for 25 years. He was a
veteran of the U.S. Navy in World War
II. Born in West Virginia, he was a resi
dent of Orlando, Fla. Surviving are
three daughters, Mrs. Christian Morris
of Kissimmee, Fla.; Jeannine, and Mrs.
R. W. Nelson, both of Baker, La.
Pensioner Leon J.
Gordon, 66, died of a
cerebral thrombosis
I in the Touro Infirm
ary, New Orleans on
May 21. Brother
Gordon joined the
i SIU in 1946 in the
port of New Orleans
sailing as a chief steward. He sailed for
19 years. A native of Tunica, La., he
was a resident of New Orleans. Inter
ment was in Providence Park Cemetery,
Metairie, La. Surviving are his parents,
Mr. and Mrs. John and Mahalia Gor
don and two cousins, Charlene C.
Tusan of Silver Spring, Md. and Cecelia
Tusan of New Orleans.
Eugene H. Hennagir, 56, died of lung
W
W failure in the New
to
Orleans USPHS Hos"
.
pital on Apr. 13.
Brother Hennagir
joined the SIU in the
port of New Orleans
in 1965 sailing as a
chief electrician. He sailed 40 years.
Seafarer Hennagir was a veteran of the
U.S. Air Forces in World War II. Born
in Roosevelt, Minn., he was a resident
of Metairie, La. Interment was in the
Lake Lawn Park Mausoleum, New Or
leans. Surviving are his widow, Pamela;
a son, David; a daughter, Ellen Sue and
his parents, Mr. and Mrs. Lloyd and
Grace Hennagir.
Parks D. Dampson, 52, died on June
21. Brother Dampson joined the SIU in
the port of Tampa in
1957 sailing as a fireman-watertender for
Ogden Marine. He
was a veteran of the
U.S. Navy in World War II. Born in
Greenville, S.C., he was a resident of
Gibsonton, Fla. Surviving are his
widow, Joyce; his mother, Juanita of
Tampa; a brother, Troy and a sister,
Katherine.
Pensioner Patrick H. Cargol, 65,
died of a heart attack in the Jo Ellen
Memorial Hospital, New Orleans on
May 1. Brother Cargol joined the
Union in the port of New Orleans in
1961 sailing as an engineer for Dixie
Carriers, for Coyle Lines from 1938 to
1973 and for the Combine Coal Co.
from 1928 to 1938. He was born in
Point Pleasant, La. and was a resident
of Gretna, La. Burial was in Westlawn
Memorial Park Cemetery, Gretna. Sur
viving is his sister, Mrs. J. W. (lone) C.
Fist of Gretna.
Ahmed Abdo, 50,
. died on Mar. 4.
Brother Abdo joined
the SIU in the port of
New York in 1961
sailing as a wiper. He
was born in Aden,
Yemen and was a
^ m resident of Brooklyn,
N.Y. Seafarer Abdo was a former mem
ber of the SUP. Surviving is a brother,
Ali Mohmcd Abdo of Dearborn, Mich.
Jack K. Adams Jr., 33, drowned
in the Mississippi River near the port of
New Orleans on June 20. Brother
Adams joined the Union in the port of
Houston this year sailing as a deckhand
for the Inland Tugs Co. from 1975 to
1976 and for the American Commer
cial Barge Lines Canal Division from
1976 to 1977. He sailed nine years.
Boatman Adams was a veteran of the
U.S. Army during the Vietnam War.
Born in McComb, Miss., he was a resi
dent of Summit, Miss. Surviving is his
mother, Mrs. Virginia Travis of Plaqumine. La.
Willard L. Moore, 34, drowned off
an American Commercial Barge Lines'
barge near the port of Mobile on June
17. Brother Moore joined the Union in
the port of St. Louis in 1973 sailing as
a deckhand for Inland Tugs from 1972
to 1976 and for ACBL this year. He
was born in Cleveland, Ohio and was a
resident of Fort Myers, Fla. Surviving
are his widow, Mary; his mother, Mrs.
Kenneth Stickle of Canton, Ohio; a
stepson, Ray L. Webb and two step
daughters, Mrs. Ethel V. Turpin and
Lavonda K. Webb.
Antonio Gonzalez, 49, died of in
juries on May 21 in the Arthur C.
Logan Memorial Hospital, New York
City, after he was hit by a car. Brother
Gonzalez joined the SIU in the port of
San Francisco in 1976 sailing as a wi
per. He was born in Puerto Rico and
was a resident of Olongapo City, P.I.
Burial was in Rose Hills Cemetery,
Peekskill, N.Y. Surviving are his wid
ow, Erlinda; a daughter, Virginia; his
parents, Mr. and Mrs. Pelayo and Fermina Gonzalez and a sister, Irma of
New York City.
Pensioner Thoma.s D. Harry, 74,
died of pneumonia in Charity Hospital,
New Orleans on Apr. 1. Brother Harry
joined the Union in the port of New
Orleans in 1956 sailing as a cook for
the Crescent Towing and Salvage Co.
from 1948 to 1964 and for the Graham
Transportation Co. in 1963. He was
born in Philcomel, Ala. and was a resi
dent of Gretna, La. Interment was in
the McDonegh Cemetery, Ne\v Or
leans. Surviving are his widow, Ora and
a daughter, Jacqueline.
Pensioner William Minkler, 71,
passed away on May 6. Brother Minkler
joined the Union in the port of New
York in 1960 sailing as a deckhand for
the N.Y. Central Railroad from 1925
to 1964. He was a veteran of the U.S.
Air Forces in World War 11. A native
of Weehawken, N.J., he was a resident
of -Edgew-ater, N.J. - Surviving is - bis widow, Katherine.
Seventy-one ce
remains in this^^^i
ci^
bdlance of ji^yuients tMtd to tbe nation's ^ci
Use U.,S.-flaf.shipS(TPs
can shipper,pit;
vessels!'
to the national
July 1977/tCX3/ 33
�Jail a Nightmdre for Yanks Busted Abroad for Drugs
Every year, hundreds of American
kids go abroad hoping to make an easy
score by buying drugs at bargain base
ment prices and smuggling them back
into the U.S. for big profits on resale.
Some of them make it, and no doubt
some of them get rich. But when you
think of the alternative—rotting away
in a foreign prison in sub-human con
ditions—you have to wonder if the
potential monetary rewards of drug
smuggling is worth the risk and possible
consequences.
Right now, the State Department
says there are 2,200 Americans in jail
abroad, and most of them are there on
drug charges.
Not all of the incarcerated Ameri
cans are drug smugglers, either. Some
are simply naive tourists unlucky
enough to have been caught with a little
pot on their persons.
Whether you are a millionaire smug
gler or just some poor joe who happens
to get caught smoking a joint abroad,
the odds are you're not going to get a
fair trial, that's if you get a trial at all.
If you have a lot of money for
bribery, you might beat the rap. But if
you're like most Americans who get
caught abroad on drug charges, chances
are you will be spending a long, long
time in primitive jail conditions re
miniscent of Papillon's Devil's Island.
A Colombian Prison
This is a story of one of those prisons
—La Picota in Bogota, Columbia—as
recently told by A. Craig Copetas, a
reporter for the New York Daily News.
Copetas visited the prison, where 1,900
Colombian and 20 Americans are in
carcerated, during Roslyn Carter's good
will tour of Latin and South America
earlier this month.
As Copetas approached the front
gate of LaPicota's 20-foot high white
washed walls, the first thing he saw was
a pair of guards carrying the body of a
young American prisoner who had just
been stabbed by a thug.
"We've had 10 stabbings in the past
nine months and I don't know how
many deaths," an American prisoner
named Stefan told the reporter. Stefan,
like most Americans at La Picota, has
black holes in his teeth from malnu
trition and lack of dental care.
Stefan, who was busted 22 montbs
ago for allegedly carrying cocaine
through Colombia, has not even seen a
judge yet. He laments, "we have to exist
somehow. 1 rise at five-thirty, take a
cold shower if lucky, drink and eat crap,
dodge thieves, killers and rapists, ask
the guard when the court will hear my
case, and go to bed with one eye open."
Another American prisoner named
Kenny, 28, who had been first mate on
a sloop out of Key West, Fla. told the
reporter, "I don't know when I'm going
to get out of here."
The young seaman who after two
years at La Picota is bald and nearly
toothless, said bitterly, "I've been hear
ing all this talk about human rights from
President Carter. Well I ask him, what
about us?"
Yet another American prisoner,
named Michael, who was busted for
dealing cocaine in Bogata IVz years
ago, cautions "when you're dealing
with the Colombian guards you have to
be very careful not to rub them the
wrong way. All it takes is one bad deal
and you're in the Calaboso (a 6 by 7
foot pit filled with human excrement)."
Michael, who was forced to spend a
week in the calaboso for being drunk
on Christmas Day, said "that's where
they throw you if they don't like your
face."
$100 a Month
The American prisoners also told
the reporter that it costs an American
at least $100 a month to survive inside
La Picota. If a prisoner can't get the
money up from friends and relatives
back home, he is incarcerated in an 8
by 4 foot cubicle with as many as five
other prisoners. They are fed polluted
sugar water, rotten corn and pasty
bread.
American officials in Bogata say they
are powerless to do anything for the
unfortunate American prisoners except
to provide them with a list of local
attorneys who will take on their cases.
One Embassy official told the re
porter, "I wish we could do more for
them but we can't."
Of course. La Picota's American
prisoners feel that the American Em
bassy isn't doing enough. One prisoner
told of an incident that happened on
Oct. 17, 1976, when a mentally dis
turbed American inmate committed
suicide.
Complain About Smell
The prisoner recalls, "the guards put
his body in a pine box and phoned the
American Embassy to pick up the cof
fin. The damn Embassy didn't come for
Ruppe Presses Coast Guard fa
Consult Unions on Manning
In a letter to Coast Guard comman
dant, Adm. Owen W. Siler, Rep. Philip
E. Ruppe (R-Mich.) ranking minor
ity member of the House Committee
on Merchant Marine and Fisheries,
strongly urged the Coast Guard ". . . to
adopt fair, balanced, objective proce
dures that will insure that maritime
labor representatives are consulted as
the serviee develops appropriate man
ning standards on U.S. merchant ves
sels.
"If the Coast Guard does not act ad
ministratively in this area, I will recom
mend that the Congress take remedial
action," Ruppe concluded.
In the letter, which immediately fol
lowed a June 23 marine safety hearing
of the House Subcommittee on the
Coast Guard and Navigation where SIU
Executive Vice President Frank Drozak testified, Ruppe wrote "... I am
deeply concerned about the blatant,
onesided behavior of the Coast Guard
to favor vessel operators at the expense
of merchant seamen.
"The Coast Guard consults vessel
owners but not the unions in set
ting manning standards," the northern
Michigan Congressman asserted.
Ruppe's letter referred to Coast
Continued from Page 3
portation costs would amount to "less
than one tenth of a cent a gallon."
This same report also stressed the im-
Shipping Report for Inland Wa
FOR THE MONTH OF JUNE 1977
•
TOTAL JQBSPHIPPED
k ..
Relief Jobs
Class A Class B Class C
Class A Class B Class C
BALTIMORE
o.-. • 0
0
2
0
0
BOSTON
0/
0
0
-O0
HOUSTON
•7
- 1
0
0
- 0
JACKSONVILLE
v.'-...,. :, :• 0 '/• •••
1
0
0
0
••0
NEW YORK
.
' 0
0
0
0
MOBILE
0
147
30
0
NORFOLK
•VvV.
: "0
. 0
0
32
0
0
1:."^4
NEW ORLEANS
. . ..^
0
9
0
0
0
PADUCAH
.....
4
10
3
48
PHILADELPHIA .
0
0
0 71
17
0
PINEY POINT
0
..
- 0 ••••
0
0
0
0
PORT ARTHUR ; . . . . .
0
10
22
0
0
0
PUERTO RICO
-v-V 0
0
16
... ..
0
0
0
0
RIVER ROUGE
0
0
0
0
.....
29
0
ST. LOUIS .......
0
0
26
•- :
.....
17
.0
TAMPA ............. . .
0
0
Q.
•
•;
TOTAL ALL PORTS .
8
\
34/LOG / July 1977
97
J
255
50
Guard policy which "shuts out input
from representatives of merchant sea
men in the establishing of manning
levels."
The Congressman cited a current
Coast Guard circular which says in part
that ". . . owner must explain how his
proposed manning complement can
perform each operational task required
by the vessel's mission with safety to
vessel and crew and remain within the
requirements of the law."
Ruppe said "the charge that I find
most serious" was SIU testimony that
"Instead of regularly consulting, in
forming and working with all parties
affected by its actions, inactions and
policies, the Coast Guard has generally
rejected our offers of cooperation and
chosen to act in a manner which seri
ously threatens the safety of life and
property at sea."
In another maritime area Rep. Ruppe
announced that he backed President
Carter's support of a bill which would
allow the U.S. merchant marine to
carry, in five years, 9Vi percent of
American oil imports. The U.S. tanker
fleet would carry AV2 percent of the
market the first year the law goes into
effect.
Oil Cargo Preference
Jy
Permanent Jobs
the body until Nov. 21. And then only
after prison officials began to complain
about the smell."
As the Daily News reporter left La
Picota after three hours inside the dank
prison walls, he passed by the body of
the stabbed American he had seen car
ried out hours before. The body was
still lying in the ffatbed truck.
The reporter asked a Colombian
guard why the body had not been
moved. According to Copetas, the
guard "shrugged his shoulders and lit a
cigarette."
'AS-/-.;
0
6
.
0
4.0.
portance of having a U.S. tanker fleet
"that can be called upon in the interest
of security in possible national emer
gencies."
Years of Work
When the Carter-supported bill fi
nally does get passed into law, it will
mark the culmination of years of fight
ing by the SIU to win oil cargo prefer
ence for U.S. ships.
In 1974, the SIU, supported by this
membership's contributions to SPAD,
succeeded in getting the Energy Trans
portation Security Act as far as Presi
dent Ford's desk. However, the bill,
which would have required 30 percent
of America's oil imports to be carried
in U.S. ships, was pocket-vetoed.
A similar bill was narrowly defeated
in the Senate in 1972. The present bill,
requiring 9.5 percent cargo preference,
is considerably less than the 30 percent
the SIU has been working to achieve.
Yet is is still nearly three times more
than the U.S, fleef is presently carrying.
In addition, the increased oil import
cargoes, coupled with the opening of
the Alaska Pipeline, should be adequate
to keep .the. entire U.S. tanker fleet eii>
ployed, as well as spurring the con
struction of a considerable number of
new U.S.-flag tankers.
�Antonio "Pancho Villa" Alfonso,
69, joined the SIU in the port of
New York in 1960 sailing as a chief
steward. Brother Alfonso, also a
building contractor, was born in
Cuba (is a naturalized U.S. citizen)
and is a resident of Miami Beach,
Fla.
Martin W. Badger, 65, joined the
SIU in 1947 in the port of Boston
sailing as a chief steward. Brother
Badger attended an SIU Crews Con
ference at the HLSS in Piney Point,
Md. in 1975. He is a veteran of the
U.S. Air Forces in World War II. A
native of Boston, he is a resident of
Lynwood, Wash.
Recertified Bosun Steve Bergeria,
55, joined the SIU in 1941 in the
port of Philadelphia sailing in the
deck department. Brother Bergeria
graduated from the Bosun Recertification Program in May 1975. He
was on the picketline in the 1962
Robin Line beef. Seafarer Bergeria
attended the first SIU's Crews Con
ference in 1971 and two Piney Point
Educational Conferences. Born in
Philadelphia, he is a resident there.
Claude R. Bosher, 51, joined the
SIU in 1947 in the port of New York
sailing as a cook. Brother Bosher
won an SIU Personal Safety award
in 1960 for sailing aboard an acci
dent-free ship, the 55 Robin Locksley (Robin Line). He is a post
World War II veteran of the U.S.
Army. Seafarer Bosher was born in
Hampton, Va. and is a resident of
New Orleans.
Robert A. Butler, 55, joined the
SIU in 1947 in the port of New
Orleans sailing as an AB. Brother
Butler sailed 32 years and is a vet
eran of the U.S. Coast Guard in
World War II. Seafarer Butler was
born in Paragould, Ark. and is a
resident of New Orleans.
Nicholas B. Cabahug, 66, joined
the SIU in 1946 in the port of Nor
folk sailing in the steward depart
ment for 35 years. He was born in
Bogo, Cebu, P.I. and is a resident of
Rockaway Beach, Brooklyn, N.Y.
Louis J. Cayton, 55, joined the
SIU in 1949 in the port of Mobile
sailing as a chief steward. Brother
Cayton sailed 32 years. He is a vet
eran of the U.S. Army in World War
II. Seafarer Cayton was a member
of the Marine Allied Workers at the
Waterman Repair Yards in 1953. A
native of Mobile, he is a resident
there.
Walter R. Colley Jr., 54, joined
the SIU in 1949 in the port of Nor
folk sailing as an AB and ship dele
gate. Brother Colley is a veteran of
the U.S. Army in World War II. He
was born in Haysi, Va. and is a resi
dent of Carriere, Miss.
Freddie G. Davocal, 64, joined the
SIU in the port of Seattle in 1959
sailing as a chief cook. Brother Dav
ocal sailed 30 years. He was born in
the Philippines and is a resident of
Seattle.
Ralph Fitzpatrlck, 63, joined the
SIU in the port of San Francisco in
1954 sailing as a chief- steward.
Brother Fitzpatrick sailed 26 years
and is a veteran of the U.S. Army in
World War II. He was born in Cov
ington, Va. and is a resident of San
Mateo, Calif.
i
Victor Egel, 63, joined the SIU in
1949 in the port of Norfolk sailing as
an OS. Brother Egel worked for a
brief time as a Union organizer. He
was born in Estonia, and is a resident
of San Pedro, Calif.
Anthony J. Menkavitch, 63,
joined the Union in 1939 in the port
of Detroit sailing as a wheelsman.
Brother Menkavitch was on the pick
etline in the Hanna Boats-MEBA
strike in Duluth, Minn, and helped
to organize the McCarthy Boats in
the Steinbrenner fleet. He sailed the
shuttle between Korea and Japan
during the Korean War. Born in Torrington. Conn., he is a resident of
Edwardsville, Pa.
Lewis E. Hartley, 59, joined the
SIU in the port of Mobile in 1955
sailing as a fireman-watertender.
Brother Hartley sailed 31 years and
is a veteran of the U.S. Army's Corps
of Engineers in World War II. He
was born in Wilmer, Ala. and is a
resident of Mobile.
Thomas J. Argue, 65, joined the
Union in the port of Elbcrta, Mich,
in 1953 sailing as an OS. Brother
Argue was born in Michigan and is
a resident of Frankfort, Mich.
Marcio Hidalgo, 73, joined the
SIU in the port of Seattle in 1957
sailing as a cook. Brother Hidalgo
sailed 28 years and during the Viet
nam War. He was born in the Phil
ippine Islands, is a naturalized U.S.
citizen and is a resident of Seattle.
Kazniir Lynch, 58, joined the SIU
in the port of Boston in 1960 sailing
as a chief steward. Brother Lynch
sailed 26 years. He is a veteran of the
U.S. Army in World War 11. Born
in Detroit, he is a resident of San
Francisco.
Joseph F. Malyszko, 51, joined
the SIU in 1948 in the port of Balti
more sailing as a bosun. Brother
Malyszko is a veteran of the U.S.
Air Forces in World War 11. He was
born in Chicago, 111. and is a resident
of Seattle.
Victor M. Perez, 48, joined the
SIU in the port of New York in 1957
sailing as a chief steward. Brother
Perez sailed 32 years and was on the
picketline in both the 1961 Greater
N.Y. Harbor strike and the 1962
Robin Line beef. He is a veteran of
the U.S. Army after World War 11.
Seafarer Perez was born in Salina,
P.R. and is a resident of Catano, P.R.
Edward A. Scvserko, 50, joined the
SIU in tiie port of Philadelphia in
1951 sailing as an OS. Brother Seserko sailed 26 years. He is a U.S.
Army veteran of World War II. He
was born in Philadelphia and is a
resident there.
Recertified Bosun Verlis C. Smith,
65, joined the SIU in 1942 in the
port of Baltimore sailing for 36
years. Brother Smith also sailed as a
3rd mate. He was a ship's delegate
and graduated from the SIU's Bosun
Recertification Program in August
1975. Seafarer Smith was born in
Heflin, Ala. and is a resident of
Tampa.
Franciszck Szwestka, 63, joined
the SIU in 1945 in the port of Balti
more sailing as a fireman-water
tender. Brother Szwestka sailed 39
years and received a 1960 Union
Personal Safety award for sailing
aboard an accident-free ship, the 55
Frances. He was on the picketline in
the 1961 N.Y. Harbor strike and
1965 District Council No. 37 beef.
Seafarer Szwestka was born in Rus
sia and is a resident of Nesconset,
N.Y.
John F. Scanlon, 65, joined the
Union in the port of Buffalo in 1961
sailing as a deckhand and oiler for
Merritt, Chapman and Scott from
1959 to 1976 and for the Great
Lakes Dredge and Dock Co. from
1957 to 1959. Brother Scanlon has
been a union member since 1940. He
was born in Buffalo and is a resident
there.
L*
—
Howard A. Bloodsworth, 69,
joined the Union in the port of Balti
more in 1964 sailing as a tug engi
neer for the Curtis Bay Towing Co.
from 1964 to 1977 and for the East
ern Transportation Co. from 1937 to
1964. Brother Bloodsworth was
born in Mt. Vernon, Md. and is a
resident of Baltimore.
Arthur J. Martini, 62, joined the
Union in the port of New York in
1962 sailing as a ferry bridgeman
and deckhand on the tug Brooklyn
(N.Y. Tug Co.) from 1967 to 1971.
Brother Martini also worked for the
Erie-Lackawana Railroad at Bush
Terminal, Brooklyn, N.Y. from
1951 to 1966. He is a resident of
Brooklyn.
Edward F. Simms, 61, joined the
Union in the port of New York in
1963 sailing as a mate for the ErieLackawana Railroad from 1935 to
this year. Brother Simms was a griev
ance chairman in the company's Ma
rine Division in 1967. Boatman
Simms is a veteran of World War II.
He was born in Jersey City, N.J. and
is a resident of Mahwah, N.J.
Alvin E. Tingle Jr., 62, joined the
Union in the port of Norfolk in 1961
sailing as a chief engineer for the
Wood Towing Co. and the Curtis
Bay Towing Co. from 1947 to 1977.
Brother Tingle was born in Orintal,
N.C. and is a resident of Chesapeake,
Va.
DEPOSIT IN THE
SIU
BLOOD BANK-
July 1977 / LOG / 35
�The Harry Lundeberg
School of Seamanship
"For a better job today^ and job security tomorrow. 99
21 Get Inland Licenses
HLSS Meeting Manpower Needs of Towing Industry
In today's towing industry, there
exists great opportunities for young
Boatmen to advance to the higher pay
ing, lic(Mised jobs aboard tugs and
towhoats.
Many SIU Boatmen are taking ad
vantage of tliese opportunities by par
ticipating in the Luudel)crg School's
various upgrading juograms for SIU
inland members.
This month alone, 21 SIU Boatmen
got Coast Cuard licenses after up
grading at the School. Thirteen of
these Boatmen got their Towhoat
Operator's licenses after completing
the Lundeberg School's Original Tow
hoat Operator Course. And the other
eight Boatmeni achieved engii»e roon>;
licenses after completing the School's
Diesel Engineer Program.
In addition to these courses, the
The 13 Boatmen who completed the Lundeberg School's Original Towboat Operator Course and got their Coast Guard
Lundeberg School also offers several
licenses
for that rating are shown here before class. Seated from the left are: Tom Burke, Richard Finley, Ben Whaley
other programs leading to an inland
and Mike'Lydick. Standing left to right are: Tom Wilburn, David Domangue, Eddie Hendrix, G. T. Decker, Ronald Grey,
license, including Master & Mate,
Joe Roberts, William Ricci, Kevin Sousa and R. Theiss.
First Class Pilot and Radar Observer.
addition to the benefits it provides
The School also offers inland upgrad
ing courses leading to higher unlic
SIU members, is enabling the Union
ensed positions on tugs and towhoats,
to meet the manpower needs of to
including Ahle-Seaman, Tankerman
day's and tomorrow's towing industry.
and Towhoat Cook.
The Lundeberg School offers these
The Lundeberg School's overall
inland courses on a regular basis. So if
program for SIU Inland Boatmen
you are interested in higher pay and a
more responsible job on one of the
is designed so that a young man just
SIU's contracted tugs or towhoats, fill
entering the industry can upgrade to
the lop of his respective department in
out an upgrading a]>plication and .send
just a few years.
it to the HLSS Vocational Educational
Department, Piney Point, Md.
This higiily successful program, in
ABLE SEAMAN
FOWT
'I'lii- course of insiruclioii is four weeks
in lenglii and leads to the Coast (Aiard en
dorsement of Able Seaman—12 Months
—Any Waters or Able Seaman—Unlim
ited— Any W aters.
Course Requirements: Able Sea
man 12 Months—Any Waters. You
must:
• Be 19 years of age
The course is four weeks in length and
leads jo eiiilorsemeiU as KiremaM, W alerleiider. aiul/or Oiler.
Course Requirements: If you have
a Wiper endorsement only, you
must:
• Have 12 months sealime as Ordi
nary Seaman, OR
Be a graduate of HLS at Piney Point
and have eight montb.s seatime as
Ordinary Seaman
• Be able to j)ass the ])rescribed physi
cal, including eyesi at requirements.
Able Seaman Unlimited — Any
Waters. You must:
• Be 19 years of age
• Have 36 months seatime as Ordinary
Seaman or 12 Months Able Seaman
• Be able to |)ass the prescribed physi
cal, including eyesight requirements.
Starting dates: Aug. 5, Sept. 2, Get.
28.Mnd ISov. 24, 1977.
Note: Courses and starting dates are
subject to change at any time. Any
change will be noted in the LOG.
36/LOG / July 1977
• Be able to pa.ss the privscrihed physi
cal, including eyesight requinmients
• Have six months seatime as W ipcr,
OR
Be a graduate of HLS at Piney Point
and have three months s(>atime as
W iper
• If you have an engine department
rating there are no requirements.
Starting date: Sept. 30,1977.
LNG/LPG
The course of instruction leading to
cerlifieatiou .as. LX.G/1.PG crew consists
of basic chemistry, tank and ship con
struction, gasification. relicpiclication
procedures, inert gas and nitrogen sysIcnrs, instrumentation, safely and lirefighting, loading, uidoading and Iran.sportlng Li\G/LPG.
Course Requirements: Engine
The eight Boatmeti to get their inland engine room licenses after completing
the Lundeberg School's Diesel Engineer Program are, front row from the left:
Harold Moore, Roy Lindley, Jr., Manuel Sampedro and Cosme Ballesteros.
Standing from the left are Boatmen Robert Briley, Richard Holmes, Mike
Pritchard and Dean Corgey.
room personnel must hold QMED
—Any Rating. Others, <leek and
steward department personnel must
hohl a rating in their department.
The normal length of the course is
four (1) weeks.
Starting dale: ISov. 28.
Steward
Department
All Stewar<l Department Courses
Lead To Certification Bv HLSS.
COOK AND BAKER
The course of instruction is six weeks
in length and students specialize in the
selection and preparation of breakfast
foods, breads, desserts, and pastries.
Course Requirements: All candi
dates must have seatime and/or
electric arc welding and cutting; and oxyacetylene brazing, welding and cutting.
On completion of the course, an HLS Cer
tificate of Graduation will be awarded.
Course Requirements:
• Engine department personnel must
have 6 months sealime in an engine
room rating
• Deck and steward department personel must hold a rating in their
department.
Starting dates: Aug. 4, 18; Sept. I,
15, 29; Oct. 13, 27; ISov. 10, 25,
and Dec. 8, 1977.
ASSISTANT COOK
The course of instruction is six weeks
in length and students specialize in the
selection and preparation of vegetables
and salads.
Course Reqiurements; A!! candi
dates must have 12 months seatime
in the steward department, OR
three months seatime in the steward
department and be a graduate of the
HLS entry rating program.
Starting dates: Aug. 4, Sept. 15,
Oct. 27 and Dec. 8,1977.
�Dropped Out of School Twice, She Gets H.S. Diploma at HLS
Boatwoman Diana Bandelean
dropped out of high school in the 10th
gTade, then returned to school and
dropped out again when she was a
senior.
She began her career in the mari
time industry as a painter for the SeaCoast Salvage Company in Chesa
peake, Virginia, her home town. She
then advanced to deckhand, wiper, or
dinary seaman, and towboat operator.
Sister Bandelean has been a mem-
Course Cancellations
The Lundebcrg School an
nounced this month that the follow
ing courses would be cancelled for
the remainder of 1977; Quarter
master, Automation and Mainte
nance of Shipboard Refrigeration
Systems.
The Log will publish new starting
dates for these programs as soon as
they become available.
her of the SIU for one year and has
been shipping for five years. She
found out about the GED program
while she was attending the Vessel
Operator Management and Safety
Course. Sister Diana has also received
her lifeboat and AB ticket at HLS.
A friend of Diana's acquired his
high school diploma at HLS and was
very proud of it. This instilled in
Diana the desire for her diploma. She
said that she really enjoyed the high
school equivalency program at HLS
because "there is no pressure on you,
hut because of this you want to do
your best." Diana stated that, "When I
first came to upgrade at HLS, my
study habits were poor. With the help
of the academic teachers, they are now
better. I can learn a lot during the
class session, but 1 still need to study.
The teachers made everything a lot
simpler to leam. I could work at my
own pace and I received a lot of help
when I needed it."
Sister Bandelean would like to rec-
ommend the high school equivalency
program to all her fellow SIU mem
bers. "A person would be foolish not
to take advantage of the program."
She also offers some advice, "Don't be
scared that it is" going to show you up.
The teachers are there to help and
show you the way."
2 IV/n Tankerman katings
Boatwoman Diana Bandelean, left, who dropped out of high school twice, is
given her high school equivalency diploma by Margaret Nalen, director of the
HLS Academic Education Department, after she completed the Lundeberg
School's GED program.
18 in FOWT Graduating Class
Brothers (I. to r.) James Allan and Ronnie Mason are shown here with their
graduation diplomas from the Tankerman Course at the Lundeberg School.
Another 18 Seafarers got their FOWT graduation diplomas. They are front (I. to
r.) Philip Booher, Steven DInnes, Wllbert Miles, Tom Hartman, Darrell Camp,
James Duhadaway, Jose Perez and John Penrose. In the rear row (I. to r.) are
Donald Dokulll, Octovlanus Parlama, Mike Geygan, Mike Philips, Worcester
Johnson Jr., Brett Principe, Jeff Burke, Spero Moche Jr. and Mike Stewart.
Not In the photo Is FOWT grad Chris Benzenberg.
July 1977 /LOG/37
�w 1. m'
Pedro Sanchez
Seafarer Pedro
Sanchez, 24, gradu
ated
from the
Lundeberg School
in 1971 and return
ed to the school to
get his AB ticket in
1975. He also has
his Cardiac Life
Support Card. Bro
ther Sanchez uw born in Cayey, Puerto
Rico and now lives in Brooklyn, N. Y.
He ships out of the port of New York.
Brian Doherty
Seafarer Brian
Doherty, 24, gradu
ated from the HLS
Trainee Program in
1974 and received
his Third Cook rat
ing at the school.
He earned his Car
diac Life Support
card during the cur
rent "A" seniority upgrading program.
Brother Doherty is a native and resi
dent of Detroit but ships out of the port
of Houston.
mi
DEEP SEA
12'A Seniority Upgraders
Robert Torgersen
Ray Kauffman
Steve Fergus
Seafarer Robert
Torgersen, 23,
graduated from the
Harry Lundeberg
School in 1974. He
returned to the
school in 1975 to
earn his FOWT
ticket and just re
ceived his Cardiac
Life Support card. Brother Torgersen
was born in Brooklyn and lives there.
He ships out of the port of New York.
Seafarer Ray
Kaufjman, 22, is a
graduate of the
HLS Trainee Pro
gram which he
completed in 1974.
He went back to
Piney Point in 1976
to earn his AB rat
ing and his tankerman's endoKsement. He also holds the
Cardiac Life Support card. Brother
Kauffman was born in Dayton, Ohio
and lives in Fort Pierce, Fla. He ships
out of Jacksonville, Fla.
Seafarer Steve
Fergiis, 24, gradu
ated from the Harry
Lundeberg School
in 1973. He re
ceived his GED di
ploma there at the
same time and retttrned to the school
in 1976 'o upgrade
for his FOWT endorsement. He also
has the Cardiac Life Support card.
Brother Fergus is a native and resident
of Gainesville, Fla. and ships out of
Jacksonville.
James T. Karaczynski
Seafarer James
T. Karaczynski, 23,
graduated from
HLS in 1975. He
returned to the
.school in 1977 to
get his AB ticket
and earned his Car
diac Life Support
card during his "A"
seniority upgrading. He also holds a
tankerman's endorsement. Brother
Karaczynski is a native and resident of
Brooklyn, N. Y. and ships out of the
port of New York.
Jonathan Faircioth
Seafarer Jona
than "Dave" Faircloth, 20, first
.sailed with the SIU
in 1974 after grad
uating from the
Trainee Program at
the Harry Lunde
berg School. He
also earned his high
school equivalency diploma there in the
HLS General Educational Develop
ment Program. He first shipped out as
a Third Cook and later returned to the
school for his AB ticket. Now a mem
ber of the deck department, he ships out
of the port of New Orleans. Brother
Faircioth was born in Fort Campbell,
Ky. and resides in Opelika, Ala. While
taking the "A" seniority upgrading
course, he earned his Cardiac Life Sup
port card.
Mark Johnson
Seafarer Mark
Johnson, 23, start
ed .sailing with the
SIU in 1974 after
graduating from the
HLS Trainee Pro
gram. He earned
his AB ticket in
1977 and his Car
diac Life Support
card during the current "A" seniority
upgrading program. Brother Johnson
was born in Knoxville, Tenn. where he
still resides. He ships out of the port of
New Orleans.
Lewis Madara
Seafarer Lewis
Madara, 27, graduuated from the
Lundeberg School
in 1975 and has
sailed with the SIU
in the deck depart
ment since that
time. He now holds
his AB ticket and
just received his Cardiac Life Support
card. Brother Madara was born in Sea
Isle, N. J. and lives in Marmora, N. J.
He .ships out of the port of Philadelphia.
38 / LOG / August 1977
Nelson Bumpers
Seafarer Nelson
Bumpers, 24, has
been sailing with
the SIU since he
graduated from the
HLS Trainee Pro
gram in 1975. He
also earned his
GED diploma there
and later returned
to the .school to receive his FOWT rat
ing. He completed the Cardiac Life
Support course there during the "A"
seniority upgrading program. Brother
Bumpers was born, lives and ships out
of the port of Mobile.
John Castleberry
Seafarer John
Castleberry, 26,
started sailing with
the SIU in 1973 af
ter graduating from
the HLS Trainee
Program. He earn
ed his AB ticket at
Piney Point in 1974.
During the current
"A" Seniority Upgrading Program he
completed the Cardiac Life Support
Course. Brother Castleberry was born
in Durant, Okla. and lives in Weatherford, Tex. He ships out of the port of
Houston.
.y
r
s Brotherhood m
.. for SIU members with Alcohol problem
It is an accepted fact that education
is important in preventing alcoholism
and other drug problems. Alcohol is,
after all, a drug. As a drug, it has the
potential to be abused.
The abuse of alcohol is not always
the same thing as alcoholism. One kind
of alcohol abuse can occur without the
victim's even being aware of it. This
kind of abuse is the combining of alco
hol with other drugs—a practice which
can be fatal.
Anti-diabetic drugs, insulin for ex
ample, interact with alcohol to increase
the effect of the alcohol and to drastic
ally lower the body's blood sugar to a
dangerous level. Alcohol in combination
with medication to lower blood pres
sure will frequently cause the blood
pressure to drop quickly and steeply; in
combination with antibiotics, alcohol
can make the blood pressure skyrocket.
If you drink after taking antihista
mines (medicines for allergy and the
common cold), antidepressants (Marplan or Nardil, for example), tranquil
izers (like Valuim and Librium) or
most sedatives, your entire central ner
vous system will be depressed and you
are likely to find yourself dangerously
oversedated.
Obviously all of these many drugs
which can cause trouble when taken
with alcohol are legal. So, Seafarers
who want to avoid alcohol abuse and/
or alcoholism have to be cautious about
the drug alcohol. Just drinking moder
ately is not enough.
Another different kind of problem
confronts Seafarers who are recovering
alcoholics. These men are avoiding the
drug whicTi led to their illness. But in
the early stages of their recoveries, they
may be subject to frequent depressions.
Many doctors are very willing to pre
scribe Valium, Librium and similar
drugs to relieve this depression. But
these drugs affect the body in the same
way that alcohol does. The recovering
alcoholic should not take them. The
symptoms of his illness will not be
cured by these drugs. His dependence
on alcohol will just be transferred to_
dependence on another drug.
The use of drugs, alcohol and other
drugs, too, presents many hazards for
Seafarers. The pattern of our lives—
long days of work broken by short, in
frequent stops in port—can encourage
reckless shoreside drinking that can be
the start of alcoholism. Illegal use of
drugs means trouble with the law for
most people—for us it can mean the
end of our jobs forever.
For these reasons, our Union is com
mitted to educating our members about
potential problems so that we can pre
vent them. When it's too late for pre
vention, we are committed to helping
our brothers overcome alcoholism and
make a new start in life.
We are, every one of us, committed
to these goals because, as Seafarers and
SIU members, we have all worked too
hard and come too far to be willing to
sacrifice the welfare of even one SIU
Brother.
I
Alcoholic Rehabilitaiion Center
I am inlercslcd in attending a six-week program at tiie Aleoholic
Rehabilitation C enter. 1 understand that all my medicad and counseling
Clare Crane
Seafarer Clare
Crane, 19, has
sailed with the SIU
.since he graduated
from the HLS
Training Program
in 1974. He also
earned his GED di
ploma at Piney_
Point at that time.
He upgraded to Assistant Cook at the
Lundeberg School in 1976 and com
pleted the Cardiac Life Support course
there during his "A" .seniority upgrad
ing. Brother Crane was born in Seattle,
lives in Lynwood, Wash, and ships out
of the port of Seattle.
records w ill be kept slriclly coiilideiitial, and that they will not be kept
anywhere except at The Center.
Name
Book No.
Address
(Street or RFD)
(City)
Telephone No.
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, (301) 994-0010
(State)
(Zip)
�377 Have lloiiatcil $100 or Alore
i
To SI'AII Since Iteoiiiiiiiiii of '77
j
The following Seafarers and other concerned individuals, 377 in all, have demonstrated an active interest in participating in political and
j legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to
j the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as \
j dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political
^ contributions. SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political
j activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of
reprisal.) Twelve who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, two
have contributed $300, one has given $400, and two $600. For the rest of the year the LOG will be running the SPAD honor rolls because
the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy
i of our report is filed with the Federal Election Commission and is avail able for purchase from the Federal Election Commission, Washington,
i D.C.)
NOTE: Each month's SPAD Honot Roll contains the names of those individuals who have given $100 or more as of the last Friday
5 of the previous month.
Diaz, R.
Johnson, D.
Gaston, T.
Martinussen, C.
Patterson, D.
Ruzyski, S.
Brown, I.
i Abadi, H.
Dicrcks, J.
Johnson, R.
Gavin, J.
McCartney, G.
Paulovich, J.
Sacco,J.
Browne, G.
i Abas, I.
Digiorgio, J.
Johnsted, R., Jr. McCarthy, L.
Gentile, C.
Pecquex, F.
Sacco, M.
Abobaker, F. Bryan, E.
Doak, W.
Jones, C.
Gimbert, R.
McCaskey, E.
Perez, J.
Saeed, S.
Adams, W.
Bryant, B.
Dolgen, D.
Glidewell, T.
Jones, R.
McClinton, J.
Peth, C.
Salanon, G.
Adamson,R.R. Bucci, P.
Domenico, J.
Jones, T. Goff, W.
McElroy, E.
Picczonetti, M.
Saleh, H.
Domingo, G.
Adiuin, M.
Buczynski, J.
Jorge, J.
Goldberg, J,
McKay, D.
Piper, K.
San Fillippo, J.
Donovan, P.
Bullock, R.
Air, R. N.
Kastina, T.
Golder, J.
McNabb,J.
Pool, D.
Sanchez, M.
Downon, P.
Burke, T.
Algina, J.
Kauffmaii, R.
Gooding, H.
McNally, M.
Porter, B.
Schuhels, P.
Drozak, P.
Burnette, P.
KeUer,D.
Goodspeed, J.
AU,A.
McNeely, J.
Prentice, R.
Seabron, S.
Drury, C.
Caffey, J.
Kerngood, M.
Allen, J.
Gorbea, R.
Mehert, R.
Pretare, G.
Seagord, E.
Dryden, J.
Anderson, A. Caga, L.
Kerr, R.
Greene, H.
Mesford, H.
Prevas, P.
Selzer, R.
Ducote, C.
Kingsley, J.
Anderson, A. Callahan, J.
Grepo, P.
Mollard, C.
Primero, F.
Selzer, S.
Dudley, K.
Anderson, R. Campbell, A.
Guarino, L.
Klzzire, C.
Mongelli, F.
Prott, T.
Shabian, A.
Dwyer, J.
Campbell, A.
Antici, M.
Knutsen, E.
Guillen, A.
Mooney, E.
Pulliam, J.
Shelton, J.
Dyer, A.
Campbell, A.
Aquino,'G.
Hagerty, C.
Koflowitch, W.
Morris, W.
Purgvee, A.
Sholar, E.
Evans, M.
Carbone, V.
A.rle,
Kouvardas, J.
Haggagi, A.
Morrison, J.
Quinnonez, R.
Sigler, M.
Aspseter, H. Cavanaugh, J. Fagan, W.
Hall,W.
Mortensen, O.
Kozicki, R.
Raineri, F.
Silva, M.
Falcon, A.
Aumiller, R. Celgina, J.
Hall,M.
Mosley, W.
Kramer, M.
Rankin, J.
Smith, L.
Farnen,
F.
Avery, R.
Cheshire, J.
Hannibal, R.
Kwiatek, G.
Muniz, W.
Rattray, W.
Smith, T.
Cinquemano, A. Farrell, C.
Badgett, J.
Harildstad,V.
Munsie, J.
Kydd, D.
Reck, L.
Snyder, J.
Faust, J.
Cofone, W.
Bailey, J,
Harris, E.
Murray, J.
Lankford, J.
Reinosa, J.
Somerville, G.
Fay, J.
Bakarich, P. Conklin, K.
Harris, W.
Murray, M.
Lawrence, W.
Reiter, J.
Soresi, T.
Fergus, S.
Barroga, A.
Conning, E.
Harris, W.
Musaid, A.
Lee, K.
Rhoades, G.
Spencer, G.
Fester, M.
Barry, J.
Costango, G.
Hatton, M.
Mynes, A.
Lelonek, L.
Richburg, J.
Stancaugr, R.
Fgrshcc, R.
Bartlctt, J.
Cousins, W.
Hauf,M.
Myrex, L.
Lennon, J.
Riddle, D.
Stankiewicz, A.
Firshing, W.
Bauer, C.
Cresci, M.
Haynes, B.
Napoli, F.
Lewis, L.
Ries, C.
Stearns, B.
Fischer, H.
Heimal, W.
Cross, M.
i Baum, A.
Nash, W.
Libby, H.
Ripoll, G.
Stevens, W.
i Beeching, M. Cunningham, W Fiune,V.
Heniken, E.
Nauarre, T.
Liles, T.
Roades, O.
Stubblelield, P.
Fletcher, B.
Neffe, J.
Heroux, A.
Lindsey, H.
Roberts, J.
i Bellinger, W. Curry, M.
Sulaiman, A.
Tobin, G.
Florous, C.
Curtis, T.
Hersey, G.
Nielsen, R.
Loleas, P.
Robinson, W.
Sullins, F.
i Beiioit, C.
Tobio, J.
Forgeron, L.
Bergeria, J.
Da SUva, M.
Hill, G.
O'Donnell, J.
Lombardo, J.
Rodriguez, R.
Surrick, R.
Troy, S.
P.
Fox,
Berglond, B. Danzey, T.
Holmes, W.
Olson, F.
Lundberg, J.
Rondo, C.
Swiderski,J.
Truciiski, C.
Franco, P.
Dalman, G.
Berlin, R.
Homayonpour, M. Lynch, C.
Omar, Y.
Rosenthal, M.
Tanner, C.
Tsminrx, L.
i
Francum, C.
Darden, J.
Bishop, S.
Howse, A.
Pacheco, E.
Lyness, J.
Roshid, M.
Taylor, F,
Turner, B.
Frank, S., Jr.
Davidson, W.
Bland, W.
Hunter, W.
Paladino, F.
Magruder, W.
Roubek, T.
Taylor, J.
Turner, L.
Davis, J.
Frederickson, E. lovino, L.
Bobalek,W.
Papuchis, S.
Malesskey, G.
Roy, B.
Telegadas, G.
Tuttle, M.
Fuller, G.
Bonser, L.
Davis, J.
Jacobs, R.
Paradise,
L.
Manafe, D.
Royal, F.
Tcrpc, K.
Underwood, G.
Furukawa, H.
Boudreaux, C. Davis, S.
Jackson, J.
Paschal, R.
Martin, T.
Rudnicki, A.
Theiss, R.
Vasquez, J.
Boyle, D.
Debarrios, M. Gallagher, L.
Velandra, D.
Dechamp, A.
Gallium, R.
Boyne, D.
Velez,
R.
-ywv
•1!^
Delgado, J.
Bradley, E.
Ganthier, C.
Vukiiiir, G.
Delrio, J.
Garcia, R.
Brand, H.
Walker, T.
SEAFARERS POLITICAL ACTIVITY DONATION
Gard, C.
Brongh, E.
Demetrics, J.
Weaver, A.
(SPAD)
Brown, G.
Gardner, E.
Dernbach, J.
Webb, J.
675 FOURTH AVENUE
BROOKLYN, N.Y. 11232
Weber, J.
S.S. No..
Date.
i
West, D.
$600 Honor Roll
Westbrook, A. L. i
.Book No..
Contributor's Name,
Lilledahl, H.
Pomerlane, R.
Westerholm, G. !
Address.
1
Whitmer, A.
i
Whitsitt, M.
City
.State .
.Zip Code
$400 Honor Roll
1
Widnian, J.
I acknowledge and understand ttiat SPAQ is a separate segregated fund established and administered
i
Wilburn, R.
Manuel, R.
by my Union to engage in political activities and to make contributions and expenditures for candidates
Williams,
L.
i
seeking political office and solicits and accepts only voluntary contributions, and I have the right to
refuse to make any contribution without fear of reprisal, I may contribute such amount as I may volun
Wilson, C.
1
tarily determine and I herewith contribute the sum of $
. This contribution constitutes my
$300 Honor Roll
Wilson,!.
voluntary act and 1 am to to receive a copy of this receipt showing the amount of my contribution. A
i
copy of SPAD's report is filed with the Federal Ei-Ction Commission and is available for purchase from
R.
Winder,
Quinter, J.
Rpmolo, V.
i
the Federa;- C'ection-Gommission, Wash/ngtcr;, D.C.
- Wingfield, P.
Wolf, P.
Signature of Solicitor
$200 Honor Roll
Port
Woody, J.
Solicitor's No.
Worley, M.
Frounfelter, D. Seibel, E.
Aronica, A.
Worster, R.
Shields, J.
Bernstein, A. Hail, P.
Yarmola, J.
Combs, W.
McFarland, D. Stephens,
Zeagler, S.
Stewart, E.
Drozak, F.
Pow, J.
i
i
D
o
3
O
a
•t.
1977
July 1977/LOG/39
�Aboard the tug Laura Haden (G & H)
are (I. to r.): Capt. James Ryan; AB
David Green, and Chief Engineer Pat
"Midnight" O'Brien.
hen the hog visited Houston,
the nation's third largest port,
we found SlU Boatmen spread out
over many miles of inland waterway
.—on the Houston Ship Channel,
Galveston Bay, and various side
chaunels.
Our first stop was right in town at
the main G&H Towing Dock on the
Ship Channel. Several tugs were out
W
Houston
Ranging Port
docking ships, but we had a chance to
talk to ttie crews of the W. A. Wansley, the C, Hadden Masterson, and
the Laura Haden.
A few hours later we chanced to
see three G&H tugs docking a ship
at a Texas City oil dock. We caught
the crew of another G&H boat, the
Propeller' at dockside at LaPorte.
One crewmember was trying his luck
at fishing while waiting for the boat's
next assignment.
On the way back to town we
Stopped at Jacintoport, a large bargefleeting area on the Houston Ship
Channel. No SlU-manned haihor
boats were around, as ttey were all
out on the water working. However,
we did find an SHJ-manned towboat,
die Johnny Brown ot Slade Towii^
Chief Engineer Fred Hickman at the
prow of the tug W. A. Wansley (G&H
Towing).
waiting to take oh two ba^e loi^ pf
crude oil.
Our last stop was at Blud^prfli
Shipyard in Houston to visit the crew
of the National Pride which was In
for repairs. The
crew bad a
good long talk witih Union Repre
sentative Sal Salazar about the SHJ
Vacatkin Flan for Boatmmi and
many oflier Herns €»f Interest.
& H iugs, the Grampus, Francis E. Haden and the J. H. Masterson dock the ST Amoco Cremona at aTexas City, Tex. oil dock.
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
July 1977
Description
An account of the resource
HEADLINES
CARTER BACKS 9.5% OIL CARGO PREFERENCE
BOATMEN AT CARIBE TOWING APPROVE 3-YEAR CONTRACT
FLEXIBILITY, EDUCATION ANSWERING MARITIME INDUSTRY’S NEEDS
DROZAK BLASTS USCG FAILURES ON SAFETY
SCHULMAN: U.S. SEAMAN HAVE RIGHTS, TOO
GAO STUDY PROVES PHS NEEDS MORE MONEY
BARKER ELECTED NMC CHAIRMAN
MC&S MERGER WITH SIU A&G DISTRICT IS PROCEEDING
SIU-CONTRACTED OVERSEAS CHICAGO USED FOR TRAINING
MARINERS’ CHURCH REMEMBERS SONS LOST TO THE GREAT LAKES
RETIRING MSC CHIEF SAYS SEAPOWER ESSENTIAL TO U.S.
AFL-CIO ENDS BOYCOTT OF RINGLING BROS.
ALASKAN OIL SWAP PLAN TO JAPAN REJECTED
AQUARIUS COMPLETES TRIAL CARGO RUNS IN ENGLAND
SIU, NMU SIGN AGREEMENT TO STUDY MERGER
AD HOC COMMITTEE HAS HELPED UNION COOPERATION
NEW HOUSTON HIRING HALL OPENS; JULY MEETINGS HELD
WORKERS’ PROGRESS STANDS OUT IN VISIT TO SWEDEN AS PARTICIPANT IN 10-MEMBER AFL-CIO DELEGATION
USER FEE NOT ANSWER TO LOCKS & DAM 26
REP. MCKINNEY: ‘SHIP AMERICAN’ SHOULD BE MORE THAN SLOGAN
5TH BOATMEN’S CONFERENCE IS AN EDUCATION
CONTRACTS RATIFIED AT SABINE TOWING; DIXIE CARRIERS
THE SUPERTANKER TT STUYVESANT IS SET FOR CREWING
A NEW INLAND CONTRACT SAVES MEMBER $9,604.35
HOW THE 1954 CARGO PREFERENCE ACT HELPS THE FLEET
TWO OLD BATTLERS REMEMBER SNUG HARBOR AND ITS FOUNDER
JAIL A NIGHTMARE FOR YANKS BUSTED ABROAD FOR DRUGS
RUPPE PRESSES COAST GUARD TO CONSULT UNIONS ON MANNING
HLSS MEETING MANPOWER NEEDS OF TOWING INDUSTRY
HOUSTON- A WIDE RANGING PORT
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
7/1/1977
Format
The file format, physical medium, or dimensions of the resource
Newsprint
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
Vol. 39, No. 7
1977
Periodicals
Seafarers Log
-
http://seafarerslog.org/archives/files/original/66bedd3141d522911cc240a1d9b2fe66.PDF
7f70adeeb6fd1173b2d1514e8c28f72d
PDF Text
Text
�Atkinson May Sail Again
New Company Looks to Revive Mich. Corferries
The future looks brighter for the
SlU-contracted carferries M/V Viking
and M/V Arthur K. Atkinson. Ever
since the parent company, the Ann
Arbor Railroad went bankrupt, it was
touch and go as to whether the ferry
operation across Lake Michigan would
be continued.
However on May 25, the Michigan
State Highway Commission chose a
new group of investors to operate the
parent rail line and the carferries.
GREAT LAKES
Organizers of the company, the
Michigan Interstate Railway Co.
(MIRC), feel they can put the railroad
on a profit basis within a few years.
They said they would give top priority
to carferry service which is good news
for the SIU crews and the Union which
supported MIRC in its takeover at
tempt.
The Arthur K. Atkinson, which ran
rail cars from several ports in Wiscon
sin to Frankfort, Mich, had been laid
up since 1973. The carferry had an SIU
crew of about 38. Vincent Malanaphy,
key organizer of MIRC and seasoned
railroad operator, wants to put the
Atkinson back in service—probably
between Manitowoc, Wise, and Frank
fort.
According to a local Frankfort
paper, the Benzie County Ad-visor, the
repair bill for its broken crank shaft
and needed engine work could come to
about $120,000.
Even Viking Threatened
Even the Viking had been threatened
by rate cutting on rail lines coming from
the Northwest and Canada through
Chicago. But Malanaphy feels that he
can put the railroad and car ferry ser
vice in the black with an aggressive
marketing program, repairs, and new
equipment.
When the Ann Arbor railroad first
went bankrupt, it came under ConRail
under the Regional Railroad Reorgan
ization Act of 1973. Then the State of
Michigan and ConRail kept it running,
with the backing of the SIU, using state
and Federal funds.
The State, industry, and the Union
felt that if the ferry route linking rail
lines on either side of Lake Michigan
were lost, the rail lines running through
Chicago could raise their rates since
there would be no competition. Many
small companies would have been put
ru
Paul Hail
0 0.
It Is Up to You
To Get the Job Done
Something very important concerning the SIU happened this month that
I believe merits special attention. I am referring to the crewing by SIU mem
bers of the 936-foot long Aquarius, the first liquified natural gas carrier ever
built in this country, and the first such ship to fly the American flag.
Actually, this historic event is significant for us on many levels. First, the
Aquarius is a new ship and it represents new job opportunities for SIU mem
bers. It was built under the auspices of the Merchant Marine Act of 1970, a
bill that the SIU spearheaded through Congress.
Also, the LNG carrier, itself, is a new concept in American merchant ship
ping—a concept that vividly reflects the future direction of the U.S. mari
time industry.
However, I believe the single most important point that must be made
here is that the crewing of the LNG Aquarius demonstrates in plain and
simple black and white that education—training and upgrading—is the key
to job security in today's and tomorrow's U.S. maritime industry.
Before I say more about education, I think SIU members should be aware
of some history concerning the Aquarius.
A couple of years ago, it became apparent to us that the U.S. merchant
marine would soon be seeing the advent of the LNG carrier. In response, the
Lundeberg School developed an LNG/LPG upgrading program to help
prepare Seafarers for the inevitable. As a result of this and other actions, the
SIU won the contract to crew the Aquarius, which is only the first of 12
identical sisterships scheduled to be put into service in the next few years.
In other words, it was the SIU's commitment to education for its members
that played a great role in helping us to bring the Aquarius under the SIU
banner. This is a tremendous accomplishment and a tremendous victory for
both the Union and the collective SIU membership.
As important, though, as the advent of this kind of ship is to the SIU and
to the U.S. maritime industry as a whole, we must remember that the
out of business by higher prices for
lumber and other goods.
However, according to Detroit Port
Agent Jack Bluitt, had ConRail con
tinued to run the line, the route north
of Ann Arbor, Mich., including the
ferries might have been abandoned as
unprofitable.
At present only the route between
Ann Arbor and Toledo, Ohio functions
in the black.
The State didn't seem to want to run
the railway either. So when the MIRC
group came along offering to revitalize
the system, the SIU backed them. "We
felt we were better off with this private
group. They can do more for the line
and offer the members more jobs,"
Bluitt said. Michigan State Senator Pat
rick McCullough and other state legis
lators supported the SIU position.
At first the MIRC will use available
government subsidies to upgrade the
Ann Arbor line, promote freight and
develop on-line industry. Eventually,
they would buy the railroad and con
tinue its operation. Under the MIRC
which takes over offieially on Oct. 1,
1977, the employees will be guaranteed
all the rights and protection they had
under ConRail according to Title V of
the Railroad Reorganization Act.
Notice for SIU Boatmen Planning to
Goon Pension
SIU Boatmen planning to go on
pension soon should be aware that
they must file a Social Security
form before their benefits can
begin.
The form is called a "Type I
Statement of Detailed Earnings"
and is available at any Social
Security office. Since the form
takes from three to four months
to be fully processed, members
should apply for it as soon as pos
sible to avoid delays in receiving
pension benefits.
If you have any questions about
the procedure, just write to;
Claims Department, Seafarers
Pension Plan, 275-20th St.,
Brooklyn, N. Y. 1I2I5.
Aquarius is only the latest in a long line of new, high technology vessels that
have become an integral part of the American merchant fleet in the last
seven years.
Today, in addition to the LNG ship. Seafarers are manning a growing
number of such highly automated vessels as ULCC's, VLCC's, LASH ships,
RO/RO's, and more. In addition, there is a good possibility that we will soon
be involved in the growing offshore oil drilling industry.
This cumulative situation presents us with an ongoing challenge to man
these new vessels with experienced, well-trained seamen. So our goal in this
area, then, must be to continue to build and maintain a manpower pool of
SIU members that reflects a well-balanced cross-section of age and exper
ience.
Right now, I feel the SIU is well on its way to achieving this goal. We
have a good percentage of older, experienced members to fill the top rated
jobs, and we have a good pool of younger men to fill our middle and entry
rating jobs.
However, we must face the fact that there is a constant-manpower turn
over in our Union for a number of reasons. Each month, we loSe close to 100
men to retirement or death. We lose others who upgrade to the licensed posi
tions on ships. And we lose some who simply leave the industry.
We must compensate for this loss, and again, the only effective way to do
this is through the educational programs provided at the Lundeberg School.
For instance, a young man comes into the industry. He ships as an ordinary
seaman. He puts in his time and then upgrades to able-seaman. By doing this,
he is not only helping himself in the way of higher pay, but he is taking the
place of a rated person who has left the industry for one reason or another.
Equally important, he is providing another young man with the opportunity
to begin a career at sea. It's as simple as that.
Our situation, in a nutshell, is this. The SIU has been manning a number
of new vessels and more are on the way. This, coupled with the inevitable
loss of manpower each month, is providing our younger members, now sail
ing entry, with the unique opportunity to increase their skills and their earn
ing power by upgrading to such ratings as able-seaman, FOWT, and assistant
cook. And it is providing our members who already hold these middle rat
ings with the opportunity to upgrade to the higher shipboard ratings.
Essentially, this is the manpower cycle.
In respect to education, the Union has done its job. Through the staff at
the Lundeberg School, the SIU has developed the most comprehensive and
progressive educational programs anywhere in the nation for merchant
seamen.
With the help of the Lundeberg School, SIU members can upgrade from
their entry rating job to the top of their respective department in a few short
years. And this is the way it should be.
Brothers, the opportunity for advancement in today's maritime industry
is great. The Lundeberg School is providing you with the educational tools
to take advantage of it. It is now up to you, the individual SIU member, to
get the job done.
Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic. Gulf Lakes and Inland Waters District AFL-no
PnTLt, a!I!
v'
11232. Published monthly. Second Class postage paid at Brooklyn. N.Y. Vol. 39. No. 6. June 1977.
waters uistrict, AFL-CIO, 675fourth Ave., Brooklyn, N.Y.
2 / LOG / June 1977
�Labor Representatives
Map Out Course for Legislative Action
WASHINGTON, D.C.—Represen
tatives from a coalition of U.S. mari
time unions met here this month to map
out a plan of action on a wide range of
pressing legislative issues affecting the
U.S. maritime industry and its workers.
The meeting produced unanimous
agreement on the course of action to
be followed on such vital issues as oil
cargo preference; manning of oil rigs
on the U.S. Outer Continental Shelf;
ocean mining; user charges on the in
land waters; Alaska oil movement;
maritime authorizations; military pro
curement, and safety and manning
standards on U.S.-flag vessels.
The group met under the auspices of
the Joint Legislative Subcommittee of
the Ad Hoe Committee on Maritime
Industry Problems. National MEBA
President Jesse Calhoon, acting chair
man of the legislative subcommittee,
presided over the meeting. Calhoon is
also chairman of the Legislative Com
mittee of the AFL-CIO Maritime
Trades Department.
President Paul Hall represented the
SIU at this meeting. Also in attendance
were: Gloria Rudman and Tom Scotto
of the ILA; Tal Simpkins of the NMU;
Jack Brady and Ed Kelly of MEBA
District 2; Marguarite Bryan and Ben
Man of National MEBA; Joe O'Hare
of Local 333 of the ILA; R. C. Smith
of the Radio Officers Union; Frank
Scavo and William Rich, Jr. of MM&P;
Bill Moody, administrator of the AFLCIO Maritime Trades Department;
Dave Dolgen, director of the MTD
Port Council for New York: Carolyn
Gentile, SIU counsel.
Former Secretary of Labor John
Dunlop, who is chairman of the full Ad
Hoc Maritime Committee, was also in
attendance.
In brief, the legislative objectives, as
mapped out by the committee, are as
follows:
• Passage of a bill to require up to
30 percent of America's oil imports be
carried on U.S.-flag tankers.
• A legislative amendment to re
quire that on a prescribed date, all rigs
drilling on the U.S. Outer Continental
Shelf must comply with American
standards and employ American
workers.
• Regulations to require that U.S.
ships be used in ocean mining projects
undertaken by American companies.
• The defeat of legislation that
would impose user charges on Ameri
ca's inland waterways.
• A bill to force the Coast Guard to
upgrade manning scales on U.S. vessels
to reflect the health and safety needs of
maritime workers.
• To bring to an end the jurisdic
tional dispute between the Coast Guard
and those enforcing the Occupational
Safety and Health Act. Presently the
two factions are warring over who
should have the last word on safety
issues involving workers on inland,
deep sea, and offshore equipment.
• Prevention of any measure allow
ing the exportation of Alaskan oil.
• To defeat any measure that would
cut back proposed maritime authoriza
tions for fiscal year 1978, which in
cludes appropriations of $135 million
Continued on Page 5
National MEBA President Jesse Calhoon, head of table, chairs recent meeting
at which representatives of shoreslde and seagoing maritime unions mapped
out a plan of legislative action on pressing maritime Issues. Representing the
SIU was President Paul Hall, back to camera. Former Secretary of Labor John
Dunlop Is seated to Hall's left. Calhoon Is acting chairman of the committee,
entitled the Joint Legislative Subcommittee of the Ad Hoc Committee on
Maritime Industry Problems.
Hall Presses HEW^ OSHA on Hygiene
A major food sanitation problem is
endangering the health of SIU members
working on inland tugs, towboats and
coastal supply vessels, SIU President
Paul Hall complained in recent letters
to the heads of two Federal agencies.
Hall urged Joseph Califano, secre
tary of the Department of Health, Edu-
Sick PoY Tax Change
Seafvers who received disabil
ity or sick pay last year can now
exclude these benefits in their
1976 income tax returns. If eli
gible, you can refile your returns
and receive a substantial reduction
due to a recent change in the tax
law.
The unpact of this change is
especially important to SIU dis
ability pensioners who were over
age 64 in 1976 and to all others
who received sick pay benefits dur
ing that year.
These members were previously
INDEX
Legislative News
Washington Activities ... .Page 9
Tuna-Porpolse bill
Page 9
Union News
President's Report
Page 2
New wage and COLA
scales
Page 24
Headquarters Notes
Page 7
Cabdrlver affiliate
Page 5
Brotherhood In Action ... Page 35
Lakes Picture
Page 8
Inland Lines
Page 6
At Sea-Ashore
Page 18
Port Agents Conference .. Page 27
Service under Pension
Plan
Page 28
SPAD honor roll
'.. Page 39
denied a sick or disability pay tax
deduction by the Tax Reform Act
of 1977. But an amendment to the
Act, effective May 23, 1977, has
extended the deduction period to
include calendar year 1976.
Even if you have already filed
your 1976 income tax return, you
can now take advantage of this
deduction by filing two additional
forms: Form 1040X, the amended
U.S. Individual Income Tax Re
turn, together with Form 2440,
Sick Fay Exclusion. BotL are
available at your local Internal
Revenue Service office.
General News
National unemployment .. .Page 6
Sanitary tug conditions .. .Page 3
Maritime legislative
meeting
Page 3
National Maritime Day ... Page 11
Living sober gathering ... .Page 6
Boycotts
Page 34
Barbers Union
Page 26
Calif. LNG facility
Page 23
Training and Upgrading
Able Seaman course
Page 36
Seafarers participate In 'A'
seniority upgrading .. .Page 35
HLS courses and
application
Pages 36-38
GED requirements
Page 37
cation and Welfare (HEW), and Eula
Bingham, assistant secretary of Labor
for Occupational Safety and Health Ad
ministration (OSHA) to act quickly
toward correcting the dangerously low
levels of hygiene aboard inland and
coastal vessels.
HEW's Food and Drug Administra
tion has this responsibility, but the FDA
has largely failed to carry it out. Hall
stated.
"Because of the failure of the FDA
to enforce vessel sanitation laws or to
bring them up to modern standards, the
health of the 40,000 workers on over
5,000 tugs, towboats and supply ves
sels in interstate commerce is being
jeopardized."
The problem is caused by several
factors, Hall noted.
• More and more vessels have dropped
the position of a trained cook and
require that a member of the crew
Membership News
Former scholarship
winner
Page 18
Engineer Jimmy Logan.... Page 8
New pensioners
Page 29
Final Departures ... .Pages 32-33
Warren Leader dies
Page 5
Pat Marlnelll retires
Page 5
Shipping
LNG
Aquarius.. .Special Supplement
SS Sharon
Page 10
Tug James Smith
Page 7
Around N.O. harbor. ... Back page
Ships' Committees
Page 4
Ships' Digests
Page 31
Dispatchers' Reports:
Great Lakes
Page 25
double up as cook. These members
not only lack food preparation train
ing, but their other duties deny them
proper time to cook or cleanup.
• Many vessels do not have adequate
kitchen equipment.
• New boats are not inspected at first
to insure that they are built to proper
standards or on a regular basis to
make sure that they are kept clean,
and
• There are no real penalties for vio
lations.
Hall proposed specific corrections for
each of these conditions. The Govern
ment must require a trained cook on
board all vessels engaged in interstate
commerce and operating for more than
12 hours, he said. And if they have
other duties, the cooks must have two
hours to prepare and clean up after each
meal.
Regulations such as these, plus more
inspections and stiff penalties for viola
tions, are "minimal requirements to
safeguard the health of our members,"
Hall maintained.
Deep Sea
Inland Waters
Special Features
Rivers sweep and
conference
Russian grain cargo
Page 17
Page 30
Pages 13-16
Page 12
******
Articles of particular Interest to
members In each area can be found
on the following pages:
Deep Sea: 4, 12, 17, 18, 19-22, 23,
24, 31
Inland Waters: 3, 7, 6, 13-16, 30,
Back Page
Great Lakes: 2, 8, 10, 25
June 1977 / LOG / 3
vu
�Puerto Rico Committee
At a payoff in the port of Baltimore on May 19," the Ship's Committee of the
SS Puerto Rico (Puerto Rico Marine) take time out to pose for a group photo.
They are (I. to r.): Steward Delegate Clarence Jones; Deck Delegate Edgel
Luzier; Recertified Bosun Frederick Walker, ship's chairman; "^hief Steward
T. A. Jackson, secretary-reporter; Educational Director J. A. T. gliaferri, and
Engine Delegate Terry McNee.
San Juan Committee
American Heritage Committee
SlU Patrolman Lou Guarino (seated) checks off dues payment in a member's
book at a payoff at Stapleton Anchorage, S.I., N.Y. while the Ship's Committee
cf the SS American Heritage (Westchester Marine) await their turn. From left
are: Engine Delegate Larry Croes; Recertified Bosun Billy Mitchell, ship's
chairman; Chief Steward S. Piatak, secretary-reporter, and recent 'A' seniority
upgrader Deck Delegate Freddie Goethe.
Houston Committee
Last month aboard the SS San Juan (Puerto Rico Marine) at a payoff are the
members of the Ship's Committee of (I. to r.): Engine Delegate Rafael Bonefont; Chief Steward Frank Vega, secretary-reporter; Deck Delegate Rafael
L. Torres; Recertified Bosun Bob Gorbea, ship's chairman, and Educational
Director Roy Pierce.
N.Y. Patrolman Teddy Babkowski (seated) fills out his report at a payoff last
month aboard the SS Houston (Sea-Land) at Port Elizabeth, N.J. with the
Ship's Committee of (I. to r.): Deck Delegate Juan Ayala; Steward Delegate
Pedro Sanchez; good feeder Chief Steward F. T. Di Carlo, secretary-reporter,,
and Recertified Bosun William "Bill" Kleimola, ship's chairman.
Mount Explorer Committee
Sea-Land Resource Committee
Making his first voyage is April Piney Point grad Messman Efrain Tosado
(standing center) with the Ship's Committee of the ST Mount Explorer (Mount
Shipping). Sitting (I. to r.) are: Deck Delegate Frank Schwartz; Educational
Director E. C. Colby, and Recertified Bosun Pete Garza, ship's chairman.
Others on the committee at the payoff are (standing) Chief Steward Alfred
Salem (left), secretary-reporter and Steward Delegate Young C. McMillan.
The tanker came from Texas City, Tex. to offload her crude at the GATX Dock
in Carteret, N.J.
Good feeder Chief Steward Jim Lomax (right), secretary-reporter of the Ship's
Committee of the SS Sea-Land Resource stands by with the rest of the
committee at a payoff in Port Elizabeth, N.J. They are (I. to r.): Chief Electrician
K. Katsalis, educational director; Recertified Bosun Sven Jansson, ship's
chairman; Steward Delegate Phil W. Pron and Deck Delegate Mike Nash.
4 / LOG / June 1977
�SlUNA Affiliate of Chicago Cabdriyers Wins important Victory
The SlUNA affiliate union represent
ing Chicago cabdrivers won an impor
tant victory this month when the Na
tional Labor Relations Board reversed
a year-old decision and sided with the
union in its unfair labor practices suit
against the Yellow and Checker Cab
Companies.
Servicing the Tug Cobbler
The cabdrivers, members of the
Democratic Union Organizing Com
mittee (DUOC), Local 777, won the
right to full back pay and union fringe
benefits which they had lost since the
beginning of the dispute, about a yearand-a-half ago.
The dispute was in connection with
the companies' practice of leasing its
cabs to the drivers. As lessees, the
drivers were treated not as employees
but as so-called independent contrac
tors. Under this arrangement, they suf
fered a wage cut and loss of union
benefits.
When the companies refused to bar
gain in good faith with the union,
DUOC filed charges with the NLRB.
The first decision by a NLRB admin
istrative law judge last year was against
DUOC, but on June 7 the full five-man
NLRB ruled four to one in favor of the
union's appeal.
t
Full Coverage
I
The new ruling is in full agreement
with DUOC's position that the compa
nies must treat the cabdrivers as
employees who are entitled to full cov
erage under their collective bargaining
contracts.
DUOC's three-year contract with the
Yellow and Checker Cab Companies
expired during the course of the dis
pute. As The Log went to press this
month negotiations for a new contract
were still pending.
DUOC is one of 33 autonomous
unions in the SlUNA federation.
A Long Way from Mobile Bay
On board the tug Gobbler (Radcliff) near MacDuffee Island, Ala., some SlU
rinembers enjoy the southern sunshine. From (I. to r.) are: Henry "Red"
Mammae, deckhand; N. Rufus Webster, cook;^Willjam H. Faison, engineer;
Gerry Brown, SlU Mobile Port Agent, and Champ Jackson, deckhand.
Map Out Course
Continued from Page 3
for construction differential subsidies,
and $372.1 million for operation differ
ential subsidies.
Hotice to Members
On Shipping Procetbire
When throwing in forwork dur
ing a job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
In addition, when assigning a
Job the dispatcher will comply
with the following Section S, Sub
section 7 of the SIU Shaping
Roles:
Within each class of seniority
rating in every Department, prior
ity for entry rating jobs shall be
g^ven to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue luu-dship will result
or extenuating circumstances war
rant snch waiver."
Also, all entry rated seamen
must show their last six months
discharges.
SIX Months'
Discharges
Entry-rated seamen
in all ports must show their
last six months' discharges be
fore they can register for
shipping.
• A measure to require the Defense
Department to utilize the private mer
chant fleet, both inland and deep sea,
to the fullest possible extent.
A spokesman for the Legislative
Subcommittee noted after the meeting
that "these are not our only legislative
priorities. However, legislation of some
sort concerning each of these issues has
already been introduced in Congress.
Therefore, we are giving these issues
our immediate attention."
The Ad Hoc Committee on Maritime
Industry Problems was formed approx
imately three years ago by AFL-CIO
President George Meany. In addition to
the Subcommittee on Legislation, other
subcommittees have been established
such as Training and Education. The
various groups participating have
worked well together and have suc
ceeded in resolving numerous prob
lems of the maritime industry and the
workers in it.
Eighty miles up the Mobile River from Mobile Bay in Alabama the SIU crew of
the Radcliff dredge Flamingo pauses for a photo. They are (1. to r. standing);
Deckhand John Edmond 11; Leverman Willie Lee James; Deckhand Nelson
Williams, and (kneeling in front) Cook Clifford Lee James.
San Francisco Patrolman Pasquale
F. "Pat" Marinelii, 56, retired on Apr.
1. He had been a Union official there
since 1968 and had been working in
the port of Wilmington this year.
Brother Marinelii joined the SIU in
the port of New York in 1945. He
started sailing in 1942 and began ship
ping out as a bosun in 1954.
Seafarer Marinelii was San Juan,
Puerto Rico port agent in 1960. In
1961, 1962, he walked the picketline
in both the Greater N.Y. Harbor beef
and the Robin Line strike. Previously,
he had participated in the 1947 gar
ment strike and Isthmian beef. Also,
he said, he was involved in many other
strikes.
A native of Brooklyn, N.Y., he is a
resident of San Francisco.
Brother Marinelii says he'll be re
turning to New York soon.
"i"
u
0J
•u
Warren R. Leader of the SlU-Affiliated UIW,
Warren R. Leader, 53, who was the
Atlantic Coast assistant area director
for the SlU-affiliated United Industrial
Workers, died of a heart attack in
Maryland General Hospital, Baltimore
on May 6.
Dies at Age 53
A member of the UIW's Executive
Board, Brother Leader was introduced
to the organized trade union movement
by his father, William M. Leader, who
wa|/president of the textile workers in
Philadelphia for 48 years.
He started with the UIW in 1955 in
Baltimore as a representative and or
ganizer. In 1960, he was elected assist
ant East Coast regional director of the
UIW, negotiating contracts and manag
ing the union's business affairs.
In 1961 he was elected a delegate to
the first UIW Biennial Convention in
Brooklyn, N.Y. A^gain in 1967 and in
1969 he was an elected convention dele
gate in Washington, D.C.
After U.S. Army service in this coun
try and in British Guiana from 1942 to
1946, Leader was national representa
tive of the American Federation of
Hosiery Workers in Philadelphia until
1954. From 1954 to 1960, he was busi
ness manager and national representa
tive for the Upholsterers's International
Union.
A native of Philadelphia, he was a
resident of Baltimore.
Leader was also an executive board
member of the Baltimore Council AFLCIO and vice president of the Maryland
State AFL-CIO. He also was a former
executive board member of the Balti
more Committee on Political Educa
tion and secretary-treasurer of the Mar
itime Trades Department of the Balti
more Port Council.
He served on the board of Big Broth
ers of Baltimore Criminal Justice Com
mission from 1958 to 1962.
Surviving are his widow. Alma; a
son, John; a dp.'.sghter, Molly Ann, and
a brother, John of Philadelphia.
Burial was in the Delaney Memorial
Park Cemetery, Baltimore.
June 1977 / LOG /5
rrj?
�May Jobless Rate Drops to
6.9%; 'True' Rate is 9.6%
WASHINGTON—For the first time
since October 1974, the U.S. unem
ployment rate has dropped below
April's 7 percent to May's 6.9 percent.
Thirty months ago the nation's jobless
rate was 6.7 percent. However, the
AFL-CIO's chief, George Meany, still
maintains that the "true" national un
employment rate is a whopping 9.6 per
cent.
Meany also warns that the Govern
ment's fotal of unemployed—nearly 7
million persons—doesn't coincide with
the "true total number of unemployed"
—9.5 million. He says the Government
statisticians don't include in their job
less total the 3,290,000 persons work
ing parttime because they can't find
fulltime jobs and the 930,000 persons
not employed because they gave up
looking for jobs.
"The rapid employment growth dur
ing the last month, at a time when there
was no real change in the unemploy
ment rate, indicates that a large num
ber of people want jobs—many more
than are officially counted as unem
ployed," Meany said.
"America's goal must be full employ
ment, achieved as rapidly as possible
and consistently maintained," he said.
Last year about 20.4 million per
sons (19.1 percent of the country's
workforce) experienced some form of
employment. Hard core unemployed—
those looking for work for more than
15 weeks—averaged nearly two mil
lion people.
The unemployment rate for adult
women dipped to 6.6 percent from 7
percent while the jobless rate for adult
men rose to 5.3 percent from 5 percent.
Joblessness rates also rose for teenagers
and blacks.
Announcing the First Annual
'Living Sober' Reunion
August 19,20, 21,1977
8:00 p.m.
Saturday, August 20
9:00 a.m. Open House
6:00 p.m. Come and visit the
Center staff and your
old friends
6:30 p.m. "Living Sober" Banquet
8:00 p.m.
Sunday, August 21
12:00 p.m.
Open AA Meeting
Everyone is invited to
share their experiences
with others
A A Speakers Meeting
Guest speaker—Harvey
M., fellow Seafarer,
Seattle, Wash.
Open AA Meeting
Everyone is invited
Renew your decision
to stay sober
1:00 p.m. Cookout
I
The SIU has successfully organized a marine construction company, Wayne
I Terminal and Dock Co., of Rochester. Wayne Terminal and Dock is currently
I working on the water intake for a nuclear power plant in Oswego, N.Y.
i
I
Owenshoro, Ky,
A new SlU-contracted towboat,the M/V Dennis Hendricks,vi\\\ be christ
ened and crewed this month in Owensboro. The 8400 hp. towboat will be
operated primarily on the Lower Mississippi River by a new SlU-contracted
company. Northern Towing, Inc.
Mobile
At a recent meeting in Mobile the Southwest Alabama Labor Council unani
mously elected SIU Port Agent Gerry Brown as Recording and Corresponding
Secretary and a member of the Executive Board.
The Center
Paducah, Ky.
Anchor
Dining Room
Anchor
Dining Room
Peter Kiewit and Sons, an SlU-contracted dredging company on the Great
Lakes, has just begun work on a new job in Gorden Park near Cleveland.
Kiewit will be helping construct a diked disposal area on Lake Erie for the
disposal of materials dredged from the lake.
Memphis, Tenn.
Towboat captains are fighting barge breakaways on the Lower Mississippi
River as widespread drought conditions in the midwest have brought rivers
to record low levels for this time of year. As one Corps of Engineers official
said, "this is supposed to be the high water season. Who knows what might
happen when the low water season begins on Aug. 15." The Corps may have
to activate all of its river dredges a bit sooner than usual. About the only thing
the rest of us can do is pray for rain.
The Center
The Center
St. Louis
The low water certainly hasn't put a dent in the shipping situation in this
port. SIU Port Agent Mike Worley reports that shipping is still booming here.
All SIU Boatmen looking for a new job are urged to head west.
I
Send to:
The Center
Reservation deadline: August 5,1977|
Star Route Box 153-A
|
Valley Lee, Maryland 20692
j
Phone:
301-994-0010, Ext. 311 ^
'
I am planning to attend the first annual "Living Sober" Reunion at
the Center and the Harry Lundeberg School.
;
Number of people
I will not be able to attend the reunion.
NAME
ADDRESS
TELEPHONE
What do you mean, "your kingdom for a harpoon?"
6 / LOG / June 1977
I
Cleveland
The Center
Send your reservation to the Center by Friday, Aug. 5, 1977. Accommoda
tions will be available at the Harry Lundeberg School. Your family is welcome.
Please indicate on the reservation how many people will be coniing with you.
loin in our celebration of living sober.
Mail the below reservation today or call the Center at (301) 994-0010, Ext.
311.
I
1
Number of rooms requested
I
Lock 53 on the Ohio River near Paducah is becoming another Locks 26. On
a typical day this month there were 36 boats waiting to lock through, and some
had been waiting for several days. Like Locks 26 on the Mississippi River,
Lock 53 is a bottleneck, as it must accommodate traffic from both the Cumber
land and Tennessee Rivers as well as the Ohio.
Schedule of Events
Friday, August 19
Rochester, N.Y.
'"v.
�Headquarters
l^otes
by SIU Executive Vice President
Frank Drozak
The SIU has had a long-standing complaint against the U.S. Coast Guard
for not living up to its responsibility for insuring safety of life at sea. This
month we finally have a chance to make our voices heard before a group that
can do something to correct this dangerous problem.
I will soon testify, along with other SIU representatives^ at hearings con
ducted by the House Sub-Committee on the Coast Guard. The hearings will
go on for the greater part of the month or more and are the Government's first
long look at a situation which threatens the lives of all seamen and boatmen.
These hearings did not just happen. They are the result of an intensive effort
over the past several years by the SIU and other maritime unions to convince
legislative leaders that the Coast Guard's f^lures can no longer be ignored.
Thanks to the cooperation of concerned Congressmen we can now present
our case. And it's a strong one.
Our testimony and that of other unions is backed by months of research and
first-hand interviews. It relies on well-documented evidence of the Coast
Guard's lax and haphazard procedures.
Stories of accidents at sea that could have been prevented by stricter or dif
ferent Coast Guard policies have filled the pages of the Log. Through the
hearings we hope to gain wider recognition of the seriousness of this issue. Our
first concern is to protect the lives of our brothers. Shipboard health and safety
demands national reaction for the sake of American seamen and boatmen
alone, but it also deserves attention on environmental and labor policy grounds.
Excessive overtime and other harmful shipboard conditions risk accidents
such as oil spills which can take their toll both in human life and environmental
damage.
Accidents have occurred in some cases because of the Coast Guard's policy
of allowing unmanned engine rooms. This decision to reduce shipboard jobs
was made without consulting the unions. It shows a complete disregard for our
safety and our collective bargaining rights.
We have worked long and hard for a chance to speak out on problems like
these. We will be reporting on our actual testimony in upcoming issues of the
Log and after that on our continuing fight to put it to work.
Our goal is an all-out Congressional investigation of Coast Guard practices
and new legislation to end their irresponsible treatment of the American sea
man and boatman.
James Smith
Added to Fleet
The SlU-contracted company,
Crescent Towing and Salvage of
New Orleans, has added a new tug
to its fleet and new jobs for SIU
Boatmen.
The James Smith, a recon
verted 1850 hp. harbor tug, was
recently acquired by Crescent
Towing from the Penn Central
Railroad and got its first SIU crew
on Apr. 25.
She was reconverted from 1200
hp in 1971 at the Main Iron
Works in Houma, La. Her gross
tonnage is 252 tons; net tonnage,
171 tons. She measures 98.4 ft. in
; ..iiiiW!
SIU crews work in tandem in the New Orleans harbor as the James E. Smith, a new addition to the SlU-contracted
company Crescent Towing and Salvage, brings in the SlU-contracted deep sea vessel Jeff Davis (Waterman),
length, 26.2 ft. in breath and has a
The James Smith carries a and two deckhands and works the
draft of 13.6 ft.
crew of one captain, one engineer New Orleans harbor.
'SIU' Little League Team Is First in Puerto Rico Championship
Recently the "SIU" Little League baseb£[ll team of Puerta de Tierra, sponsored by the SIU of Puerto Rico, placed first in the Puerto Rico Championship after
beating the Goya team 15-0. The "SIU" Little League champions have an outstan ding record including two no-hitters pitched by Jorge Luis Rodriguez. Later this
month the "SIU" team will fly to Santo Domingo, Dominican Republic to compete in the Caribe Little League Tournament. The boys standing from left to right
are* Rafael Santos manager; Jaime Caruajal; Pablo Rodriguez; Antonio Joanet; Nicholas Rodriguez, Samdriel Serrano; Jose D. Cruz Lopez; Gerado Ramos;
Jose A Soto and Genaro Bonefont, Sn, coach. Kneeling left to right are the folowing boys: Jorge L, Rodriguez; Carlos Suarez; Genaro Bonefont; Tomas
Marcano; Rey de Garcia, and Cinibal Diaz. , The two unidentified girls are the mascots, of the team.
June 1977 / LOG / 7
I-
�SlU Member for 20 Years
The
Lakes
Picture
Jimmy Logan Prepares
For Chief Engineer s Test
Frankfort
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The Arnold Transit Co. which operates 7 SlU-contracted ferry boats running j
between St. Ignace on Michigan's Upper Peninsula and Mackinac Island has ^
taken over the Straits Transit Co. The Straits Transit Co. operates a ferry serv- |
ice between Mackinac City and Mackinac Island during the tourist season. •
Seamen on the former Straits Transit boats will become part of the SIU bargain- :
ing unit under the recognition clause of the SIU contract with Arnold. The )
Arnr»1H Line
T inc has
tiQC a
a htctr»r\/
ftr\lnn Kofl18*78 while Straits
Cti-oilc Transit
mroticit II;QC
ocf'jK- J
Arnold
history going
back fr»
to 1878,
was estab
lished in 1958.
s
Buffalo
Once again plans are in the air for an ail-American canal linking Lake Erie
and Lake Ontario. Congressmen from Western New York State presented the
idea in Washington and in May the House of Representatives authorized $1.5
million for the Army Corps of Engineers to study the possibility.
The study will also explore building a U.S. controlled waterway between
the Atlantic Ocean and the Great Lakes. This route would take ships up the
Hudson River and across a rebuilt Erie Canal to Buffalo or across the Erie
I Canal to the Oswego Canal to Lake Ontario. The Senate has not yet approved f
j the study.
I
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Supporters say that the Welland Canal in Canada which links the two lakes i
I may not be able to cope with increased Lakes traffic in the coming years. Other i
I reasons are: the political situation in Ouebec and the possibility of increased |
) tolls on the St. Lawrence seaway, energy conservation, and interest in owning j
j and operating an ail-American modern waterway from the Great Lakes to the j
5 Atlantic Ocean. Residents of Western New York State which has been hit by t
\ high unemployment also favor the plan which would create hundreds of jobs r
i for several years, especially in the Buffalo area.
'
Alpena
i
The SlU-conlracted Huron Cement Co. Lakes fleet won an award from the
r National Safety Council's Marine Section on June 9. The fleet took top honors
: in the self-unloader category for injury-free operations.
Cleveland
The J. F. Schoellkopf (Erie Sand) laid up in Lorrain for the first week in
June due to cable getting caught in the propellor.
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SIIIPPIXC
The water level on the Great Lakes is dropping—hurting the shipping business. Already, Lakes freighters are carrying less cargo in order to pass through
the Detroit and St. Clair Rivers and the Soo Canal and St. Mary's River. The |
problem is caused by the drought last summer and the snowless winter which j
affected the rivers that feed the Lakes-.-According to the Chicago Tribune, there j
is evidence that water levels run in seven-year cycles, and the Great Lakes is j
moving out of a high-water phase into a low-water one.
J
The low water level will mean millions of dollars lost for Lakes steamship j
companies. For most ships, the Chicago Tribune estimates, every one-inch :
drop in the water level means 100 tons less cargo. More trips at higher expense )
will be needed to carry the regular amount oFCarg^T. 1hWe»D~^oit. andSf^Clalr )
Rivers, for example, ships usually can carry a draft of 28 feet. However, by •
early June, the maximum in the Detroit and St. Clair Rivers was already down j
by a fool to 27 feet and even lower in the Soo Canal. In theory, many Lakes j
ships can load up to a draft of 30 feet.
j
>lt » IS iS
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He got his original set of Coast
Guard papers on his 16th birthday. A
few days later he was at the old SIU
hall on Beaver St. in downtown Man
hattan looking for a job. A few days
after that, he was on his first ship, a
well traveled Liberty, sailing as wiper.
The year was 1949.
Next month, if everything goes al
right for him, Jimmy Logan, now 43
years of age, will again be looking for a
job—but this time it will be a chief
engineer's job.
Right now, Logan is studying hard at
the MEBA District 2 School of Marine
Engineering and Navigation in Brook
lyn, N.Y. in preparation for his upcom
ing Coast Guard exam. He predicts it
will not be an easy test, remarking, "I
know 15 guys who took their master's
exam last month and only one of them
passed."
"Even if I don't pass the first time,"
he continued, "there's always another
day, another test."
One way or the other, Jimmy Logan,
a native New Yorker now living in
Daytona, Fla., is a success story.
He dropped out of school at 15 to
go to sea. For the next 20 years, he
shipped with the SIU in the engine de
partment accumulating a lot of exper
ience and learning the business of the
blackgang.
Grabbed Opportunity
In 1969, he recalls, "the SIU gave
me the opportunity to get a license
through the Engineering School here in
Brooklyn, and I grabbed it,"
Brother Logan got his original sec
ond assistant engineer's license that
year. In 1974, he upgraded to first as
sistant engineer. Now a member of
Marine Engineer Beneficial Association
District 2, with a retired SIU book, he
is close to getting his chief's license for
steam engines.
When he takes his exam he will have
quite a cheering section, in particular,
his wife Jo Ann and his. four children.
Cheering loudest of all, though, will
probably be his big brother, William,
who had already gone this route.
In fact, William Logan, 45, also sail
ing now with District 2, was the first
SIU member to get a chief's license for
both steam and diesel powered ships.
Looking back at bis sailing career,
Jimmy Logan has one regret—that he
didn't upgrade sooner. He says, "I hear
guys talking about upgrading all the
time, but I know very few of them that
actually follow through on it. I was the
same way, hut then in 1969,1 made up
my mind to try and see how far I could
go."
Brother Logan has visited the Lundeberg School on several occasions, and
remarks, "I am extremely impressed
with the facilities there, as well as the
opportunities it provides SIU mem
bers."
. Logan also has some advice for
young SIU members just starting out.
He says, "the opportunity for advance
ment is available and accessible to SIU
members at the Lundeberg School.
There's no reason why every member
can't take advantage of these opportu
nities."
Before coming to the Engineering
and Navigation School just across the
street from the SIU hall in Brooklyn,
Logan was first assistant engineer on
the tanker, Arnerican Heritage. He says
he would like to return to the Heritage,
but this time as a chief engineer.
We wish him luck.
i
SIU old-timers who worked aboard the Great Lakes passenger steamer,
j South American will be sad to know that the vessel may be sold for scrap, ii
t Right now she is tied up to a dock on the Delaware River in Camden, N. J. The )
I current owner, the South Jersey Port Corporation, is looking for a buyer. The |
port agency took her over when the last owner. Ships Inc., defaulted on its lease J
1 with the port. If no one steps forward by mid-June, the vessel will be scrapped.
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The Lakes Carrier Association reports that shipments of bulk commodities
on the Great Lakes fell in April 1977 compared to April of last year. Ship
ments of iron ore and coal also slipped.
The Maritime Administration has approved in principle a construction loan
and mortgage insurance to help finance the Belle-River for Armstrong Steam
ship Co. in New York City. The SlU-contracted Belle River is a 63,000 dwt
self-unloading Great Lakes bulk carrier. Armstrong, a new wholly owned sub
sidiary of American Steamship Co., expects delivery of the $42.8 million ship j
about Aug. 1 from Bay Shipbuilding Corp., Sturgeon Bay, Wis.
^
8 / LOG / June 1977
You distinctly said "your free time is your own."
�House OKs Porpoise
Quota for Tuna Fleet
The embattled U.S. tuna fishing in
dustry, which employs nearly 30,000
American workers, can finally see a
light at the end of the tunnel in its year
long fight to settle the heated porpoise
mortality controversy.
The breakthrough came earlier this
month when the House of Representa
tives passed a bill setting a quota of
69,000 porpoise that may be taken in
cidental to tuna fishing this year, and a
slightly higher quota for 1978. Earlier
this year, the National Marine and Fish
eries Service set a mortality quota of
59,050 porpoise, which the tuna in
dustry opposed as "unrealistically low."
Rep. John Murphy (D-N.Y.), who
sponsored the bill in the House, ex
pressed confidenee that the bill would
also pass in the Senate and eventually
be signed into law by President Carter.
The bill itself is an attempt to achieve
an equitable compromise on the por
poise question between the tuna indus
try and environmental groups.
The SlU has been in the forefront
of the fight to get a reasonable porpoise
mortality quota.
In addition to raising the porpoise
kill quotas for this year, the bill also
provides for a Government observer to
be placed on eaeh of the U.S. tuna
fleet's 140 purse seiners to monitor the
eatch. The bill also calls for a tine of
$32 a porpoise to be levied on boat
owners who exeeed their quotas.
The $32 tine provision, which indus
try officials term "harsh," was not a
part of the original Murphy bill, but
was introdueed as an amendment to the
bill by Rep. Paul McCloskey (R-Calif.).
In the meantime, the West Coast
tuna fleet, which was laid up for three
Legal Aid
In the event that any SIU members
have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:
The following is a list of recom
mended attorneys throughout the
United States:
NEW YORK, N.Y.—Schulman,
Abarbanel & Schlesinger
350 Fifth Avenue
New York, N.Y. 10001
Tele. #(212) 279-9200
BALTIMORE, MD.—Kaplan,
Heyman, Greenberg, Engelman
«& Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
;
Tele. #(301) 539-6967
NEW ORLEANS, LA.—Dodd,
Barker, Boudreaux, Lamy
& Gardner
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395
HOUSTON, TEX.—Combs,
Archer & Peterson
Americana Building .
811 Dall^ Street
Houston, Texas 77002
Tele. #(713) 659-4455
MOBILE, ALA.—Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
; Tele. #(205)433-4904
months earlier this year, remains at sea
this month trying to make up for lost
time. The fleet set out for the Pacific
fishing grounds in early May to demon
strate their support for the Murphy
measure.
Some of the boats have already
brought back their first catches, which
in turn is helping to normalize condi
tions at U.S. canneries in California and
Puerto Rico. Many of the 2,500 plus
eannery workers, who had been laid
off because of a lack of incoming tuna,
have been called back to their jobs. In
addition, the canneries themselves,
which had cut back to four-day or other
shorter work schedules, are resuming
regular operations.
The eanneries also got some good
news this month from the National Ma
rine and Fisheries Service. The NMFS
announced that it was extending until
Aug. 1, 1977 the effective date of an
embargo on imported yellowfin tuna
which is not caught in compliance with
U.S. marine mammal regulations. A
spokesman for the Government agency
said that the extension was granted "to
insure the continuous flow of tuna into
the country."
It is uncertain if the industry's prob
lems earlier this year will cause a jump
in the retail cost of tuna to American
consumers. However, an official of the
Tuna Research Foundation predicted
last month that consumers would see a
price boost "of a minimum of 5 cents
a can and a maximum of 20 cents a can"
by the end of the summer.
Tuna industry officials claim that
their three-month layoff cost the fleet
more than $30 million, while the can
neries claim a four-month loss of $60
million.
LOS ANGELES, CALIF.—Bodle,
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, Calif. 90036
Tele. #(213) 937-6250
SAN FRANCISCO, CALIF.—
Jennings, Gartland & Tilly
Crocker Plaza
1 Post Street, Suite 2600
San Francisco, Calif. 94104
Tele. #(415) 781-1854
SEATTLE, WASH.—Vance,
Davies, Roberts, Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610
TAMPA, FLA.—Hamilton,
Douglas & Bennett
101 East Kennedy Boulevard
Tampa, Florida 33602
Tele. #(813) 223-3991
DETROIT, MICH.—Victor G.
Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220
FALL RIVER, MASS.—Patrick
H. Harrington
56 N. Main Street, Bennett Bldg.
Fall River, Mass. 02720
Tele. #(617) 676-8206
CHICAGO, ILL.—Katz &
Friedman
7 South Dearborn Street
Chicago, 111. 60603
Tele. #(312)263-6330
ST. LOUIS, MO.—Gruenberg
& Sounders
721 Olive Street
St. Louis, Missouri 63101
'
Tele. #(314) 231-7440
MARITIME AUTHORIZATION
The Senate has passed and sent to the House S.1019, to authorize funds for
maritime programs for fiscal year 1978 and 1979.
The total amount is $551,774,000. Of that, $135 million is to be used for
construction differential subsidy, to assist U.S. shipyards in building and selling
commercial ships at prices equivalent to foreign shipyards. This will fund seven
ships, with the $100 million left over from previous years.
Another $372.1 million is earmarked for operating differential subsidy, and
$20.7 million for research and development, to reduce shipbuilding and oper
ating costs.
$14.6 million is authorized for operation of Kings Point Maritime Academy
and $4.1 for subsistence allowance to students at State maritime schools.
The bill would also create a new post of Assistant Secretary of Commerce,
who would act as principal advisor on Congressional relations.
A similar bill was reported out of the House Merchant Marine and Fisheries
Committee, but has not come to the floor for a vote.
CARGO PREFERENCE
Hearings are continuing in the House Merciiant Marine Subcommittee on
H.R. 1037, to guarantee a percentage of oil import cargo for U.S.-flag ships.
The maritime industry has long urged that such legislation be passed, not
only to provide jobs for Seamen, but also for national security and economic
reasons.
In December, 1974, a similar bill passed both houses, but was vetoed by
President Ford.
TANKER SAFETY
A tanker safety bill, introduced in February by Senator Warren Magnuson
(D-Wash.) was passed in the Senate by voice vote on May 26. The bill imposes
stricter regulations on both foreign and domestic tankers using U.S. ports.
A large number of tanker accidents involving oil spills in U.S. waters by
flag-of-convenience ships aroused public concern and prompted support for the
bill when it came to the Senate floor.
TUNA-PORPOISE BILL
The House passed a compromise bill this month setting annual quotas for
taking of porpoise during tuna fishing operations. The bill, H.R. 6970, had
been introduced by Rep. John Murphy (D-N.Y.) to provide time for the gov
ernment to compile data on porpoise and improved fishing techniques. In its
final form, it allowed 10,000 fewer porpoise to be killed or injured than
Murphy had proposed—68,910 per year.
The 1972 Marine Mammal Protection Act had required the Commerce
Department to determine the number of porpoise which swim in the world's
oceans and how many could be killed or injured without endangering the
species. A U.S. district court decided, in May 1976, that the Commerce Depart
ment had not developed the data and therefore that the tuna fishermen would
not be permitted to fish "on porpoise" with their purse seine nets.
Tuna schools are sighted by the presence of air-breathing porpoise that
travel with them, and for several years, American tuna fishermen have used
fine-mesh nets and special fishing techniques designed to reduce taking of
porpoise.
SPAD is the union's separate segregated political fund. It solicits and accepts
only voluntary contributions. It engages in political activities and makes con
tributions to candidates. A member may voluntarily contribute as he sees fit
or make no contribution without fear of reprisal.
Seafarers are urged to contribute to SPAD. It is the way to have your voice
heard and to keep your union effective in the fight for legislation to protect the
security of every Seafarer and his family.
A copy of our report h "trd with the Federal Election Commission and is
available for purchase from the Federal Election Commissian, Washington,
D.C.
June 1977 / LOG / 9
�/
Bosun Daniel Gardiner adjusts the
gangway.
The SS Sharon waits for a load of coal at the B&O coal dock in Toledo, Ohio.
Lloyd Shaw, oiler, poses for a photo
in the engine room.
SS Sharon—A Lady With a Loyal Following
I
Most of the crew on the Sharon gives to SPAD. Here, Joe
Arle, fireman, shows $100 worth of SPAD receipts.
OS Robert Lewis went on the Sharon after grad
uating from the Lundeberg School last October
He plans to upgrade to AB.
10 / LOG/June 1977
n the April 1953 engine room log
of the S.S. Sharon, along with
figures showing propellor revolutions
and fuel consumption, there is a list
of ports of call—Bremerhaven, Bos
ton, Houston and Galveston. It's a
long way from Bremerhaven to the
B&O coal dock in Toledo, Ohio,
but the S.S. Sharon sailed around
the world before settling down into
hauling coal on the Great Lakes.
Originally a salt water tanker built
in 1945, the Sharon was converted to
a self-unloader for the Lakes trade
in 1957. Now she is owned by the
American Steamship Co. and crewed
by SIU Lakers.
Many of the Lakers return to the
Sharon year after year. For example,
Jim Henri, the oiler, has worked on
board for 18 seasons. As Gene Koss,
oiler, put it, "The chow is good so we
stick around." Second Cook Ed
Brown had an explanation, "You
know who you are cooking for, so
you are careful. In a restaurant, you
don't put in that personal touch."
According to the crew, the Sharon
can run 17 miles per hour and holds Second Cook Ed Brown quit working in restaurants to
the cargo from 200 rail cars of coal. out with the SIU. "The pay is better here," he noted.
Dewey Sack, conveyorman (I.) and Henry Schultz, gateman, take fuel oil on board in Toledo.
AB Clifford Cadreau is glad he went through the
Alcoholic Rehabilitation Program at Piney Point.
"My shipmates are glad I quit too," he says.
Now instead of getting drunk while calling at a
port, he brings along a CB radio. "People who
are interested in ships come down and show you
around their town.'.I'm having a better time."
�Cadets from the Kings Point Merchant Marine Academy provided a colorful
highlight of the New York Maritime Day festivities.
SlU Patrolman Trevor Robertson took
part in the Seamens Memorial Service
held aboard the C. A. Thayer in the
port of San Francisco.
Maritime Day memorial services in the port of New York were held in the
Seaman's Church Institute Chapel.
Shown during a Maritime Day get together in the port of Yokohama, Japan are
(I. to r.): SlU members Julio Ruiz and Lenny Zintz; SlU Yokohama port agent
Frank Boyne; Roger Koner, manager of the United Seamens Service there;
Captain Gerald Dyer of the Military Sealift Command, and SlU Brother
Huyett Hoban.
Senator Daniel K. Inouye (D-Hawaii),
chairman of the Senate SubCommittee on Merchant Marine and
Tourism, spoke at the Washington,
D.C. ceremonies.
Americans Pay Tribute to Seamen on Maritime Day
From the port of New York to
the port of San Francisco and be
yond to the port of Yokohama,
SIU members joined leaders of the
maritime industry and Government on May 23 in commemora-
tion of National Maritime Day.
The mood was both proud and
somber as honor was paid in all
ports to the men and women who
are now part of the U.S. merchant
marine and to those who have died
in its service.
"Those who serve in the mer
chant marine have the spirit, the
character and devotion to duty
that have made our nation strong.
free and prosperous," President
Carter announced in his annual
Maritime Day proclamation.
The spirit of his words was car
ried in the many speeches, proces
sions and memorial observances
which took place that day as
Americans remembered the past
and rededicated themselves to the
future strength of the nation's
merchant fleet.
Maritime Day, celebrated on Mar. 13 in the port of New Orleans, included
from left; SIU port agent Buck Stephens; Congresswoman Lindy Boggs
(D-La.): Rev. Donald F. Grady, S.J.,director Apostleship of the Sea,
and SIU pensioner Tony Conti.
HLS trainees and upgraders came up from Piney Point, Md. to attend the
ceremonies in Washington, D.C.
George McCartney, SIU port agent for New York, (center) is shown here
flanked by other participants in New York's Maritime Day program. On his far
left is NMU Secy/Trea's. Mel Barisic and next to him is,Congressman John
Murphy (D-NY), chairman of the House Merchant Marine and Fisheries
Committee. On McCartney's right are Frank Braynard, Director of Operation
Sail, 1-976, and Captain Herman Fritzke of the Atlantic Area Military Sealift
Command.
June 1977 / LOG / 11
�' • •'••• ".i
The SlU-manned Vantage Horizon loading grain
for Russia.
The Ogden Wabash is one of a number of Ogden
Marine ships that made runs to Ttussia.
U.S.-USSR
It Means More Cargo for U.S,-Flag Vessels
This is the twelfth in a series of articles tvhich
the Seafarers Log is publishing to explain how
various factors affect the jobs and job security
of SW members.
It can be ihe biggest, most modern merchant
ship in the world, but if there is no cargo to fill its
holds, the ship is as useless as a priest in hell.
There's no two ways about it—cargo is the name
of the game in merchant shipping today. With it,
ships can sail and turn a profit; without it, ships lie
idle, more a burden to their owners than an asset.
The SIU recognizes this basic point of maritime
life. In fact, the major thrust of the SIU's political
action programs is aimed at, first, protecting the
U.S. merchant fleet's existing cargo sources, and
second, generating new cargo sources to insure
continued employment for American-flag ships.
The U.S. fleet does haye guaranteed sources of
cargo, such as domestic waterborne commerce
protected by the Jones Act, military cargoes and
more, but these cargoes alone cannot support the
fleet's needs.
In addition, U.S.-flag companies compete on a
daily basis in the open market for cargoes gener
ated by America's foreign commerce. However,
with communist bloc, state owned fleets and cutrate, third-flag carriers dominating this trade, U.S.
companies are at a big disadvantage in this area.
Statistics bear this out, since U.S.-flag vessels carry
only approximately six percent of America's total
foreign commerce.
The simple fact is that the constant fight for new
cargoes is a tough uphill battle, but not an impos
sible one. The SIU proved that point five years ago
when we succeeded in pressuring the government
to sign a bilateral shipping agreement with Russia
to cover U.S. grain movement to the USSR.
This particular agreement, which is still in
effect today, was one of the most important vic
tories ever won by U.S. maritime for a number of
reasons. First, the bilateral agreement in itself, set
a national precedent. This was the first, and re-
The SlU-manned Overseas Alice awaiting turn to load grain in -the Gulf for delivery to USSR,
sian ships, and the rest to other carriers.
mains, the only such shipping agreement between
the U.S. and its trading partners on the books
today.
In addition, the fact that such an agreement
exists, and is working, creates the possibility that
we may be able to get the government to negotiate
similar agreements with other major trading
partners.
However, the most important thing the U.S.USSR shipping agreement did for the U.S. fleet
was to provide the American tanker industry with
an important new source of cargo during some
very difficult tirhes. At the time, significant num
bers of U.S. tankers were in layup due to a general
slump in the world tanker market. The new grain
cargoes brought these vessels out of layup, and
consequently provided hundreds of jobs to Ameri
can seamen who would otherwise have been
unemployed.
There Have Been Problems
The original U.S.-USSR agreement, signed in
1972, provided that all grain cargoes moving from
the U.S. to Russia would be allocated fairly and
evenly—one third to U.S. ships, one third to Rus-
The SlU-contracted Montpelier Victory has made-several trips to Soviet Union with grain.
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12 / LOG / June 1977
However, there has always been a number of
problems in trying to enforce the one third rule.
U.S. ships, until recently, were not receiving their
rightful one third share. This was due to a number
of schemes initiated by the Russians to get around
the use of U.S. ships in the grain trade..
The mot serious rift in ihe agreement occurred
in August 1976, when the Russians set "con
ditions," such as demanding delivery of grain in
dry bulk vessels at a time when no U.S.-flag dry
bulk ships were available, that completely negated
U.S. ship movements in the grain trade for that
month and the next. In addition, the Russians
demanded deliveries from off-beat routes such as
the U.S. Pacific Coast to the Baltic Sea, and the
U.S. Gulf Coast to Siberian ports instead of the
other way around.
To fight back, at that time, the SIU helped
organize a series of demonstrations at which hun
dreds of American seamen marched in front of
Federal buildings from coast to coast to protest
the situatiofi.
These demonstrations were a big success be
cause American ships got their one third share for
the next few months. The demonstrations also
prompted the Maritime Administration to
straighten out the grain agreement once and for
all. The talks finally ended last April, with U.S.
maritime winning another important victory.
The new agreement includes a plan to make up
an estimated 1.2 million tons of grain due U.S.-flag
vessels under 1975 and 1976 agreements but not
allocated them This, of course, means mof-e jsailings for U.S. ships and more jobs for U.S. seamen.
No doubt there may continue to be problems in
enforcing the U.S.-USSR bilateral shipping agree
ment. But the fact remains that the agreement is
worth fighting for because it provides an important
cargo source for U.S.-flag tankers. And after all—
cargo is what it's all about.
�a
From Memphis—St, Paul—Riffsburgh/Sweep' Rivers
St. Louis—As reported in last
month's Logy the SIU has recently
heen conducting special servicing
swings on the inland waterways.
Two-man teams of SIU representa
tives visit all the boats in a given
area in hrder to acquaint SIU
Boatmen with the many new pro
grams and goals which the Union
has established since the merger
of the SIU and IBU nine months
Above is a view of the tow of ammonia barges being pushed by the National Progress (National Marine Service) on the
Illinois Waterway near Peoria, III.
The crew of the National Progress is SIU from top to bottom. The galley provided an ideal place for them to meet with
St. Louis Port Agent Mike Worley (back to camera) and SIU Rep. Dave LeBarron (1.). The crewmembers are (1. to r.);
Mike Tierney, refrigeration technician trainee: Ed Henleben, mate; George Warren, engineer; Edward Stringfellow,
refrigeration technician: Karl Watts, captain; Dave Marotta, deckhand—an HLSS graduate; and Michael Arendt,
deckhand—an HLSS graduate.
The latest two-week servicing
swing was headquartered at St.
Louis, Mo. However, because of
the wide area served by this port,
the three SIU servicing teams
spent almost the entire time on
the road.
A large map in the St. Louis
Hall was used to keep track of
more than 50 boats which were
spread out over 3,600 miles of
inland waterways, including the
Mississippi, Ohio, Illinois, Ten
nessee, Cumberland, and Green
Rivers. To meet the boats, SIU
representatives traveled to such
distant ports as Pittsburgh, Fa.,
Chicago, 111., Memphis, Tenn.,
and St. Paul, Minn.
The servicing swing on the
rivers was an important learning
experience for both SIU Boatmen
and Union representatives. The
members were able to get answers
to their questions concerning the
Union, and SIU representatives
received from the membership
many good suggestions for the
Union's future.
\
Deckhand Bob Vinson ties up the
M/V Dan Hogan (American Barge
Line) at Cairo, III.
The SlU-contracted boat Frank Rader (Inland Tugs) pushes a tow of barges past Cairo,
Ohio Rivers meet.
where the Mississippi and
-:
Ill
)f-'i
ago.
: • '.X -
Hi.
Continued on next page
June 1977 / LOG / 13
�Continued from preceding page
Left Photo: On the Frank Rader (I. to r.): John Hughes, deckhand; Ron Roth, deckhand—an HLSS graduate; Jim Taylor, engineer; and Jerome Pellegal, lead
deckhand, find a moment to relax. Center Photo: On the Frank Rader, Leadman Jim Strong (I.) and Deckhand Karl McHane drop off a tow. Right Photo: Going
over the Seafarers Welfare Plan on board the Dan Hogan are (clockwise from far left): Clarence Taylor, cook; Leo Geiser, engineer;; and, SlU Rep. Ed Morris.
23 River Boatmen Attend Educational Conference
There was a, free and frank ex
change of opinions at the Rivermen's
Educational Conference held May
31-June 5,1977 at the Harry Lundeberg School in Piney Point, Md.
Twenty-three Boatmen from five
Mississippi River towing companies
attended, along with SIU officials.
The meetings helped the Union
officials learn firsthand about the
particular problems of members who
work on the Mississippi River sys
tem. At the same time, the Boatmen
learned how, since the merger, the
Union could bring them better wages,
job security and fringe benefits. "Call
your Union hall every time you have
a problem," the delegates were told.
Throughout each day there were
talks on labor history, the economics
of the towing industry and rundowns
of the Union's Pension, Welfare and
Vacation Plans, the Lundeberg
School and the standardized contract.
By the time the week ended, the
Boatmen knew how the Union was
working for them. They understood
how the Union Plans give them a life
time of security, free from the worry
that a sickness in the family would
put them in debt or that they would
go hungry in their old age.
Tom Williams, a lead deckhand
with Inland Tugs, decided to come
back to Piney Point to study for en
gine room work. William Gaines, a
deckhand for Ozark Marine, noted
that "Most people feel they don't have
control over their own lives or the
world around them, but the Union
working for us in Washington
changes this. It is the most powerful
aspect of the Union's activity."
The delegates resolved to bring
their briefcases of material back to
their boats, where they would help
the brothers and sisters on the river
understand the Union's policies.
Delegates to the River Boatmen's Educational Conference posed for a photo in the lobby of the AFL-CIO building in Washington, D.C. In the front row (I. to r.)
are: Jerry Gifford; Earl McKnight; Tom Williams; Randy Holmes; William Stubblefield; Tim Hagen; William Gaines, and Randy Crosby. Standing in the rear are (I.
to r.): SIU Rep. Lou Guarino; Clayton Duggan; John Skabo; HLSS Vice-President Mike Sacco; Robert Wallace; Charles Robertson; Karl Watts; Ronnie Campbell;
Lyie Parish; SIU Rep. Carl Peth; Duane Embrey; Bob Sells; John Varner; Gary Shedron; George Mentel; William Mitchell; Gerald Suedemeyer; SIU Rep. Don
Tillman, and SIU Rep. Tony Aronica.
SIU Inland Coordinator Chuck Mollard explained how a Boatman's pen
sion depends upon the amount of
money his company contributes to
the pension fund.
14 / LOG / June 1977
Getting sworn in with his "A" book, Boatman Randy Crosby (r.) repeats the
SIU pledge after Union Vice President Paul Drozak, .. I will look upon every,
member as my brother." Crosby is a deckhand with American Barge Line.
Tom Cranford, director of the SIU
Claims Department, answered any
questions the delegates had about
applying for benefits.
�"il
"Take a lesson from union history,"
HLSS Vice President Mike Sacco
said. "It's been a long hard struggle
and we have to work together to pro
tect our gains."
At the Conference, several of the rivermen received their "A" books. Here, HLSS Vice President Mike Sacco (far left)
swears in (I. to r.): Jerry Gifford, a chief engineer with Inland Tugs; Randy Holmes, a deckhand with American Barge
Line; Ronnie Campbell, a lead deckhand with American Barge Line; Orby Clayton, a mate-utility with Orgulf; and Robert
Wallace, a cook with American Barge Line.'
At the Transportation Institute in Washington, D.C., delegates from the Mississippi River system heard researcher
Richard Saul go over the economics of their industry. He explained how Tl speaks for the inland towing and deep sea
companies in Washington, by providing the public with information and statistics on the American maritime industry.
Brother Gary Shedron, a deckhand
with Inland Tugs, said that his ques
tions about the Union had been an
swered at the Conference. "I've ben
efited and I'm ready to go back on
the boats and help other people benefit from this information," he coneluded.
Continued on next page
''rNvi":,'''I
k
wy-ti • :
> p
1
•
At the final wrap-up of the confer
ence, Charles Robertson, a mate with
Orgulf, stated, "I'm impressed with
the service the Union gives the mem
bers. Before, I knew little about it, so
I must say that it's been a pleasure;".
While touring the Lundeberg School, Boatmen from the rivers watched the trainees learn how to make up a tow.
June 1977 / LOG / 15
V].
M
i
�Continued from preceding page
/; i • .--w:;":-
^L u
r^iroiH
Simf T
learned how political activity protected their job security, many decided to donate to SPAD. Left Photo: Duane "River Red" Embrey (I.) and
graduated from the HLSS several years ago, show their SPAD receipts. Both men are utility tankermen with National Marine. Center Photon®' ^ i'
Point Port Agent George Costango (r.). Right Photo: At the
Marine, are told ho: meZ!.il'unil'p?^em W
.
^
Tiiwii TMI"" .-fr^STla
^ ^ |||[[^J'i
|l ^
t- ' '
, <' -
LaB Photo: Delegates discuss the films on labor history and the history of the SlU, Right Photo: Boatmen look over the full scale ship's engine room console
sTudv an^lelnlt P?ney S " " ®
'^P'P®'' 'eameranTboatmrto
At the Piney Point Hiring Halk delegates dot a rundown on shipping procedures for naw job openings on the inland waters. They learned that the I^er fo'vino
^he more we .work together to'enforce ah plisio^rof Ih^e
contract, the Boatmen were told, the stronger the Union will be.
16 / LOG / June 1977
�PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Fraftk Drozak
VICE PRESIDENTS
Earl Shepard
Lindsey Williams
Cal Tanner
Paul Drozak
HEADQUARTERS
675 4
Bklyn. 11232
(212) HY 9-6600
800 N. 2 Awt. 49707
(517) EL 4-3616
ALPENA, Mkh
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617) 482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, III.. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DETROIT, Mkb.
10225 W. Jefferson Ave. 48218
(313) VI3-4741
DULUTH, Minn
2014 W. 3 St. 55806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
5804 Canal St. 77011
(713) WA 8-3207
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, NJ.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala.
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502)443-2493
PHILADELPHIA, Pa.. .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
PORT ARTHUR, Tex
534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, CaUf.
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. R. 1313 Fernandez Juncos,
Stop 20 00909
(809) 724-2848
SEATTLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo.. .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla. . 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
WILMINGTON, Calif.
510 N.Broad St. 90744
(213)549-4000
YOKOHAMA, Japan
Yokohama Port P.O.
P.O. Box 429
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
Shipping remained from good to
excellent^t most deep sea SIU ports
last month as 1,234 Seafarers, 848
of them full book members, found
jobs on SlU-contracted ships. This
number reflects an increase of more
than 100 jobs shipped over the same
period last year. Seafarers can expect
good shipping in all areas for the
foreseeable future.
Dispatchers Report lor Deep Sea
MAY 1-31, 1977
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
"TOTAL REGISTERED
All Groups
Class A Class B Class C
7
90
9
12
16
78
23
26
16
50
12
68
0
2
435
3
9
3
2
1
2
0
12
1
1
1
3
1
5
0
1
45
0
6
0
0
1
0
0
0
3
0
1
0
0
6
0
0
17
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
•. ...
Jacksonville
San l-rancisco . . . :. ... . . . ;.v..rr^v..
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
4
63
18
21
12
8
13
50
26
17
6
46
12
62
0
2
360
4
30
6
6
3
5
0
31
3
3
0
6
6
15
2
0
120
""REGISTERED ON BEACH
All Groups
Class A Class B Class C
0
4
0
0
1
0
0
0
3
0
0
0
0
9
0
0
17
10
155
12
48
21
13
36
121
41
61
27
57
15
125
0
3
745
3
10
1
5
6
1
2
15
1
3
4
5
2
7
0
1
66
1
5
0
'1
2
0
0
1
3
1
1
0
0
4
0
0
19
0
0
0
0
0
0
0
0
3
1
0
2
0
2
0
0
8
4
124
10
38
21
6
27
98
37
45
18
40
12
82
0
0
562
3
29
3
10
7
2
2
17
4
8
4
8
2
13
0
0
112
0
6
0
0
0
0
0
0
0
1
0
1
0
4
0
0
12
1
8
0
4
0
0
1
21
2
1
3
0
2
1
0
26
0
1
0
0
0
0
0
0
1
0
0
0
0
1
0
0
3
ENGINE DEPARTMENT
1
71
10
15
8
6
12
67
20
27
7
36
12
33
0
0
325
1
20
5
3
3
3
2
8
2
4
4
11
3
11
0
0
80
0
1
0
0
0
0
1
0
3
1
0
1
0
6
0
0
13
0
55
8
20
7
4
9
46
16
25
2
30
5
54
0
0
281
0
29
5
3
3
5
4
18
3
6
3
13
3
12
7
2
116
STEWARD DEPARTMENT
Port
Boston
New York
Philadelphia
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals
TOTAL SHIPPED
All Groups
Class A Class B Class C
DECK DEPARTMENT
2
45
7
10
6
1
8
42
11
90
3
14
6
21
1
1
198
0
3
0
0
0
0
0
1
1
0
1
3
0
2
4
0
15
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
47
8
16
5
2
2
34
18
16
1
20
6
27
1
3
207
0
20
4
8
1
0
2
15
5
9
2
7
5
11
• 11
0
100
0
0
1
1
2
0
0
0
2
0
0
12
0
7
0
0
25
2
63
13
21
16
2
20
58
17
32
7
14
9
62
0
1
337
ENTRY DEPARTMENT
2
53
6
26
12
3
22
59
19
35
7
19
14
25
0
2
304
4
129
20
45
17
3
13
63
27
44
17
36
12
47
1
3
481
11
112
1
7
2
1
0
1
1
5
3
6
0
42
0
0
192
1,948
848
336
50
1.153
450
121
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
"•"Registered on the Beach" means the total number of men registered at the port at the end of last month.
685
226
Totals All Deuartrnents . . . .
0
5
7
42
13
17
2
10
16
0
195
1
88
16
24
7
4
9
45
18
22
7
24
7
20
16
2
310
2
44
2
5
2
1
0
0
3
4
2
11
0
14
0
0
90
0
0
0
June 1977 / LOG / 17
�1971 Scholarship Winner Glad She's Accountant
When Angela Sue Nuckols won the
SIU four-year scholarship in 1971, she
had to decide what field she would
study. After considering teaching, she
picked accounting instead and has not
been sorry for one minute.
Ms. Nuckols graduated cum laude
from Marshall University in Hunting
ton, W.Va, in 1975. Then she landed
an exciting job in Pittsburgh, Pa. with
Arthur Andersen Co.—one of the
eighth largest accounting firms in the
country. Starting in July, she will be
working with H. K. Porter, a national
accounting firm headquartered in Pitts
burgh.
Her mother, Helen Nuckols, teaches
French and English in a local high
school near her family's hometown of
Ansted, W.Va. "She encouraged me to
go to college," Angela said, "but she
didn't think I would like teaching. I'm
glad now, because finding a teaching
job is difficult today. Besides, I enjoy
mathematics, which I use in my work.
She specializes in tax accounting and
prepares returns for corporations and
partnerships. "January through April
are the miserable months," she ex
plained, "but then, it is very challeng
ing. Even run-ins with the Internal Rev
enue Service are interesting because it
is nice to be able to defend your posi
tion and interpretation of the tax laws."
Because she worked two years with
a public accounting firm, Arthur An
dersen, she will be able to sit for her
Certified Public Accountant exam in
the fall. A public accounting firm, she
explained, prepares impartial audits on
corporations. Investors depend heavily
on the accountants' opinions when they
are deciding where to place their
money.
- "I definitely owe a lot to the Union,"
she said. *^Without the scholarship I
would have gone to a local college and
commuted. But living at school teaches
you how to be independent and make
your own decisions."
While at school, she met her hus
band, Steve Zemba, who comes from
Pittsburgh. That is why Ms. Nuckols,
now Mrs. Zemba, left Ansted, W.Va.
Other benefits of living at school, she
added, were the extra-curricular activi
ties, with sports high on her list of
favorites. She also served as a resident
advisor during her junior and senior
years, helping new students with their
problems.
Billy "Bud" Nuckols, is proud of his
daughter and she is proud of him.
Brother Nuckols, an SIU recertified
bosun, is presently the bosun on the
Aquarius, the first American-flag and
the first SlU-contracted LNG carrier,
which sailed from Massachusetts early
in June. {See Special supplement in this
Log)
Former
"i
scholarships
winners—
Angela Sue (Nuckols) Zrcmba
Seafarers, Boatmen and their j
dependents who are former SIU |
scholarship winners—let us know j
j what you are doing. Write The j
1 Log, SeafarersIntemationalUnion, (
^ 675 Fourth Ave., Brooklyn, N.Y. j
I 11232. Make sure to include an j
• address, and phone number if pos- j
r sible, so that we can contact you r
• for an interview.
j
SS Robert Toombs
SS Delta Norte, Huron Cement Co.
Hurt in a fall late last month on the SS Robert Toombs (Waterman) was OS
John M. Cataldo who was lowered over the side to be put ashore for medical
treatment at the San Miguel Islands in the Azores. The crew commended the
captain for his fast action in calling for help.
The LASH SS Delta Norte (Delta Line) was given a safety award this month
by the National Safety Council for sailing 827-accident free days. Another safety
winner was the Huron Cement Co.'s Lakes fleet which took top injury-free
honors in the self-unloader category.
Maritime Overseas Corp., Waterman SS Co., Delta Line,
and Sea-Land Service
Washington, D.C.
A Tampa college grad won a $500 first prize on June 5, a Honolulu high
school girl a $200 prize, two others $700 and three other high schoolers won free
voyages on SlU-affiliated company ships in the national maritime essay contest
sponsored by the 14,000-member Propellor Club of the U.S. Eighteen other
students also won free voyages in the 40-year-old competition.
The contest's goal is to increase interest in a strong American merchant marine.
First prize winner was David F. Gould, 20, of the University of South Florida
whose essay stressed the erosion of U.S. maritime supremacy and the national
security danger. He attributed the American shipping decline to benign "neg
ligence on the part of private industry and incompetence on the part of the Gov
ernment."
Tlje SlU-afiiliated companies' winners were: Hawaii's Marie Theresie Duben
who got $200 from the Maritime Overseas Corp. Kathryn Marie Knight of
Bogalusa, La. who got a free voyage to Europe and back from the Waterman
Steamship Corp., Andrew Preslar of Port Arthur, Tex. who'll ride free roundtrip to South America on a Delta Line ship and Chi Kueng Wai of San Diego,
Calif, who's set for a trip from Long Beach to Oakland and Seattle on a SeaLand Service vessel.
Early installation of electronic collision avoidance aids aboard ships using
radar to navigate inland waterways was proposed last march to MARAD by the
National Transportation Safety Board.
The recommendation stemmed from the board's probe of the bow collision be
tween the inbound Norwegian bulk carrier SS Baune 20 feet into the starboard
forward tanks of the U.S. tankship ST Keytrader in the lower Mississippi River
on Jan. 18, 1974.
Spilled gasoline burned for 53 hours killing six and injuring 10. Ten are still
missing.
The Board said the SS KeytradeTs pilot made an improper starboard to star
board passing. It added that both ships were going too fast to fix a radar trackline
for safe passing and that their sound signals were inadequate.
Menio Park, N.J.
Sea-Land Service has signed a $50-million contract to remodel four of its T3
containerships in a Kobe, Japan shipyard starting January 1978. New bow and
stern sections will be joined to refurbished containership midsections and engines
will be converted to diesel for completion set for mid-1978. The ships will oper
ate on the Rotterdam to Mideast run.
USNS Potomac
Newark (N.J.) Bay
A new design in astern refueling rig was used by the Seafarers on the MSC
fleet-support command tanker USNS Potomac (Hudson Waterways) last month
to point-to-point refuel the Bluejacket-manned fleet oiler USS Canisteo and U.S.
Navy tincans (destroyers) in a two-week combined services mock invasion of
the Carolina coast. Twenty-two Navy ships and 40,000 Armed Services per
sonnel took part in the maneuvers.
The removal or replacement of a 50-year-old, lightly-used (20 trains daily)
railroad passenger drawbridge linking Bayonne and Elizabeth, N.J., cited, as a
hazard to navigation by the U.S. Coast Guaid,~has been urged to the port of New
York's congressional delegation.
Last year the span wouldn't open for 28 days and so far this year it has been
shut down for nine days. In 1975, 50,000 ships passed under the bridge. Since
April, freight trains have used a bridge to the north of the structure.
SS Delta Mar
Twenty-five year old Seafarer Anthony Benedict aboard the LASH SS Delta
Mar (Delta Line) fashioned a 1,700-knot shawl, 11 inches wide and 60 inches
long. It took him 20 days to make. He noted that if any Seafarer wants to learn
how to make a belt he would gladly teach him.
i^
i
i
ST Mount Navigator
Anytime from July 5 to July 15, the tanker ST Mount Navigator (Mount Ship
ping) from a Gulf of Mexico port will carry 27,164 tons of bulk wheat to Alex
andria or Port Said, Egypt.
18 / LOG / June 1977
V ' -;
—
�^5
Sp^alSup^lemeAt
oraad paUlcatiM ol tiM SEAf'ARERS InttnutlMul ItalM • Atlaatlc, 6nU, Lakn mn* IntonA Wat«n DtotrM • AWL^tO
'.SEA
i;T!LJ
MLAMD? WATERS
Vol. 39, No. 6
June, 1977
>''X"S
-jSy^
^
^
" - '^•'-
> '
'-"f.
-v
The 936-foot Aquarius, the first LNG tanker ever built in the U.S., sails past Castle Island in Boston harbor enroute to historic maiden voyage.
Age of Aquarius Dawns for U.S. Merchant Marine
.4 new age in American merchant
shipping was bom this month at a
sprawling shipyard in the old New Eng
land town of Quincy, Mass. where SIU
members crewed the first liquified nat
ural gas carrier ever built in the West
ern Hemisphere.
This incredible ship, named after the
free spirited zodiac sign of Aquarius^
marks the advent of a new breed of
U.S.-flag sailing vessel and a new trend
in merchant shipping that may some
day change the entire makeup of the
American merchant fleet.
The imposnng 936-foot Aquarius is
the first of 12 U.S.-flag LNG tankers
scheduled to be built at the General
LNG AQUARIUS
Dynamics Shipyard in Quincy. She has
a 25-year charter to haul liquified nat
ural gas from Indonesia to Osaka,
Japan. However, her first stop will be
ports ,in England for extensive testing
of her cargo tanks under actual sailing,
loading and unloading conditions. From
there, the Aquarius will traverse the
Suez Canal to pick up her first LNG
load in Indonesia.
The Aquarius' 11 identical sisterships, some, like herself, to be built
under the auspices of the Merchant
Marine Act of 1970, will be ready for
service at a rate of three per year. Pres
ently, it is planned that six of them will
be employed on the same trade route
as the Aquarius, while the others will
carry LNG from Algeria to the U.S.
East Coast. Each ship will cost approxi
mately $100 million to build.
Safety Top Priority
The Aquarius, herself, is an engi
neering marvel that places a great deal
of ciiiphasis on safely. Seafarer Intro
Solomons, who is one of the ship's three
QMEDs, said "there are more safety
features on this ship than Tve ever seen
on any type of merchant vessel."
Continued on next page
The imposing Aquarius, with her five spherical cargo tanks towering aboye her
deck is ushered through Boston harbor by regiment of tugs.
QMED Vasco Worell. kneeling, said
that the biggest challenge for him was
learning the new techniques of the
LNG engine room.- Standing is Don
McGlendon, third assistant engineer.
QMED tmro Solomons, who is especially impressed with the new ship's safety
features, looks over automated engine room console.
SB
Able-Seaman Billy Mitchell inspects
one of the eight dry chemical firefighting stations located at strategic points
on deck.
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Seafarers, preparing for first voyage on the Aquarius, un
derwent intensive firefighting training at Earle, N.J. Firefighting School and at a special facility used for training by
the Boston Fire Department, (photo by crewmember Billy
Mitchell.)
CCUPIHSSO#^
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^•E/.waee.--, •. .vvxjwweeHee
Seafarer Tom Murray, the only wiper on the ship, enjoys steak dinner
on eve of ship's maiden voyage.
k'M
Ordinary-Seaman Ed Sullivan gets a workout on mechan
ical bike in the ship's exercise room. The Aquarius is also
equipped with an outdoor pool.
•''Iftsl
•ttrj''!
Si
Among tliiie ship's mere outstandiiig
safety futures are a double bottom ball;
• a ;«ol^sion' aveidisaKje;
'tSife^ui^t
sophisticated kind of naviiptton^^^
eAfetfttoiMcs
and extensive
fli^jpttiig
mativ
SyS^m"
chemical Ansul ttrefighting statioiiis lo«
cated at sfrat^G points on deck.
Ihe most uniqae leataim of ttib sbi^
t • '"•
•-w-5- - • •
mM'!-
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Coniinu^fFomprec^tng page
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Photo shows good view of the Aquarius' automated engine
room console. Taking readings is third Assistant Engineer
Joe St. Denis.
i
-
The galley crew of the LNG Aquarius are from the left; Frank Costango,
steward/cook; Robert Gonzalez, Larry Dockwiller and Emmett Albert,
all on their first trip, utility messmen, and Chris Haggerty, baker.
\i
|wide burnt orange dedk, giving ttie ship
^pearanee of a huge ttiemios
ihotfle. A'
V;
i
^
Theei^t-inch thick afaiminianitaiil^
Iwhich are 120 feet in diameter and
wei|dt 000 tons each, were constructed
::at a
faculty in CM
and tianspoilM Tin l^i^iii»*the QOI^
3mid tyw b^t^
^tyni;is:diSp^all
Hie Aquarius^ SHJ crew,
a hi^
1^ B®q^ ra
^BoiBs^swiA as oxygen
after nnloading. ; Seafarer Solomons
Overallj
ipacity to
of LMS at 2dS
load ^in: 12^ hoiim^ and'^:su^'
tfoBs ai'V hdodiod Ctoiii a Caigo cOntru]
room, located above deck amiddhlp.
All ballast <meradons are ahm con
trolled from this point. Ihe
e«^
noer explains
wiietlier carryiHg i|a|last or cargo, the ship will draw fhe
same amount of water, 36 feet.
When sailhig whUe ioadei^ the^
'nori
r—» in pieparanoB tor crewlng die vessel.
They spent one month at ^e^ j^
School in Piney Point Joining ahdnf
fl^ni^-o£:j&^
•IWliM;thii|v;^^
crew ^
i,;^Pveheard^ " v pai^JB^iass^.;nem^.^
I've been on a lot. of sMpi^ and I <nn
tyuihn^
is the stticst one
ftycA e^
oh. I'm nmlty Iboking
: - JW.VA:
_:on her.''
r, however, Is not all wotk
gas; the antoniah^ engiiie and cnijgo
control rOonas; the dual fuel systems
and fireli^ting. They also went on a
Point, Md-j where they received j^oclal
safety hints from a Coast Guard LNG
"^^HWWUJS^A
lion, dv 1^^
;;[chrip>" tiniks. /Wlwn : • cruii^
or when In porC i&e ^p wUI run enciusiyety on bunkers.This dual fuel tys-
yddi an outdoor svrimming pool andan
room. In additloih each crew-.
V
A
In addidoB to their ti^nla^ at Piimy
Point, the Aquarius crew participated
ia a second mOndi -of tSchopUng in
Qnih^
to
gi^ a fiist^
look at die Aquariusi
ahd become more i^miliar with her speixifiro. A special LNG hre^fhig couisel
was a pan of this tmijamg.
While in Quimty,
^Executive
Vice Piosident Flunk Bro^ visited i
die crew to 1^^
that;
, From^'SroplnAtw
•mil
crew agreed that the emphasis of all
dieir training was on personal and shiphoard safety.
Sealhurer Vasco Worcii- sailing
QMEn, said that "the training and the ^
learning was a great challenge for me. 1
I wasm't sore If I could do it. But I , 1
woiimd hard and came dtroujgh it dkay. I
I am now looking forward to die dial-j I
lenge of woiking on her."
|
Continued on next page
•
•
k .:
-
m
In above pfioto, SlU Yokohama Port Agent Frank Boyne,
left, and National MEBA's Leon Shapiro visit LNG terminal
in Osaka Japan, the unloading site for the Aquarius' cargo.
Photo below gives a good view of the terminal itself.
-
.^r,
U LJ U LJ
U LJ U U
U U U LJ
\.VV \
Y
•% k§^3_..
«
SIU Executive Vice-President Frank Drozak, In talking
about the crewing of the Aquarius at* a recent memIn the Aquarius' cargo control room, located above decFmidship are, from the left: Billy Nuckol^^cermie^o^Nell McGowan, on his first trip, ordinary seaman; John Smith, cargo engineer, and Clyde Phillips, third mate '
nf
^
the US mercham m^ahne
^
manning nee s of
training for t'rst LNG crew. Seafarers visited
LNG terrninal at Cove Point, Md. Here they inspect
At Cove Point LNG Terminal, Seafarers give
empty LNG tank the once-over.
instructor Bill Eglinton, who teaches part of the LNG course
at the Lundeberg School, demonstrates properties of LNG
to upgraders.
�:
tjd^u€i^€t€^ = lAe
SBea^e^
m
Aquarians "take a keen delight in all sorts of travel, and will, no doubt,
travel much in the course of their lives. Travel affords an outlet for their
adventurous and enterprising nature, and adds much to their store of
knowledge."
Aquarians "possess a good degree of the spirit of adventure."
[
"It has been said that the Aquarians universal interest will one day be the'
attitude of the entire world."
Aquarians "represent the intellectual and scientific spirit of their age and
generation.
The entire unlicensed crew of the Aquarius pose for their graduation photo after completing their LNG training at the Harry Lundeberg School in May. They are,
(kneeling I. to r.): Billy Mitchell, able-seaman; Imro Solomons, QMED; Robert Gonzalez, utility/messman; James Mullally, able-seaman; Emmett Albert, utility/
messman, and Tom Murray, wiper. In the second row, from the left are: Joe Morrison, able-seaman; Vacso Worell and Dominick Orsini, QMED's; Frank Costango, steward/cook; Tom Schou, ordinary seaman, and Larry Dockwiller, utility/messman. In the third row, from the left are: Ed Sullivan, ordinary seaman;
Chris Haggerty, baker; Neil McGowan, ordinary seaman; Gene Bousson, able-seaman; Billy Nuckols, recertified bosun, and George Bruer, able-seaman.
Conliniu'd from preceding page
Another crewmember, Seafarer Joe
IMorri.son, sailing able-seaman, said,
"these ships are the future for us, and
it is up to us to accept the challenge to
upgrade ourselves and man these ships
properly."
He continued, "my advice to SlU
members is don't get left behind, get
your training now."
Brother Morrison, who jokes that he
"could almost register to vote in Piney
Point," has attended educational con
ferences at the Lundeberg School and
has upgraded to Quartermaster there in
addition to his LNG training.
The remarks of these Seafarers,
which were echoed by many of the
Aquarius crewmembers, serves to
underscore tbe absolute necessity of
training and upgrading to the future of
the SlU.
LNG ships are only the latest in a
long line of high technology merchant
vessels that have burst onto the scene
in recent years, and that require highly
skilled seamen to man them. Since
1970, the U.S. merchant fleet has seen
the advent of the SL-7, LASH ships,
roll-on/roll-off ve.ssels, and supertank
ers like the SlU-manned Brooklyn,
Williamsburgh, New York and
Massachusetts.
The SIU has been able to bring the
vast majority of these new ships under
SIU contract because SIU members
have taken the time to learn the neces
sary new skills by upgrading themselves.
But to keep winning these contracts,
SIU members must continue to do their
part and upgrade.
As one member of the Aquarius
crew put it, "the future is now and its
up to us to meet the challenge."
Aquarius Follows a Long Line of Innovative Ships
�-t. -ii
Adequate LNC Facility Needed in California
A crucial link in the chain of ap
proval for the all-Alaska natural gas
pipeline now rests in the hands of the
State of California.
This all-American route can bring
the nation enormous economic and
energy benefits. But if California
fails to do its part, the entire project
may fall apart.
The all-Alaska gas pipeline, which
has been proposed by the El PasoAlaska Gas Company, would bring
natural gas down from Alaska's rich
North Slope fields to a liquefication
plant to be built near the southern
port of Valdez. From there it would
be carried on LNG tankers down the
coast to a proposed regasification
terminal off California.
The California terminal is an es
sential part of the El Paso system,
but it has not been fully approved yet
by the State legislature.
Last month SIU President Paul
Hall wrote California Governor Ed
mund G. Brown, Jr. urging his sup
port for the siting of one or two LNG
terminals off the California coast.
Hall explained that the facility must
be large enough to handle natural
gas from the North Slope as well as
from South Alaska and Indonesia.
California's support would be a
significant factor to be considered by
President Carter and Congress be
fore they make their final decision on
the pipeline route.
The SIU has supported the El
Juno. 1977
Paso project since it was proposed.
Seafarers would, of course, gain jobs
aboard the LNG ships used in this
pipeline route as well as in the tug
and barge traffic hauling materials
and equipment for its construction.
But we also support it because,
unlike the two competing transCanadian pipeline proposals, its con
struction and operation would use
American labor. Moreover, El Paso's
construction schedule promises de
livery of the much-needed gas to U.S.
markets one to two years ahead of
the Canadian projects. And last win
ter demonstrated the value of the
promise to states throughout the
country where severe gas shortages
developed—including California.
the Canadian proposals.
The El Paso pipeline has received
praise from another West Coast
Governor Dixie Lee Ray of Wash
ington. In her March letter to Presi
dent Carter, Governor Ray outlined
the many benefits it holds for her
state and the country — just as
Alaska Lieutenant Governor Lowell
Thomas, Jr. did before the Califor
nia Commission for Economic De
velopment last month.
We now ask Gov. Brown to ap
prove an adequate California LNG
terminal that could handle the gas
from an all-Alaska pipeline.
A PLACE TO TIE UP
California is not being asked to
make any sacrifices for the rest of the
country in approving the LNG ter
minal. It would benefit not only by
quick delivery of the gas but also in
a big way from the jobs and other
economic advantages of the entire
project.
In his letter to Gov. Brown, Hall
stated that the El Paso project would
create an estimated 121,000 manyears of employment in California,
including 16,500 man-years in the
construction of the regasification ter
minal alone. He also pointed out that
the total capital investment of the
project in California would be about
two-and-one-half times greater than
Official Publication of the Seafarers International Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFLCIO
Vol. 39. No. 6
Executive Board
Paul Hall
President
Frank Drozak
Joe DiGiorgio
Executive Vice President
Secretary-T reasurer
LETTERS TO THE EDITOR
Cal Tanner
Vice President
Earl Shepard
Lindsey Williams
Paul Drozak
Vice President
Vice President
Vice President
Will Study Chemistry
[tirnrrrn;;.,
luioR mssi
Marietta Homayonpour
<S
i
I received the Union's letter of May 14, 1977, advising that I am one of the
recipients of a $10,000 scholarship which is granted by the Seafarer's Union.
I am indeed grateful to the Seafarers' Union for providing such an oppor
tunity to dependents of the union members. This is especially meaningful to
my parents because my younger brother will be attending college in two more
years.
It is a very secure feeling to know that my college plans will be able to pro
ceed for the next four years without any financial pressures.
These are my plans for the time being. I plan to attend the University of
North Carolina at Chapel Hill where I have been accepted since last Novem
ber. There I will study along a chemistry orientated line in which I hope to
obtaii: "Bachelor of Science degree with my major in chemistry. I will keep
you4n{-0TmedTDMater developments.
389
Editor-in-Chief
James Gannon
Managing Editor
Ray Bourdius
Ruth Shereff
Marcia Reiss
Assistant Editor
Assistant Editor
Assistant Editor
Frank Cianciotti
Dennis Lundy
Chief Photographer
Associate Photographer
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Union, Atlantic. Gulf. Lakes and Inland Waters
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel, 499-6600. Second class postage
paid at Brooklyn, N.Y.
Editor,
Change of Address Or New Subscriber
SEAFARERS LOG
675 Fourth Ave.,
Brooklyn, N. Y. 11232
1 would like to receive the SEAFARERS LOG—please put my name on
your mailing list.
(Prim tn/ormailon) -
NAME
ADDRESS
CITY
STATE
ZIP.
SIU members please give:
Bk #
Soc. Sec. #
/.
TO AVOID DUPLICATION: If you are an old subscriber and have a cbangie
of address, please give your former address below or send mailing-label from last
issue received.
i
Gratefully yours,
L. Warren Collier, IV
Colnjock, N.C.
Commends Heroism
On Jan. 6, 1977, Seafarer Harold Wallace was involved in rescue operations
aboard the SS New York.
In reviewing the reports concerning this incident, we note the rescue attempt
undertaken by him to have displayed a high degree of personal heroism. This
action was taken with full knowledge of the risk involved. However, his con
cern for his fellow shipmates caused him to undertake such risk.
The courage which he displayed is truly in keeping with the highest tradition
of the U.S. merchant marine. On behalf of myself and the entire organization,
we Gommend him for his participation.
(Story, page 32, April 1977 Log.)
t--'
ADDRESS
V•,v ..
CITY
STATE
ZIP.
Very truly yours,
Robert Bassett,
Vice President
Interocean Management Corp.
June 1977 / LOG / 23
�l«?^«»»-.*'S5eL:--
Wage, Cost of Living Increases Up Scale 7 Percent
Following is a complete breakdown of how the 5 percent contractually negotiated wage increase and the 2 percent cost of living adfustment in
the deep sea contracts affect the base wage, overtime, premium overtime and penalty rates for all shipboard ratings sailing under both the Standard Tanker
agreement and the Standard Freightship agreement. Both increases went into effect as of June 16, 1977. The increases are based on wages earned as of
Dec.! 6,1976.
Seafarers are reminded that vacation pay will also be increased by the co.st of living adjustment.
It is .suggested that you cut out the information below and make it a permanent part of your present Freightship and Tanker agreements.
Standard Tanker Agreement
Base
Monthly
Wages
Premium
Rate
Sat-Sun
& Holidays
Rating
6/16/77
6/16/77
Overtime
Rate
Excess of
8hrs.
Mon.-Fri
6/16/77
O.S. Deck Maintenance
Ordinary Seaman
1220.85
1 106.69
1065.19
908.33
799.38
733.96
633.88
10.60
10.19
9.29
7.92
6.99
6.42
5.55
5.78
5.78
5.78
4.43
4.43
3.51
3.51
1220.85
1 1 16.81
1116.81 ..
988.70 " '
899.22
'•
910.26
799.38
799.38
733.96
733.96
10.60
9.73
9.73
8.52
7.99
7.85
6.99
6.99
6.42
6.42
5.78
5.78
5.78
5.78
5.78
4.43
4.43
4.43
3.51
3.51
1220.85
1220.85
1 1 1 I.IO
1069.61
960.10
937.46
831.53
831.53
612.77
612.77
10.60
10.60
9.68
9.31
8.37
7.92
6.83
6.83
5.38
5.38
5.78
5.78
5.78
5.78
5.78
5.78
4.43
4.43
3.51
3.51
Base
Monthly
Wages
Premium
Rate
Sat-Sun
& Holidays
Rating
6/16/77
6/16/77
Overtime
Rate
Excess of
8hrs.
Mon-Fri
6/16/77
Boatswain tSL 7's,
Boatswain
Carpenter
A.B. Maintenance
Quartermaster . . .
1173.34
1037.77
954.79
882.34
832.21
790.10
660.23
617.59
10.10
9.04
8.32
7.69
7.25
6.89
5.40
5.40
5.78
5.78
5.78
4.43
4.43
4.43
3.51
3.51
1255.31
1220.85
1220.85
1220.85
1 141.26
1 141.26
1 141.26
1 141.26
1170.64
1040.24
970.40
1 173.34
1046.47
998.52
899.09
968.30
912.00
836.50
790.10
850.25
790.10
790.10
790.10
733.92
980.16
912.00
733.92
11.01
10.60
10.60
10.60
9.94
9.94
9.94
9.94
9.12
8.70
8.44
10.10
9.12
8.70
7.84
8.44
7.96
7.31
6.89
7.42
6.89
6.89
6.89
• 6.42
8.44
7.42
6.42
5.78
5.78
5.78
5.78
5.78
5.78
5.78
5.7i:
5.78
5.78
5.78
5.78
5.78
5.78
5.78
5.78
5.78
5.78
4.43
4.43
4,43
4.43
4.43
3.51
5.78
4.43
3.51
I1 173.34
10.10
10.10
9.04
8.05
7.84
6.83
6.83
6.83
5.38
5.38
5.78
5.78
5.78
5.78
5.78
4.43
4.43
4.43
3,51
3.51
Q.M.E.D
Chiel Pumpman
Oiler Maintenance Utility
Oiler
Wiper
Steward/Cook
Chief Cook . . .
Cook & Baker .
rhird Cook . . .
Assistant Cook
Messman , . , .
Utilitvman . . .
PENALTY RATES OFF WATCH—MONDAY THROUGH FRIDAY
EFFECTIVE 6/16/77
Group I
6.45
Group M
5.17
Group ill
Standard Freightship Agreement
O.S. Maintenance
Ordinary Seaman
Chief Electrician
Crane Maintenance/Electrician
Second Electrician
Engine Utility Reefer Maintenance
Refrigerating Engineer (When one
Refrigerating Engineer (When three
Chief
?
2nd Assistant
Q.M.E.D
Plumber/Machinist
Unlicensed Junior Engineer (Day)
Deck Engineer
Engine, lltilii.):
Evaporator/Maintenance
Oiler
Oiler ( Diesel)
Watertender
Fireman/Watertendcr
Fireman
Wiper
Ship's Welder/Maintenance
Oiler Maintenance Utility
General Utility Deck/Engine
;
!
Chief Steward (SL 7's, SL l«'s, Lash & Mariner)
Stiiward Cook
Chief Steward
Chief Cook
CiH)k & Baker
Second Ctv>k.
. r/.- - •
Third Cook
-
4.60
1 173.34
1037.77
922.40
899.08
79().l()
"719.42
779.42
612.78
612.78
^
• •
Assistant Cook
Messman
Utilityman
PENALTY RATES OFF WATCH—MONDAY THROUGH FRIDAY
EFFECTIVE 6/16/77
Group 1
24 / LOG / June 1977
6.45 '
Group II
5.17
Group 111
4.60
'
-
�mmxz
$3.50 for a 10-Hour Day, 6-Day Week, in 1918 on Harbor Boats
Among the papers of his father,
Capt. Fred T. Tribble, a New York
City compass adjuster, SIO pensioner
Paul S. Tribble found a wage scale
agreement for N.Y. Harbor boatmen
on tugs, barges, lighters, and ferryboats
that in 1918 paid a barge captain $3.50
for a 10-hour day, 6-day week at $85
a month. That was a 60 hour work
week!
Other barge and lighter captains with
steam or gasoline hoisting gear cacacity
of over 15 tons got up to $3.75 to $4
for their 10-hour day . . . between
6 a.m. to 7 p.m., one hour being al
lowed for the noon meal . . ."
Another provision in their contract
was that "For being required to be on
his boat at night for watching or towing,
the captain shall receive $1.-50 per
night."
For "Work in connection with cargo
as distinct from watching, in excess of
10 hours per day where these hours
were in effect at the time of or prior to
this award, or in excess of 12 hours per
day where a 10 hour day was not in
effect, and in excess of six days per
week, shall be compensated at the rate
of time-and-one-half."
And "All carfares in excess of 10
cents per day are to be paid by the em
ployer to men living within the metro
Personals
politan district, and all carfares to be
paid by the employer when the men are
on company business."
Captains of coal, grain and scowboat were paid $85 a month and got
... $1 per night when required to be
active on their boats in connection with
the loading or discharging of cargo at
piers or alongside any vessel or in coal
port."
Ms. Shirley Perry asks that you
contact her at 10301 Burin Ave., #1,
Inglewood, Calif. 90304.
Matthew Olko
Mom, Son Sail on Boat Twice
Stationary hoisting engineers were
fortunate. They received from $4.25 to
$5 per day for their efforts.
Ferryboat wheelmen, oilers (without
licenses) and firemen received the mag
nificent sum of $95 per month wage.
Deckhands got a measly $85 a month
pay. An oiler with a U.S. marine license
was well paid, he thought, at $100 a
month.
And their working conditions were
gems: "One day off each week with pay
shall be granted to all the above em
ployes, the day to be determined by the
employer."
Lower employes in the pecking
order, like deckhands, oilers, firemen,
cooks and floatmen on tugs were paid
anywhere from $75 to $80 a month
with board.
Here's Boatman David Tackett (left) at home with his mother, Boatwoman
Lucille Thompson with whom he's sailed twice on towboats plying the Ohio
and Mississippi Rivers during the last three years. She's a relief cook for the
Orgulf Transport Co. of Cincinnati, Ohio and he's a leadman and deckhand for
both the SlU-contracted Orgulf and the American Commercial Barge Line Co.
of Jeffersonville, Ind. They both reside in Granite City, III.
Personals
Eusebio Figueroa
Your son asks that you contact him
immediately. Contact Eusebio and Car
men Magaly, 1921 Morris Ave., Apt.
32, Bronx, N.Y. 10452, or call your
brother Angel at (212) 293-6610.
Personals
Courtland Smith asks that you con
tact him at (212) 624-3075.
Personals
John T. Ross
Jimmy Harrington
Please contact the Log office at
(212) 499-6600, ext. 242.
Pedro Del Valle asks that you con
tact him as soon as possible on the
SS Houston (Sea-Land) or write him
at 721 Del Parque St., Santurce, Puerto
Rico.
Gary Lee Spell
Cindy asks that you contact her at
the following address: Mrs. Cindy Spell,
Fulbright and Jaworski, 6th floor, 800
Bank of the Southwest Building, Hous
ton, Tex. 77002.
Hans Jensen Hammer
Emil Olko asks that you contact him
as soon as possible at 115 East Clifton
Ave., Clifton, N.J. 07011.
not receive his day off, shall be allowed
each employe."
All this is a far cry from today's pay
and working conditions won by Inland
Boatmen.
'More Fortunate'
Personals
Manuel Luis Perry, Sr.
These poor souls had to work 12
hours a day and ". . . If board is not
furnished by the company, 75 cents per
day in lieu thereof for six days per
week, or seven days if the employe does
Leonard E. Maham
Mrs. Jimmy Nettles asks that you
contact her at (904) 751-0043.
I,.-:'•''K
John Joseph Reel
Great L
^
<r!
t:. •
Karen at the Heart of Jacksonville
asks that you contact her as soon as
possible at 355-3744.
•TOTAL REGIS'fEREt)
i Alt Groups
Class A Class B Class C
Charlie Gard
Chris Killeen asks that you contact
him as soon as possible c/o 926 Mon
roe, Scranton, Pa. 18510, tel. (717)
347-4449.
2
3
2
0
2!^
1 0
4
2
• •1
.'ii
,
TOTAL SHIPPED
All Groups
.Class A. Clasi;)|;'-^»ss,C.;,
'PS
Class A Class B Class C
DECK DEPARTMENT
12
23
1
0
1
Antonio Rodriguez
Enoy Napoles asks that you contact
him as soon as possible at (212) 9923688.
7
4
8
11
2
1
0
1
1
2
39
0
1
10
0
0
10
Larry Richardson
Mont (Fingers) McNobb asks that
you contact him as soon as possible at
98 Mason St., San Francisco, Calif.
94162, tel. (415) 362-0326.
Larry Richardson
Mont (Fingers) McNobb asks that
you contact him as soon as possible at
98 Mason St., San Francisco, Calif.
94162, tel. (41$) 362-0326.
12
1
••'i
4
23- .
5
1
0
0
9
7
0
2
0
11
ENTRY DEPARTMENT
James Andrew Donohue
Your mother asks that you contact
her at 33 Lamlash Cres., House No. 35,
Glasgow G-33 3L.J., Scotland, U.K.
Buffalo . .> ....:.
....'I
^
.
Cleveland >/.
r.i.......
Detroit ........ •.,...
Duluth ................. ...... . .W.
2
4.
Frankfort
Chicago ..
Totals .. .••. .:..
..'............
Totals All Departments ............,.T ^
114
56
94
125
77
'3
7
vi;
jAlpena\.;v'..-;v..
Richard Mottram, Sr.
Youf dau^TeFTJinda asTs that you
contact her as soon as possible at 3747323.
...
•
26
7
2
~ 7
13
4
2
1
36
110
12
0
5
12
3
4
1
37
54
27
20
15
74
39
18
0
193
217
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.
June 1977 / LOG / 25
>"/
�a UNION SHOP CARD feature:
liMlONSHOp
Beauticians Association has made the
sponsorship and promotion of educational
advancement one of its most important goals
for all its members. This benefits the public
as well as barbers and beauticians—welltrained operators mean well-groomed
customers!
In the 1960's and early 70's, the barber and
beauty professions were dealt an economic
blow as long hair became fashionable.
!
Sign oS
Better
Service
Need a trim, a set, a manicure? Next time
you need barber or beauty services, be sure
to look for the Union Shop Card. The card is
more than your guarantee of quality service,
it also insures your continuing support of
union labor.
TMt« CARD (ft THr PROPtRT* OF ANO I5 iS5urn BV AU
THORITV or THC BARBCRS BC:A(JTIC<ANS AND AI LIKO
INDUSTRICB INTERNATIONAL AASOQIATION AND IS
SUBJECT TO THE CONDITIONS AS SET rORlM ON TMk
BACK HCRCOr
K
Today, a returning interest in personal
grooming has meant that the number of
barbers and beauticians is growing. And so
is the importance of the Union Shop Card,
the symbol of skilled, professional service.
Plants manufacturing barber and beauty
products are also being organized, and their
products bear the "Union-Made" label of the
Association.
All union members can lend their support
to the Barbers and Beauticians Association
by always patronizing Union Shop Card
establishments.
ta I p
MAD* <M U « A
The Barbers, Beauticians and Allied
Industries International Association, AFL-CIO,
CLC, founded December 5,1887, received its
charter in April 1888 from the American
Federation of Labor.
In its long, proud history, the Barbers and
A-tA
Union Label and Service Tredei OepertmanI, AFL-CIO
'Me Zkougkt Me Was 7lym' Migk at—MPMZ
If you smoke pot or hashish or use was still in neutral. Crisis over.
As one of the policemen walked over
He eased away from the curb and
to the car, Tom tried to calm himself
any kind of drugs at all on ship or
down. He figured that the best tact
ashore, you might be interested in the drove a few blocks to the entrance of
would be to remain as cool as possible,
following unusual story. It's true, no the Grand Central Parkway in Queens,
answer
all questions politely, admit that
N.Y.
He
had
already
gotten
one
speed
kidding.
This guy, his name was Tom, went ing ticket on this exact same road the he was speeding arid simply accept the
ticket without an argument.
to a party this particular Saturday night, previous month, so he promised him
The cop, a man of about 50 or so,
and between him and about five or six self to be extra careful this night for
bent down a bit and asked Tom how he
of his friends, smoked a couple of good two reasons: first, he was flying high
sized pipes of hashishr~5n -hk- -own— -and ^as-afraid cjflciliing-him-selx; see-- —was-•feeitiif:-T©m--nervotisly -answered
ond, he had half an ounce of grass and that he felt fine.
words, he "was smashed."
The cop then asked him if he thought
The party broke up at about 3 o'clock a small chunk of hashish on him, and
he was in no shape to face the law if he he deserved a ticket. Tom immediately
in the morning, so Tom figured he'd
expressed his sorrow for speeding and
call it a night and head home. As he got stopped.
So
as
he
drove
along
the
parkway,
told the cop, yes, he did deserve a ticket.
stumbled down the block humming a
The policeman, looking a little bit
tune, all he could think about was sink he stayed exclusively in the far right
lane letting the faster traffic pass him shocked, then asked Tom how fast he
ing his oversized cranium into the soft
on the left.
thought he was going. Tom didn't really
pillow on his bed.
Flashing Lights
know for sure, but since the speed limit
He fumbled around a bit looking for
was
50 mph, he said he thought he was
his car keys and then took a minute or
Everything seemed to be going fine as
two trying to find the keyhole in the car
he cruised along listening to the music. doing about 60 or 65.
door. He finally got the door opened,
But sure enough, he was on the highway
The cop. looking more shocked than
positioned himself in the driver's seat,
no more than five minutes when he no ever, opened Tom's door and politely
started it up and turned the radio,on.
ticed the flashing lights of a police car said, "Son, would you mind stepping
He let the car warm up for awhile
alongside him to the left. The cop in out of the car."
as he listened to the music. He then
the passenger seat was motioning him
In a deep panic now, Tom blurted
turned the wheel and stepped on the
to pull over to the shoulder.
out, "Why, what seems to be the matter
gas but the car just whined a bit and
Tom obeyed promptly, but as he officer?" The cop said simply, "Son, yon
wouldn't move. He went into a minor
pulled over he went into a mild para were doing four."
panic because he knew absolutely noth
noid panic. What was he going to say?
Tom was arrested for driving while
ing about cars. Bui he glanced at the
How was he going to face these cops in under the influence of drugs, and was
steering column and noticed the car
his condition?
booked for possession after a .search
26 / LOG / June 1977
turned up his grass and hashish.
In the long run, Tom got off pretty
easy, though. He was convicted of pos
session of small amounts of grass and
was given a fine. And the traffic judge
suspended his license for one year,
along with slapping him with a fine.
All in all, things worked out okay for
TomTTTut if^e had been a merchant
seaman, his trouble would just have
started.
Yon see, any drug conviction of any
kind is a sentence of life for a merchant
seaman. That is, the Coast Guard, by
no means as lenient as some local au
thorities when it comes to drugs, will
revoke your seaman's papers for life,
and that means the end of your career
at sea.
No matter what anyone says about
pot, however, there are some people
who will smoke it anytime, anywhere.
If you're one of those people, at least
have the courtesy not to smoke while
on duty, for your own good and the
good of the entire crew. There are
enough dangers involved with working
at sea. So don't make the situation
worse for anyone by trying to work
while flying alongside the flying bridge.
�Port agents met daily during the two-day confab in the fantail of the HLS schooiship Zimmerman.
SlU President Paul Hall led the con
ference discussion on manpower.
Port Agents Prepare to Meet Manpower Need
Manpower was the key word at
the SIU port agents' conference held
on May 26 and 27 at the Harry
Lundeberg School in Piney Point,
Md.
Port agents and Union officials
from coast-to-coast came to the
School to exchange ideas on the best
way to meet the maritime industry's
growing need for qualified seamen
and boatmen.
The HLS setting was appropriate
to the issue at hand since its excellent
training facilities were referred to
again and again as the Union's best
hope for the future. "I wish we had
something like this when we were
starting out,"SIU Headquarters Rep
resentative Fred Famen remarked. The meeting began with individual reports on port activity. Speaking, from left to right, are: Port Agent Gerry Brown
(Famen celebrated his 73rd birthday from Mobile; Joe Sacco, Headquarters Representative from Houston, and George Costango, Piney Point port agent.
at the conference.)
HLS President Hazel Brown, who
serves on two Government commit
tees for labor apprenticeship pro
grams, reported that the HLS is na
tionally recognized as one of the
nation's outstanding union schools.
The port agents all had good re
ports to convey on the HLS trainees
they had shipped or put on boats.
Several plans were discussed to get
more members from all divisions to
take advantage of the HLS upgrading
programs, which are the SIU mem
ber's ticket to higher pay and better
job security.
The Gulf ports are one area where
more manpower may soon make the Philadelphia Port Agent John Fay, left, and Puerto Rico Port Agent Juan Reinosa presented their views. At right is HLS
di£feience between meeting and not President Hazel Brown who explained her role this year serving on Government labor training committees.
ifieeting the challenge of new job
opportunities, SIU Vice President
Cal Tanner pointed out. He alerted
the port agents to the possibility of
Cuban trade opening up for the Mi
ami, Tampa and Jacksonville areas.
The port agents conference im
mediately followed the Trustee meet
ings, a regular gathering of SIU and
management representatives who are
the overseers of the Union's welfare,
pension and vacation plans as we!! as
funds for the HLS and the SIU hiring
halls.
Held back to back every two
months with the Trustee meetings,
these two-day port agent confabs
foster granger ties among the SIU
leadership so that it can otter the
b^t representation for the Unions
widespread membership.
|p
Headquarters Representative Fred Farnen (second from rigtit) celebrated his 73rd birthday during a
break in the conference. He Is shown here flanked by well-wishers, from left: Joe SIgler, Chicago port agent; Jack Bluitt
Detroit port agent, and Leon Hall, Headquarters Representative. Photo at right shows some of the management representatlves, front row, at the SIU Trustees meeting, which preceeded the port agents conference.
June 1977 / LOG / 27
�What Does "Service" Mean Under the Seafarers Pension Plan?
I
In the February, 1977 edition of The
LOG, a summary outline of the Sea
farers Pension Plan was printed. Due
to space limitations, many details of the
rules and regulations could not be in
cluded. Some questions arose concern
ing "Service," such as:
1. What is Service?
2. Does Service include only time an
employee actually works?
3. Does an employee get credit for
service during periods when he is
unable to work due to temporary
illness or injury?
4. What else may be counted towards
Service?
The answers to these questions will
be found in the Summary Plan Descrip
tion booklet which will be distributed
to all participants of the Seafarers Pen
sion Plan within the next several
months. In the meantime we have pre
pared this article to provide answers to
these specific questions about Service.
WHAT IS SERVICE?
The Seafarers Pension Plan uses the
term "SERVICE" to mean:
a. Periods of employment with an
employer who is obligated to con
tribute to the Pension Plan Fund,
and
b. Periods of temporary disability
during which an employee receives
Sickness and Accident Benefits or
Hospital Benefits from the Sea
farers Welfare Plan or Mainte
nance and Cure Benefits from his
employer;
c. Also included as Service are those
periods of service in the Armed
Forces of the United States which
must be credited pursuant to the
Military Selective Service Act of
1967. [Note: not all service in the
Armed Forces will necessarily be
counted, so please check this with
the Plan oflBce.]
d. Credit for Service will be given for
periods prior to July 1, 1962, dur
ing which a Seafarer or Boatman
was certified as "NOT FIT FOR
DUTY" by the United States Pub
lic Health Service or other appro
priate medical authority, provided
the employee engaged in covered
employment prior to said period
of disability.
RECEIVING CREDIT
FOR SERVICE
The amount of Service an employee
is given credit for is based upon the
number of days he accumulates during
these periods of Service. Service lost due
to a Break in Service will not, of course,
be counted.
DEFERRED VESTED PENSION
An employee will receive credit for
One Year of Service for each calendar
year during which he receives credit for
125 days of Service. An employee with
at least 10 Years of Service is eligible
for a Deferred Vested Pension.
MEETING THE SERVICE
REQUIREMENTS FOR THE
OTHER PENSION PLAN BENEFITS
should overlap two calendar years, only
the first 39 weeks (273 days) during
one continuous period of disability,
shall be counted.]
It is most important for an employee
to know which periods of Service are
counted in determining whether he has
satisfied the Service Requirements for
a particular Pension Benefit. This in
formation follows:
SPECIAL EARLY NORMAL
PENSION
In Satisfying the 7,300 Days of Service
Requirement—
EARLY NORMAL PENSION
In Satisfying the 7,300 Days of Service
Requirement—
1. Only periods of employment (Deep
Sea or Great Lakes) and
2. Certain periods of service with the
Armed Forces of the United States,
shall be considered.
[It is important to note: Periods of tem
porary disability are NOT counted in
determining whether an employee has
met the 7,300 Days of Service Require
ment.]
In Satisfying the 90 Days
Requirement—
An employee shall be given credit for
the number of days he accrues or ac
cumulates during periods of temporary
disability during which he receives Sick
ness and Accident, Hospital or Mainte
nance and Cure Benefits for the purpose
of meeting the "90 Days of Service"
during the calendar year preceding the
employee's date of application, require
ment. [NOTE: If the period of disability
Seafarers Welfare, Pensi^ and
Vacation Plans Cash Benepts Paid
Apr. 21. May 25,1977
SEAFAREfes WELFARE
ELIGIBJ4ES
Death
In Ho; pital D#ily (§ $1.00 ..
In Ho pitalXSily ® $3.00 ..
Hospi al ^ H^pital Extras ..
Surgic
Sickn
Speci
Opti
Suppljsmenta
1. Only periods of employment (Deep
Sea-Great Lakes), and
2. Certain periods of service with the
Armed Forces of the United States,
shall be considered.
[h is important to note: Periods of tem
porary disability are NOT counted in
determining whether an employee has
met the 7,300 Days of Service Require
ment.]
REGULAR NORMAL PENSION
In Satisfying the 5,475 Days of Service
Requirement—
1. At least Vs rds of the required Serv
ice must be accrued during:
a. Periods of employment, and
b. Certain periods of service with the
Armed Forces of the United States;
And NO MORE than V6rd of the re
quired Service may be accrued during:
a. Periods of temporary disability •
during which employee received
Sickness and Accident, Hospital or
Maintenance and Cure Benefits,
and/or
b. Periods, prior to July 1,1962, dur
ing which an employee was certi
fied as "NOT FIT FOR DUTY"
by the USPHS^ etc.
DISABILITY PENSION
In Satisfying the 4,380 Days of Service
Requirement—
1. At least 2/Srds of the required Serv
ice must be accrued during:
a. Periods of employment, and
b. Certain periods of service with the
Armed Forces of the United States;
And NO MORE than Vsrd of the re
quired Service may be accrued during:
a. Periods of temporary disability
during which employee received
Sickness and Accident, Hospital,
or Maintenance and Cure Benefits,
and/or,
b. Periods, prior to July 1,1962, dur
ing which an employee was certi
fied as "NOT FIT FOR DUTY"
by the USPHS, etc.
In Satisfying the 90 Days of Service
Requirement—
An employee shall be given credit for
the number of days he accrues or ac
cumulates during periods of temporary
disability during which he received Sick
ness and Accident, Hospital, or Mainte
nance and Cure Benefits, for the pur
pose of meeting the requirement of 90
Days of Service during the calendar year
preceding the employee's date of appli
cation. [NOTfe: If the period of disaljility should overlap two calendar years,
only the first 39 weeks (273 days) dur
ing one continuous period of disability
shall be counted.]
IF YOU HAVE QUESTIONS ABOUT
YOUR ELIGIBILITY OR THE PEN=
SION BENEFITS PLEASE CONTACT YOUR LOCAL UNION REP
RESENTATIVE OR WRITE:
SEAFARERS PENSION PLAN
275 20th Street
Brooklyn, N.Y. 11215
28 / LOG / June 1977
m
�Eino A. Salo, 65, joined the SIU
in the port of Duluth in 1960 sailing
as an oiler for the Buckeye Steam
ship Co. Brother Salo sailed 38 years
on the Great Lakes. He was born in
Superior, Wise, and is a resident of
Wentworth, Wise.
amPENSIONERS
Ralph E. Seckinger, 62, joined the
SIU in the port of Tampa sailing as
an AB. Brother Seckinger sailed 41
years. He was born in Ocala, Fla. and
is a resident of Tampa.
Charles R. Piscnner, 63, joined
the Union in the port of Frankfort,
Mich, in 1959 sailing as an AB.
Brother Pischner is a veteran of the
U.S. Army in World War II. He was
born in Michigan and is a resident
of Green Bay, Wise.
Pedro A. Suarez, 61, joined the
SIU in 1949 in the port of New York
sailing in the steward department for
31 years. Brother Suarez was born in
Spain and is a naturalized U.S. citi
zen. He is a resident of Carnoedo,
Spain.
iff.
William J. Shadeck, 59, joined the
SIU in the port of Detroit in 1959
sailing as an oiler on the Great Lakes
for 38 years. Brother Shadeck was
born in Karthaus, Pa. and is a resi
dent of Erie, Pa.
James C. Stewart, 65, joined the
SIU in 1947 in the port of New Or
leans and sailed as a chief electrician.
Brother Stewart was also a member
of the International Sailors Union
(ISU) in 1936 and the National Mari
time Union (NMU) in 1947. He
sailed 32 years, attended the HLSS
in 1967 and graduated from the SIUMEBA District Engineering School.
Seafarer Stewart js a veteran of the
U.S. Army Infantry before World
War II. Born in Delaware, he is a
resident of Mobile, Ala.
Chester I. Spinks, 61, joined the
SIU in 1946 in the port of New Or
leans sailing as an OS for 31 years.
Brother Spinks is a veteran of the
U.S. Army in World War II. He was
born in Mobile and is a resident of
Andalusia, Ala.
Robert E. Lee, 63, joined the
Union in the port of Norfolk in 1963
working as a watchman for the Mc
Allister Brothers Pier Employes Co.
from 1956 to 1977. He was born in
Martin County, N.C. and is a resi
dent of Chesapeake, Va.
William L. Rains, 63, joined the
Union in the port of Norfolk in 1960
sailing as a deckhand for the PennCentral Railroad from 1937 to 1977.
Brother Rains is a veteran of the
U.S. Army in World War II. He was
born in Bohannon, Va. and is a resi
dent there.
Robert C. Smith, 53, joined the
Union in the port of New Orleans in
1956 sailing as a deckhand and oiler
on the tug Sandra for the Crescent
Towing and Salvage Co. from 1954
to 1977 and the West Bank Electric
Co. from 1951 to 1956. Brother
|
|
Smith sailed 25 years. He was born
in Chunky, Miss, and is a resident of
Algiers, La.
Melvin L. White, 65, joined the
Union in the port of Norfolk in 1960
sailing as a deckhand and barge cap
tain for the Penn-Central Railroad
from 1941 to 1977. Brother White
sailed 49 years. He was bom in
Mathews, Va. and is a resident of
Mobjack, Va.
Hoyt L. Tanner, 57, joined the
SIU in the port of New York in 1950
sailing as a fireman-watertender and
oiler. Brother Tanner sailed 33 years.
He is a veteran of the pre- and World
War II U.S. Coast Guard. A native
of Rockdale, Ga., he is a resident of
New Orleans.
Harvey Trawick, 62, joined the
SIU in 1939 in the port of Mobile
sailing as a bosun. Brother Trawick
sailed 41 years and has a chief mate's
license. He was born in Alabama and
is a resident of Mobile, Ala.
Anthony J. Zaleski, 65, joined the
SIU in 1944 in the port of New York
sailing as an AB. Brother Zaleski
sailed 35 years and was a ship's dele
gate. He was born in New York City
and is a resident of East Meadow,
L.I., N.Y.
Joseph C. Wallace, 60, joined the
SIU in 1941 in the port of New York
sailing as an AB. Brother Wallace
sailed 36 years. He is a veteran of
the U.S. Army in World War II. Sea
farer Wallace was born in South
Norfolk and is a resident of Virgina
Beach, Va. where he will continue his
hobby of woodworking.
Lars Brekke, 62, joined the Union
in 1948 in the port of Galveston sail
ing as an AB and captain for the
Caribe Tugboat Corp from 1974 to
1977, as a mate for the Sabine Tow
ing Co. in 1971 and for the G & H
Towing Co. in Galveston in 1955.
Brother Brekke was born in Aakra,
Sumhordlard, Norway and is a nat
uralized U.S. citizen. He is a resident
of Hitchcock, Tex.
Waley A. Thomas, 58, joined the
Union in the port of Baltimore in
1962 and sailed as a chief steward.
Brother Thomas sailed 21 years and
upgraded at the Lundeberg School.
He was born in Campbell County,
Va. and is a resident of Gambrills,
Md.
William R. Merrill, 62, joined the
Union in the port of Norfolk in 1961
sailing as a deckhand for the Curtis
Bay Towing Co. from 1948 to 1976
and as a fisherman from 1945 to
1948. Brother Merrill was born in
Morehead City, N.C. and is a resi
dent of Norfolk.
Martin Hicks, 66, joined the
Union ill the port of Cleveland in
1951 sailing as an AB. Brother
Hicks sailed for the Ann Arbor
(Mich.) Railroad Car Ferries and
was a HLS upgrader in 1974-75 in
the Assistant Cook and Baker
Course. A native of Dublin, Ireland,
he is a naturalized U.S. citizen and
is a resident of Benzonia, Mich.
Sidney A. "Sid" White, 61, joined
the SIU in the port of New York in
1957 sailing as an AB. Brother White
sailed 26 years and as a wiper for the
Construction Aggregates Corp., Chi
cago in 1952. He was also an organ
izer for the inland waters. Seafarer
White is a veteran of the U.S. Navy
in World War 11. Born in Philadel
phia, he, is a resident of Pineville,
La. where he will pursue his hobby
of duck hunting.
Rene M. Witlhecker, 65, joined
the SIU in the port of Elberta, Mich,
in 1954 sailing as a cook for 26
years. Brother Wittbecker was born
in Freeport, 111. and is a resident of
Eau Claire, Pa.
Anthony S. Vardian, 67, joined
the SIU in the port of Detroit in 1960
sailing as a conveyor gatcman for the
McKee and Sons Steamship Co. on
the Great Lakes for 38 years. Brother
Vardian was born in Michigan and
is a resident of Escanaba, Mich.
Edward E. Zubatsky, 65, joined
the SIU in the port of New Orleans
in 1961 and sailed as a bosun and
chief steward. Brother Zubatsky
sailed 18 years. He was born in Man
itowoc, Wise, and is a resident of
New Orleans.
Benjamin Franklin Pruitt, 63,
joined the Union in the port of Nor
folk in 1961 sailing as a deckhand
and launchman for McAllister Broth
ers Towing Co. from 1953 to 1956,
for Allied Towing from 1963 to
1977, Merritt, Chapman & Scott
from 1955-56 and 1962 to 1963 and
as operating engineer, mate and cap
tain for the Southern Transport Co.
and the Carolina Towing Corp. in
1964. Brother Pruitt was born in
Pikeville, Ky. and is a resident of
Norfolk.
Melvin L. Schrade, 58, joined the
SIU in 1942 in the port of New
Orleans sailing as an AB. Brother
Schrade sailed 33 years. He was born
in North Dakota and is a resident
of Minneapolis, Minn.
Thomas Snow, 59, joined the SIU
in 1947 in the port of Boston sailing
as an AB. Brother Snow is a veteran
of the U.S. Marine Corps in World
War II. A native of Boston, he is a
resident of Dorchester, Mass.
Recertified Bosun Manuel "Blackle" Sanchez, 60, joined the SIU in
1938 in the port of Miami and sailed
as a bosun. He was at the meeting
there when the Union was voted in.
Brother Sanchez was bosun on the
SS Ogden Willamette (Ogden Ma
rine) the first SIU tanker to carry
U.S. grain to the Soviet Union and
return with oil here in 1973. Born
in Tampa, Fla., he has been retired
in Jacksonville, Fla. where he is an
avid golfer.
June 1977 / LOG / 29
�Hany £. Larson, 62, joined the
Union in the port of Philadelphia in
1961 sailing as a lighter captain for
the Independent Lighterage and Pier
Co. from 1948 to 1977. Brother
Larson was bom in Pennsylvania
and is a resident of Philadelphia,
John J. Pelish, 67, joined the SIU
in the port of Toledo in 1970 sailing
as an OS for the American Steamship
Co, and Bob-Lo Co. on the Great
Lakes for 23 years. Brother Pelish
was born in Scarboro, W.Va. and is
a resident of Toledo, Ohio where he
plans to "work around the house and
yard and visit his sister in St. Ignace,
Mich, and also visit West Virginia."
Alfred P. Marquand, 61, joined
the Union in the port of New York
in 1960 sailing as a deckhand for the
Murry Towing Line Co. in 1939 and
for the Penn-Central Railroad from
1939 to 1977 as a deckhand and
cook. Brother Marquand is a vet
eran of the U.S, Army in World War
II. Born in Canada, he is a natural
ized U.S. citizen. Boatman Mar
quand is a resident of Brooklyn, N.Y.
Joseph F. Aysien, 56, joined the
Union in the port of New Orleans in
1959 sailing as a tankerman, mate
and barge captain for the Tidewater
Towing Co. in 1955, Coyle Lines in
1958, Interstate Oil Transport Co.
from 1969 to 1974 and for the Ma
riner Towing Co. and Dixie Carriers
that year. Brother Aysien is a veteran
of the U.S. Army in World War II.
He was born in New Orleans and is
a resident there.
Chang Ling, 65, joined the SIU in
the port of New York in 1957 sail
ing as a fireman-watertender. Broth
er Ling graduated that year from the
Andrew Furuseth Training School,
Brooklyn, N.Y. He is a veteran of
the U.S. Army infantry in World
War II. Born in Wenchow, China,
he is a naturalized U.S. citizen. Sea
farer Ling is a resident of New York
City.
Unclaimed
Wages
The SW members listed below have
unclaimed wages due them from Mari
time Overseas Corporation. If your
name is below, the company asks that
you contact: Paymaster, Maritime Over
seas Corporation, 511 Fifth Ave., New
York, N.Y. 10017. Also, the company
says that the following information
should be given by applicants: Social
Security number and current address.
NAMES
W. Flaherty
J. Duhadaway
W. Sears
C. Mills
J. S. Matthews
R. F,. Flournoy
C. J. Cosner
F. J. Howard
L. D. McDuffie
J. R. Bradley
J. W. Mullis
J. C. Leach
A. Maben
O. Gatlin, Jr.
S. B. Crader
A. Mravec
C. E. Demers
J. L. Bark
R. D. Rains
M. A. Freeburn
F. L. HaU
H. J. Breen
C. B. Troy
R. L. Oppel
J. L. Boyce
E. S. Spooner
H. Chamberlain
B.W. Warren
T. B. Fleming
H. Scott
D. A. Clark
J. Canfield
D. L. Smith
J. Downey
D. Murray
P. Salowsky
R. A. Hogan
M. Eschenko
J. Lopez
D. Gomez, Jr.
H. Vera
T. R. Bolger
S. H. Al-Maklani
Federal Garbage Rules
Federal garbage regulations apply to
ships arriving at U.S. ports from all
foreign countries (except Canada) and
from Hawaii, Puerto Rico, the U.S.
Virgin Islands, and Guam, according to
the Animal and Plant Health Inspection
MEMBERSHIP MEETINGS'
SCHEDULE
Port
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Detroit
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan ..........
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Jersey City
Date
July 5
July 5
July 6
July 7
July 7
July 8
July 11
July 12
July 13
July 14
July 18 .
July 22
July 9
July 7
July 16
July 12
July 12
July 13
July 15
July 14
July 11
Deep Sea
Lakes, Inland Waters
I
2:30 p.m
2:30 p.m
2:30p.m
9:30 a.m
2:00 p.m.
2:30 p.m
2:30 p.m
2:30 p.m.
2:30p.m.
2:30 p.m.
2:30 p.m.
2:30 p.m.
10:30 a.m.
2:30 p.m.
—
—
—
—
2:30 p.m.
—
.—
30 / LOG / June 1977
m
UIW
7:00 p.m.
7:00 p.m.
••••• 7:00 p.m.
7:00 p.m.
—
—
7:00 p.m.
Service of the U.S. Department of Ag
riculture.
The regulations are necessary to pre
vent the spread to this country of de
structive plants pests and livestock or
poultry diseases by garbage.
DEFINITION OF GARBAGE
"Garbage" means all waste from
fniits, vegetables, meats, and other plant
or animal (including poultry) materials.
Also, nonfood items that have come in
contact with food—such as table refuse.
galley refuse, food wrappers or contain
ers, and other waste materials from
ship's stores, food preparation areas,
- passengers' or cre ws' qu arters, and din
ing rooms.
HANDLING GARBAGE
ABOARD SHIP
Garbage left aboard must be con
tained in covered, leakproof receptacles
inside the ship's guardrail while in terri
torial waters of the United States.
UNLOADING GARBAGE
AT U.S. PORTS
1:00 p.m.
Garbage may be removed in covered,
leakproof receptacles under the direc-
tion of an inspector of the Animal and
Plant Health Inspection Service to an
approved facility for incineration, ster
ilization, or grinding into an approved
sewage system.
FOR INFORMATION
For further information, write to:
Port Operations Development Staff,
APHIS, PPQ, U.S. Department of Ag
riculture, Federal Building, Hyattsville,
Md. 20782.
Retroactive Checks
Retroactive pay checks in amounts
ranging from $1.50 to $8.66 are being
held for the followiiig men by Puerto
Rico Marine Management. The checks
had been returned to the company's
office because of insufficient and incor
rect addresses. Any member whose
name appears below can claim his check
by contacting W. A. Prindiville, assis-'
tant manager of vessel operations,
Puerto Rico Marine Management, Inc.,
Fleet and Bombay Sts., P.O. Box 1910,
Elizabeth, N.J. 07207, telephone (201)
352-2700, ext. 2414.
T. W. Dodson R. Oriano
L. Martinez
R. Rutzisky
Deposit in the SIU
Bloocf Bank— It's Your Life
�ARTHUR MIDDLETON (Water
man Steamship), April 24—Chairman,
Recertified Bosun D. Dammeyer; Sec
retary R. Boyd; Educational Director
B. Waddell; Engine Delegate Joseph
R. Kearney; Steward Delegate M.
Agiume. $32 in ship's fund. No dis
puted OT. Chairman advised that any
one who wants to can put any extra
money they have in the ship's safe.
Also discussed the importance of do
nating to SPAD, and the need to up
grade at Piney Point. Observed one
minute of silence in memory of our de
parted brothers.
JEFF DAVIS (Waterman Steam
ship), April 10—Chairman, Recertified
Bosun G. E. Annis; Secretary D. Col
lins; Educational Director C. S. Langley; Deck Delegate H. P. Lopez; Stew
ard Delegate Leonardo Manca. Some
disputed OT in deck department. Chair
man reported that the Seafarers Log
was received in Assab and one copy
was passed on to the Thomas Lynch.
A vote of thanks to the steward depart
ment for big improvements in the menus
and the food. Next port, Jeddah.
THOMAS NELSON (Waterman
Steamship), April 17—Chairman, Re
certified Bosun R. Chaisson; Secretary
C. Prestwood; Educational Director A.
Delaney; Deck Delegate Cesar A.
Crespo; Engine Delegate Alfred Ragas.
No disputed OT. Previous minutes were
read and accepted with some repairs
still to be worked on. Chairman re
ported that the captain wants all doors
to be locked in Canal and all ports over
here with the exception of the door by
the gangway. A vote of thanks to the
steward department for good food and
service. Observed one minute of silence
in memory of our departed brothers.
Next port, Suez Canal.
OGDEN WILLAMETTE (Ogden
Transport), April 10—Chairman, Re
certified Bosun E. K. Bryan; Secretary
E. Kelly; Educational Director H.
Meredith; Deck Delegate B. Anding;
Engine Delegate L. Campos; Steward
Delegate W. Scopolites. No disputed
OT, All communications received were
read and posted. Chairman held a dis
cussion on the Seafarers Alcoholic Cen
ter at Piney Point and the good it is
doing for those brothers who need the
help. Also discussed was the importance
of donating to SPAD.
SEA-LAND GALLOWAY (SeaLand Service), April 7—Chairman,
Recertified Bosun George Burke; Sec
retary A. Seda. No disputed OT. Chair
man reported that everything ran
smoothly this trip. A vote of thanks to
the steward department for a job well
done. Observed one minute of silence
in memory of our departed brothers.
Next port, Elizabeth, N.J.
AQUILA (Aquila Steamship), April
24—Chairman, Recertified Bosun C.
Pickle; Secretary S. Sylvester; Educa
tional Director F. Tobi; Steward Dele
gate Henry C. McCullough. Some dis
puted OT in steward department. $75
in ship's fund for extra movies. Every
one in the crew gave $5 so more movies
can be purchased. Chairman reported
that it was a good trip and everyone
worked together. A vote of thanks to
the steward department for a job well
done.
DELTA BRASIL (Delta Steamship
Lines), April 3—Chairman, Recertified
Bosun L. Guadmud; Secretary R. P.
Marion; Educational Director H. Wells;
Deck Delegate R. Rudolph; Engine
Delegate J. Cruz; Steward Delegate H.
O'Brien. $95 in ship's fund. $300 in
movie fund. Some disputed OT in deck
department. Chairman gave a talk on
the importance of donating to SPAD
and the benefits to be derived from up
grading at Piney Point. Next port,
Abidjan.
PHILADELPHIA (Sea-Land Serv
ice), April 3—Chairman James H. Parnell; Secretary Paul Lopez; Educational
Director Kasimirs Abarons; Deck Dele
gate Richard Heikus;- Engine Delegate
Forrest Burris; Steward Delegate Pedro
Alvarez. No disputed OT. Chairman
held a di.scussion on a number of stories
that appeared in the Seafarers Log.
Next port, Seattle.
SAN PEDRO (Sea-Land Service),
April 10—Chairman, Recertified Bo
sun M. Kemgood; Secretary R. Don
nelly; Educational Director C. McBrien.
$5 in ship's fund. No disputed OT.
Chairman reported on the center that
is now open at Piney Point for the help
of alcoholics. A vote of thanks to the
steward department for a job well done.
Observed one minute of silence in mem
ory of our departed brothers.
We Need Your Lafest Address
The SIU needs your latest address so that we can maintain an up-to-date
mailing list and can be sure that important correspondence gets to you at your
home. So please fill out the address form below and mail it to SIU Welfare
Plan, 275 - 20th St., Brooklyn, N.Y. 11215.
NEWARK (Sea-Land Service), April
24—Chairman A. Vilanova; Secretary
Ken Hayes; Educational Director R.
Coleman; Engine Delegate W. West.
$8 in ship's fund. No disputed OT.
Seafarers Logs were received and dis
tributed to delegates. Latest pamphlet
received from Headquarters received,
discussed and posted. Report to Log:
"With salmon season coming expect to
have quite a few of the brothers getting
off. The fishing should be good after a
very light winter. This was one of the
warmest in Alaska history." Next port,
Seattle.
SEA-LAND FINANCE (Sea-Land
Service), April 24—Chairman, Recer
tified Bosun James Pulliam; Secretary
W. Benish; Deck Delegate J. Long; En
gine Delegate W. Cole; Steward Dele
gate F. Pappone. No disputed OT.
Chairman reported that the patrolman
at payoff talked about the change in
Pension Plan and how it works. Plan
was discussed and a copy will be posted
for all to read. March issue of the Sea
farers Log has some good reading. Edu
cation Series No. 7 was received and
passed out for all to read. Reminded
steward department to fill out upgrad
ing applications. Next port. Hong Kong.
ROBERT TOOMBS (Waterman
Steamship), April 17—Chairman, Re
certified Bosun Lee J. Harvey; Secre
tary Bob L. Scarborough; Educational
Director Rudolph Davis; Deck Dele
gate Harry M. Fisher; Engine Delegate
Calvin Bethard; Steward Delegate Law
rence Smith. Some disputed OT in deck
department. Chairman held a discus
sion on the importance of SPAD. Re
port to the Seafarers Log: "This was a
146-day trip and everything went
smoothly. A very good SIU crew in all
departments." Next port. New Orleans.
LONG BEACH (Sea-Land Service),
April 10—Chairman, Recertified Bo
sun T. R. Price; Secretary M. Costello;
Educational Director S. Green. $26.50
in ship's fund. No disputed OT. The
captain called a safety meeting and it
was attended by the officers on watch
and members of the unlicensed person
nel. Observed one minute of silence in
memory of our departed brothers.
ZAPATA COURIER (Zapata Bulk
Transport), April 10—Chairman, Re
certified Bosun Sal Sbriglio; Secretary
P. Franco; Educational Director A.
Bell; Deck Delegate Jones; Engine
Delegate James Chiaese; Steward Dele
gate Ronald Fluker. No disputed OT.
Steward advised all brothers to read the
Log as it has a lot of good reading in it
and keeps you informed
lo what is
going on in the Union. Also received
the education series No. 7 which is
great for all of our young members to
read. If a lot of brothers read these
things they would not be sitting around
the messroom telling young members
what they can get out of going to sea
by not working or knocking our Union
and Piney Point.
SEA-LAND MARKET (Sea-Land
Service), April 10—Chairman, Recer
tified Bosun D. Rood; Secretary R.
Hutchins; Deck Delegate V. Genco;
Engine Delegate C. C. Hall; Steward
Delegate A. Mohamed. No disputed
OT. Chairman extended a vote of
thanks to each department delegate for
their running of a smooth ship. It takes
all departments to achieve this aim. Ob
served one minute of silence in memory
of our departed brothers. Next port,
Portsmouth.
ERNA ELIZABETH (Hudson Wa
terways), April 17—Chairman, Recer
tified Bosun F. C. Cooper; Secretary
L. Banks; Deck Delegate A. W. Saxon;
Engine Delegate Joseph Collins. No dis
puted OT. Received the Seafarers Log
which contained lots of information.
Report to Log: "With Sonny Rankins
aboard we have around-the-clock news.
Sonny Rankin says he will retire after
this voyage with 39 years." Next port,
Leningrad.
MASSACHUSETTS (Interocean
Mgt.), April 3—Chairman, Recertified
Bosun J. L. Bourgeois; Secretary A.
Hassan; Educational Director C. W.
Dahlaus; Deck Delegate Thomas R.
Reading. No disputed OT. Educational
Director C. W. Dahlaus advised all
crewmembers to take advantage of the
Piney Point upgrading classes as they
are there for your benefit. A vote of
thanks to the steward department for
a job well done.
ship'^^mj^^
f
re-
KCrtt '
JOHN TYLER ^ ^
\
.EGIANGECL RIO
: .r
^.-•-•'^' •SEA-LAlNp:COMteRCE •
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Pi
AN<
OVERSEAS JOYCE (Maritime
Overseas), April 17—Chairman, Re
certified Bosun A. H. Anderson; Secre
tary S. Szeibert; Educational Director
Soc.
Sec.
No.
SIU
H. Granger; Deck Delegate Jose M.
Nova ; Engine Delegate Daniel Boleria.
No disputed OT. Chairman advised all
crewmembers to be aware of the curfew
l^nine .
•
in Russia and that everyone must ob
Print Last Name
First Name
Middle Initial
serve the law. If there are any prob
lems, the Russian authorities will
Address
».... •....
•..
••
Print Number and Street
City , ,
State
'
Zip
revoke passes. Also discussed the im
portance of donating to SPAD. Ob
Dateof Birtil
served one minute of silence in memory
Mo / Day / Year
of our departed brothers.
V
'CM..
" ^
June 1b».
/31
�p*as---
Pensioner Daniel
Behrens, 72, passed
away on May 31,
Brother Behrens
joined the Union in
the port of Baltimore
in 1956 sailing as a
machinist for the
Curtis Bay Towing
Co. from 1922 to 1962. He was a 1961
elected delegate to the first IBU Con
vention held in Brooklyn, N.Y. A na
tive of Germany, he was a naturalized
U.S. citizen. Surviving is his widow,
Louise.
Pensioner John W.
Fitchett, 70, passed
away in the Horn
Harbor Nursing
Home, Mathews, Va.
on Apr. 27. Brother
Fitchett joined the
Union in the port of
Norfolk in 1959 sail
ing as an engineer and captain for the
Chesapeake and Ohio Railroad from
1926 to 1963. He served on the 1965
Polls and Tallying Committee for
elected delegates of the Railroad Ma
rine Region of the IBU Convention.
Boatman Fitehett also worked for the
U.S. Lighthouse Service. Surviving are
a son, John; a daughter, Mrs. Irene
Billets of Seal Beach, Calif., and a sister,
Mrs. M. J. Green of Ocean View, Va.
5 *
James IVI. Farlow,
56, died of injuries
from an explosion
aboard the Interstate
Barge No. 12 at the
Gulf Oil Refinery on
the Schuykill River
near Philadelphia on
Apr. 9. Brother Farlow joined the Union in the port of Phil
adelphia in 1968 sailing as a tankerman
and barge captain for the Delmarva Oil
Transportation Co. and for the Inter
state Oil Transportation Co. from 1967
to 1977. He was a veteran of the U.S.
Army in World War II. A native of
Salisbury, Md., he was a resident of
Princess Anne, Md. Burial was in Asbury Cemetery, Princess Anne. Surviv
ing are his widow, Virginia and a step
son. Richard L. Bloodsworth.
Elias J. Luostari,
53, died of a heart
attack in St. Mary's
Hospital, Duluth,
Minn, on May 2.
Brother Luostari
joined the Union in
the port of Chicago
w,
in 1962 sailing as a
tug oiler and deckhand for the Great
Lakes Dredge and Dock Co. from 1962
to 1977 and for the Hannah Inland
Waterways Inc. on the tug William W.
Stender from 1969 to 1976. He was a
veteran of the U.S. Army in World War
LL Born in Wakefield, Mich,, he was a
resident of Lake Nebagamon, Wise.
Cremation took place in the Park Hill
Crematory, Duluth. Surviving .are his
widow, Eleanor; a daughter, Cheryl of
Wenthworth, Wise.; his parents, Mr.
and Mrs. Elias E. Luostari of Massa
chusetts; a foster daughter, Deborah,
and f
'oster sons, Francis, Robert,
Lon
/ LUU / June 1977
Pensioner Johnnie
E. Hudgins, Sr., 65,
died of heart failure
in Eastern State Hos
pital, Williamsburg,
Va. on May 12.
^ Brother Hudgins
'^joined the Union in
« the port of Norfolk
in 1960 sailing as a mate and tug cap
tain for the Penn-Central Railroad from
1936 to 1962. He was born in Diggs,
Va. and was a resident of Mathews
County, Va. Burial was in Milford
Cemetery, Mathews. Surviving are a
son, Johnnie of Mathews; a daughter,
Deborah, and a brother, C. F. Hudgins
of Norfolk.
Stephen F. Murawski, 60, died of a
heart attack in San
Juan, P.R. on May
13. Brother Murawski joined the Union
in the port of Norfolk
in 1968 sailing as a
cook for the Gulf At
lantic Towing and Transportation Co.
(GATCO) from 1967 to 1977. He also
worked for the Jacksonville (Fla.) Ship
Chandlery Co. from 1964 to 1966.
Brother Murawski was a retired U.S.
Air Force veteran of World War II.
Born in Baltimore, he was a resident of
Jacksonville. Cremation took place in
the Giddens-Griffith Crematorium,
Jacksonville. Surviving are his widow,
Gladys, and two daughters, Linda and
Susan.
Pensioner Stanley
Paul, 70, died of can
cer in the Fairview
(Ohio) General Hos
pital on Mar 31.
Brother Paul joined
the Union in the port
of Cleveland in 1956
sailing 21 years as an
oiler and dredgeman for the Great
Lakes Dredge and Dock Co. from 1961
to 1972 on the Dredge Alaska of Bay
City, Mich. He was born in Lyndhurst,
N.J. and was a resident of Fairview
Park, Ohio. Burial was in Sunset Mem
orial Park Cemetery, North Olmstead,
Ohio. Surviving are his widow, Helen,
and a sister, Mrs. Theresa Gittinger of
North Olmstead.
Pensioner Wayne
W. Weston, 73,
passed away on Apr.
11. Brother Weston
joined the Union in
the port of Sault Ste.
Marie, Mich, in 1961
sailing 27 years for
the Great Lakes
Dredge and Dock Co., the Dravo Corp.,
and the Peter Kuiwit Sons Co. A native
of Baymills, Mich., he was a resident of
Brimley, Mich. Surviving are his widow,
Gertrude and a son, Richard.
Louis D. Gilmore died on July 13,
1976. Brother Gilmore joined the SIU
in 1947 in the port of Mobile. He also
sailed during World War II. Surviving
is his widow.
George C. Stone, 69, passed away
from a brain tumor at the Corny Brook
Hospital in Pasadena, Newfoundland,
Canada on Mar. 30. Brother Stone
sailed from the port of Boston for 40
years until 1968. He was a resident of
Brooklyn, N.Y. until that year. Sur
viving is his widow, Mary; a son, Almon; five grandchildren, and two great
grandchildren.
Pensioner Thomas
Barich, 84, died of
heart failure in the
U.S. Veterans Ad
ministration Lake
side Hospital, ChiBrother Barich
f
\
joined the Union in
the port of Detroit in 1960 sailing as a
bosun. He sailed 31 years and also
worked as a welder in a shipyard. Born
in Croatia, Yugoslavia, he was a nat
uralized U.S. citizen and was a resident
of Chicago. Burial was in Oakland
Memory Lanes Cemetery, Dolton, 111.
Surviving are a niece, Mrs. Ann M.
Kokoszynski, and a nephew, Michael A.
Kokoszynski, both of Chicago.
Pensioner Henry
L. Bramer, 73, died
of kidney failure in
the Munson Medical
Center, Traverse
City, Mich, on May
17. Brother Bramer
joined the Union in
the port of Elberta.
Mich, in 1953 sailing as an oiler for the
Ann Arbor Railroad Co. He was born
in Frankfort, Mich, and was a resident
there. Interment was in the Gilmore
Township Cemetery, Benzie County,
Mich. Surviving is his widow, Laura.
Pensioner Fred F.
Kallstrom, 67, died
of a heart attack in
the Doar County
Memorial Hospital,
Sturgeon Bay, Wise,
on Apr. 18. Brother
Kallstrom joined the
Union in the port of
Detroit in 1960 sailing as a chief stew
ard for McKee Sons. He sailed 30 years.
Born in Jefferson, Ohio, he was a resi
dent of Sturgeon Bay. Burial was in the
Bayside Cemetery, Sturgeon Bay. Sur
viving is his widow, Tessie.
Carleton J. "Caril**
Amundson, 51, died
in a Helsinki, Fin
land hospital on May
22 while a crewmember of the SS Carter
Braxton (Waterman).
Brother Amundson
joined the SIU in
1944 in the port of Mobile and sailed
as a bosun. He was born in Sandstone,
Minn, and was a resident of Minneap
olis. Surviving are his mother, Mrs.
Lena E. Teich, and a sister, Mrs. Marlene L. Nelson, both of Minneapolis.
Pensioner Aionzo
"Lonnie" Bettis, 65,
died on May 30.
Brother Bettis joined
the SIU in 1946 in
' the port of Philadel* phia sailing as a
cook. He sailed for
' 33 years. Seafarer
Bettis was born in Gosport, Ala. and
was a resident of Mobile. Surviving are
his widow, Vivian; two sons, Lonnie
and Robert, and three daughters. Da
phne, Hattie and Jeanne.
Pensioner Carl I.
Copper, 62, died on
June 8. Brother Cop
per joined the SIU in
1946 in the port of
New York sailing as
a chief steward. He
was a veteran of U.S.
Navy aircraft carrier
action during World War 11. Born in
Indiana, he was a resident of Zephryhills, Fla. Surviving are his widow, Ila;
two sons, Hal and Carl, and a daughter,
Mrs. Lynda Hicks.
Pensioner Carl De
Marco, 78, passed
away on June 7.
Brother De Marco
joined the SIU in
1944 in the port of
New York sailing as
a cook. He was a vet
eran of the U.S.
Army Infantry Corps in World War I.
Seafarer De Marco was born in Pal
ermo, Italy and was a naturalized U.S.
citizen. He was a resident of Miami
Beach, Fla. Surviving are his widow,
Jennie, and a son and daughter-in-law,
Mr. and Mrs. Louis De Marco of New
York City.
Clarence L.Schimmelpfennig died of
cancer in the Balti
more USPHS Hos
pital on Mar. 7.
Brother Schimmelpfennig joined the Un
ion in the port of De
troit in 1965 sailing
as a cook for the Reiss, American and
Boland Steamship Companies. He was
a veteran of the U.S. Army in World
War II. Laker Schimmelpfennig was a
Pensioner Fred
resident of Moran, Mich. Surviving is a
England, 69, passed
sister, Mrs. George (Viola) J. Pulsipher
away on June 3.
of Saline, Mich.
Brother England
Frank T. Senich,
joined the SIU in
I' 59, died of lung can
1938 in the port of
cer in the Cleveland
New York sailing as
(Ohio) Memorial
. a deck engineer. He
General Hospital on
' 1 sailed for 34 years.
Apr. 11. Brother Sen A native of Missouri, he was a resident
ich joined the Union of Cassville, Mo. Surviving are a son,
in the port of Detroit Ray of Tulsa, Okla.; his mother, Kate,
in 1960 sailing as a and a sister, Mrs. Mabel E. Anderson,
fireman-watertender for the Kinsman both of Seattle.
Marine Steamship Co. He sailed 17
years and was a veteran of the U.S.
Pensioner Damaso
Army in World War II. A native of
De Jesus, 62 died.
Cleveland, he was a resident of BrecksHe joined the SIU in
ville, Ohio. Interment was in St. Theo1938 in the port of
dosius Cemetery, Brooklyn, Ohio.
New York and sailed
Surviving is a sister, Mrs. Rose S.
as a bosun. Brother
Grossnickle of Brecksville.
De Jesus sailed 40
Kevin Menz was lost overboard off a
years and was on the
National Marine Service barge on May
picket line in the
27. Brother Menz worked for the com 1961 N.Y. Harbor strike and the 1965
pany from 1976 to 1977 and also for District Council 37 beef. He was bom
the Inland Tug Co. last year. His body in Puerto Rico and was a resident of
was not recovered and he was presumed Fajardo, P.R. Burial was in Puerto
to have drowned.
Rico. Surviving is his widow, Luisa.
�Pensioner Santiago
H. Rosario, 74, died
of a heart attack on
May 17. Brother RoI sario joined the SIU
in 1947 in the port of
Baltimore sailing as
_J a fireman-watertender and in the stew
ard department for 32 years. He re
ceived a Union Personal Safety Award
in 1960 for sailing aboard an accidentfree ship, the SS Frances. And he was a
1959 lifeboat graduate of the Andrew
Furuseth Training School, Brooklyn,
N.Y. A native of San Juan, P.R., he was
a resident of Santurce, P.R. Burial was
in the Rio Piedras (P.R,) Cemetery.
Surviving are his widow, Maria, and a
daughter, Sandra.
Howard F. Starbuck, 67, died on
Mar. 14. Brother
Starbuck joined the
SIU in 1941 in the
port of New York
and sailed as a bo7
sailed 34
years. Seafarer Starbuck was born in Tama, Iowa and was
a resident of Torrance, Calif. Surviving
are his widow. Fern; a stepdaughter,
Judy Ann Shepherd, and a sister, Anna
of Los Angeles.
William H. Johnson, 55, died of can•
f
cer in the U.S. Naval
Regional Medical
Center, Portsmouth,
Va. on May 2. Broth
er Johnson joined the
SIU in the port of
Norfolk in 1965 sail
ing as a cook. He sailed 20 years. Sea
farer Johnson was a veteran of the U.S.
Navy in World War II. Born in Jack
son, Ga., he was a resident of Chesa
peake, Va. Cremation took place in the
Lynnhaven Crematorium, Virginia
Beach, Va. Surviving are his widow,
Jeanette of Norfolk; five sons, George,
Rod, Tony, Gregory and Grandison,
and seven daughters, Yvonne, Theresa,
Jeanette, Mamie, Mary, Denise and
Andra;
Jay W. Savage, 53,
died on Mar. 27.
Brother Savage
joined the SIU in
1944 sailing as an
sailed for 35
years. Born in Missouri, he was a resi•H A flHident
of New York
City. Surviving is his widow, Gertrude.
Pensioner Herman
E."Tommy" Thomp
son, 52, died of can
cer in the San An
tonio Community
Hospital, Upland
Calif, on Apr. 28.
Brother Thompson
joined the SIU in
1942 in the port of Mobile sailing as
an AB. He was born in Grand Cayman,
B.W.I., was a naturalized U.S. citizen
and was a resident of Ontario, Calif.
Burial was iii Georgetown Cemetery,
Grand Cayman. Surviving are two sis
ters, Mrs. Ted C. (Pearl) Carrigan of
Ontario and Mrs. Leon (Iris I.) Dusa of
Cadillac, Mich.
Raymond I. Perez died in Seattle in
June. Brother Perez sailed 28 years. He
sailed in the inland field from 1970 to
1977.
Pensioner Lester
C. Long, 70, died of
a heart attack in the
Martinsburg (W.Va.)
Veterans Adminis
tration Hospital on
! May 6. Brother Long
joined the SIU in
1947 in the port of
Norfolk sailing as a bosun. He sailed
24 years and was a veteran of the U.S.
Air Force in World War II. Seafarer
Long was born in Martinsburg and was
a resident there. Cremation took place
in the J. William Lee Crematorium,
Washington, D.C. and interment was
in Rosedale Cemetery, Martinsburg.
Surviving are his mother, Mazzie of
Martinsburg; a brother. Perry, also of
Martinsburg, and two sisters, Mrs. Lil
lian M. Elliott of Cobb Island, Md. and
Mrs. Alice M. Jenkins of Martinsburg.
Pensioner John D.
McDaniel, 76, died
of pneumonia in the
l-;
T
Blount Memorial
Hospital, Maryville,
Tenn. on Apr. 15.
Brother
McDaniel
joined the SIU in
1947 in the port of
Norfolk and sailed as a bosun. He sailed
23 years. Born in Danville, Va., he was
a resident of Maryville. Burial was in
Highland Park Cemetery, Danville.
Surviving are a son, Jamie of Danville;
a brother, Carson of Washington, D.C.,
and a sister, Mrs. B. B. (Virginia L.)
Foster of Oak Ridge, Tenn.
Pensioner Rodolfo
I. Rodriguez, 56,
1 died in January 1976.
' I Brother Rodriguez
joined the SIU in
1947 in the port of
New York sailing in
the steward depart
ment for 33 years.
He walked the picket line in both the
1961 Greater N.Y. Harbor strike and
the 1962 Robin Line beef. A native of
Manila, the Philippines, he was a resi
dent of Brooklyn, N.Y. Burial was at
sea off the SS Falcon Princess (Falcon
Tankers). Surviving are his widow,
Purita; a son, Roderick, and a sister,
Mrs. Bettina R. Umahi of Manila.
Larry D. Olson,
41, drowned on May
7. Brother Olson
joined the SIU in the
port of Detroit in
1961 sailing as an
oiler. He sailed 18
years. Laker Olson
attended a 1969
Maritime Trades Department Conven
tion in Atlantic City, N.J. Also, he was
a veteran of the post-World War II
U.S. Army. A native of Ellison Bay,
Wise., he was a resident there. Surviv
ing are his parents, Mr. and Mrs. Gil
bert Olson of Ellison Bay.
Pensioner Joseph
E. "Hunry" Wilaszak, 64, died of lung
failure in the San
Francisco USPHS
Hospital on Mar. 29.
Brother Wilaszak
joined the SIU in
7
1944 in the port of
Baltimore sailing as a chief steward. He '
sailed 29 years. A native of Palmer,
Mass., he was a resident of Hay ward,
Calif. Burial was in Mater Dolorosa
Cemetery, South Hadley, Mass. Sur
viving are his parents, Mr. and Mrs.
Vincent and Sophie Wilaszak of Holyoke, Mass., and a sister, Mrs. Helen
Brach, also of Holyoke.
John M. Schoch,
61, died on May 15.
Brother Schoch join
ed the SIU in the
port of Baltimore in
1956 sailing as a
chief electrician. He
helped to organize
the Atlantic Refining
Co. in 1952 and was on the picket line
in both the Bull Line strike and the
American Coal Co. beef in 1956 and
on the Wilson Line and Curtis Bay
Towing Co. strikes. Seafarer Schoch
also sailed during the Vietnam War and
was a veteran of the U.S. Navy in
World War II. A native of Brockaway,
Pa., he was a resident of Hazel Park,
Mich. Surviving are his widow, Jose
phine of Dubois, Pa.; a son, Keith; his
mother. Pearl of Brockaway and a sis
ter, Mrs. Paul (Lucille) Walsh of Hazel
Park.
Joseph P. "Joe" Rowland, 50, died
of a cerebral shock in the Veterans Ad
ministration Hospital, Nashville, Tenn.
on Apr. 6. Brother Rowland joined the
Union in the port of St. Louis, Mo. in
1975 sailing as a barge lead deckhand
for the Orgulf Transportation Co. from
1973 to 1975 and for the Inland Tug
Co. from 1975 to 1977. He was a vet
eran of the U.S. Navy in World War II.
Born in Kentucky, he was a resident of
Princeton, Ky. Interment was in the
Rowland Cemetery, Caldwell County,
Ky, Surviving arc his widow, Thelma;
a son, Rickey of Lincoln Park, Mich.;
a daughter, Mrs. Leonard (Vickie Jo)
Banasiak, al^o of Lincoln Park; his
parents, Mr. and Mrs. Paul and Violet
Rowland, and a sister, Mrs. Glenn
Bright, all of Princeton.
Pensioner Porter P. Carroll, 76, died
of a heart attack on Apr. 8. Brother
Carroll joined the Union in Port Arthur,
Tex. in 1961 sailing as an engineer for
the D. M. Picton Co. of Port Arthur
from 1944 to 1966. Boatman Carroll
was a veteran of the U.S. Army in
World War II. A native of Quintana,
Tex., he was a resident of Beaumont,
Tex. Burial was in the Olvin (Tex.)
Memorial Cemetery. Surviving are his
widow, Ethel, and two daughters, Mrs.
Eleanor Goodridge of Beaumont, and
Mrs. Eileen Holland.
James W. Robert
son, 48, died on May
18. Brother RobertI son joined the SIU in
1946 in the port of
New York sailing as
a fireman-watertender and OMED. He
upgraded to QMED
at the Harry Lundeberg School of Sea
manship at Piney Point, Md. in 1967
and took engineering training at the
HLSS in 1969. Seafarer Robertson was
a veteran of the post-World War II U.S.
Army. Surviving are two sisters, Mrs.
Hazel Nester and Lucille,'both of Nor
folk.
Pensioner Hilliard
L. Trahan, 68, died
of heart failure in the
Orange (Tex.) Me
morial Hospital on
May 1. Brother Trahan joined the SIU
^j|| in 1938 in the port
of Galveston sailing
as an oiler. He was a veteran of the preWorld War II U.S. Army. Born in Lou
isiana, he was a resident of Orange.
Interment was in Forest Lawn Memo
rial Park Cemetery, Orange. Surviving
is a sister, Mrs. Wilfred (Bessie Mae)
White of Orange.
Earl L. Bryant, 56, died at home in
Paducah, Ky. on Nov. 4, 1976. Brother
Bryant joined the Union in the port of
Paducah in 1975 sailing as a deckhand
for National Marine Service, Inland
Tug Co., and for the Orgulf Co. from
1973 to 1976. Boatman Bryant was
born in Clarksville, Tenn. Burial was in
the Maplewood Cemetery, McCracken
County, Ky. Surviving are his parents,
Mr. and Mrs. Joseph Bryant; two
daughters, Mrs. Gaston (Sharon) L. B.
Mounce of Duncanville, Tex., and Mrs.
Ted (Patricia) A. Foreman of Grand
Saline, Tex., and a nephew, Dave B.
O'Bannon.
SS Newark's Final Farewell
To the words of the English poet Alfred Lord Tennyson's "Crossing the'Bar",
Seafarers of the SS Newark (Sea-Land) said their final farewells to Brother
0. A. Morrison as a funeral service was read and his ashes scattered on the
sea on Mar. 31 at Latitude 54 degrees N., Longitude 137 W.
June 1977/ LOG / 33
�Don't Buy Coors Beer, Croft Metals Boycotts Set by AFL-CIO
A nationwide boycott of Coors beer
has been called for unanimously by the
AFL-CIO Executive Council.
The boycott compaign against the
Adolph Coors Beer Co, of Golden,
Colo, was triggered by a strike of the
state's 1,500 members of the Brewery
Workers Local 366 on Apr. 5. The di
rectly-affiliated union is seeking re
newal of a contract which expired on
Dec. 31.
The anti-union firm caused the walk
out by proposing, in a new contract,
56 reasons why a union worker could
be disciplined or fired. And the firm is
trying to deny members grievance pro
cedures to rectify unjust firings and
discipline.
Included in the Coors' demands was
the stipulation that would let a super
visor order a production worker to take
a lie detector test and physical examina
tion.
When the. company refused collec
tive bargaining on these issues, the local
filed unfair labor practice charges with
the National Labor Relations Board.
At mediation on Apr. 19, Coors said
it was rescinding the union shop clause
in the contract. Since then the company
has hired scabs.
"The company," (which in 1975
earned $41-million in profit after taxes),
AFL-CIO chief George Meany stated,
"is clearly determined to try to bust the
union.
"The success of the Coors boycott
depends upon the wholehearted cooper
ation and full support of every union
member, his family, his friends and
neighbors," he declared.
"This is clearly the struggle of all
workers and all union members. This
boycott will remain in effect until a fair
and decent collective bargaining agree
ment is reached."
num doors, shower stalls and doors and
other home .building products — has
been asked for by the AFL-CIO and
the United Brotherhood of Carpenters
Union.
After five fruitless years of trying to
get a union contract with Croft, 500
of the firm's 800 employes went out on
strike on Jan. 16.
Iowa Beef Processors
Also, out in Dakota City, Neb., the
2-million members of the AFL-CIO
Food and Beverage Trades Department
spiritually joined the 2,000 striking
The meatcutters struck to close up
the $1 an hour wage gap between Iowa
Beef and other major meat producers
with union contracts. The union has
asked the National Labor Relations
Board for relief from certain unfair
labor practices by the company. Before
the strike, there was a five-week ex
tension of the contract and intervention
by the Federal Mediation and Concilia
tion Service.
Ventriioquisf' is No Dummy
Croft Metals
In a related development, another
U.S. don't buy boycott of Croft Metals
of Magnolia, Miss.—makers of alumi
Seventy-one cents of every dollar spent in shipping on American-flag vessels
remains in this country, making a very substantial contribution to the national
balance of payments and to the nation's economy.
Use U.S.-flag ships. It's good for the American maritime industry, the Ameri
can shipper, and America.
KNOW YOUR RIGHTS
Ventriloquist Jerry Goodspeed is now doubling as an OS aboard the Afoundria
(Sea-Land). Between watches he entertains the men with his two little friends.
Accomplished world travelers, they surprised residents in India last year when
they learned how to speak Hindi. Brother Goodspeed graduated from the HISS
trainee program in 1976. While at the school, he performed for children in the
nearby Lexington Park, Md. Day Care Center and then carried the act over
onto his first voyage aboard the SlU-contracted Williamsburg. He taught him
self ventriloquism when he was 10 years old.
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District arc administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the shipowners. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Uriion and the shipowners, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requested. The proper address for this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
ship. Know your contract rights, as well as your obliga
tions, such as filing for OT on the proper sheets and in
34 / LOG / June 1977
workers of Iowa Beef Processors who
are members of the Amalgamated Meat
Cutters and Butcher Workmen Local
22.
the proper manner. If, at any time, any SIU patrolman
or other Union official, in your opinion, fails to protect
your contract rights properly, contact the nearest SIU
port agent.
EDITORIAL POLICY — SEAFARERS LOG. The
Log has traditionally refrained from publishing any ar
ticle serving the political purposes of any individual in
the Union, officer or member. It has also refrained from
publishing articles deemed harmful to the Union or its
collective membership. This established policy has been
reaffirmed by membership action at the September, 1960,
meetings in all constitutional ports. The responsibility for
Log policy is vested in an editorial board which consists
of the Executive Board of the Union, fhe Executive
Board may delegate, from among its ranks, one individual
to carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone at
tempts to require any such payment be made without sup
plying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to headquarters.
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
EQUAL RIGHTS. All Seafarers are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no Seafarer may be discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
' denied the equal rights to which he is entitled, he should
notify headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing but not limited to furthering the political, social and
economic interests of Seafarer seamen, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and the
advancement of trade union concepts. In connection with
such objects, SPAD supports and contributes to political
candidates for elective office. All contributions are vol
untary. No contribution may be solicited or received
because of force, job discrimination, financial reprisal, or
threat of such conduct, or as a condition of membership
in the Union or of employment. If a contribution is made
by reason of the above improper conduct, notify the Sea
farers Union or SPAD by certified mail within 30 days of
the contribution for investigation and appropriate action
and refund, if involuntary. Support SPAD to protect and
further your economic, political and social interests,
American trade union concepts and Seafarer seamen.
If at any tinie a Seafarer feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor
mation, he should immediately notify SIU President Hall
at headquarters by certified maii, return receipt requested.
�12'A' Seniority Upgraders
William Lough
Rex A. Rayner
David Goyette
Seafarer William
Lough, 24, has been
shipping out with
the SIU ever since
he graduated the
entry rating pro
gram at the Lundeberg School in
1974. A member of
the deck depart
ment, Brother Lough upgraded to AB in
1976. He was born and raised in Flor
ida, and now lives in Coconut Grove,
Fla. He ships from the port of New
Orleans.
Seafarer Rex A.
Rayner, 23, gradu
ated from the Harry
Lundeberg School
Trainee Program in
1973 and has sailed
with the SIU in the
deck department
ever since. In 1976
he returned to Piney
Point to earn his A B ticket. During May
of this year, he took the Basic Cardiac
Life Support course. Brother Rayner
was born in Torrance, Calif, and raised
in Jacksonville Beach, Fla. He lives in
New Orleans and ships out of that port.
Seafarer David
X Goyette, 24, first
sailed with the SIU
in 1971 after graduating from the
Lundeberg School.
He ships out in the
deck department
^^and earned his AB
' V ticket at the Lunde
berg School earlier this year, fie also
completed the Basic Cardiac Life Sup
port course. Brother Goyette was born
in New York, N.Y. and lives in Beltsville, Md. He ships out of the port of
New York.
Charles Johnson
Seafarer Charles
Johnson, 33, has
been shipping out
with the SIU ever
since he graduated
from the Andrew
Furuseth Training
School in 1961.
After sailing in the
black gang for sev
eral years, he got his FOWT endorse
ment and lifeboat ticket through the
Harry Lundeberg School in 1968.
Brother Johnson was born in New York
City, shipping out from that port. While
taking the "A" seniority upgrading
course, he successfully earned his Basic
Cardiac Life Support card.
James Mann
. Seafarer James
Mann, 23, gradu
ated from the Harry
Lundeberg School
entry rating pro
gram in 1973. A
member bf the
steward depart
ment, he upgraded
twice at Piney
Point, earning his third cook's endorse
ment and then his cook and baker's en
dorsement. He also finished the Basic
Cardiac Life Support Course while at
the HLSS for the "A" seniority pro
gram. Brother Mann was born in Teaneck, N.J. He lives in Ramsey, N.J. and
ships out of the port of New York
Dan Marcus
Tomas Rodriguez
David Timmons
Seafarer Earl T.
Holman, 56, started
shipping with the
SIU in 1970 after
serving for 20 years
on U.S. Navy "pigboats" (subs). In
1974 he went to the
Harry Lundeberg
School to earn his
QMED and tankerman endorsements.
He took the Basic Cardiac Life Sup
port course while at Piney Point for the
"A" seniority program. Brother Hol
man was born in Tuscalosa, Ala. and
now lives near San Francisco. He ships
out from the port of San Francisco.
Seafarer Tomas
Rodriguez, 23, first
shipped out in 1974
after attending the
Lundeberg School
Trainee Program. A
member of the black
gang, he returned
to Piney Point in
^ 1976 to get an
FOWT endorsement. While attending
the "A" seniority program, he finished
the Basic Cardiac Life Support course.
A native and resident of Puerto Rico,
Brother Rodriguez was born in Mayaguez and lives in Rio Piedras. He ships
out of the port of San Juan.
Seafarer David
Timmons, 22, went
through the Trainee
Program at the
Harry Lundeberg
School in 1973.
Since then he has
shipped out with
the SIU in the enI gine department. He
upgraded in 1977 taking the HLSS
pumproom operation maintenance
course and recently took the Basic
Cardiac Life Support course as well. He
holds an FOWT ticket. Brother Tim
mons was born in Corpus Christi, Tex.,
was raised in Hurley, Miss, and makes
his home in New Orleans. He ships out
of New Orleans.
Vincent Tatesnre
Seafarer Vincent
Tatesure, 20, sails
with the SIU in the
engine department.
He made his first
trip in 1973 after
completing the
Trainee Program at
the Harry Lunde
berg School. In
1975 he upgraded to FOWT at Piney
Point. During the current "A" seniority
course, he got his Basic Cardiac Life
Support ticket. A native and resident of
Brooklyn, N.Y., Brother Tatesure ships
out from the port of New York.
... for SIU members with Alcohol problem
For our own sakes, then, we have
plenty of good reasons for wanting our
alcoholic brother to take advantage of
the Seafarers Alcoholic Rehabilitation
Center and begin his recovery.
But sometimes .it is easy to overlook
the best and most basic reason for want
ing to help the alcoholic recover. This
reason is our commitment to the wel
fare of every. Seafarer and Boatman
because they are our Union brothers.
As we complain and mutter about "that
DEEP SEA
Earl T. Holman
Seafarer Dan
Marcus, 23, first
shipped out with
the SIU in 1972
after graduating
from the HLSS en
try rating course. In
1976, he went back
to the School to earn
his AB ticket. A member of the deck
department, he also has his Basic Car
diac Life Support ticket. Brother Mar
cus waj born and raised in Baltimore,
Md. where he still lives, shipping out of
that port.
c jSrotherhood in Action
As Seafarers and Boatmen who live
and work in close contact with our
brothers who have alcoholism, we are
all familiar with the effect this disease
has on each of us. We know the prob
lems that missed watches, unfinished
work and unsafe work habits create.
There is no denying the aggravation
and inconvenience to each of us that
the alcoholic causes.
Michael Knithe
Seafarer Michael
Kuithe, 24, finished
the Trainee Pro
gram at the HLSS
in 1973 then went
to sea with the SIU.
He earned his AB
ticket back at the
School in 1976.
During the "A"
seniority program. Brother Kuithe, a
member of the deck department, fin
ished the Basic Cardiac Life Support
course. Brother Kuithe was born in St.
Louis and makes his home in St. Louis,
but he ships out of all SIU ports.
drunk", and the problems he causes,
we may forget what the alcoholic him
self is suffering.
It's important to remember that the
outward symptoms of alcoholism seem
to be shiftlessness, irresponsibility,
carelessness and, of course, drunken
ness. But the symptoms the alcoholic
suffers insfde himself are much worse
than the irritation he causes us.
Inside, our alcoholic brother is feel
ing terrible fears, deep anxieties, and a
lot of guilt and self hatred. In addition
to this mental pain, he is seriously phys
ically ill. Death or a mental breakdown
are very real possibilities for his im
mediate future.
No true trade unionist could aban
don a brother to this suffering. The im
proved wages and working conditions
we have won through union solidarity
will mean nothing to a man suffering
the way an alcoholic suffers.
Mitchell Hartshorn
Seafarer Mitchell
Hartshorn, 23,
completed the
trainee course at
the Harry Lunde
berg School in
Piney Point in 1974,
finishing the third
cook's training at
the same time. He
has been sailing with the SIU in the
steward department ever since. He also
has hiscard for Basic Cardiac Life Sup
port. Brother Hartshorn, a native and
resident of the state of Washington,
now lives in Seattle and ships out of
that port.
Alcoholic Rehobilitotion Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and counseling
records will be kept strictly confidential, and that they will not be kept
anyw/icfc except at The Center.
Name
Book No.
I
I
Address
(Street or RFD)
(City)
(State)
(Zip)
j
I
I
Telephone No
Mail to; THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, (301) 994-0010
This, then, is the most basic reason
for the Seafarers Alcoholic Rehabilita
tion Center. It's the most basic reason
for our commitment, as SIU members,
to helping our alcoholic brothers re
cover from their illness. None of us, as
I
trade unionists and SIU members, will
have achieved our final goal until every
brother is able to enjoy the better way
of life which we are working so hard
to build for ourselves and our fellow
members.
June 1977 / LOG / 35
�The Harry Lundeberg
School of Seamanship
"/or a better job today^ and job security tomorrow. 99
AB Endorsement Means Better Pay^ Security
How does a young ordinary seaman get
a belter job, better pay and increased job
security all at once? Simple! He upgrades
•to Able-Seaman through the Lundeberg
School's four-week long vocational pro
gram leading to this important endorse
ment.
In fact, there's no better time than right
now to get your AB ticket because ship
ping has been excellent and there are a
wide range of job opportunities available
to SIU members holding this endorse
ment.
The Lundeberg School will conduct its
next Able-Seaman Course beginning Au
gust 4, 1977. Check the course require
ments below, and if you qualify, simply
fill out an Upgrading Application and
send it to the HLSS Vocational Education
Department.
' There are still plenty of openings avail
able for th(^ course. But send in your ap
plication as soon as possible to insure a
seat in the class.
The opportunity to upgrade to a better
job is easily acccssable to you. But it is
up to you to take advantage of this op
portunity. Don't delay any longer.
Course Requirements
• You must be 19 years of age.
• You must pass a physical.
• Must have normal color vision.
• Must have, either with or without
glasses, at h'ast 20/20 vision in one eye,
and at least 20/40 in the other.
• Must either have or first complete
the .separate Lifeboat Course offered at
the School.
• For the endorsement of Able-Seaman
12 Months Any Waters, you must have
12 months seatime as ordinary seaman,
or eight months seatime if you are an
HLSS graduate.
Seafarers upgrading to Able-Seaman learn wire splicing as part of their on-thejob training.
LUNDEBERG UPGRADING APPLICATION
Seafarers Jim Gilmartin and Keith O'Brien, enrolled in the current AB Course,
get some on-the-job training on the Lundeberg Sehool's schooner.
Do you hold a letter of completion for Lifeboat:
• Yes • No;
j
Firefighting: • Yes • No
**Iame_
Date of Birth(Last)
(First)
Dates Available for Training
(Middle)
Mo. /Day/Year
Address.
(Refer to Directory for all course listings.)
(Street)
I Am Interested in the Following Course (s)
Telephone #(City).
(State)
Deepsea Member LD
[
I
'
(Zip Code)
(Area Code)
Inland Waters Member •
Lakes Member Q
Seniority
Book Number
Date Book
Was ls.sued
Port Issued-
Endorsement(s) Now Held-
Social Security #.
Piney Point Graduate: • Yes
Entry Program: From
RECORD OF EMPLOYMENT TIME—(Show only amount needed to up
grade in rating noted above or attach letter of service, whichever is applicable.)
Port Presently
Registered In-
VESSEL
RATING
HELD
DATE
SHIPPED
DATE OF
DISCHARGE
No • (if so, fill in below)
to.
Endorsement (s) Received
(Dates Attended)
SIGNATURE.
DATE-
Jpgrading Prograrri:
From.
.to.
_ Endorsement (s) Received —
(Dates Attended)
RETURN COMPLETED APPLICATION TO;
LUNDEBERG UPGRADING CENTER,
PINEY POINT, MD. 20674
I
I
I
I
I
I
!
.J
36 / LOG / June 1977
-
- ->—- -
�Steward
Department
All Steward Department Courses
Lead To Certification Bv HLSS.
CHIEF STEWARD
The course of instruction is six weeks
long and covers all phases of steward
department management and operation.
Course Requirements; All candi
dates must have scatime and/or
training in compliance with one of
the following:
• Throe years seatime in a rating
above 3rd cook or assistant cook OR
• Six months seatime as 3rd cook or
assistant cook, six months seatime as
cook land baker, six months seatime
as chief cook and hold HLS certifi
cates of completion for each pro
gram OR
• 12 months seatime as 3rd cook or
assistant cook, six months seatime as
cook and baker, six months seatime
as chief cook and hold HLS certifi
cates of completion for the cook and
baker and chief cook programs OR
• 12 months seatime as 3rd cook or
assistant cook, 12 months seatime as
cook and baker, and six months sea
time as chief cook and hold an HLS
certificate of completion for the
chief cook program.
Starting dates: July 7, Aug. 18, Sept.
29, and ISov. 10.
Directory of All
Upgrading Courses
|t>EEPSEA, LAKES COURSES
•
"
•
•
•
Deck Department
Ablc-scaman, 12 Months Any
Waters
Able-seaman, Unlimited Any
Waters
Lifeboalman
Quartermaster
FOWT
Th»' course is four weeks in le ngth and
leads to endorsemi't as Fireman, Watertender, and/or Oiler.
Course Requirements: If you have
a Wiper endorsement only, you
must:
• Be able to pass the prescribed physi
cal, including eyesight requirements
• Have six months seatime as Wiper,
OR
Be a graduate of HLS at Piney Point
and have three months seatime as
Wiper
• If you have an engine department
rating there are no requirements.
Starting dates: July 7, Sept. 29.
WELDING
The course of instruction in basic weld
ing consists of classroom and on-the-job
training including practical training in
CHIEF COOK
He's a Chief Cook
The course of instruction is six weeks
in length and students specialize in the
preparation of soups, sauces, meats, sea
foods, and gravies.
Course Requirements: All candi
dates must have seatime and/or
training in compliance with one of
the following:
• 12 months seatime as cook and baker
OR
• Three years seatime in the steward
department, with six months as 3rd
cook or assistant cook and six
months as cook and baker OR
• Six months seatime as 3rd cook or
assistant cook and six months as
cook and baker OR
• 12 months seatime as 3rd cook or
assistant cook and six months sea
time as cook and baker and hold a
certificate of completion for the HLS
cook and baker training program.
Starting dates: June 9, Jtily 21, Sept.
1, Oct. 13, and ISov. 25.
Note: Courses and starting dates are
subject to change at any time. Any
change will he noted in the LOG.
COOK AND BAKER
The course of instruction is six weeks
in length and students specialize in the
selection and preparation of breakfast
foods, breads, desserts, and pastries.
Course Requirements: All candi
dates must have scatime and/or
Engine Department
Fireman, Oiler, Watertender
(FOWT)
QMED-^Any Rating i
Advanced Pumpman Procedures
Automation
LNG-LPG
Refrigerated Containers
Welder
Die.sel Kngines
Mariin- KKrlrical Maintenance
Pumprooni .Maintenance and
Operation
electric arc welding and cutting; and oxyacetylene brazing, welding and cutting.
On completion of the course, an HLS Cer
tificate of Graduation will be awarded.
Course Requirements:
• Engine department personnel must
have 6 months seatime in an engine
room rating
• Deck and steward department j)ersonel must hold a rating in their
department.
Starting dale: Sept. 19.
LNG/LPG
The course of instruction leading to
certification as LNG/LPG crew consists
of basic chemistry, lank and ship con
struction, gasification, reliquefication
procedures, inert gas and nitrogen sys
tems, instrumentation, safety and firefighting, loading, unloading and trans
porting LNG/LPG.
Course Requirements: Engine
room personnel must hold QMED
—Any Rating. Others, deck and
steward department personnel must
hold a rating in their department.
The normal length of the course is
four (4) weeks.
Starting date: ISov. 28.
Seafarer Gilbert Murray displays Chief Cook's endorsement he just achieved
by upgrading through the Lundeberg School's program for this rating.
training in compliance with one of
the following:
• 12 months seatime as a 3rd cook or
assistant cook OR
• 24 months in the steward depart
ment with six months as a 3rd cook
or assistant cook OR
• Six months seatime as 3rd cook or
assistant cook and hold a certificate
of completion from the HLS assist
ant cook training program.
Starting dates: June 9, 23; July 7,
21; Aug. 4, 18; Sept. 1,15, 29, and
Oct. 13,27.
Steward Departmeiil
Assistant X-ook
Cook and Baker
Chief Cook
Chief Steward
INLAND WATERS COURSES
•
•
•
•
Able-.Seaman
Pr»'-Towboat Operator
Original Towi)oat Operator
Master/Male Uninspected Ves
LIFEBOATMAN
The course of instruction is two weeks
in length and leads to the (^oast Guard
endorsement of Lifeboalman.
ASSISTANT COOK
The course of instruction is six weeks
in length and students specialize in the
selection and preparation of vegetables
and salads.
Course Requirements: All candi
dates must have 12 months seatime
in the steward department, OR
three months seatime in the steward
department and he a graduate of the
HLS entry rating program.
Starting dates: June 23, Aug. 4,
Sept. 15, Oct. 27, and Dec. 8.
sels Not Over 300 Gross Tons
Upon (Oceans
First Cla.ss Pilot
Radar Observer
Pre-Engineer Die.sel Engines
Assistant Engineer Uninspected
Motor Vessels
Chief Engineer Lninspected
Motor Ves.sels
Tanki-rman
Towboat inland Cook
Vessel Operator Management
and .Safety (!ourse
Course Requirements: Must have
90 days seatime in any department.
Starting dates: June 9, 23; July 7,
21; Aug. 4, 18; Sept. 1, 15, 29, and
Oct. 13, 27.
H.S. Equivalency Diploma
Available to All Members
Get the reading, writing and math
skills you need for job security and up
grading through the high school equiv
alency (General Educational Develop
ment) Program at the Harry Lundeberg
School. It only takes four to eight weeks,
and your Brothers who have gone through
this program can tell you that it's really
worth it!
Interested? Pick up a copy of the pre
test kit in your port or write to this
address:
Margaret Nalen, Director
Academic Education Department
Harry Lundeberg School
Piney Point, Md. 20674
When you complete the test, return it
to the Lundeberg School. HLS will tell
you the results and give you an estimate
of the length of time you'll need to com
plete the GED Program.
REMEMBER! This test is not to see
who scores high or low. It helps HLS de
sign a study program just for you—a pro
gram that will enable our teachers to
help you get your high school diploma as
soon as possible.
.So apply today. It's easy to qualify.
Just make sure that you have:
• One year of seatime.
• Are a member of the Union in
good standing.
Your cla.sscs will be small (usually just
six to eight students). You'll get lots of
individual help. And completing the GED
Program opens the door to the other edu
cational opportunities that the SIU has
for you. A high school diploma is the first
step towards qualifying for one of the
three scholarships for Seafarers that are
offered each year.
June 1977/ LOG / 37
�One of the most important courses the
Lundeberg School has to offer SIU Boat
men will begin Aug, 1, 1977. The course
leads to a Coast Guard license as first
class pilot.
The course includes both classroom in-
Guiding A Ship on Buffalo R,
struction and on-the-job training on the
Lundeberg School's pushboat. Students
will be trained in inland rules of the road;
pilot rules applicable to the student's lo
cal area, and local knowledge of winds,
weather, tides and currents. The course
will also include instruction in chart navi
gation, aids to navigation, ship handling,
chart sketch of the route, and such further
information as the Coast Guard OCMI
may consider necessary to establish the
applicant's proficiency for his local area.
To he eligible for the course, which is
six weeks in length, an applicant must
have three years seatime on deck on steam
or motor vessels, of which 18 months must
have been spent as able-seamen or the
equivalent. And of this 18 months, at least
one year must have been spent in a posi
tion which included standing regular
watches on the wheel in the pilothouse as
part of the routine duties.
Applicants must also be U.S. citizens,
21 years of age and pass a physical exam.
If you are interested in the course, fill out
the upgrading application on this page
and send it to the Lundeberg School Vo
cational Education Department, It is sug
gested you do so as soon as possible to
ensure yourself a seat in the class.
7 College Scholarships Awarded
Yearly to Members^ Dependents
Two SlU-contracted tugs were needed to tow the Joan M. McCullough up the
Buffalo River, Buffalo, N.Y., recently. As part of their regular ship steering
and docking chores, the Washington (fore) and the California (aft) (Great
Lakes Towing) guided the Canadian lakes freighter to her dock at Republic
Steel Corp. where she discharged 13,000 tons of iron ore pellets. Pictures of
SlU-contracted tugs are regular features in the Buffalo papers. This one
appeared in the Buffalo Evening News.
38 / LOG/June 1977
Another pari of the SlU's total educa
tional program for its members is the
Union's College Scholarships Fund. Each
year the SIL awards five $10,000 fouryear scholarships, of which one is reserved
for a Union member and four for depen
dents of members.
number of years, so you will only be com
peting with other seamen with similar
educational backgrounds. I ne awards are
granted in April of each year and the
deadline for the receipt of all applications
is usually around April 1.
Eligihility requirements are as follows:
The L nion also awards two $.5,000 twoyear scholarships reserved exclusively for
members. The two-year scholarships offer
various opportunities e.specially for the
member who plans to keep shipping. In
such a program you may develop a trade
or skill which would improve your per
formance aboard ship as well as helping
you obtain a better paying job when you
are ashore.
• Have not less than two years of ac
tual employment (three years for the par
ent or guardiciU of dependents) on vessels
of companies signatory to the Seafarers
Welfare Plan.
The $10,000 scholarships may be used
to pursue any field of study at any ac
credited college or university in the U.S.
or its lerrifnrres.
In regard to our members, application
requirements are geared for the man or
woman who has been out of school for a
• Have one day of employment on a
vessel in the six-month ])eriod immedi
ately preceding date of application.
• Have 90 days of employment on a
ve.ss(>l in the previous calendar year.
Pick up a .scholar.'^hip application now.
They ar»> available for yoiUand your de
pendents at the local Union hall or by
writing to the Seafarers Welfare Plan,
College Scholarships, 275 20th St., Brook
lyn, I\LY. 11215.
�317 Have Itoiiatcil $100 or illorc
To SI'AII Since Kegluiiinji of '77
The following Seafarers and other concerned individuals, 317 in all, have demonstrated an active interest in participating in political and
legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to
the Seafarers Political Activities Donation (SFAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as
dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political
contributions. SFAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political
activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of
reprisal.) Seven who have realized how important it is to let the SlU's voice be heard in the Halls of Congress have contributed $200, three
have contributed $300, and two $600. For the rest of the year the LOG will be running the SFAD honor rolls because the Union feels that in
the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy of our report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.)
NOTE: Each month's SFAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday
of the previous month.
Neffe, J.
Rudnicki, A.
Abas, I.
Hannibal, R.
Darden, J.
Johnson, R.
Lee, K.
McKay, D.
O'Donnell, J.
Sacco, J.
Adams, W.
HarUdstad,y.
Davidson, W.
Johnsted, R., Jr.
Lelonek, L.
McNabb, J.
Olson, F.
Sacco, M.
Adamson, R. R.
Harris, E.
Davis, J.
Jones, R.
Lennon, J.
McNally,M.
Saeed, S.
Omar, Y.
Adium, M.
Harris, W.
Davis, J.
Jones, T.
Lewis, L.
McNeely, J.
Salandon, G.
Pacheco,
E.
Air, R. N.
Harris, W.
Davis, S.
Kastina, T.
Liles, T.
Mesford, H.
Salch, H.
Paladino, F.
Algina, J.
Hatton, M.
Debarrios, M.
KeUer,D.
Loleas, P.
Mollard, C.
San Fillippo, J.
Papuchls, S.
AU,A.
Hauf, M.
Dechamp, A.
Kemgood, M.
Lombardo, J.
Mongelli, F.
Paradise,
L.
Sanchez, M.
Haynes, B.
Allen, J.
Delgado, J.
Kerr, R.
Lynch, C.
Mooney, E.
Paschal, R.
Schuffels, P.
Heimal, W.
Anderson, A.
Delrio, J.
Kingsley, J.
Lyness, J.
Morris, W.
Patterson, D.
Seabron, S.
Heroux, A.
Anderson, A.
Demetrlos, J.
Kizzire, C.
Magruder, W.
Morrison, J.
Pecquex,
F.
Seagord, E.
Anderson, R.
Holmes, W.
Dembach, J.
Knutsen, £.
Malesskey, G.
Mortensen, O.
Perez, J.
Selzer, R.
Homayonpour, M.
Antici, M.
Diaz, R.
Koflowitch,W.
Manafe, D.
Mosley, W.
Peth, C.
Selzer, S.
Howse, A.
Aquino, G.
Diercks, J.
Kouvardas, J.
Martinussen, C.
Muniz, W.
Shabian,
A.
Piper,
K.
Hunter, W.
Arle, J.
Digiorgio, J.
Kramer, M.
McCartney, G.
Munsie, J.
Siiclton, J.
Porter, B.
lovino, L.
Aronica, A.
Kwiatek, G.
Doak,W.
McCarthy, L.
Murray, J.
Sholar, E.
Prentice, R.
Jacobs, R.
Aumlller, R.
Kydd,D.
Dolgen, D.
McCaskey, E.
Murray, M.
Sigler, M.
Pretare,
G.
Jackson, J.
Lankford, J.
Avery, R.
Domenico, J.
McOinton, J.
Napoli, F.
Prevas, P.
Silva, M.
Johnson, D.
Badgett, J.
Lawrence, W.
Domingo, G.
McElroy, E.
Nash, W.
Prott,T.
Smith, L.
Bailey, J.
Donovan, P.
PulUam,
J.
Smith, T.
Barroga, A.
Drozak, P.
Soresi, T.
Purgvee,
A.
BarUett,J.
Drury, C.
Spencer, G.
Quinnonez, R.
Bauer, C.
Dryden, J.
Stancaugr, R.
Rankin, J.
Baum, A.
Ducote, C.
Sfankiewicz, A.
Rattray, W.
Beeching, M.
Dudley, K.
Steams, B.
Reck, L.
Bellinger, W.
Dwyer, J.
Stephens, C.
Reinosa,
J.
Benoit, C.
Dyer, A.
Lilledalll,H.
Stevens, W.
Reiter, J.
Evans, M.
Bergeria, J.
Pomerlane, R.
Rhoades, G.
Stewart, E.
Fagan, W.
Berglond, B.
Stubblefield,
P.
Richbhrg,
J.
Farnen, F.
Berlin, R.
Sulaiman, A.
Riddle, D.
Bishop, S.
Faust, J.
Sullins, F.
RipoU, G.
Fay, J.
Bland, W.
Roades,
O.
Surrick, R.
Manuel, R.
Quinter, J.
Romolo, V.
Bobalek,W.
Fergus, S.
Roberts, J.
Swiderski, J.
Bonser, L.
Fgrshee, R.
Robinson, W.
Tanner, C.
Boyne, D.
Firshing, W.
Rodriguez,
R.
Taylor, F.
Fischer, H.
Brand, H.
Rondo,
C.
Taylor, J.
Brongh, E.
Fiune, V.
Rosenthal, M.
Pow, J.
Telegadas, G.
Drozak, F.
Bernstein, A.
Brown, G.
Fletcher, B.
Roshid,
M.
Shields, J.
Terpe, K.
Frounfelter, D.
Combs, W.
Brown, I.
Florous, C.
Roy,
B.
Tobin,
G.
McFarland, D.
Browne, G.
Fox, P.
Royal, F.
Tobio, J.
Bryant, B.
Franco, P.
Troy, S.
Bucci, P.
Francum, C.
Tmenski, C.
Buczynski, J.
Frank, S., Jr.
Tsminrx, L.
BuliOvk, R.
Frederickson, E.
Turner, B.
Fuller, G.
Burke, T.
Turner, L.
Burnette, P.
Furukawa, H.
Underwood, G.
Gallium, R.
Calfey, J.
Velandra, D.
Caga, L.
Garcia, R.
Vukmir, G.
Callahan, J.
Gard, C.
Weaver, A.
Campbell, A.
Gardner, E.
Webb, J.
Campbell, A.
Gaston, T.
Weber, J.
Campbell,'A.
Gentile, C.
West,D.
Celgina, J.
Gimbert, R.
Whitmer, A.
Cheshire, J.
Glidewell, T.
Whitsitt,M.
Cofone, W.
Goff,W.
Wilburn, R.
Conklin, K.
Goldberg, J.
Williams, L.
Conning, E.
Gooding, H.
Wilson, C.
Costango, G.
Goodspeed, J.
Wilson, J.
Cousins, W.
Gorbea^R.
Winder, R.
Cresci, M.
Guarino, L.
Wingfield,P.
Cross, M.
Guillen, A.
Wolf, P.
Cunningham, W,
Hagerty, C.
Woody, J.
Curry, M.
Haggagi, A.
Woriey,M.
Curtis, T.
HaU,P.
Worster, R.
Da Silva, M.
Hall,W.
Yarmola, J.
Danzey, T.
HaU,M.
i
SPAD Honor Roll
$600 Honor Roll
$300 Honor Roll
$200 Honor Roll
June 1977/ LOG / 39
-I
�amm
which was at the
New Ori^ms^is ^e third largest
port in the worid, following only
Rotterdam and New Yoifc in total
jvaterbome commerce. Hie harbor
^t New Orleans is a complicat^ net?;
work ^dttsjythtg dt the
We crojSs^ the
Co. dock, locate
below deach^erdiis:to eatclt tN 'crew sL'the-tiig -^
Smith S^£Die't^ey.ldft^tp;d^ a sh^;
FInaliy we headed npriver to
oil refinery at Norcp^ La. to meet
the . Dixie Progress^ . an ^ :aIU-COIt-Vi
tracted deep s<m tug. The
was waiting for a heavy fe^ to lift
before departing ifor l^pa with its
t5O,O0O-barrel barge loaded widi
When die Log
New Otieaiis
we found SlU JEk^^ spread out 9
over many miles of waterway.
Our first stop was the Gulf Canal
Lines fleet at the foot of Carrolton
Ave. on the east bank of the Missis
sippi.' We had a nice visit with the
crew of the tbwhoat Port of Mobilej
i On board the tug Kevin Smith (Crescent Towing and Salvage), deck
hands William Campbell (I.) and Keith Schneider prepare the lines for
a ship decking assignment.
Cock Jim Blackwell prepares steaks
for lunch on beard the deep sea tug
Dixie Progress.
The tugs Shannon Smith and Kevin Smith wait at the Crescent Towing
and Salvage dock in New Orleans.
At a Union meeting on the Port of Mobile (Gulf Canal Lines), crewmembers sit
round the galley table. They are (I. to r.): Randy Kent, utility: Patrick Peters,
deckhand; Don May, deckhand; Waiter Cannon, captain and Fred Nation,
captain.
...
Chief Engineer Glen Wheeler (I.) and
Assistant Engineer Alfred Marriott
change fuel injectors in the main en
gine of the Dixie Progress (Dixie Car
riers).
AB Tankerman Mike Maleno (r.) checks ullage on the 150,000 barrel gasoline
barge that the Dixie Progress will be taking to Tampa, Fla. Captain Walter Wil
liams (I.) and Pilot Richard Uetman (c.) look on.
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
June 1977
Description
An account of the resource
HEADLINES
SIU MANS FIRST U.S.-FLAG LNG SHIP
NEW COMPANY LOOKS TO REVIVE MICH. CARFERRIES
MAP OUT COURSE FOR LEGISLATIVE ACTION
HALL PRESSES HEW, OSHA ON HYGIENE
SIUNA AFFILIATE OF CHICAGO CABDRIVERS WINS IMPORTANT VICTORY
JAMES SMITH ADDED TO FLEET
‘SIU’ LITTLE LEAGUE TEAM IS FIRST IN PUERTO RICO CHAMPIONSHIP
JIMMY LOGAN PEPARES FOR CHIEF ENGINEER’S TEST
HOUSE OKS PORPOISE QUOTA FOR TUNA FLEET
SS SHARON- A LADY WITH A LOYAL FOLLOWING
AMERICANS PAY TRIBUTE TO SEAMEN ON MARITIME DAY
IT MEANS MORE CARGO FOR U.S.-FLAG VESSELS
FROM MEMPHIS-ST. PAUL-PITTSBURGH, ‘SWEEP’ RIVERS
23 RIVER BOATMEN ATTEND EDUCATIONAL CONFERENCE
1971 SCHOLARSHIP WINNER GLAD SHE’S ACCOUNTANT
AGE OF AQUARIUS DAWNS FOR U.S. MERCHANT MARINE
ADEQUATE LNC FACILITY NEEDED IN CALIFORNIA
$3.50 FOR A 10-HOUR DAY, 6-DAY WEEK, IN 1918 ON HARBOR BOATS
PORT AGENTS PREPARE TO MEET MANPWOER NEED
DON’T BUY COORS BEER, CROFT METALS BOYCOTTS SET BY AFL-CIO
AB ENDORSEMENT MEANS BETTER PAY, SECURITY
PORT OF NEW ORLEANS: 3RD MOST ACTIVE IN THE WORLD
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Seafarers Log
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Paul Hall Maritime Library Microfilm 1939-1993
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Seafarers International Union of North America
Date
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6/1/1977
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Newsprint
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Vol. 39, No. 6
1977
Periodicals
Seafarers Log
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7e3a087d1d4bfd0f5056917f93310d91
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�Lakes Fatal Boording Ladders, Cooperation Cited
LOG Story Triggers Rep. Ruppee's CC Quiz on Safety
An article about dangerous boarding
ladders on Great Lakes vessels which
appeared in the March Log prompted
U.S. Rep. Philip E. Ruppee (R-Mich.)
to take up the safety issue with the
Coast Guard.
After reading the article, Ruppee, a
ranking minority member of the House
Committee on Merchant Marine and
Fisheries, got in touch with SIU Detroit
Port Agent Jack Bluitt and requested
more information. The Michigan Con
gressman has also asked the Coast
Guard about its possible lack of cooper
ation with the unions concerning mat
ters that are vital to labor's "legitimate
interests."
: •/
GREAT LAKES
In an Apr. 27 reply, SIU Executive
Vice President Frank Drozak told Rup
pee that Lakes Seafarers boarded their
ships using common aluminum or wood
household ladders. There are no cargo
nets or lifelines attached to the ladder.
"If the seaman fell," Drozak points
out, "he would likely fall between the
dock and the ship's side, causing serious
injury or death." After climbing aboard,
the seaman lowers a line for his suitcase
ru
=)
[P[Rill^
Paul Hail
0 0,
Why Is a Merger So Significant?
Right now, representatives and the membership of the Marine Cooks and Stew
ards Union, and the SIU's Atlantic, Gulf, Lakes and Inland Waters District, both
afliliates of the Seafarers International Union of North America, are discussing and
considering a proposal to merge their unions into one district organization. In the
very near future the members will vote on the proposal in referendum.
In a sense, this is a very important moment in the history of the American sea
men's labor movement because it can represent a true effort to effectively, effi
ciently, and collectively improve the economic security of the seamen directly
affected.
Some might ask, "what is particularly significant about such a move, when the
MCS is part of the SIU of NA already?"
First, it is well to remember that the SIU of NA is a federation of autonomous
unions. This, of course, means that all work together on common problems under
the banner of the international union. But each is free to pursue whatever course
of action it desires on any issue. There is both strength and weakness in such a
structure.
The merger presently under consideration between the MC&S and the
AG LI WD would integrate the two organizations and would result in a single force
operating in behalf of its membership instead of two different forces as is presently
the case.
One of the most persistent questions about the maritime industry that is con
stantly being asked is "why isn't there one union of unlicensed seamen and one
officers' union instead of the multiple organizations that exist today?" The
licensed officers unions are quite capable of answering the question from their
standpoint, but what is the problem from the point of view of the unlicensed per
sonnel? There is more than a little evidence to indicate that there is a basic
inability on the part of the unlicensed unions to look upon the industry and the
problems from the standpoint of all American union seamen. As such, each
-TTi^u-trfzaiix^rrV'viewTTnc-bOimrwhaL cr>Hjiru-"diTdnj
bynts trwrr eoncCptiTSTi^
and perception of what the problems are. In the unlicensed deep-sea jurisdiction
there are five separate and autonomous organizations representing American sea
men—the same number that existed after the war when the U.S. had 2,300 ships
as compared with approximately 550 today. Obviously, there has been a failure
to face the factors of this industry in terms of absolute reality. Each organization
is functioning as though their world of shipping is exactly as it was some 30 years
ago.
Which means that the membership of the organizations are not getting a precise
and accurate picture of the difficult and dangerous position in which their industry
sits. They are not getting a clear view of the uncertain condition of their job
security. Instead of going away, the problems of the American seaman continue
to mount. Where we solve one problem, two new ones arise. Consider some of the
problems that we routinely face every day in this industry:
In spite of the Merchant Marine Act of 1970, a new maritime program, we
have fewer ships in operation today than we had then. At less than five percent.
oufYhafeW duf h^flciiTsTor^n c
is no better than it was in 1970. And
it is substantially less than the 30 percent it was when the 1936 Merchant Marine
Act was set up with one of the objectives being to improve our cargo carrying
position.
or sea bag. "There is no way for the
seaman to board the vessel with his gear
without risking serious personal injury,"
the SIU vice president protested.
He noted that three SIU members
were killed in 1976 in accidents involv
ing these ladders.
Drozak told Ruppee that the SIU
brought this matter to the attention of
the Coast Guard at a Marine Seminar
in March. "Notwithstanding the evi-
dence of injuries and death," he said,
"and the successful use of gangway lad
ders on vessels in Europe, the Coast
Guard said that gangways were not
practical for use on vessels on the Great
Lakes. Most significantly, the Coast
Guard has not required the companies
to develop any alternative which would
better protect the safety of the seamen."
"A Legitimate Concern"
Rep. Ruppee forwarded this letter to
Adm. Owen W. Siler, commandant of
the U.S. Coast Guard, asked for com
ments, and added that, "A legitimate
concern is raised that might reflect not
Continued on Page 29
We have been experiencing a gradual disappearance of our American-flag
passenger ships—a factor which the SIU has consistently maintained requires a
totally new approach—if we are to resolve the problem.
And we are continually facing a massive but sinister oil company campaign
that seeks, to destroy all maritime initiatives and to erode what strength there is
in the American merchant marine. Right now they are embarked on an effort to
bring about the exportation of Alaskan oil and to defeat efforts at obtaining cargo
preference for American cargo ships.
Just these few problems themselves are sufficiently challenging and threaten
ing to warrant the fulltime efforts of the maritime unions and the industry itself.
But how well do the American seamen understand these problems, how much
in-depth knowledge do they have of them? And are they sufficiently aware of
these and other problems to enable them to properly focus their efforts and direct
their energies so that they can be effective in dealing with them to their advantage?
Conditions in the industry certainly seem to indicate that the American seaman
is not fully cognizant of the multitude of adverse conditions which surrotmd him.
The degree of information and education of the American seaman varies, of
course, from union to union; and seamen in one organization off times are better
informed on one issue than their brothers of another union. But generally speak
ing, it is safe to say that on the broad scale of industry problems affecting job
security, the American seaman could be better informed as to the nature and
condition of the world in which he makes his living. Consider, for example, the
impact of these problems on his wellbeing:
• The constant attack on the Jones Act by the oil companies and other inter
ests to invade domestic waters with foreign-flag, foreign-manned ships.
• The increasing use of foreign-flag registeries by American corporations at
the.ex]^nse of U.S.-flag fleets.
• The massive expansion of the merchant fleet of the Soviet Union and its in
vasion of the U.S. trades through the use of predatory rate cutting.
• The rapidly growing number of foreign nations that are building merchant
ships through cargo reservation policies and direct state ownership of fleets.
• The ihcfeasipg threat of foreign domination of offshore drilling and deep
ocean minings even in U.S. coastal waters.
• The failure of Coast Guard to carry out the basic tenants of shipboard safety
and its neglect in enforcing the provisions of the Port Waterways and Safety
Act against foreign-flag shipping.
• The ever-apparent hostility of Federal agencies and departments toward the
U.S. mtJfrChafit marine which has hampered its ability to compete with foreign
shipping. Of particular concern at the moment is the pursuit by the Federal
Maritime Commission and the Anti-Trust Division of the Department of
Justice of outmoded 19th century theories of free competition which has
tied the hands of U.S. ship operators while foreign competitors mock our
restrictions and. follow an approved practice of rebating.
• The continued encroachment by the military sector on shipping operations .
that can and should be performed by the private sector.
These are but a few of the prpbIem_s_Jaced ftYery_.d2y in t-he--U;Si-m-aKtime-iiv----""••(iU'sTfy"'. Any one of them alone is sufficient to deal a staggering blow to the industry
and combinations of them could eventually bring down the entire structure.
But these problems are merely the manifestation of the larger and overriding
problems which confront the American maritime worker—and that is the lack
of a U.S. maritime policy.
These are the problems and issues on which the wellbeing of the American
seaman will rise or fall and these are the problems that the American maritime
unions must be structured to deal with. And now is a good time—as it always is—
for the unlicensed unions to develop an appropriate structure in which they can
function toward resolving the problems besetting the American seamen. But the
physical structure itself is only a vehicle or a medium. A structure is not a
problem-solver in itself, so that a requirement of an effective physical merger is
an agreement on the substance, and scope of the problems. The mere physical
housing of unions within a single framework will not produce the desired objec
tive. What we should be working for, at least, in addition to one single union for
_ _iiiL iinJkejised-seamen-, k--to malje--e^feh"vhat-a{t^^
fully involved tn—
every respect with the problems and issues confronting them and as to the best
ways for resolving them. When we reach that point, we will have provided a basis
on which the organizations can merge their thinking and efforts, and a structural
merger will then come easy.
Change of address cards on Form 3579 should be sent to Seafarers international Union, Atlantic, Gulf Lakes and Inland Waters District AFL-CIO fi7^
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 5, May. 1977.
'
2 / LOG / May 1977
Fmir+h AW<.
MV
Ave., Brooklyn, N.Y.
�In 8 Months, New Companies, Vacation Plan, Standard Coniracts Coffen
SlU-IBU Merger Posts Vital Cains
When all the votes were counted and
it was announced that the proposed
merger of the SIU and IBU had been
accepted by^ an overwhelming majority,
±ere was no doubt in anyone's mind
that the merger would help the SIU
membership in a big way. The only
question was, how long would it take?
The answer to that has to be, not
very long. In the eight short months
since the SIU-IBU merger went into
effect, the Union has made significant
progress in such vital areas as collective
bargaining, organizing new companies,
political action, training and upgrading,
and Union-membership communica
tion. (In this issue, the Log has an entire
12-page supplement which focuses on
the merger and what it has done for us
so far.)
Of these five areas, though, the most
progress has probably been achieved on
the collective bargaining front for the
inland membership. Since the merger,
the SIU has succeeded in taking the first
giant steps in establishing an industry
wide vacation plan for SIU Boatmen, as
well as the establishment of a standard
ized contract, with standard language
and provisions, for all SlU-contracted
inland companies.
Both the vacation plan and standard
ized contracts, which are already in ef
fect at several inland companies, are
collective bargaining firsts for inland
contracts anywhere in the nation. These
victories have to be considered as major
breakthroughs in establishing the most
progressive contracts ever for SIU In
land Boatmen. Since the first vacation
plan was negotiated late last year, 92
checks have been issued to members.
The merger has also produced good
things on the organizing and job front.
In the last eight months, the SIU has
won organizing drives at four inland
outfits, three on the East Coast and one
on the Western rivers. These successful
campaigns have resulted in the signing
up of 100 new SIU members, as well
as an addition of 14 new tugs and towboats to the Union's contracted inland
fleet.
, The new companies are Carteret
Towing of Mborehead City, N.C.;
W. P. Hunt Oil Co. of Hampton, Va.;
Marine Contracting and Towing of
Charleston, S.C.. and Ozark Marine of
Linn Creek, Mo. This brings the-SIU
membership in the inland field to nearly
6,000.
Politics, Training
The merger has also enabled the SIU
to widen its political horizons as well
as its political base from a geographic
standpoint. The SIU's program for po
litical action, concerning both deep-sea
and inland issues, is the most ambitious
the Union has ever undertaken.
In regard to education, the Harry
Lundeberg School has initiated new ef
forts in encouraging both Seafarers and
Boatmen to upgrade their skills through
the school's vocational courses. As part
of this program, the school is now offer
ing its courses more frequently to ac
commodate the work schedules of SIU
members.
The school offers a wide-range of
programs covering all ratings from
deckhand or tankerman to captain or
chief engineer for inland members, and
all ratings including specialized training
for LNG and automated ships for deep
sea members.
Better Communication
In yet another area, the SIU has
bolstered its efforts in fostering Unionmembership communication, as well as
an understanding on the part of SIU
members of the problems facing the
maritime industry.
In the last three months alone, the
SIU has held three Educational Con
ferences for inland members from the
Gulf area. More such conferences are
scheduled at the Lundeberg School so
that representatives of Boatmen from all
areas will eventually have an opportu
nity to participate. Overall, these con
ferences are providing Union members
and officials with the unique opportunity
both to get to know each other on a
more personal basis, and to talk about
plans and goals for the Union's future.
To sum up what the SIU-IBU merger
has done so far for the Union's mem
bership in as few words as possible,
you would have to say, simply, that it
has injected greater intensity into all the
SIU's programs as well as fostering a
greater awareness among SIU members
as to what our Union and industry are
all about.
Turner Pays Tribute to Lost Seamen on l^aritime Day
Leaders of the maritime industry,
labor, management and Members of
Congress paid tribute on May 23 to
the memory of merchant seamen who
lost their lives in the service of their
nation. They also called for a revitalization of the American merchant marine
at the 8 th Annual Merchant Marine
Memorial Service held on the west steps
of the Capitol Building in Washington,
D.C. The service was part of the coun-
5^0 Wage
Boost
Seafarers on freightships and
tankers will get an across the
board 5 percent wage boost in
their monthly base pay starting
June 16 under the terms of the
three-year agreements signed in
1975 between the SIU and its
deep sea contracted companies.
There will also be a 5 percent
mcf eas(Fih~pTettriwiiT crvcsiiaieand penalty rates. (See copies of
the New Standard Freightship
and Tanker Agreements for
more details.)
During the first year of the
new contracts—June 16,1975
to June 16,1976—Seafarers re
ceived an approximate llVi
percent wage hike. Starting on
June 16, 1976 they received a
5 percent increase followed by
a 2 percent cost of living adjust
ment on .Dec, 16,1976.
There may be an additional
Cost of Living Adjustment com
ing in .Tune. If and when this is
negotiated. Seafarers will be no
tified in the Log,
trywide National Maritime Day cere
monies.
Ed Turner, president of the Marine
Cooks and Stewards Union and a vice
president of the SIUNA told the gath
ered audience that words are not enough
in the current "tragic" situation when
foreign-flag ships carry 96 percent of
the nation's foreign commerce.
Instead, we should work hard "so that
ships flying the American flag, loading
and unloading cargo in ports through
out the world, are once more visible
everywhere," he declared.
"If we effectively revitalize Ameri
can-flag shipping to the point where our
ships carry a substantial portion of our
nation's commerce, and thus would as
sure us of an adequate capability in the
event of a war or other security crisis,"
Turner stated, "then we will be paying
the appropriate and lasting tribute to
those who have lost their lives at sea in
the service of their country."
MARAD, NMC Are Sponsors
The memorial service was sponsored
by the U.S. Maritime Administration
and the National Maritime Council.
Each year the President proclaims Na
tional Maritime Day to make the nation
.tbfe American merchant
marine and to salute the merchant ma
rine's service to the country.
There was a large crowd at the Wash
ington service consisting of industry
executives, union representatives. Gov
ernment otticials and employees. Mem
bers of Congress and a large contingent
from the Harry Lundeberg School of
Seamanship and other maritime schools.
W. J. "Jim" Amoss, Jr., president of
Lykes Brothers Steamship Co. of New
Page 9
Page 8
Union News
5% wage boost
Page 3
SlU-lBU merger success . .Page 3
President's Report
Page 2
Brotherhood in .Action ... Page 38
Headquarters Notes
Page 7
Dfitroit membership
meeting
Page 4
Lakes Picture
Page 8
Inland Lin^s
Page 6
At Sea-Ashore
Page 13
Merger talks
Page 5
SIU scholarship winners ..Page 10
,..
..
Training and Upgrading
Seafarers participate in 'A
seniority upgrading .... Page 38
HLS courses and
application
Pages 35, 36,37
GED requirements
Page 36
^
Membership News
~
Former scholarship
winner
Page 13
New pensioners
Pages 30-31
Final Departures
Pages 32-33
River in his blood
Page 6
Legislative News
Washington Activities
U.S. tun^ fishing
and Rep. Philip Rnppee C.R-^AicVi."i.
member of the House Merchant Marine
and Fisheries Committee.
Paying tribute to sailors who lost their lives in service to the nation, Ed Turner,
President of the Marine Cooks and Stewards Union, spe^s at^he f^ntime
Day Memorial Service in Washington, D.G., May 23.
Gonoral Nows
National unemployment ...Page 5
Ruppee questions C.G. .,.Page 2
Turner on lylaritime Day... Page 3
Hail speaks at Tulane
PageS
Drozak praises NMC
Page 9
INDEX
Orleans served as master of ceremonies
for the event.
Besides Turner, other speakers in
cluded Sen. Daniel Inouye (D-Hawaii),
chairman of the Senate Subcommittee
on Merchant Marine and Tourism;
Howard Casey, deputy assistant secre
tary of Commerce for Maritime Affairs,
Shipping
Around Chicago harbor. Back Page
Delmar Jaeger
_Page 5
Overseas Oh,o
Page 29
Ships • Comirtittees
Cf®® 1?
'''' ^®®®
Great Lakes
^
gea
Page 28
Page 27
Page 7
special Features
pjy/,Q
page 11
igy-SlU
merger
Pages 15-26
Articles of PArlLCuJar J^^
members in each area can be found
on the following pages:
gea; 3,11, 1.2,13,14, 27. 38
inland Waters: 6, 7, 15-26,
Back Page
Qj,gaj Lakes: 2, 4, 8, 28
May 1977 / LOG / 3
�Fif-Out Meeting Is Special in Detroit
O
utside the Detroit Hall on Apr.
8 there was typical fit-out wea
ther: snow flurries alternating with
warm sunny skies. Inside, Lakes Sea
farers gathered waiting for their 1977
shipping season assignments and
throwing in their cards for new jobs.
During the monthly membership
meeting that day, Port Agent Jack
Bluitt predicted a good season for
shipping on the Lakes. The new
1000-ft. M/V Belle River will be
crewing up in August, he said, when
it will begin running coal from Duluth, Minn, to the St. Clair, Mich,
electricity generating station. And
more good news, the Union hall now
under construction in Algonac,
Mich, will be ready in the summer.
He also thanked the members for
their SPAD donations last year.
The members were particularly in
terested to hear a summary of sug
gestions for the up-and-coming con
tract negotiations with Great Lakes
shipping companies. Later, they dis
cussed the Coast Guard and condi
tions on Lake vessels. Outdated lifesaving equipment, the lack of proper
lifeboat drills and undermanning
were their major concerns.
After Headquarters reports and
reports from all ports were read
aloud, the new early normal pension
supplement was explained to an en
thusiastic audience.
As chairman of the meeting, SlU Headquarters Representative Fred Farnen (center) reads aloud the news from the
other ports. Duluth Port Agent Jack Allen (left), who served as reading clerk, looks on, While Detroit Port Agent Jack
Bluitt (right) takes notes.
Showing up in force for the April Detroit meeting. Lakes Seafarers listen attentively to an explanation of the early normal
pension supplement.
I
'M
Jack Allen (left) fills out a dues receipt for William McDonald, bosun on the John Kling
(Reiss Steamship). Brother Allen works as Port Agent in Duluth but came into Detroit
to help with the heavy April fit-out workload.
Deckhand Mohammed Ahmed (left) is pleased to meet his uncle Fireman-Watertender Hassan Ahmed at the Detroit Hall and talk over the
latest shipping news.
4 / LOG / May 1977
Lakes Seafarers Dave Hood, OS (left) and Joe Surwilla, wheelsman,
look over the Log before the meeting begins.
In April, the International Union of Operating Engineers, Local 347, went out on strike
against the Detroit area luxury hotels. Here, men on the picket line outside the Dearborn
Hyatt Regency use the loudspeaker system in the Maritime Trades Department Detroit
Port Council van to let patrons know what is going on.
�Hall Tells Tulane Forum He Sees a'Happy Day' in Maritime Future
NEW ORLEANS—SIU President Paul
Hall, commenting in a speech here on
"Our Maritime Status-Today and To
morrow," said he saw a "happy day"
in the future of the maritime industry
when the Congress and the President
approve an oil cargo preference bill.
In his remarks before a large gather
ing of Tulane University's 28th Annual
Institute on Foreign Transportation
Unemployment Rate Fell to 7%
In April; 7-M Still Jobless
WASHINGTON, D.C The nation
al jobless rate dropped to 7 percent last
month from March's 7.3 percent—the
lowest unemployment figure since No
vember 1974 (6.7 percent).
As more than a half million persons
in America found jobs last month,
bringing the employed total in this
country to 90-million, there were still
almost 7-million who are jobless. The
employment gain was attributed to those
who found new jobs or were recalled to
their old jobs after being laid off.
However, a significant sign is emerg
ing that those who have worked on and
off and rarely—youths, blacks and wo
men—are still encountering difficulty
in finding jobs. The teen-age unemploy
ment rate, although it fell from 18.8
percent, is still 17.8 percent.
The improved job picture in April
was found among the adult male sector
whose unemployment rate sunk to 5
percent from 5.4 percent. Adult wo
men's rate fell to 7 percent from 7.2
percent and the rate for blacks fell to
12.3 percent from 12.7 percent.
Average duration of unemployment
increased to 14.3 weeks from 14 weeks.
But the proportion of jobless out of
work 15 weeks or longer declined.
Incidentally, the unemployment rate
reached its recession high of 9 percent
in May 1975 and was above 8 percent
the rest of that year ending 1975 at 8.3
percent.
SIU President Paul Hall at the mike
making a point at Tulane University,
New Orleans on May 6.
and Port Operations forum in New
Orleans on May 6, Hall declared to the
forum's fifth and last day audience that
"we'll win in the end." He made a
direct appeal for unity to all in the in
dustry to work for the passage of cargo
preference.
The institute, attended by all seg
ments of the maritime industry, has as
its broad objective "the advancement of
maritime commerce of the United
States by improved transportation."
Commenting on today's bleak mari
time status, the SIU chief compared the
5 percent cargo U.S.-flag ships now
carry and the 32 percent our ships
carried during the depths of the Great
Depression. At that time, the 1936 Mer
chant Marine Act was passed to build
up the U.S. maritime fleet.
MARAD Unit at Headquarters
Drozak Sees Supply Lines Pinch
In the Event of War Crises
In the event of a war, the U.S. will
be in a pinch when it comes to keeping
supply lines moving. That's what SIU
Executive Vice President Frank Drozak
predicted at a Seapower Conference,
Apr. 30, when students and naval per
sonnel, shipping executives and people
interested in America's military readi
ness gathered to learn about the latest
developments in the nation's naval pos
ture.
The all-day seminar was sponsored
by the New York Council of the Navy
League and held at the Fort Hamilton
Base, Brooklyn, N.Y.
"In a wartime emergency the U.S.
merchant marine would be hard pressed
to continue to supply the U.S. as well
as meet the military's needs," he said.
"No matter how strong our Navy, it
cannot carry the material necessary to
fight in a distant war zone. It must rely
on civilian ships to perform this task."
Yet the U.S. merchant fleet has declined
to about 550 vessels, in comparison
with the over 2,000 merchant vessels
under Soviet control, he noted.
Those opposed to a larger merchant
marine claim that American-owned
foreign-flag vessels are under "effective
U.S. control" and could be drafted
during an emergency. But as Drozak
pointed out, "These foreign ships are
not reliable, and although owned by
U.S. companies, are a breed apart from
U.S. vessels. One such effective control
vessel was the SS Sansinena which blew
up in Los Angeles Harbor last De
cember. What American sailor would
want a ship like that in a convoy with
During May, meetings on the
him?"
proposed meig;er of the SIUThe SIU vice president had several
AGLIWD and the Marine Cooks
suggestions for improving the situation.
First, cargo preference legislation would
and Stewards Union resumed in
strengthen the U.S. merchant marine.
San Francisco, Calif. Most issues
Second,
there should be peacetime exwere resolved during this round of
.
.erdses.JJO.
pTarti.ce. Navy-merchant ma~ tails""tretweeB"^^
—•
rine cooperation. Third, there should be
mitte^ on Merger headed by that
a greater effort to build the type of mer
union's president Ed Turner and
chant ships that the Navy will most need
the SIU Committee - nji„JVferger
ifi'a c r is is", C possTbTmy" at is" Belhg
which includes President Paul Hall
considered in Congress now.
and Executive Vice President
Drozak told the audience that the
Frank Drozak.
SIU has been a strong supporter of the
Navy and has fought in Congress "for
The matter of the merger is now
funds to insure that the Navy has ade
being submitted to the first draft.
quate new vessels and weapons to main
After it is down in black and white,
tain its supremacy.
the Committees will review it again
and then the merger proposal will
he presented to the members for
a vote.
Before any merger between the
The SlU-contracted American
MC&S and the SIU A&G District
Commercial Barge Line Co. of
can take place, of conrse, secret
JeffersonviIle,Ind. has just brought
ballot referendums wonld be con
out another new towboat, the
ducted by both unions for their re
1,800
hp. Delmar Jaeger. The new
spective memberships. The merger
boat is the last of a series of eight
would only take place if both the
identical boats built for ACBL
SIU and MC&S memberships vote
over the past three years by Graf
positively on the issue.
Merger Talk
Progresses
A group of employees of the U.S. Maritime Administration in Washington, D.C.
listen to a Union staff member explain SIU adminislralion operaUons vwhUe on
a tour of Union Headquarters recently.
J. Duane Vance. 62. Dies
IBU of the Pacific General Coun
sel J. Duanc Vance 62, top maritime
lawyer, died on Apr. 3 in Seattle,
losing a two-year fight with lung
cancer.
Brother Vance became general,
counsel for the union in late 1971
and also represented the SIU, SUP
and the Teamsters Union there. He
had previously provided legal ser
vice for the IBU of the Pacific's
Puget Sound Region and was the
principal architect of language com
prising the union's national constitu
tion.
IBUP's President Merle Adlum,
jwJMLjr£xaJJefL_him_a.s a history hiffL
and horse breeder, cited his fantastic
memory and legal knowhow in win
ning a, 5-day ferry bpm.strikeiaJhe.courtroom by forestalling restraining
orders when it was considered pretty
illegal for public employes to strike.
As a member of the Seattle law
firm of Bassett, Geisness and Vance
(later Vance, Davies, Roberts, Reid
and Anderson) he also represented
the Marine Cooks and Stewards
Union in its organizing days in the
1940s and 1950s. In 1975, the mari
time unions named him as their
"Maritime Man of the Year."
The deceased was an expert in
maritime customs and admiralty law.
His writings on the rights of injured
seamen are considered the very thing
to be used in litigation.
Born in Colorado, Vance was a
cum laude grad of the University of
Nebraska Law School in 1939. A
few years later, he joined the U.S.
Justice Department's Antitrust Divi
sion in Seattle.
.In December 1941, he entered the
Woild Wai 11 U.S. Army as a sec
ond lieutenant and at the end in
J 945_.Jhe.„wiis ..a..capfajn.- serving in
Alaska and Europe winning the Sil
ver and Bronze Stars. In 1960, he
was admitted to practice before the
U.S. Supreme Court.
Surviving are his widow, Carlene
and ,,vo married daughters, Joan
and Barbara.
Delmar Jaeger Enters Service
ton Boat Works of Grafton, 111.
American Commercial Baige
Line is the largest towing com
pany on the inland waterways,
with a fleet totaling 49 boats which
operate on the Gulf Intracoastal
Waterway, the Mississippi River,
the Ohio River, and a number of
smaller tributaries.
ACBL plans to continue ex
panding. The company is currently
constructing two new 8,400 hp.
towboats, the first of which, the
Dennis Hendricks, is due out this
July.
May 1977 / LOG / 5
�Offshore Rigs Crews, Flag,
Safety, a Must: Drozak
Offshore drilling rigs in U.S. coastal
waters should have U.S. crews and U.S.
safety standards, SlU Executive Vice
President Frank Drozak testified this
month before the House of Representa
tives' Ad Hoc Committee on the Outer
Continental Shelf (OCS).
Drozak urged that these regulations
be included as an amendment to OCS
legislation now before the committee.
The bill, one year after enactment,
should also require mandatory U.S. reg
istry of all rigs on our Outer Continen
tal Shelf, he maintained.
OCS oil and gas drilling will be a key
part of the nation's efforts to achieve
greater energy self-reliance. Moreover,
the proposed SIU amendment is import
ant to Seafarers who travel in crowded
coastal waters and to shipbuilders and
fishermen in SIU affiliated unions. U.S.
shipbuilding workers hope to share in
the construction market for rigs and
platforms and fishermen are concerned
over the threat of oil spills by rigs in
rich fishing grounds.
The amendment is needed to stem
the recent influx of foreign rigs to our
shores, Drozak said. Today only 78 per
cent of the rigs on U.S. shores are of
American registry, down from 94 per
cent in 1973. The requirement for U.S.
crews would protect American jobs and
provide much needed regulation of OCS
operations.
"Significant Hazard"
Foreign rigs pose a "significant haz
ard" to our coastline, Drozak warned,
because they are "virtually unregulated"
by the U.S. or the country of their reg
istry. Uniform U.S. safety and environ
mental standards are necessary for all
rigs in our waters, similar to the anti
pollution safeguards proposed for for
eign tankers.
"We cannot afford to depend on for
eign nations to regulate their tankers or
oil rigs operating near our coastline," he
stressed. "These nations do not have to
clean up the mess or live with the re
sults. We do."
Present Coast Guard inspection pro
cedures on foreign rigs is inconsistent,
Drozak complained, and the Coast
Guard seems content to "defer" to the
standards of other nations in the future.
"We have only to look to the tanker
industry to see what can happen when
we defer to the standards of Panama
and Liberia."
U.S. registry of rigs in our waters is
the "only way to truly insure account
ability to U.S. standards," Drozak con
cluded. The Coast Guard not only in
spects foreign rigs inconsistently, but
lacks the authority to examine the pa
pers of their marine crew and their
structural marine features. U.S.-fiag
rigs, by contrast, are inspected tho
roughly and frequently.
U.S. registry will also mean more
rigs built in American shipyards. The
U.S. share of the rig construction
market has slipped from 59 percent in
1972 to only 22 percent in 1977. Sev
eral thousand jobs are now in jeopardy
as a result, particularly in large U.S.
yards in the Gulf of Mexico area.
The River's in His Blood Already
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Louisville, Ky.
For the first time in three years, the SlU-contracted steamboat Delta Queen
sports atop her wheelhouse the gilded antlers which signify that she won the
14th annual steamboat race here. The Delta Queen ran the 14-mile course on
the Ohio River in two hours, nosing out her nearest opponent, the Belle of
Louisville, by about 1500 feet. Placing a distant third was the Julia Belle Swain,
piloted by the well-known bluegrass musician John Hartford. The use of gilded
antlers to symbolize speed is an old steamboat tradition from the 19th Century.
Philadelphia
The SlU-contracted Curtis Bay Towing Company has just christened and
crewed the new tug Sewells Point, to replace a tug by the same name which
capsized in November of 1975. The new boat, which was built by Jakobson
Shipyard of Oyster Bay, Long Island, is reputed to be one of the most beautiful
and luxurious ship-docking tugs on the Atlantic Coast.
Bay City, Mich.
Another STU-manned boat, the pusher tug Jordan Sensibar, has joined the
Construction Aggregates Corporation dredging project here. The additional
boat will be busy pushing 300-foot barges loaded with stone for the construction
of a diked disposal area for the safe containment of dredged material.
St. Louis
Port Agent Mike Worley reports that shipping is good here, and "we need
manpower." SIU Boatmen looking- for a change of scene are welcome at the
St. Louis Hall.
In addition. The National Maritime Council held an International Shipping
Forum here last month to urge midwestern shippers, freight forwarders, ex
porters, and importers to utilize U.S. flag merchant ships. SIU Port Agent Mike
Worley attended the meeting, along with over 100 representatives of labor, busi
ness, and government.
A group of panelists from U.S. maritime labor, U.S. maritime management,
the Maritime Administration, and the Federal Maritime Commission answered
questions about U.S. flag shipping. The panel included Mr. Thomas Harrelson
from the SlU-contracted Delta Steamship Lines.
Chicago
The SIU negotiating committee has submitted its proposals and negotiations
are under way for new contracts with Bigane Vessel Fueling Co. and Energy |
I Cooperative, Inc. Both companies operate small tankers for fueling ships in and |
I around Chicago harbor.
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New Orleans
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The SlU-contracted Crescent Towing and Salvage Co, has added a newly
j reconverted tug, the James Smith, to its fleet. The new boat will be engaged in
ship-docking and other towing duties in the New Orleans harbor.
Buffalo
There was still ice on Lake Erie in the Buffalo harbor early this month, and
while a Coast Guard cutter was breaking it up the boat sustained damage and
began taking on water. The cutter called a fireboat which began pumping out
the sinking Coast Guard boat. The SlU-manned tug California was passing by,
and stood by to offer whatever assistance might be needed as the fireboat towed
the cutter to shore.
The river is in his blood, says Steve Pohlman, shown with his girlfriend at the
St. Louis Hall. Well Steve, there's plenty about the river in each^issuje of the Log.
SIU member Steve Pohlman was no first as a deckhand and then as a tanker_ stranjger Jo the river when he_ applied,
- to the Union's Harry Lundeberg School
Brother Pohlman's career on the river
two years ago.
has just begun. He is currently back at
Piney Point studying for his Towboat
Born in St. Charles, Mo., a historic Operator's license for Western Rivers
port on the Missouri River near St. and Inland Waters. "I'm sure I'll get my
Louis, Brother Pohlman comes from a license if I go to Piney Point," says
long line of river people. Both his uncle Steve. "They really go out of their way
and his great-uncle arc ferry captains in to help you there."
the St. Louis area, and his whole family
What will Brother Pohlman do with
has always loved the river and lived his expanded earnings as a towboat cap
near it. As a boy, Steve spent many a tain? "I'd like to buy a cattle ranch in
summer working on the ferries, water Calhoun County," he replies immedi
skiing, fishing, or just hanging around ately. No need to ask whether his ranch
the riverbank watching the big towboats would be near the river—it's impossible
goby.
not to be near the river in Calhoun
Brother Pohlman graduated from the
County, a narrow strip of land bounded
Lundeberg School's Deckhand/Tanker- on the west by the Mississippi River and
man program in October of 1975. He
on the east by the Illinois River.
has worked for the SIU-contracted
Good luck to Brother Steve Pohlman,
American Commercial Barge Line
a living example of the old saying, "The
Company and National Marine Service,
river gets in your blood."
6 / LOG / May 1977
rm studying marine biology on the side, sir!
�plan will work. So, using the vacation plan already negotiated at American
Barge Line, I would like to give a brief explanation.
First of all, a member's eligibility to the vacation benefit is based totally on
the number of days worked during the year. The member becomes eligible to
collect the benefit after accumulating at least 90 days of employment.
The amount of the benefit would vary depending on the rating a man sails.
For instance, in the third year of the ABL contract, and based on 240 days of
employment that year, the benefits would be as follows: $933.60 for deckhands;
$1,065.60 for lead deckhands, cooks, tankermen, utility engineers and trainee
engineers; $1,200 for licensed assistant engineers, and $1334.40 for licensed
chief engineers. Of course if a man works more than 240 days, the benefit
would be higher accordingly, and if he works less than 240 days in a year,
the benefit would be less accordingly.
The SIU's victory in setting the cornerstone for an industry-wide vacation
plan for Boatmen was the Union's first significant achievement since the SlUIBU merger just eight months ago.
Since then the SIU has also taken the first steps in establishing a standardized
contract for all SIU Boatmen. Initially, the standardized contract would mean
considerable increases in wages and benefits, in particular pension and welfare,
for SIU Boatmen. Thereafter, it would be a great deal easier winning even
larger benefits, because the SIU would be negotiating for the entire inland
membership instead of fighting for these benefits, as we now have to do, one
company and one contract at a time.
Also since the merger, a number of Educational Conferences have been held
for inland members at the Lundeberg School so that we can plan and discuss,
in the most democratic atmosphere possible, our goals for the future of the
inland waters industry. (See special supplement in this issue of the Log.)
As much work as has already been done since the merger, though, it has
really only begun. We are aiming at achieving the goal of ultimate job and
financial security for all SIU members—deep sea. Lakes and inland.
We are well on our way to reaching these goals. And I am confident that
with the help and support of the collective SIU membership, we will come out
on top.
Headq uartcrs
by SIU Exeriilive Vice Prosideiil
Frank Drozak
When the SIU wrapped up its latest three-year contract with Steuart Trans
portation late last year, we had achieved one of the most significant collective
bargaining gains ever won for unionized inland boatmen in the United States.
This landmark provision was the establishment of a jointly (union-manage
ment) administered vacation plan for SIU Boatmen at this company, it was
the first such plan ever negotiated for workers in the towing industry.
As important, though, as being the first jointly administred vacation plan
for Boatmen, this bargaining breakthrough laid the groundwork for achieving
the SlU's overall goal of an industry-wide vacation plan for all SIU Boatmen.
Since the Steuart contract, the SIU has succeeded in winning similar vacation
plans for other Boatmen in the industry as contracts come up for negotiation.
In all the SIU has issued vacation benefit checks to 92 SIU Boatmen, totalling
over $57,000, since the program began six months ago.
To achieve the goal of an industry-wide plan for Boatmen, the SIU will
simply keep plugging at the bargaining table as each inland contract comes up
for renewal. I don't expect it to be an easy fight, because in each of our victories
so far management has strongly opposed establishing the vacation benefit.
Winning it at some companies, of course, will be harder than at others. But
in the long run, I'm sure that we will succeed in getting our industry-wide plan.
Many of our inland members are probably not familiar with how the vacation
Bonanza of Jobs SeenWifh All-Alaska Gas Pipeline
SIU San Francisco Port Agent Steve
Troy, spelled out the numerous job op
portunities the All-Alaska Gas Pipeline
would create for Seafarers and a wide
range of American workers in his testi
mony before the California Commission
for Economic Development on May 4
in Los Angeles.
Troy urged approval for the combi
nation pipeline-LNG tanker system,
which would carry natural gas down
from Alaska's North Slope to Southern
California. He was joined by two other
strong supporters: John C. Bennett, vice
president of the El Paso Alaska Co.,
which has proposed this route, and
Lowell Thomas, Jr., lieutenant governor
of Alaska.
All agreed that the El Paso route
would provide the quickest delivery of
gas and the greatest economic and en
vironmental benefits for the U.S.
Two competing trans-Canadian pipe
line proposals by Arctic Gas and Alcan
Pipeline Co. were approved by the Fed
SIU Issuing New
Books To
eral Power Commission on May 2. The
El Paso advocates urged the California
commission to express support for the
ail-American route to President Carter,
who will review all recommendations
and present his decision to Congress by
Sept. 1.
Put 22,500 to Work
The El Paso project would put about
22,500 Americans to work at the peak
of construction, Troy said, compared to
only 10,000 for Arctic and 15,000 for
Alcan. Moreover, El Paso estimates
there will be 1,470 permanent U.S. jobs
after completion of its project, while
Arctic would employ only 400 and Al
can 600.
Lt. Gov. Thomas remarked that these
employment figures, based on a private
study, "are a goal I find it hard to be
lieve President Carter would ignore."
"Jobs for American seamen would
increase by the use of eleven 165,000cubic meter LNG tankers in the El Paso
Tug and Barge Work
Tug and barge traffic, hauling equip
ment and material for construction of
the pipeline and the LNG plants would
also provide many jobs—for at least
540 tugboatmen as well as shoreside
personnel at peak construction. Troy
pointed out to the commission that Cali
fornia industries and labor would play
a large part in this work.
Troy also maintained that LNG
tanker transportation is "one of the saf
est seagoing operations being carried
on today"—with more than 12 years of
accident-free deliveries.
He stressed the value of the LNG
Technology Course at the Harry Lunde
berg School of Seamanship in Piney
Point, Md. which is preparing welltrained crews.
Another major selling point for the
all-Alaska route. El Paso Vice President
Bennett said, is that it could be devel
oped two years ahead of the longer
Canadian pipelines—an important plus
in view of the serious gas shortages now
facing the nation. It would parallel the
Alaskan Oil Pipeline and get a headstart
from the $1-billion support system of
roads and equipment already there, Lt.
Gov. Thomas explained.
The Arctic and Alcan routes must not
only carve out new territories in a brutal
climate, but must first face unsettled
native and national wildlife claims that
would cause even further delays and
cost overruns, Thomas said.
•.•I
Sbtpping Report for Inland Watfll
' / .r- ^
FOR THE MONTH OF APRIL 1977
Inland Members
With the merger late last year o£
the IBU and the SIU A&G District,
Headquarters hegan a program of
issuing new Union hooks to all in
land members to replace their old
IBU books.
To date, though, many inland
members have not applied for the
new SIU books, which are necessary
for identification for voting in Union
elections and other Union functions.
To get your new book, inland
members need only pick up an ap
plication at the nearest Union hall
or from a Union representative
when he visits your boat. Just fill it
out and send it to Headquarters.
The Union will then issue you a new
book and get it back to you.
route," Troy said. Their construction
would generate more than 68,600 manyears of employment in American ship
yards, he added.
These vessels would take the gas from
a liquefication plant, to be built at Gravina Point, Alaska, to a regasification
plant to be built at a point along the
Southern California coast. From there
the gas would be sent via existing and
new pipelines to Central and Eastern
U.S. markets.
TOTAL MEN REGISTERED
ON BEACH
TOTAL JOBS SHIPPED
Relief Jobs
Permanent Jobs
Class A
BALTIMORE
BOSTON^
HOUSTON . . :
JACKSONVILLE
NEW YORK
MOBILE .
NORFOLK
NEW ORLEANS
..
PADUCAH
PHILADELPHIA
PINEY POINT ...... ......
PORT ARTHUR
... •
PUERTO RICO . . . .
.......
RIVER ROUGE . .
, . .....
ST. LOUIS . . . ............
TAMPA . .
0
0
9
1
0
0
0
0
S ^
0
0
6
0
24
12
0
TOTALALLPORTS^^:;^.^ . . V •
60
Class B
Class C
Class A
Class B
0
0
0
1
0
0
0
0
1
0
0
0
0
0
0
0
t-'o
0
0
0
:2-:-:-
0
0
0
18
1
0
0
0
4
•„.••().....••
0
4
4
0
0
32
0
1
20
0
18
82
.• • a-.
.141
10
0
;3.v>:
138
0
0
0
0
0
0
293
1
48
0
0
0
0
0
0
50
•"•4®
Class C
0
0
0
0
0
0
0
0
15
0
0
0
0
0
0
0
15
Class A
Class B
5
0.
2
0
3
0
0
0
16
1
0
0
59
6
0
185
-0
0
9
12
0
301
'.ut...
y'-X
•;21/,r
6
-0.9
138
May 1977 / LOG / 7
�Tuna Fleet Fishing With
Promise of Compromise
Hundreds of concerned cannery workers, members of the SlUNA-affiliated
United Cannery Workers Union, demonstrate earlier this month outside Federal
Building in Wilmington, Calif.
After nearly three months in lay-up
In the meantime, several thousand
members
of the SIUNA-affiliated
to protest what tuna Industry officials
call "unrealistically low" porpoise mor
United Cannery Workers Union remain
out of work due to last month's layoffs
tality quotas for 1977, the U.S. tuna
in San Diego, Terminal Island and
fishing fleet of 140 purse seiners set to
Puerto Rico. Still others will remain on
sea this month to resume fishing.
a cut-back work schedule. U.S. can
The tuna boats sailed from San Pedro
neries, in general, will continue to feel
and San Diego to the Pacific fishing
the squeeze until the U.S. fleet starts
grounds after Rep. John Murphy (Dbringing in the first boatloads of tuna
N.Y.) introduced a bill that would allow
later this year.
78,900 porpoise kills incidental to tuna
Also this month, angry cannery work
fishing for the rest of this year and the
ers in San Diego and Wilmington, Calif,
same amount for 1978. The National
demonstrated in force outside Federal
Marine and Fisheries Service had pre
buildings urging the Government to
viously set the 1977 quota at 59,050,
clear up the porpoise controversy.
which tuna industry officials called "to
Some workers carried picket signs
tally unacceptable."
stating: "Congress, the honeymoon is
Murphy practically guaranteed pas
over. Get busy and save our jobs."
sage of the bill, predicting that the en
vironmentalists would be able to muster
Other workers carried signs saying,
"Congress, wake up. The siesta is over.
"no more than 100 initial votes" against
the bill in the House. Murphy also pre
We need your help."
dicted that if the bill gets to the White
On top of the loss of jobs to fisher
House it would be signed because it is
men and cannery workers, consumer
"a fair compromise on the porpoise is
prices on canned tuna are expected to
sue."
rise sharply by summer.
Nevertheless, a spokesman for 14 en
A spokesman for the Tuna Research
vironmentalist groups said they would
Foundation predicts boosts of "a mini
fight the Murphy measure. In addition,
mum of five cents a can and a maximum
the Humane Society of the United States
of 20 cents."
has called a boycott of tuna, which ac
Overall, the U.S. tuna fleet has lost
cording to the Society, will include ad
more than $30 million since Jan. 1,
vertisements and efforts by its members
while the hard pressed canneries have
to stop the serving of tuna in restaurants recorded a four month loss of almost
and cafeterias.
$60 million.
Tbe
Lakes
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Because of the shortage of oil and natural gas, more industrial plants are
switching over to coal. In the east there is an increased demand for non-polluting western coal. This means more shipments of coal for Great Lakes freighters
and possibly more cargo arriving in the port of Buffalo. Two coal docks in
Buffalo may reopen to accommodate the trade. A related result of the energy
crisis is that Lakes shipyards report an increase in construction of self-unloaders
capable of carrying coal.
The SlU-contracted Consumers Power (Boland and Cornelius) received
extensive repairs and refitting work while laid up in Buffalo this past winter.
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At the beginning of May, the SlU-contracted Chief Wawatam was granted
j a ninety-day extension by the Coast Guard, allowing her to run through July 29
j without a five-year inspection.
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SU Lawrence Seaway
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As part of the national switchover to the metric system, the St. Lawrence
Seaway Development Corporation has announced that metric measurement
units will be used in all operational procedures on the Seaway effective this
season. The regulations in the 1977 Seaway Handbook will list measurements
in both metric and customary U.S. units. Dimensions of vessels are to be
expressed in meters, engine power in terms of kilowatts, and lock and bridge
distance markers will indicate only meters. However channel markers will
indicate mileage in nautical miles. The units for registered tonnage will remain
the same as in the past.
Also, beginning this year. Great Lakes navigation charts will begin listing
both traditional and metric scales. The first new chart will cover Lake Erie
and list the standard feet-fathom measurements on one side with the reverse
carrying a Mercator scale and metric units. These dual navigation charts
eventually will cover the entire Great Lakes area, with the fathoms-feet system
gradually phased out.
The U.S. and Canada are having discussions about toll increases on the
St. Lawrence Seaway and the Welland Canal. The Canadians have made their
toll proposals which the U.S. authorities circulated last month asking shippers,
carriers and other concerned parties to comment.
For the Seaway, the Canadians proposed a toll of $1.05 per ton for general
cargo, $.45 per ton for bulk cargo, and $.04 per gross registered ton for each
vessel. For the Welland Canal they propo.sed a toll of $.90 per ton for general
cargo, $.40 per ton for bulk cargo, and $.04 per gross registered ton for each
vessel. At present the Seaway Development Corp. and the U.S. share of the
operating costs are supported by money collected from users,
The Maritime Trades Department of the AFL-CIO has come out against
any toll increases because it feels that higher tolls would cripple American and
Canadian shipping in and out of the Great Lakes via the Seaway.
Lakes nistoi^
Although few Seafarers on the Joseph S. Young (Boland and Cornelius)
• may know it, their ship once had a fancy guest lounge equipped with a pipe
T Wgan" TrrarwBi bam-in 1-907 when sne' was
) as the newest vessel in the Shenango Furnace Co. fleet. The SlU-contracted
i Medusa Challenger (Cement Transit Co.) was the original ship in the fleet of
j six and was built in 1906 under the name William P. Snyder 202859, according
^ to Steamboat Bill, the journal of the Steamship Historical Society of America.
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Lakes Beading
It's the cook, sir, he's sulking!
8 / LOG / May 1977
^
Seafarers may be interested in subscribing to Lake Log Chips, a weekly
J newsletter dealing with shipping and shipyards on the Great Lakes. Subscription
r rate for the United States and possessions is $5.00 per year, or $11.00 for
I first class mail. Write to Subscription Department, Lake Log'Chips, Fifth Floor,
I University Library, Bowling Green State University, Bowling Green, Ohio
43403.
i
The Great Lakes Red Book for 1976 is available for $4.00 from the Fourth
^ Seacoast Publishing Co., 24145 Little Mack Ave., St. Clair Shores, Mich,
j 48080. It contains a complete list of vessels that sail the Great Lakes along
1 with their licensed personnel, construction statistics and call signals. There is
j also a general information section.
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�OUTER CONTINENTAL SHELF
Hearings are continuing on outer continental shelf oil and gas management
policy in the House Ad Hoc Committee on the outer continental shelf and the
Senate Energy and Natural Resources Committee.
CABINET LEVEL ENERGY DEPARTMENT PROPOSED
Under the terms of legislation now moving through both houses of Con
gress, a new Department of Energy would be created and would absorb the
functions now performed by the Federal Energy Administration, Federal
Power Commission and Energy Research and Development Administration.
The Secretary of the new Department is expected to be Dr. James Schlesinger,
who is now White House Energy Advisor.
The House Bill has been reported out of the Government Operations Com
mittee; the Senate bill is stalled over the question of whether the Department
would have authority to set oil and gas prices.
Under a compromise being considered, the Secretary would propose natural
gas price changes to a three-member regulatory board in the Department. The
Board would set oil prices, subject to veto by the House and Senate.
McKlNNEY AMENDMENT PROHIBITS OIL EXPORT
The House of Representatives passed an amendment last month which would
prohibit export of domestically produced crude oil for a period of two years.
Proposals to swap Alaskan crude for Mideast oil would cost hundreds of sea
going jobs.
Stewart McKinney (R-Conn.) in introducing his amendment to the Export
Administration Act of 1969, stated that we cannot justify exportation of
400,000 barrels per day of Alaskan crude at a time when we are faced with an
impending national catastrophe from energy shortages.
Rep. McKinney continued, "We are concerned with providing more jobs in
our struggling industries. Why, then, should we create more work for the for
eign tanker industry by transporting the oil to Japan while our merchant tanker
fleet suffers through hard times?"
John F. O'Leary, administrator of the Federal Energy Administration, testi
fied Apr. 29 before the House Interior and Insular Affairs Subcommittee on
Special Investigations on the disposition of Alaskan North Slope crude.
Mr. O'Leary said there are three short-term options for distribution of the
excess North Slope crude: 1) swapping with a foreign country,_2) shipping
to Gulf Coast ports by tanker, and 3) shutting in North Slope production until
a west-to-east pipeline is constructed.
Following extensive discussion with Maritime Administration and Coast
Guard officials, Mr. O'Leary said, FEA has concluded that by converting some
subsidized U.S.-flag tankers now engaged in foreign trade to domestic service,
the total U.S.-flag fleet will be adequate to handle the surplus.
The Senate defeated a similar amendment on May 5 by tabling it. Signif
icantly, following the Senate's vote to table, the House voted 240 to 166 to
instruct its conferees to retain the McKinney amendment in conference. No
conference date has been set.
HOUSE ENERGY COMMITTEE
The House has created an Ad Hoc Committee on Energy to coordinate the
energy program. It will bring an overview of various pieces of legislation relat
ing to energy reported by standing committees.
Rep. Thomas L. Ashley (D-Ohio) was named chairman.
TRANSFORATION TAX AND INCENTIVES
Senator Russell Long (D-La.) has introduced Senate Res. 150 to authorize
a study of "present tax incentives and revenue measures relating to the com
mercial transportation system of the United States and the Federal programs
which such incentives and measures finance."
In introducing the resolution. Sen. Long said his committee (Finance) has
been urged to review present methods of financing navigation improvement
because of alleged statements that Federal subsidy to the waterways is in
equitable to other transportation modes. The senator said that what is needed
is "a comprehensive review of all direct and indirect incentives, aids and facili
ties available to all modes."
-Support SPAD
SPAD is the union's separate segregated political fund. It solicits and accepts
only voluntary contributions. It engages in political activities and makes con
tributions to candidates. A member may voluntarily contribute as he sees fit
or make no contribution without fear of reprisal.
Seafarers are urged to contribute to SPAD. It is the way to have your voice
heard and to keep your union effective in the fight for legislation to protect the
security of every Seafarer and his family.
A copy of our report is filed with the Federal Election Commission and is
available for purchase from the Federal Election Commission, Washington,
D.C.
Drozak Lauds NMC on Productivity, Stability Growth
The U.S. maritime industry has been
"a model of the benefits close labormanagement cooperation can achieve,"
SIU Executive Vice President Frank
Drozak told a shipper seminar spon
sored by the National Maritime Coun
cil in Corning, N.Y. late last month.
The NMC, a coalition of labor, man
agement and Government heads, de
serves the credit for this achievement,
Drozak said. It has made "massive gains
for the industry in productivity and
stability over the past several years, as
well as a greater effort towards new
growth."
Drozak's praise for the NMC was
echoed by Robert J. Blackwell, assist
ant secretary of commerce for maritime
affairs, and Thomas W. Gleason, presi
dent of the International Longshore
men's Association, who were also fea
tured speakers at the seminar.
Both men discussed the ILA contract
negotiations which began this month
Unclaimed Wages
The SIU members listed below have
unclaimed wages due them from Mari
time Overseas Corporation. If your
name is below, the company asks that
you contact: Paymaster, Maritime Over
J. C. Leach
W. Flaherty
A. Maben
J. Duhadaway
O. Gatlin, Jr.
W. Sears
S. B. Crader
C. Mills
A. Mravec
S.
Matthews
J.
C. E. Demers
R. F. Flouriioy
J. L. Burk
C. J. Cosner
R.
D. Rains
F, J. Howard
M. A. Freeburn
L. D.McDufiie
F.
L. Hall
J. R. Bradley
H. J. Breen
J.W. Mullis
seas Corporation, 511 Fifth Ave., iVew,
York, N.Y. 10017. Also, the company
says that the following information
should be given by applicants: Social
Security number and current address.
J. Downey
C. B. Troy
D. Murray
R. L. Oppel
J. L. Boyce
P. Salowsky
E. S. Spooner
R. A. Hogan
Ml. Eschcnko
H. Chamberlain
B.W. Warren
J. Lopez
T. B. Fleming
D. Gomez, Jr.
H. Vera
H. Scott
T. R. Bolger
D. A. Clark
S.
H. Al-Maklani
J. Canfield
D. L. Smith
and were hopeful that agreement could
be reached without another strike. A
five day ILA workout in April over a
container handling ruling was actually
a dispute with the National Labor Re
lations Board rather than a labor-man
agement problem, they stressed.
Their hopes were later realized by a
strike-free.settlement reached on May
12 by the ILA and seven shipping com
panies, which extended the contract to
Sept. 30.
Maritime labqr^mnnagem^t re^^^^
tions are now "among the most stable
of any major American industry,"
Blackwell maintained.
Drozak Urges Support
Drozak not only praised the NMC
but urged support for its efforts to build
up all sectors of U.S. shipping, specific
ally: oil cargo preference legislation, a
greater share of bulk cargo for U.S.flagships and the need to maintain a
strong domestic fleet.
He noted that less than 4 percent of
U.S. oil imports are carried in U.S. ves
sels and while 85 percent of our trade
is made up of bulk commodities, U.S.
vessels carry practically none.
"We need new national policies to
regain the maritime strength our nation
once had," he stated.
A strong domestic fleet is essential,
Drozak explained, because water trans
portation will play a major role in the
increased movements of coal to meet
the country's energy needs.
Speaking before the National Mari
time Council's Eastern Shipper Forum
in Corning, N.Y., SIU Executive VicePresident Frank Drozak praised the
NMC's gains in stability for the mari
time industry. Drozak is holding the
Seafarer Education Series pamphlet
which describes the Council's work
in bringing together maritime labor,
industry and government.
May 1977 / LOG / 9
�Another First: A Sixth Four-Year Winner
A First. SlU BoafmanWins Scholarship
For the first time since the SIU's
Annual Scholarship Program began in
1953, a Boatman has won the four-year
award reserved for an active SIU mem
ber. Stephen Peter Magenta, 20, who
works as a relief captain aboard a tank
barge for the Interstate and Ocean
Transport Co. in Philadelphia, Pa. was
selected in May to receive the $10,000
grant.
Also, one active Seafarer and four
dependents of eligible members norm^ly receive the no-strings attached
scholarship which they can use to take
up any course of study they wish at any
accredited college or university in the
United States or its territories. The
$10,000 award is disbursed over a fouryear period.
However this year, in another first,
there was a sixth full scholarship winner
—SIU Brother Ashton Woodhouse, 24,
who sails on the deep sea as a member
of the engine department. The sixth
award was made possible last March
when the trustees of the Seafarers Wel
fare Plan voted that an additional fouryear scholarship could be granted to an
.active SIU member if an outstanding
applicant appeared. Ashton Woodhouse
fit the bill.
Among the four dependents who won
the award, two were children of Boat
men and two of members who sail deep
sea. They are Leslie Warren Collier IV,
son of Boatman Leslie Warren Collier
III of Coinjock, N.C.; Charles Foshee,
son of Boatman Woodrow Foshee of
DcRiddcr, La.; Elizabeth Harrington,
daughter of Seafarer Arthur Harrington
of Charlestown, Mass.; and Osvaldo
Rios, son of Seafarer Osvaldo Rios of
Carolina, Puerto Rico.
Three alternate winners selected by
the committee—Lisa Kondylas, daugh
ter of SIU Pensioner Nicholas Kondylas
of Baltimore, Md.; Anthony DiDomenico, son of SIU Boatman Alphonso
DiDomenico of New York, N.Y. and
Patricia Ansell, daughter of SIU Boat
man Gerald Ansell of Chesapeake, Va.
—will receive the scholarship in case
one or more of the winners cannot ac
cept.
For the second consecutive year,
there were two $5,000 two-year schol
arships awarded to active Seafarers.
• This year's winners are William Berulis,
28, and Jack Utz, 47, both of Seattle,
Wash. Seafarers Berulis and Utz will
receive their $5,000 grants over two
years and can use the money to study
at any accredited junior college, com
munity college, or post-secondary trade
or vocational school.
Seafarer Arthur
Harrington
Seafarer
Osvaldo Rios
as in the past, chosen by the SIU Schol
arship Selection Committee, an impar
tial panel of reputable scholars. As
specified in the guidelines for the
awards, the committee based their se
lection on the individuals' scholastic
ability as shown by high school grades
and College Boards or American Col
lege Test scores and the individual's
character as reflected by letters of rec
ommendation and participation in ex
tracurricular activities.
According to the committee, which
met at the Transportation Institute in
Washington, D.C., all applicants were
the best ever to the point that their task
was most difficult this year. They urged
those who did not get awards to keep
trying because, in the past, unsuccess
ful applicants have received the award
the next year.
Members of this year's Selection
Committee were: Dr. Charles Lyons,
retired dean of admissions at Fayetteville State University, Fayetteville,
N.C.; Dr. Charles D. O'Connell, direc
tor of admissions at the University of
Chicago, Chicago, 111.; Dr. Bernard Ire
land, a retired official of the College
Boards; Dr. Elwood Kastner, dean of
registration at New York University,
New York, N.Y.; Dr. Richard M. Keef,
professor at Lewis and Clark Commu
nity College, Godfrey, 111.; Dr. Donald
Maley, professor at the University of
Maryland, College Park, Md., and Dr.
Gayle Olson, professor at the University
of New Orleans, New Orleans, La.
Boatman Stephen Magenta
Stephen Magenta's academic record
at Northeast Catholic High School in
Philadelphia, Pa. was outstanding. He
went in for varsity track and cross
country racing and participated in the
band. He also found time to become a
certified diver, because as he explained,
"the sea has held a special fascination
in my heart."
After high school he went through
the Harry Lundeberg School Entry Rat
ing Program, graduating in 1974. In
April of that year, he began working on
123 Four-Year Scholarships
coastwise tugs and barges for the Inter
state
and Ocean Transport Co., rapidly
The 1977 awards brings to 123 the
"hurhDef of four-year scTToTafsfiips' —advsaetng to t'fie-p-osiirau- ofiMi gcxaptain.
awarded since the program began, with
Praising Brother Magenta's charac
32 received by Seafarers and 92 by de
ter and career, the company's operations
pendents of Seafarers.
manager noted that the young Boatman
The winners of all eight grants were.
had successfully served as relief captain
aboard barge Interstate 55, which in
volved pumping and loading two grades
of petroleum simultaneously. "In addi
Miss Edna Newby, a retired of
tion to handling multiple cargoes." he
ficer of Douglass College, New
said, "Mr. Magenta has become pro
Brunswick, NJ., had worked on the
ficient in the handling of benzene and
SIU Scholarship Selection Commit
styerene cargoes."
tee since 1953 when the progrmn
While traveling between ports and
began. After 23 years of unselfish
reading and thinking. Brother Magenta
service, she decided to retire from the
concluded that "the only way to be
committee after helping to pick die
come a more well-rounded individual
1976 winners. The SIU salutes Miss
and meet the technical demands of to
Newby and wishes her the best in the
day's society would be a formal college
years to come.
education. Using the $10,000 four-year
Boatman Leslie
Warren Collier III
Boatman
Woodrow Foshee
scholarship he hopes to prepare for a
career related to the maritime industry
at the University of Rhode Island.
Seafarer Ashton Woodhouse
Determination has been the mark of
Ashton Woodhouse's career in both
academic and at sea. The winner of the
special four-year $10,000 SIU award
did exceptionally well in high school and
has been earning his way through col
lege by shipping out, off-and-on during
the past few years. The nationwide
Standard Achievement Tests showed
him to be among the top 2 percent of
students in the country.
As an SIU member sailing in the
black gang, Woodhouse took full ad
vantage of the opportunity to upgrade
himself. Since he graduated from the
Lundeberg School Trainee Program in
1972, he has received his FOWT-pumpman and QMED endorsements as well
as his 'A' book. In the future, he hopes
to sit for a third engineer's license.
It is no surprise, therefore, that
Brother Woodhouse would like to be
come a mechanical engineer. His pro
fessors at the University of 'Virginia in
Charlottesville have no doubt that he
will succeed. Although he had been out
of school for a while and was "very
rusty", according to one professor,
Woodhouse is now at the top of his
class "in the toughest two-year engineer
ing course in our school."
The scholarship will enable Brother
Woodhouse to get an undergraduate de
gree from the University of Virginia and
pursue a master's degree program.
Seafarer Jack Utz
Winning the two-year $5,000 SIU
scholarship is just one landmark in the
academic career of Seafarer Jack Utz.
Brother Utz, who has been shipping out
with the SIU since 1948, dropped out
of school in the sixth grade because of a
speech impediment and to help his
mother support the family. Since then,
determined to better himself, he studied
and sat for the GED exam and earned
a high school equivalency diploma.
"I received speech therapy at the
Seattle Speech and Hearing Center,"
Utz told the Selection Committee. "This
therapy has given me the confidence to
return to school." After accumulating
7,400 days seatime in the steward de
partment, he wants to come ashore and
work in the hotel management field.
Using the scholarship, he hopes to at
tend South Seattle Community College
in Seattle, Wash, while living at home
with his wife, Younghi, and his two
sons.
As the commissary superintendent for
Sea-Land put it. Brother Utz "has the
ability to accomplish whatever he sets
his mind to." He has worked as a chief
steward on the S.S. Newark since 1969.
He also holds firefighting and lifeboat
tickets which he earned at the Harry
Lundeberg School in 1976.
Seafarer William Berulis
"I have wanted to be in, at, or near
the sea ever since 1 can remember," SIU
Brother William Berulis said. The
$5,000 two-year scholarship will en
able him to devote uninterrupted time
to learning his chosen trade of marine
carpenter. "The art is in the long tradi
tion of skilled craftsmen who also loved
the sea," Berulis explained.
In classes at the HLSS in Piney Point,
the young Seafarer discovered his abil
ity to excel in subjects that he found
interesting and important. He graduated
from the Harry Lundeberg School of
Seamanship Entry Rating Program in
1970, and later went back for his AB
certificate and to take the LNG, Weld
ing and Diesel Engineer Courses. He
also went through the "A" Seniority
Program in 1974.
The people who recommended
Brother Berulis predicted that he would
become an outstanding shipbuilder if
given the chance to learn the trade. He
plans to attend Seattle Central ComContinued on Page 29
Miss Newby Retires
10 / LOG / May 1977
Members of the SIU Scholarship Selection Committee go over applications
for the 1977 awn^ds. They are (clockwise I. to r.): Dr. Donald Maley, professor
at the University of Maryland, College Park, Md.; Dr. Charles D. O'Connell,
director of admissions at the University of Chicago, Chicago, III.; Dr. Bernard
Ireland, a retired official of the College Boards; Dr. Richard M. Keefe, pro
fessor at Lewis and Clark Community College, Godfrey, III.; Dr. Charles
Lyons, retired dean of admissions at Fayetteville State University, Fayette
ville, N.C.; Dr. Elwood Kastner, dean of registration at New York University,
New York, N.Y., and Dr. Gayle A. Olson, professor at the University of New
Orleans, New Orleans, La.
�Works for Job Security tor U.S. Seamen
FMC Carries the Biggest Regulatory Stick
This is the eleventh in a series of articles which
the Seafarers Log is publishing to explain how
various organizations affect the jobs and job «ecurity of SIIJ members.
More Government bodies have a hand in reg
ulating maritime affairs than in any other Amer
ican industry. But the one that carries the biggest
stick is the Federal Maritime Commission.
The FMC is an independent, regulatory agency
headed by five commissioners appointed by the
President and charged by Congress with carrying
out a number of Federal shipping statutes. Their
responsibilities may sound like maritime mumbo
jumbo to the layman or even to the Seafarer, but
in the end they spell out job security for the Amer
ican seaman and economic health for the entire
nation.
The FMC's main business is regulating our
ocean commerce. That means seeing to it that
freight rates and other means of competition prac
ticed by U.S. and foreign shipping lines in our
trade arc fair and equitable.
For over 100 years, the answer to unfair com
petition and destructive rate wars by shippers has
been the conference system. The way this works is
that competitive steamship lines organize accord
ing to different trade routes and collectively set
uniform rates. The FMC has the right, authorized
by the Shipping Act of 1916, to grant conference
members immunity from antitrust legislation,
which would otherwise outlaw their restrictions of
competition.
iStandard conference rates have been essential
to American shippers. Without them, U.S.-flag
lines, which have higher operating costs than their
foreign competitors, would not be able to carry a
substantial percentage of cargo in the liner trade.
While the U.S. fleet carries only about 5 percent
of our foreign trade, the American liner fleet has
over 30 percent of U.S. liner shipments.
The FMC monitors the many different confer
ences in our liner trade routes and has the power
to impose stiff penalties—heavy fines and even
suspension of antitrust immunity—against ship
pers who grant discounts, rebates or other viola
tions of the uniform rates. It also can make rules
to counter foreign regulations that hurt American
shipping.
FMC Chairman Karl E. Bakke has said that he
is determined not to deal more severely with U.S.flag shippers than their foreign competitors. But
just getting the facts from foreign documents held
overseas is a difficult and time-consuming process
for the FMC.
Pollution Control Authority
Became Separate Agency in '61
Once part of a larger Government maritime
board within the Department of Commeree, the
FMC was organized in 1961 as a separate agency
to concentrate on these important regulatory func
tions.
But while the FMC carries a big stick, it has no
easy task putting it to use in the complex maritime
world where ships operate under many flags and
under many laws.
Federal Maritime Commission Chairman Karl E.
Bakke directs the Important regulatory functions of
his agency which focus on preventing unfair com
petition In U.S. ocean trade. He Is shown here
addressing the Propeller Club and the Maritime
Association of New York.
The problem is similar to the hidden snarls
behind foreign ownership registration of flag-ofconvenience vessels, which have stalled the FMC's
exercise of its pollution control authority over
foreign tankers. The commission is responsible for
getting owners of tankers, which travel in U.S.
waters, to show evidence of funds for cleanups in
the event of oil spills or other pollution hazards.
But the real problem in regulating shipping
rates in our foreign trade is not foreign conference
members, but outside shippers capable of drastic
undercutting. The state-controlled Soviet fleet has
been among the biggest offenders.
Last year Chairman Bakke negotiated an agree
ment with the Russians which would have brought
the Soviet Baltatlantic Line into North Atlantic
conferences. But the agreement never materialized
and Bakke recently announced that the answer to
unfair Soviet competition is Congressional legis
lation. A Third-Flag bill, which has been in and
out of favor in Congress, would give the FMC.the
right to suspend state-controlled ship lines from
carrying cargo in our trade if their rates are judged
unjust or unreasonable.
Bakke and many strong supporters of the U.S.
merchant marine believe that the FMC should be
given a larger hand in regulating our foreign trade.
But some of their stiffest opposition comes from
other U.S. regulatory agencies such as the Depart
ment of Transportation and the Antitrust Division
of the Department of Justice which have said that
the FMC already has enough power to restrict
competition.
How far the FMC is allowed to extend its power
may be controversial. Yet there is no doubt that
its regulatory stick must be long enough to reach
the forces that threaten the vitality of the U.S.
merchant marine and the stable flow of our multibillion dollar ocean trade.
Early Normal Pension Supplement
MEMBERSHIP MEETINGS'
SCHEDULE
Port
New York
Philadelphia
Baltimore
Norfolk
Jacksonville
Detroit
Houston
New Orleans
Mobile
San Francisco
Wilmington
Seattle
Piney Point
San Juan
Columbus
Chicago
Port Arthur
Buffalo
St. Louis
Cleveland
Jersey City
Date
Deep Sea
Lakes, Inland Waters
June 6
,
2:30 p.m.
June 7
2:30 p.m.
June 8
2:30 p.m.
r .-rr imne -9^-. rr.-.-7."f . r:r~9:3>Q a.m-.
June 9
2:00 p.m.
June 10
— 2:30 p.m.
June 13
2:30 p.m.
June 14
2:30 p.m.
June 15
2:30 p.m.
June 16
2:30 p.m.
June 20
."
2:30 p.m.
June 24
2:30 p.m.
June 11
10:30 a.m.
June 9
2:30 p.m.
June 18
—
June 14
:
—
June 14
—
June 15
—
June 17
2:30 p.m.
June 16
—
June 13
—
UIW
:00 p.m.
:00 p.m.
;00 p.m.
:00 p.m.
7:00 p.m.
1:00 p.m.
for an additional 730 days of service,
he is entitled to two increases, an ad
ditional $30 a month pension benefit,
and the Early Normal Pension Suplement equal to 12 times his monthly
pension benefit.
Therefore, in addition to his
monthly benefit of $380 he will re
ceive a lump-sum, one time payment
of 12 times $380 = $4,560. Of
HOW THE EARLY
course, if he continues his employ
NORMAL PENSION
ment and receives additional service
SUPPLEMENT WORKS;
If an employee is at least 55 years
credit his monthly pension benefit
of age and has credit for 7,300 days
will increase by $15 a month for
of service, he is eligible for the Early
each additional 365 days of service
Normal Pension Benefit of $350 a
up to a maximum of $455. His Early
month. If such eligible employee
Normal Pension Supplement will
continues his employment (Deen
likewise increase, as shown in Chart
Sea-Great Lakes) and receives credit
I.
Monthly Pension
CHART I
Benefit Ssipplemerat
7,300 Days of service plus 730 days of service- -$380.00 $4,560 lump-sum
7,300 Days of service plus 1,095 days of service- - 395.00 4,740 lump-sum
7,300 Days of service plus 1,460 days of service- - 410.00 4,920 lump-sum
7,300 Days of service plus 1,825 days of service- - 425.00 5,100 lump-sum
7,300 Days of service plus 2,190 days of service- - 440.00 5,280 lump-sum
7,300 Days of service plus 2,555 days of service- - 455.00 5,460 lump-sum
In case some Seafarers did not see
the story in the April issue of the Log
on the new Early Normal Pension Sup
plement, we are rerunning below one
very important section of that article.
If any member has a question about
the new benefit, he should contact the
Seafarers Pension Plan, 275 20th St.,
Brooklyn, N.Y. 11215.
May 1977 / LOG / 11
m
�Mount Washington Committee
Golden Endeavor Committee
At a recent payoff in the port of Baltimore is the Ship's Committee of the SS
Mount Washington (Victory Steamship) of (I. to r.): Steward Delegate Lorenzo
Rinaldi; Engine Delegate Earl Chappel; Deck Delegate Edward Adams; Recer
tified Bosun Leo Paradise, ship's chairman, and Educational Director John
Quinter.
Just before the payoff of the ST Golden Endeavor (Westchester Marine) at
Staplelon Anchorage, S.I., N.Y., the Ship's Committee got together for this
photo. They are (I. to r.): Chief Steward Carl Jones, secretary-reporter; Engine
Delegate John Griffith; Baker James Dies, steward delegate; Bosun Andy
Thompson, ship's chairman, and Deck Delegate Dave Kydd.
Sam Houston Committee
Sea-Land Market Committee
S .
1
.
Si-
'•••it
.y
4'' •
During a payoff at Pier 7 in Brooklyn, N.Y. of the LASH Sam Houston (Water
man), the Ship's Committee relaxes in the vessel's Icunge. They are (I. to r.):
Chief Electrician David Rojas, educational director; AB Gordon L. Davis, deck
delegate; Engine Delegate Gary Bryant; Chief Steward Roscoe L. Alfred, sec
retary-reporter, and Recertified Bosun Homer 0. Workman, ship's chairman.
In the middle of last month, the Ship's Committee and crew of the SS Sea-Land
Market were paid off at the MOTBY Dock in Bayonne, N.J. Part of the crew and
committee there were (I. to r.): AB Nick Hrysazhis; Deck Delegate Tom Mc
Neills; Recertified Bosun Don Rood, ship's chairman; Engine Delegate Cliff
Hall, and Steward Delegate Abdul Karim.
Council Grove Committee
Sea-Land Galloway Committee
Here's the Ship's Committee on the ST Council Grove (Inter Ocean Mgt.) of
(seated I. to r.): Third Cook Al Ranew, steward delegate; Chief Steward L. 0.
Wcng, secretary-reporter, and Engine Delegate Julius Salazar. Standing
(I. [0 r.) are: Chief Pumpman Robert Blockwell, Educational Director; AB D. R.
McFarland, ship's chairman, and Deck Delegate Jim Martin. The tanker was
paid off at Staplcton Anchorage, S.I., in the port of New York.
12 / LOG / May 1977
Late last month the SS Sea-Land Galloway had a payoff in Port Elizabeth, N.J.
with a Ship's Committee on hand of (I. to r.): Engine Delegate Peter Triantafilos; Chief Electrician Mike O'Toole, educational director; Steward Delegate
Sovandus Sessoms; Recertified Bosun George Burke, ship's chairman, and
Chief Steward A. Seda, secretary-reporter.
�Credits College Education
Former SlU Scholarship Winner Lands Good Job
"I have salt water in my veins," for
mer SIU scholarship winner Phillip Lee
Gaskill of Sea Level, N.C. told the Log.
After a four-year stint inland at East
Carolina University in Greenville, N.C.,
he is happy to be back home where he
can go sailing, water skiing, and fishing
after a day's work.
Thanks to his college education, he
Former
landed a good job with the Trumbull
Asphalt Co. Division of Owen-Coming
Fiberglass Corp. He has worked in their
nearby Morehead City, N.C. plant since
graduating in 1972 and now serves as
plant operator.
The plant makes all kinds of roofing
products, road asphalt, and asphalt for
electronics, Gaskill explained. "That's
vyhy it's hard to describe a day's work,"
he said. "Each day is different according
scholarships
to the orders that come in." He is in
charge of processing, including switch
ing the plant from one production oper
ation to another. He also must check
samples of the product to make sure it
meets standards of quality.
At first Phillip Lee Gaskill worked in
the shipping department. Then, while
working for a year as assistant plant
operator, he studied the mechanics of
the job he now holds.
At East Carolina University, young
Gaskill majored in mathematics and
minored in computer science. "I guess
they are difficult subjects," he admitted,
"if you are not interested." But he liked
studying mathematics a lot. Coming
from a small town, he also enjoyed
meeting new people at college.
"The SIU scholarship really helped,"
the 1968 winner said, "because it took
the financial burden for college off my
parents."
Right now young Gaskill's father,
SIU Boatman James T. Gaskill, is en
joying his retirement after working as
a tugboat captain for C. G. Willis Co.
on the intercoastal waterway.
winners—
^ Seafarers, Boatmen and their
J dependents who are former SIU
j scholarship winners—let us know j
ij what you are doing. Write The J
( Log,SeafarersIntemationalUnion, 1
I 675 Fourth Ave., Brooklyn, N.Y. ^
^ 11232. Make sure to include an j
^ address, and phone number if pos- j
I sible, so that we can contact you r
I for an interview.
^
Phillip Lee Gaskill
SS Galveston
In the midafternoon on Mar. 15, all crewmembers of the seaborne SS Gal
veston (Sea-Land) watchstanding, assembled on the ship's fantail for funeral
services for Seafarer Eugene N. Dore, 50, who died in the Seattle USPHS Hos
pital on Feb. 28.
"We are gathered here today," intoned the vessel's Capt. C. T. Miller, "for
the burial of the remains of a good shipmate and Union brother. He may be
unknown to some and a shipmate to others in this crew, but will be missed by
all."
The master went on to say that ". . . Eugene made his living on the seas so
it is only proper we return his ashes to the sea in Latitude 54-51 N., Longtitude
139-35 W."
The 23rd Psalm, Lord's Prayer, Hail Mary, Our Father were said and his
ashes were committed to the sea.
Colombo, Sri Lanka (Ceylon)
U.S.-flag ships and their crews were warned to be on their guard about
harbor looting in the port of Colombo, Sri Lanka by roving pirate gangs who
have been reported to be illegally boarding merchant ships to plunder them.
MARAD says that the crew of one American-flag ship observed six to eightman bands boarding other ships. The report was confirmed by harbor police.
SS Overseas Alaska
The tanker 55 Overseas Alaska (Maritime Overseas) this month carried
50,000 tons of crude oil from the Persian Gulf to a port in Australia.
GfiYerTi0^rs4shnd/M. Y.
A new 24-hours-a-day satellite distress hotline has been installed which
would enable ships to communicate directly with Coast Guard Rescue Centers
in New York and San Francisco.
Using the MARISAT (Maritime Satellite) the hotline allows rescue coor
dinators to contact instantaneously through telex the 30 vessels now with
MARISAT.
Today 93 percent of all communications with ships at sea are still conducted
by Morse Code telegraphy over high frequency radio.
The worldwide MARISAT system uses two communications satellites posi
tioned in synchronous orbits 22,300 miles above the equator.
ST Cove Communicator
One person was killed and two others were hurt aboard the SlU-contracted
18,752-ton ST Cove Communicator (Cove Tankers) when a boiler blew up
at Latitude 36-16 N., Longitude 71-20 W. recently. None of the dead or injured
were unlicensed or licensed personnel. The tanker was repaired at the SIUafliliated Seatrain Shipyard facility in Brooklyn, N.Y.
Menio Park, N.J.
SlU-contracted Sea-Land Service has inaugurated weekly containership
runs between Port Everglades, Fla. and the port of Rotterdam, The Nether
lands with the departure of the 733-container SS Sea-Land Venture from the
latter port of call.. Four 23-knot SL-J 8's are earmarked for the new route.
Starting May 8, the company doubled its weekly runs to the Mideast with
the sailing of the SS Elizabethport from Rotterdam. Adding three more vessels
to the run which are the SS Los Angeles, SS San Juan and the 55 Seattle, the
shipping firm now has eight containerships calling at the port of Dammam,
Saudi Arabia; Bandar Abbas, Iran; Dubai, United Arab Emirates; Muscat,
Oman; Boston; Elizabeth, N.J.; Philadelphia; Baltimore; Portsmouth, V'a.;
Charleston, S.C.; Jacksonville and Port Everglades, Fla.; New Orleans, and
Houston.
Also on the run are the St. Louis, 55 San Pedro, 55 Pittsburgh and the 55 San
Francisco.
Sea-Land also expanded Caribbean runs opening weekly service between
St. Lucia, Guadeloupe and Martinque via the port of San Juan from Eliza
beth, N.J.; Baltimore, Jacksonville, and Long Beach and Oakland, Calif.
ST Connecticut^ Overseas U//o, Zapata Patriot,
Mount Washington, Fort Hoskins, Eagle Traveler
Anytime from June 1 to June 30, the Mount Washington (Mount Shipping),
Overseas Ulla (Maiitirne Overseas), Zapata Patriot (Zapata Bulk), Connec
ticut (Ogden Marine), Fort Hoskins (Interoeean Mgt.) and the Eagle Traveler
(United Maritime) will be carrying heavy grains from the Gulf of Mexico to
Soviet ports on the Black Sea.
New York
On Aug. 17, a 40th birthday will be celebrated for the National Apprentice
ship Act by the U.S. Labor Department's Bureau of Apprenticeship and Train
ing here. Through the act, the bureau sets up programs with employers to
improve the craft skills of their apprentice employees.
New York, Los Angeles and New Orleans
Deep-sea ship arrivals at the 10 major U.S. ports totaled 43,600 vessels dur
ing 1976 for a gain of 4,379 ships over the year before, reported the Maritime
Association of the Port of New York.
New York Harbor ranked first in the nationwide standings with 7,730 ships
arriving last year, 17 percent of the total.
Los Angeles-Long Beach Harbor had 5,071 vessels ranking second in the
country or 11.6 percent of the total. It was an increase of 267 more ships than
in 1975.
The port of New Orleans came in third with 4,538 ship arrivals and 10.4
percent of the grand total.
May 1977 / LOG / 13
�$10 Billion in Freight Profits— But No Taxes to Pay
Each and every year, as U.S.-flag
and other national flag shipping lines
pay their taxes and contribute to their
nation's economies, the owners of
flag-of-convenience fleets
are getting
away scott free with an estimated
$10 billion in untaxable freight rev
enue profits. This incredible figure
was made public this month in a
study conducted by the United Na
tions Conference on Trade and De
velopment.
As far as we are concerned, this
study dramatically points out some
thing that the STU has been saying
for a long, long time—flag of-convenience carriers, through their ex
ploitation of cheap labor and their
'man-without-a-country' status, are
raping the economies both of the na
tion's the vessels are registered in
(Panama, Liberia, the Bahamas, Ber
muda, Cyprus, Singapore and So
malia), and the nations of the vessels'
effective owners. And since a high
percentage of these vessels are owned
by American oil companies, more
often than not, the nation of the ves
sels' effective owner is the United
States.
It is little wonder that with such a
sweetheart arrangement with the
world, third-flag fleets have nearly
doubled in size since 1965. These
fleets now make up 26.7 percent of
the total world tonnage, or 89.9 mil
lion gross tons.
To make the situation worse, flag-
^^fjN/eNce
S' /.Q
HOOKED
of-convenience carriers, while they
make up a quarter of the world's
fleet, account for a staggering 40 per
cent of all ships and all tonnage lost
each year. Who can forget the ter
rible rash of disasters involving flag-
Post Office Must Serve Public
The purpose of the U.S. Post Office
is to serve the American public. Lately
this seems to be a forgotten motto as
service is cut back and rates increase. In
a vicious cycle, people stop using the
mails, causing further rate hikes and
service cutbacks.
The Commission on Postal Service,
which issued its report in April, was
supposed to find ways of improving
mail delivery. But instead of calling for
the logical solution—a return to the idea
of public service—it has recommended
cutbacks that would mainly hurt the
people and organizations who cannot
afford to use private mail delivery.
For example, the non-profit press
such as church, labor, farm and vet
eran's newsletters will be hard hit by
the Commission's proposal that they
pay the full second class postage rate.
The purpose of non-profit organizations
is to serve their communities. Non-profit
May, 1977
newspapers rarely carry advertising and
subscriptions are usually free. Paying
the full commercial second class rate
will kill these journals and with them an
important source of news that is not
available elsewhere.
For two hundreds years labor and
community-organization papers have
played a vital role in promoting free
speech and free press. In the past. Con
gress recognized this role and the lim
ited financial resources of these publica
tions by allowing them to pay less than
the commercial second class postal rate.
Therefore, the SIU, the AFL-CIO
and the International Labor Press As
sociation are urging Congress to con
tinue this tradition by establishing a
ceiling on the postal rates of non-profit
organizations. We also oppose more
service cutbacks that will only lead
to further deterioration of the Postal
System.
Official Publication of the Seafarers International Union of
North America, Atlantic, Gulf, Lakes and inland Waters District,
AFL-CIO
Vol. 39. No. s
of-convenience tankers that occurred
in American waters near the end of
last year? Especially the sad tale
of the Argo Merchant which ran
aground off Nantucket on Dec. 15,
1976, dumping 7.6 million gallons
of heavy industrial crude into the sea
—the worst oil spill ever in Ameriican waters.
The problem in a nutshell is this.
Flag-of-convenience fleets are grow
ing at an alarming rate. They are un
dermining the competitiveness of the
merchant fleets of every major mari-
time nation of the world. They con
tribute to the financial security of no
one but their oil company owners.
And they pose a major environ
mental hazard to the world's oceans
and shorelines.
What, then, can be done about
these vessels and who is going to do
it?
First of all, the burden of action
must fall on the United States, be
cause it is the U.S. that is providing
the largest market for the third-flag
fleets.
The SIU believes that the initial
step that must be taken to cut into
the flag-of-convenience stronghold is
passage of a bill to require that at
least 30 percent of all U.S. oil im
ports be carried on American-flag
tankers, built in American yards and
manned by American seamen.
Secondly, the government must
develop and enforce stricter con
struction and operational standards
for all tankers entering American
waters.
Next, the government should de
velop a system of taxing the runaway
profits of the flag-of-convenience
ships, which reap their bountry from
American markets.
In addition, the U.S. should be
trying to negotiate bilateral shipping
arrangements with our major trading
partners to insure that flag-of-con
venience vessels will not capture a
large part of these trades.
The SIU feels that the serious
problems posed by flag-of-convenience fleets have been allowed to get
way out of hand.
The time is now to end this rip-off
and to take action to curb the growth
and influence of these fleets ii\ the
world transportation market.
LETTERS TO THE EDITOR
Thanks His Shipmates
I would like to express my sincere thanks to the officers and crew of the
SS Ml. Vernon Victory for the generous donation and thoughtfulness in
memory of my mother who passed away March 28th. Also, I understand there
was much difficulty in trying to contact me while I was docked in Russia and it
was through the efficiency of Victory Carriers Inc. that I received an immediate
notification of my mother's death. I now realize the importance and true dedi
cation of the SIU Brotherhood.
Fraternally,
A. W. Spanraft
Tinley Park, 111.
Executive Board
Paul Hall
Desperats Attempt Falis
President
Joe DiGIorgio
. .-Frank Drazak
Executive Vice President
Secretary-T reasurer
Earl Shepard
Lindsey Williams
Vice President
Vice President
Cal Tanner
Vice President
Paul Drozak
Vice President
SKAPAIIEBSj^UW
lUteOR PRtSSl
Marietta Homayonpour
i
389
Editor-in-Chief
James Gannon
Managing Editor
Ray Bourdiiis
Ruth Shereff
Marcia Reiss
Assistant Editor
Assistant Editor
Assistant Editor
Frank Cianciotti
Dennis Lundy
Chief Photographer
Associate Photographer
Marie Kosciusko
George J. Vana
Administrative Assistant
Production/Art Director
Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters
District, AFL-C'O, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage
paid at Brooklyn, N.Y.
14 / LOG / May 1977
On the morning of April 22, 1977 about 3:30 a.m. the 4 to 8 O.S., Ward
Anderson, was very ill. He was unconscious and could not be awakened, and
was breathing rapidly. The Bosun, Albert Schwartz, Book 1133 who attended
the Bosun Recertification School in 1976 and completed the course in First
Aid, gave him artificial respiration and when the heart stopped used mouth to
mouth resuscitation. He took his pulse and temperature. It looked good for a
while. Then he tried chest thumps and heart massage, and the heart began
beating at a normal rate. He took a turn for the worse again, all hands tried
artificial respiration, to no avail,, he then died.
We the crew of the S.S. Flor, thank the Union for having such a course as
Bosun Recertification and First Aid. I hope 1 never become ill, but if 1 do, I
hope there is a man like Brother Schwartz on board. We all thank him for his
valiant efforts to save his shipmate.
Fraternally,
Thomas Reynolds
�s
Special Supplement
-r-.:.•
Ilw SEAFARERS Interutiotial Vaikm • Atlaatic, Cull. Lake* UHl ImUm* Watnra DUtrtot • ATL-CIO
•*w«
lexibility. Foresight Hallmark of Merger
ability to change with the and the Inland Boatmen^ Union.
The merger was accepted by a
\nd prepare for the future has
been a trademark of the SIU tremendous majority of deep sea and
Irship. This fiexibility and fore- Lakes, and inland members. It has
is enabled the SIU to become already produced important benefits
ider among U S. maritime for the SIU, especially in the areas of
in such vital areas as educa- organizing new inland companies and
\olitical action, collective bar- collective bargaining on our inland
' and job security for its mem- contracts.
The benefits we have already real
most recent example of the ized as a result of the merger are very
nng what's right for the times, important. But there are many more
eye on the future, is the merg- gains from the merger that we will
\t months ago of the SIU A&G
see in years to come. These gains
will effect the lives and livelihoods
of all SIU members.
The inland waters industry is a
growing one. It may soon become the
most dominant force in America's
domestic cargo transportation sys
tem.
Basically, the merger has pre
sented us with both a great oppor
tunity and a great challenge. That is,
the opportunity to more fully and
effectively participate in the indus
try's growth. The challenge is^ to See
that the SIU membership is part oil
this growth.
I
The merger has already betiefUted^
the SIU and its members, aud it does "
hold great potential for us in
future.
We feel that all SIU membersd
the right and responsibility tojii,
what's going on in all areas ^
Union. This supplement outlidMm^
growth gains and goals in thershortStg
time since the merger of the SUff
IBU.
"
�m
21 SlU Boatmen Set Contract Coals at HLS Confab
A group of 21 SIU Boatmen and
Union officials made the first Boat
men's contract and Educational Con
ference a historic success. The Con
ference was held Mar. 11-19, 1977
at the Harry Lundeherg School in
Piney Point, Md.
Union and management trustees.
Successful establishment of the
recommended programs will he col
lective bargaining firsts for Inland
Boatmen anywhere in the U.S.
In addition to contract goals, the
Boatmen, representing members
from seven major SIU contracted
towing companies, observed and dis
cussed the SIU's training programs
As part of the Conference pro
gram, the participating Boafnien de
veloped and recommended an orig
inal and progressive program for
collective bargaining goals for the
SIU's inland contracts. These recom
mendations will set the pattern for
the Union's contract demands in up
coming negotiations with inland op
erators.
Among the recommendations
made concerning contracts were:
• One standardized contract, with
standard language and provisions,
for all unlicensed SIU Boatmen.
• One standardized contract, lan
guage and provisions, for all licensed
SIU Boatmen.
• Establishment of an industry
wide vacation plan for all SIU Boat
men, to be administered jointly by
SIU Port Agent from St. Louis, Mike
Worley, answers questions about
work rules and working conditions for
shorebased bunkermen and tankermen.
SIU Headquarters representative Joe
Sacco from the |6ort of Houston talks
about offshore and harbor contract
proposals during Contract and Edu
cational Conference.
16 / LOG / May 1977
Group shot shows opening session of March Contract and Educational Con
ference for Boatmen, the first such meeting since the SlU-IBU merger eight
months ago.
Anthony Primeaux, ^SIU Boatman
working for Slade Towing of Port Ar
thur, makes a point during March
conference. Talking about the HISS,
he said "they have everything here
and it is much better than I thought it
would be."
SIU Mobile Port Agent Gerry Brown
uses Seafarers Log in leading discus
sion on the constitution of the merged
SIU.
Conference delegates get a close-up look at operations on the Lundeberg
School's 1,000-acre farm, situated near the School.
J
for inland members. The Confer
ence delegafes unanimously recom
mended that the "Union membership
in the towing industry take a more
active role in promoting the Harry
Lundeberg School," and that "all
Boatmen should upgrade their skills
through attendance at the Lundeberg
School."
The delegates took special note of
the School's Vessel Operator Man
agement and Safety program, recom
mending that "all wheelhouse men
participate in the course to become
more familiar with the educational
programs being offered, and assist in
hirthering the education of our
Brothers in the towing industry."
The delegates themselves expressed
great .satisfaction in the Conference's
accomplishments. They unanimously
recommended that "the Union and
the Lundeberg School review and
study the possibility of establishing
further Educational Conferences so
that more of our Brothers from all
areas have the same opportunity as
we to learn more about the conditions
which so greatly affect our lives."
Boatman Edward Touchette repre
sented Boatmen from National Marine
Service of Houston, Tex. He stated,
"When I get back to Houston, I want
to share the information in this brief
case with others."
SIU Boatman Fred Nation, of Gulf Ca
nal Lines of New Orleans, reads reso
lution in support of a standardized
contract for all SIU Boatmen. The
resolution was unanimously accepted.
�lii
Vacation^ Standard Pacts — Merger Breakthroughs
Two of the major breakthroughs
achieved by thd SIU-IBU merger
have been tbe formation of a stan
dardized contract for the inland
Boatmen and the provision for an in
dustry-wide vacation plan.
The vacation plan is Jointly ad
ministered by the SIU and its con
tracted companies—a first in the
inland waterway industry. What this
means is real vacation benefits that
most SIU Boatmen never even came
close to before the increased collec
tive bargaining strength of the
The first SIU Boatman to receive a vacation benefit check under new Vacation
Plan was Brother Arthur Lawson (r.), a deckhand for Steuart Transportation.
The SIU broke the ice on a vacation plan for Boatmen with this company late
last year. The Union's goal is an industry-wide plan for all SIU Boatmen.
Presenting the check is SIU representative Tony Aronica.
merger. The benefits include:
* Significant vacation pay, and
• Vacation eligibility after 90
days of employment.
Before the plan, which is already
in effect in .several SlU-contracted in
land companies, few Boatmen re
ceived any vacation at all. Those who
did often had to work a year before
tbey were eligible and then their va
cation pay was usually small.
Under the SIU industry-wide plan,
the amount of vacation pay increases
with additional days worked. This
means active members will receive a
minimum vacation of $450 to $700
per year depending on his rating.
Members currently receiving com
pany vacation will receive an addi
tional amount depending on tbe
number of days worked. The vaca
tion benefit increases in the second
and third years of the contract. Now
more and more SIU Boatmen will
have the time and the money to enjoy
a real vacation. Members wishing to
take advantage of the free upgrading
programs at the Harry Lundeberg
School will now have the money to
pay their bills while they upgrade.
The Union's goal is to bring the
vacation plan to all SIU contracted
tug, towboat and dredging compan
ies one by one as each company's
contract comes up for renewal. The
first plan was negotiated with Steuart
Petroleum of Piney Point, Md. late
last year and was effective back to
Aug. 1, 1976. Since that first nego
tiation 92 vacation checks have been
issued to SIU Boatmen.
At tbe historic SIU Boatmen con
ference last March, in which the del
egates recommended contract stan
dardization, two standardized inland
contracts were drawn up, one each
for licensed and unlicensed members.
With the strength of a merged SIU
behind them, these contracts will con
tinue to bring a wide range of in
creased benefits for all inland
brothers.
The Union Negotiating Committee for Marine Contracting and Towing of
Charleston S.C. negotiate terms for standardized contract with company of
ficials. From left around table are: Boatman Norton White; Giles Hollowell,
company treasurer; Lewis Seabrook, company owner; Chuck Mollard, SIU
inland coordinator; Paul Drozak, SIU vice-president, and Boatmen John
Waters, Ben Whaley and Steve Browder.
21 SIU Boatmen Set Contract Coals at HLS Confab
Don Anderson, SIU representative from Port Arthur, Tex., leads group discussion on the contract with SIU Boatmen.
SIU Boatman, Capt. Roldin Dinet, lets
his views be known at Conference.
Stan Zeagler, SIU Headquarters rep
resentative from New Orleans, has
some things to say about the training
and upgrading opportunities available
at the Lundeberg School for Boatmen.
May 1977 / LOG / 17
�The tug Trojan, operated by G&H Towing of Houston, was just one of many
SlU manned boats visited by Union representatives during servicing sweep
of the Texas Gulf area.
2-Man Service Teams
After pulling into Houston harbor, the crew of the tug Jennifer George (G&H
Towing) takes a breather. They are (I. to r.): Chuck Hill, AB; D. L. Martin,
captain: John Rhyne, deckhand, and Joe Webber, engineer, who is standing
at the top.
Since the merger of the SIU and
IBU eight months ago, the Union has
established new programs and set
new goals for collective bargaining,
education, organizing and political
action as it specifically applies to the
inland waters industry and SIU Boat
men.
It is essential that the SIU's inland
members know about and under
stand these programs and plans be
cause the Union needs the support
and participation of Boatmen to
achieve these goals.
To insure that our inland members
are aware of all the new develop
ments, the SIU initiated a wide-rang
ing program last month of dispatch
ing two-man teams of SIU representa
tives to service the tugs and towboats
in the SIU's inland fleet to meet first
hand with the membership on these
issues.
The first leg of the program was
a two-week April swing of the Hous
ton, Galveston, Port Arthur, and
Corpus Christi areas. Earlier this
month, SIU representatives com
pleted a similar two-week swing in
New Orleans harbor and surround
ing areas. Presently, SIU representa
tives are participating in a swingtof
SlU Patrolman Jim Martin explains the medical programs to the crew of the
tug Marathon (Sabine Towing) in Texas City. Tankerman John Hoist (r.) and
Pilot Milton Harris (with his back to the camera) ask about the details.
On board thie Dixie Challenge pixie Carrier) SIU Patrolman Joe Perez (I.)
talks about the towing Industry In Pasadena, Tex. with (I. to r.) R. L. Griffin,
assistant engineer, and Elliot Pendarvis, chief engineer.
With help from J. E. Allen, pilot (I.) and Doyle Weller, deckhand (r.), the
Pushboat Gazelle (Barge Harbor Towing) operates around Houston Harbor.
18 / LOG / May 1977
It's a proud crew on the'D/x/e Rebel (Dixie Carrier) with (I. to r.); Canon
Powell, captain; J. H. Ross, pilot, and Bill Boiling, deckhand. They just pulled
into the Shell Oil Dock, Houston.
�Taking a snack break while filling in some Union forms are (I. to r.) Harold
Moore, oiler; Tony McDuffy, deckhand; Ervin Jeffery, deckhand; Harris "toots"
Morgan, captain; and Fred Hickman, chief engineer. These SlU brothers
work on the tug Tardon (G&H Towing) which is docked in Houston.
Sweep Texas, Louisiana
Piney Point Port Agent George Costango (far right) looks on as New Orleans
Patrolman Don Tillman writes up report for ABs Mike Haney of Blackrock,
Ark. (far left) and Charles Morris of Slidell, La. aboard the Lenward Stephens
(Inland Tugs).
everyone concerned a better view of
St. Louis and many other important
river ports.
the entire maritime picture as it ap
While servicing the boats, the plies to the SIU.
Union representatives are leading dis
cussions and soliciting suggestions
from the membership on the SIU's
plans for the future.
These special servicing swings are
something new to the SIU, and there
has already been a good deal of posi
tive feedback concerning them from
both the membership and the parti
cipating Union representatives.
It appears, from this feedback,
that the servicing swings have not
only opened a new channel of com
munication between the Union and
its membership, but they have added
a new dimension in Union-member
ship interaction and understanding.
These swings are enabling Union
officials from Headquarters and other
areas around the country to meet
with scores of SIU members away
from their usual servicing areas. As
a result, both the membership and Cook Robbie Hayeslip forks a done
Union officials alike are benefiting roast on the towboat Robert A. Tatt
from a learning process that is giving (Orgulf).
Topside of a barge securing a tow. Mate James Frank Brown (left) of the
Robert A. Taft (Orgulf) watches his boatmates in the background. Note his
walkie-talkie and lifejacket.
ry-"- ..
ft-
Reaching for his book from HLSS Port Agent George'Costango (left) is
Tankerman Marv Duncan (standing left) of the towboat National Pride (Na
tional Marine) while Tankerman John La Bleu (standing right) and the rest
of the crew of (seated I. to r.): Pilot Martin Trayson; Capt. Andy Johnson, and
Tankerman Bud Crabtree, wait their turn to discuss Union business.
SIU Representative Dave "Skip" Le Barron (right) on the Dixie Power listens
across the mess table to motioning Engineer Freddie Adams who is
talking about the contract. Listening to the conversation are Engineer Lee 0.
Stabler (at head of table) and Tankerman Sideny Pelas, standing in the
corner. On the far left, Capt. Buddy Unkrich waits for a cook while
Tankerman Don Hyde (second from left) fills out an application.
May 1977 / LOG / 19
�{
•' " • "
':UJM.
Culf BoafmMn Learn More ^bout Their Industry
Jttion the flr^ j^ahnen's Con
tract and Educational Conference
(Mar, 11-19,1977) ciune to'an end,
the 21 SlUil^tmirai^elcgates heart-
It'.
Ik «
ily recommended that similar Edu
cational Conferences be held in the
future so that ^ore of our Brothers
from all areas have the same oppor
tunity as we to learn about the con
ditions which so greatly affect our
lives.*'
Since
onf
Group shot shows SlU Boatmen and officials who participated in second Educational Conference focusing on the Texas
Gulf area. Front row, from the left, are: Boatmen M. Hebert, B. Rogers, H. Champaigne, E. Bertrand and J. Creppon;
SlU Inland Coordinator Chuck Mollard; Boatmen M. Harris, E. D. Adams and J. Woody; HLSS Vice President Mike
Sacco, and Boatmen J. Hoist, R. Costilow, and C. Boone. Second row, from the left are: Union Officials Tom Glidwell,
George Costango and Gene Taylor; Boatmen J. Feldman; SlU reps Jim Martin and Ed Morris, and Boatman J. Wall.
Third row are Boatmen L. Walters. A. Clark, J. Wathan, G. Strickland and A. Bryant. Way in the back is SlU representative
Sal Salazar. These brothers donated 100% to SPAD.
there have been two more Educa
tional ConferKices for inhuid mem
bers at the Lundeberg School In Piney
Point, Md.
One week-long conference was
held for members repres^ting Hous
ton and other Texas Gulf areas, and
another week-long gathering was
held for Boatmen from the New Qrleans area. The next Conference will
be conducted for St. Louis area mem
bers.
The Conferences are designed to
^ give the parikipaiing Boatmen an
i|overview of the U.S. fowh^ Industiy,
ll whilo focusing on the SHJ's role in
liiiejiistorica] devdopment of the in
dustry, where we stmid today and our
pr<»pecf5 and potent^ for the fritore.
A good deal of time is also spent
hi observing first hand the SIU's
training and upgrading programs for
inlahd members. The delegates then
have the opportunity to give their
suggestions on how these educatfonaL
programs can be expanded or im
proved to better meet the educational
needs of today's Boatmen-
Delegates also have the opportu
nity to dbcess other important issues
such as political action, oiganiziiig
the unorganized segment of the tew
ing in^try, and new contracts.
One complete so^ion is devoted to
eiqpJai^g the welfare and pension
benefits as well as the new, and very
diflicult, Pension Reform bill and
how it applies to inland members.
The Conference also includes a
full day outing to Washington, D.C.
so die delegates can have an oppor
tunity to see politics in action. They
visited the AFL-CIO Maritime
Trades Department offices in the
AFL«CIO building, as well as die
Transportation Insdtute and Capitol
HflL
- fibese
to those who have participated iff
them? One member put it well. He
said, "I've received $10,000 worth of
knowledge since I've been here." You^;
|
can be sure these men will be sharing
this knowledge with fellow Boatmen
when they get back to their |obs. ^
crmffdrenc^ mean
if
The delegation of Louisiana Boatmen toured the AFL-CIO Building in Wash
ington, D.C.
"In order to protect our gains, we
must understand our contract and our
Union and enforce the contract," SlU
Vice President Paul Drozak warned.
Looking over a pamphlet on SPAD are (I. to r.): Al Douglas, captain with Dixie
Carriers; Charles Wood, captain with Dixie Carriers; Frank Smith, mate with
Orgulf; James Faircloth, captain with Dixie Carriers; and Charles Roberts, AB
with Caribe.
.•
_ t
IK
While visiting the Maritime Trades Department, the Louisiana delegates
learned how cooperation among unions in the maritime field protects all the
members' job security.
Ken Conklin, center, of the HLSS staff, gives Conference delegates from Texas
a tour of the Lundeberg School's boat museum on the School's grounds.
Fellow Boatmen surprised SlU member M. Hebert, left, with a cake for his
birthday. With Brother Hebert, from the left, are: SlU representative Tom
Glidwell and Boatmen B. Rogers. J. Wathan and M. Harris.
i. :w
#
Louisiana delegates study the textbook for the Conference. They are (I. to r.):
Alfred House, AB; Richard Nelson, deckhand; and Oscar Smith, mate, all
from Sabine Towing.
V-
: ^ . X XM ' -f'
X' ^
mi
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I#?:*"
MX:;.-
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•
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HLSS Vocatldnal Education Director Bob Kalmus, left, demonstrates use of
the Lundeberg School's full scale engine room console, used for instruction
in numerous engine upgrading courses for deep sea members. Those present,
from the left, include: Boatmen E. Bertrand, H. Champafgne and A. Clark; SlU
representative Tom Glidwell and Boatman 0. Boone.
20 / LOG / May 1977
Texas Boatmen are shown during opening -session of the second Educational
Conference to be held since the SlU-IBU merger eight months ago.
HLSS Vice President Mike Sacco
challenges the delegates, "When you
leave here, don't lose your enthusi
asm."
Blackie Allemand, who is a captain
with National Marine, has been to
Piney Point three times. "Every time
I come back I see more improve
ments," he noted.
Jerry Maurice, Louisiana tankerman SlU Inland Coordinator Chuck Mollard
with Dixie Carriers, said after the con- told the Louisiana delegates, "You are
ference, "I have learned that If we the organizers." He conducted some
can't work together we won't make it." of the classes at the Conference.
May 1977 / LOG / 21
�I
*1
*
Boatmen Learn Why Politics is Porkchops on Waters
Some Boatmen think that politics
is not important to them. Yet the
Federal government, Congress, state
and local governments, and thirtyone agencies, boards, commissions
and committees have great influence
over the inland waterways and there
fore control the jobs of Boatmen on
the tugs and towboats.
Here are just a few examples of
how political issues affect the Boat
man.
• THE JONES ACT requires that
cargo shipped between two U.S. ports
be carried on American-flag vessels.
Without it, you might see foreign-flag
boats and barges moving right up the
Mississippi River to pick up cargo
bound for New Orleans—or foreign
tugs docking ships in the Chesapeake
Bay. Oil companies and flag of con
venience shipowners are always ap
plying for waivers of the Jones Act.
Without the SlU keeping a watchful
eye in Washington, they would get
their boats on the inland waterways.
Laws affecting the inland waterways are passed right here on Capitol Hill. After
seeing how Congress works first hand, this group of Boatmen from Texas
posed for a photo on the steps of the Capitol.
• THE VIRGIN ISLANDS
LOOPHOLE of the Jones Act allows
foreign vessels to move cargo be
tween the Virgin Islands and the U.S.
mainland. Since tug barge combina
tions can move this cargo, Boatmen
are being cut out of jobs by this
regulation. The SIU is fighting to
close the Virgin Islands loophole.
• The outmoded LOCK AND
DAM 26 on the Upper Mississippi
River needs to be replaced. SIU Pres
ident Paul Hall, along with manage
ment, farm groups, coal shippers,
etc. sits on the committee that is lead
ing the battle for a new Lock and
Dam 26.
• The SIU has been protesting the
unfair policies of the INTERSTATE
COMMERCE COMMISSION
which allows rail lines to cut their
rates in a discriminatory manner to
put water transportation out of busi
ness.
One way you can solve these prob
lems is by giving to SPAD. Your
voluntary donation to SPAD helps
elect legislators who understand the
need for a strong inland waterways
industry. SPAD represents the unity
of Seafarers and Boatmen working
together to provide greater job op
portunities for American maritime
industries—^and a better security for
themselves and their families.
Protecting shipping on the inland
waterways is one interest the SIU has
in common with management. When
the industry prospers and grows,
workers have an opportunity to pros
per and grow. Therefore, the Union
works with the companies in the po
litical arena.
Many of the SIU contracted in
land-waterways companies also be
long to the Washington, D.C. based
Transportation Institute in which,
together with deep sea companies,
they educate the public about the
need for a strong American maritime
industry on the seas, in the harbors
and on the rivers.
A group of Boatmen from Louisiana, who were delegates to the May Educa
tional Conference in Piney Point, visited the Transportation Institute in Wash
ington, D.C. There they met with T.I. President Herb Brand who is sitting at
the head of the table.
70 Marine Act: 12 Tugs, 28 Towboats, 265 Barges
What has the SlU-backed Merchant
Marine Act of 1970 done for the Amer
ican maritime industry?
Ask that question of just about any
one in the maritime industry, and 99
out of 100 times you will probably get
the same answer—new ships.
Well, that's very true. The 1970
Merchant Marine Act has provided the
incentive for the construction of a sig
nificant number of U.S.-flag deep sea
vessels.
However, new deep sea vessel con
struction is only part of the story of the
Merchant Marine Act of 1970. A more
indepth look at this important law
shows that it has also sparked a great
deal of new tug, towboat, dredge and
barge construction in the U.S. inland
waters industry. Consequently, this new
construction has created significant
numbers of jobs for U.S. workers in the
building of this equipment and for U.S.
boatmen manning the new boats.
New construction for the inland
waters has by no means been localized
or regionalized. The 1970 Act, by ex
tending Title XI Government loan guar
antees for new construction to inland
operators, has spurred tug and towboat
construction on the East, Gulf and West
Coasts, the Western Rivers and the
Great Lakes.
During the original battle for the bill,
22 / LOG / May 1977
the SIIJ carried the fight to have Title
XI guarantees for inland operators in
cluded under the provisions of the 1970
Act.
As far as SIU Boatmen are con
cerned, though, more significant than
the fact that new construction is going
on in the towing industry, is the point
that SIU-contracted towing companies
are involved in expanding and upgrad
ing their fleets under provisions of the
Act.
To date, SIU towing companies have
applied for and received Title XI Gov
ernment loan guarantees for the con
struction of 28 river towboats, 12 ocean
going tugs, two integrated tug/barge
systems, and 265 barges of various di
mensions and diverse cargo handling
capabilities, including double skin pe
troleum and chemical tank barges.
Some of this equipment has already
been completed and is providing many
jobs for SIU Boatmen in their opera
tion, while some of the equipment is
presently either under construction or
on the planning boards.
SIU members should not get the im
pression, though, that the above figures
represent the total picture involving
new consfiliction in SIU iniland com
panies in the last seven years.
Since 1970, SIU towing companies
have added, and SIU Boatmen are
manning, more than 100 new tugs and
towboats around the country. And less
than half of these new boats were built
directly under Title XI loan guarantees
of the 1970 Act.
However, just about all of the con
struction that has taken place in the
towing industry since 1970 could prob
ably be linked either directly or indi
rectly to the 1970 Act because the bill
set off a wave of new competitive
ness in the industry. The tremendous
amount of new construction in the tow
ing industry since passage of the 1970
Act attests to this fact.
An overall look at the Merchant Ma
rine Act of 1970, the most significant
piece of maritime legislation to be
passed since the 1936 Merchant Marine
Act, turns up an important common
denominator for the collective SIU
membership. And that is that both SIU
deep sea and inland waters companies
are still taking advantage of, and bene
fitting from, the 1970 Act. As a result,
SIU Boatmen and SIU deep sea mem
bers have more jobs to choose from and
are enjoying a higher degree of job se
curity.
The SIU put a great deal of time and
effort in working for the passage of this
important bill. As all indications seem
to point out, it was time well spent.
Underway in the port of New Orleans, the tug Ambassador. Title XI boat Is
manned by SIU Boatmen. She Is operated by Interstate.
�This photo shows the launching of the SlU manned towboat Carl Shelton,
one of about 40 boats built under Title XI since passage of the 1970 Act. She
is operated by ACBL.
,r4
•»
-
-
* ' >
'i.-5
. s, *»• ^
-
-
t* p'-^
*•
,k
The oceangoing tug Venturer, operaled by ^lU-contracted Mariner Towing
Title XI vessel, is shown tied up at a dock in Philadelphia.
National Marine Service of St. Louis, the operator of the National Pride and
many other SlU-manned boats, received loan guarantees under Title XI for
the construction of six towboats and numerous barges.
Nearly 200 river barges, such as these, were built by SlU companies with
Title XI government loan guarantees.
•7,.
SIU companies built 11 chemical tank barges, like this one, with Title XI loan
guarantees.
'
The Great Lakes SlU company Hannah Inland Waterways, operator of the
above tank barge, built two huge 51,000 barrel tank barges under the auspices
of the 1970 Merchant Marine Act.
May 1977 / LOG / 23
�This crew of new SlU members looks pretty happy as they pose for pix on
their boat, the Peter Fanchi, operated by newly organized company Ozark
Marine. They are. from the left: Frank Chambers, Albert Bartsch, and Bill
Gaines, deckhands; Bill Payne, lead deckhand; Mike Mulligan, deckhand;
Glenda Plumlee, cook; Al Myers, lead deckhand, and SlU St. Louis Port Agent
Mike Worley.
The crew of the Ozark Marine boat, Ed Renshak, vote a unanimous aye on
their first SlU contract as St. Louis Port Agent Mike Worley, back to camera,
and SlU representative Ed Morris, to Worley's left, count the show of hands.
The crewmembers, from left around table, are: Chuck Smith; Charlie Lytle;
Greg Piatt; Kevin Lombardo; Michaei Conkiin, and Wayne Weaver.
The tug Samuel A. Guilds, one of six boats operated by new SlU company.
Marine Contracting and Towing, is shown at work in Charleston harbor.
6.SEABR00K
In the port of Charleston, S.C., new SlU members of the tug Lewis G. Seabrook,
are from the left: Paul Hendricks, deckhand; George Baggot, captain; James
Wilgies, engineer, and Jerry Skelton, deckhand. These men, employed by
Marine Contracting and Towing, are four of 26 Boatmen at the company who
voted unanimously to join the SlU.
Four Companies Organized Since Merger
The merger of the Inland Boat
man's Union into the SlU has resulted
in many new Boatmen joining the
SIU. So far, since the merger, there
have been four successful organizing
drives.
• CARTERET TOWING CO.,
Morehcad City, N.C. Boatmen on
the three tugs owned by Carteret
voted in an NLRB election to join
the SIU on May 16. The new SIU
members aboard the Mamie, the
Sharon, and the Sivannce dock all
the ships that come into Morehead
City. Contract negotiations will be
gin soon.
• W. P. HUNT OIL CO., Hamp
ton, Va. The SIU wrapped up a new
contract with the W. P. Hunt Co. on
Dec. 16, 1976. Members employed
on the three tugs, the Elizabeth
Hunt, the Connie Hunt, and the
Eileen Hunt now have the protec
tion of an SIU contract. In addition,
they gained increases in wage and
fringe benefits as well as improved
working conditions.
• OZARK MARINE SERVICE,
INC., Linn Creek, Mo. After an
overwhelming majority of unlicensed
personnel working for Ozark Marine
On the tug Samuel A. Guilds, another Marine Contracting boat, are new SIU
members, from the left: Jim McNamara, deckhand; Eddie Richardson, deck
hand; Jim Gaillard, engineer, and Captain James Earnest Baggott.
24 / LOG / May 1977
signed SIU pledge cards, the com
pany agreed to recognize the SIU as
the collective bargaining agent on
Apr. 27. The SIU contract with
Ozark Marine was negotiated and
accepted earlier this month by 100
percent of the crewmembers cov
ered. The Boatmen now enjoy in
creased wages and improved working
conditions.
Ozark Marine Service, Inc. cur
rently operates two 5,600 h.p. towboats, the Peter Fanchi and the Ed
Renshaiv, pushing general cargo
barges on tbe Upper Mississippi
River between St. Louis, Mo. and St.
Paul, Minn.
• MARINE CONTRACTING
AND TOWING CO., Charleston,
S.C. As reported in the April Log,
the SIU recently wrapped up the
contract for 26 new SIU Boatmen
who voted unanimously to join the
Union in an election held last De
cember. The new members learned
about the SIU when they were dock
ing many of the Union's contracted
deep sea vessels. The company oper
ates six boats in all in Charleston
harbor—-five harbor tugs and one
pushboat—and handles about half
the ship docking chores for the port.
Group shot shows most of the 26 new SIU members at Marine Contracting
during meeting to accept their first SIU contract
�Boatmen delegates to ttie March Contract and Educational Conference ob
serve as SlU inland trainees learn the art of splicing.
Boatmen D. L Martin, left, and Bert Mangiarancina take bearings on gyro
repeater while participating in Vessel Operator Management and Safety
program at the Lundeberg School.
Lundeberg School is the Open Door to Advancement
The SIU knows that education pays!
It means better jobs, more money and
increased job security. The Harry
Lundeberg School opens the door to
career advancement to Boatmen and
helps each member enjoy the better
way of life that can be achieved
through education.
The School provides professional
instruction for every rating and li
cense on the waterways. The goal of
the teachers at Harry Lundeberg
School is to help each individual
member succeed. To reach this goal,
these instructors work with the stu
dent as an individual.
Classes are small. Every iiieiiiber
learns at his own pace. He uses study
materials which are designed to meet
his individual career and educational
needs. In short, the emphasis at Harry
Lundeberg School is always on help
ing our brothers to advance and to
build better lives and careers.
Among the programs available at
Harry Lundeberg School are diesel
engineering, wheelhouse licensing
and towboat cooking. Any career op
tion a member chooses is fully cov
ered at the School.
In addition, academic opportuni
ties are available through the High
School Equivalency Program, which
leads to a high school diploma.
The staff at HLS knows that many
workers today never had the chance
to finish high school—they had to go
to work to earn a living. This Pro
gram can be a member's second
chance for a high school diploma. It
also provides many math and reading
skills which are needed in the licens
ing courses for upgraders. Any mem
ber who wants to advance academi
cally can do so at HLS—90 percent
of the students in the High School
Equivalency Program have earned
their diplomas at HLS.
To assure well trained manpower
for the towing industry and to open
the benefits of Union membership to
young people today, the Lundeberg
School also offers the entry program.
This program provides basic skills in
decking, cooking and engineering, it
is the first step toward career develop
ment, which is available to members
through the upgrading and academic
programs.
The SIU encourages members to
recommend this program to young
people—it can mean the beginning of
a good paying career for a young
friend or relative.
The educational programs at HLS
are free of charge—there is no cost
to the member for tuition, books or
room and board. The membership
has, of course, recognized the great
value of this benefit and they have
recommended that the SIU negotiate
a clause in the standardized contract
that will cover trans|fortation costs
to and from the school. In addition
the new vacation plan provides the
member with the necessary money to
cover his bills and expenses at home
while he is attending school.
These efforts by the SIU are aimed
at making the benefit of education
easily and readily available to every
member.
To take advantage of the chance to
move up and earn better pay simply
fill out the upgrading or High
School Equivalency Program appli
cation forms which are avaliable in
the back pages of the Log.
Remember your opportunities for
education and advancement are lim
ited only by your willingness to try
the Harry Lundeberg School and its
many educational programs which
are dedicated to just one goal—help
ing you get ahead.
On-the-job training takes up a good part of all the Lundeberg School's voca
tional education programs for trainees and upgraders. Above photo shows
Inland entry trainees getting some practical experietice while underway on
one of the School's barges.
Boatman Jeff Gremlllicn, deckhand
on the SlU-contracted boat, Robert
A. Taft, is a graduate of the Lunde
berg School's entry training program.
Boatman Ruben Salazar of Houston is shown as he studied for mates license
in Master/Mates program at the Lundeberg School.
Boatman Jim Parese gets right down
to it in his first day working on the
rivers. Parese, also a graduate of the
Lundeberg School's entry program, is
a deckhand on the Robert A. Taft.
May 1977 / LOG / 25
�special Supplement
Official ynklicatlaa af the SEAt' tRERS Inicrnatlenal l)ala« • Atlantic, Cull, Lakci and Inland Watcrc DIctrict • AFL-CIO
DEEP SEA
GREAT LAliSfiiS
IHLAMD WATERS
Vol. 39, No. 5_
May. 1977
After the Philadelphia job call, SlU Port Agent John Fay ships out three boat
men: (I. to r.) Kenny Guth, captain at Interstate; Bill Trindle, cook; and Mike
Jager, head tankerman, Marine Towing.
Help filing for welfare benefits is as close as your nearest SlU hall. Here Balti
more Port Agent Ben Wilson (r.) goes over the forms with Boatman Gerald
Freeburger, who works at Baker-Whitely.
Here's How the SlU Hiring Hall Works tor Boatmen
Winning the right to have their
own hiring halts was a major victory
for inaritinie unions after a long and
often bloody struggle. In the old
days, a sailor would be blackballed
by the company if he was a union man
or Just because someone in the com
pany did not like him. Shipping com
panies would try to hire "finks" who
would work for less pay and not
support their fellow workers in the
struggle for job security, better wages,
and benefits such as medical care and
pensions.
Today, the SIU hiring hall serves
all members of the merchant marine,
inland boatmen. Lakes and deep sea
sailors alike. Here are some ways the
hiring hall works for Boatmen on the
tugs and barges:
• Through the hiring hall all
Boatmen have a fair chance to get a
job when there is a new job opening.
In the hiring hall, the job goes to the
Boatman with the most seniority.
• The hiring hall is a place to hold
meetings, learn about what the Union
is doing and vote on Union business.
• At the hiring hall, you can get
help settling beefs and filing for
Union benefits.
• The hiring hall makes sure we
have SIU members on the boats. That
protects our job security and Union
benefits. If a man is hired "off the
bank" that means one of our SIU
brothers doesn't have a job. And the
man hired "off the bank" may not
live up to the Union contract and the
objective of the members.
• When you use the hiring hall,
you protect your own job security.
The company knows that the Union
can supply skilled manpower and is
not as tempted to hire men "off the
bank". With skilled SIU co-workers,
you know you are safer on the tug or
barge.
Louisiana Boatmen had a chance to tour the hiring hall at Piney Point while
they were attending an educational conference this May at the' Lundeberg
School.
SIU members pack the regular monthly membership meeting in the Houston Hall so they can keep up-to-date on Union affairs.
�PRESIDENT
Paul Hall
SECRETARY-TREASURER
Joe DiGiorgio
EXECUTIVE VICE PRESIDENT
Frank Drozak
VICE PRESIDENTS
Earl Shepard
Liridsey Williams
Cal Tanner
Paul Drozak
HEADQUARTERS
ALPENA, Mich
675 4 A|e., Bklyn. 11232
1212) HY 9-6600
800 N. 2 Ave. 49707
(517) EL 4-3616
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) EA 7-4900
BOSTON, Mass
215 Essex St. 02111
(617)482-4716
BUFFALO, N.Y
290 Franklin St. 14202
(716) TL 3-9259
CHICAGO, 111.. .9383 S. Ewing Ave. 60617
(312) SA 1-0733
CLEVELAND, Ohio
1290 Old River Rd. 44113
(216) MA 1-5450
DETROIT, Mich.
10225 W. Jefferson Ave. 48218
(313) VI3-4741
DULUTH, Minn
2014 W. 3 St. 55806
(218) RA 2-4110
FRANKFORT, Mich
P.O. Box D
415 Main St. 49635
(616) 352-4441
HOUSTON, Tex
5804 Canal St. 77011
(713) WA 8-3207
JACKSONVILLE, Fla.
3315 Liberty St. 32206
(904) 353-0987
JERSEY CITY, NJ.
99 Montgomery St. 07302
(201) HE 5-9424
MOBILE, Ala
IS. Lawrence St. 36602
(205) HE 2-1754
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NORFOLK, Va
115 3 St. 23510
(804) 622-1892
PADUCAH, Ky
225 S. 7 St. 42001
(502)443-2493
PHILADELPHIA, Pa.. .2604 S. 4 St. 19148
(215) DE 6-3818
PINEY POINT, Md.
St. Mary's County 20674
(301)994-0010
PORT ARTHUR, Tex
534 9 Ave. 77640
(713) 983-1679
SAN FRANCISCO, CaUf.
1311 Mission St. 94103
(415) 626-6793
SANTURCE, P. K. 1313 Fernandez Juneos,
Stop 20 00909
' (809) 724-2848
SEATTLE, Wash
2505 1 Ave. 98121
(206) MA 3-4334
ST. LOUIS, Mo.. .4581 Gravois Ave. 63116
(314) 752-6500
TAMPA, Fla.. 2610 W. Kennedy Blvd. 33609
(813) 870-1601
TOLEDO, Ohio
935 Summit St. 43604
(419) 248-3691
Wn.MINGTON, Calif.
510 N. Broad St. 90744
(213) 549-4000
YOKOHAMA, Japan. . ... .P.O. Box 429
Yokohama Port P.O.
5-6 Nihon Ohdori
Naka-Ku 231-91
201-7935
Shipping at deep sea A&G ports
picked up again last month as more
than 1,561 Seafarers found johs on
SlU-contracted vessels. April's fig
ure is more than 100 jobs over
March's figure and 400 more than
February's. In addition, the April
1977 shipping figure is 329 jobs
above the April 1976 figure. Good
to excellent shipping at mosv: ports
is expected to continue for the fore
seeable future.
)
AnnvT t tn xnT-v
ArKILi 1-30, 1977
*TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
Boston
New York
-
TOTAL SHIPPED
All Groups
Class A Class B Class C
DECK DEPARTMENT
5
84
3
14
i
4
3
76
Philadelphia
17
0
0
Baltimore
Noftolk
35
21
3
5
1
1
Tampa
'3
33
0
3
24
9
0
19
18
11
4
2
3
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
9
143
2
10
1
9
19
1
0
59
22
5
7
2
2
7
0
0
9
2
0
10
1
0
Mobile
New Orleans
Jacksonville
23
56
25
6
9
0
0
0
11
31
68
29
12
31
6
0
0
11
40
111
46
4
13
1
0
1
2
San Francisco
37
4
1
35
12
0
55
4
1
Wilmington
Seattle
Puerto Rico
Houston
9
37
10
85
3
3
1
4
0
0
0
7
9
32
10
95
6
10
1
15
0
2
0
10
19
62
13
140
4
2
4
5
0
0
0
5
Piney Point
Yokohama
0
1
0
l
0
0
0
2
2
3
0
0
0
3
0
0
0
0
453
56
26
460
160
31
751
63
23
n
Totals
Port
ENGINE DEPARTMENT
Boston
2
Philadelphia
Baltimore
Norfolk
12
34
13
5
'1
0
l
3
3
2
1
2
O
^
^
67
30
3
112
26
0
0
1
11
52
32
6
19
12
0
0
1
^
35
95
36
RQ
2
19
4
0
0
0
0
2
0
8
i|
34
9
114
I
7
2
11
0
1
0
O
0
2
0
0
604
103
11
1
49
15
23
14
1
7
0
5
1
0
1
0
0
0
0
0
0
0
0
20
21
4
4
3
8
4
3
0
0
0
0
Mobile
New Orleans
Jacksonville
16
46
26
1
19
5
7
0
Wilmington
Seattle
Puerto Rico
"0"St0"
7
25
2
77
2
4
0
11
1
1
0
0
0
4
0
0
6
20
5
60
i
11
1
27
6
1
0
0
367
73
9
335
144
15
San Francisco
29
Piney Point
Yokohama
0
0
'o*3ls
Port
32
0
0
7
12
48
t?
7
0
1
7
2
1
6
3
0
I
0
0
a
1
STEWARD DEPARTMENT
Boston
New York
Philadelphia
Baltimore
Norfolk
1
30
11
13
7
0
5
2
2
0
0
1
0
0
1
1
40
13
11
3
2
28
11
8
2
0
0
1
2
2
Tampa
2
1
0
3
2
0
2
0
Mobile
9
1
0
14
6
0
20
1
0
New Orleans
Jacksonville
San Francisco
24
n
15
2
0
2
0
0
0
53
17
29
23
7
12
0
5
2
53
25
31
2
0
2
0
1
0
Wilmington
Seattle
3
16
0
1
0
0
7
14
0
7
0
13
7
16
2
0
0
6
7
30
0
0
1
3
0
0
0
7
27
0
8
20
11
0
5
0
8
73
0
0
2
0
0
2
0
0
179
0
20
0
2
0
239
0
147
0
30
0
337
0
23
0
4
3
44
Q
no
12
105
Puerto Rico
Houston
Piney Point
Yokohama
Totals
.
Port
Boston
New York
Philadelphia
Baltimore
ENTRY DEPARTMENT
0
25
5
80
4
45
12
20
14
32
0
5
_
9
29
ig
43
0
7
Norfolk
9
12
4
15
20
2
Tampa
2
4
0
2
4
0
Mobile
16
14
0
19
13
1
New Orleans
Jacksonville
San Francisco
Wilmington
29
18
19
2
42
21
34
13
0
4
4
0
43
24
31
5
53
24
49
14
2
2
2
2
Seattle
Puerto Rico
Houston
Piney Point
14
4
25
0
27
12
42
16'
12
0
29
0
24
12
32
Q
39
16
63
1
8
1
50
Q
Yokohama
Totals
Totals All Departments
2
2
0
2
2
0
197
370
107
0
0
0
301
485
194
1,196
519
144
1,034
451
76
1,993
674
232
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
^•"Registered on the Beach" means the total number of men registered at the port at the end of last month.
May 1977 / LOG / 27
�AFL-aO, SlU Oppose
Top Court: It is Not Sex Bias to Bar Disability Pay for Pregnancy
The U.S. Supreme Court on Dec. 7,
1976 ruled that it is not sex discrimina
tion to deny disability benefits for preg
nancy and childbirth.
"The Court may have ignored it," the
AFL-CIO Executive Council replied,
"but the facts of life are that discrimi
nation against pregnant people is dis
crimination against women alone."
The SIU fully supports the AFL-CIO
in its fight against pregnancy discrimina
tion. This discrimination may not di
rectly affect deap-sea members since
few of them are women. (Although their
wives and daughters who work would
be affected.) But women hold a signifi
cant number of jobs on the SIU's in
land operations and make up a large
percentage of the SlU-afliliated United
Industrial Workers of North America.
Moreover, women are now a major
part of the American work force and
their unequal treatment constitutes a
widespread attack on labor.
Legislation to prohibit pregnancy dis
crimination in the workplace has been
introduced in Congress and is strongly
supported by the AFL=CIO. Without it,
many women temporarily disabled by
pregnancy and childbirth, will continue
to be fired or forced to take leave with
out pay—often with devastating results
for their families.
The great majority of women in the
labor force work because, like men,
they have to supp(^rt their families.
Twenty-live million women working
DECK DEPA^ENT
he treated.
. BuffStof •
2 •'
/•//•oil''','
0
D
';r;
r
0
7
0
0
11
• 'it,
ENGINE DEP
;•
Cl©v©l3n(i
OfitrOlt
y/Zi/y-.y
Dututh
•'
^
• '^'7
12 ^2 ^ ^ f ^0,
STEWARD DEPARTMENt
Alpena
Buffalo .
Cleveland
Detroit ..
Duluth ..
Frankfort
Chicago ,
Totals .
"y. ^0 \
•
•
•' ...
' • fevt'/.y.cy,
••
• 'A-/'/'.-'
•,
i-'V
W p*
4
•
• •
P
•
•••
...
•
•
. -
7.1 ^r-.i
Chicago ................... . .......
0
6
22
28
3
8
29
96
5-V
1
9
19
8
10
15
67
13
8
4
38
17
6
5
91
KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to he submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.
SHIPPING RIGHTS. Your shipping rights and senior
ity are protected exclusively by the contracts between the
Union and the shipowners. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the shipowners, notify
the Seafarers Appeals Board by certified mail, return re
ceipt requesied. The proper address for this is:
Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20th Street, Brooklyn, N.Y. 11215
Full copies of contracts as referred to are available to
you at all times, either by writing directly to the Union
or to the Seafarers Appeals Board.
CONTRACTS. Copies of all SIU contracts are avail
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
ship. Know your contract rights, as well as your obliga
tions, such as filing for OT on the proper sheets aqd in
0-
1,
1
0
0
0
'^*1 IM Ml A
8
44
12
0
7
17
6
5
0
47
22
13
13
77
22
11
0
158
124
60
180
m mjf mm mm
•
OIIEAT 1
. A K.E 9
4
DISPATf
•i#
• ^9 0^ • H2HERS
• • mm Im ^9
9
^
1
DRT
324
109
351
96
91
18
Totals All Departments .....
...
*"Total Registered" means the number of man who actually registered for shipping at the port last month.
^'•"Resistered on the Beach" means the total nujptjer of men registered atyhe port at the end of last month.
TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf, Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
/
0
0
f 2. .
ENTRY DEPARTMENT
•' Z^.'-
Alpena ..
Buffalo .
....
Cleveland
Detroit ..
;;
Duluth
Frankfort . . ........:...............
KNOW YOUR RIGHTS
28 / LOG / May 1977
•M
53
.Q
ll I
It
0
:• 1
1
1
Alpena .
BuffaloClaveteii
Dfetrolt
Duluth .
Frankfort . .
Chicag
Totals . .a..........'^....v.......I
is a dise
**RE6ISTEPE£rON BEACH
All Groups
Class A Class B Class C
TOTAL SHIPPED
All Groups /
/Class A
^OTAL REGlsnfeRED
groups
Class A Class B Class C
1977
K
Alcoholism
APRIL
to perform their jobs, the AFL-CIO
maintains.
In most pregnancies (95 per cent) the
medically certified period of disability
is six weeks or less.
come pregnant should not be an excuse
for job discrimination. When they are
unable to work, pregnant women should
be granted all benefits and privileges
given other workers not physically able
now do so because their husbands earn
less than $7,000 a year or because they
are the sole source of their families'
income.
The fact that only women can be
the proper manner. If, at any time, any SIU patrolman
or other Union official, in your opinion, fails to protect
your contract rights properly, contact the nearest SIU
port agent.
EDITORIAL POLICY — SEAFARERS LOG. The
Log has traditionally refrained from publishing any ar
ticle serving the political purposes of any individual in
the Union, officer or member. It has also refrained from
publishing articles deemfe^i harmful to the Union or its
collective membership. This established policy has been
reaffirmed by membership action at the September, I960,
meetings in all constitutional ports. The responsibility for
Log policy is vested in an editorial hoard which consists
of the Executive Board of the Union. The Executive
Board may delegate, from among its ranks, one individual
to carry out this responsibility.
PAYMENT OF MONIES. No monies are to he paid
to anyone in any official capacity in the SIU unless an
official Union receipt is given for same. Under no circum
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone at
tempts to require any such payment he made without sup
plying a receipt, or if a member is required to make a
payment and is given an official receipt, hut feels that he
should not have been required to make such payment, this
should immediately he reported to headquarters.
2
KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA
TIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con
tents. Any time you feel any member or officer is attempt
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.
EQUAL RIGHTS. All Seafarers are guaranteed equal
rights in employment and as members of the SIU. The.se
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no Seafarer may he discrimi
nated against because of race, creed, color, sex and na
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify headquarters.
SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro
ceeds are used to further its objects and purposes includ
ing hut not limited to furthering.the political, social and
economic interests of SeafareT seamen, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and the
advancement of trade union concepts. In connection with
such objects, SPAD supports and contributes to political
candidates for elective office. All contributions are vol
untary. No contribution may be solicited or received
because of force, job discrimination, financial reprisal, or
threat of such conduct, or as a condition of membership
in the Union or of employment. If a contribution is made
by reason of the above improper conduct, notify the Sea
farers Union or SPAD by certified mail within 30 days of
the contribution for investigation and appropriate action
and refund, if involuntary. Support SPAD to protect and
further your economic, political, and social interests,
American trade union concepts and Seafarer seamen.
If at any time a Seafarer feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or infor- •
mation, he should immediately notify SIU President Hall
at headquarters by certified mail, return receipt requested.
�LOG Story Triggers Quiz on Safety
Continued from Page 2
only in safety per se but also in various
insurance and workmen's compensation
rates." On his own, Ruppee is looking
into gangways used in Europe on ships
that have runs similar to those on the
Great Lakes.
Earlier in April, Rep. Ruppee asked
Adm. Siler about the Coast Guard's de
cision to permit oil and chemical tank
ers to operate with unattended engine
rooms on the Great Lakes. He also re
quested Adm. Siler's views on some
issues which Jack Bluitt raised during
field hearings of the U.S. House of Rep
resentatives Subcommittee on Coast
Guard and Navigation last July.
In particular, Ruppee asked about:
1. General procedures for consulta
tion with the (union) representatives of
merchant seamen.
2. Policies regarding the development
of uniform minimum manning standards
applicable to similar-type vessels.
3. Engine room manning standards
in general.
4. Consideration given to collective
bargaining agreements in preparing
manning certificates.
5. Feasibility/justipcation for in
creased watertight compartmentation
Overseas Ohio
on Great Lakes bulk carriers.
The Congressman will be pursuing
these issues during oversight hearings
before the Coast Guard and Navigation
Subcommittee later this year.
In Emergenqr Notify USPHS By Telegram
Any Seafarer or Boatman who
is taken to a hospital other than
a USPHS facility for emergency
treatment, must notify the nearest
USPHS hospital of his situation
within 48 hours, and it is suggested
that the notification be made by
telegram.
In the past, many of our mem
bers have made it a practice to
notify USPHS by phone. Unfortu
nately, when it comes time to pay
the bill, there have been cases
when USPHS has refused to pick
up the tab claiming they have no
record of the telephone call. How
ever, by using telegrams you will
have permanent proof that you ac
tually notified USPHS within the
prescribed period and at the same
time you will eliminate any confu
sion dealing with phone calls.
If you have no recourse, though,
but to use the phone, you should
make it a point to get the name,
title and department of the person
who handled your call.
FLAG
SlU Scholarships
Continued from Page 10
munity College, Seattle, Wash, where
he has already taken courses in astron
omy and navigation.
Leslie Warren CoUierlV
/
•
M
Leslie Warren Collier IV is looking
forward to a career as a chemist or bio
chemist and hopes to use his four-year
scholarship at the University of North
Carolina. An honor student. Collier
ranks third in his class of 115 at Curri
tuck County High School in North Caro
lina. He shows "outstanding leadership
qualities" one teacher said.
As if earning high grades wasn't
enough. Collier is also president of the
student body, works on the school news
paper and folk magazine, and is active
in intramural sports. To earn money, he
has been driving a school bus each day
for over a year and painting barges dur
ing the summer.
His proud father. Boatman Leslie
Warren Collier III, who works as a tug
boat captain for the Interstate Oil
Transport Co. in Philadelphia, Pa., re
ceived his masters license through the
Lundeberg School Upgrading Program.
Before that he worked as an unlicensed
engineer on the tugs. Brother Collier has
been an SIU member since 1970.
Charles Wayne Foshee
Using the foui-yeai scholarship,
Charles Foshee hopes to attend McNeese State University in Louisiana to
study chemical engineering. His science
and mathematics scores in school and
in national tests show him to be a top
student and a natural for that career.
Young Foshee had an all around good
record at DeRidder High School, DeRidder, La. He was in the Drama Club,
the Pilot Pak, and managed the fresh
man football, basketball and track
teams. An Eagle Scout and member of
the National Beta Club, Foshee was
listed in the 1975-76 edition of "Who's
Who Among American High School
Students." In his spare time he enjoys
fishing, camping, and listening to music.
Boatman Woodrow Foshee, the
father of the winner, has been an SIU
member since 1963 and works as a chief
engineer aboard Sabine Towing boats.
He joined the Union in Port Arthur,
Tex.
Another new tanker will be
ready to enter the Alaska oil trade
with an SIU crew this fall. The
89,700-dwt SS Overseas Ohio,
one of four SlU-contracted sisterships built by Maritime Overseas
Corp., is expected to be ready for
service on Oct. 22, 1977.
She will follow the first of the
four in service, the SS Overseas
Chicago, which will be delivered
on June 30. The SS Overseas ISew
York will bring more jobs for Sea
farers only a month after the Ohio
on Nov. 29. The fourth new
tanker, the SS Overseas Washing
ton, is expected by the end of
February, 1978.
The Ohio, like all her sisterships, was built at the National
Steel Shipyards in San Diego,
Calif. She is 894 feet long, her
beam is 106 feet and when fully
loaded she will have a 49-foot
draft.
Osvaldo Rios
An "A" student at the Dr. Jose M.
Lazaro High School in Carolina, Puerto
Rico, Osvaldo Rios ranks third in his
class. Because of his academic excel
lence, he was able to finish high school
in two years. Altliough he had a heavy
study load, young Rios found time to
help other students through a tutorial
program and to play on the basketball,
volley ball and track and field teams.
Outside of school, he has been active
in Leos Club (Lions Club) and the Mus
cular Dystrophy Association, showing
a true sense of concern for his fellow
man. "But there are still more things I
would like to do," Rios told the com
mittee. With the help of the four-year
scholarship he hopes to study pre-med
at the University of Puerto Rico and
become a doctor in order "to help my
country and community."
His father, Osvaldo Rios, Sr. has been
sailing deep sea with the SIU in the
steward department since 1958 when he
joined the Union in the port of New
York.
Seventy-one cents of every dollar spent In shipping on American-flag vessels
remains in this country, making a very substantial contribution to the national
balance of payments and to the nation's economy.
Use U.S.-flag ships. It's good for the American maritime industry, the Ameri
can shipper, and America.
We Need Your Lafesf Address
The SIU needs your latest address so that we can maintain an up-to-date
mailing list and can be sure that important correspondence gets to you at your
home. So please fill out the address form below and mail it to SIU Welfare
Plan, 275 - 20th St.. Brooklyn, N.Y. 772/5.
SIU
Soc. Sec. No.
Name
Print Last Name
First Name
Print Number and Street
City
Middle Initial
Address
State
Zip Code
Elizabeth Harrington
With help from the four-year scholar
ship, Elizabeth Harrington plans to at
tend Massachusetts College of Phar
macy in the fall. Dentistry is her goal
and v/ith that in mind she intends to
take up a pre-med course, majoring
in chemistry or biochemistry.
Although she worked parttime as a
switchboard operator to pay her tuition
at Julie Billiart Central High School,
Boston, Mass., she still managed to
maintain a rank at the top of her class.
Aside from her excellent scholastic rec
ord, she also was involved in the Drama
Club, creative writing. Biology Club,
basketball and volleyball teams and was
a member of the yearbook photography
crew.
Recertified Bosun Arthur C. Harring
ton, Elizabeth's father, joined the Union
in the port of New York in 1954 and
has been sailing with the SIU ever since.
The SIU extends its sincere congratu
lations to these scholarship winners and
their families, and hopes that all their
educational goals will be achieved.
Date of Birth
Mo / Day / Year
Editor,
Change of Address Or New Subscriber
SEAFARERS LOG
675 Fourth Ave.,
Brooklyn, N. Y. 11232
I would like to receive the SEAFARERS LOG—please put my name on
your mailing list. (Print In/ormailon)
NAME
ADDRESS
CITY
STATE
ZIP.
SIU memben please give:
Bk#
Soc. Sec. #
./
XO AVOID DUPLICATION: If you are an old subscriber and have a change
of address, please give your former address below or send mailing label from last
issue received.
ADDRESS
CITY ....
STATE
ZIP.
May 1977 / LOG / 29
�Frederick T. Anderegg, 51, joined
the SIU in 1943 in the port of Savan
nah sailing as an AB. Brother An
deregg sailed 35 years, was a ship's
delegate and attended Ixjth the Quar
termaster and LNG Courses at the
Lundeberg School. He was born in
San Francisco and is a resident of
Pacifica, Calif.
Ralph Armstrong, 57, joined the
SIU in 1946 in the port of New Or
leans sailing as an AB. Brother Arm
strong sailed 37 years and attended
the HLSS 1972 Educational Confer
ence at Piney Point, Md. He is a
veteran of the U.S. Navy in World
War II. Born in Birmingham, Ala.,
he is a resident of Shelby, Ala.
Ernest B. Avant, 57, joined the
SIU in the port of Jacksonville in
1969 sailing as an AB. Brother
Avant sailed 39 years. He is a veteran
of the U.S. Navy. A native of McRae,
Ga., he is a resident of Hialeah, Fla.
Roberto C. Cadaizo, 72, joined the
vSIU in the port of Seattle in 1962
sailing in the steward department for
30 years. Brother Cadaizo was born
in Narvacan, Hocus Sur, the Philip
pines and is a resident of Baguio City,
P.I.
Alfred B. "Fred" Calano, 64,
joined the SIU in the port of New
York in 1960 sailing as an oiler.
Brother Calano sailed 32 years and
was also a member of the SUP in
1951. He was born in Manila, P.I.
and is a resident of Daly City, Calif.
Benigno Cortez, 67, joined the
I SIU in 1944 in the port of New York
I sailing as an AB. Brother Cortez
sailed 37 years. He was born in
Puerto Rico and is a resident of
. Puerto Nuevo, P.R.
Ezckiel E. "Zeke" Daniels, 56,
joined the SIU in 1948 in the port
of New York sailing as a firemanwatertender. Brother Daniels sailed
33 years. He is a veteran of both the
U.S. Army and the U.S. Coast Guard
in World War II. Born in North
Carolina, he is a resident of Wanchese, N.C.
John A. Denais, 57, joined the
SIU in the port of New Orleans in
1956 sailing as a chief steward.
Brother Denais sailed 32 years and
during the Vietnam War. He was also
a steward department delegate. Sea
farer Denais is a veteran of the U.S.
Army serving as a technician in the
Special Task Force in the China,
Burma, India Theater in World War
II. Born on one of the "islands of
France", he is a resident of Sunrise,
Fla.
Frank R. Farmer, 47, joined the
SIU in 1948 in the port of New York
sailing as an AB. Brother Farmer was
born in Seattle and is a resident of
Copalis Beach, Wash.
Hugo "BUI" JelTcoat, 61, joined
the SIU in the port of New York in
1950 sailing as an AB. Brother Jeffcoat sailed 34 years. He is a veteran
of the U.S. Navy in World War II.
A native of Columbia, S.C., he is a
resident of Houston.
Recertified Bosun Tom Karatzas,
61, joined the SIU in the port of
Baltimore in 1957 sailing 31 years.
Brother Karatzas graduated from the
Union's Recertified Bosun Program
in April 1975. He is also a retired
member of the SUP. Born in Kikinos,
Greece, he is a naturalized U.S. citi
zen and is a resident of Baltimore.
Edward L. Kaznowsky, 65, joined
the SIU in 1941 in the port of New
York sailing as a chief steward.
Brother Kaznowsky sailed 47 years
and during World War 11. He was on
the picket line in the 1961 Greater
N.Y. Harbor strike. Born in Carteret,
N.J., he is a resident of Brooklyn,
N.Y.
Lorenzo N. Diana, 60, joined the
SIU in tlie port of New York in 1955
sailing as a cook. Brother Diana
sailed 28 years. He was born in the
Philippine Islands and is a resident of
New Orleans.
Recertified Bosun Leo J. Koza,
57, joined the SIU in 1945 in the
port of New York sailing for 35
years. Brother Koza graduated from
the eighth Bosun Recertification Pro
gram class in January 1974. He also
sailed during World War II and was
on a vessel then in the port of An
twerp, Belgium when tlie harbor was
bombed for 28 consecutive days. A
native of Lowell, Mass., he is a resi
dent of Baltimore.
Arthur J. Endemann, 61, joined
the SIU in 1946 in the port of Mobile
sailing as an oiler. Brother Ende
mann sailed 43 years. He was born
in Estonia, U.S.S.R. and is a resi
dent of Pasadena, Md.
Samuel J. Lemoine, 65, joined the
SIU in 1942 in the port of New OrI leans sailing as a bosun. Brother
Lemoine sailed 35 years. He was
born in Louisiana and is a resident
of New Orleans.
William L. Forrest, 59, joined the
SIU in the port of Lake Charles, La.
in 1956 and sailed as a chief steward.
Brother Forrest sailed 26 years. He
is a wounded veteran of the U.S.
Marine Corps in World War II. Born
in Texas, he is a resident of Lufkin,
Tex.
William A. MacGregor, 56, joined
the SIU in 1946 in the port of Balti
more sailing as an OS. Brother Mac
Gregor sailed 29 years. He is a
wounded 1941 veteran of the U.S.
Army's Parachute Infantry Corps
where he served as a rigger. A native
of Germany, he is a resident of Pearl
River, La.
30 / LOG / May 1977
William F. Luhrsen, Jr., 64, joined
the SIU in the port of New York in
1960 and sailed as a pumpman.
Brother Luhrsen sailed 29 years and
walked the picket line in the 1961
N.Y. Harbor strike. He attended the
Piney Point Crew Conference No. 5
in 1970. Seafarer Luhrsen is also a
machinist, mechanic and flyer. Born
in North Little Rock, Ark., he is a
resident of Waveland, Miss.
J
Frank Mamerto, 65, joined the
SIU in the port of New Orleans in
1957 sailing as a chief steward.
Brother Mamerto sailed 48 years. He
is a veteran of the U.S. Coast Guard.
Born in the Philippines, he is a resi
dent of Metairie, La.
Abel Manuel, 65, joined the SIU
in the port of Houston in 1962 sail
ing as a cook. Brother Manuel sailed
23 years. He was born in Louisiana
and is a resident of Mamou, La.
Henry J. McCue, 65, joined the
SIU in the port of Boston in 1955
; sailing as a bosun. Brother McCue
y sailed 45 years and was ship's dele
gate. He was a member and helped
to reorganize the Union-affiliated At
lantic Fishermen's Union in 1960 in
Boston. A native of Newfoundland,
Canada, he is a resident of Woodbridge, N.J.
John J. N. McKenna, 55, joined
the SIU in 1944 in the port of New
York sailing as a OMED. Brother
McKenna sailed 31 years and up
graded at the HLSS in 1974. He was
bom in Canada, is a naturalized U.S.
citizen, and is a resident of New
Orleans.
Lauren D. Santa Ana, 65, joined
the SIU in 1947 in the port of New
Orleans sailing as a chief steward.
Brother Santa Ana sailed 45 years.
He was born in Bacon Sorsoquon,
P.I. and is a resident of New Orleans.
Franklin Roosevelt Strickland, 42,
joined the SIU in the port of Mobile
in 1952 and sailed as a chief cook.
Brother Strickland sailed 25 years.
He was born in Mobile and is a resi
dent of Wilmer, Ala.
Lee W. Snodgrass, 63, joined the
SIU in 1948 in the port of San Fran
cisco sailing as an AB and deck dele
gate. Brother Snodgrass sailed 33
years. He was born in South Dakota
and is a resident of Irvine, Calif.
John W. Murphy, 65, joined the
SIU in the port of Seattle in 1965
and sailed as a chief steward. Brother
Murphy sailed 38 years. He was born
in St. Louis, Mo. and is a resident of
Bisbee, Ariz.
Cyril A. Scott, 65, joined the SIU
in 1945 in the port of New York sail
ing as a chief steward. Brother Scott
sailed 49 years and was on the picket
line in both the 1962 Robin Line
strike and the 1961 N.Y. Harbor
beef. Born in Jamaica, B.W.L, he is a
resident of Laurelton, L.I., N.Y.
�Lester A. Pugh, 62, joined the SIU
in 1938 in the port of Mobile sailing
as an oiler. Brother Pugh sailed 35
years. He is a veteran of the U.S.
Army in World War II. A native of
Winn, Ala., he is a resident of
Mobile.
PfNS/ONfRS
Harry N. Schorr, 65, joined the
SIU in the port of New York in 1955
sailing as a cook. Brother Schorr
sailed 25 years and was on the picket
line in the 1961 N.Y. Harbor strike.
He is a veteran of the U.S. Air Forces
in World War II. Seafarer Schorr is
also a watch and instrument repair
man. A native of New York City, he
is a resident of Hemet, Calif.
George Lukas, 66, joined the
Union in the port of Cleveland in
1966 sailing as a fireman-watertender. Brother Lukas sailed 20 years
for the Reiss Steamship Co. He is
a veteran of the U.S. Army infantry.
Born in Erie, Pa., he is a resident
there.
Thomas E. Smolarek joined the
Union in the port of Detroit in 1959
sailing as a fireman-watertender on
the SS Metaffa, Brother Smolarek is
a resident of Buffalo, N.Y.
Raymond R. Shaynick, 59, joined
the SIU in 1943 in the port of Nor
folk and sailed as a QMED. Brother
Shaynick was born in Philadelphia
and is a resident there.
William R. London, 65, joined the
Union in the port of Detroit in 1959
sailing as an AB and in the steward
department. Brother London sailed
32 years in the steward department.
He is a veteran of the U.S. Navy in
World War II sailing as an aviation
medical technician. A native of Penn
sylvania, he is resident of Buffalo.
Charies D. Hulburd, 67, joined the
Union in the port of Buffalo, N.Y. in
1961 sailing as a lead deckhand for the
Great Lakes Dredge and Dock Co. from
1961 to 1976 and for Merrit, Chapman
and Scott from 1959 to 1961. Brother
Hulburd sailed 36 years. Born in Buf
falo, he is a resident there.
Mar.
Notke to Members
Oil Shipph^ Protedure
When throwing in for work dur
ing a Job call at any SIU Hiring
Hall, members must produce the
following:
• membership certificate
• registration card
• clinic card
• seaman's papers
in additioit, when assigning a
job the dispatcher will comply
with the following Section 5, Sub
section 7 of the SIU Shipping
Rules:
"Within each class of seniority*
rating in every Department, prior
ity for entry rating jobs shall be
given to all seamen who possess
Lifeboatman endorsement by the
United States Coast Guard. The
Seafarers Appeals Board may
waive the preceding sentence
when, in the sole judgment of the
Board, undue hardship will result
or extenuating circumstances war
rant such waiver."
Peter J. Bakarich, 62, joined the
Union in the port of New York in
1963 sailing as a deckhand on the
tug Utica for the Erie-Lackawanna
Railroad from 1936 to 1977. Brother
Bakarich is the proud father of 1965
SIU scholarship winner Peter B.
Bakarich who is now studying law
at Rutgers University Law School in
New Jersey. Inland Boatman Baka
rich was born in Hoboken and is a
resident of Boonton, N.J.
John Simlk, 65, joined the Union
in the port of Buffalo in 1957 sailing
as a fireman-watertender. Brother
Simik sailed 40 years. He was born
in Perth Amboy, N.J. and is a resi
dent there.
Alfonso Vallejo, 65, joined the
SIU in 1944 in the port of New
York and sailed as a bosun. Brother
Vallejo sailed 36 years. He was on
the picket line in the 1961 N.Y. Har
bor stirke and the 1965 District
Council No. 37 beef. Born in Puerto
Rico, he is a resident of The Bronx,
N.Y.
Herbert E. Tipton, 67, joined the
Union in 1940 in the port of Detroit
sailing as a chief steward on the SS
Metaffa. Brother Tipton sailed 38 years.
He was born in Virginia and is a resi
dent of Rogersville, Tenn.
Rene M. Wittbecker, 65, joined
the Union in the port of Frankfort,
Mich, in 1954 sailing as a cook.
Brother Wittbecker sailed 27 years
in the steward department on the
Lakes. He sailed on the SS Ann Ar
bor No. 3, 5, 6 and 7; SS Wabash;
SS A. K. Atkinson and the MV Vik
ing. A native of Freeport, III., he
and his wife, Viola are residents of
Eau Claire, Pa. where he plans to
"do a lot of hunting, fishing and
some traveling."
John F. Dunlap, 64, joined the
Union in the port of Detroit in 1960
sailing as an AB. Brother Dunlap
sailed 40 years and for the Reiss
Steamship Co. from 1960 to 1970.
He was born in Ashland, Wise, and
is a resident there.
Arthur W. Klotz, 73, joined the
Union-affiliated UIW in 1965 and
became an Inland Boatman in 1966
in the port of Norfolk sailing for Mc
Allister Brothers Towing Co. in 1965
and the Norfolk Oil Transport Co.
from 1956 to 1965. Brother Klotz
was born in Walnutport, Pa. and is
a resident of Norfolk.
Adolph F. Kalisch, 64, joined the
Union in 1948 in the port of Toledo,
Ohio sailing as an oiler. Brother
Kalisch sailed 40 years. He is a vet
eran of the U.S. Army Corps of En
gineers in World War II. Born in
Alpena, Mich., he is a resident there.
Seafarers Welfare, Pension and
Vacation Plans Cash Benefits Paid
24 - Apr. 20,1977
SEAFARERS WELFARE PLAN
ELIGIBLES
Death
In Hospital Daily @ $1.00
In Hospital Daily @ $3.00
Hospital & Hospital Extras
Surgical
Sickness & Accident @ $8.00
Special Equipment
Optical
Supplemental Medicare Premiums
DEPENDENTS OF ELIGIBLES
Hospital & Hospital Extras
Doctors' Visits In Hospital
Surgical
Maternity
Blood Transfusions
Optical
PENSIONERS & DEPENDENTS
Death
Hospital & Hospital Extras
Doctors'Visits & Other Medical Expenses . .
Surgical
Optical
Blood Transfusions
Special Equipment
Dental
Supplemental Medicare Premiums
SCHOLARSHIP PROGRAM
TOTALS
Total Seafarers Welfare Plan
Total Seafarers Pension Plan
Total Seafarers Vacation Plan
Total Seafarers Welfare, Pension & Vacation
Number
Amount
MONTH
TO DATE
YEAR
TO DATE
13
268
84
19
4
4,553
—
126
10
60
1,383
867
61
11
21,293
9
454
97
389
85
133
20
2
106
MONTH
TO DATE
$
YEAR
TO DATE
55,000.00
268.00
252.00
2,696.16
816.00
36,424.00
—
3,769.88
766.60
$ 206,543.06
1,385.00
2,601.00
7,041.23
1,544.00
170,344.00
3,264.71
13,798.81
4,917.30
1,541
312
440
82
10
357
125,729.58
3,956.25
21,545.00
8,600.00
698.91
3,136.40
476,092.57
15,944.27
75,217.69
30,234.00
1,132.36
10,473.08
12
208
125
9
67
—
5
1
2,152
54
699
407
53
211
2
14
3
6,455
50,000.00
30,925.25
4,932.86
1,327.85
2,031.00
—
370.51
300.00
17,239.60
209,600.00
110,300.57
19,201.62
8,817.55
6,330.05
70.00
2,220.75
1,050.00
52,058.70
13
43
5,770.67
19,658.10
8,404
2,716
787
11,907
34,918
8,082
3,655
46,655
376,556.52
689,815.81
743,997.81
$1,810,370.14
1,449,840.42
2,070,393.28
3,644,436.88
$7,164,670.58
May 1977 / LOG / 31
m
�m
Pensioner Frank
lin E. Hughes, 61,
died of kidney failure
in St. Joseph's Hos
pital, Houston, Tex.
on Apr. 4. Brother
Hughes joined the
SIU in 1944 in the
port of New York
sailing as a bosun and deck mainten
ance. He was an HLSS upgrader. Born
in Georgia, he was a resident of Hous
ton. Burial was in Pine Crest Cemetery,
Mobile. Surviving is his widow, Eliza
beth.
Pensioner Samuel
G. F. Howard, 80,
passed away from
natural causes in the
Staten Island, N.Y.
USPHS Hospital on
April 13. Brother
Howard joined the
SIU in 1938 in the
port of New York sailing as a cook and
baker. He sailed 47 years, walked the
picket line in the 1961 N.Y. Harbor
strike and rode the Liberty ship, the
SS John C. Calhoun (Calmer) in the
first year of World War II. A native of
Mississippi, he was a resident of Brook
lyn, N.Y. Interment was in Pinelawn
Memorial Park Cemetery, L.I., N.Y.
Surviving is his widow. Bertha.
Recertified Bosun
John D. "Johnnie"
Hunter, 55, died of
heart failure in the
University of South
ern Alabama Medi
cal Center, Mobile
on Feb. 11. Brother
Hunter joined the
SIU in 1943 in the port of Mobile. He
sailed 31 years, graduated from the Bo
suns Reccrtification Program last year,
rode the Bull Line and was on the Mo
bile Alcoa Shoregang. Seafarer Hunter
was born in the British West Indies and
was a naturalized U.S. citizen. He was
a resident of Mobile. Burial was in the
Mobile Memorial Gardens Cemetery.
Surviving arc a son, John of Mobile;
two daughters, Julie and Jeanne; his
parents, Mr. and Mrs. Joseph and Olinell Hunter of Mobile, and a sister,
Mrs. Olinell Bailey of Mobile.
Antoine N. Chrlstophe, 63, died in the
New Orleans USPHS
Hospital on Mar. 9.
Brother Christophe
joined the SIU in the
port of New York in
1957 sailing as a
cook. He sailed for
26 years. Born in New Orleans, he was
a resident there. Surviving is his widow,
Sarah.
Pensioner Alf N. Pedersen, 67, died
on Feb. 5. Brother Pedersen joined the
Union in the port of Duluth, Minn, in
1951 sailing as a wheelsman for the
Kinsman Marine Transit Co., Huron
Cement Co., and for the Buckey Steam
ship Co. He sailed 26 years. A native
of Cooperstown, N.D., he was a resi
dent of Superior, Wise. Surviving are
his widow, Ada, and three sons, Rich
ard, Gregory and Earling of Superior.
32 / LOG / May .c)77
George Armstead,
Jr., 24, was dead on
arrival at the Jeffer
son General Hospi
tal, Gretna, La. on
Mar. 26. Brother
Armstead joined the
SIU in 1973 follow
ing his graduation
from the HLSS in Piney Point, Md. He
sailed as a general utility. Born in New
Orleans, he was a resident of Gretna.
Interment was in Restlawn Park Ceme
tery, Avondale, La. Surviving are his
widow, Kathy; a son, Desi; a daughter,
Delise; his father, George; his mother,
Mrs. Roberta Brown of New Orleans;
two brothers and two sisters, two grand
mothers, Mrs. Maude Armstead and
Mrs. Adlic Brown, both- of New Or
leans; an uncle, Fred Edwards; a cousin,
William Armstead, Jr., and his motherin-law, Mrs. Deloria Ceullier.
Pensioner John J.
Flynn, 81, passed
away of natural
causes on Mar. 24.
Brother Flynn joined
the SIU in 1944 in
the port of New York
sailing as a firemanwatertender. He
sailed 29 years and was on the picket
line in the 1961 N.Y. Harbor beef. A
native of New York, he was a resident
of Woodside, Queens, N.Y.C. Inter
ment was in Calvary Cemetery, Woodside. Surviving is a sister, Mrs. Margaret
Leonard of Woodside.
Bjorn A. Granberg,
58, died in New Or
leans in March 1976.
Brother Granberg
joined the SIU in
" 'C
1947 in the port of
Norfolk sailing as a
bosun. He sailed 42
MMIk Mkk
years. A native of
Sweden, he was a resident of Leasburg,
Mo. Surviving are his widow, Jeanne,
and his mother, Mrs. Anna Lindgren of
Falun, Sweden.
Mayo M. LaCroix,
58, died of a heart
ailment in the Patrick
Air Force Base Hos
pital, La. on Feb. 7.
Brother LaCroix
joined the SIU in the
port of Houston in
1972 sailing as an
AB. He was a veteran of the U.S. Navy
in World War II. Seafarer LaCroix
was born in Vinton, La. and was a resi
dent of Lake Charles, La. Burial was
in Hurricane Creek Cemetery, Jena,
LaSalle, La. Surviving are his widow,
Frances and a brother, Carl of Houston.
Kenneth M.
"Kenny" Lynch, 27,
was found dead
aboard the Sea-Land
Galloway off Staten
Island, N.Y. on Feb.
19. Brother Lynch
Joined the SIU in
1974 after graduafrom the HLSS where he was chief
bosun in his class. He sailed as a fireman-watertender. Seafarer Lynch was a
veteran of the post-World War II U.S.
Army. He also attended Kingsborough
Community College, Brooklyn, N.Y.
and studied liberal arts at Suffolk (L.L,
N.Y.) Community College for a year.
Born in New York, he was a resident of
Brooklyn. Burial was in L.I. National
Cemetery, N.Y. Surviving are his par
ents, Mr. and Mrs. Joseph and Marion
Lynch of Brooklyn.
Damian G. "M.D."
Mercado, 67, died of
a coronary thrombo
sis on Jan. 4. Brother
• fS
;
Mercado joined the
SIU in the port of
jjj^H^^^^HNew York in 1956
sailing as a firemanA MBIwatertender. He
sailed 19 years. A native of Fajardo,
P.R., he was a resident there. Surviving
are his widow, Maria; four sons, Dom'ingo, Ramon, Juan and Jose; three
daughters, Evelyn, Yolanda and Zulma,
and two sisters, Eulalia and Isabelle,
both of The Bronx, N.Y.
rs
Stavros G. "Steve"
Petrantes, 47, died of
a heart attack in the
Bay Memorial Medical Center, Panama
City, Fla. on Feb. 26.
Brother Petrantes
joined the SIU in the
i port of Mobile in
1955 sailirtg as a chief cook. He sailed
for 24 years. A native of Patmosdodecanese, Greece, he was a resident of
Mobile. Interment was in Evergreen
Memorial Cemetery, Panama City. Sur
viving are his widow, Zafiria; three sons,
Steve, George and William; a daughter,
Maria; his father, George of Greece;
his mother, Marie of Galveston, and a
brother, Michael.
,!
I
Halrold J. Romero,
50, died of lung can
cer in the Park Place
Hospital, Port Ar
thur, Tex. on Mar. 7.
Brother Romero
joined the SIU in the
port of New York in
1953 sailing as a fireman-watertender. He was a veteran of
the U.S. Army during the Korean War.
Born in New Iberia, La., he was a resi
dent of Port Arthur. Burial was in Cal
vary Catholic Cemetery, Port Arthur.
Surviving are his widow, Shirley; two
sons, David and Albert; a daughter,
Tonyia; his father, Laury, and his mo
ther, Emerette.
Pensioner Jan V.
Rooms, 65, died of a
heart attack in the
North Arundel Hos
pital, Glen Burnie,
Md. on Feb. 25. Bro
ther Rooms joined
the SIU in 1946 in
the port of Galveston
and sailed as a chief steward. He sailed
48 years. His father and two brothers
and a sister also went to sea. Seafarer
Rooms was on the picket line in the
1961 N.Y. Harbor strike. Born in Ant
werp, Belgium, he was a naturalized
U.S. citizen and a resident of Glen
Burnie. Interment was in Cedar Hill
Cemetery, Baltimore. Surviving are his
widow, Hendrina; a son, Henry of Ant
werp, and two daughters, Mrs. Diana
Lanette and Katrina of Antwerp.
Donald B. Wasson,
72, died of arterioscleriosis in Piraeus
State Hospital, Nikea,
Greece on Aug. 29,
1976 while on the SS
St. Louis (Sea-Land).
^Brother Wasson
joined the SIU in the
port of New York in 1953 sailing as a
bosun. He sailed 48 years and was a
veteran of the U.S. Navy after World
War I. A native of New York, he was
a resident of Gonzales, Tex. Burial was
at sea on SepL 4, 1976 off the SS Elizahethport (Sea-Land).
I
Augustin W. Mor
ales, 57, died of can
cer in the New Or
leans USPHS Hos
pital on Mar. 30.
Brother Morales
joined the SIU in the
port of Wilmington
in 1962 sailing as a
chief steward. He sailed 22 years and
was a graduate of the San Francisco
Dietitian School. A native of Paincourtville. La., he was a resident of
Donaldsonville, La. Burial was in St.
Elizabeth Catholic Cemetery, Paincourtville. Surviving are two sons, Rob
ert and Richard, and a sister, Mrs. Ruth
M. Cedotal of Donaldsonville.
Ward W. Ander
son, 21, died on the
SS Flor (Altair
Steamship) on Apr.
22 enroute to the
port of Haifa, Israel.
Brother Anderson
joined the SIU' in
1975 following his
graduation from the HLSS in Piney
Point. He sailed since 1973 as an OS
with the U.S. Geodetic Survey. Born in
Seattle, he was a resident of Keene, Tex.
and Mesa, Ariz. Surviving are his
mother, Patricia and his father, Fred.
James T. "Red"
Baker, 55, died on
Apr. 11. Brother
Baker joined the SIU
in the port of Wil
mington in 1961 sail
ing as a chief elec, trician. He sailed for
27 years and was a
veteran of the U.S. Coast Guard in
World War II. Seafarer Baker's son,
Tom was a 1966 Union scholarship
winner. Born in Thatcher, Colo., Bro
ther Baker was a resident of Groton,
Conn. Surviving are his widow, Vir
ginia; a son, Tom, and a daughter, Mrs.
Barbara Reed of Boston, Mass.
Pensioner Cyril H.
Sawyer, 81, passed
away in the Florida
Christian Health
Center, Jacksonville
on Feb. 13. Brother
Sawyer joined the
SIU in 1939 in the
port of Miami sailing
as an OS and as a "gloryhole steward."
He sailed for 27 years and was a veteran
of the U.S. Army Transportation Corps
in World War 11. Born in Key West,
Fla., he was a resident of Jacksonville.
Interment was in Arlington Memorial
Park Cemetery, Jacksonville. Surviving
is his dauther, Cornelia of Jacksonville.
Pensioner Arlhur M, Swindell, 87,
died of heart failure in the Norfolk Gen
eral Hospital and Medical Center on
Dec. 13, 1976. Brother Swindell joined
the Union in the port of Norfolk in
1961 sailing as a chief engineer for the
Curtis Bay Towing Co. from 1922 to
1962. He was born in North Carolina
and was a resident of Norfolk. Inter
ment was in Forest Lawn Cemetery,
Norfolk.
Pensioner John J. Mahoney, 74, died
of cancer in Keyport, N.J. on Apr. 3.
Brother Mahoney joined the Union in
the port of New York in 1963 sailing
as a deckhand on the tug Hohoken for
the Erie-Lackawanna Railroad from
1936 to 1967. He was born in Jersey
City. N.J. and was a resident of Seaside
Heights, N.J. Surviving are his widow,
Helen and three daughters, Dorothy,
Patricia and Margaret.
�Pensioner Carl C.
Spears, 67, died of a
heart attack in Gallipolis Ferry, W. Va.,
on Feb. 28. Brother
Spears joined- the
Union in the port of
St. Louis in 1965
sailing as a deckhand
for the American Commercial Barge
Line, Jefferson/ille, Ind. from 1948 to
1961 and as a lead deckhand and mate
for the Inland Tugs Co. from 1961 to
1970. He was born in Gallipolis Ferry
and was a resident there. Interment was
in the Austin, Hope, McCloud Ceme
tery, Gallipolis Ferry. Surviving are his
widow, Jewel; a son, Robert; two
daughters, Janet Louise and Betty, and
a sister, Mrs. Molly Siders of Point
Pleasant, W. Va.
Kdward L. Wolfe, 73, passed away
on Dec. 22, 1976. Brother Wolfe joined
the Union in the port of Philadelphia
in 1962. He sailed as an engineer for
the Marine Towing Co. from 1956 to
1976 and as an engineer for the City of
Philadelphia from 1948 to 1955. He
was born in Philadelphia and was a
resident of Camden, N.J. Surviving is
his widow, Nora.
Harold C. Pemberton, 80, passed
away on Mar. 30.
Brother Pemberton
joined the Union in
the port of Detroit in
1960 sailing as an
oiler and engineer for
the Dunbar and Sul
livan Dredge Co. from 1957 to 1977
and as a rigger for the Great Lakes
Steel Mill from 1940 to 1945. He
worked on dredges for 32 years. Boat
man Pemberton was a veteran of the
U.S. Army in World War I. Born in
Alpena, Mich., he was a resident of
Madison Heights, Mich. Surviving is a
son, Hubert of Madison Heights.
Pensioner Earl C.
Rayford, 70, died of
arteriosclerosis on
the way to the U.S.
Medical Center, Mo
bile on Mar. 3.
Brother
Rayford
joined the Union in
the port of Mobile
in 1956 sailing as a leaderman and
cook on river and harbor boats and
dredges. He was born in Mobile .and
was a resident there. Burial was in Mag
nolia Cemetery, Mobile. Surviving are
his widow, Evelyn; a sister, Mrs. Ruby
Robinson, and a cousin, Elizabeth
Green, both of Mobile.
Joe P. Rowland, 49, died on Mar, 6.
Brother Rowland joined the Union in
the port of St. Louis in 1973 sailing as
a lead deckhand for Inland Tugs from
1976 to 1977 and for the Orgulf Co. in
1974. He was a veteran of the U.S.
Navy. A native of Princeton, Ky., he
was a resident there. Surviving is his
widow, Thelma of Lincoln Park, Mich.;
a son, Ricky; a daughter, Mrs. Vickie
Banasack of Lincoln Park; his mother,
Violet of Princeton and his father, Paul,
Pensioner Robert E. Bankston, 53,
died on Apr. 10. Brother Bankston
joined the Union in the port of Elberta,
Mich, in 1953 sailing as an AB. He
sailed for 27 years. Laker Bankston was
a veteran of the U.S. Navy in World
War II. A native of Benzonia, Mich.,
he was a resident of Frankfort, Mich.
Surviving are his widow, Jeanette of
Ludington, Mich.; his father, Arthur of
Frankfort, and two daughters, Mrs.
Martha Adamczeck and Mrs. Roberta
Victor, both of Mainstee, Mich.
Charles L. McDonald, 69, died on
Apr. 1. Brother McDonald joined the
Union in the port of Norfolk sailing for
NBC Lines from 1954 to 1976. He was
a resident of Norfolk. Surviving is his
mother, Mrs. Annie E. Gibbs of Nor
folk.
William Young died in New Orleans
in January. Brother Young joined the
Union in 1969 sailing for the Tug Man
agement Co. from 1965 to 1969 and
for the General Towing Co. from 1968
to 1969. He was a resident of New
Orleans and was retired.
Pensioner Fred J.
Haker, 72, died of
heart disease at home
in Buffalo on Jan. 29.
Brother Haker joined
the Union in the port
lof Buffalo in 1961
J sailing as a tug oiler
iJ-'ilJIfor the Great Lakes
Dock and Dredge Co. in 1961 and for
Merritt, Chapman & Scott from 1961
to 1973. He was born in Wisconsin
and was a resident of Buffalo. Burial
was in Ridge Lawn Cemetery, Cheektowga, N.Y. Surviving are a son, Fred;
two daughters, Mary and Mrs. Karen
A. Anthony of Buffalo, and a son-inlaw, John Sullivan, also of Buffalo.
Archie D. Lewis, 53, died of a heart
attack in the Erlangcr Hospital, Chat
tanooga, Tenn. on Apr. 10. Brother
Lewis joined the Union in the port of
St. Louis in 1972 sailing as a tankerman and captain for National Marine
Service Co. from 1970 to 1977, for
South Towing in 1967, Sabine Towing
in 1968, Slade Towing Co. from 1968
to 1969 and for Dixie Carriers from
1972 to 1974. He was a veteran of the
U.S. Air Force in World War II. Born
in Montgomery, Ala., he was a resident
of Chattanooga. Burial was in National
Cemetery, Chattanooga. Surviving are
a son, David of Chattanooga; two
daughters, Cynthia and Lynn; his par
ents, Mr. and Mrs. Archie and Jean
Lewis, Sr., and a son-in-law, Jim Mor
gan.
Zhought Me Was ?lym' Migh at--MPMZ
If you smoke pot or hashish or use
any kind of drugs at all on ship or
ashore, you might be interested in the
following unusual story. It's true, no
kidding.
This guy, his name was Tom, went
to a party this particular Saturday night,
and between him and about five or six
of his friends, smoked a couple of good
sized pipes of hashish. In his own
words, he "was smashed."
The party broke up at about 3 o'clock
in the morning, so Tom figured he'd
call it a night and head home. As he
stumbled down the block humming a
tune, all he could think about was sink
ing his oversized cranium into the soft
pillow on his bed.
He fumbled around a bit looking for
his car keys and then took a minute or
two trying to find the keyhole in the car
door. He finally got the door opened,
positioned himself in the driver's seat,
started it up and turned the radio on.
He let the car warm up for awhile
as he listened to the music. He then
turned the wheel and stepped on the
gas but the car just whined a bit and
wouldn't move. He went into a minor
panic because he knew absolutely noth
ing about cars. But he glanced at the
steering column and noticed the car
As one of the policemen walked over
was still in neutral. Crisis over.
to the car, Tom tried to calm himself
He eased away from the curb and
down. He figured that the best tact
drove a few blocks to the entrance of
would be to remain as cool as possible,
the Grand Central Parkway in Queens,
answer all questions politely, admit that
N.Y. He had already gotten one speed
ing ticket on ihis exact same road the he was speeding and simply accept the
ticket without an argument.
previous month, so he promised him
The cop, a man of about 50 or so,
self to be extra careful this night for
bent down a bit and asked Tom how he
two reasons: first, he was flying high
and was afraid of killing himself; sec Vy'a:s feeling. Tom nervously answered
that he felt fine.
ond, he had half an ounce of grass and
The cop then asked him if he thought
a small chunk of hashish on him, and
he was in no shape to face the law if he he deserved a ticket. Tom immediately
expressed his sorrow for speeding and
got stopped.
So as he drove along the parkway, told the cop, yes, he did deserve a ticket.
The policeman, looking a little bit
he stayed exclusively in the far right
shocked,
then asked Tom how fast he
lane letting the faster traffic pass him
thought he was going. Tom didn't really
on the left.
Flashing Lights
know for sure, but since the speed limit
Everything seemed to be going fine as was 50 mph, he said he thought he was
he cruised along listening to the music. doing about 60 or 65.
But sure enough, he was on the highway
The cop, looking more shocked than
no more than five minutes when he no ever, opened Tom's door and politely
ticed the flashing lights of a police car said, "Son, would you mind stepping
alongside him to the left. The cop in out of the car."
the passenger seat was motioning him
In a deep panic now, Tom blurted
to pull over to the shoulder.
out, "Why, what seems to be the matter
Tom obeyed promptly, but as he officer?" The cop said simply, "Son, you
pulled over he went into a mild para were doing four."
noid panic. What was he going to say?
Tom was arrested for driving while
How was he going to face these cops in under the influence of drugs, and was
his condition?
booked for possession after a search
turned up his grass and hashish.
In the long run, Tom got off pretty
easy, though. He was convicted of pos
session of small amounts of grass and
was given a fine. And the traffic judge
suspended his license for one year,
along with slapping him with a fine.
All in all, things worked out okay for
Tom. But if he had been a merchant
seaman, his trouble would just have
started.
You see, any drug conviction of any
kind is a sentence of life for a merchant
seaman. That is, the Coast Guard, by
no means as lenient as some local au
thorities when it comes to drugs, will
revoke your seaman's papers for life,
and that means the end of your career
at sea.
No matter what anyone says about
pot, however, there are some people
who will smoke it anytime, anywhere.
If you're one of those people, at least
have the courtesy not to smoke while
on duty, for your own good and the
good of the entire crew. There are
enough dangers involved with working
at sea. So don't make the situation
worse for anyone by trying to work
while flying alongside the flying bridge.
May 1977 / LOG / 33
�:m7£
JOSEPH HEWES (Waterman Steam
ship), March 6—Chairman, Recertified
Bosun W. D. Crawford; Secretary J.
Temple; Educational Director R. C.
Miller. Some disputed OT in deck de
partment. Report to Seafarers Log:
"James Wheatley shipped from the
Harry Lundeberg School of Seamanship
on February 15, 1977 as 3rd cook. This
is his first trip and he has been doing
a wonderful job. He is clean and knows
how to take orders about his job. We
hope he keeps up the good work." A
vote of thanks to the steward depart
ment. Observed one minute of silence
in memory of our departed brothers.
NEWARK (Sea-Land Service),
March 16—Chairman, T, Vilanova;
Secretary Ken Hayes; Educational Di
rector R. Coleman; Engine Delegate
B. Jensen; Steward Delegate Edward J.
Kilford, Jr. No disputed OT. The
Seafarers Log was received and a dis
cussion was held on items in the Log
and opinions asked for. Report to the
Seafarers Log: "Has not been a major
beef on the ship as far back as most
men can remember, this is credited to
the Seafarers that man the ship and
the belief in a strong Union." Next port,
Seattle.
CUAYAMA (Puerto Rico Marine
Mgt.), March 4—Chairman, Recerti
fied Bosun William Velazquez; Secre
tary H. Ortiz; Educational Director
Mainers; Deck Delegate H. F. Welsh.
No disputed OT. Educational Director
reported that the Alcoholic Rehabilita
tion program has been a success and all
members shoidd give encouragement to
those affected. A vote of thanks to the
steward department for a job well done.
A vote of thanks to all crewmembers
for good biotherhood and good com
panionship. Observed one minute of
silence in memory of our departed
brothers.
BALTIMORE (Sea-Land Service),
March 23—Chairman, Recertified Bo
sun W. Osborne; Secretary J. DeLise;
Educational Director N. Reitti. $40.50
in ship's fund. No disputed OT. Chair
man discussed the importance of donat
ing to SPAD. Educational Director
talked to crewmembers to upgrade
themselves in the department they like
at Piney Point to better their future. A
vote of thanks to the steward depart
ment for good service and good food.
Next port, Elizabeth, N.J.
COLUMBIA (Mount Shipping),
March 27—Chairman, Recertified Bo
sun Gus Magoulas; Secretary O. Oakley;
Educational Director H. Hunt; Deck
Delegate Dempsey Nicholson; Engine
Delegate fiichard Groening; Steward
Delegate Osburn Williams. Some dis
puted O r in deck, engine and steward
departments. Ciiairman reports that
everything is running smooth and the
next port is Donges, France, then
Theamshaven, England and then to St.
Croix, V.I., Norfolk, and Port Reading,
N.J. Subject to change by the Navy.
OVERSEAS ARCTIC (Maritime
Overseas), March 26—Chairman, Re
certified Bosun E. LaSoya; Secretary
C. L. Shirah; Educational Director L.
Philips; Deck Delegate E. Frazier; En
gine Delegate D. Turner; Steward Dele
gate J. Juzang. No disputed OT. Chair
man held adiscussiononthe importance
of donating to SPAD. Secretary re
ported that a collection of $30 has been
taken up to pay for rental of 30 films
for the voyage to Russia. A thank you
to those who have donated. Next port,
Novasis, Russia.
VIRGO (Apex Marine), March 21—
Chairman, Recertified Bosun Stanley
Jandora; Secretary B. B. Henderson;
Educational Director Francisco Torres;
Engine Delegate Thomas J. Lundy;
Steward Delegate Jerry Wood. No dis
puted OT. Chairman advised all crew
members that there was to be no smok
ing anywhere on deck. Also held a
discussion on the importance of donat
ing to SPAD. A vote of thanks to the
steward department for keeping food
hot at all times. Next port, Baltimore.
Digesfof
MASSACHUSETTS (Interocean
Mgt.), March 13—Chairman, Recerti
fied Bosun J. L. Bourgeois; Secretary
A. Hassan. No disputed OT. The Sea
farers Log and several pamphlets were
received aboard ship and were read and
passed around. Chairman advised all
members to read your Log and get to
know your Union. Also discussed the
importance of donating to SPAD. A
vote of thanks to the steward depart
ment for fine food and service.
ANCHORAGE (Sea-Land Service),
March 19—Chairman, Recertified Bo
sun Juan C. Vega; Secrcttiry C. L.
White; Educational Director Dimitrios
Papageorgiou. No disputed OT. The
steward read the minutes of the last
safety meeting which was accepted by
the crew. Held a discussion on having
a ship's fund which had been talked
about before. Also the importance of
donating to SPAD. All communications
that were received were discussed by the
crew and posted. A vote of thanks to the
steward department. Next port. New
York.
SEA-LAND FINANCE (Sea-Land
Service), March 27—Chairman, Recer
tified Bosun James Pulliam; Secretary
William Benish; Educational Director
Herbert Martin. No disputed OT. Chair
man advised crewmembers that the next
issue of the Seafarers Log will note ten
tative changes in the pension plan. Sec
retary reported that the SIU benefit
applications are available for the ask
ing. SIU pamphlets were noted and
discussed. Chairman urged all crew
members to stay active in the Union.
Observed one minute of silence in mem
ory of our departed brothers.
INGER (Reynolds Metals), March 13
-Chairman, Recertified Bosun Hans S.
Lee; Secretary Duke Hall; Educational
Director Theodore Martinez; Engine
Delegate Allison Herbert. No disputed
OT. Chairman praised the Alcoholic
program at Piney Point and congratu
lated two graduates in the crew. Also
discussed the importance of donating
to SPAD. The quality and quantity of
food on board ship is excellent. Ob
served one minute of silence in memory
of our departed brothers. Next port.
New Orleans.
SEA-LAND GALLOWAY (SeaLand Service), March 7—Chairman,
Recertified Bosun George Burke; Sec
retary A. Seda. No disputed OT. Report
to the Seafarers Log: "On March 18,
1977 Kenneth Lynch died on board
ship. Wc the crew on the Galloway re
gret to inform the membership of the
sudden passing of Brother Kenneth
Lynch. He was well liked by the officers
and crew alike. He always had a smile
and kind word for his fellow shipmates.
Why God called for him in the prime
of his life we will never know but he
will be well remembered by his ship
mates." Next port, Elizabeth.
OGDEN WILLAMETTE (Ogden
Marine Transport), March 6—Chair
man, Recertified Bosun E. Bryan; Sec
retary E. Kelly; Educational Director
H. Meredith; Deck Delegate B. Anding;
Engine Delegate L. Campos; Steward
Delegate I. Gray. No disputed OT.
Chairman held a discussion on large
tankers and advised all members to read
the Seafarers Log. Also advised if any
one feels that they should go to the
Alcoholic clinic at Piney Point they
should go. Only you know if you need
the help.
DELTA SUD (Delta Steamship),
March 27—Chairman, Recertified Bo
sun R. Lambert; Secretary E. Vieira;
Educational Director J. C. Dial. $42 in
ship's fund. No disputed OT. Chairman
reported that once again this was an
accident free voyage for the fifth trip in
a row. It was also reported that it would
be helpful to all if the latest time and or
delayed sailing was to be posted on the
outside of the door to the launch service
shack; this way everyone would know
whether or not to send off their trans
portation.
GALVESTON (Sea-Land Service),
March 27—Chairman, Recertified Bo
sun Denis Manning; Secretary L. Crane;
Educational Director B. Reamey; Deck
Delegate Fred T. Miller; Engine Dele
gate A. G. Andersen; Steward Delegate
C. S. Crane. No disputed OT. Chairman
held a discussion on the importance of
donating to SPAD. Next port, Seattle.
Olficial ship's minutes were a(so re
ceived from the following vessels:
ZAPATA COURIER (Zapata Bulk),
March 13—Chairman, Recertified Bo
sun Sal Sbriglio; Secretary Paul Franco;
Educational Director A. Bell; Steward
Delegate William Theodore. No dis
puted OT. Chairman reported that SIU
Patrolman Teddy Babkowski was on the
Zapata Courier for more than two hours
in Linden. He filled the crewmembers
in on what is going on with the Union
and brought us up to date on Union
business. A vote of thanks fur his help.
The ship's reporter received the Mari
time Newsletter Volume 9—No. 1 and
all crewmembers were asked to read it
from front to back as it is very important
that all members be well informed as
to what is going on in the Union. So
take an interest as it pays off in jobs
and benefits, and SPAD can help in this
fight. Next port, New York.
MOUNT EXPLORER (Mount Ship
ping), March 27—Chairman T. Densmore; Secretary A. Salem; Educational
Director L. Nixon; Deck Delegate F. R.
Scharz; Engine Delegate Emil Nord
strom; Steward Delegate Young McMil
lan. No disputed OT. Encouraged new
members to enter the Steward depart
ment and present members to upgrade
within it. A vote of thanks to the Stew
ard department for good service and a
job well done. Next port, Texas City.
ZAPATA PATRIOT (Zapata Bulk),
March 27—Chairman, Recertified Bo
sun R. Murry; Secretary D. E. Edwards;
Educational Director George Meaden;
Deck Delegate James Ware. No dis
puted OT. T. J. Thomas, QMED was
injured in Romania and shipped home.
For safety reasons the man on the wheel
must work on bridge and no one is
looking out for any traffic. Mate is gen
erally in the chart room and we believe
it is unsafe for all on board. A vote of
thanks to the steward department.
Official ship's minutes were also
received from the following vessels:
OVERSEAS ALICE
BAYAMON
SEA-LAND EXCHANGE
OVERSEAS ANCHORAGE
AQUILA
OVERSEAS TRAVELER t
MAYAGUEZ
PUERTO RICO
THOMAS NELSON
THOMAS JEFFERSON
MERRIMAC
BORINQUEN
SUSQUEHANNA
HUMACAO
CAROLINA
DELTA URUGUikV,
MAUMEE
ALLEGIANCE
OVERSEAS ULLA:
,
CONNECTICUT
HOUSTON^
OVERSEAS JOYCE
SEA^LAND RESOURC:!
MONTICELLO VICTOEr
JACKSONVILLE
FORTHOSKINS
OAKLAND
PISCES
ARECIBO
AGUADILLA
PONCE
ALEUTIAN DEVE^Ol^ER
TAMPA
JAMES
DEL SOL
PANAMA
NECHES
SEA-LAND McLEAN
BOSTON
ELIZABETHPORT
SEALAND VENTURE
SEA-LAND CONSUMER
SEA-LAND PRODUCER!
COLUMBIA
SAN PEDRO
SAM HOUSTON
'yd
SANJUAN
MANHATTAN
COASTAL CALIFORNIA
DELTA PARAGUAY
WACOSTA
DELTA NORTE
TEX
OVERSEAS VIVIAN
BANNER
VANTAGE HORIZON
BEAVER STATE
OVERSEAS VALDEZ
GATEWAYGITYs
SEALAND MARKET
SEALAND COMMERCE
JOHN TYLER
vSEA^AND-ELQipiVlY
34 / LOG / May 1977
a
�The Harry Lundeberg
School of Seamanship
For a better job today, and job security tomorrow. 99
On-the-job Training Is Heart of FOWT Course
Instruction via diagrams ami
theory are okay, hut there's no sub
stitute for good old fashioned onthe-job-training for learning the ins
and outs of the engine room.
You might call the Lundeberg
School's Fireman, Oiler, Watertender Course old fashioned, then,
because on-the-job training is the
heart of the School's FOWT Pro
gram.
The photos on this page show
some of the most recent participants
in a FOWT Course practicing the
principles of valve repacking and re
pair. The setting is the Lundeberg
School's brand new machine shop in
the equally new HLSS Upgrading
Center on School grounds.
Other FOWT Courses will be of
fered on July 7 and Sept. 29. If you
are interested in taking one of these
courses, write the Vocational Educa
tion Department of the Lundeberg
School.
SlU members upgrading to FOWT get some good old fashioned on-the-job type training in the Lundeberg School's new
machine shop.
•*
Seafarer Mike Stewart displays the finer points of the wrench while upgrad
ing to Fireman Oiler Watertender.
Steward
Department
All Steward Department Courses
Lead To Certification By HLSS.
CHIEF STEWARD
The course of instruction is six weeks
long and covers all phases of steward
department management and operation.
Course Requirements: All candi
dates must have seatime and/or
training in compliance with one of
the following:
• Throe years seatime in a rating
above 3rd cook or assistant cook OR
• Six months seatime as 3rd cook or
assistant cook, six months seatime as
cook i«nd baker, six months seatime
as chief cook and hold HLS certifi
cates of completion for each pro
gram OR
• 12 months seatime as 3rd cook or
Seafarer S. Panama makes work look easy while upgrading to FOWT.
assistant cook, six months seatime as
cook and baker, six months seatime
as chief cook and hold HLS certifi
cates of completion for the cook and
baker and chief cook programs OR
•. 12 months seatime as 3rd cook or
assistant cook, 12 months seatime as
cook and baker, and six months sea
time as chief cook and hold an HLS
certificate of completion for the
chief cook program.
department, with six months as 3rd
cook or assistant cook and .six
months as cook and baker OR
Six months seatime as 3rd cook or
assistant cook and six months as
cook and baker OR
12 months seatime as 3rd cook or
assistant cook and six months sea
time as cook and baker and hold a
certificate of completion for the HLS
cook and baker training program.
Starting dates: July 7, Aug. 18, Sept.
29, and l\ov. 10.
Starting dates: June 9, July 21, Sept.
1, Oct. 13, and I\ov. 25.
CHIEF COOK
The course of instruction is six weeks
in length and students specialize in the
preparation of soups, sauces, meats, sea
foods, and gravies.
Course Requirements: All candi
dates must have seatime and/or
training in compliance with one of
the following:
• 12 months seatime as cook and baker
OR
• Three years seatime in the steward
COOK AND BAKER
The course of instruction is six weeks
in length and students specialize in the
selection and preparation of breakfast
foods, breads, de.s3erts, and pastries.
Course Requirements: AH candi
dates must have seatime and/or
training in compliance with one of
the following:
• 12 months seatime as a 3rd cook or
assistant cook OR
24 months in the steward depart
ment with six months as a 3rd cook
or a.s.sistant cook OR
Six months seatime as 3rd cook or
assistant cook and hold a certificate
of completion from the HLS assist
ant cook training program.
Starting dates: June 9, 23; July 7,
21; Aug. 4, 18; Sept. 1, 15, 29, and
Oct. 13,27.
ASSISTANT COOK
The course of instruction is six weeks
in length and students .spec'dize in the
selection and preparation of vegetables
and salads.
Course Requirements: All candi
dates must have 12 months seatime
in the steward department, OR
three months seatime in the steward
department and be a graduate of the
HLS entry rating program.
Starting dates: June 23, Aug. 4,
Sept. 15, Oct. 27, and Dec. 8.
May 1977 / LOG / 35
m
�QUARTERMASTER
ABLE SEAMAN
This course consists of classroom work
and practical training to include: basic
seamanship, rules of the road, wheel com
mands, use of the magnetic compass,
cargo handling, knots and splices, block
and booms, firefighting and emergency
procedures, basic first aid, and safety.
Requirements:
• All candidati's must be at least 19 years
of age.
• Must jiass a physical examination.
• Must have normal color vision.
• Must have, either with or without
glasses, at least 20/20 vision in one eye,
and at least 20/40 in the other. The can
didates who wear glasses, however, must
also be able to pass a lest without glasses
of at least 20/100 in each eye.
• Must either have, or first comjdete, the
separate Lifeboat Louise offered at the
.school.
• For Alil«»-S«ainai! 12 Months Any
Waters, you must have 12 months seatime or eight months .seatime if an HLSS
graduate.
• For Ahle-Seaman Tugs and Towboats, you mu.st have 18 months .seatime,
or 12 months .seatime if an HL.SS grad
uate.
Starting dates: Aug. 4, Oct. 27.
The course of instruction leading to
certification as Quartermaster consists of
Basic Navigation instruction to include
Radar; Loran; Fathometer; RDF; and
also includes a review of Basic Seaman
ship; use. of the Magnetic and Gyro
Compass; Rules of the Road; Knots and
Splices; Firefighting and Emergency Pro
cedures.
Course Requirements: Must hold
endorsement as Able Seaman (Un
limited—Any Waters).
Starling dates: Sept. 6, I^ov. 28.
LIFEB0AT3IAN
QMED—Any Rating
The course of instruction leading to
certification as QMED—Any Rating is
eight weeks in length and includes in
struction leading to the Coast Guard en
dorsements which comprises this rating.
Course Requirements: You must
show evidence of six months seatime
in at least one engine department
rating, and Iiold an endorsement as
Fireman/Watertender and Oiler.
Course is 12 weeks in length.
The course of instruction is two weeks
in length and leads to the Coast Guard
endorsement of Lifeboatman.
Course Requirements: Must have
90 days seatime in any department.
Starting date: June 13.
Starting dates: June 9, 23; July 7,
21; Aug. 4, 18; Sept. I, 15, 29, and
Oct. 13, 27.
The course is four weeks in length and
leads to endorsement as Fireman, Watertender, and/or Oiler.
Course Requirements: If you have
a Wiper endorsement only, you
must:
Note on Lifeboat:
The requirements and course
material for the endorsement of
Lifeboatman is identical for all
personnel. So the above outline
and starting dates of the Lifeboat
course applies to our deepsea and
Lakes Seafarers as well as to boatmen.
Trio Are Quartermasters
FOWT
• Be able to pass the prescribed physi
cal, including eyesight requirements
• Have six months seatime as Wiper,
OR
Be a graduate of HLS at Piney Point
and have three months seatime as
Wiper
• If you have an engine department
rating there are no requirements.
Tankerman Grad
SlU member Alan Kohajda holds
tankerman endorsement he earned
through study at Lundeberg School.
Directory of All
Upgrading Courses
DEEPSEA, LAKES COURSES
Starting dates: July 7, Sept. 29.
Deck Department
Able-seaman, 12 Months Any
Waters
Able-seaman, Unlimited Any
Waters
Lifeboatman
Quartermaster
WELDING
Seafarers Eric Johnson, Robert McGonagle, and Dick McGuire, Jr. (I. to r.)
show off quartermaster endorsements after completing Lundeberg course.
7 College Scholarships Awarded
Yearly to Members, Dependents
Another part of the SlU's total educa
tional program for its members is the
Union's (College Scholarships Fund. Each
year the SlU awards five $10,000 fouryear scholarships, of which one is reserved
for a Lhiion member and four for depen
dents of members.
number of years, so you will only be com
peting with other seamen with similar
educational backgrounds. The awards are
granted in April of each year and the
deadline for the receipt of all applications
is usually around April 1.
Eligibility requirements are as follows:
The L nion also awards two $.'5,000 twoyear scholarships reserved exclusively for
members. The two-year .scholarships offer
various opportunities e.specially for the
member who plans to keep .shipping. In
such a program you may develop a trade
or skill which would improve your per
formance aboard shij) as well as helping
you obtain a better paying job when you
are ashori'.
• Have not less than two years of ac
tual employment (three years for the par
ent or guardian of dependents) on vessels
of companies signatory to the Seafarers
Welfare Plan.
The $10,000 scholarships may be used
to pursue any field of study at any ac
credited college or university in the IJ..S.
or 4s territories.
In regard to our members, application
requirements are geared for the man or
woman who has been out of school for a
• Have one day of employment on a
ve.ssel in the six-month period immedi
ately preceding date of application.
• Have 90 days of employment on a
vessel in the previous calendar year.
Pick up a scholarship application now.
They are available for you and your de
pendents at the local Union hall or by
writing to the Seafarers Welfare Plan,
(College Scholarships, 275 20th St., Brook
lyn, N.Y. 11215.
The course of in.strnction in basic weld
ing consists of classroom and on-the-job
training including practical training in
electric arc welding and cutting; and oxyacetylene brazing, welding and cutting.
On completion of the course, an HLS Cer
tificate of Graduation will be awarded.
Course Requirements:
• Engine department pi'rsonnel must
have 6 months seatime in an engine
room rating
• Deck and steward department personel must hold a rating in their
d(>partment.
Engine Department
Fireman, Oiler, Watertender
(FOWT)
QMED—Any Rating
Advanced Pumpman Procedures
Automation
LNG-LPG
Refrigerated Containers
Welder
Diesel Engines
Marine Electrical Maintenance
Pumproom Maintenance and'
Operation
Starting date: Sept. 19.
LNG/LPG
The couise of instruction leading to
certification as LNG/LPG crew consists
of basic chemistry, tank and ship con
struction, gasification, reliquefication
procedures, inert gas and nitrogen sys
tems, instrumentation,, .safety and fire
fighting, loading, unloading and trans
porting LNG/LPG.
Course Requirements: Engine
room personnel must hold QMED
—Any Rating. Others, deck and
steward department personnel must
hold a rating in their department.
The normal length of the course is
four (4) weeks.
Starting date: Nov. 28.
Note: Courses and starting dates are
subject to change at any time. Any
change will he noted in the LOG.
36 / LOG / May 1977
a
•
•
•
•
Steward Department
Assistant Cook
Cook and Baker
Chief Cook
Chief Steward
INLAND WATERS COURSES
Able-Seaman
Pre-Towboat Operator
Original Towboat Operator
Master/Mate Uninspected Ves
sels Not Over 300 Gross Tons
Upon Oceans
First Class Pilot
Radar Observer
Pre-Engineer Die.sel Engines
Assi.stant Engineer Uninspected
Motor Vessels
Chief Engineer Uninspected
Motor Vessels
Tankerman
Towboat Inland Cook
Ves.<5el Operator Management
and Safety Course
'I
�First Class Pilot Course Gets Under Way Aug. 1
One of the most important courses the
Lundeberg School has to offer SIU Boat
men will begin Aug. 1, 1977. The course
leads to a Coast Guard license as first
class pilot.
The course includes both classrooiu in-
St ruction and on-the-job training on the
Lundeberg .School's pushboat. Students
will be trained in inland rules of the road;
pilot rules applicable to the sludenl's lo
cal area, and local knowledge of wind.s,
weather, tides and currents. The course
will also include instruction in chart navi
gation, aids to navigation, ship handling,
chart sketch of the mule, and such further
information as the ('.oast Guard (KAil
may consider necessarv to e.stablisli the
applicant's proficiency for his local area.
They're Pumpmen Now
To lie eligible for the course, which is
six weeks in length, an applicant must
have three years .seatime on deck on steam
or motor ve.ssel.«, of which 18 months mn.st
have been spent as able-seamen or the
equivalent. And of this 18. months, at least
one year must have been spent in a posi
tion which included standing regular
watch(>s on the wheel in the pilothouse as
part of the routine duties.
Applicants must also he U.S. citizens,
21 years of age and pass a physical exam.
If you are interested in the course, fill out
the upgrading application on this page
and send it to the Lundeberg School Vo
cational Education Department. It is sug
gested yf)U do so as .soon as po.vsible to
en.sure yourself a seat in the class.
Seafarers David Timmons (left) and Guy Venus will be shipping as pumpmen
from now on after completing Engine Room Course at HLSS and getting their
Coast Guard endorsements.
Automation Course Set For July
A four-week specialty course for deepsea engine room members will begin at
the Lundeberg School on July 25. The
course, entitled automation, prepares the
student for work in automated engine
rooms aboard the new, technologically ad
vanced ve.ssels of the U.S. merchant fleet.
The course of instruction includes both
classroom and practical training in the
operation and control of automated boiler
equipment; systems analysis; and the op
eration of remote controls for all com
ponents in the steam and water cycles
such as the main and auxiliary condensate
systems, generator, fire pumps, sanitary
system, bilge pumps and other associated
engine room equipment.
Students will receive their training on
the Lundeberg School's full scale simula
tor of an automated engine room console.
To be eligible for the Automation
Course, applicants must hold a Coast
Guard endorsement as QMED-any rating.
Kitchen Magician
I
Name
—
(I.n«l)
j
(First)
Telephone #
(Slate)
Seafarer Kvetoslav Svoboda is cooktng up a storm in a Lundeberg galley
as he participates in the School's As
sistant Cook Program.
4
REMEMBER! This test is not to see
who scores high or low. It helps HLS de
sign a study program just for you—a pro
gram that will enable our teachers to
help you get your high school diploma as
soon as possible.
So apply today. It's easy to qualify.
Just make sure that you have:
Inland Waters Member •
Dote Book
Was Issued
I
I
I
Social Security #.
I
Piney Point Graduate: LH Yes
j
Entry Program: From
I
I
I
I
I
I
j
Lakes Meinher •
. Seniority
1
I
I
(.Area Co.le)
Book Number
Port Presently
Registered In
. Port Issued,
Endor.sement (s) Now Held.
No Q
(if .so, fill in below)
Endorsement (s) Received
__ to
(DatcM .AtUMxb'ii)
I pgrading Program :
I
I
I
H.S. Equivalency Diploma
Available to All Members
Get the reading, writing and math
skills you need for job security and up
grading through the high school equiv
alency (General Educational Develop
ment) Program at the Harry Lundeberg
School. It only takes four to eight weeks,
and your Brothers who have gone through
this program can tell you that it's really
worth it!
Interested'? Pick up a copy of the pre
test kit in your port or write to this
address:
Margaret Nalen, Director
Academic Education Department
Harry Lundeberg School
Piney Point, Md. 20674
When you complete the test, return it
to the Lundeberg School. HLS will tell
you the results and give you an estimate
of the length of time you'll need to com
plete the GEO Program.
(Zip C.xle)
Deep.sea Member •
—— I
Mn./Dny/Yrar
(Street)
• City)
:r:: i
l)at<' of Birth
(Mi.UlIf)
A(ldre.ss
I
I
j
Seafarer Chris Hagerty is another step
closer to chief steward after complet
ing Cook and Baker Course at HLSS.
SIU member Bill Foley displays certifi
cate of achievement after complet
ing Lundeberg School's Tankerman
Course.
LUNDEBERG UPGRADING APPLICATION
I
Cook and Baker
He's a Tankerman
From.
Endorsement Is) Received
to
(Hates .Attended)
Do you hold a letter of completion for Lifeboat:
LH Yes
LH No;
Firefighting: • Yes • No
Dates Available for Training
(Refer to Directory for all course listings.)
I Am Interested in the Following Gounsefs).
I
,
RECORD OF EMPLOYMENT TIME—(Show only amount needed to up
grade in rating noted above or attach letter of .service, whichever is applicable.)
VESSEL
RATING
HELD
DATE
SHIPPED
DATE OF
DISCHARGE
• One year of seatime.
• Are a member of the Union in
good standing.
Your classes will be small (usually just
six to eight students). You'll get lots of
individual help. And completing the GEO
Program opens the door to the other edu
cational opportunities that the SIU has
for you. A high school diploma is the first
step towards qualifying for one of the
three scholarships for Seafarers that are
offered each year.
SIGNATURE.
DATE.
RETURN COMPLETED APPLICATION TO:
LUNDEBERG UPGRADING CENTER,
PINEY POINT, MD. 20674
May 1977 / LOG / 37
�Alan R. Gardner
12'A Seniority Upgraders
Russell Barrack
Dave Bradley
Fred Washington
Seafarer Russell
Barrack began sail
ing with the SIU in
1975. He is a grad
uate of the trainee
program at the
Harry Lundeberg
School. A member
of the deck depart
ment, he has his AB
ticket, lifeboat and firefighting tickets
and tankerman endorsement. Brother
Barrack was born in Kilmarnock, Va.
and lives in Whitestone, Va. He ships
from the port of Norfolk.
Seafarer Dave
Bradley first ship
ped out with the
SIU in 1974 after
graduating from the
Harry Lundeberg
School. A member
of the deck depart
ment, he upgraded
to AB in 1977 at
the Lundeberg School. Brother Bradley,
who holds firefighting and lifeboat tick
ets, plans to attend the next LNG course
at Piney Point. He was born in Phila
delphia, Pa., lives in Pensacola, Fla. and
sails from New Orleans.
Seafarer Fred
"Worm" Washing
ton first shipped out
with the SIU in
1965 after attend
ing the Harry
Lundeberg School
of Seamanship in
his home town of
New Orleans, La.
Brother Washington, who sails in the
steward department as a chief cook,
also holds the firefighting and lifeboat
endorsements. He still makes New Or
leans his home and ships from that port.
Chris Killeen
Seafarer Chris
Killeen first went to
sea with the SIU in
1973 after graduat
ing from the Harry
Lundeberg School.
A member of the
black gang, he went
back to Piney Point
in 1976 for his
FOWT. He also took the welding course
at the Lundeberg School arid has his
firefighting and lifeboat certificates.
Brother Killeen is a native and resident
of Scranton, Pa. He sails from the port
of Houston.
Richard Johnson
Seafarer Richard
Johnson, who
works in the blackgang, began sailing
with the SIU in
1973 after complet
ing the trainee pro
gram at the Harry
Lundeberg School.
In 1976 he up
graded to FOWT and later became a
pumpman. Brother Johnson also holds
the firefighting and lifeboat certificates
as well as a tankerman endorsement
which he earned in 1977 at the HLSS.
He was born in Jacksonville, Fla., but
now lives in New Orleans and ships out
from there.
Seafarer Stephen
Copeland gradu
ated from the Harry
Lundeberg School
trainee program
and then went to
sea in 1972. A
member of the deck
department, in
1974 he received
his AB certificate through the HLSS
and got his firefighting and lifeboat en
dorsements as well. Born in San Bernadino, Calif., he now lives in Oakland,
Calif. Brother Copeland sails from the
port of Houston.
...for SIU members with Alcohol problem
This belief is also the basis of our
determination to solve the problem of
alcoholism among our membership. We
do not need any equalizers because we
know that it is only through Union
brotherhood that we can achieve our
goals.
And it's brotherhood that led to the
establishment of the Seafarers Alcoholic
Stephen Connor
Seafarer Thur
man "Butch"
Young has been
sailing with the SIU
since 1969. A grad
uate of the trainee
program at the
Harry Lundeberg
School, heupgraded to AB in
1974. Brother Young also obtained a
lifeboat and firefighting certificate at
the School, then returned again this
year to complete the quartermaster ancf
LNG course before attending the "A"
seniority program. A native and resi
dent of Philadelphia, Pa., Brother
Young ships out of New York.
Seafarer Stephen
Connor graduated
from the Harry
Lundeberg School
in Piney Point, Md.
in 1969. Since then,
he has sailed with
the SIU in the deck
department.
Brother Connor
holds firefighting and lifeboat tickets
as well as a tankerman endorsement.
He upgraded to AB at the Lundeberg
School this year. He was born in Oak
land, Calif, and lives in Orinda, Calif.
Brother Connor ships out from San
Francisco and New York.
George Vorise
Joe Mele
Seafarer George
Vorise started sail
ing with the SIU in
the steward depart
ment in 1971. In
1975 he went to the
Harry Lundeberg
School for his chief
cook endorsement.
He received his life
boat certificate in 1976 and also holds
a firefighting endorsement. A native of
Louisiana he lives in the bayous in
Maringouin, La. and ships out of New
York City.
Seafarer Joe
Mele is a 1974
graduate of the
Harry Lundeberg
School. Since then
Ihe has been sailing
[with the SIU in the
deck department.
In 1976 he upI graded to AB. He
has his lifeboat and firefighting endorse
ments. Brother Mele was born in Liv
ingston, N.J., grew up in Jacksonville,
Fla., lives in New Orleans and ships
from that port.
Stephen Copeland
ABrptherhood in Action
Alcoholism is certainly one of the
great equalizers in American society. It
strikes rich, poor, and middle-class peo
ple; black, while, red, yellow and brown
people; old and young.
As Seafarers and trade unionists we
have always believed in brotherhood.
This belief—that by sticking together
we can make things better for all of us
—is what makes our Union work.
DEEP SEA
Thurman Young
Charles Petersen
Seafarer Charles
Petersen has been
sailing with the SIU
in the engine deIpartment since he
[graduated from the
Harry Lundeberg
[School trainee proIgram in 1974. In
1975 he upgraded
to FOWT and plans to attend the June
OMED course at the HLSS. He already
has his firefighting and lifeboat endorse
ments. A native of Maryland, Brother
Peterson lives in Millersvillc, Md. and
ships out of Baltimore.
Seafarer Alan R.
Gardner graduated
from the Harry
Lundeberg School
in 1975 and' then
shipped out in the
engine department,In 1976, he re
turned and got his
FOWT endorse
ment. Brother Gardner also has the life
boat and firefighting tickets and plans
to enroll in the June Piney Point OMED
course. He was born in Nashua, N.H.
and lives in Clyde, Ohio. Brother Gard
ner sails from the port of New York.
Rehabilitation Center. Since the Sea
farers who have alcholism are our
Union brothers, we know that by stick
ing together and supporting the rehabili
tation program we can help them.
After all, these men are our fellow
trade unionists. They have worked the
sea lanes and the waterways with us,
studied and upgraded with us, and
walked the picket lines with us. They
were our equals—our brothers—then,
and we certainly won't treat them as
anything less than our brothers now
that they are sick.
This basic commitment of Seafarers
to the welfare of their fellow Union
members has made it possible for the
ARC to help over 150 of our brothers
in the past year. If each of us takes the
rehabilitation of fellow Seafarers who
Alcoholic'Rehabilitation Center
I am interested in attending a six-week program at the Alcoholic
Rehabilitation Center. I understand that all my medical and counseling
records will be kept strictly confidential, and that they will not be kept
anywhere except at The Center.
Name
Book No.
I
I
Address
(Street or RFD)
(City)
(Statel
Telephone No
(Zip) j
I
I
Mail to: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, (301) 994-0010
have alcoholism as a personal goal and
responsibility as well as a trade union
effort, we can be sure that the program
I
at the ARC will eventually reach and
help every brother in the SIU who is an
alcoholic.
Deposit in the SIU Blood Bank— It^s Your Life
38 / LOG / May 1977
I
�1. .
260 Have IkNiated $100 or Alore
To 8PAII Since liejiliiiiiiig of '77
The following Seafarers and other concerned individuals, 260 in all have demonstrated an active interest in participating in political and
legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to
the Seafarers Political Activities Donation, (SPAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as
dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political
contributions. SPAD is the union s separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political
activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of
reprisal.) Six who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, three
have contributed $300, and one $600. For the rest of the year the LOG will be running the SPAD honor rolls because the Union feels that in
the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy of our report is filed
with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.)
NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the pre
vious month.
Abas, I.
Doak, W.
Martinussen, C.
Rhoadcs, G.
Hagerty, C.
Kydd, D.
Hunter, W.
Adamson, R. R.
Dolgen, D.
McNabb,J.
Richburg, J.
Haggagi, A.
Lankford, J.
lovino, L.
Adlum, M.
Domenico, J.
McNally,
M.
Riddle, D.
Hall,W.
Lawrence, W.
Jackson, J.
Domingo, G.
McCartney, G.
Ripoll, G.
Air, R. N.
Hall, P.
Lee, K.
Johnson, D.
McCaskey, E.
Roadcs, O.
Algina, J.
Donovan, P.
Hall, M.
Lelonek, L.
Jones, R.
McClinton,
J.
Roberts, J.
Ali,A.
Hannibal, R.
Drozak, P.
Lennon, J.
Jones, T.
McElroy, E.
Robinson, W.
Allen, J.
Drury, C.
Harildstad,V.
Lewis, L.
Kastina, T.
Dryden, J,
Rodriguez, R.
McKay, D.
Anderson, A.
Harris, E.
Loleas, P.
Keller, D.
McNeely,
J.
Anderson, A.
Ducote, C.
Rondo, C.
Harris, W.
Lombardo, J.
Kemgood, M.
Mesford, H.
Rosenthal, M.
Anderson, R.
Dwyer, J.
Hauf, M.
Lynch, C.
Kerr, R.
Mollard, C.
Roshid, M.
Antici, M.
Dyer, A.
Haynes, B.
Lyness, J.
Kizzire, C.
Mongelli,
F.
Roy, B.
Aquino, G.
Evans, M.
Heroux, A.
Magruder, W.
Koflowitch,W.
Royal,
F.
Mooney,
E.
Arle, J.
Fagan, W.
Holmes, W.
Malesskey, G.
Kouvardas, J.
Famen,
F.
Morrison, J.
Rudnicki, A.
Aumiller, R.
Homayonpour, M.
Manafe, D.
Kramer, M.
Faust,
J.
Mortensen,
O.
Avery, R.
Sacco, M.
Fay, J.
Mosley, W.
Badgett, J.
Sacco,J.
Fergus, S.
Bailey, J.
San Fillippo, J.
Munsie, J.
Fgrshee,
R.
Murray, J.
Sanchez, M.
Barroga, A.
Fischer, H.
Murray, M.
Schuifcls, P.
Bartlett, J.
Fiune,V.
Bauer, C.
Napoli, F.
Seagord, E.
B.
Fletcher,
Baum, A.
Nash, W.
Selzer, R.
Fox, P.
Neffe,J.
Selzer, S.
Beeching, M.
Franco,
P.
Olson,
F.
Shabian, A.
Benoit, C.
$600 Honor Roll
$500 Honor Roll
Francum, C.
Sigler, M.
Pacheco, E.
Bergeria, J.
Frank,
S.,
Jr.
Silva, M.
Paladino, F.
Berglond, B.
Pomerlane, R.
Lilledahl, H.
Fuller,
G.
Papuchis,
S.
Smith, L.
Berlin, R.
Frounfelter, D.
Paradise, L.
Smith, T.
Bishop, S.
Furukawa,
H.
Paschal, R.
Soresi, T.
Bland, W.
$300
Honor
Roll
Garcia,
R.
Spencer, G.
Patterson,
D.
Bobaiek, W.
Gardner, E.
Stancaugr, R.
Manuel, R.
Quinter, J.
Romolo, V.
Perez, J.
Bonser, L.
Gaston,
T.
Stearns, B.
Peth, C.
Boyne, D.
Gentile,
C.
Stephens, C.
Piper, K.
Brand, H.
Gimbert, R.
Stevens, W.
Prentice, R.
Brongh, E.
Goff, W.
Stewart, E.
Prevas, P.
Brown, G.
$200 Honor Roll
J.
Stubblefield, P.
Goldberg,
Prott, T.
Brown, I.
Gooding, H.
Sulaiman, A.
Purgvee, A.
Browne, G.
Drozak, F.
Pow, J.
Bernstein, A.
Goodspeed, J.
Sullins, F.
Quinnonez, R.
Bryant, B.
McFarland, D.
Combs, W.
Shields, J.
Gorbea,
R.
Surrick, R.
Reck,
L.
Bucci, P.
Guarino, L.
Reinosa, J.
Swiderski, J.
Buczynski, J.
Guillen, A.
Reiter. J.
Tanner, C.
Caga, L.
Taylor,
F.
Catfey, J.
Taylor, J.
Callahan, J.
Telegadas, G.
Campbell, A.
Terpe, K.
Campbell, A,
SEAFARERS POLITICAL ACTIVIH DONATION
Tobio,
J.
Celgina, J.
(SPAD)
Troy, S.
675 FOURTH AVENUE
BROOKLYN, N.Y. 11232
Cheshire, J.
Truenski, C.
Cofone, W.
S.S. No. ,
Date.
Tsminrx, L.
Conklin, K.
Turner, L.
.Book No..
Contributor's Name.
Costango, G.
Underwood, G.
Cresci, M.
Address.
Velandra, D.
Cross, M.
Weaver, A.
.Zip Code
.State.
City ,
Cunningham,-W.
Webb, J.
Curtis, T.
I acknowledge and understand that SPAD is a separate segregated fund established and administered
West,
D.
Da Suva, M.
by my Union to engage in political activities and to make contributions and expenditures for candidates
seeking political office and solicits and accepts only voluntary contributionj, and I have the right to
Whitmer, A.
Danzey, T.
refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun
Whstsitt,M.
Davis, S.
tarily determine and I herewith contribute the sum of $
. This contribution constitutes my
Wilburn, R.
Davis, J.
Williams, L.
Debarrios, M.
Wilson, C.
Dechamp, A.
Wilson,!.
Delgado, 3.
Wingfield,P.
Delrio, J.
Woody, J.
Dernbach,J.
Worley, M.
Diaz, R.
Worster, R.
Diercks, J.
Yarmola, J.
Digiorgio, J.
M
I
M4
May 1977 / LOG / 39
�In the port of Chicago, Able-Seamen Gene Tech, left, and Stan Thompson
preoare the tanker Josep/? Bigane for loading.
On the Great Lakes Towing tug Arizona, SlU Boatmen Rudy Jadrich and Wil
liam Blanchard make some routine engine repairs,
A Busy Friday
It was a beautiful day in the Great
Lakes port of Chicago, and lots of
SIU inland members were in town
when the Lag visited the Windy City.
At the Great Lakes Towing dock
on the Calumet River at 94th St., we
were lucky to meet a couple of SIU
retirees, John Ritchie and Martin
Ozmina, who talked for n while abom
old times on the Lakes. The tanker
Joseph Bigane passed by after hav
ing fueled a ship in Lake Michigan,
and we caught the Bigane and her
crew a little later at the 102nd St.
coal dock.
On the way to the Dunbar and
Sullivan dredging Job site in East
These two oldtimers may be retired
now, but you can't keep them away
from the Chicago docks. They are
Boatmen John Ritchie, left, and Mar
tin Ozmina.
i
Chicago, Ind., we saw the launch on her way to the same Job site. before the Camphauser did.
Camphauser underway on Lake Traveling by autay we reached the
Finally we headed back west to
Michigan with mie barge alongside, job site on the Indiana Harbor Canal ward downtown Chicago. The/ames
VersliMiSf a tug operated by the cijty
of Chicago, had just retniiKd to her
dock on the North Branch of :Bie
Chl<»go River after transpo^tbag; iai
crew of workers from the water cribs
which the city maintains on Li^
Michigan. Our last stop was right on
the Lake at Navy Pier, where the tug
Daryt C. Hannah was tied up wait
ing for a gasoline barge to transport
to Upper Michigan.
'L
It had been a hot day and
day. And a lucky day, conridet^
tinit it was F4day the 13tb» and no
In top photo, SIU representative Joe Sigler, center, talks with deckhands
Jerome Weber, left, and Danny Boyle on their tug, the James Verslius, oper
ated by the city of Chicago. In photo below, the crew of the tug Daryl C.
Hannah, from the left are. Boatmen Louis Pion, Phil Kleineren, Rodney Jeziorowski, Charles Mclean and Dave Bishneau.
It's a tight squeeze for the SIUmanned tug Camphauser but every
thing turned out fine even though it
was Friday the 13th. On bow of the
tug is Boatman William Goodhue.
mm
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Seafarers Log Issues 1970-1979
Description
An account of the resource
Volumes XXXII-XLI of the Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Dublin Core
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Title
A name given to the resource
May 1977
Description
An account of the resource
HEADLINES
LOG STORY TRIGGESR REP. RUPPEE’S CG QUIZ ON SAFETY
SIU-IBU MERGER POSTS VITAL GAINS
TURNER PAYS TRIBUTE TO LOST SEAMEN ON MARITIME DAY
FIT-OUT MEETING IS SPECIAL IN DETROIT
HALL TELLS TULANE FORUM HE SEES A ‘HAPPY DAY’ IN MARITIME FUTURE
UNEMPLOYMENT RATE FELL TO 7% IN APRIL; 7-M STILL JOBLESS
DROZAK SEES SUPPLY LINES PINCH IN THE EVENT OF WAR CRISIS
MERGER TALK PROGRESSES
DELMAR JAEGER ENTERS SERVICE
OFFSHORE RIGS CREWS, FLAG, SAFETY, A MUST: DROZAK
BONANZA OF JOBS SEEN WITH ALL-ALASKA GAS PIPELINE
TUNA FLEET FISHING WITH PROMISE OF COMPROMISE
DROZAK LAUDS NMC ON PRODUCTIVITY, STABILITY, GROWTH
A FIRST, SIU BOATMAN WINS SCHOLARSHIP
FMC CARRIES THE BIGGEST REGULATORY STICK
FORMER SIU SCHOLARSHIP WINNER LANDS GOOD JOB
$10 BILLION IN FREIGHT PROFITS-BUT NO TAXES TO PAY
POST OFFICE MUST SERVE PUBLIC
FLEXIBILITY, FORESIGHT HALLMARK OF MERGER
21 SIU BOATMEN SET CONTRACT GOALS AT HLS CONFAB
VACATION, STANDARD PACTS- MERGER BREAKTHROUGHS
21 SIU BOATMEN SET CONTRACT GOALS AT HLS CONFAB
SWEEP TEXAS, LOUISIANA
BOATMEN LEARN WHY POLITICS IS PORKCHOPS ON WATERS
’70 MARINE ACT: 12 TUGS, 28 TOWBOATS, 265 BARGES
FOUR COMPANIES ORGANIZED SINCE MERGER
LUNDEBERG SCHOOL IS THE OPEN DOOR TO ADVANCEMENT
HERE’S HOW THE SIU HIRING HALL WORKS FOR BOATMEN
TOP COURT: IT IS NOT SEX BIAS TO BAR DISABILITY PAY FOR PREGNANCY
ON-THE-JOB TRAINING IS HEART OF FOWT COURSE
A BUSY FRIDAY THE 13TH IN THE WINDY CITY
Creator
An entity primarily responsible for making the resource
Seafarers Log
Source
A related resource from which the described resource is derived
Paul Hall Maritime Library Microfilm 1939-1993
Publisher
An entity responsible for making the resource available
Seafarers International Union of North America
Date
A point or period of time associated with an event in the lifecycle of the resource
5/1/1977
Format
The file format, physical medium, or dimensions of the resource
Newsprint
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
Vol. 39, No. 5
1977
Periodicals
Seafarers Log